l.

^*^'

ALL THE WORLD'S AIRCRAFT

Edited by John WR Taylor FRAeS, FRHIstS, FSLAET, AFAIAA

' ',?;!? ^
 ; Stand ease of control and economy of
's defence ownership.
1
,
political A new standard of collaboration -
t order proved in service.
•

better Turbo-Union is a partnership

bo-Union between Rolls-Royce of Great Britain,
CONTENTS [51] uced the IVrrU of the Federal Republic of
/er military Germany and Fiat Aviazione of Italy.
FOREWORDS [53], [61]
Turbo-Union Limited
Head Office: PO Box 3, FUton
GLOSSARY [69]
l of the Bristol BS U 7QE, England

FIRST FLIGHTS [75] md Munich Office: ArabellastraBe 4/7

Navy, D-8000 Munchen 81
OFFICIAL RECORDS [77] 3d its Fed Rep of Germany
start,
1
Aircraft
ice JlL

aircraft (including
reliability. innioiinii
Homebuilt
racing aircraft) 521

Sailnlanes 619

Microlight aircraft and

hang gliders 657

Lighter-than-air
airships 732
balloons 738

RPVs and targets 747

Air-launched missiles 779

Spaceflight 795

Aero-engines 804

ADDENDA 894

INDEXES 913
The choice of the IR18 Barr & Stroud's thermal imaging is firmly
Thermal Imaging Scanner as the based on more than twenty years' experience
sensor for two important helicopter- and is demonstrated by IR1 8 which operates
borne Tl systems is confirmation of Barr equally well in full light or complete darkness,
& Stroud's IR technology leadership. through smoke and mist and is not blinded by
flares or searchlights.
IR18, through licencee Ernst Leitz, Wetzlar,
was introduced into the Messerschmitt- IR18 offers compactness, performance and
Bolkow-Blohm BO 105 Flying Laboratory, a reliability for pilot aid, surveillance and
programme for the definition of visual aids accurate weapon delivery systems.
for future helicopters.

IR18 with the

Flight test results of the BO
105 proved excellent geometric and
temperature resolution for night flying
capability. A high degree of pilot acceptance
was expressed.
A member of the Pilkington Group
The UK Ministry ofDefence endorsed IR18
Enquiries to Defence Marketing Department
as the sensor for the Ferranti/Barr & Stroud
Type 221 Thermal Surveillance System. Registered Office & Works:
Barr& Stroud Limited, Caxton Street,
The compact design of IR18 and its dual Annlesland, Glasgow G1 3 1 HZ.
view telescope was of considerable
field of Telephone: 041-954 9601. Telex: Glasgow 778114
importance in realising a total package London Office:
compatible with the constraints of a Barr& Stroud Limited, Melrose House,
4-6 Savlle Row, London W1X 1AF.
helicopter-borne system. Telephone: 01-437 9652. Telex: London 261877

PiLKINGTONi
Electro-optical Division *
READY HMl
MIUIARY 1RAINING
The strength, aerodynamics, and performance
of the L-80 TP Turbo Trainer make it ideal for the
TURBO TRAINER
training of today's military pilots from the initial
stages to the most advanced jet trainer in the tt'
minimum of time at minimum cost

The L-80 TP is safe and The versatility and The flight envelope of the
easy enough to handle performance of the L-80 TP L-80 TP is wide enough
forbeginners starting are excellent for to train pilots for starting
primary training basic training advanced training

VAIMET
Valmet Corporation Kuorevesi Works
SF-35600 Halli, Finland
Tel. + 358 42 8291 Tlx. 28269 vaiku
, sf
 S

JANE'
ALL THE WORLD'S AIRCRAFT
1984-85

^^^IvERSPS^

Jane's Publishing Company Limited, 238 City Road, London EC1V 2PU, England
Jane's Publishing Inc, 13th Floor, 135 West 50th Street, New York, NY 10020, USA
O THOMSON

The conquest of aerial superiority in the very first days of a conflict is of

paramount importance. The surest way to obtain this is by neutralizing

BAP 100
bomb
cratering
enemy aviation on the ground.
Without talking about destruction which would call for sizeable means, an
aerodrome can be temporarily put out of action through organized bom-
bing such that no runway section of over 1000 m in length or 15 m in width
remain.
For performing such a "runway-cutting" mission. BRANDT has designed
and manufactured the BAP 100 weapon-system which enables two or
three aircraft operating at very low altitude and high speed to release seve-
ral sticks of bombs simultaneously in one single oblique pass.
The probability of cutting the runway depends on the impact-density and
BAP 100 optimum
: loading of an aircraft; 18 the length of the salvol, hence the number of bombs forming the stick.
bombs under just one pylon (710 kg By developing a lightweight, compact, performing bomb and a "cluster"
hook-up system under a single pylon, BRANDT has mastered both factors
at one single carrying point = a com- for obtaining the best "cutting" probability; short intervals in a long salvo.
plete cut). Other carrying points free
ECM, air-to-air missiles.
for fuel,
BAP 100 : weapon-system adaptable to all
combat-aircraft, including the ligh-
test, whether they sport a fire-con-
trol system or not.
BRANDT
Armements
BAP 100 : weapon-system in service with the 52, avenue desChamps-Elysees, 75008 PARIS
French Air Force. Tel. (1) 359.18.87 - Telex 290966 F

[2]
 Building tomorrows.
It takes a strong foundation "Factory of the Future," pro- cycle costs. The result: not
of yesterdays to build a duction capacity-already only more engines, but
strong tomorrow. Avco on the upswing-will more better engines. Delivered
Lycoming's history of turbine than double in less than on time, within cost, up to
engines is rich in firsts and two years. Our new Mainte- specifications.
mosts. The turbine
first nance Operations Center Avco Lycoming. Drawing
engine designed to power a will provide professional strength from the past.
helicopter The most military maintenance services, quick Driving confidently toward
turboshafts built. The turbo- turnarounds and low life- the future.
shaft with the highest power-
to-weight ratio. The clean, ^^AVCO LyCOMING STRATFORD DIVISION
quiet turbofan. 550 South Main Street • Stratford, CT 06497

The turbine commitment ^z7AVCO LyCOMING ENGINE GROUP

continues. With the ongoing
upgrading of our manu-
facturing techniques in the
 Alphabetical list of advertisers

A Embraer Aircraft Corporation

AEG-Telefunken Av Brig Faria Lima, 2170 Cx P 343, 12200 Sao Jos6
Industriestrasse 29, D-2000 Wedel, dos Campos, Sao Paulo, Brazil [29]
Federal Republic of Germany [27]

Aermacchi SpA F
21 100 Varese, Italy [76] FIAR SpA
Via Montefeltro 8, 20156 Milan, Italy [22]
Aerospatiale
37 boulevard de Montmorency, 75781 Paris FIAT Aviazione
Cedex 16, France [20| & |21]
Casella Postale 1389, Via Nizza 312,
10127 Turin, Italy [401&[41)
AGUSTA Group
Via Caldera 21, Milan, Italy [30) & [31] Flight Refuelling Ltd
Wimborne, Dorset BH21 2BJ, England boo/<marl<
AP Precision Hydraulics
PO Box 1, Shaw Road, Speke, Liverpool L24 9JY, FOM Aeromodelli
England [39|
Via E Romagna 184, 47033 Cattolica, Italy [39]

Avco Lycoming
Stratford Division, 550 South Main Street, Stratford,
Connecticut 06497, USA [3] G
GIAT
Aviaexport 10 place Georges-CI6menceau, 92211 Saint-Cloud,
32-34 Smolenskaja-Sennaja Square,
France 170)
121200 Moscow, USSR [11]

The Goodyear Tyre and Rubber Company (Great Britain)

Ltd
B
Aviation Products, Viscount Way, Heathrow Airport,
Barr & Stroud Ltd Hounslow, Middlesex TW6 2JN, England [72]
Melrose House, 4-6 Savile Row,
London W1X 1AF, England facing inside front cover
. .
Graseby Dynamics Ltd
Park Avenue, Bushey, Watford,
Bell Helicopter Textron Inc Hertfordshire WD2 2BW, England [32]
Dept. 583, Box 482, Fort Worth, Texas 76101,
USA [68] Grumman Aerospace Corporation
Bethpage, Long Island, New York 11714, USA .... [60)
Brandt Armements
52 avenue des Champs-Elys6es, 75008 Paris,
France [2]
H
Aerospace pic
British Hughes Aircraft Company
Weybridge, Surrey, England [24] & [25[ PO Box 11205, Marina del Rey,
California 90295, USA [28)

Hughes Helicopters Inc

Central Engineering Company Culver City, California 90230, USA [19)
2930 Anthony Lane, Minneapolis,
Minnesota 55418, USA [321

John Curran Ltd

PO Box 72, Curran Road, Cardiff CF1 1TE,
Industrial Acoustics Company
Wales [54]
Walton House, Central Trading Estate, Staines,
Middlesex TW18 4XB, England [62]

Institute of Industrial Exhibitions Co Ltd (i.i.e)

Defense NBC 12 Neofitou Douka Street, 10674 Athens,

Greece [33]
52 avenue des Champs-Elys6es, 75008 Paris,
France [34] & [35]
International Gunnery
Dornier GmbH 8501 North 75th Avenue, Peoria,
Arizona 85345, USA [44[
PO Box 2160, D-8000 Munich 66,
Federal Republic of Germany . . .
[58]
Italtel

Defense Telecommunications Division, Via due

Macelli 66, 00187 Rome, Italy [17)

Electronique Serge Dassault

55 quai Carnot, 92214 Saint-Cloud, France [32]
K
Elettronica SpA KHD-Luftfahrttechnik GmbH
Via Tiburtina Km 13.700, 00131 Rome, POB 246, D-6370 Oberursel,
Italy inside front cover Federal Republic of Germany [36]

[4]
 TWO PLANES IN ONE.
The F/A-18 Hornet is a double answer
to free world defence needs-a durable,
dependable strike fighter that is superior
for both fighter and attack missions. It
includes the latest in aerospace technology.
The Hornet pilot can find and defeat
the foe with Sparrow radar-guided missiles,
even in clouds or far beyond what his
eyes can see. Heat-seeking Sidewinder
missiles and a 20mm cannon give him
mastery in medium and short range
encounters.
The Hornet is as deadly in the attack
mode. This new strike fighter can deliver
more than 8 tons of ordnance in low
visibility with remarkable accuracy. It can
even change missions in flight, combining
deceptive countermeasures and the threat
of return fire against a foe that dares to
interfere enroute to the target. It leaves
the target with the speed, maneuverability
and firepower to fight its way home.
The Hornet. Two planes for the price
of one.
Trusted by our side, feared by the other.

MfCDONNELL
ALPHABETICAL LIST OF ADVERTISERS

L SAMM
Lucas Aerospace Ltd 224 quai de Stalingrad, 92130 Issy-les-Moulineaux,
Brueton House, New Road, Solihull, West Midlands France [43]
B91 3TX, England [52]
Selenia Industrie Elettroniche Associte SpA
Defence Systems Division,
M Via Tiburtina Km 12.400, 00131 Rome, Italy [37]

McDonnell Douglas Corporation

SFENA
Box 516, St Louis, Missouri 63166 USA [5]
Aerodrome de Villacoublay, BP 59,

Messerschmitt-Bblkow-Blohm GmbH (MBB) 78140 Velizy Villacoublay, Cedex, France [74]

Postfach 80 11 60, D-8000 Munich 80,

SNECMA
Federal Republic of Germany [64]
2 boulevard Victor, 75724 Paris Cedex 15,
France
Motoren-und Turbinen-Union Munchen GmbH (MTU) [47]

PO Box 50 06 40, D-8000 Munich 50, SNIA/BPD

Federal Republic of Germany [7]
Via Sicilia 162, 00187 Rome, Italy [26]

Omnipol Foreign Trade Corporation

Thomson-CSF/AVS
Nek^zanka 11, 112 21 Praha 1, Czechoslovakia ... [43]
Division Equipements Avioniques, 178 boulevard
Gabriel Peri, 92240 Malakoff, France :i5]

P
Thomson-CSF/DSE
Pacific Scientific
Division Systfemes Electroniques,
Kin-Tech Division, 1346 South State College 116 avenue Aristide Briand, BP 10,
Boulevard, Anaheim, California 92803, USA [47] 92223 Bagneux Cedex, France . . .
[45]

Pilatus Aircraft Ltd Turbomeca

CH-6370 Stans, Switzerland [50] Bordes, 64320 Bizanos, France [38]

Turbo-Union Ltd
R
PO Box 3, Filton, Bristol BS12 7QE, England [9]
Recticel
Division of PRB S.A., Damstraat 2, B-9200 Wetteren, &
Belgium [13]
Turbo-Union Ltd
Rinaldo Piaggio SpA Arabellastrasse 4/7, D-8000 Munich 81,
Via Cibrario 4, 16154 Genoa, Italy [56] Federal Republic of Germany [9]

S V
Saab-Fairchild International Valmet Corporation
Leworth House, 14-16 Sheet Street, Windsor, Kuorevesi Works, SF-35600 Halli,
Berkshire SL4 1BG, England [66] Finland front endpaper (IV

[6]
 How
an aircraft engine
Modern jet engines are truly astounding:
inside, temperatures range up to 1500 C -

withstands that's
which melt
2764 F -
at
and yet the turbine blades,
1000 C, survive. How can the
blades continue to function?

The secret lies in cooling the

blades with special pas-

temperatures sages; they have to be very

small and drilled with
extreme precision. This can

at which it should
only be accomplished by using the most modern production
methods such as spark erosion machining or electrochemical drill-

actually ing.
Through these and other innovative technologies like plasma
welding and laser drilling, the MTU Group contributes in many

ways to traverse great

distances faster, more

melt safely and at lower cost.

Have a pleasant flight.
Your MTU.
-^^^^H^^t^l^^ ^^

MTU means power and propulsion.

rrrtu Aircraft Engines

MTU Munchen
D-8000 Munchen 50
Maintenance:
MTU Maintenance GmbH
D-3012 Langenhagen
Diesel Engines.
MTU Fnedrichshafen
D-7990 Fnedrichshafen

[7]
 Classified list of advertisers

AC motors Air-conditioning systems Aircraft, military

Aviaexport Defense NBC Aermacchi
Lucas Aerospace Aerospatiale
British Aerospace
Dornier
Accelerometers
Air control equipment for cabins
Embraer
Aviaexport
Aviaexport GIAT
Graseby Dynamics
Grumman Aerospace
Grumman Aerospace
SFENA McDonnell Douglas
Messerschmitt-Bblkow-Blohm
Air cycle refrigeration packages Pilatus Aircraft
Accessories Aviaexport Rinaldo Piaggio
Aviaexport
Valmet
Defense NBC
Electronique Serge Dassault
Air data computer systems
Aircraft, naval
Aviaexport
British Aerospace
Accumulators, cadmium nickel Electronique Serge Dassault
Dornier
Aviaexport SFENA Grumman Aerospace
McDonnell Douglas
Actuators, electric Messerschmitt-Bolkow-Blohm
Air data computer, test set Rinaldo Piaggio
Aviaexport
Grumman Aerospace Industrial Acoustics Co
Lucas Aerospace SFENA
Aircraft, private
Precision Mecanique Labinel Aerospatiale
SFENA British Aerospace
Thomson Brandt Air traffic control equipment
Dornier
FIAR
Thomson-CSF Embraer
Aerial survey instruments Messerschmitt-Bblkow-Blohm
Defense NBC Omnipol
SFENA Rinaldo Piaggio
Airborne surveillance drone systems
Dornier
Thomson-CSF Aircraft, radio controlled
Aerials — aircraft Flight Refuelling
Dornier

Aircraft, agricultural
Pilatus Aircraft Aircraft, supersonic
Aero-engine test plant Aerospace
British
Central Engineering
Dornier
John Curran Grummman Aerospace
Industrial Acoustics Co Aircraft, agricultural (dusters & sprayers)
Aviaexport McDonnell Douglas
SNECMA Messerschmitt-Bblkow-Blohm
Dornier
Embraer
Aero-engines Pilatus Aircraft Aircraft, training
Aviaexport Aermacchi
FIAT Aerospatiale
MTU Aircraft, ambulance British Aerospace
Omnipol Aviaexport Dornier
Rinaldo Piaggio Dornier Embraer
SNECMA Embraer Grumman Aerospace
Turbomeca Pilatus Aircraft McDonnell Douglas
Turbo-Union Rinaldo Piaggio Messerschmitt-Bblkow-Blohm
Omnipol
Pilatus Aircraft
Aeronautical engineers and consultants Aircraft, combat Rinaldo Piaggio
Aviaexport British Aerospace Valmet
Grumman Aerospace
SFENA
Aircraft, transport
Aircraft, commercial
Aerospatiale
Aerospatiale
Aerosystems British Aerospace British Aerospace Group
Grumman Aerospace Dornier
Dornier
Embraer Embraer
McDonnell Douglas Grumman Aerospace
Agricultural aircraft spray & dust systems Messerschmitt-Bdikow-Blohm McDonnell Douglas
Aviaexport Messerschmitt-Bblkow-Blohm
Rinaldo Piaggio
Pilatus Aircraft Pilatus Aircraft
SAAB-Fairchild
Rinaldo Piaggio

Aircompressors
Aircraft, executive Aircraft, V/STOL
Defense NBC
Aviaexport Aviaexport
British Aerospace British Aerospace
Dornier
Aircompressors (cabin & engine starting) Dornier
Embraer Grumman Aerospace
Lucas Aerospace
Messerschmitt-Bolkow-Blohm McDonnell Douglas
Rinaldo Piaggio Omnipol
SAAB-Fairchild Pilatus Aircraft
Air compressors for engine starting
Lucas Aerospace

Aircraft, integrated data systems Aircraft canopies

Air-conditioning equipment Dornier Grumman Aerospace

Aviaexport Grumman Aerospace Lucas Aerospace
Defense NBC Thomson-CSF Valmet

[8]
[9]
CLASSIFIED LIST OF ADVERTISERS

Aircraft crash position indicators Airports planning Batteries

Graseby Dynamics Dornier Aviaexport
Messerschmitt-Bblkow-Blohm

Aircraft development Batteries, aviation

Aermacchi Airspeed indicators Aviaexport
Dornier Aviaexport
Embraer
Grumman Aerospace Battery chargers
Messerschmitt-Bdikow-Blohm Alternators Aviaexport
Aviaexport
Lucas Aerospace
escape systems
Aircraft
Beacon equipment
Electronique Serge Dassault
Grumman Aerospace
Altitude control systems Graseby Dynamics
Aviaexport
Aircraft field operations & support
Belts, safety
Dornier
Aviaexport
Hughes Aircraft Ammunition boosters
Pilatus Aircraft Thomson Brandt
Blades, gas turbine
Aviaexport
Aircraft freight handling equipment Amplifiers SNECMA
Aviaexport Electronique Serge Dassault
Hughes Aircraft
Bomb carriers
Aircraftmechanical handlers Thomson Brandt
Aviaexport Antennas
Electronique Serge Dassault
Elettronica
Bombsights
Aircraft modifications Hughes Aircraft
Thomson CSF
Embraer SNECMA
Flight Refuelling Thomson-CSF Bonding jumpers bus bars
Grumman Aerospace Grumman Aerospace
Hughes Aircraft
Valmet Antennas, aircraft
Elettronica Brake linings
Grumman Aerospace Goodyear
Aircraft product support Thomson-CSF
Aermacchi
British Aerospace
Brakes & braking systems
Dornier AP Precision Hydraulics
Anti-skid systems
Embraer Aviaexport
Grumman Aerospace Goodyear
Messerschmitt-Bblkow-Blohm SNECMA Brakes for aircraft
Pilatus Aircraft Aviaexport
SFENA Goodyear
Armaments for aircraft SNECMA
Aircraft propeller governors Dornier
Rinaldo Piaggio GIAT
Grumman Aerospace Cabin cooling (tropical airfield equipment)
Thomson Brandt Aviaexport
Aircraft propellers
Aviaexport
Dornier Automatic checkout systems Cabin pressure control system
Aviaexport Aviaexport
Electronique Serge Dassault Grumman Aerospace
Aircraft seats Grumman Aerospace
Aerospatiale
Grumman Aerospace Cabin pressurising test equipment
Automatic digital data acquisition systems for Aviaexport
engine testing Grumman Aerospace
& cable
Aircraft wire Central Engineering
Grumman Aerospace
Cables, electric
Automatic parachute openers Grumman Aerospace
Airfield lighting
Aviaexport
Aviaexport
Grumman Aerospace
Omnipol Automatic parachute systems Cables, RF
Grumman Aerospace Grumman Aerospace

Airline technical assistance

Grumman Aerospace Automatic pilots Coatings, erosion resistant
SFENA Aviaexport Goodyear
SFENA Hughes Aircraft
Airport ground handling equipment
Dornier Automatic voltage & current regulators
Cockpit windows — heated & unheated
Messerschmitt-Bolkow-Blohm Aviaexport
Lucas Aerospace
Lucas Aerospace

Airport maintenance equipment

Dornier Auxiliary power plant Combustion systems (gas turbine)
Grumman Aerospace Aviaexport Lucas Aerospace
Messerschmitt-Bolkow-Blohm FIAT
Lucas Aerospace
Communications control systems
Airports — new passenger transport systems Grumman Aerospace
Dornier Bars, stainless steel & heat resisting steel Hughes Aircraft
Messerschmitt-Bolkow-Blohm Aviaexport Thomson CSF

'101
 MI-26 HELICOPTER —
TWENTY TONS OF CARGO IN THE CABIN
OR BY EXTERNAL CARRIAGE

You can see Mi-26 carrying its junior brother Mi-10 Helicopter from the family
of MIL heavy-lift helicopters.

Basic Specifications:
Take-off weight, t
normal 49.5 Speed, kph
maximum 56.0 cruising 255
Empty weight, t 28.2 maximum 295
Rotor diameter, m 32.0 Range (with max fuel reserve) 800 km
Number of blades 8 Cargo compartment, m
Ceiling under ISA conditions, m length 12
static (beyond ground effect) 1,800 width 3.25
dynamic 4,600 height from 2.95 to 3.17

More information available from:

AVIAEXPORT, USSR, MOSCOW

Our address: 32/34 Smolenskaja-Sennaja Sq.
121200 Moscow, USSR
Tel.244-26-86
Telex 411257, 411335 Avex SU
Cable: Aviaexport Moscow

111'
CLASSIHED LIST OF ADVERTISERS

Components Dc motors Electronic fuel control systems

Aviaexport Aviaexport Grumman Aerospace
Grumman Aerospace Lucas Aerospace Industrial Acoustics Co
SAMM Lucas Aerospace

Defence contracts
Composite structure British Aerospace Electronic support measures (ESM)
Lucas Aerospace Hughes Aircraft Elettronica
Thomson-CSF Hughes Aircraft
Thomson-CSF
Computers
Dornier De-icing equipment
Electronique Serge Dassault Grumman Aerospace Electronics & guidance
Hughes Aircraft Lucas Aerospace Electronique Serge Dassault
Industrial Acoustics Co Grumman Aerospace
SFENA Hughes Aircraft
Thomson-CSF Direction finding equipment (triangulation) SFENA
Aviaexport Thomson-CSF
Thomson CSF
Computers, aerodynamic analogue &
digital Engine compressor cleaning rigs
Electronique Serge Dassault Drones John Curran
SFENA Dornier
Flight Refuelling
Messerschmitt-Bolkow-Blohm Engine, design and manufacture
Connectors/connector accessories Turbomeca
Aviaexport
Hughes Aircraft Ejection seats
Engine handling equipment
Thomson-CSF Grumman Aerospace Central Engineering
McDonnell Douglas
John Curran
Constant speed alternator drive units
SNECMA
Lucas Aerospace
Engine parts fabrication
Electric auxiliaries FIAT
Constant speed drive test benches Aviaexport Rinaldo Piaggio
Central Engineering SNECMA
Electrical equipment
Control equipment for aircraft Aviaexport Engine research
Aviaexport Grumman Aerospace Dornier
Electronique Serge Dassault Lucas Aerospace
Grumman Aerospace SAMM
Engine starting equipment
SAMM
Central Engineering
Thomson-CSF
Electrical wiring assemblies FIAT
Aviaexport Lucas Aerospace
Controls, cockpit Grumman Aerospace
Aviaexport Engine testing equipment
Grumman Aerospace Electro-hydraulic power packs Aviaexport
Lucas Aerospace Central Engineering
John Curran
Controls, main engine fuel Industrial Acoustics Co
Aviaexport Electro-optical systems
Grumman Aerospace Barr & Stroud
Lucas Aerospace Electronique Serge Dassault Engines, aircraft
SNECMA FIAR Avco Lycoming
Flight Refuelling Aviaexport
Grumman Aerospace MTU
Cooling compressors Hughes Aircraft Rinaldo Piaggio
Aviaexport McDonnell Douglas SNECMA
Selenia Turbomeca
SFENA
Cryogenic cooling engines Thomson-CSF
Lucas Aerospace Engines, auxiliary
Aviaexport
Electronic countermeasures (ECM) Lucas Aerospace
Data & CCTV links Electronique Serge Dassault Rinaldo Piaggio
Graseby Dynamics Elettronica Turbomeca
Hughes Aircraft
Thomson Brandt
Data processing equipment Thomson-CSF Engines, V/STOL
Central Engineering Aviaexport
Electronique Serge Dassault Dornier
Electronic equipment
McDonnell Douglas A6rospatiale
MTU
Thomson-CSF Turbomeca
Aviaexport
Electronique Serge Dassault
Elettronica Environmental control systems
Data processing equipment for ATC Grumman Aerospace
Thomson CSF
Grumman Aerospace
Hughes Aircraft Industrial Acoustics Co
Italtel Lucas Aerospace
Lucas Aerospace
Data transmission equipment McDonnell Douglas
Electronique Serge Dassault SFENA EW systems
Thomson-CSF SNECMA Hughes Aircraft
Thomson-CSF Thomson-CSF

Do generators
Electronique Serge Dassault Electronic flight controls Experimental assemblies
Lucas Aerospace Lucas Aerospace Grumman Aerospace

[12]
 For the suppression
of fuel systems explosions
caused by gunfire,
electrical ignition,
lightning

be protected by

• Fuel tank inerting in flexible bladders,

wet wings, auxiliary tanks,
• Dry bay explosion suppressant,
• Slosh attenuation.

RECTICEI SAFETY FOAM

• Is a fully reticulated flexible polyurethiane
foam composed of a skeletal network of
tiny lightweight, interconnecting strands
acting as a three dimensional fire screen

• Adds little weight and reduces the usable

fuel in aircraft tanks by less than 4%;

• Can be fitted during construction or

retrofitted on existing aircraft fuel-system;

• Increases the survivability of aircraft and

pilot.

RECTICEL, div. of PRB S.A.

Damstraat, 2
B-9200 WETTEREN-BELGIUM
Tel. (091) 69 28 01

Telex 11363 PRBWTN B

CLASSIFIED LIST OF ADVERTISERS

Feel simulator controls Gas turbines Helicopter parts & components

Thomson-CSF Avco Lycoming AGUSTA
Aviaexport Aviaexport
FIAT Bell Helicopter Textron
Fibre optics
Lucas Aerospace Dornier
Barr & Stroud
MTU FIAT
Grumman Aerospace Rinaldo Piaggio Grumman Aerospace
Hughes Aircraft SNECMA
Thomson-CSF Turbomeca
Helicopter searchlights
Hughes Aircraft
Filters, air
Gas turbines, equipment & accessories
Aviaexport Aviaexport
Defense NBC Helicopter support
A6rospatiale
Gauges
Filters, electronic
Aviaexport
Aviaexport Helicopter training & support
Flight Refuelling
Barr & Stroud Aerospatiale
Electronique Serge Dassault Bell Helicopter Textron

Gearbox controllers Dornier

AP Messerschmitt-Bolkow-Blohm
Filters —fuel & oil
Precision Hydraulics
Thomson-CSF
Aviaexport
Flight Refuelling
Generator test benches
Helicopter winches
Central Engineering
AGUSTA
Fire suppression systems
Grumman Aerospace
Hughes Aircraft
Generators
Helicopters, ambulance
Aviaexport
AGUSTA
Lucas Aerospace
Messerschmitt-Bolkow-Blohm
Flight instrument test sets
Electronique Serge Dassault
SFENA Ground refuelling equipment Helicopters, commercial-executive
Thomson-CSF .
Flight Refuelling Aerospatiale
AGUSTA
Flow gauges Aviaexport
Ground support equipment
Aviaexport Bell Helicopter Textron
Dornier
Industrial Acoustics Co Dornier
Electronique Serge Dassault
Messerschmitt-Bolkow-Blohm
Grumman Aerospace
Forgings, Steel
SNECMA Ground workshop & hangar equipment Helicopters, military-naval
Dornier Aerospatiale
AGUSTA
Fuel control test benches Bell Helicopter Textron
Central Engineering Guidance control test set GIAT
Dornier Messerschmitt-Bolkow-Blohm
Fuel flow proportioners
Flight Refuelling Guided missile ground handling equipment High pressure couplings
Lucas Aerospace Dornier Flight Refuelling
Messerschmitt-Bolkow-Blohm
Thomson-CSF
Fuel pump test benches
Central Engineering Hydraulic actuation systems
Guided missiles Lucas Aerospace
Aerospatiale
Fuel pumps
Dornier
Aviaexport Hydraulic control/systems
Electronique Serge Dassault
Lucas Aerospace AP Precision Hydraulics
Hughes Aircraft
Messerschmitt-Bolkow-Blohm
Fuel sprayers McDonnell Douglas Hydraulic equipment
Lucas Aerospace Thomson-CSF Grumman Aerospace
SAMM
SNECMA
Fuel systems & refuelling equipment Gunnery training apparatus
Aviaexport Dornier
Flight Refuelling SFENA Hydraulic pressure pumps
Grumman Aerospace Thomson-CSF Lucas Aerospace
Industrial Acoustics Co SAMM
Hangar test stands
systems protection
Fuel John Curran Hydraulic test units, mobile & static
Grumman Aerospace Central Engineering
Recticel (PRB)
Heat exchangers
Hughes Aircraft Hydromechanical engine controls
Fuel tank pressurisation equipment Lucas Aerospace
Flight Refuelling
Heated windows
Barr& Stroud Ignition exciters
Furnishings & aircraft cabins Lucas Aerospace Lucas Aerospace
Aviaexport
Grumman Aerospace
Rinaldo Piaggio
Heated windscreen controllers Indicators —fault isolation
Lucas Aerospace Industrial Acoustics Co

Gas turbine starting systems

Lucas Aerospace Helicopter gun turrets Inertial navigation systems
Rinaldo Piaggio Lucas Aerospace SFENA

[141
 Thxrmsan-CSF, the european leader in electronic warfare.

)kON BOARD
TOP-PERFORMANCE AIRCRAFT.

mtmmmmiimmmtm

Today, the operational efficiency of trust inThomson-CSF electronics, thus

depends on electronics.
military aircraft endorsing the Company's product advan-
This is why the French Air Force tages - performance, reliability, opera-
Mirage 2000s, Mirage Fls, Mirage Ills tional capabilities. f^
^^
THOMSON-CSF
and Mirage IVs are all fitted with It took just thirty years for DIVISION EQUIPEMENTSAVIONIQUES
178 BD C.ABHIEL PtRI '
9^240 MALAKOI^F FRANCE
Thomson-CSF radars and electronic Thomson-CSF to become the leading Eu- TEL (II 655 44 22

warfare systems. ropean manufacturer of defense electro-

Thirty countries have put their nics, and indeed one of the world leaders.

THOMSON-CSF PRODUCES MORE E.W. PRODUCTS THAN ANYONE ELSE IN EUROPE.

CLASSIFIED LIST OF ADVERTISERS

Infra-red materials Lamps, cockpit Motors, electric

& Stroud
Barr Aviaexport Aviaexport
Grumman Aerospace Lucas Aerospace Lucas Aerospace
Rinaldo Piaggio Thomson-CSF
Landing lamps
Infra-red systems Aviaexport Motors, hydraulic
Barr & Stroud Aviaexport
Electronique Serge Dassault SAMM
Elettronica Laser rangefinders
Grumman Aerospace Barr & Stroud
Hughes Aircraft FIAR Navigation beacons
Rinaldo Piaggio Hughes Aircraft Thomson-CSF
Selenia Selenia
Thomson-CSF
Night vision equipment
Instruments, aircraft Barr & Stroud
Thomson-CSF Lasers Dornier
Barr & Stroud FIAR
Hughes Aircraft Hughes Aircraft
Instruments, electronic Selenia Thomson-CSF
Electronique Serge Dassault
SFENA
Thomson-CSF Light aircraft Non-destructive inspect equipment
Dornier
Grumman Aerospace
Instruments, navigation
Aviaexport Oil-hydraulic equipment
Lights, aircraft
Electronique Serge Dassault
Aviaexport AP Precision Hydraulics
SFENA

Lights, landing Oil valves

—
Instruments test equipment
Aviaexport Flight Refuelling
Aviaexport
Central Engineering
Electronique Serge Dassault Lights, navigation Optical equipment
Industrial Acoustics Co Barr & Stroud
Aviaexport
SFENA Hughes Aircraft

Linear actuator test benches

Integrated total pneumatic systems Central Engineering Optical gun sights
Grumman Aerospace Barr & Stroud
Lucas Aerospace
Linear actuators
Lucas Aerospace
Overhaul & modification kits
Intercommunication equipment SAMM Dornier
Hughes Aircraft Grumman Aerospace
Hughes Aircraft

Linings —brake
i/R countermeasures Goodyear
Hughes Aircraft Oxygen apparatus
Aviaexport
Manufacturers of aluminium model aircraft
Jet engine parts FOM Aeromodelli
FIAT Oxygen breathing apparatus
MTU Grumman Aerospace
Rinaldo Piaggio Materials technology
SNECMA Dornier
Parachutes
Grumman Aerospace
Aviaexport
Messerschmitt-Bolkow-Blohm
Jet engine test plant
Avco Lycoming
Parachutes, special purpose
Central Engineering Metal fittings
Aviaexport
John Curran Aviaexport
Industrial Acoustics Co
Parts for US-built aircraft
Microphones
Dornier
Jet fuel starters Aviaexport
Grumman Aerospace
Lucas Aerospace

Missile optics
Barr & Stroud Passenger cabin windows
Jet propulsion engines Lucas Aerospace
Electronique Serge Dassault
SNECMA
Hughes Aircraft
Turbomeca
Thomson CSF Patrol aircraft, maritime
British Aerospace
Jet trainer, military Missiles, guided Grumman Aerospace
Aermacchi Dornier
British Aerospace Electronique Serge Dassault
Dornier
Periscopes
Hughes Aircraft Barr & Stroud
McDonnell Douglas McDonnell Douglas
Messerschmitt-Bolkow-Blohm Messerschmitt-Bolkow-Blohm
Pilatus Aircraft Thomson-CSF Personal locator beacons
Thomson-CSF Graseby Dynamics

Motor generators
Jointing compound Aviaexport Pilot handgrips
Goodyear Lucas Aerospace SAMM

[161
 IN CASE OF

"^^P^^^P^^^Si^-

If you need to identify...

Italtel's IFF system capability: fixed and
mobile surface inten-ogators, airborne
interrogators, transponders, antennas
and decoder groups developed and
manufactured in the L'Aquila facility.

IL\MM IRI-STET GROUP

Circle 228 on Card

IF YOU NEED TO DISCOVER, IDENTIFY, COMMUNICATE. ROMA (ITALY) 66, DUE MACELLI PHONE
ITALTEL DEFENSE TELECOMMUNICATION DIVISION - 00187 VIA -
(+39.6) 672121
CLASSIFIED LIST OF ADVERTISERS

Plastic fabrications Radar for navigation, warning interception, Repair of aircraft instruments
Grumman Aerospace fire control & airfield supervision Aviaexport
Recticel (PRB) Aviaexport Dornier
Electronique Serge Dassault Valmet
FIAR
Plastic fabrications (reinforced with
Hughes Aircraft
fibreglass) Rocket engine test plant
Omnipol
Grumman Aerospace Thomson-CSF Messerschmitt-Bolkow-Blohm
Lucas Aerospace
Messerschmitt-Bolkow-Blohm
Rocket propulsion
Radar reflectors
Hughes Aircraft
Electronique Serge Dassault
mouldings
Plastic Messerschmitt-Bolkow-Blohm
Grumman Aerospace SNIA/BPD
Recticel (PRB) Radar test set Thomson Brandt
Electronique Serge Dassault
Grumman Aerospace
Pneumatic actuation systems Rotary actuator test benches
Hughes Aircraft
Lucas Aerospace Central Engineering

Radar towers
Pneumatic component test benches
John Curran Rotary actuators
Central Engineering
Thomson-CSF Lucas Aerospace

Pneumatic controls Radar turning gears & equipment

Lucas Aerospace
RPV electronics
FIAR Graseby Dynamics
John Curran
Thomson-CSF
Power —solar cell panels and arrays
RPVs
Hughes Aircraft
Messerschmitt-Bolkow-Blohm Aerospatiale
Radar warning receivers
British Aerospace
Hughes Aircraft
Dornier
Thomson-CSF
Powered flying controls Flight Refuelling
Lucas Aerospace Messerschmitt-Bolkow-Blohm
Radio equipment
Aviaexport
Precision gears Electronique Serge Dassault Runway friction measuring equipment
AGUSTA Italtel
John Curran
Barr & Stroud Thomson-CSF
SARSAT, (search & rescue satellite aided
Pressure regulation valves, fluids & gases Radio equipment, ground hf & airborne hf/vhf tracking) beacons
Flight Refuelling Electronique Serge Dassault Graseby Dynamics
Lucas Aerospace Hughes Aircraft
SNECMA
Thomson-CSF Seals
Flight Refuelling
Pressure switches
SAMM Radio navigation equipment
Electronique Serge Dassault Search & rescue equipment
Graseby Dynamics
Pressure transducers
SFENA Ramjet fuel/air ratio controls
Thomson-CSF Lucas Aerospace Seat belts
Aviaexport

Private planes, civil & military Ramjet propulsion engines

Rinaldo Piaggio Aerospatiale Security systems
Messerschmitt-Bolkow-Blohm Graseby Dynamics

Propeller governors
Sensors & transducers
Rinaldo Piaggio Rangefinders
Graseby Dynamics
Hughes Aircraft
Thomson-CSF
Propeller test stands Servo actuators
John Curran Lucas Aerospace
Reconnaissance equipment SAMM
Grumman Aerospace
Proposals for aircraft ground support Hughes Aircraft
operations McDonnell Douglas Sheet metal work
Grumman Aerospace Grumman Aerospace
Rinaldo Piaggio Lucas Aerospace
Repair & maintenance of aircraft Valmet
Aermacchi
Provisioning parts breakdown lists British Aerospace
Simulators
Grumman Aerospace Dornier
Grumman Aerospace Defense NBC
Dornier
Messerschmitt-Bolkow-Blohm
Pumps, agricultural spray Pilatus Aircraft
Grumman Aerospace
Dornier Rinaldo Piaggio
Hughes Aircraft
Valmet
Thomson-CSF

Pumps, fuel & oil

Lucas Aerospace Simulators, combat
Repair & overhaul of aero-engines British Aerospace
Dornier Thomson-CSF
Pumps, hydraulic Industrial Acoustics Co
Lucas Aerospace MTU
SAMM Rinaldo Piaggio Space hardware recovery
SNECMA SNECMA Dornier

[18]
 The integration of man
and machine makes Hughes'
new 530MG the breakthrough
helicopter of the eighties.

Breakthrough No. 1 Is its

Integrated CrewStation, the most
sophisticated helicopter cockpit
available today, offering maximum
visibility for day and night nap-of-
the-earth flight. The Defender's cockpit
minimizes crew workload and fatigue,
increases efficiency and features an
instrument panel that centralizes primary
flight information and controls.
Breai(through No. 2 is the Defender's
IMission Equipment Controi System that uses
multiplex data bus technology to control avionics,
navigation and communications. This equipment package
includes a mission computer, CRT display systems, data entry
keyboard and mission data cartridge.
A new IModular Weapons System is Brealcthrough No.3. itis a universal weapons support system
that makes weapons changes in minutes instead of hours, its modular elements include sighting and
control systems and jettisonable weapons pods.
Defender's most surprising achievement is that all these breakthroughs were accomplished without
compromising the inherent design simplicity of the combat-proven 500 Series.
For more information call or write: Marketing, Hughes Helicopters, Inc., BIdg. 1/T137, Culver City, CA
90230 USA (213) 305-3054. TELEX: 182436 HU HELI C CULV
Hughes Helicopters, Inc.

€3 Culver City, California 90230

A Subsidiary of McDonnell Douglas

[19]
CLASSIFIED LIST OF ADVERTISERS

Space launchers Starting systems, airborne Tactical radios

Aerospatiale Lucas Aerospace Graseby Dynamics
SNIA/BPD

Static inverters Targets, aerial

Space satellites Lucas Aerospace Flight Refuelling
Aerospatiale
Dornier
Grumman Aerospace Steering controls (hydraulic) Target release & exchanger mechanisms
Hughes Aircraft AP Precision Hydraulics Flight Refuelling

Messerschmitt-Bolkow-Blohm
Selenia
Target towing winches
Surveillance systems Flight Refuelling
Barr & Stroud
Space systems
Graseby Dynamics
Aerospatiale
Grumman Aerospace Technical publications
Dornier
Hughes Aircraft Flight Refuelling
Electronique Serge Dassault
Thomson-CSF Hughes Aircraft
FIAR
Grumman Aerospace Rinaldo Piaggio
Hughes Aircraft
Survival equipment
McDonnell Douglas Defense NBC Technical publications, special studies
Messerschmitt-Bolkow-Blohm
Selenia
Hughes Aircraft

SNIA/BPD Switches
Lucas Aerospace Telemetry equipment
Spacecraft
SAMM Graseby Dynamics
Grumman Aerospace
Hughes Aircraft
McDonnell Douglas Switches, miniature electrical Temperature control equipment
Messerschmitt-Bolkow-Blohm SAMM Lucas Aerospace

Spare parts for US-built aircraft Switchgear Test equipment

Dornier Aviaexport Aermacchi
Grumman Aerospace Lucas Aerospace Aviaexport
Electronique Serge Dassault
Grumman Aerospace
Stability augmentation system Tachometers Hughes Aircraft
SFENA Aviaexport SFENA

.t-^.t

MOST CpMP^«
THE

Airplanes
Helicopters
missiles
Tactical
Space and
systems
ballistic
 CLASSIFIED LIST OF ADVERTISERS

Test equipment, radar, air data computer, fire Training devices Valves, control hydraulic
control system, avionics etc Grumman Aerospace SAMM
Electronique Serge Dassault Hughes Aircraft
Grumman Aerospace Thomson-CSF
Valves, non-return fuel
Hughes Aircraft
Flight Refuelling
Selenia
SFENA Transformer rectifier units
Thomson-CSF Lucas Aerospace
Valves, non-return hydraulic
Thomson-CSF Flight Refuelling

Test equipment airborne radio Tubes, stainless steel

Grumman Aerospace Aviaexport
Valves, relief hydraulic
Thomson-CSF SAMM
Turbofan engines
Avco Lycoming Voltage & current regulators
Test equipment, airfield radio
Thomson-CSF MTU Lucas Aerospace
Rinaldo Piaggio

Water separators
Test equipment, metal bonding Turnkey project management Flight Refuelling
Aviaexport Industrial Acoustics Co
Thomson-CSF
Wheels for aircraft

Test facilities
Goodyear
Tyres for aircraft
SFENA Goodyear
—
Windscreens electrically heated
Lucas Aerospace
Thermal imaging systems Undercarriage gear, retractable
A6rospatiale SNECMA
Barr & Stroud Wind tunnel testing plant
FIAR Valves AGUSTA
Grumman Aerospace Flight Refuelling British Aerospace
Hughes Aircraft
Lucas Aerospace John Curran
Rinaldo Piaggio
SAMM Dornier

Thrust reversers Valves & miniature relays Wire& cables all types
Lucas Aerospace Flight Refuelling Grumman Aerospace

y^
,i?^^ Dauphin\

fsp^ aerospatiale
Sf pSS 37, bd. de Montmorency
'ospof/-^ 75781 Paris Cedex 16 - France
 FIARJ) ITALIAN TECHNOLOGY
^«^^ IN THE WORLD

Fiar, incorporated in 1941, an electronics company working in the industrial, defence

is

and space sectors. Its products, designed and developed by over 1000 engineers and
specialized personnel in the three company plants, are exported throughout the world.

SPACE AND AUTOMATION DIVISION DEFENCE DIVISION LOGISTICS SUPPORT DIVISION

Space - Power Supply and Conditioning Elec- Heavy Systems - GCA/Ground Controlled
Military Customers After-Sales Services Installation and
tronics. Frequency Synthesizers, Solid State Power Approacfi Systems (m cooperalion with Selema) Repair Service, Warranties Management, Renewal
Amplifiers, TWTA, Telecommunication Transpon- PAR/Precision Approacti Radar Mine Detecting- Parts and Replacements, Field Services, Field Re-
ders, TLC Ground Stations Automation - Protec- Classifying Sonar NATO Programs for Air Defence port Analysis, Improvement of Apparatus and Sys-
tion, Alarms and Safety Systems for Industrial Pro- at Stiort, Medium and High
Altitudes tems. Training and Training Systems, Logistics Sup-
cesses and Power Plants, Sequence Controllers for Electro-Optics -Daylight and Lowlight Level TV Sys- port Systems Design and Development
Hydro Plants and Substations, Supervisory Control tems for Ground and Naval Application, Laser Range
and Data Acquisition Systems for Electric Energy Finders, TV Trackers, Complete Fire Control/Scout
Networks and Power Plants, Sequence Event Re- Systems for Helicopters, Fire Training Simulator
corders Robotics Avionics - Radar and Optical Fire Control Systems,
Doppler, IFF Transponders, V\/eather and Search
Radars

FABBHIUA ITALIANA APRARECCMIATURt RADIOELE T TRICHE SpA

Headquarters: Via Montefeliro, 8 -20156 MILAN -ITALY- Phone 02/35790 -Telefax Inlotec6002, Phone 02/342030 Telex 331140 FIARMO
1 - Plants Space and Automa-
I -

8-20156 MILAN ITALY Phone 02/35790

tion Division: Via Monteleliro, - - 1 Telex: 331 140 FIARMO Defence Division: Via G B Grassi. 93 20157 MILAN ITALY Phone
I
- - - •

02/35790 1 Telex 331265 FIARGR

- 1
Logistics Support Division: Via Mllano, 255 20021 BARANZATE (Milan Italy) Phone 02/35790 1 Telex 335674 FIARBA
- - - - - I Rome -

Office andAEG-TFK Agency Radio and Radar Systems Group Via V E Orlando, 83 00185 ROME Phone 06/4756453 Telefax Inlolec 6032, Phone 06/4756455 Telex
- -

623674 FIARO I

[221
 ITS BIGGER, rrs BETTER
AND rrs FROM JANES

:%

-•
I'

•^iiiH^ft

EQUIPMENT

Jane's Airport Equipment

Air traffic control, aircraft
1 984-85. JANES
AIRPORT EQUIPMENT
maintenance and fuelling, emergency
services, terminal and apron
For further information please contact:
equipment, you'll find just about
Jane's Publishing Co Ltd.,
anything and everything that's 238, City Road, London EC1V 2PU.
designed to keep today's airports Tel: 01-251 9281. Tlx: 894689.
operational detailed in the 800 totally Jane's Publishing Inc..
13th Floor. 135 West 50th Street.
revised and up dated pages of Jane's NewYork.NYl 0020. USA.
Airport Equipment 1 984-85. Tel: (212) 586 7745. Tlx: 125732.

1231
Tornado is the largest, technologically most advanced Europe's major aerospace industries have combined on
collaborative aircraft programme undertaken in
yet a military aircraft programme equal in technical challenge
Europe. This swing-wing, all-weather, supersonic combat and production opportunities to contemporary United
aircraft is the product of collaboration not only between three States programmes. Tornado's success in meeting ex-
ofEurope's largest and most experienced manufacturing acting interdictor strike and air defence requirements
groups - British Aerospace, Aeritalia, and Messerschmitt- within tight time and cost constraints is proof that Europe's
Bolkow-Blohm, who together formed Panavia Aircraft - aerospace industries can in collaboration match any in
but also between the air arms of Great Britain, Italy and the world in terms both of advanced technological
West Germany. achievement and of^roduction capability.

[241
British Aerospace PLC, Weybridge, Surrey, England Tel: 0932 53444 Telex: 27111

BAe150

[25]
SHIABPB

[26]
dicing between flight level five-zero and
seven-zero over Frankfurt FIR'/

Deicing systems from AEG will take the

chill out of messages like this.
Weather just can't be "created". But air traffic must re- heating capacity, they save weight and are simple to
main safe and trouble free even under adverse vveather install. The flexible mats are easily adapted to even the
conditions. One of the prerequisites is reliable deicing most demanding aerodynamic requirements. Cyclic
systems for engine intakes. heating of the elements guarantees efficient system
AEG-TELEFUNKEN is the first company to design and operation Heat conductors release 90% of the heat pro-
.

develop complete, fully solid state deicing control sys- duced to the surface where it is needed. The operation
tems. Gone are the risks of unnecessary interfaces bet- and monitoring of the elements is performed by a con-
ween individual components from different manufactur- trol unit.
ers. The electrothermal heating mats, which are fully Engine-intake ice-protection systems are only a small
integrated into the intake part of what AEG-TELEFUNKEN is all about. Further fea-
structure, are produced tures are helicopter deicing systems, cockpit displays,
entirely by automatic pro- radomes, temperature control units for general applica-
cesses, thereby eliminat- tion in aircraft, aircraft lightning protectors, sensors for
ing potential deficien-
all airborne power supply control and airborne electrical
cies of manual fabrication. systems.
Because the mats are We will be glad to provide you detailed information on
extremely thin despite the many opportunities and decisive advantages offered
their high specific by AEG-TELEFUNKEN. Write to us today.
Power Control Unit

AEG-TELEFUNKEN
Industrial, Marine and Special Systems Group

Iwould like more information on Engine-intake ice-protection

systems from AEG-TELEFUNKEN.
Name;
Company: _
Department:
Address:

Send to: AEG-TELEFUNKEN

Attn r^r Voelkner, A453 M2. Industriestrasse 29. D-2000 Wedel,
Federal Republic of Germany
SCfENCEXSCOPE

The "Eyes of the Eagle'' will see even more with the new AN/APG-70 radar the upgraded radar ,

developed for the U.S. Air Force's F-15 Eagle aircraft. Under the new Multi Staged Improvement
Program, the radar's memory increases to 1 million words and its processing speed triples to 1.4
million operations per second. Othernew units in the APG-70 include a programmable signal processor
capable of 34 million complex arithmetic operations per second, a multiple bandwidth receiver/exciter,
and an analog signal converter. The new radar increases the F-15's superior air-to-air capabilities and
provides air-to-ground capabilities for the Air Force's F-15E. The APG-70's air-to-ground requirements
will be made by software changes, without sacrificing air superiority capabilities. Hughes Aircraft
Company builds the radar for the F-15 under contract to McDonnell Douglas.

A prototype electronic map developed for the U.S. Air Force makes map reading as simple as pushing
a button. The Airborne Electronic Terrain Map System stores digitized terrain data to provide a
moving, color-coded computer map of the area over which an aircraft is flying. The map can be
projected on standard color or black-and-white cockpit displays or on the head-up display. Like paper
charts, the Hughes map can show the aircraft's actual position or be "unfolded" electronically to let the
pilot look ahead. It can be presented in a shaded relief plan view or in a perspective view.

The sights, sounds, motion, and urgency of combat await pilots who learn to fly the F/A-18 Hornet
strike fighter in the first computerized simulators of their kind. A pilot wears full in flying gear and sits
an exact replica of an F/A-18 cockpit located inside of a 40-foot-diameter sphere. High-resolution
pictures of earth, sky, and targets are projected onto the inner surface of the sphere and matched with
appropriate sounds and vibration. Pilots experience runway vibration, aircraft stalls, buffeting, missile
launches, cannon fire, dazzling aerial maneuvers, and enemy aircraft and missiles approaching at
supersonic speeds. The first Hughes simulator is operational.

By castingtwo small aluminum antenna components instead of machining them Hughes continues to ,

cut costs in building AN/AWG-9 weapons control systems for the U.S. Navy F-14 Tomcat fighter. The
parts are a feed tee and a feed pressure window. The feed tees take radio frequency energy being
emitted by the radar transmitter and spread it over the face of the antenna. When receiving signals, the
tees combine them and send the signals to the radar receiver. A pressure window maintains the
pressure inside the radar's high-powered wave guide but allows radio frequency energy to pass within
the antenna. Casting these aluminum parts has reduced the feed tee to 1/20 of its machined cost and
the pressure window to 1/10 of its cost. There are four tees and eight windows per antenna.

A head-up display (HUD) that provides a wide field of view can be retrofitted on fighter aircraft to give
pilots critical sensor and steering information, even in low-altitude flights at night and under poor
visibility conditions. The display superimposes data on a diffraction optics combiner mounted at the
pilot's eye level. Compared with conventional, mirrored glass displays, the HUD has a wider field of
view, is more transparent, has brighter symbology, and reduces glare and sunballs. Hughes pioneered
the technology used in its display, which incorporates diffraction optics made through a process
involving holographic techniques and lasers. The Hughes HUD is in production for Sweden's JAS-39 and
is undergoing evaluation for several U.S. aircraft.

For more information write to; PO^ Box 11205, Marina del Rey, CA 90295

HUGHES
AIRCRAFT COMPANY
 Brasilia: the fastest
new generation 30 seat turboprop. The 294Kt max cruise speed, confirmed rendering a positive cash flow right from
by flight tests, puts the Brasilia way ahead the start, even at low load factors.
in its class. In Long Range setting it is at As for product support, a proven 10 year
least 25 kt* faster than the closest record assisting over 100 Bandeirante
competitor turboprops in the US and 400 worldwide
Although speed may translate into just a is the best guarantee for a dependable

few minutes difference on short routes, support for the Brasilia.

when it comes to high utilization, like 2500 Call Embraer Aircraft Corporation at
can perform more
h/year, the Brasilia (305) 524-5755 and ask for a complete
missions per week, burn less fuel per computer analysis of your route structure.
stage and run less hours on the engines, The figures will speak for themselves.
therefore reducing maintenance and total
operating costs.

'According to available published data.

The Brasilia's lower operational weight,
lower acquisition price and its exclusive
ability to be operated under FAR Part 135
rules, further reduce operating costs,
^ EMBRAER
CEILIIMG UIMLIIVIITEa

[291
HOW THE AGUSTA GROUP MAKES
The A129 Mongoose is the most advanced
pictured below and technicians devoted exclusively to research and
tists

helicopter in its world today. It is also the first

class in the development. And a massive fund of expertise that covers
specialised defence helicopter produced in Europe. And it the whole field of aeronautics. From Agusta's Helicopter
was conceived, designed and built by Agusta Group tech- Division, through its Airplanes Division to its Systems Divi-
nology. sion.
Producing a helicopter like the A129 demands immense
technological know-how. But the Agusta Group has some THE NEW A129 ANTITANK HELICOPTER
impressive resources to call on. A vast organisation of scien- The A129 is a formidable example of Agusta Group tech-

A129 Mongoose defence helicopter

AGUSTA S.P.A. MIL ANO ROMA • AGUSTA INTERNATIONAL S.A. BRUM 1 I IS B • AGUSTA AVIATION CORPORATION I'llll AOI I IMIIA USA * HELICOPTER DIVISION COSTRUZIOl*!'

I R()SI\()\I«E.H. INDUSTRIES LTD. lONDON (,B * AIRPLANE DIVISION * SIAI MARCHETTI S.P.A. SI S ITK All NDl (VA)»INDUSTRIA AERONAUTICAMERIDION ALE S.P.A. BRINDISI •CAPROf

OTTICOMECCANICAITALIANA S.P.A. ROMA •FOMB KONDERIE E OFFICINE MECCANICHE Bl \l \l M o (BN)« MV MECCANICA VERGHERA \1 RCiHIKA (VA).SISDA SOCIETA ITALIAN
 TECHNOLOGY MEAN BUSINESS.
nology in action. In terms of advanced systems: the A129 is

the first helicopter to use an hitegrated Multiplexing

System. This monitors and controls the Ai29's mechanical,
and warfare systems, managing auto-
electrical, electronic
matically all fiight and mission functions,
hi terms of new materials: the A129 makes extensive use of
advanced composites, developed and produced by the
Agusta Group at its own new plant in Anagni.
In temis of survivability: because this factor is so vital for a
dedicated helicopter, advanced technology has been
applied to this end in key areas (rotors, transmission, fusel-
age, flight controls).
In terms of day/night capability: the A129 incorporates ad-
vanced infra-red systems allowing round-the-clock combat
readiness even in bad weather or low visibility.
These are just a few examples of the advanced technology
that went into the making of the A129. There are many
more. And the kind of technological breakthroughs that
make A129 the formidable defence helicopter it is find,
the
thanks to the Agusta Group structure, applications in many
other sectors, both military and civil.

THE SIAI MARCHETTI S211

But the A129 represents only part of the Agusta Group's
Nighl piloting system
involvement in aerospace technology. In the field of
pilot training, for example, SIAI Marchetti of
Agusta s Airplanes Division has created a development by Agusta's Systems Division for the A129, is
whole new breed of low-cost/high-perfor- one of the most advanced and flexible systems dedicated to
mance jet trainer: the SIAI Marchetti S211. nap of the earth helicopter flight
A trauier sophisti- cated and powerful The Systems Division is now studying different fields of ap-
enough to guarantee a steep learning plication, such as search and rescue observation, anti-pollu-
curve virtually to the point of transition
toan operational aircraft.
SIAI Manhetti S21I trainer
This
'~~~
offers
notable savings
in the very cosdy
business of trainin
pilots. The S21I's
airframe also has
remarkably few structural components
(only 2,500, compared with nearly ten times as many in tionwarning and airborne weapon aiming systems.
a conventional airframe) and this reduces costs of both pro- And, in line with Systems Division policy, fall-out from this
duction and maintenance. In fact, the S211 is a true jet trainer kind of technology will lead to new and different products
with acquisition and maintenance costs little higher than being developed both for commercial and for military
those of modem turboprop trainers. applications.
If you would like to know more about how the Agusta
SYSTEMS TECHNOLOGY Group makes technology mean business, please contact:
Agusta Group technology is active above all in the systems Agusta Group Marketing Headquarters,
field. The night piloting system pictured above right, under Via Caldera 21, Milan, Italy. Tel. 02/452751. Telex 333280.

AGKiSK
/IRONAUTICHE G. AGUSTA S.P.A. C ASCINA (OS A I (VA) • E.M. ELICOTTERI MERIDIONALI S.P.A.
>
V-ZOLA S.P.A. SOMMA OMBARDA
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[31
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[33]
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[34]
[351
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[36]
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[37]
 Jane's All the World's Aircraft

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[44]
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[47]
The poetry and excitement of precise flying are demonstrated worldwide by the Red Arrows aerobatic team of the Royal Air Force, in their

British Aerospace Hawk trainers

 JANE'
ALL THE WORLD'
AIRCRAFT
FOUNDED IN 1909 BY FRED T. JANE

COMPILED AND EDITED BY

JOHN W R TAYLOR, FRAeS, FRHistS, FSLAET, AFAIAA
ASSISTANT EDITOR
KENNETH MUNSON, AMRAeS, ARHistS

1984-85

ISBN 7106-0801-2

JANE'S YEARBOOKS
"Jane's" is a registered trade mark

Copyright ©1984 by Jane's Publishing Company Limited, 238 City Road, London EC1V 2PU, England

All rights reserved. No part of this publication may be reproduced, stored in retrieval systems or transmitted, in any form or by any means,
electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publishers.

In the USA and its dependencies

Jane's Publishing Inc, 13th Floor, 135 West 50th Street, New York, NY 10020, USA
 The new Pilatus PC-9, Advanced design
stabiemate of the world-famous PC-7, and total accessibility of all systems
will bring \;our students ensure
to the highest skill levels and easy and efficient maintenance.
teach them the complete art of flying. Only extensive experience
The propeller is a better teacher in the field of turboprop trainers
and, with an engine delivering could lead to such a "thoroughbred".
some 1,000 shp, you have
a basic through advanced trainer
performing better
than any other turboprop.
On the PC-9 the student
will become familiar with
the most modem fighter environment
thanks to its advanced panel
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HUDand

Tel. (041) 631133 Telex: 866202 The ejection seats in the

environmental-controlled cockpit
are specially designed
for better visibility and allow
the full range of low altitude missions
with greater safety and comfort The Pilot Maker

I-501
 CONTENTS
The Editor has been assisted in the compilation of this edition as follows:

Kenneth Munson aircraft section: Argentina to Finland, west Germany to turkey; sailplanes; lighter than air; rpvs

Maurice Allward aircraft section: united kingdom; spaceflight; index

Bill Gunston glossary; aero engines

Mike Jerram aircraft section: united states of America; microlights and hang gliders

Michael Taylor homebuilts; metric conversions

The Lord Ventry airships

Foreword (1) [53] Sailplanes RPVs and Targets

Foreword (2) [61 ]
Australia 619 Argentina 747
Glossary [69] Austria 619 Australia 747
Some first flights made between Brazil 619 Brazil 747
1 June and 1 October 1984 [75] Canada 620 Canada 748
Official Records [77] China (People's Republic) 621 China (People's Republic) 750
Czechoslovakia 622 France 750
Aircraft Finland 623 Germany (Federal Republic) 751
Argentina 1 France 624 India 752
Australia 5 Germany (Federal Republic) 627 International Programmes 754
Belgium 9 Hungary 638 Israel 754
Brazil 10 India 638 Italy 756
Canada 19 Italy 639 Japan 756
Chile 32 Japan 640 South Africa 757
China (People's Republic) 33 Poland 640 Sweden 758
Colombia 42 Romania 642 Union of Soviet Socialist Republics 758
Czechoslovakia 42 Sweden 643 United Kingdom 758
Egypt 48 Switzerland 644 United States of America 765
Finland 48 Union of Soviet Socialist Republics 644
France 51 United Kingdom 646 Air-launched Missiles
Germany (Federal Republic) 81 United States of America 646 Argentina 779
Greece 91 Yugoslavia 652 Brazil 779
India 91 China (People's Republic) 779
Indonesia 95 France 779
International Programmes 97 Microlight Aircraft Germany (Federal Republic) 780
Australia 657 782
Israel 127 International Programmes
133 Belgium 659 782
Italy Israel
Japan 157 Canada 659 782
Italy
164 China (People's Republic) 662 783
Korea (Republic) Japan
164 France 662 784
Mexico Norway
165 Germany (Federal Republic) 668 784
Morocco South Africa
165 Italy .'
672 784
Netherlands . .

Sweden
New Zealand 171 Japan 673 784
Union of Soviet Socialist Republics
Poland 673 786
Pakistan 172 United Kingdom
172 Sweden 674 788
Peru United States of America
Philippines 173 Switzerland 674
Poland 173 Union of Soviet Socialist Republics 675
Spaceflight
Portugal 184 United Kingdom 676 Programmes 795
International
Romania 184 United States of America 684 795
Union of Soviet Socialist Republics
Singapore 190 United States of America 798
South Africa 190 Hang Gliders
Spain 191 Australia 724 Satellites and Spacecraft
Sweden 194 France 724 launched during 1983 801
Switzerland 197 Germany (Federal Republic) 724
Taiwan 203 Italy 724 Aero-Engines
Thailand 204 New Zealand 724 Australia 804
Turkey 205 Poland 725 Belgium 804
Union of Soviet Socialist Republics 205 Sweden 725 Canada 804
United Kingdom 256 Union of Soviet Socialist Republics 726 China (People's Republic) 808
United States of America 299 United Kingdom 726 Czechoslovakia 809
Yugoslavia 515 United States of America 726 Egypt 810
France 810
Homebuilt Aircraft Germany (Federal Republic) 818
(including Racing Aircraft) Lighter-than-Air: Airships
India 822
Australia 521 Canada 732
International Programmes 822
Brazil 522 Czechoslovakia 732 827
Israel
Canada 522 France 732
Italy 827
Finland 529 Hungary 733
Japan 829
France 530 Union of Soviet Socialist Republics 733
Poland 831
Germany (Federal Republic) 544 United Kingdom 733
834
Romania
Indonesia 545 United States of America 736
South Africa 835
Italy 546 Sweden 835
Japan 547 Lighter-than-Air: Balloons Union of Soviet Socialist Republics 836
Poland 547 Czechoslovakia 738 United Kingdom 846
Singapore 548 France 738 United States of America 855
Sweden 548 Germany (Federal Republic) 739 Yugoslavia 893
Switzerland 549 Hungary 739
Union of Soviet Socialist Republics 550 South Africa 739 Addenda 894
United Kingdom 550 United Kingdom 740
United States of America 554 United States of America 740 Indexes 913

(51
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[52]
 FOREWORD
Each year when Jane's All the World's Aircraft is published the If the launch of over 1,000 of the mightiest ICBMs could not
reviewers turn first and the Foreword, to
to the Soviet sections, ensure military success, while the firing of even one submarine
see what has been discovered about the latest MiGs, Sukhois and launched or cruise missile could provoke overwhelming response
Tupolevs. They will not be disappointed this year. But first, does against civilian targets, it is clear that a nation like the UK gains
anyone remember a few paragraphs on the third page of last year's nothing by possessing such weapons, or by having them based on
Foreword that were ignored by all but one reviewer of the book? its soil. Nuclear weapons cannot be uninvented, but a start could

They told how a single Hercules transport aircraft belonging to be made on reducing both worldwide fear and unnecessary, mas-
an American cargo operator had airlifted nearly a million pounds sive expenditure, at no cost in military effectiveness.
of desperately needed food into remote villages of Chad, helping
to avert a famine. Other aircraft ferried food from Britain and
Air power remains one of the most effective deterrents to war at
France. When aviation fuel ran low, a Hercules fitted with a large
every level, but the present situation is far from satisfactory for the
internal tank provided an aerial pipeline from neighbouring
Nigeria, adequate to keep the small three-nation relief force in
leaders of NATO
military forces. They have to admit that they
lack the assured capability to shoot down even a Soviet MiG-25
action. The people of Chad were fortunate. Worldwide, still in — ('Foxbat") flying at its maximum speed and height. Yet'Foxbat' is
1984 — 500 million people go to bed hungry every night; and
a twenty year old design.
40,000 children die every day as a result of hunger.
It is easy to regard such a statement with suspicion when
Was anything done after Jane's pointed out that aviation could
America's F-I4 Tomcat has been publicised for years as the
do much to help? It suggested that "Aircraft now parked idly on
world's most formidable interceptor, able to detect, track and
countless airfields, and pilots without work, could transport to the
destroy targets over immense ranges. Unfortunately, as US Navy
starving the unwanted wheat that fills huge hangars in the UK, the
Secretary John F. Lehman implied last July, the TF30 engine in
butter and vegetable mountains that are allowed to grow in
the F-14 "is probably the worst engine-aeroplane mismatch in
Europe to maintain artificially high prices, the grain sold by
many years". Because of a "very high probability of engine stal-
America to nations which use it to feed animals" There was more
.

ling" in combat, the Navy's F-14 programme co-ordinator said:

in the same vein, which may have struck a chord of memory in
"From the very start you essentially teach the pilots to fly the
October 1984 when a BBC television film revealed the horrifying
engine as a priority over flying the aeroplane." As is often the
effects of a famine threatening millions of human beings in
case, the blame lies as much at the doorstep of budget man-
Ethiopia and other nations of Africa.
ipulators as that of the engine manufacturer. The TF30 was
After a period of deliberation, the UK government despatched
designed for a different aircraft, and was regarded at one time as
a few Royal Air Force Hercules aircraft to assist relief work.
an interim power plant for only the first 25 F-14s.
Meanwhile, huge warehouses were being hired in which to lock
The next generation F-14D is to have a new engine; but the
away another million tons of surplus grain provided by a bounte-
Tomcat has other problems. The "improved" AIM-54C version
ous harvest that did no immediate good to British farmers' incom-
of its Phoenix air-to-air missile was reported to be in trouble in
es. Their French counterparts smashed 300,000 British eggs in a
that same month of Los Angeles
July 1984. According to the
single incident, as they considered them a threat to their own
Times newspaper, the US Navy had stopped accepting deliveries
market. That same day, in Ethiopia, more people died of hunger.
of the AIM-54C because of what it called "marginal workman-
And most of the underutilised transport aircraft remained on the
ship and possible questionable quality control". Coming in a year
ground in well-fed nations
when some 600 UH-1 helicopters were reportedly grounded until
their rotor masts had been strengthened to prevent "mast bump-
ing", and when F/A-18 fighters were withdrawn from use while
their tail units were examined for cracks, and stiffened, it has not
As recorded elsewhere in this edition, aviation had its industrial
been a happy time for US military aviation. Would such problems
beginnings in 1909, the year in which Jane's All the World's
have occurred in the days when quality and structural strength
Air-ships was first published. Has flying lost its way after two
were decided by men rather than by computer?
world wars in which it played dramatic leading roles: and in an age
when it means, to millions of people, merely a package tour by Some shortcomings are more fundamental. For example,
Europe's weather has always been unpredictable, with long
packaged passengers in an air-conditioned tube from which the
periods of reduced visibility, low cloudbase, heavy rain, snow and
ground is never visible through small windows on the other side of
ice. Yet the F-1 1 1 remains the only true all-weather aircraft in the
three more people?
Militarily, the demand is for increasingly complex technology.
US Air Force's tactical combat inventory. The Lantirn (low
altitude navigation and targeting infra-red for night) pod, which is
Having made work, industry and government then discover that
it
intended to enhance the round-the-clock capability of the A- 10
it is too expensive to put into service. One result is the emphasis on
and F-16, will not be ready for operational use until 1988. Even
ultimate weapons. The Soviet Union and USA have land-based
then it may not embody all its originally planned components.
ICBMs which are intended primarily to destroy the other side's
Anti-radiation missiles ( ARMs) also represent one of NATO's
ICBMs. Submarine launched rockets, and weapons like the cruise
current weaknesses. During the war in Viet-Nam, operators of
missiles based in European NATO countries, lack the accuracy
and destructive power for such a task and are seen only as city Soviet surface-to-air missiles (SAMs) learned to shut off their
destroyers, or for use against other surface targets. They are radars when American Wild Weasel EW aircraft were around, to
claimed to be deterrents —
but how many cities need to be
prevent first generation ARMs from homing on the emitters. Both
threatened with Hiroshima type annihilation to deter an enemy? the ARMs and the missile operators' tactics have improved con-
And, if even one were launched, it would call forth such a siderably since then. At the moment, it seems, the defences afe on
response that it is nonsense to associate such weapons with the top, employing decoy emitters to lure the ARMs off target after

term "defence", which means "defending from attack". shutting down the SAM
guidance radars. Bearing in mind the
It has been suggested many times, even in Jane's, that the
numbers and high standards of current Soviet SAMs and piloted
interceptors, it was understandable when a NATO general ack-
quantities of ICBMs currently deployed (1,398 in the USSR,
1,033 in the USA, according to the US Department of Defense)
nowledged to the writer that it is no longer clear who holds air
could be halved and still enable each side to wipe the other off the superiority on the Soviet side of the FEB A (forward edge of battle
area) in Europe.
map. A recent fact finding tour of official centres inAmerica
showed argument for a first stage of strategic arms
that such an
Some US problems are shared by their NATO allies; others are
different. Thus, the USAF/NATO force of E-3 Sentrys continues
limitation makes even better sense while Soviet ICBMs remain
the designated targets for US ICBMs. The hardness of the silos in to provide the best AWACS
service in the world, while the Royal

which they are housed is such that they could not be effectively Air Force's small fleet of Nimrod AEW
3s languishes in non-
operational limbo until its radars achieve their promised overall
eliminated, even if caught in their silos by the entire current force
of American Minuteman and Titan ICBMs. Nor is Peacekeeper,
the erstwhile MX missile, likely to offer much better results.
not likely, therefore, that US ICBMs might be re-aligned on to
Is it
capability.

Anyone studying
*******
the size and composition of the Warsaw Pact
"softer" targets? air forces could be forgiven for feeling that Soviet designers suffer

[531
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1541
 FOREWORD

none ot the frustrations of their Western counterparts. They are The same correspondent believes that other contemporary
spared some of them by the Soviet mihtary procurement system. production aircraft which began life with Lyulka engines may
As reguhir readers of Jane's Forewords will know, the Soviet have switched to Tumansky equivalents. One of them is said to be
Union seems, always, to build the best that its designers and Yakovlev's "V/STOL carrier based fighter known to as NATO
engineers are capable of producing; the West builds only what its 'Forger'. Listed in the past as the Yak-36MP, by which designat-
government economists say it can afford. Sometimes this results in ion has been described in East European publications, it is now
it

the Soviet air forces being offered a new aircraft before they have Yak-38. Could this coincide with a change to
identified as the
a role for it. Less happily. Western air force leaders must share the non-afterburning Tumansky R-29B engines? It is too early to
thoughts of Orval R. Cook, former President of the US Aerospace suggest such a change in the factual description of the aircraft in
Industries Association, who remarked: "A second-best aircraft or this year's Jane's. Similarly, at this stage one must regard with
missile or spacecraft is comparable to a second-best poker hand — caution an assertion that the early Flagon- A/B/C/D' variants
'

except there isn't another deal coming, and the stakes are national were Su-]5s with two Tumansky R-13 engines, while the later
survival". 'Flagon-E/F are Su-21s with R-25 engines.
The Warsaw Pact has always enjoyed a numerical advantage of All kinds of fascinating suggestions and facts come to the notice
about IVi I : in terms of front-line aircraft in Europe. This did not of Jane's compilers each year after particular sections of the book
matter while NATO had a clear technological leadership. That have gone to press. The Mi-24 helicopter is now said to carry a
lead still exists in some areas, such as avionics and aircraft power crew of three, with a flight engineer stationed behind the pilot. Its
gap is narrowing. As it does so, the Soviet 2V2
plants; but the : 1 current export version, for nations like India, is reported to be
numerical advantage becomes increasingly critical. designatedMi-25. The MiG-29's engines are identified as
This year has been possible to give a more reliable assessment
it
Tumansky R-33s. India is said to be taking into service a small
of the capability of the latest Soviet combat aircraft, such as the
number of Tu-142 (NATO 'Bear') four-turboprop maritime
reconnaissance aircraft. And yet another small unaligned nation,
MiG-29(NATO'Fulcrum') and SukhoiSu-27 (NATO-Flanker")
Yugoslavia, is believed to have followed the lead of Israel and
counter-air fighters. Like the MiG-31 (NATO 'Foxhound'), they
have a large pulse-Doppler lookdown/shootdown radar and Sweden in starting work on an indigenous supersonic fighter,
rather than accept the restraints imposed by acceptance of Soviet
beyond-visual-range air-to-air missiles. Their development status
can be gauged from the fact that the MiG-29 has already been
or US types.

offered for manufacture in India, and flown by Indian pilots, who

found it greatly to their liking.
At the same time, the Sukhoi Su-25 (NATO 'Frogfoot') has The larger nations of Western Europe began talking of building
continued its combat service alongside Mi-24 (NATO 'Hind') such an aircraft years ago. All adopted a do-it-yourself approach
gunship helicopters in Afghanistan. Its carriage of a large calibre at first. Britain and France decided to build prototypes, feeling
gun, in addition to stores on ten underwing hardpoints, has been perhaps that this would give them a claim to programme leader-
confirmed, together with other details shown on our new and ship, or at least ensure choice of Rolls-Royce or SNECMA
power
exclusive three-view drawing. plants, respectively, for any future international collaborative
More worrying to NATO commanders has been the vast fighter. The British EAP and French ACX prototypes are taking
increase in numbers and potential of Warsaw pact combat shape in 1984. The former is no more than a technology testbed,
helicopters in Europe and under development in the Soviet fitted with the vertical tail surfaces of a Tornado to save money.
Union. Marat Tishchenko's counterpart of the AH-64 Apache Dassault-Breguet, with more than two decades of success in sel-
attack helicopterwas revealed by the US Department of Defense ling Mirages to twenty foreign air forces, regards its as theACX
in the 1984 edition of its Soviet Military Power document. A basis for a tactical combat aircraft that will be needed to replace
somewhat crude drawing suggested similarity to the Apache. In French Air Force Jaguars in the 'nineties.
fact, the Mi-28 (known, appropriately to NATO as 'Havoc') is Meanwhile, the air chiefs of staff of France, West Germany,
believed to resemble more closely the sleek and heavily armed Italy, Spain and the UK have agreed an outline staff target for a
AH-56 Cheyenne which Lockheed built and tested in the early new combat aircraft to enter service with their five air forces in the
'seventies. mid-nineties. Known by the acronym EFA (European fighter
If the Soviet Air Forces need a new aircraft, in any category, aircraft), it looks very like the EAP in an artist's impression made

one of the design bureaus will always be given the task of produc- available by British Aerospace. The French and German indus-
ing it, regardless of cost. With their impressive expertise in tries may visualise it looking more like the ACX or Dornier/MBB

helicopter development, it was inevitable that either the Mil or the design studies respectively. With the first flight scheduled for the
Kamov design team (or both) should be allocated the task of far future of 1990-91, there are many people, notably in the USA,

producing the world's first true air-to-air combat helicopter. No who expect it to be abandoned long before then, in the face of
mention of such an aircraft has appeared anywhere in the press at five-nation failure to compromise.
the time this Foreword
being written, but Jane's can reveal that
is

it is a Kamov helicopter, with the NATO

reporting name
'Hokum'. Its parentage is clear from the co-axial rotor system. The future pattern of US combat aircraft development has been
The only other reliable details are a crew of two and weight of made more specific. At a time when America spends a huge
around 5,450 kg (12,000 lb). It would be logical to expect proportion of its budget on science and technology, any item
'Hokum's' armament to include air-to-air anti-helicopter mis- selected for service must, ideally, remain in production for many
siles, gun and ground attack weapons.
as well as a years before becoming thoroughly outclassed. Among the best
With so much that is new in the Soviet section, and all the new examples of this is the C-130 Hercules, of which 1,074 had been
types appearing in service so soon after they first become known ordered for the US services by January 1 984, plus another 558 for
in the West, it would be easy to fall into the trap of believing that foreign military operators and 97 for commercial operators in 55
some miracle protects Soviet designers and pilots from the kind of nations. After 32 years of continuous manufacture, Hercules are
setbacks experienced in the West. In fact, even their familiar still coming off the assembly line in Georgia at the rate of three a

axiom of "Make it strong, make it simple, but make it work" month in 1984.
offers no absolute protection from problems. F-15 Eagle will continue in production in uprated
Similarly, the
Jane's seldom publishes unconfirmed information, even when it form into the mid-nineties, as will the F-14 and F-16. Even today
concerns newsworthy Soviet aircraft; but one suggestion received the cockpit displays and capability of the F-16C represent a giant
recently from a completely open source seems to explain so many leap beyond those of the first production F- 1 6 As of only six years
anomalies that it might be worth bearing in mind. ago. The next stage is likely to be the F-16F, around 1989. Its
It is now known that the Soviet air forces themselves received airframe is expected to resemble closely that of the "cranked
versions of the variable geometry Sukhoi 'Fitter' with all three arrow" F-16XL, described in this edition of Jane's. It will have a
types of power plant covered by the successive designations Su- larger air inlet for its Fl 10 augmented turbofan, perhaps with a
17, Su-20 and Su-22. During the 'seventies, the Lyulka engine variable geometry inlet in due course. A colour moving map
bureau appears to have fallen from favour, perhaps because display will add to the amenities of what is already, in the F-16C, a
Tumansky could offer lighter and more powerful turbojets, with cockpit of the future.
superior sfc. This would explain why, after fitting Lyulka engines By the time the F-16F is airborne, McDonnell Douglas will be
in the Su-7, Su-9, Su-11, Su-17 and Su-20, the Sukhoi bureau flight testing the advanced technology version of the F-15 illus-
suddenly switched to a Tumansky R-29B in the Su-22. But the trated on page 449 of this edition. Fitted with foreplanes and
story may not end there. vectoring nozzles, it is intended to share something of the STOL

155]
A real utility aircraft. PIAGGIO-DL3

The shape makes the difference

There are many advantages to this flexible and useful general purpose aircraft..
— Exceptional handling and stability
— Excellent visibility for operators and passengers
— Extra large passengers or cargo cabin
— Extraordinary loading ease with the main deck only 22 inches high
— Extra rugged, sturdy airframe
— Economical operating and maintenance costs
resulting from fuel efficent modular turboprop engines
. . . These and many other features makes of the Piaggio -DL3 a real utility aircraft.

RINALDO PIAGGIO
^ Via Cibrario n. 4 - 16154 GENOVA - Italy

[56]
 FOREWORD
and thrust vectoring in flight capabilities of the Harrier, without Moving one's mind from such military programmes of the
degradation of its basic supersonic and payload/range perfor- future to themore mundane business of commercial aviation in
mance. The US
Air Force is aiming at an abihty to taice off and 1984 would be more of a shock if its present health and future
land in 450 m
(1,500 ft) for its future fighters, using this kind of prospects were not, equally, governed by economics. Deregulat-
technology. The big question is where one would find 1,500 ft ion has continued to exert a major influence on airline operating
airstrips between craters, on which to take off ten minutes after and the US Air Transport Associat-
results during the past year,
the start of a major war. Even worse is the thought of trying to ion's 1984 annual report noted that the number of scheduled
land a supersonic fighter between craters. Sometimes one won- interstate airlines in the USA has increased from 36 to an
ders if those who draw up specifications appreciate the extreme astonishing 123 since Congress passed the Airline Deregulation
vulnerability of runways. Act in 1978. They carried a record 318 million passengers in
Beyond the F-16F in US planning is the ATF, or advanced 1983, flew a record total of revenue passenger miles, and pro-
tactical fighter. How far this concept is synonymous with "stealth"" duced an operating profit for the first time since 1979.
programmes which have been under way for years is a question Those people who predicted a dangerous deterioration of flying
that may not be answered. There are problems with stealth. standards as a result of deregulation were reminded that ATA
Reports of the Lockheed" s early develop-
loss of at least three of airlines carried more than 500 million passengers on some eight
ment models suggest this. Nor is the idea of making complete milion flights without a single fatality between July 1 982 and May
airframes of lightweight radar-transparent composites as attrac- 1 984. The first seven months of 1 984 were, in fact, the safest in air

tive as it once appeared. Builders of all-composites ACAP transport history. Worldwide, there were no passenger fatalities
helicopters have been warned that a lightning strike could pro- on Western manufactured jet airliners, which carried more than
duce a large hole, plus other undesirable effects. The answer, of 500 million passengers in ten million flying hours in the period
course, is to build a wire mesh into the composite skins to "earth" January-July.
the airframe. After which the airframe is no longer radar trans- lATA's 1984 annual report opened with the comment: "After
parent! we may now be catching a long-awaited
several stormy years,
Reverting to fighters of the 21st century, the key words with glimpse of the proverbial silver lining in the clouds hovering on
which they are associated in the US are VHSIC (pronounced the horizon". It predicted that, with traffic increasing more
vizzic and meaning very high speed integrated circuits); and Pave
rapidly than expected, and with more effective use of capacity,
Pillar, the official designation of the Advanced Systems Integ-
load factors were projected to improve to record high levels in
ration Demonstrations programme.
1984. The effect on the financial results of its 134 member airlines
VHSIC microchips offer information processing speeds fifty to reflected this. After three years of losses, a break-even net result
one hundred times greater than current integrated circuits. Their after interest and taxation was achieved in 1983. An after-interest
reduced size and greater speeds will revolutionise a new gener- profit in the region of $1-2 billion on international scheduled
ation of navigation computers, data bus management, and infra-
services is predicted for 1984, rising to $1-5 billion in 1985 and
red and radar data processing. Airborne laser designators will no $1-7 billion in 1986.
longer be needed to guide bombs and missiles to their targets.
The effect on surviving transport aircraft manufacturers has
VHSIC technology will enable an imaging infra-red sensor and been immediate. A Varig order for two 747-300 Combis carried
associated microprocessor to be packaged inside the weapon,
giving the launch aircraft "fire and forget"" capability.
the total sales of Boeing jet airliners past the 5,000 mark an —
average of 172 airliners sold every year during nearly three
Pave Pillar, applied to the ATF, aims to integrate man and
decades from October 1955.
aircraft to an unprecedented extent. Pilot, airframe, engines,
weapons, flying controls, fire control and sensors are to be inter- McDonnell Douglas has decided to build on the continued
faced so that they work as a total system. The idea is to ease the
success of MD-80 family by offering not only a stretched,
its

pilot'sworkload at a time of ever increasing complexity. 173-passenger MD-89 but spinoffs of other current lines. Two
Magazine, James W. Canan summed up the impli-
In Air Force
MD-1 X variants would be developments of the DC-10, able to
1

carry 277 passengers for 6,500 nm (12,035 km; 7,480 miles) or

cations for the pilot as "nothing less than consummate interaction
— amid an avionics architecture featuring high-speed multiplex 331 passengers for 6,000 nm (11,1 10km; 6,905 miles) respective-
data — of the aircraft functions of navigation, guidance, target
ly, with a choice of Pratt & Whitney PW4000 or General Electric

CF6-80C2 turbofans. A new 1 10-seat airliner would be the same

acquisition and tracking, weapons management and delivery, ter-
rain following and avoidance, and electronic countermeasures . . .
size as the DC-9-30 but powered by a rear-mounted pair of the
It means that instead of data from such subsystems showing up
new-generation propfan engines that are being designed by Pratt
willy-nilly on cockpit-crammed individual displays and dials, the & Whitney, Rolls-Royce and General Electric. McDonnell Doug-
las is not alone in feeling that these new fuel efficient power plants
data will be collated by information-integrating microprocessors
and then fed to a relatively few head-up or CRT displays"". could bring changes as significant as those which marked the
Mind-boggling? Perhaps. But add to those technologies what- transition from piston to jet.

ever proves desirable in programmes like the USAF/NASA mis- was, however, Airbus Industrie that produced the biggest
It

sion adaptive wing, Grumman/DARPA X-29A forward swept news of the year. On 13 September it announced that Pan Amer-
wing, and General Dynamics AFTI/F-16 programmes, all ican World Airways, most American of all airlines, had signed a
described in this edition, and science-fiction Star Wars craft begin European Airbus aircraft.
letter of intent to acquire a large fleet of

to come to life. A photograph illustrating Mr Canan"s report The agreement involved the interim lease of twelve A300B4s and
showed a pilot seated in the USAF Aeronautical Systems Div- four A310-200s, plus the purchase of twelve A310-300s and
ision"s MAGIC (microprocessor application of graphics with sixteen A320s. Options on a further thirteen A310-300s and 34
interactive communications) cockpit simulator. Hands on knees, A320s brought the total value of the deal to approximately $1
he is able to command the aircraft to take action in attack, avoid- billion.

ance, and such things as weapon management, simply by telling Inevitably, there were allegations that "it is the European tax-
the computers what he wants done. A
start has already been made payer who is buying Pan Am' s fleet for it" They were answered by
.

with the AFTI/F-16, in which a voice recognition system has been Airbus Industrie's President, Bernard Lathiere, with the assur-
used to set up weapon delivery modes in the fire control system. ance that "Not one centime, not one penny, not one Deutsche
Such a technique could find a valuable early application in combat Mark of European taxpayers' money is involved in the deal".
helicopters like the US Army's projected LHX, in which each Little wonder that his company felt able to state in a press release
crew member is likely to need three hands and two pairs of eyes. issued at the 1984 Farnborough Air Show: "Having established
Will aircraft utilising these exotic technologies ever be built, or itsprowess in the marketplace. Airbus Industrie arrives at Farn-
be needed? The US Air Force believes that they will, despite what borough '84 with a superb range of airliners for the 'eighties and
can only be an appallingly high cost. It also foresees the need for beyond. Its 267-seat A300-600, the 218-seat A310, and the
an A-10 attack aircraft replacement, to achieve initial operational 150-seat A320, launched since last Farnborough, already meet a
capability in the year 2001, and expects vulnerable AWACS wide range of airline needs. They will be followed by the
aircraft to be replaced by unmanned space platforms. Whoever 220/280-seat long-range TAI 1 and the 330-seat TA9 in the early
edits Jane's All the World's Aerospacecraft between the years and mid-nineties respectively".
2025 and 2050 may have to learn wholly new technologies It all sounded a little grandiose, until one was reminded a few

associated with boost glide vehicles. These are foreseen as space- paragraphs later that the partners in Airbus Industrie British —
craft that would enter Earth orbit, dive on their targets at above Aerospace, Aerospatiale, MBB and CASA have combined —
17,000 mph (Mach 25-75), and then return to low orbit. Work on resources greater than any other airliner builder, and benefit from
such a vehicle could begin three years from now. nationally funded research by the RAE and in Britain,ARA
[571
DORNIER 228. Getting on Worldwide.
The Royal Police Air Wing of the The widebody cabin with its Reliability also demands the best
Sultanate of Oman requires an comfortable airline seats, large possible product support - 24 hours
extremely versatile aircraft for its windows and low noise level is a day. This is available from Dornier
many different missions involving highly appealing to passengers. inGermany; Van Dusen in the
operations from short, unprepared USA; and from authorized Dornier
The New Technology Wing's
airstrips in very hot climatic condi- Service Centers.
increased lift, reduced drag and
tions. High speeds and long ranges
lighter weight; the well-planned, The DORNIER 228.
also are needed. To meet their
low-cost maintenance system; and Technology Made in Germany.
complex demands, the Royal
the fuel-saving, state-of-the-art
Oman Police chose the ideally sui-
- Garrett turboprop engines all
ted utility aircraft the DORNIER
228.
combine to form the basis of high
operational efficiency.
Technology Made in Germany
The outstanding qualities of the
In their basic concept, Dornier
DORNIER 228 are being proven
engineers sought the highest
every day during scheduled For further information please contact:
possible reliability in components,
operations in almost every corner Dornier Aircraft Sales. Dornier GmbH, Box 2160,
P.O.
systems and powerplants. This goal D-8000 Munich Germany,
66, Federal Republic of
of the world.
has been achieved. Telephone (089) 841 08-0, Telex 5214641

1581
 FOREWORD
Onera in France, DFVLR in West Germany, and NLR and DNW aeroplane flight, of which the entire history is contained in our
in the Netherlands. century, can still offer youthful excitement in flight as free as that
of a bird, as well as a promise of scientific adventure extending to
the far limits of our solar system, and perhaps beyond ?
At the middle marketing. Shorts of
level of transport aircraft
Belfast can look back on a very good year. This was appropriate.
As recorded elsewhere in this edition, it is celebrating its 75th year As always, it is impossible to list the names of everyone who has
of aircraft series production in 1984, having received a contract contributed to this edition of Jane's All the World's Aircraft.
from Orville and Wilbur Wright to manufacture six Flyers in Replies to questionnaires and letters were received from friends
1909. This year it has repaid the favour by supplying the US Air and correspondents at almost every one of the many hundreds of
Force with the first of a fleet of Sherpa transports for its European individual companies whose products are listed. To each of them,
Distribution System. The only British built aircraft purchased by the Editor sends his sincere and personal thanks.
the USAF since the Second World War, they were, of course, Additional information and photographs are supplied each
preceded by many Shorts 330 and 360 commuter transports year by a small band of colleagues, without whose assistance our
delivered to US commercial operators. book could never be so up-to-date and comprehensive as it is.
Only when one looks at the smaller classes of business and Some of them have provided this service, freely and enthusiastic-
private aircraft does the picture look bleak, despite all claims that ally, to the highest standards of professional accuracy and integri-
the world recession is easing. Lear Fan, Shorts" neighbour in ty, for more than a quarter of a century. The grateful thanks of the
Northern Ireland, closed its two plants near Belfast in mid-1984 Publisher and Editorial team go, once again, to Delden Badcock
pending full certification of its unconventional twin-turbine in Australia; Ronaldo S. Olive and Roberto Pereira de Andrade
Model 2100. In the USA, Gates Learjet followed suit, by sus- in Brazil; Vico Rosaspina in Italy; Eiichiro Sekigawa in Japan;
pending production of all its commercial aircraft and laying off Javier Taibo in Spain Roland Eichenberger and Dr Ulrich Haller
;

about 1,000 workers at its Wichita and Tucson works in October in Switzerland; Norman Polmar, Tom DeFrank, Jay Miller and
1984. Nelson Fuller in the USA; Wolfgang Wagner in West Germany;
America's General Aviation Manufacturers Association had a Dipl Ing Andrzej Glass and Dipl Ing Jerzy Grzegorzewski in
strangely mixed story to tell in its annual report. In 1983, the ten Poland; William Green and Gordon Swanborough oiAir Interna-
US companies that report quarterly delivery and billing results tional David Dorrell of/4/>/'/c/onfl/, and James Gilbert of f //of in
shipped a total of 2,691 aircraft valued at nearly $1-5 billion. It the UK; and the editorial staffs oi Aviation Magazine Interna-
was the worst year for deliveries since 1951, when 2,302 aircraft tional (France); Glider Rider (USA); FLYGvapenNYTT (Swe-
were shipped by 12 manufacturers. den); Herkenning and de Vliegende Hollander (Netherlands);
The 1,087 aircraft delivered in the first half of 1984 represented BIAF {IsTael): Australian Aviation (Australia); Letectvi + Kos-
a further 20-5 per cent drop on the same period of 1983, suggest- monautika (Czechoslovakia); Skrzydlata Polska (Poland); and
ing that whole-year figures could be the worst since A began GAM Air Force Magazine (Washington, DC), whose close friendship
its records in 1946. However, Cessna's subsequent results are not and collaboration have been such a delight since they began
wholly discouraging. The company had its worst-ever year in publishing bi-monthly Jane's All the World's Aircraft Supple-
1983, recording the first loss in its history. It delivered just 1,219 ments in 1971.
aircraft of 26 types, compared with 8,839 shipped in 1977, its best No edition of our book has contained so many aircraft photo-
year. The losses continued in the first half of its 1984 fiscal year. graphs and drawings as this 75th "birthday" edition. As always,
Then, in the third quarter, came a return to profitability. Sales in the majority come from manufacturers and operators in every
the period totalled only 181 aircraft, compared with 319 in the nation that builds aeroplanes commercially. Others, often filling
third quarter of 1 983 but1 their value was $151-7 million, up from troublesome gaps in our coverage, were supplied by our familiar
$981 million. Delivery of 16 of the new Citation III business jets circle of photographer friends headed by Howard Levy, J. M. G.
produced the turnaround. Gradidge, Brian M. Service, Denis Hughes, Gordon S. Williams,
Of the other members of the US "big three" lightplane man- Peter M. Bowers, Austin J. Brown, Don Dwiggins, Katsumi Hin-
ufacturers. Beech
pinning great hopes on its unconventional
is ata, Geoffrey P. Jones, Neil Macdougall, Stuart MacConnacher,
Starship to bolster future sales. Piper, operating at only 20 per Peter Bish, Peter F. Selinger, David Davies and Michael Vines of
cent capacity, has closed its Lock Haven plant after 47 years and Air Portraits, Martin Fricke-Kunz, Anton Wettstein and Ian
consolidated its activities in Florida. It has been suggested that MacFarlane. The three-view drawings, without which Jane's
this decline of US general aviation stems in part from the expand- would lose so much of its value to professional readers, were again
ing network of low-fare followed dereg-
airline services that has produced by Dennis Punnett and Michael A. Badrocke.
ulation. Already, private flyers —
their access to busy airports Since it first appeared as All the World's Air-ships, in 1909, this
increasingly restricted —
foresee a parallel with rail travel, where book has had only one printer, Netherwood Dalton & Co Ltd of
everyone travels by train but nobody owns the locomotive. Huddersfield, Yorkshire. Therein lies a key to its quality, for no
Only in the small helicopter field does the picture seem publication in the world is prepared with greater professional care
altogether brighter. In October 1984, Hughes reported that sales and skillthan are shown each year by Peter McNulty, who
were continuing to increase, with all 1984 Model 500Es sold, and engineered the switch from letterpress to computer setting so
the backlog of orders growing. At that time, it held orders for smoothly nine years ago. A
further vital link in the chain is the
more than 90 new helicopters, with deliveries scheduled through publisher's production department in London, where a small
March 1985, and was completing executive 500Es, "hot and team of young ladies is led so conscientiously by Anne Corfield.
high" 530Fs and their military counterparts at a rate of 12 per Finally, we come to the editorial team responsible for putting
month. together the book's one and a half million words and some two
thousand illustrations. It has one new member this year. Mike
Jerram, already well known for his books and his work on the
In this 75th year of Jane's All the World's Aircraft, it is approp- lively Pilot magazine, was willingly thrown in at the deep end, with
riate to end on a nostalgic note. A decade ago, the 1974-75 responsibility for the US
Aircraft and Microlights sections, under
edition contained no balloons. Not until 1976, nearly 200 years the guidance of the Editor and Assistant Editor respectively. The
after Frangois Pilatre de Rozier's first ascent in a Montgolfiere, dedication with which he met the challenge promises well for the
did the modern versions of man's first "the
aircraft find a place in future.
annual record of aviation development and progress". The during which the remaining members of the
total of years
For years, as a younger writer, the Editor recounted in books team have compiled their particular sections must be
editorial
the exploits of Otto Lilienthal, the great German hang gliding unique in aviation publishing. The Editor could wish for no more
pioneer of the 1890s. One book told also of the death of Lilien- loyal and meticulous fellow-worker than Assistant Editor Ken-
thal's British disciple, Percy Pilcher, in a hang glider, adding that neth Munson, or more willing and knowledgeable Assistant
"relied for control on the unsatisfactory technique of
his aircraft Compilers than Maurice Allward, Bill Gunston, Michael Taylor
moving the pilot's body from side to side and fore and aft as he and Lord 'Ventry. The eighth member of our team, my wife Doris,
hung beneath it". Nobody expected that hang gliding would ever seldom sees her name in print; but without her constant encour-
return to favour; yet the control technique used so disastrously by agement and tireless help in so many ways, editing this great book
Lilienthal and Pilcher is used in most modern hang gliders. would have been far less of an achievable, enjoyable, annual
Together with their sturdier offspring, the microlights, they now challenge during the past 25 years.
fill the fastest-growing section of this annual.
Could there be any clearer indication that powered controlled Surbiton: November 1984 JWRT
1591
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[601
 Jane's All The World's Aircraft
The First Seventy-Five Years

condensed from
The Twenty-fourth Short Brothers Commemorative Lecture

presented before
The Royal Aeronautical Society, Belfast Branch
15 November 1984

No year in aviation history was more important than 1909. Six

years had passed since Orville and Wilbur Wright had flown at
Kitty Hawk, North Carolina, on the first aeroplane capable of
powered, controlled and sustained flight. The Wrights were still
able to fly much farther, for longer, and with greater confidence

than anyone else. In doing so, they inspired others, and 1909
brought the beginnings of real flying —
between two countries,
over water; the first international flying meeting at Rheims, where
records were set and then raised day after day; purchase by the US
Army of the first military aeroplane; and the start of what
developed into our modern aircraft and airline industries.
The elegant upper classes of Edwardian Britain were not much Fred T. Jane, founder
attracted by the primitive aeroplanes of that period, which they and first editor of
regarded as noisy, dirty, smelly, and unreliable. Most of them June's l-'ii;hlini: .S/i;/n

and All ihc Worlcf.'.

preferred the silent, graceful gas balloons built by gentlemen like
Airciiifj
the brothers Oswald and Eustace Short, whose factory was then
located conveniently close to Battersea gasworks in London.
Others were less enthusiastic about balloons. For more than
one hundred years, captive balloons had been used to provide It would be presumptous to claim that I can tell you what kind of
airborne observation posts for military reconnaissance in bat- aman Fred T. Jane was, as he died before was born. Nowadays,
I

tlefields.They achieved modest successes, but had to be accom- we have a habit of describing such men as "a legend in their own
panied by heavy carts carrying equipment to make the gas with time". This seems to have been literally true of Jane. In the year
which they were inflated. So, when Wilbur Wright took his latest that he died, 1 9 1 6, at the early age of 5 1 his successor as editor of
,

aeroplane to France, and demonstrated the truth of reports that All the World's Aircraft told how "In his younger days Mr Jane
he and his brother had produced an altogether superior replace- served as a volunteer in the Balmacedist Fleet in the Chilean
ment for balloons, the world began beating a path to his doorstep. Revolution, and was present when the Congressist ironclad
Among the visitors in December 1908 was Eustace Short, who Blanco Encalada was sunk in Caldera Bay by Balmaceda's
not only saw the Wright Flyer but flew on it. The third of the Short torpedo-boats". In fact, it is unlikely that Jane left London at that
Brothers, a brilliant engineer named Horace, had already told period. The legend grew out of his dramatic drawings of the
Eustace and Oswald that if they were not willing to start building incident for the press, based on the accounts of eye-witnesses.
aeroplanes he would do it alone. In February 1909, the Shorts This diminishes his stature in no way. The same obituary notice
signed an agreement with Wilbur Wright to construct six Wright speaks of "a highly esteemed colleague, with whom it was a
Flyers in a new purpose built factory at Leysdown on the Isle of continual joy to work". A more recent biographer, H. F. King,
Sheppey in Kent. It was the first aircraft production contract in sees him as "an artist eager to be technical, becoming a compiler
history —enabling Short Brothers, now based in Belfast, to and editor of technicalities —yet remaining an artist. In short: a
celebrate in 1984 their 75th "birthday" as the first manufacturers Devon lad in love with ships and life and drawing; sometimes
in the world to set up a genuine assembly line of aeroplanes of one bitter, though out to earn a living by his toil and skill and know-
type. In doing so, they share the 75th birthday of Jane's All the ledge." That's not a bad assessment of any editor.
World's Aircraft. His progress towards aviation is easy to trace. At the age of 20
he moved to Chelsea, near the River Thames in London. There
could have been no more romantic place for an aspiring naval
artist. Two of our greatest painters. Turner and Whistler, had
The first question most people ask on learning the name of this been captivated by the great river and its ever changing scenes.
unique aviation annual is: "Why Jane?" For the answer we must Fred Jane began to produce illustrations for the city's leading
go back nearly 120 years, to 6 August 1865, when a baby son was journals. He went to sea with the Royal Navy, and, as well as
born to the wife of the Reverend John Jane, in Richmond, Surrey. writing books of fact and fiction under his own name, illustrated
He was baptised John Frederick Thomas, but when he entered others that influenced his later career. One of them, Hartmann the
professional life, referred to himself as "Fred T. Jane". Anarchist, was said to have marked "the original entry of the war
His father became Vicar of Upottery in Devonshire, and it is aeroplane into literature". But it had always been Jane's ambition
possible to gain an impression of the young Fred by referring to to produce a reference work on the mightiest warships of the
the guide sold today in the parish Church. It states that during the Royal Navy.
last century the son of the Vicar, later to become a famous artist A sketchbook filled with drawings of the vessels that bom-
and writer, fought naval battles on the vicarage duckpond with his barded Alexandria in July 1882 was intended to be the basis of a
sisters, using real gunpowder in the model ships. book entitled Ironclads of the World. It was never published; but
For further evidence of such interests we can turn to his reports the formula bore fruit in 1896 when Fred Jane began work on
from Exeter School. One of them comments that his primary nearly 500 pen-and-ink drawings, and many hull plans, for what
interest appeared to be in chemistry, notably the chemistry of materialised in 1897 as the first edition oi All the World's Fighting
explosives, adding " He can be expected to go a long way —
in one Ships. In 1905 the title was shortened to Fighting Ships, and so it
direction or another". has remained for 80 years.

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 FOREWORD (2)

Jane travelled to Russia in 1 899 and completed a book on The second-hand copy of Fred Jane's 1909 book for eight times the
Imperial Russian Navy. The Japanese were envious of the public- cost of a standard 1984-85 edition.
ity given to Russian sea power, and invited him to write a compan- That first edition was remarkable in many respects. As a start,
ion guide to their own fleet. The Imperial Japanese Navy, and a we marvel that Jane was able to discover so much, about so many
second edition of the Russian volume, appeared at the right time aircraft. It must be assumed that the network of correspondents
to ensure maximum sales, during the Russo-Japanese War of he had acquired worldwide through Fighting Ships played a large
1904-5. part in this. There were few other practical aids. For example, the
By this time, Jane"s Naval War Game had become a standard first issues of the pioneer UK magazines Aero and Flight did not

training aid in the world's navies. When mentioned

I this in a appear until that same year of 1909 —
and they were very thin!
London a decade ago, a foreign naval attache stood up
lecture in The drawings which illustrated some entries had little in com-
and commented: "It still is". mon with a modern three-view. That of the biplane designed by
Despite Hartmann the Anarchist, it might be wrong to suggest Lieutenants Porte and Pirie, RN, consisted of a total of just six
that Fred T. Jane had, at that time, any great foresight concerning straight lines. Some of the more exotic designs appeared under
the future roles of aircraft at sea. In his foreword to the 1902 headings such as "Flappers" and "Air Suckers".
edition oi Fighting Ships he wrote: "The idea that the conquest of Jane's apology for shortcomings in the 1 909 edition has the true
the air will oust the war-ship very general, but is probably based
is ring of a nautical man. A Special Note appended to the preface
on misconceptions." He explained that "the very wildest shooting explained: "Only a proportion of the aeroplanes here given have
with 9-2 lyddite shells, fitted with time fuses, would probably actually flown or arrived at a stage to be photographed. Hence the
render the air untenable within range of a war-ship .Nonethe- . . . comparatively large number of non-illustrated pages. A final
less, aerial navigation promises a future of utility in the direction glance at the preface seems to render necessary an apology for the
of scouting". many pages that consist of little but blank forms, and for which the
Jane considered that airships like the huge German Zeppelins only excuse is that there are sure to be some readers able to supply
would have a more useful future than aeroplanes. But when he the missing details. I can only plead in extenuation that this, the

decided that the time had come to produce an aviation counter- first edition, is a plunge into unknown and unexplored waters, and
part to Fighting Ships, it was not this belief that influenced his draw attention to the fact that however numerous the deficiencies,
choice of a title for the first, 1909, edition — All the
World's the residue represents the most strenuous possible labour in a
Air-ships. Nor did this title reflect the feelings of a dedicated naval generally unresponsive ocean F. T. J." —
man that flying machines were ships of the air. The real explana- His liking for airships of the lighter-than-air kind and his —
tion can be found in the preface to the 1912 edition, in which year naval thinking —
were reflected in his frontispiece to the 1909
the book became All the World's Air-craft, still with a hyphen book. It depicts what he calls"aerial target practice in the future".
between "Air" and "craft". The caption in smaller type says "The two war dirigibles are
Jane remarked in the book: "The title World's
itself (All the passing each other at varying speeds and altitudes, each towing a
Air-ships) has become erroneous to-day". When
annual was
this special aerial target. The rest of the fleet can be seen lying by in the
first projected in the year 1908, the word 'Airships" was a generic clouds above." Bearing in mind the shortness of the target tow-
term in the United States for anything that flew, and appeared lines, it suggests a highly unpredictable life for the aircrews; but
likely to be adopted here also. Since then, it has been relegated to those early editions contain endless testimony to the courage and
indicating lighter-than-air craft. Heavier-than-air machines, now tenacity of the airmen of aviation's first generation.
known as "aeroplanes', do not seem certain to retain that name as For example, the 1913 edition states in the introductory pages
a generic, because the appearance of a practical helicopter, to the French section: "French military aviation centres are all
ornithopter, or some other, at present non-existent, type of upon somewhat the same footing as fortresses, and the greater
power-sustained machine, would at once relegate 'aeroplane' to a part of the work comes under the heading of "confidential". The
term of special meaning. principal schoolis at St Cyr, which was specially selected because

'Tt has consequently been deemed advisable gradually to the ground rough and mostly covered with small shrubs; it being
is

change the title of this annual to All the World's Air-era ft, in order held important to train officers from the first to rise and land on
to avoid all risk of misunderstanding as to its scope 'air-craft' — ground similar to that most likely to be found in war time."
being apparently the only generic which cannot become The aircraft descriptions in those early editions also included
associated with a single type." some gems. The reader could learn that flight by J. W. Dunne's
How right he was. In fact, the more we look at those early tailless biplane was hampered by its enormous weight (1,550 lb,
volumes, published over three-score-and-ten-years ago, the more including pilot), which than the weight of four air-to-air
is less
we must be impressed by the genius of this man. missiles carried by some modern
fighters. Another aeroplane of
The first edition of 1 909 opened with the preface, followed by a the time had a bulletproof body but was too heavy to fly, which
glossary of technical terms. Then, without any unnecessary pad- made it doubly safe.

ding, came the individual entries for aeroplanes and dirigibles, Less comforting was a gradual change on the title page of the
arranged by nationalities in alphabetical order. Each aeroplane book. The 1912 edition added the words "Flying Annual"
was described, so far as possible, under a series of headings — beneath the main title. In 1913 this changed to "War Flying
maximum length, maximum breadth, supporting surface, total Annual". From 1910-11 the drawings had been much improved,
weight, body, wings, motor, speed, propellers, steering, and not only by developing as detailed two-views but also being drawn
remarks. Specification details were quoted from the start in both to a uniform scale. In 1913 the Vickers biplane had a plainly
metric and Imperial units. labelled gun on its nose. In 1914, the description ""War Flying
Louis Bleriot's Type XI monoplane had one of the most Annual" became a reality. Publication was brought forward one
detailed entries, totalling more than 100 words —
as befitted the month, to provide a reference book for allied military pilots and
aircraft which had begun the whole history of practical flying when gunners who suddenly needed to know what a Taube, Rumpler,
it flew across the English Channel on 25 July 1909. By 1939, the Aviatik, or Fokker monoplane looked like. (For the same reason,
entry on the Spitfire fighter required over 400 words; but the basic a later war was to produce a temporary change from three-view
sequence of material in the original book, and the way in which line drawings to silhouettes.)
each aircraft description was broken down under wings, fuselage, To avoid helping the enemy in 1914, pictures of the latest types
tail unit, undercarriage, power plant, and so on, has never of British aircraft were replaced by areas of solid black. There was
changed. The most noticeable difference in our modern tech- no 1915 edition. The next, in 1916, contained the news of Jane's
nological age is that the entries for the Boeing 747 now fill four death, on 8 March that year.
pages, totalling some 5,800 words, with three half-tone illustrat- He was succeeded by C. G. Grey, Founder-Editor of both The
ions and two three-view drawings. Aero and The Aeroplane magazines, who had joined Jane as
The whole book now adds up to about 1 Vi million words, of Technical Editor in 1915. Under his leadership the book changed
which two-thirds are new every year; and 2,000 illustrations, of its shape in 1 924, from landscape —
owing something to the shape
which nearly half are new. The price of the first edition of All the of a fighting ship —
to a more convenient and conventional
World's Air-ships was quoted in Fighting Ships as 1 5 shillings net upright format.
with order —say $3-50 at that time. In 1910 there was a 40% How does one start to tell the story of this remarkable charac-
increase to 21 shillings. By 1940 the price in the UK was three ter? From
a personal viewpoint, 1 can say that I owe much to him.
guineas (equivalent then to $1 3 ) —
about one week's wages for an At school, my classics master had taught me to write and love
average English working man. To-day's book costs far less than an good English. When C. G. Grey became my friend in 1942, and
average man's weekly wage, and is an immensely larger and more learned that I was working as Air Correspondent of Meccano
detailed volume. However, you would be fortunate to buy a good Magazine in my spare time, he taught me to be wary of falsehoods

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[641
 FOREWORD (2)

in material made available to the press, and to write provocative

English that people would want to read. After he died, I learned
that I was only one of many young writers to whom he gave his
time in this way, unselfishly.
Perhaps the most pertinent assessment of his character came
from the pen of a contemporary editor, Oliver Stewart of
Aeronautic*! magazine, in a special preface to Jane's All the
World's Aircraft in its 5()th year of publication. This said:
"Charles Grey was a great man. He was witty, incisive, chal-
lenging, funny, thought-provoking and altogether incorrigible.
He was not perhaps fully versed in aeronautical technology, nor in
such practical matters as piloting. Nevertheless, people who hated
every opinion he expressed found themselves stimulated by his
style and by his thought. He repeatedly balanced himself on the
knife edge between fair comment and criminal libel — almost
giving his publishers heart failure in the process."
Examples can be found in almost any edition of Jane's All the C G. Grey (1916-40)
World's Aircraft or The Aeroplane published under his editorship.
If a company failed to respond to his request for updated inform-

ation, he was merciless. Thus, one US company was reduced to four

lines in the 1931 edition, stating simply: "The Cessna Aircraft Co.
has produced a number of cantilever cabin monoplanes of excep-
tionally clean design, but has presumably succumbed to the
depression and the Company is now believed to be inactive."
C. G.'s assumption was slightly wrong —
by a factor of 174,601
aeroplanes built by Cessna up to 31 March this year.
On the other hand, he was often correct when his writings
appeared most prejudiced. His constant war-cry was for aero-
planes that would land slowly and not burn up. He was known to
be extremely anti- Russian; so when anybody read his reports on
Soviet aviation they tended to regard them as fictional. For exam-
ple, in the 1937 edition of what by then —
had become known —
to aviation folk simply as Jane's, he recorded:
"The state of Soviet transport is chaotic and the most energetic
Leonard Bridgman ,_^
efforts have done little to alleviate the disastrous situation of (1940-59) ---
complete disorganisation existing end of 1935. Optimistic
at the
claims are made for the productive capacity of the aircraft and
aero-engine factories. These are based on ideal conditions and do to help with Jane's. He was
former army officer, a fine writer,
a
not take into consideration the lack of aptitude of the workmen, brilliant artist and During his twenty years
a stickler for accuracy.
the shortage of skilled labour, the wear and tear and misuse of as Editor the quality and accuracy of the book improved enorm-
machinery (which lacks skilled maintenance), holding up of sup- ously.
plies both at source and in transit, faulty materials due to Editing and compiling Jane's was then regarded as the part-
hurriedly-adopted manufacturing processes, etc. For some of time job of one man. Bridgman's main occupation was to edit an
these failings many 'wreckers' and 'Trotskyists' have paid the oil company magazine. A number of people helped with indi-

penalty. It remains to be seen whether terrorism and industrial vidual sections of the book, and his secretary pasted up all the
purges will eradicate hereditary failings." pages for the printer; but that was all.
It was difficult to believe that any nation of the 1930s could By the mid-1950s, it was clearly too big a task, and Bridgman
deserve such criticism —
difficult to believe, that is, until 35 years was asked to appoint an assistant. He was reluctant to do so,
later. Then, one of the Soviet Union's great aircraft designers, feeling that the quality of the book to which he had devoted so
Alexander Yakovlev, wrote of his experiences during the inter- many years would suffer. Then somebody told him that John W.
war period. R. Taylor had just left the aircraft industry after fifteen years on
Having displeased the authorities. Yakovlev was summoned to design and technical editing. Leonard said he felt he could work
appear before the head of the aircraft industry. In his autobiog- with me —and did so, very happily, for four years. A few weeks
raphy he explains what happened: after publication of the 1959-60 "Golden Jubilee" edition he
"After a long wait in the outer office I was admitted into the decided to retire. I call at 7.30 one morning
received a telephone
inner sanctum, where I confronted, seated at his desk, a very asking if I would be editor
like to —
all by myself, without even

portly black-haired individual. Without any words of greeting or somebody to paste up the pages and help with proof reading at
any other preliminaries, and eyeing me in a hostile manner, he first. That was just 25 years ago.

came straight to the core of the matter: 'They're chucking you out
of their plant, are they? Well that's exactly what they should do.
Now listen: I have given instructions to accommodate your desig-
ners and workers in a bed factory on Leningrad Highway. Is that So much for the editors. What of Jane's itself? The most
clear? Don't ask for anything more. And good-bye. And let's have remarkable thing is that its character has changed so little under
fewer complaints from you otherwise. .well
. you may . . . . . . the successive editorship of people of such different backgrounds
go! He did add, however, that the bed factory was to carry on as and temperament. This is easy to explain. Few other publications
before. have had only four editors in 75 years, each working for a period
"Thus it came to pass", continues Yakovlev, "that our design- under his predecessor. What is more, this particular yearbook
ing bureau moved in with a bed factory, a small one-storey barn- (unlike Fighting Ships) has had only one printer throughout its
like brick building with unplastered walls and an earthen floor entire life —Netherwood Dalton of Huddersfield, Yorkshire,
strewn with iron odds and ends and looking as if it hadn't been who regard All the World's Aircraft jealously as "their baby", to
cleaned for years. I went there with my associates next day, to talk be produced to the highest practicable standards.
things over. What we saw was production
a place totally unfit for There hare been changes in the contents through the vears. For
purposes, in which a bunch of
untrained workers were
totally a lengthy middle period, there were sections on the history and
making primitive iron beds, stacks of which, piled roof-high, took organisation of commercial and military aviation in each country.
up half the available space." These are still sorely missed by some older readers, who recall the
From that factory came the prototypes of 36,000 wartime detailed listing of (for example) Mussolini's impressive new air
fighters that helped to defeat Hitler's Luftwaffe. Which shows force of 1937. The historical sections had to be dropped as the
why we must never underestimate Soviet designers. volume of the aircraft entries grew, to keep the size and price of
C. G. Grey left Jane's in 1 940. The gentleman, in every sense of the book within reasonable limits.
the word, who succeeded him was very different. Leonard Bridg- One experiment in expanding the contents was made in 1969,
man had joined Grey at The Aeroplane in 1919, and was roped in the "Diamond Jubilee" year. The publisher of the time requested

[65]
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1661
 FOREWORD (2)

five "Bonus Sections" covering airports, airlines, ground equip- Jane's All the World's Aircraft has seen flying progress from the
ment, navigation and control systems, and aircraft equipment stick and string aeroplanes of Bleriot and Cody to Concorde, the
manufacturers. The resulting 1969/70 edition contained 943 text Space Shuttle, and the mountains of the Moon. Two of my slides
pages, plus prelims, indexes, a bibliography and advertisements. symbolise this.shows Concorde — the most remarkable
The first

Nobody liked it, and the 1970/71 edition reverted to a mere 819 of all — flying over the tree at Farnborough to
transport aircraft
text pages of traditional contents. which Samuel Franklin Cody tethered aeroplane — the to
his first

When aircraft manufacturers began to build guided missiles, make an recognised

officially the UK — when he wanted
flight in
like the aeroplane-type Regulus I and II of Vought, they took to measure the thrust of its propellers through a spring balance.
their place alongside the same companies' aircraft. Soon the mis- On this occasion, what they seem. The real
things are not quite
siles had their own section of the book. Eventually, they justified tree began to crumble years ago. The authorities at Farnborough
an entirely separate Jane's yearbook, together with all the other tried to preserve it by impregnating the ancient wood with plas-
new-generation Weapon Systems of all three services. tics. This did not work. So, one dark night, they took the tree into

In the same way, early air cushion vehicles, or Hovercraft, built their workshops and made a mould which enabled them to cast a
mainly by aerospace companies, using aerospace technology and perfect metal replica. Few people know this as they pay their
power plants, had their place in All the World's Aircraft until respects to "Cody's tree" but the birds know, and I am told that
;

Jane's Surface Skimmers was added growing yearbook

to the you will never see them sitting on its metal branches.
family. Latest section to proliferate in this way is Spaceflight, from The second symbolic picture is the logo with which Jane's is
which all the satellites disappeared into a brand-new yearbook in marking its 75th year of publication. The aircraft superimposed
1984. Manned vehicles like the Space Shuttle remain in All the on the Space Shuttle Orbiter is Bleriot's 1909 monoplane, to the
World's Aircraft in a slimmer section, as do air-launched missiles. same scale. One weighs 328 times as much as the other, and
Hot-air balloons found a place in the Lighter-than-Air section travels 375 times faster. Both gave the human spirit new freedom
nearly 200 years after they first raised men into the air. Hang by showing that our Earth and the sky have no barriers that cannot
gliders returned about 70 years after virtually everyone had aban- be overcome.
doned them as being utterly unsafe. I am often asked what I consider to be the greatest achievement

Fastest growing sections in recent years have been those of aviation in these 75 years since Bleriot's epic flight. As a
devoted to homebuilt and ultralight or microlight aeroplanes. Christian, and a believer that all peoples made in God's image
This is interesting because, in the preface to the 1912 edition, should live in peace and plenty, the answer is easy. At the cost of
Fred Jane wrote: "A curtailment has been made of freak immense suffering in 1945, Europe has been free of major war for
machines and home-made types —
interest in both of which is about 40 years —
largely as a consequence of the demonstrated
nowadays comparatively slight". What would he have thought of effect of modern air power at Hiroshima and Nagasaki. I believe
Burt Rutan's canards, some of the current ultralights, designs for the time will come when the great East/West arsenals of missiles
the next generation of military "stealth" aircraft, or even produc- and other weaponry will be scaled down to numbers adequate to
tion aircraft like Beech's Starship? And would he have omitted all keep the peace but not to fight a war between super-powers.
aircraft prior to the Voisin biplane and Short-built Wright had this In what directions do we see aviation developing by then? For a
been his policy in 1 909? Most aeroplanes were surely home-made start, Concorde will not mark the end, as well as the beginning, of

at that period — including the original Wright Flyer of 1903. supersonic commercial flying. There is, however, little point in
Inevitably, when we do our best to justify the title of our building further small and comparatively slow aircraft (100 seats
yearbook — —
ALL the World's Aircraft there are suggestions and Mach 2) when 500 seats and Mach 6 are already within our
that we have our own private spy system, seeking out surrep- reach. On the military side, the fully integrated low-observable
titiously the secrets of Soviet industry. Nothing could be farther (stealth) aeroplane is coming, directed to fly, fire and survive by its

from the truth. Jane's is edited by an engineer, for engineers, and own inbuilt systems and voice commands from the pilot. Ultimate-
is regarded as an essential tool of the vast high-technology indus- ly, there might be the boost glide vehicle, diving on targets out of
try that it serves. Most of the information comes from senior space and climbing back into low orbit afterwards unless polit- —
company personnel, contacted through a long-established, utterly icians gain some sense, or run out of funds, by then.
scrupulous procedure. Those who provide the facts know that After the air fighting of World War I, Orville Wright thought
false data would soon be obvious to their fellow engineers, and back on the excitement of his first flights with his brother, and
that the reputation and sales of their own company would suffer. commented; "What a dream it was; what a nightmare it has
So we receive the truth, which is supplemented by every possible become". Yet if the whole world could share the kind of inter-
scrap of accurate information that can be acquired legitimately via national goodwill that exists among aviation folk of every nation,
industry customers, the press, personal contacts and official we could dispel the nightmare long before Jane's All the World's
sources. Aircraft reaches its next major milestone, on its 100th birthday.
In this way, Jane's All the World's Aircraft has built up an Jane's will continue to record faithfully what happens year by
enviable trust, and acquired countless friends, in every country of year, doing its best at the same time to promote international
the world that builds aircraft. This
must surely be the greatest goodwill. To those who will produce, publish, and print the book
personal reward for anyone, in any profession. In my own case, in 25 years' time, the present team wiU pass on the closing words
men who were my boyhood heroes —
A. V. Roe, Sir Alan of C. G. Grey's tribute to FredT. Jane, in the 1916 book "One —
Cobham, SirGeoffrey de Havilland, Sir Frederick Handley Page, can only hope to carry on his work as well as he began it, and to
Oswald Short, Igor Sikorsky, Claude Ryan, and many others, all make Jane's All the World's Aircraft a perpetual monument to his
became friends —right through to men of the modern era, like memory".
Chuck Yeager, Yuri Gagarin, Oleg Antonov and fighter designer
Sir Sydney Camm, who taught me all I know about engineering. J. W. R. T.
There is no more wonderful profession than aviation in this
century of ours, which encompasses the entire history of powered
aeroplane flight — and no more inspiring collection of men and
women than those who wrote that history in the factories and in
the air. So, we who produce Jane's All the World's Aircraft each
year count ourselves fortunate. That small word "we" covers a lot
of people — not least our printer, who helps to ensure that the
errors we notice sometimes on the proofs do not appear in the
finished book. Readers might be amused to know that, at the
galley proof stage one year, a certain naval fighter was armed with
four gins, instead of guns; the French Falcon 20 business jet
appeared as an execution transport —
a kind of tumbril for
aristocratic executives on their way to the guillotine; one light-
plane carried four parsons instead of persons —
clearly a clerical
error; one of our picture captions referred to "an Anglo-French
helicopter muckup" —
and so on. Fortunately, so far, no such
error has crept through to the finished books.

John W. R. Taylor
(1959 to date)

[671
[681
 Glossary
AAM Air-to-air missile. blown flap Flap across which bleed air is discharged at EAA Experimental Aircraft Association (divided Into
AC Alternating current. high (often supersonic) speed to prevent flow-breakaway. local branches called Chapters),
ACLS (1) Automatic carrier landing system; (2) Air BOW Basic operating weight. EAS Equivalent airspeed, RAS minus correction for
cushion landing system. BPR Bypass ratio. compressibility.
ADAC Avion de decollage et atterrlssage court (STOL). BTU Non-Sl unit of energy (British Thermal L'nit) = ECCM Electronic counter-countermeasures.
ADAV Avion de decollage et atterrlssage vertical 0-447HJ. ECM Electronic countermeasures.
(VTOL). bus Busbar, main terminal in electrical system to which ehp Equivalenthorsepower, measure of propulsive
ADC Air Force Aerospace Defense Command
(1) L'S battery or generator power is supplied. power made up of shp plus addition due to
of turboprop
(no longer active); (2) air data computer. bypass ratio Airflow through fan duct (not passing residual thrust from jet.
ADF Automatic direction tinding (equipment). through core) divided by airflow through core. ekW Equivalent kilowatts, SI measure of propulsive
ADG Accessory-drive generator, power of turboprop (sec ehp).
ADI Attitude/director indicator. elevon Wing trailing-edge control surface combining
CAA A\iation Administration (UK).
Civil
aeroplane (N America, airplane) Hea\ier-t)ian-air air- functions of aileron and elevator.
CAB Aeronautics Board (USA).
Ci\il
craft with propulsion and a wing that does not rotate in elint electronics intelligence,
CAB Pt 298 Sets the commercial standards for non-
order to generate lift.
certificated carriers, mainly commuter airlines.
. ELT Emergency locator transmitter, to help rescuers
AEW Airborne early warning.
cabin altitude Height above S/L at w hich ambient pres-
home on to a disabled or crashed aircraft.
AFB Air Force Base (USA). EPA Environmental Protection Agency.
sure IS same as inside cabin.
AFCS Automatic flight control system. CAM Cockpit-angle measure (crew field of view).
EPNdB Effective perceived noise decibel, SI unit of
afterburning Temporarily augmenting the thrust of a
canards Foreplanes. fixed or controllable aerodynamic
EPNL.
turbofan or turbojet by burning additional fuel in the EPNL Effective perceived noise level, measure of noise
surfaces ahead of CG.
jetplpe. effecton humans which takes account of sound intensity,
CAN 5 Committee on Aircraft Noise (ICAO) rules for
AGREE Advisory Group on Reliability in Electronic
new designs of aircraft.
frequency, character and duration, and response of human
Equipment. ear.
CAR Airworthiness Regulations.
Civil
Ah Ampere-hours. CAS Calibrated airspeed, ASI calibrated to allow for air
EPU Emergency power unit (part of aircraft, not used
AHRS Attitude/heading reference system.
compressibility according to ISA S/L.
for propulsion).
AIDS Airborne integrated data system. ERP Effective radiated power.
CBR California bearing ratio, measure of ability of
aircraft All man-made vehicles for off-surface naviga-
airfield surface (paved or not) to support aircraft.
ESA European Space Agency.
tion w ithin the atmosphere, including helicopters and bal-
CBU Cluster bomb unit.
ESM ( 1 ) Electronic sur\ eillance (or support ) measures;
loons. (2) Electronic signal monitoring.
CCV Control configured vehicle.
airstair Retractable stairway built into aircraft.
CEAM Centre d'Experiences Aeriennes Militaires.
EVA Extra-vehicular activity, le outside spacecraft.
AM Amplitude modulation.
CEAT Centre d'Essais Aeronautiques de Toulouse.
EWSM Early-warning support measures.
anhedral Downward slope of wing seen from front, in
CEP Circular error probability (."iO/SO chance of hit
direction from root to tip.
being inside or outside) in bombing, missile attack or
FAA Federal Aviation Administration.
AP Ammonium perchlorate. gunnery.
factored Multiplied by an agreed number to take
APFD Autopilot flight director. CEV Centre d'Essais en Vol.
account of extreme adverse conditions, errors, design
aphelion The point in a solar (Sun-centred) orbit furth- deficiencies or other inaccuracies.
CFRP Carbonfibre-reinforccd plastics.
est from the Sun. FAI Federation Aeronautique Internationale.
apogee The point in an Earth-centred orbit furthest
CG Centre of gravity.
fail-operational System which continues to function
chaff Thin slivers of radar-reflective material cut to
from the Earth. after any single fault has occurred.
length appropriate to wavelengths of hostile radars and
approach noise Measured 1 nm from downwind end of fail-safe Structure or system which survives failure (in
scattered clouds to protect friendly aircraft.
In
runway with aircraft passing overhead at 1 12-6m (370 ft). case of system, may no longer function normally).
chord Distance from leading-edge to tralling-edge
APS Aircraft prepared for service; a fully equipped FAR Federal Aviation Regulations.
measured parallel to longitudinal axis.
weight. FAR Pt 23 Defines the airworthiness of private and air-
clean configuration with landing gear, flaps,
APU Auxiliary power unit (part of aircraft).
In flight
slats etc retracted.
taxi aeroplanes of 5,670 kg (12,500 lb) and MTOGW
ARINC Aeronautical Radio Inc. US company whose below,
'clean' Without any optional external stores.
electronic box sizes (racking sizes) are the international FAR Pt 25 Defines the airworthiness of public transport
c/n Construction (or constructor's) number.
standard. aeroplanes exceeding 5,670 kg (12,500 lb) MTOGW,
comint communications intelligence.
ASE Automatic stabilisation equipment. FBW Fly by wire (which see).
composite material Made of two constituents, such as
AS! Airspeed indicator. FDS Flight director system.
filaments or short whiskers plus adhesive.
ASIR Airspeed indicator reading. feathering Setting propeller or similar blades at pitch
ASM Air-to-surface missile.
CONUS Continental USA (le, excluding Hawaii, etc).
aligned with slipstream, to give resultant torque (not tend-
convertible Transport aircraft able to be equipped to
aspect ratio Measure of wing (or other aerofoil) slen- ing to turn shaft) and thus minimum drag.
carry passengers or cargo.
derness seen in plan view , usually defined as the square of FEBA Forward edge of battle area.
core Gas generator portion of turbofan comprising
the span divided by area. fence A chordwise projection on the surface of a wing,
compressor(s), combustion chamber and turbine(s).
ASPJ Advanced self-protection jammer. used to modify the distribution of pressure.
C/R Counter-rotating (propellers).
ASV (1 ) Air-to-surface vessel; (2) Anti surface vessel. fenestron Helicopter tail rotor with many slender
ASW Anti-submarine warfare.
CRT Cathode-ray tube.
blades rotating in short duct.
ATC Air traffic control.
CSAS Command and stability augmentation system
ferry range Extreme safe range with zero payload.
ATR ARINC (part of AFCS).
Airline transport radio, series of standard FFAR Folding-fin (or free-flight) aircraft rocket,
box sizes.
CSD Constant-speed drive (output shaft speed held
FFVV Federation Fran^aise de Vol a Voile (French glid-
steady, no matter how input may vary),
attack, angle
Angle at which airstream meets
of ing authority).
aerofoil (angle between mean chord and free-stream field length Measure of distance needed to land and/or
direction). Not to be confused with angle of incidence daN Decanewtons (Newtons force x 10). take off; many different measures for particular purposes,
(which see). DARPA Defense Advanced Research Projects Agency. each precisely defined.
augmented Boosted by afterburning. dB Decibel. flaperon Wing trailing-edge surface combining func-
autogyro Rotary-wmg aircraft propelled by a propeller DC Direct current. tions of flap and aileron.
(or other thrusting device) and lifted by a freely running derated Engine restricted to power less than potential flat-four Engine having four horizontally opposed
autorotating rotor. maximum (usually such engine is flat rated). cylinders; thus, flat-twin, flat-six etc.
AUW All-up weight (term meaning total weight of air- design weight Different authorities have different flat rated
Propulsion engine capable of giving full thrust
craft under defined conditions, or at specific time during definitions; weight chosen as typical of mission but usually or power up to high airfield height and/or high
for take-off
flight). Not to be confused with (which see). MTOGW much less than MTOGW. ambient temperature (thus, probably derated at S/L).
avionics Aviation electronics, such as communications DF Direction finder, or direction finding. FLIR Forward-looking infra-red.
radio, radars, navigation systems and computers. DGAC Direction Generale a I'Avlation Civile. fly by wire Flight control system with electrical signal-
AWACS Airborne warning and control system (air- dibber bomb Designed to cause maximum damage to ling (le, without mechanical interconnection between
craft). concrete runways. cockpit flying controls and control surfaces).
dihedral Upward slope of wing seen from front, in direc- FM Frequency modulation.
bar Non-SI unit of pressure adopted by yearbook
this tion from root to tip. FOL Forward operating location.
pending wider acceptance of Pa. 1 bar = 10' Pa, and ISA DINS Digital inertial navigation system. footprint A precisely delineated boundary on the sur-
pressure at S/L is 1,013-2 mb, or just over 1 bar. disposable load Sum of masses that can be loaded or face, inside which the perceived noise of an aircraft
bare weight Undefined term meaning unequipped unloaded, including payload, crew, usable fuel etc; exceeds a specified level during take-off and/or landing.
empty weight. MTOGW minus OWE. Fowler flap Moves initially aft to increase wing area and
basic operating weight
minus payload MTOGW DME Distance-measuring equipment; gives slant dis- then also deflects down to increase drag.
(thus, including crew, fuel and
bar stocks, cutlery etc). oil, tance to a beacon directly ahead, free turbine Turbine mechanically Independent of
BOAR British Civil Airworthiness Requirements. dog-tooth A step in the leading-edge of a plane result- engine upstream, other than being connected by rotating
Beta mode Propeller or rotor operating regime in which ing from an increase chord. (See also saw-tooth.)
in bearings and the gas stream, and thus able to run at its own
pilot has direct control of pitch. Doppler —
Short for Doppler radar radar using fact that speed.
BFO Beat-frequency oscillator, received frequency is a function of relative velocity Frise aileron Most common manual aileron, with
BITE Built-in test equipment. between transmitter or reflecting surface and receiver. leading-edge that projects below wing to increase drag
bladder tank Fuel (or other fluid) tank of flexible double-slotted flap One having an auxiliary aerofoil when aileron is raised.
material. ahead of main surface to increase maximum lift. FY Fiscal year (1 July to 30 June in US government
bleed air Hot high-pressure air extracted from gas- dP Maximum design differential pressure between pres- affairs).
turbine engine compressor or combustor and taken surised cabin and ambient (outside atmosphere).
through valves and pipes to perform useful work such as drone Pilotless aircraft, usually winged, following preset g Acceleration due to mean Earth gravity, ie of a body In
driving machinery or anti-Icing by heating surfaces. programme of manoeuvres. free fall.

[69]
• Fires US Type56/Vulcan
20 mm ammunition
and speciallY'deveioped
French rounds
• Rapidly mounted even
on light aircraft

• the mounting
10, place G. Clemenceau
• the gun
92211 Saint Cloud - France
• the ammunition
An operational weapon syistem
EiAT T6I. : 602.52.00
T6lex:2600lOF

[701
 GLOSSARY

gallons Non-SI measure; Imp gal (UK) = 4-546 litres,

! ISIS (I Boeing 'Vertol) Integral spar inspection system; NBAA US National Business Aircraft Association.
1 US = 3-7S5 litres.
gal (2 Ferranti) integrated strike and interception sight, NDB Non-directional beacon.
GCI Ground-controlled mterception. ITE Involute throat and exit (rocket nozzle), NHXIOa Ammonium perchlorate.

geostationary Ol an Earth satellite, rotating with the nm Nautical mile, IH532 km, 1I5I52 miles.

Earth and thus always overhead the same pomt. Corres- J Joules, SI unit of energy, NOAA US National Oceanic and Atmospheric
ponds to altitude above Earth's surface of about 35,<SOO JASDF Japan Air Self-Defence Force. Administration.
km (::,245 miles). JATO Jet-assisted take-off (actually means rocket- NOE Nap-of-the-Earth (low flying in military aircraft,

geostationary orbit An
Earth-centred orbit at a height assisted). using natural cover of hills, trees, etc).

above the Earth's surface of about 35,X00 km (22,245 JCAB Japan Civil Airworthiness Board, NOGS Night observation gunship.
miles) and lying approximately in the plane ot the equator. JDA Japan Defence Agency. NOS Night observation surveillance.
A satellite in such an orbit travelling eastwards will remain JGSDF Japan Ground Self-Defence Force, Ns Newton-second (I N thrust applied for 1 second).

over the same point, rotating precisely with the Earth. JMSDF Japan Maritime Self-Defence Force,
geosynchronous See geostationary. OBS Omni-bearing selector,
GfK Glasshbre-reinforced plastics (German). Kevlar Aramid fibre used as basis of high-strength com- OCU Operational Conversion Unit.
glide ratio Of a sailplane, distance travelled along track posite material. OGE Out of ground effect: helicopter hovering far
divided by height lost in still air. km/h Kilometres per hour. above nearest surface.
glove In a swing-wing aeroplane with pivots well out kN Kilonewtons (the Newton is the SI unit of force; I Ibf Omega Long-range hyperbolic navaid.
trom the centreline it is geometrically impossible to have = 4-44X N). •OMI Omni-bearing magnetic indicator.
one-piece pivoted wings because at 7ero sweep the inner knot nm per hour.
1 omni Generalised word meaning equal in all directions
ends would overlap; the answer is fixed inner leading KrUger flap Hinges down and then forward from below (as in omni-range, omni-flash beacon).
portions called gloves, the leading edge. OTPI On-top position indicator (indicates overhead of
GPU Ground power unit (not part of aircraft). Kuchemann tip Wing tip of curving planform intended submarine in ASW).
GPWS Ground-proximity warning system. tominimise drag at high subsonic speed. OUV Osker-LIrsinus-Vereinigung (West German chap-
green aircraft Aircraft fiyable but lacking furnishing kVA Kilovolt-amp^res. ter of EAA).
and customer's choice of avionics. kW Kilowatt, SI measure of all forms of power (not just OWE Operating weight empty, MTOGW
minus
gross wing area See wing area. electrical). payload, usable fuel and oil and other consumables.
GRP Glasshbre-remforced plastics.
GS Glideslope, of ILS. LABS Low-altitude bombing system. PA system Public-address.
GSE Ground-support equipment (such as special test LANTIRN Low-altitude navigation targeting infra-red,
pallet ( ) for freight, rigid platform for handling by
1

gear, steps and servicing platforms). night.

fork-lift or conveyor; (2) for missile, mounting and elec-
GTS Gas-turbine starter (ie starter is miniature gas tur- LARC Low-altitude ride control.
tronics box outside aircraft.
bine). LBA Luftfahrtbundesamt (Federal German civil avia-
Disposable load generating revenue (passen-
payload
gunshjp Helicopter designed for battleheld attack, tion authority).
gers, cargo, mail and other paid items); in military aircraft
normally with slim body carrying pilot and weapon Ibf Pounds of thrust,
loosely used to mean total load carried of weapons, cargo
operator only. LCN Load classification number, measure of 'flotation'
or other mission equipment.
of aircraft landing gear linking aircraft weight, weight
PD radar Pulse-Doppler.
distribution, tyre numbers, pressures and disposition.
h Hour(s). penaids Penetration aids, such as jammers, chaff or
hardened Protected as far as possible against nuclear
LED Light-emitting diode.
decoys to help aircraft fly safely through hostile airspace,
Lidar Light detection and ranging (laser counterpart of
explosion, perigee The point in an Earth-centred orbit nearest to
radar).
hardpoint Reinforced part of aircraft to which external the Earth.
LITVC Liquid-injection thrust vector control.
The
load can be attached, eg weapon or tank pylon. perihelion point in a solar (Sun-centred) orbit
helicopter Rotary-wing aircraft both lifted and propel-
LLTV Low-hght TV (thus,LLLTV, low-light-level).
closest to the Sun.
Load factor (I percentage of max payload; (2) stress
led by one or more power-driven rotors turning about
)
PFA Popular Flying Association (UK).
limit.
substantially vertical axes. PHI Position and heading (or homing) indicator.
HF High frequency.
LOC Localiser.
plane A lifting surface (eg, wing, tailplane).
localiser Element giving steering guidance in ILS,
'hot and high' Adverse combination of airfield height pneumatic de-icing Covered with flexible surfaces
loiter Flight for maximum endurance, such as super-
alternately pumped up and deflated to throw off ice.
and high ambient temperature, which lengthens required
sonic fighter on patrol.
TOD. port Lett side, looking forward.
longerons Principal fore-and-aft structural members
hovering ceiling Ceiling of helicopter (corresponding power loading Aircraft weight (usually MTOGW)
(eg, in fuselage).
to air density at which maximum rate of climb is zero), divided by total propulsive power or thrust at T-O.
Loran (Long Range Navigation) Family of hyperbolic
either IGE or OGE. pressure fuelling Fuelling via a leakproof connection
navaids based on ground radio emissions.
HP High pressure. through which fuel passes at high rate under pressure.
lox Liquid oxygen.
hp Horsepower. pressure ratio In gas-turbine engine, compressor deliv-
HSI Horizontal situation indicator.
LP Low pressure.
ery pressure divided by ambient pressure (in supersonic
HUD Head-up display (bright numbers and symbols LRMTS Laser ranger and marked-target seeker.
aircraft, divided by ram pressure downstream of inlet),
projected on pilot's windscreen and focussed on infinity so primary flight controls Those used to control trajec-
that pilot can simultaneously read display and look m Metre(s), SI unit of length.
tory of aircraft (thus, not trimmers, tabs, flaps, slats, air-
ahead).
M or Mach number The ratio of the speed of a body to
brakes or lift dumpers etc).
the speed ofsound (1,116 ft; 340 m/sec in air at I5°C)
HVAR High-velocity aircraft rocket. pulse-Doppler Radar sending out pulses and measuring
under the same ambient conditions.
Hz Hertz, cycles per second. frequency-shift of returns from target(s).
MAC US Air Force Military Airlift Command.
pylon Structure linking aircraft to external load (engine
MAD Magnetic anomaly detector. nacelle, drop-tank, bomb etc). Also used in conventional
IAS Indicated airspeed, ASIR corrected for instrument Madar Maintenance analysis, detection and recording.
sense in pylon racing.
error.
Madge Microwave aircraft digital guidance equipment.
lATA International Air Transport Association. marker, marker beacon Ground beacon giving posi-
ICAO International Civil Aviation Organization. radius In terms of performance, the distance an aircraft
tion guidance in ILS.
IFF Identification friend or foe. MASTACS Manoeuvrability augmentation system for can fly from base and return without intermediate landing.
IFR Instrument flight rules (ie, not VFR), tactical air combat simulation. RAE Royal Aircraft Establishment.
IGE In ground effect: helicopter performance with mb Millibars, bar x 10 '.
RAI Registro Aeronautico Italiano.
theoretical flat horizontal surface just below it. MBR Marker-beacon receiver, ram pressure Increased pressure in forward-facing air-
ILS Instrument landing system. craft inlet, generated by converting (relative) kinetic
MEPU Monofuel emergency power unit.
IMC Instrument meteorological conditions, basically
MF Medium frequency. energy to pressure.
IFR.
mg Milligrammes, grammes x 10 ', ramp weight Maximum weight at start of flight

IMK Increased manoeuvrability kit,

MLS Microwave landing system, (MTOGW plus taxi/run-up fuel).
INAS Integrated nav/attack system.
MLW Maximum landing weight. range Too many definitions to list, but essentially the
incidence Strictly, the angle at which the wing is set in
mm Millimetres, metres x 10 \ distance an aircraft can permitted to fly) with
fly (or is

relation to the fore/aft axis. Wrongly used to mean angle of

MMH Monomethyl hydrazine. specified load and usually whilst making allowance for
attack (which see).
MMO Maximum permitted operating Mach number. specified additional manoeuvres (diversions, stand-off,
inertial navigation Measuring
accelerations all
MNPS Minimum navigation performance specification. go-around etc).
imparted to a vehicle and. by integrating these with respect monocoque Structure with strength in outer shell, RAS Rectified airspeed. IAS corrected for position
to time, calculating speed at every instant (in all three error.
devoid of internal bracing.
planes) and by integrating a second time calculating total
MPA Man-powered aircraft.
raster Generation of large-area display, eg TV screen,
change of position in relation to starting point.
mph Miles per hour. by close-spaced horizontal lines scanned either alternately
INS Inertial navigation system.
MRW Maximum ramp weight. or in sequence.
integral construction Machined from solid instead of
MTBF Mean time between failures. RATT Radio teletype.
assembled from separate parts.
MTI Moving-target indication. redundant Provided with spare capacity or data chan-
integral tank Fuel or other liquid tank formed by seal- MTOGW Maximum take-off gross weight (MRW minus nelsand thus made to survive failures.
ing part of structure. taxi/run-up fuel). refanned Gas-turbine engine fitted with new fan of
intercom Wired telephone system for communication MZFW Maximum zero-fuel weight. higher BPR.
within aircraft. rigid rotor Helicopter rotor without articulating hinges
inverter Electric or electronic device for inverting NACA US National Advisory Committee for Aero- (eg, flapping hinge, drag hinge) but with pitch variation,
(reversing polarity of) alternate waves in AC power to nautics (now NASA). RLD Rijksluchtvaartdienst. Netherlands civil aviation
produce DC. Nadge NATO air defence ground environment. department.
IP Intermediate pressure, NAS US Naval Air Station. RMI Radio magnetic indicator (compass).
IR Infra-red. NASA National Aeronautics and Space Administration. R/Nav Area navigation, navaid covering whole of local
IRAN Inspect and repair as necessary. NASC US Naval Air Systems Command (also several area instead of just crowded airways.
IRLS TV-type picture showing
Infra-red Imescan (builds other aerospace meanings). Rotor-kite Rotary-wing aircraft with no internal power,
cool regions as dark and hot regions as light). NATC US Naval Air Training Command or Test Center lifted by a freely running autorotating rotor and towed by
ISA International Standard Atmosphere. (also several other aerospace meanings). an external vehicle.

[71]
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|72|
 .

GLOSSARY
roving Miilli|ile strands of hbre, as in a rnpe (but usually standard day ISA temperature and pressure. TRU Transformer/rectiher unit.
not twisted) starboard Right side, looking forward. TSO Technical Standard Order (FAA).
RPV Renioltly piloted vehicle (pilot in other aircraft or static inverter Solid-state inverter ot alternating turbofan Gas-turbme jet engine generating most thrust
on ground), wavelorm (le. not rotary machine). by a large-diameter cowled fan, w ith small part added by
RSA Reseau du Sport dc TAIr. stick-pusher Stall-protection device that forces pilot's jetIrom core.
RVR Runway visual range, control column forward as stalling angle ot attack is turbojet Simplest lorm of gas turbine comprising com-
neared. pressor, combustitm chamber, turbine and propulsive
s Second(s). stick-shaker Stall-warning device that noisily shakes nozzle
SAC Air Force Strategic Air Command
US pilot's control column as stalling angle ot attack is neared, turboprop Gas turbine in which as much energy as pos-
safe-life A term denoting that a component has prosed STOL Short take-otf and landing. (Several dehnitions. sible IS taken from gas jet and used to drive reduction
by testing that it can he expected to continue to function stipulating allowable horizontal distance to clear screen gearbox and propeller,
safely for a precisely defined period belore replacement, height ot ,?,'>
or ."^O ft or various SI measures), turboshaft Gas turbine in which as much energy as
salmon (French saumon) Streamlined tairmgs, usually store Object carried as part of payload on external possible IS taken trom gas )et and used to drive high-speed
at wingtip ot sailplane, ser\ing same function as endplate attachment (eg bomb, drop-tank). shaft (which in turn drives external load such as helicopter
and acting also as tip-skid. strobe light High-intensity flashing beacon. gearbox).
SAR ) Search and rescue; (2) synthetic aperture radar,
( 1 substrate The underlying layer on which something TVC Thrust vector control (rocket).
SATS (1) Small airfield for tactical support: (2) Small (such as a solar cell or integrated circuit) is made. TWT Travelling-wave tube.
Arms Target System, supercritical wing Wing of relatively deep, flat-topped tyre sizes In simplest form, first figure is rim diameter
saw-tooth Same as dog-tooth. prohle generating lift right across upper surface instead ot (in or mm) and second is nm width (in or mm). In more
second-source Production ot identical item by second concentrated close behind leading edge. correct three-unit form, hrst Hgure is outside diameter,
factory or company, sweepback Backwards inclination of wing or other second is max width and third is wheel diameter
semi-active Homing on to radiation reflected from trom above, measured relative to fuselage or
aerotoil, seen
target illuminated by radar or laser energy beamed trom other reference axis, usually measured at quarter-chord
UHF Ultra-high frequency.
elsewhere. (2.^'( ) or at leading-edge,
unfactored Performance level expected ot average
service ceiling L'sually height equivalent to air density synchronous See geostationary.
average aircraft, without additional safety factors.
pilot, in
at which maximum attainable rale ot climb 100 tt mmis synchronous satellite Geostationary
usable fuel Total mass of fuel consumable in flight,
servo A device which acts as a relay, usually augmenting
usually 9.^-98 per cent of system capacity.
the pilot's efforts to move a control surface or the like. t Tonne, Megagram, 1,000 kg.
1

US gallon 0S.'<267 Imperial gallon

sfc Specific fuel consumption. tabbed flap narrow-chord tab along entire
Fitted with
SGAC Secretariat General a 1'
Aviation Civile (now trailing-edge which deflects to greater angle than main
DGAC). surface. variable-geometry Capable ot grossly changing shape
shaft Connection between gas turbine and compressor tabs Small auxiliary surfaces hinged to trailing-edge ot in flight, especially by varying sweep o\ wings.
or other driven unit. Two-shaft engine has second shaft, control surfaces for purposes of trimming, reducing hinge VD Maximum permitted diving speed
rotating at different speed, surrounding the hrst (thus, HP moment (force needed to operate main surface) or in vernier Small thruster, usually a rocket, for hnal precise
surrounds Inner LP or fan shaft). other way assisting pilot. adpistment ot a vehicle's trajectory and velocity.
Shoran Short range navigation (radio). TAC US Air Force Tactical Air Command. VFR \ isual flight rules.
shp Shaft horsepower, measure ot power transmitted Tacan Tactical air navigation, simple military navaid VHF Very high frequency.
via rotating shaft. using ground beacons. VLF Very low frequency.
sideline noise EPNdB measure of aircraft landing and taileron Lett and right tailplanes used as primary con- VMO Maximum permitted operating flight speed (IAS.
taking off. at point 0-25 nm (2- or .''-engined) or 0-35 nm trol surfaces in both pitch and roll, EAS or CAS must be specihed).
(4-engined) from runway centreline tailplane Main horizontal tail surface, originally hxed VNE Never-exceed speed (aerodynamic or structural
SIF Selective identihcation tacility. and carrying hinged elevator(s) but today often a single limit).
sigint signals intelligence slab' serving as control surface. VOR \ HF omni-directional range, ground navaid us-
signature Characteristic hngcrprint' ot all electro- TANS Tactical air navigation system (Doppler-based able only when flying along predetermined airways,
magnetic radiation (radar. IR etc). computer, control and display unit). VTOL 'Vertical take-olt and landing,
single-shaft Gas-turbine in which all compressors and TAS True airspeed. HAS corrected tor density (otten
turbines are on common shaft rotating together, very large factor) appropriate to aircraft height.
S/L Sea level. TBO Time between overhauls. washout Inbuilt wing tw ist reducing angle ol incidence
SLAR Side-looking airborne radar. towards the tip.
t/c Ratio ot the thickness (aerodynamic depth) ol a
ratio
snap-down Air-to-air interception of low-flying air- wing or other surface to its chord, both measured at the wheelbase Minimum distance from nosewheel or tail-

craft by AAM
Hred from hghter at a higher altitude. same place parallel to the fore-and-aft axis.
wheel (centre ot contact area) to line joining main wheels
soft target Not armoured or hardened. TFR Terrain-following radar (for low-level attack). (centres ot contact areas),

specific fuel consumption Rate at which fuel is con- thickness wing or other aerofoil; maximum
Depth of
wing area Total proiected area of clean wing (no flaps,
slats etc) including all control surfaces and area of fuselage
sumed divided by power or thrust developed, and thus a perpendicular distance between upper and lower surfaces.
measure of engine efficiency. For jet engines (air- T-O Take-oft. bounded by leading- and trailing-edges projected to cen-

hreathing, le not rockets) unit is mgNs, milligrams per T-0 noise EPNdB measure of aircraft taking off, at
treline (inapplicable
slender-delta aircraft with
to

Newton-second; for shaft engines unit is micrograms point directly under flight path .^5 nm from brakes-release extremely large leading-edge sweep angle). Sometimes
/jg J,
(millionths of a gram) per Joule (SI called gross wing area; net area excludes projected areas
unit of work or (regardless ot altitude).
of fuselage, nacelles, etc.
energy). TOD Take-oft distance.
specific impulse
Measure of rocket engine efficiency, TOGW Take-off gross weight (not necessarily wing loading Aircraft weight (usually MTOGW)
thrust divided by rate of fuel/oxidant consumption per MTOGW) div idedby wing area.
second, the units for mass and force being the same so that ton Imperial (long) ton = 1)16 I t (Mg), LIS (short) ton winglet Small auxiliary aerofoil, usually sharply
the answer is expressed in seconds. = 0-9072 t, upturned and otten swept back, at tip ot wing.
spool One complete axial compressor rotor; thus a track Distance between centres ot contact areas ot main
wire guidance Guidance of missile or RPV by signals
two-shaft engine may have a fan plus an LP spool. landing wheels measured left/right across aircraft (with transmuted through hne wire(s) linking it with operator.
SSB Single-sideband (radio). bogies, distance between centres of contact areas ot each
SSR Secondary surveillance radar bogie ). zero-fuel weight MTOGW minus usable fuel and other
St Static thrust. transceiver Radio transmitter/receiver, consumables, in most aircraft imposing severest stress on
stabiliser Fin (thus, horizontal stabiliser = tailplane) transfer orbit Orbit, or part of an orbit, linking two wing.
Stall strips Sharp-edged strips on wing leading-edge to others at different heights around the same planetary zero/zero seat Ejection seat designed tor use even at
induce stall at that point. body zero speed on ground.
stalling speed TAS at which aircraft stalls at Ig, le w ing transponder Radio transmitter triggered automatically ZFW Zero-fuel weight.
lift suddenly collapses. by a particular received signal. fig Microgrammes, grammes x JO '.

Jane's Aerospace Dictionary by Bill Gunston (Jane's Publishing Company, £15)

provides a listing of over 15,000 current aerospace expressions with definitions

[73]
^^

[74]
 1 7
3

First Flights
Some first flights made during the period 1 June 1983 to 1 October 1984

June 1983 November 1983 21 Schempp-Hirth Discus sailplane (D-61I1)

12 Peters CAVU Flyer microlight (USA) 2 Luscombe P3 Rattler, first pre-production (Germany, Federal Republic)
13 Teledyne Ryan YAOM-81A target drone (G-BKPG) (UK) 27 Gardan GY-120 microlight (France)
(USA) 4 Aerodis (Grinvalds) G-802 Orion homebuilt
17 Robin ATL (F-WFNA) (France) (F-PYKF) (France) May 1984
20 de HaviJland Canada DHC-8 Dash 8 4 Spencer Amphibian Air Car Jr homebuilt 4 Grob G 112 (G-EMKF) (Germany, Federal
(C-GDNK) (Canada) (N14NX) (USA) Republic)
23 Piper Cheyenne 400LS (Cheyenne IV), second 5 Marsden UAVG-15 sailplane (C-GURA) 4 Hughes Model 530MG Defender (N530MG)
prototype (USA) (Canada) (USA)
23 Briffaud GB-10 Pou-Push homebuilt 11 Airtech CN-235, CASA built first prototype 7 Pilatus PC-9 (HB-HPA) (Switzerland)
(F-WYOJ) (France) (ECT-100) (International) 8 Sikorsky S-72 RSRA, first flight as fixed-wing
29 Aerospatiale Epsilon, first production (France) 15 OuaissardGO-01 Monogast homebuilt aeroplane, main rotor removed (NASA 740)
(F-PYOT) (France) (USA)
July 1983 16 CASA C-IOICC Aviojet (Spain) 9 EMBRAER EMB-120 Brasilia, third prototype
1 Dassault-Breguet Mirage 2000-01, re-engined 16 Bell AH-1T+ SuperCobra, T700-GE-401 test- (PT-ZBC) (Brazil)
with Snecma M53-P2 (France) bed (161022) (USA) 10 Aerostructure (Fournier) RF-10 motor glider,
8 Airbus A300-600 (F-WZLR) (International) 20 Chaize commemorative Montgolfier hot-air bal- first production (F-WGDA) (France)

8 Piper PA-48 Enforcer, second prototype loon (F-WZDC) (France) 12 Pilatus Britten-Norman CASTOR Islander
(N482PE) (USA) 23 Boemg Vertol CH-46E Sea Knight, first with SR (G-DLRA) (UK)
12 Zlin Z 37T (OK-072) (Czechoslovakia) & M improvements (153355) (USA) 12 Northrop F-20 Tigershark, third prototype
13 B & G Sparrow microlight (USA) (N44671) (USA)
15 Light Miniature Aircraft LM-1 homebuilt December 1983 25 Parkot homebuilt (Poland)
(USA) 1 Rolladen-Schneider LS6 sailplane (D-0662)
16 Rutan Defiant homebuilt, redesigned 'produc- (Germany, Federal Republic) June 1984
tion prototype (N39199) (USA) 2 Smith FSRW-1 homebuilt, first take-off from 9 Omni Titan (Cessna Model 404 with P&WC
27 EMBRAER EMB-120 Brasilia (PT-ZBA) water (VH-XWS) (Australia) PT6A-34 engines) (USA)
(Brazil) 13 Lockheed TR-IA, first with PLSS (USA) 1 Lockheed P-3 AEW & C Orion, converted P-3B
29 Vinten Wallis WA-116 Venom, first pre- 21 EMBRAER EMB-120 Brasilia, second proto- (N91LC) (USA)
production (G-SCAN) (UK) type (PT-ZBB) (Brazil) 14 Westland Lynx-3 (ZE477) (UK)
31 Slingsby T67M Firefly 160, first production 29 Zlin Z
37T, second prototype (OK-074) 17 HAL HTT-34 (X2335) (India)
(G-SFTZ) (UK) (Czechoslovakia) 20 Boeing KC-135R, first 'production' (USA)
31 Aircraft Development EZ-1 microlight (USA) 30 Airtech CN-235, Nurtanio built second proto- 22 Rutan Voyager (N269VA) (USA)
type (PK-XNC) (International) 22 Sikorsky S-76 Mk II, first with PT6B-36 engines
August 1983 (N3123U) (USA)
2 Robin 3140, PRV engine (France)
R January 1984 30 Venture Flight Design SI Solarwind homebuilt
8 Akaflieg Miinchen MU 28 sailplane (D-1128) 9 Hughes AH-64A Apache, first production (C-GGPD) (Canada)
(Germany, Federal Republic) (82-3355) (USA)
9 Mitsubishi T-2CCV (29-5103) (Japan) 14 Soloy/Cessna Model 207, Turbine Pac engine July 1984
9 Cessna Model 180, Porsche PFM 3200 engine (N21190)(USA) 3 BAe VCIO K. Mk 3 (UK)
(Germany, Federal Republic) 4 Bell Model 400 TwinRanger, first pre-
12 Datwyler'MD-3-160 Swiss Trainer (HB-HOH) February 1984 production (USA)
(Switzerland) 3 Boeing Model 757, first with Rolls-Royce 17 McDonnell Douglas/Mitsubishi F-4EJ Kai
17 Boeing Model 747, testbed for Rolls-Royce 535E4 engines (USA) Phantom II, first for JASDF with upgraded
535E4 engine (USA) 4 Sikorsky HH-60A Night Hawk (82-3718) avionics (USA/Japan)
23 Dassault-Breguet Mirage IIl-S, first in Swiss Air (USA) 18 Latecoere 225 microlight (France)
Force converted to canard configuration by 6 AIDC AT-3 (AT-TC-3), first production 20 Pilatus PC-9, second prototype (HB-HPB)
F -t- W
(France/Switzerland) (0803) (Taiwan) (Switzerland)
23 Trago Mills SAH-1 (G-SAHI) (UK) 14 Cessna Citation S/II, first in production 20 Sequoia F.8L Faico, first kit built (N545SF)
23 Gulfstream Aerospace Commander Jetprop (USA)
configuration (USA)
1200 (N120GA) (USA) 15 Cessna T-47A (USA) 25 Agusta AS-61N1 Silver (Italy)

23 Skyfox Corporation Skyfox (N221SF) (USA) 18 NDN IT Turbo (now Hunting) Firecracker, 26 Israel Aircraft Industries 1125 Astra, second
25 Airtech Canada DHC-3/1000 Otter (Canada) second aircraft (G-SFTS) (UK) prototype (Israel)
25 Saab-Fairchild 340, third prototype (SE-ISB) 24 Boeing Model 737-300 (N73700) (USA) 27 Sikorsky S-75 ACAP (USA)
(International) 24 Northrop NV-144 target drone (USA) 30 BAe Super 748 (UK)
26 Northrop F-20 Tigershark, second prototype 29 Aerospatiale SA 365M Dauphin 2, Turbomeca 30 Rockwell B-IA, fourth prototype (76-174),
(82-0063) (USA) TM 333 engines (F-WZJV) (France) after modification as BIB avionics testbed
29 Beechcraft/Scaled Composites 85 per cent scale (USA)
Starship I (N2000S) (USA) March 1984
29 McDonnell Douglas/BAe AV-8B Harrier II,
2 Boeing Model 737-300, second aircraft August 1984
first pilot production (161573) (International) (N351AU) (USA) 1 Airbus A3 10 with definitive (enlarged) wingtip
4 Venture Mustang homebuilt, first kit built 'pro- fences (International)
duction' prototype (N51JR) (USA) 4 Edgley EA7 Optica, first production (G-BLFC)
September 1983
5 Panavia Tornado F. Mk 2, second production (UK)
1 NDN IT Turbo (now Hunting) Firecracker
(first to fly) (ZD900) (International) 6 Shorts Sherpa, first C-23A for USAF (83-05 12)
(G-SFTR) (UK)
5 Saab-Fairchild 340, first production (SE-E04) (UK)
1 Sikorsky MH-53E (USA) (International) 12 RFB Fantrainer 600, first production (D-
3 Westland 30 Series 200 (G-ELEC) (UK)
6 Airship Industries Skyship 600 airship EATR) (Germany, Federal Republic)
4 Sun Aerospace Sun Ray 100 homebuilt
(G-SKSC) (UK) 14 Gulfstream Aerospace SRA-1 (N47449)
(N3932K) (USA)
9 Neiva N-82 1 Caraja (Schafer Comanchero 500) (USA)
7 HAL Ajeet Trainer, second prototype (E2427) (PT-ZNA) (Brazil/USA) 15 McDonnell Douglas RF-18A Hornet (USA)
(India)
15 Agusta A 129 Mangusta,
9 Beechcraft Model 38P Lightning, second (first 16 ATR 42 (F-WEGA) (International)
'official' first flight
pre-production) prototype (N6738V) (USA) 1 Claudius Dornier Seastar (D-ICDS) (Germany,
(MM590) (Italy)
14 Boeing Model 757-200, first with Pratt & Whit- Federal Republic)
15 Lockheed P-3B Orion, first for RNZAF with
ney PW2037 engines (N757A) (USA) 19 Airbus A300B2, testbed for General Electric
Boeing UDACS (NZ 4204) (USA)
15 BAe Warton (SEPECAT) ACT Jaguar, first CF6-80C2 engine (International)
2 Dassault-Breguet Mirage 2000N, second proto-
flight with destabilising leading-edge strakes 22 Bourgeois J-3 Kitten microlight (France)
type (France)
(XX765) (UK) 24 Socata TB 21 Turbo Trinidad (France)
22 Reims-Cessna 406-5 Caravan II (F-W2LT) 19 Israel Aircraft Industries 1 125 Astra (4X-WIN) 28 McDonnell Douglas TA-4PTM Skyhawk, first
(France)
(Israel) two-seater modernised by Grumman for Royal
30 Bell Model 406/OH-58D AHIP, second (first
30 Sikorsky S-76, Allison 250-C34 engines (USA) Malaysian Air Force (M32-01) (USA)
flying) prototype (USA) Rockwell International Shuttle Orbiter No. 3
30
April 1984 (OV-103 Discovery) (USA)
October 1983 7 Ward E47 Elf homebuilt (UK)
1 Airmaster Avalon 680 (N767LB) (USA) 12 Airbus A300-600C (International) September 1984
5 Croses Airplume microlight (France) 12 Panavia Tornado F. Mk 2, first production (sec- 17 Advanced Technology Aircraft/Scaled Comp-
6 Bell Model 406/OH-58D AHIP, third proto- ond to fly) (ZD899) (International) osites Predator Model 480 (N480AG) (USA)
type (second to fly) (USA) 12 McDonnell Douglas A-4 PTM Skyhawk, first 17 Avtek 400 (N400AV) (USA)
20 Statler/Beck Wildfire homebuih (N3941Y) modernised by Grumman for Royal Malaysian 21 Dassault-Breguet Falcon 900 (F-WIDE)
(USA) Air Force (USA) (France)
26 de Havilland Canada DHC-8 Dash 8, second 1 5 Grob Gill motor glider (D-EEGW) 30 NDN Aircraft NACl Freelance (G-NACI)
pre-production (C-GGMP) (Canada) (Germany, Federal Republic) (UK)

[75]
 MD-339
MULTISCOPE TRAINER

From basic to advanced training, from Close MB-339, the aircraft for the cost-effective-
Air Support to Continuation Training, the minded Air Forces of the World.
MB-339 performance level and mission
availability makes it the best compromise Now on order with five Air Forces in four

between operational efficiency and low cost. Continents.

ACaMACCHi VARESE - ITALY

 .

Official Records
Corrected to 1 October 1984

ABSOLUTE WORLD RECORDS Distance in Earth orbit (USSR) CLASS C, GROUP H (Aeroplanes with turboprop
CLASS A Anatoli Berezovoi and Valentin Lebedev on board engines)
Sovuz T-5/Salvut 7/Sovuz T-7, from 13 Mav to 10
Three records are classed as Absolute World Records December 1982, 76,025.908 nm (140,800,000 km; Distance in a straight line (USA)
for balloons by the Federation AeronautK|iic Inter- 87,489.056 miles). Lt Col E. L. Allisonand crew in a Lockheed HC-
nationale, as follows:
130H Hercules, on 20 February 1972. 7.587-99 nm
Extravehicular duration in space (USA) (14,052-95 km: 8.732-098 miles).
Duration (USA) R. L Schweickart. from Apollo 9. on 6 March 1969,
M. L. Anderson. B. L. Abruzzo and L. M. Newman in 47 min 1 s.
Distance in a closed circuit (USA)
Double Eaglf II. on 12-17 August 97H. Cdr Philip R. Hite and crew in a Lockheed RP-3D
the gas balloon 1

137'h 5 min 50 s. Extravehicular duration on surface of moon or planet Orion, on 4 November 1972. 5,455-46 nm (10,103-51

(USA) km; 6,278-03 miles).

Distance (USA) Eugene A. Cernan. trom the Apollo 17 lunar module
B. L. Abruzzo, L. M. Newman, R. Aoki and R. Clark Chiillcngcr.on 12, 13 and 14 December 1972, during Height (USA)
in the gas balloon Double E(ij>lc V from Nagashima,
. mission of 7-19 December 1972. 21 h 31 min 44 s.
Donald R. Wilson in an LTV Electrosystems L450F.
Japan, to Covello, California. USA. on 4-12 November on 27 March 1972. at Majors Field. Greenville. Texas.
1981. 4,526-21 nm (8,382-54 km; 5.208-67 miles). Number of astronauts remaining simultaneously outside 15.549 m (51.014 ft).

spacecraft (USSR)
(USA) Speed in a straight line (USA)
Altitude A. Eliseiev and E. Khrounov, from Soyuz 4 and 5. for
Cdr Donald H. Lilienthal and crew in a Lockheed
Cdr M. D. Ross and Lt Cdr V. A. Prother in a gas 37 min on 14-18 January 1969. Two astronauts. P-3C Orion, over 5'25 km course on 27 January 971
I 1

balloon on 4 mav 1961. .34.668 m (I 13.74(1 ft). 435-26 knots (806-10 km/h; 500-89 mph).
Accumulated time in spaceflight (USSR)
Valery Ryumin. on board Soyuz 25, Soyuz 32, Salyut Speed in a closed circuit (USSR)

6, Soyuz 34, Soyuz 35 and Soyuz 37. a total of 361 days Ivan Sukhomlin and crew in a Tupolev Tu- 14. on 9 1

CLASS C April 196(1. carrying a 25.000 kg pavload over a 5.000

21 h 31 min 55 s.
km circuit. 473-66 knots (877-212 km/h; 545-07 mph).
Seven records are classed as Absolute World Records
for aeroplanes by the Federation AeronautK|ue Inter-
nationale, as follows:
CLASS C, GROUP HI (Aeroplanes with jet engines)
Distance in a straiglit line (USA) CLASS P
Major Clyde P. Evely, USAF.
in a Biieing B-52H Distance in a straight line, distance in a closed circuit,
height, speed in straight line and speed in l,OUO km
on 10-11 January 962. from Okinawa to
Stratofortress, 1
Four records are classed asAbsolute World Records closed circuit
Madrid. Spain. 10,890-27 nm (20.168-7S km; 12.532-3 Federation Aeronautique
for aerospacecraft by the See Absolute World Records.
miles).
Internationale, as follows;
Speed over a 3 km cour.se at restricted altitude (USA)
Distance in a closed circuit (USA) Duration (USA) Darrvl Greenamver modified Red Baron
in the
Captain William M. Stevenson. USAF. m a Boeing F-1()4RB Starfighter. on 24 October 1977, at Mud
John W. Young and crew of five in the Space Shuttle
B-52H Stratofortress, on 6-7 June 1962. Seymour Lake, Tonopah. Nevada. 858-77 knots .590-45 km/h: ( 1

Orbiter OV-102 Columbia, on 28 November to 8 988-26 mph).

Johnson AFB-Bermuda-Sondrestrom (Green-
December 1983. 10 days 7 h 47 min 24 s.
land)-Anchorage ( Alaska)-March AFB-Key West-
Speed in a 100 km closed circuit (USSR)
Sevmour Johnson AFB. 9,851-54 nm (18,24.5-05 km: Altitude (USA) Alexander Fedotov in a Mikovan E-266 (MiG-25).
ir,337 miles). T. K. Mattingly and H. W. Hartsfield in the Space on 8 April 1973. 1.406-641 knots (2.605-1 km/h;
Shuttle Orbiter OV-102 Columbui. between 27 June 1,618-734 mph).
Height (USSR) and 4 July 1982. 175-838 nm (325-653 km; 202-351
Alexander Fedotov in an E-266M (MiG-25) on 31 Speed in a 500 km closed circuit (USSR)
miles.
August 1977. 37,650 m (123,523 ft). M. Komarov in a Mikoyan E-266 (MiG-25), on 5
October 1967. near Moscow. 1,609-88 knots (2,981-5
Greatest mass lifted to altitude (USA) km/h; 1.852-62 mph).
Height in sustained horizontal flight (USA) OV-102
V. D. Brand in the Space Shuttle Orbiter
Captain Robert C. Helt and Major Larrv A. Elliott November 1982. 106,882 kg (235.634 Speed around the World (USA)
Columbui. on 1 1

(USAF) in a Lockheed SR-71A on 28 July 1976 at

lb).
Walter H. Mullikin and crew of four, in a Boeing
Beale AFB, California. 25,929-031 m (85,069 ft). 747SP of Pan American, on 1-3 May 1976, from New
York City, via Delhi and Tokyo, back to New York, in 1
Distance (USA) day 22 h mm 50 s. 436-95 knots (809-24 km/h; 502-84
Height, after launch from a 'mother-plane' (USA) J. R. Lousma and C. G. Fullerton in the Space Shuttle mph).
Major R. White, USAF, in the North American
Orbiter OV-102 Columbui. on 22-30 March 1982.
X-15A-3on 17 July 1962, at Edwards AFB, California.
nm (5,367,009 km; 3,334,904 miles). Greatest mass lifted to a height of 2,000 m (USA)
2,897,953
95.935-99 m (314.750 ft). William J. Allsopp and crew in a Boeing 747-236B
with Rolls-Royce RB.21 engines, at Le Moore NAS,
1

Speed in a straight line (USA) California, on November 1976, 381,108-25 kg

1

Captain Eldon W. Joersz and Major George T. Mor- (840,200 lb).

gan Jr (USAF) in aLockheedSR-71Aon 28 July 1976

over a 15/25 km course at Beale AFB. California.
1.905-81 knots (3,529-56 km/h; 2,193-17 mph). WORLD CLASS RECORDS
Speed in a closed circuit (USA) Following are details of some of the more important
CLASS C.2, ALL GROUPS (Seaplanes)

Major Adolphus H. Bledsoe Jr and Major John T. world class records confirmed by the FAI: Distance in a straight line (UK)
Fuller (USAF) in a Lockheed SR-71 A on 27 July 1976, Capt D. C. T. Bennett and First Officer I. Harvey, in
over a 1 ,000 km closed circuit from Beale AFB, Califor- CLASS C, GROUP I (Aeroplanes with piston engines) the Short-Mayo Mercury, on 6-8 October 1938, from
nia. 1.818-154 knots(3,367-221 km/h; 2,092-294 mph). Distance in a straight line (USA) Dundee, Scotland, to the Orange River. South Africa.
Cdr Thomas D, Davies. USN. and crew of three in a 5,211-66 nm (9,652 km; 5,997-5 miles).
Lockheed P2V-1 Neptune, on 29 September-1 October
1946, from Perth, Western Australia, to Columbus,
Height (USSR)
Georgi Buryanov and crew of two in a Beriev M-10,
CLASS K Ohio, USA. 9,763-49 nm (18,081-99 km; 11,235-6 on 9 September 1961, over the Sea of Azov. 14,962 m
miles). (49,088 ft).
Eight records are classed as Absolute World Records
for manned spacecraft by the Federation Aeronautique Distance in a closed circuit (USA) Speed in a straight line (USSR)
Internationale, as follows: Jerry D. Mullens in the BD-2/Javelin/Mullens Nikolai Andrievsky and crew of two in a Beriev M- 1 0,
Phoenix, on 5-8 December 1981, between Oklahoma on 7 August 1961, at Joukovski-Petrovska;, over a
15/25 km course. 492-44 knots (912 km/h; 566-69
Endurance Earth orbit (USSR)
in City and Jacksonville, USA. 8,695-9 nm (16,104-9 km;
mph).
Anatoli Berezovoi and Valentin Lebedev on board 10,007-1 miles).
Soyuz T-5/Salyut 7/Soyuz T-7, from 13 May to 10
December 1982. 2 1 1 days 9 hr 4 mm 32 s. Height (Italy)
Mario Pezzi, in a Caproni Ca I6\bis, on 22 October
Altitude (USA) 1938. 17.083 m (56,046 ft). CLASS D, GROUP I (Single-seat sailplanes)
F. A. Lovell and W. Anders in Apollo 8,
Borman, J. Distance in a straight line (Germany. Federal Republic)
on 21-27 December 1968. 203,925 nm (377,668-9 km; Speed in a straight line (USA) Hans W. Grosse in a Schleicher 12, on 25 AprilASW
1972. 788-77 nm (1,460-8 km; 907-70 miles).
234,673 miles). Frank Taylor in a modified North American P-51D
Mustang, with 2,237 kW (3,000 hp) Rolls- Height (USA)
Greatest mass lifted to altitude (USA) Royce/Packard Merlin V- 1650-9 engine, on 30 July Paul F. Bickle, in a Schweizer SGS 1-23E, on 25
F. A. Lovell and W. Anders in Apollo 8,
Borman, J. 1983, over a 15/25 km course at Mojave, California. February 1961, at Mojave-Lancaster, California.
on 21-27 December 1968. 127,980 kg (282,147 lb). 449-31 knots (832-12 km/h; 517-06 mph). 14,102 m (46,266 ft).

[77]
 JANE'S
VJl w^^imi
DIRECTORY
Reginald Turnill
JANE'S SPACEFLIGHT DIRECTORY is the
first ever fully comprehensive guide to the
past, present and future activities of the
world's space powers. Every national and
international programnne of significance is
covered, f ronn Sputnik 1 to the US Space
Station, and the treatnnent of Annerican and
Soviet nnilitary projects is unique in its depth
and connpleteness. Every nnanned nnission
and EVA is logged and described, while the
significance of the unnnanned planetary
probes to the understanding of the Solar
System is explained in detail. Other major
sections deal with launchers. launch
and control centres, astronauts and
cosmonauts and space manufacturers. ^

Appearing at a time when the

transition from pioneering efforts to
the multi-billion-dollar exploitation of
space is gathering momentum, this
book reveals the scientific and
commercial opportunities that lie
beyond Earth's atmosphere.
Price £30 Published in September
by Jane's Publishing Co. Ltd.

Wheremm^'^^^'^"^'
Jane's Publishing Co Ltd.. 238, City Road, London EC IV 2PU. Tel: 01 -251 -9281. Tlx: 894689
Janes Publishing Inc., 13th Floor. 135 West 50th Street, New York, NY10020. USA.
Tel: (212) 586 7745. Tlx: 125732.

[781
 3

OFFICIAL RECORDS

CLASS D, GROUP II (Two-seat sailplanes) CLASS E.2 (Convertiplanes) Distance in a closed circuit (UK)
Wing Cdr K. H. Wallis, Wallis WA-
in a 6/F on
1 1 1

Distance in a straight line (New Zealand) Height (USSR) July 1974. 361-91 nm (670-26 km; 416-48 miles).
S. H. Georgeson and Helen Georgeson in a Janus C, D. Efremov and crew of two, in the Kamov Ka-22
on 31 Oetohcr 1982. from Alexandra to Gisborne, New
Vintokryl, on 24 November 1961 at Bykovo. 2,588 m
Zealand. 53(i-54 nni (993-76 km; 617-49 miles). Speed in a straight line (UK)
(8,491 ft).

(USA)
WmgCdrK. H. Wallis, in a Wallis WA-1 16/Mc, over
Height
Edgar and H. E. Klieforth in a Pratt-Read a 3 km course, on 12 May 1969. 96-589 knots (179
L. E.
sailplane, on 19 March 1952, at Bishop, California. Speed in a straight line (USSR) km/h; 111-225 mph).
13,489 m (44,256 ft). D. Efremov and crew of five, in the Kamov Ka-22
Vintokryl, on 7 October 1961 at Joukovski-Petrovskcc,
,

Awaiting confirmation is a new record of 102 knots

over a 15/25 km course. 192-39 knots (356-3 km/h;
221-4 mph). (189 km/h; 1 1mph) set by Wing Cdr K. H. Wallis, in
7-4

CLASS E.l (Helicopters) a Wallis WA-1I6/F/S, over a 15 km course, on 14

October 1984.
Distance in a straight line (USA) Speed in a 100 km closed circuit (New Zealand)
R. G. Ferry Hughes OH-6A, on 6-7 April 1966,
in a Sqd Ldr W. R. Gellatly and J. G. P. Morton, in the
1,923-08 nm'(3,561-55 km; 2,213 miles). Fairey Rotodyne, on 5 January 1959, White
Waltliam-Wickham-Radley Bottom-Kintbury- White
Height (France) Waltham. 165-89 knots (307-22 km/h; 190-90 mph).
Jean Boulet in an Aerospatiale SA 3 158 Lama on 21
CLASS R (Microlights)
June 1972. 12,442 m (40,820 ft).
Height (USA)
Speed in a straight line (USSR)
Richard J. Rowley, in a Mitchell U-2 Superwing, on
Gourguen Karapetyan in a Mil A- 10 (Mi-24), on 2
17 September 1983. 7,906-5 m (25,940 ft).
1

September 1978, over a 15/25 km course near Moscow. CLASS E.3 (Autogyros)
198-9 knots (368-4 km/h; 228-9 mph).
Height(UK) Distance in a straight line (France)
Speed in a 100 km closed circuit (USSR) Wing Cdr K. H. Wallis, in a Wallis WA- 1 2 1 /Mc, on 20 Jean-Pierre Mathias, in the ULM Hotel Ibis, from
Boris Galitsky and crew of five in a Mil Mi-6, on 26 July 1982. 5,643-7 m (18,516 ft). Meau.x to Biarritz, on 7 July 1984. 375-2 nm (694-8 km;
August 1964, near Moscow. 183-67 knots (340-15 233-1 miles).
km/h; 211-36 mph).
Distance in a straight line (UK)
Speed in a SOO km closed circuit (USA) Wing Cdr K. H. Wallis, in a Wallis WA-1 16/F, from Speed in a straight line (UK)
Thomas Doyle Sikorsky S-76A, at West Palm
in a Lydd Airport, Kent, to Wick, Scotland, on 28 Sep- D. G. Cook, in a CFM Shadow, on 4 August 1983,
Beach, Florida, on 8 February 1982. 186-68 knots tember 1975. 472-092 nm (874-315 km; 543-274 over a 3 km course at Bungay, Suffolk. 68-18 knots
(345-74 km/h; 214-83 mph). miles). (126-36 km/h; 78-52 mph).

[79]
 AIRCRAFT
ARGENTINA
AERO BOERO
AERO BOERO SRL
Brasil yAlem, 2421 Morteros, Provincia de Cordoba
Telephone: Morteros (0562) 2690
Directors: Cesar E. Boero and Hector C. Boero
Chief of Engineering: Ing Juan F. Coll
Aero Boero's activities were seriously affected in 1979
by a tornado and floods, which caused severe damage to a
batch of production aircraft, and also to the prototype AB
260 Ag agricultural monoplane. A new factory came into
operation in May 1981.
Details of the Aero Boero 115 (30
built) and 150 Ag
(five built) can be found 1983-84 Jane's. The most
in the
recent member production was the AB
of this family in

180, of which a description follows. Aero Boero has also

developed a modified version of the Piper PA-38-112,
known as the Tomahawk SP.

AERO BOERO 180

The Aero Boero80 is a higher-powered variant of the
1

AB 150 (see 1983-84 7flHfi): a total of 60 (all versions) Aero Boero 180 RVR glider towing aircraft
had been manufactured by January 1983. It has been built
in four versions, as follows:
AB 180 RV.Current standard version, flown for first
time October 1972. Externally identical to AB 150 RV.
in

Ten built by January 1982. Additional eight RV/RVR

built during 1982. No further examples ordered by
January 1983.
AB 180 RVR. Glider towing version of AB 180 RV, to
which it is generally similar except for a cockpit rear win-
dow and provision of a towing hook. Nineteen built by
January 1982; further ten on order in January 1983.
AB 180 Ag. Agricultural version, certificated in
Restricted category. Nineteen built by January 1982. No
further examples completed or ordered by January 1983.
The following additional version has been built:
AB 180 SP. Biplane version of AB 180 Ag, with short
span lower wings added (approx 6 m; 19 ft 8V4 in).
Improved T-O and landing performance, wider speed
range, and enhanced payload/range capability. Prototype
only so far. Certification awaited in January 1983.
Type: Single/three -seat light aircraft.
Wings: Strut braced high-wing monoplane. Streamline
section V bracing strut each side. Wing section NACA
23012 (modified). Dihedral 1° 45'. Incidence 3° at root AB 180 SP biplane version of the Aero Boero 180
(3° 30' on 180 Ag), 1° at tip (2° on 180 Ag). Light alloy
structure, including skins. Aluminium alloy flaps and capacity (two aluminium wing tanks) 200 litres (44 Imp Length overall 7-27 m (23 ft lO'A in)
ailerons. No tabs. Additional lower wings on 180 SP. gallons); oil capacity 8 litres (1-75 Imp gallons). Height overall 2-10 m (6 ft 10'/2 in)
Fuselage: Welded steel tube structure (SAE 4130), Accommodation: and two passengers in 180 RV and
Pilot Wheel track 2-05 m (6 ft 8% in)
covered with Ceconite. RVR; pilot only in 180 Ag and SP. Fully enclosed, Wheelbase 510 m (16 ft 8% in)
Tail Unit: Wire braced welded steel tube structure, heated and ventilated cabin. Cockpit rear window in Areas:
covered with Ceconite. Sweptback fin and rudder, non- 180 RVR. Wings, gross 17-55 m^ (188-9 sq ft)

swept fixed incidence tailplane with elevators. Ground Equipment: Glider towing hook in AB 180 RVR. Flush Ailerons (total) 1-84 m= (19-81 sq ft)
adjustable tab on rudder; trim tab in port elevator. fitting underfuselage pod in AB 180 Ag, containing Trailing-edge flaps (total) 1-94 m- (20-88 sq ft)
Landing Gear: Non-retractable tailwheel type, with chemical; spraybars fitted along rear bar of V strut and Fin 0-93 m^ (10-01 sq ft)
shock absorption by helicoidal springs inside fuselage. horizontally below wings; electrically operated rotary Rudder m' (4-41 sq
0-41 ft)
Mainwheels carried on faired-in V struts and half-axles. atomisers (two each side) fitted to rear bar of V strut. Tailplane 1-40 m' (15-07 sq ft)
Mainwheels and tyres size 600-6; tailwheel tyre size AB 1 80 SP has tankage for approx 330 litres (72-5 Imp Elevators (total, inci tab) 0-97 m^ (10-44 sq ft)
2-80-2-50. Hydraulic disc brakes on main units; tail- gallons) of liquid chemical in lower wings, instead of Weights and Loadings (AB 180 RV)
wheel steerable and fully castonng. underfuselage pod of AB 180 Ag. Weight empty 550 kg (1,212 lb)
Power Plant: One 134 kW (180 hp) Avco Lycoming Dimensions, external: Max T-O weight 844 kg 1 ,860 ( lb)
O-360-A1A flat-four engine, driving a Sensenich Wing span 10-90 m (35 ft 9 in) Max wing loading 51-2 kg/m^ (10-5 Ib/sq ft)
76-EM8 fixed-pitch or Hartzell HC-92ZK-8D Wing chord, constant 1-61 m (5 ft 3'/2 in) Max power loading 6-29 kg/kW (10-34 Ib/hp)
constant-speed two-blade propeller with spinner. Fuel Wing aspect ratio 6-98 Performance (AB 180~TiV/RVR, at max T-O weight
except where indicated):
Never-exceed speed 134 knots (249 km/h; 155 mph)
Max level speed at S/L:
180 RV 132 knots (245 km/h; 152 mph)
180 RVR 122 knots (225 km/h; 140 mph)
Max cruising speed at S/L
114 knots (211 km/h; 131 mph)
Stalling speed, flaps down
42 knots (77 km/h; 48 mph)
Max rate of climb at S/L 360 m (1,180 ft)/min
Time to 600 m (1,970 ft), 75 ^^r power, with Blanik
two-seat sailplane (180 RVR) 3 min 10 s

Service ceiling 6,700 m (22,000 ft)

T-O run 100 m (330 ft)
T-O to 15 m (50 ft), two persons 188 m (615 ft)
Landing from 15 m (50 ft) 160 m (525 ft)
Landing run 60 m (195 ft)
Range with max fuel 636 nm (1,180 km; 733 miles)
AERO BOERO 260 Ag
Aero Boero began the design of this two-seat agricul-
tural aircraft in 1971, and the prototype flew for the first
time on 23 December 1972. A number of changes (not-
ably to two-seat configuration instead of the original
Aero Boero SP improved version of the Piper Tomahawk II single-seat layout) have since been made.
2 ARGENTINA: AIRCRAFT — AERO BOERO / FMA
It was hoped to certificate the AB 260 Ag in 1984. A Landing Gear: As PA-38-1 12, but with reinforced bolts Max T-O and landing weight 757 kg (1,670 lb)
description of the prototype in its latest known form can be attaching main gear to wings, and improved nosewheel Max wing loading 61-46 kg/m' (12-59 Ib/sq ft)
found in the 1982-83 Jane's. suspension and steering. Max power loading 9-07 kg/kW (14-9 Ib/hp)

AERO BOERO (PIPER) Power Pi ant: One 83-5 kW (112 hp) Avco Lycoming Performance (at max T-O weight):
TOMAHAWK SP 0-235-L2C flat-four engine, as in PA-38- 112, but driv- Never-exceed speed
Aero Boero has completed
ing a Sensenich 72CK variable-pitch propeller with 138 knots (256 km/h; 159 mph) IAS
a prototype of this modified
version of the Piper PA-38-1 12 Tomahawk II (see 1982-
reduced pitch. New Aero Boero cooled oil filter (oil Max level speed at S/L
cooler optional) and enlarged cooling air exhaust.
83 Jane's), it flew for the first time in August 1982. 108 knots (200 km/h; 124 mph)
Dimensions, external: As PA-38-1 12 except:
Principal differences from the Piper built Tomahawk Max cruising speed 104 knots (193 km/h; 120 mph)
Wing span 10-70 m (35 ft I'U in)
are as follows: Econ cruising speed 95 knots (176 km/h; 109 mph)
Wings: Generally similar to PA-38-1 12, but of modified
Wing chord, constant 117 m (3 ft 10 in)
Stalling speed, power off:
Wing aspect ratio 9-29
GAW-1 section with 50 mm (2 in) increase in chord, flaps up 50 knots (9 3 km/h; 58 mph) IAS
givingthickness/chord ratio of 16%. New vortex- Areas: As PA-38-1 12 except: flaps down 49 knots (9 1 km/h; 57 mph) IAS
inducing wingtips. Wings, gross 12-32 m' (132-6 sq ft) Max rate of climb at S/L 244 m (800 fl)/min
Tail Unit: As PA-38-1 12, but with dorsal lin added, and Ailerons (total) 118 m' (12-7 sq ft) T-O run 196 m (643 ft)
tailplane braced by two streamline section struts on each Trailing-edge flaps (total) 1-18 m' (12-7 sq ft) T-O to 15 m (50 ft), flaps up 379 m (1,243 ft)
side. Elevator travel modified, reducing control wheel Weights and Loadings: Landing from 15 m (50 ft) 315 m (1,033 ft)
forces. Weight empty, equipped 533 kg (1,175 lb) Landing run 120 m(393 ft)

Argentina. The plan called for a progression through and control surfaces, manufacture of interiors, upholstery,
CHINCUL manufacturing phases of increasing complexity, and some electrical harness, and other systems installation. Bat-
CHINCUL S.A.C.A.I.F.I. Chincul products (such as the Pawnee) have been more teries, upholstery, fabrics, tyres, engine instruments, tire
25 de Mayo 489, 4° Piso, Buenos Aires than 60 per cent manufactured in Argentina. extinguishers and glassHbre components are of Argentine
Telephone: 32 5671/5 The aircraft plant at San Juan has a covered area of manufacture. Chincul also assembles King 24 KMA
Telex: 012 2706 MACUB AR 16,500 m- (177,600 sq ft), including a maintenance and audio, KN 53 nav, Kl 208 VOR/LOC converter indi-
Works; Calle Mendoza entre 6 y 7 (Casilla de Correo 80), overhaul workshop, and a workforce of 320 people. cators, KI 209 VOR/LOC/glideslope converter indicators,
San Juan Chincul's production programme involves most Piper KR 87 ADF and KY 196 VHF sets.
President: Juan Jose Beraza aircraft except the Warrior, Seminole (both models). The company developed a tandem two-seat conversion
Vice-President; Jose Maria Beraza Turbo Saratoga, and Aerostats. The PA-42 Cheyenne was of the Piper PA-25 Pawnee D agricultural aircraft, and a
Executive Director: Aquiles Luis Uriarte added to the range in 1982. Production of Piper types fully acrobatic two-seat military trainer based on the Piper
Works Director: Hector Carlos Delgado began in December 1972, and more than 500 aircraft had Cherokee Arrow. Details of these were given in the
company, a wholly owned subsidiary of La
This been delivered by May 1981, the latest date for which 1983-84 and earlier editions of 7fl«t''s. Production of both
Macarena SA, Piper's Argentine distributor, concluded an information has been received. was planned to start in 1982, but no confirmation of this
agreement with Piper Aircraft Corporation in November All Piper kits delivered to Chincul are for Phase 3 has been received.
1971 for manufacture of a range of Piper products in completion, involving the assembly and riveting of wings

now
FMA a component of
ision of the
the Area de Material Cordoba div-
Argentine Air Force.
1967, was described in the 1968-69 Jane's. The first pow-
ered prototype, designated A-X2, flew for the first time on
FABRICA MILITAR DE AVIONES (Area de FMA comprises two large divisions. The Instituto de 20 August 1969 with 674 kW (904 ehp) Garrett
Material C6rdoba) Fuerza A6rea Argentina Investigaciones Aeronauticas y Espacial (IIAE) is respon- TPE331-U-303 turboprop engines, and was described in
Avenida Fuerza Aerea Argentina Km 5'.:, 5103 Guarni- sible for the design of aircraft, and the design, manufacture the 1971-72 Jane's. It was later redesignated AX-01.
cion Aerea Cordoba and testing of rockets, sounding equipment and other A second prototype, designated AX-02, flew for the
Telephone: 66661, 60696 equipment. The Fabrica Militar de Aviones itself controls first time on 6 September 1970, powered by 761 kW
Telex: 51965 ARMCOR AR the aircraft manufacturing facilities (Grupo Fabricacicin) ( 1 ,022 ehp) Turbomeca Astazou X VI G turboprops. This
General Director: situated in Cordoba, as well as the Centro de Ensayos en power plant was adopted as standard for the A 58A initial I

Comodoro Edgardo Carlos Augusto Stahl Vuelo (Flight Test Centre"), to which all aircraft produced production version, for which the prototype was the simi-
Production Director: Comodoro Danilo Rodolfo Wenk in Argentina are sent for certification tests. The larly powered AX-03, first flown in mid-1973; the AX-01
Maintenance Director: laboratories, factories and other aeronautical division also was re-engined with Astazou XVI Gs.
Comodoro Gabriel Ubaldo Martin buildings occupy a total covered area of approx 253,000 Three versions of the Pucara have been built, as follows:
Director ol Research and Development: m' (2,723,265 sq ft); the Area de Material Cordoba emp- lA 58A. Initial production version, powered by Astazou
Vice Comodoro Ricardo Gross loys 5,200 persons, of whom about 2,300 are in the Grupo XVI G turboprop engines, of which the first example
Director of Space Development; Fabricacion. (A-501 )made its first flight on 8 November 1974. Total of
Vice Comodoro Alberto Hector Lindow In current production is the nationally designed Pucara 60 ordered originally for the Fuerza Aerea Argentina
Director of Flight Test Centre: (FAA), which subsequently ordered 40 more. First export
counter-insurgency The lA 63 basic and
aircraft.
Vice Comodoro Genaro Sciola
advanced jet trainer was due to fly for the first time in order, for six, was placed by the Fuerza Aerea Uruguaya;
Chief of Public Relations: Ricardo Melchor contracts with the Central African Republic (for 12) and
October 1984; a decision was still awaited concerning
The original Fabrica Militar de Aviones (Military Air- development of the ATL twin-turboprop transport. Venezuela (number unknown) were awaiting finalisation
craft Factory) came into operation on 10 October 1927 as in early 1984. Deliveries to the FAA began in the Spring

a central organisation for aeronautical research and pro- FMA lA 58 and lA 66 PUCARA of 1976, and the 90th production lA 58 A was completed
duction in Argentina. Its name was changed to Instituto Design of this twin-turboprop light attack aircraft, to in June 1 983 Output at that time was at the rate of approx
.

Aerotecnico in 1943 and then to Industrias Aeronauticas meet an Argentine Air Force requirement, began in two per month. The first FAA unit to receive the Pucara
y Mecanicas del Estado (lAME) in 1952. In 1957 it August 1966. Known originally as the Delfin (Dolphin), it was the 2° Escuadron de Exploracion y Ataque, a unit of
became a State enterprise under the title of Direccion was later renamed Pucara after a type of stone fortress the III Brigada Aerea based at Reconquista, which
Nacional de Fabricacionese Investigaciones Aeronauticas built by the early South American Indians. An unpowered deployed these aircraft operationally for the first time in
(DINFIA), but reverted to its original title in 1968. It is aerodynamic prototype, which first flew on 26 December late 1976, against rebel groups in north-western Argenti-
na. By early 1982 the lA 58A equipped a second III
Brigada Escuadron, and also the 4° Escuadron
unit, the 3°
of the IX Brigada at Comodoro Rivadav ia. About
Aerea
24 Pucaras of the FAA are believed to have been lost in
the fighting in the South Atlantic in 1982, as noted in the
1983-84 Jane's.
IA 58B. Improved IA 58A, retaining the Astazou power
plant but having more powerful built-in armament, in a
NM deeper front fuselage, and updated avionics. Prototype
(AX-05) flew for the first time on 15 May 1979. Forty
ordered for the FAA in 1980, but cancelled subsequently
in favour of continued production of IA 58A. For details,

see 1982-83 Jane's.

IA66. A prototype of the IA 66 (AX-06), developed to
establish an alternative source of power plants for the
Pucara, began flight testing in late 1980. Converted from a
standard production IA 58A, it was fitted with 746 kW
(1,000 shp) Garrett TPE331 turboprops and had com-
pleted 100 hours' flying by Spring 1983. The original
Dowty Rotol propellers were then replaced by McCauley
propellers, with which testing resumed. The nacelles and
engine mountings for this installation were designed and
installed by Volpar Incof the USA. Intended to follow I

58A as export production versions, in single-seat and

two-seat forms.
The following description applies to both the current
production IA 58A and the 1 A 66, except where a specific
version is indicated. It will be noted that IA 58A details
differ in several respects from those of earlier production
aircraft, as recorded in previous editions of Jane's.
Type; Twin-turboprop close support, reconnaissance and
counter-insurgency aircraft; structural design based on
lA 58A Pucard combat aircraft of the Argentine Air Force MIL-A8860 to 8870 specifications.
 FMA — AIRCRAFT: ARGENTINA 3

Wings: Cantilever low-wing monoplane. Wing section

NACA 64;A215 at root, NACA 64iA212 at tip.

Dihedral T
on outer panels. Incidence 2°. No sweep-
back. Conventional semi-monocoque fail-safe structure
of duralumin. All-dural electrically controlled hydrauli-
cally actuated trailing-edge slotted flaps, inboard and
outboard of each engine nacelle. Modified Frise
duralumin ailerons, with magnesium alloy trailing-
edges, actuated by push/pull rods. No slats. Balance tab
in starboard aileron, electrically operated trim tab in
port aileron.
Fuselage: Conventional semi-monocoque fail-safe struc-

ture of duralumm frames and strmgers.

Jam Dnii: Cantilever semi-monocoque structure of
duralumin; rudder and elevators have magnesium alloy
trailing-edges. Fixed incidence tailplane and elevators
mounted near top of tin. Curved dorsal fin. Rudder and
elevators actuated by push/pull rods, and each fitted
with electrically operated inset trim tab.
Landing Gear: Hydraulically retractable tricycle type,
with emergency mechanical backup. All units retract
forward, steerable nose unit (.13° left and right) into
fuselage, main units into engine nacelles. Kronprin?
Ring-Feder shock absorber in each unit. Single wheel
on nose unit, twin wheels on main units, all with Dunlop
Type III tubeless tyres size 7-50-10. Tyre pressure .310
bars (45 Ib/sq in) on all units. Dunlop hydraulic disc
brakes on mainwheels. Parking and emergency brake. FMA lA 58A Pucard, with additional side view (lower) of lA 66 iPiloi Press)

No anti-skid units. Landing gear suitable for grass strip

operation. Provision for 80 m (262 ft) take-off run using
three JATO bottles attached to underfuselage pylon.
Power Plant (lA 58A): Two 729 kW (978 shp) Turbo-
meca Astazou XVI G turboprop engines, each driving a
Ratier-Forest 23LF/379 three-blade \ariable-pitch
metal propeller with spinner. Fuel in two fuselage tanks
(combined capacity 772 litres: 1 70 Imp gallons) and one
RFD (Australia) self-sealing tank in each wing (com-

bined capacity 508 litres: 111 Imp gallons). 0\erall

internal capacity 1,280 litres (281 Imp gallons). Gravity
refuelling point for all tanks on top of fuselage aft of
cockpit. Fuel system includes an accumulator tank in
fuselage, permitting up to 30 s of inverted flight. A
long-range auxiliary tank, capacity 318 or 1,000 litres
(70 or 220 Imp gallons), can be attached to the fuselage
centreline pylon, and a 318 litre (70 Imp gallon) aux-
iliary tank on each underwing pylon. Max internal and
external fuel capacity 2,91 6litres (641 Imp gallons). Oil

capacity 1litres (2-4 Imp gallons).

1

Power Pi'ant (I A 66): Two 746 kW (1.000 shp) Garrett

TPE331-1 1-601 W turboprop engines, each driving a
McCauley four-blade propeller with spinner. Water
injection system, flow 50 litres (33 Imp gallons)/h for 2
1

min. Internal and external fuel capacities as for lA 58A.

Accommodation: Pilot and co-pilot in tandem on

Martin-Baker AP06A zero/zero ejection seats beneath
Prototype lA 66, a converted lA 58A Pucard with Garrett TPE331 turboprop engines
single moulded Plexiglas canopy which is hinged at rear
and opens upward. Rear (co-pilot) seat elevated 25 cm
(10 in) above front seat. Rears lew mirror for each crew
incendiaries, mines, torpedoes, air-to-surface missiles, Weights and Loadings (A lA 58A; B: lA 66):
member. Bulletprool windscreen, with wiper. Armour camera pods or auxiliary fuel tanks. Typical loads may Weight empty, equipped 4.020 kg (8.862 lb)
include twelve 1 25 kg bombs; seven launchers each with Max fuel load:
plating in cockpit floor, resistant to 7-62 mm ground hre
from 150 m (500 ft). Dual controls standard. Cockpits nineteen 2-75 in rockets; a 20 or 30 gun pod and mm internal 1. ()()() kg (2,205 lb)

tw o 3 1 8 litre 125 kg bombs and sixteen 5

drop tanks; six external 1,280 kg (2,822 lb)
heated and ventilated by mixture of engine bleed and
external air.
in rockets; six launchers each with forty 74 car- mm Max external stores load 1.500 kg (3,307 lb)
tridges, plus onboard ECM; twelve 250 lb napalm Max T-O weight 6,800 kg (14,991 lb)
Systems: Air-conditioning system optional. Hydraulic sys-
bombs; three 500 kg delayed action bombs; or two Max /ero-tuel weight 4,546 kg (10,022 lb)
tem, pressure 207 bars (3.000 Ib/sq in) in lA 58A (196
twin-7 62 mm
machine-gun pods, plus three launchers Max landing weight 5.600 kg (12.345 lb)
bars; 2.845 Ib/sq in in lA 66). supplied by two engine
each containing nineteen 2-75 in rockets. SFOM 83A3 Max wing loading 2244 kg/m- (45-97 Ib/sq ft)
driven pumps, actuates landing gear, flaps, nosewheel
reflector sight permits weapon release at any desired Max power loading: A 4-66 kg/kW (7-66 Ib/shp)
steering and mainwheel brakes. Pneumatic (compres-
firing angle; optional Bendix AWE-1 programmer B 4-56 kg/kW (7-50 Ib/shp)
sed air) system on each engine to supply water injection,
allows release in step or ripple modes of single weapons,
fuel system, inverted flight accumulator, auxiliary fuel
pairs or salvos.
tank transfer, and (port engine only) canopy sealing.
Dimensions, external:
Electrical system includes two 28-5V 5kW engine dri- max T-O
Wing span 14-50 m (47 ft 6% in) Performanc E (both versions, at weight, except
ven DC starter/generators; two 250VA static inverters where indicated):
Wing chord:
(main and standby) for 115/26V single-phase AC
centre-section (constant) 2-24 m (7 ft AVi in Never-exceed speed
power at 400Hz; and a 24V 36Ah SAFT Voltabloc Mach 0-63 (405 knots; 750 km/h; 466 mph)
at tip 1 -60 m (5 ft 3 in
4006A nickel-cadmium battery. No APU. Main oxygen Wing 6-94 Max level speed at 3.000 m (9,840 ft) at 5,500 kg
aspect ratio
system uses 5 litre (IT Imp gallon) liquid oxygen bottle
Length overall 14-253 m (46 ft 9Vs in (12.125 lb) AUW 270 knots (500 km/h; 310 mph)
and lox converter; gaseous oxygen supply for Max
Length of fuselage 13-675 m (44 ft IOV2 in cruising speed:
emergency use. Fire detection and extinguishing sys- m
Fuselage: Max width 1-32 m (4 ft 4 in at 6.000 (19.680 ft) at 5,500 kg (12,125 lb)
tems.
Max depth 1-95m (6 4% ft in AUW 259 knots (480 km/h; 298 mph)
Avionics and Equipment (lA 58A): Blind-flying Height overall 5-362 m (17 7V8 ft in Econ cruising speed:
instrumentation Avionics include VOR/
standard. Tailplane span 4-70 m (15 5 ft in at 5.500 kg (12,125 lb) AUW
LOC/ILS. magnetic compass, gyro compass. Bendix Wheel track (c/1 of shock absorbers) 232 knots (430 km/h; 267 mph)
DFA-73A-1 ADF, Bendix RTA-42A VHF com. 4-20 m (13 ft 9y4 in Stalling speed, flaps and landing gear down:
SunAir RE-800 HF com. Bendix RNA-34 Wheelbase 3-885 m (12 ft 9 in A at4.790 kg (10.560 lb) AUW
VOR/LOC/ghdeslope SunAir ACLI-810 HF
receiver, Propeller diameter 2-59 m (8 ft 6 in 78 knots (143 km/h; 89 mph)
coupler/amplifier. Delta audio amplifier, and intercom. Dimensions, internal: B 68 knots (125 km/h; 78 mph)
Optional avionics include ECM, weather radar. IFF. Cockpit: Length 2-85 m (9 ft 4 "A in Max rate of climb at S/L at 5.500 kg (12.125 lb)
and VHF-FM tactical communications system. Landing Max width 0-81 m (2 ft 8 in AUW 1.080 m (3.543 ft)/min
light in leading-edge of each underwing pylon; taxying
Max height 1 -25 m (4 ft 1 V4 in Service ceilmg 5,500 kg (12,125 lb)
at AUW
light on nosewheel strut.
Floor area 2-90 m' (31-2 sq ft 9,000 m (29,525 ft)
Armament: Two 20 mm Hispano DCA-804 cannon, each Volume 2-74 m' (96-8 cu ft Service ceiling, one engine out at 5.500 kg (12.125 lb)
with 270 rds. in underside of forward fuselage; and four Areas: AUW 6.000 m (19.680 ft)
7-62 mmFN-Browning machine-guns, each with 900 Wings, gross 30-30 m' (326-1 sq ft Min ground turning radius 6-50 m (21 ft 4 in)
Alkan 1 5E
rds, in sides of fuselage abreast of cockpit. 1 Ailerons (total) 2-00 m' (21-53 sq ft T-O run at 5.500 kg (12.125 lb) AL'W
ejector pylon on centreline beneath fuselage, capacity Trailing-edge flaps (total) 3-54 m^ (38-10 sq ft
500 m ( 1 .640 ft)

1.000 kg (2,205 lb); Alkan 1 05E pylon, capacity 500 kg Fin, excl dorsal fin 3-88 m' (41-76 sq ft T-O to 15 m
(50 It):
(1,102 lb), beneath each wing, outboard of engine Rudder, incl tab 1-15 m' (12-38 sq ft A at 5.500 kg (12.125 lb) AUW 705 m (2,313 ft)

nacelle. Max external stores load 1,500 kg (3.307 lb), Tailplane 4-60 m' (49-51 sq ft Landing from 15 m (50 ft):
including gun and rocket pods, bombs, cluster bombs. Elevators (total, incl tabs) 2-612 m- (28-11 sq ft A at 5,100 kg (11,243 lb) AUW 603 m (1.978 ft)
4 ARGENTINA: AIRCRAFT — FMA
Power loading:
at normal T-O weight 224-8 kg/kN (369-3 lb/lb st)
at max T-O weight 298-6 kg/kN (490-7 lb/lb st)

Performance (estimated at weights indicated, ISA):

Max limiting Mach number Mach 0-8
Max level speed at S/L design gross weight
at
399 knots (740 km/h: 460 mph)
Approach speed S/L
3,300 kg (7,275 lb) landing
at at
weight 97 knots (180 km/h; 1 12 mph)
Max rate of climb at S/L at design gross weight
1,620 m (5,315 ft)/min
Service ceiling at design gross weight, 152 m (500
ft)/min rate of climb 12,900 m (42,325 ft)
T-O run at S/L at normal T-O weight
400 m (1,312 ft)

Range at 300 knots (556 km/h; 345 mph) at 4,000 m

(13,120 ft) at AUW of 3,800 kg (8,377 lb), max
internal fuel 809 nm (1,500 km; 932 miles)
Max endurance, conditions as above 2 h 48 min
g limit (max sustained) at S/L at design gross weight
-h4-5

FMA ATL
FMA has completed preliminary design studies for a
FMA lA 63 two-seat basic and advanced jet trainer (Pilot Press) multi-purpose light transport aircraft, provisionally
known as the ATL (Avion de Transporte Liviano). Appli-
cations include passenger and troop transport, cargo carry-
Landing run: low-pressure tyre on each unit. Nosewheel retracts ing, aeromedical missions, paratroop dropping, search and
A at 5,100 kg (11,243 lb) AUW
350 m (1.150 ft) rearward, mainwheels inward into underside of engine rescue, air/sea reconnaissance, liaison, and aircrew multi-
Attack radius at T-O weight of 6,500 kg (14.330 lb), air intake trunks. Braking system incorporates an anti- engined training. Design is to FAR Pt 25 airworthiness
10'"f reserves of initial fuel: skid device; nosewheel steering is optional. Gear is standards.
with 1,500 kg (3,307 lb) of external weapons: designed for operation from unprepared surfaces. First details of theATL were made public at the Paris
lo-lo-lo 135 nm (250 km: 155 miles) Power Plant: One 15-57 kN (3,500 lb st) Garrett Air Show mid-1983, at which time it was said that the
in
hi-lo-hi 189 nm (350 km; 217 miles) TFE731-2-2N turbofan engine, installed in rear fusel- ATL might proceed as a joint venture with other Latin
lo-lo-hi 216 nm (400 km: 248 miles) age, with twin lateral air intakes. Standard internal fuel American countries such as Peru and/or Venezuela: the
with 1,200 kg (2,645 lb) of external weapons: capacity of 980 litres (215-5 Imp gallons) is contained in three countries are believed to have a combined require-
lo-lo-lo 216 nm (400 km: 248 miles) an integral wing tank of 580 litres (127-5 Imp gallons) ment for 100 or more aircraft of this type. No go-ahead
hi-lo-hi 350 nm (650 km; 404 miles) and a 400 litre (88 Imp gallon) flexible fuselage tank had been announced up to the Summer of 1984.
lo-lo-hi 378 nm (700 km; 435 miles) with a negative g chamber. An additional 400 litres can Type: Twin-turboprop multi-purpose light transport.
with 800 kg ( 1 ,764 lb) of ordnance and 450 litres (99 be carried in auxiliary tanks installed inside the outer Wings: Cantilever high-wing monoplane. Two-segment
Imp gallons) of external fuel: wing panels, to give a max internal capacity of 1,380 trailing-edge flaps inboard of ailerons.
lo-lo-lo 378 nm (700 km; 435 miles) litres (303-5 Imp gallons). Single-point pressure refuel- Fuselage: Conventional semi-monocoque pressurised
hi-lo-hi 485 nm (900 km; 559 miles) ling system. Engine air intakes can be anti-iced by structure, of constant circular cross-section for most of
lo-lo-hi 540 nm (1,000 km; 621 miles) engine bleed air. Its length.
Ferry range with max internal and external fuel: Accommodation: Instructor and student in tandem Tail Unit: Non-swept fin and rudder; dorsal fin; non-
A at 5,000 m (16,400 ft) (instructor at rear, on elevated on standard ejec-
seat), swept dihedral tailplane, with elevators.
1,641 nm (3,042 km; 1,890 miles) tion seats operable also while aircraft is on ground. Landing Gear: Hydraulically retractable tricycle type.
B at 6,000 m (19,680 ft), T-O weight of 6,500 kg Ejection procedure can be pre-selected for separate Twin-wheel main units, retracting into fairings on sides
(14,330 lb) 1,620 nm (3,000 km; 1,865 miles) single ejections, or for both seats to be fired from front of fuselage. Single nosewheel.
g limits -I-60/-30 or rear cockpit. Dual controls standard. One-piece Power Plant: Two 932 kW (1,250 shp) turboprop
wraparound windscreen. One-piece canopy, with inter- engines, mounted on wing centre-section and each driv-
FMA lA 63 nal screen, is hinged at rear and opens upward. Entire ing a four-blade constant-speed propeller with auto-
To modernise its military pilot training system, the accommodation pressurised and air-conditioned. matic feathering, reversible pitch and blade de-icing.
Fuerza Aerea Argentina decided in the late 1970s to Systems: AiResearch air-conditioning system, supplied by Accommodation: Crew of three or four. Basic 26-
authorise the design of a new jet trainer to replace its high or low pressure engine bleed air, also provides ram passenger layout has nine two-seat rows (starboard) and
ageing Morane-Saulnier MS. 760 Paris and in 1979 Ills, air for negative g system and canopy seal. Oxygen sys- eight single seats (port) with 0-79 m (2 ft 7 in) aisle
FMA mitiated the lA 63 programme to meet this tem supplied by lox converter. Two independent hyd- between; galley (forward, port) and folding seat for
requirement. An initial concept phase included the study raulic systems, each at pressure of 207 bars (3,000 Ib/sq cabin attendant; toilet (forward, starboard); and bag-
of four possible single-engined and three twin-engined in), supplied by engine driven pumps; ram air turbine gage hold at rear, aft of partition. Seats and overhead
designs before the present configuration, powered by a provides emergency hydraulic power if main systems baggage racks quickly removable for conversion to
single Garrett TFE731 turbofan engine, was adopted in pressure drops below minimum. No. 1 system actuates other configurations. All-cargo version can accommo-
early 1980. Detail definition of the design, wind tunnel primary flight controls, landing gear, wheel brakes and date three 4-9 m' (173-0 cu ft) LDl containers or equi-
testing and overall programme planning occupied the airbrakes; No. 2 system actuates primary flight controls, valent freight, with rail and floor mounted rollers for
remainder of that year, and was followed in early 1981 by wing flaps, emergency braking, and (if fitted) nosewheel rapid loading and unloading. Sixteen passengers and
the start of the current development phase, which is steering. Primary electrical system (28V DC) supplied two LDls can be carried in typical mixed-traffic
scheduled to last until mid-1985. Under contract to the by an ll-5kW engine driven starter/generator; secon- configuration For troop transport the
. ATL can carry 26
Argentine government. Dormer GmbH of West Germany dary supply ( 1 1 5/26V AC power at 400Hz) from static paratroops on inward facing seats along the side walls of
is providing technical assistance during the development inverters; onboard battery for engine starting. the cabin; in the aeromedical role the cabin can accom-
phase. Avionics: Standard avionics package comprises redun- modate 15 stretchers and five medical attendants. Pas-
Two A I 63 airframes are being completed for static and dant VHF com transceiver, intercom system, VOR/ILS senger access to main cabin is via two port side doors,
fatigue testing. The first of four flying prototypes was with marker beacon receiver, DME, and ADF radio one forward and one aft of the wing. In addition, there is
scheduled to make its initial flight on 10 October 1984. compass. Navigation system allows complete navig- a 'beaver tail' ramp/door in the underside of the rear
Series production will start with the manufacture of 100 ation/landing training under IFR conditions. Attitude fuselage, for cargo loading and airdropping. Passenger
aircraft for the Argentine Air Force, the first of which is and heading information provided by a three-gyro plat- capacity can be increased to 32 by addition of two 0-79
due to fly in December 1985; at peak rate, production will form, with magnetic flux valve compass for additional m (2 ft 7 in) fuselage plugs, one aft of forward passenger
be three lA 63s per month. Initial operational capability is heading reference. Wide range of other avionics avail- door and one forward of rear passenger door.
planned for early 1986. The aircraft will be available for able, to customer's requirements. Systems: Air-conditioning system to maintain flight deck
export. Dimensions, external: and cabin within temperature range 15-28''C. Pressur-
Type: Single-engined basic and advanced jet trainer. Air- Wing span 9-686 m (31 ft 9Va in) isation system to maintain S/L cabin environment at
frame incorporates integrated structures for high-load Wing aspect ratio 6-0 altitudes' up to 3,600 m (11,800 ft), and a 2,400 m
components such as wing spar box and main frames; Length overall 10-928 m (35 ft lO'A in) (7,875 ft) environment up to flight level 6,990 m
numerically controlled, mechanically and chemically Height overall 4-29 m (14 ft 1 in) (22,930 ft).
milled components; and the use of fibre composites. Tailplane span 4-58 m (15 ft O'A in) Avionics: Basic instrumentation (to ARINC 700) and
Wings: Cantilever shoulder-wing monoplane. Non-swept Wheel track 2-66 m (8 ft 8% in) digital avionics will include flight director, autopilot.
tapered wings are of advanced transonic section, with Wheelbase 4-42 m (14 ft 6 in) Omega VLF/VHF nav, ILS with marker beacon
thickness/chord ratios of 14-5'f at root, 12-5''f at tip. Areas: receiver, DME, ADF, HF, transponder, radio alti-
Wing spar box forms integral fuel tank. Hydraulically Wings, gross reference 15-63 m^ (168-2 sq ft) meter, audio intercom, and HSl with built-in weather
actuated two-segment single-slotted Fowler trailing- Vertical tail sufaces (total) 2-52 m= (27-13 sq ft) radar. These will be supplemented by a computer based
edge flaps inboard of ailerons. Redundant primary con- Horizontal tail sufaces (total) 4-35 m' (46-82 sq ft) altitude and speed data system.
trols, actuated hydraulically with servo assistance. Stick Weights and Loadings: Dimensions, external:
forces simulated by artificial feel. Three-axis trim is Fuel load: Wing span 19-50 m (63 ft 11% in)
operated electro-mechanically. wings (inci auxiliary tanks) 792 kg (1,746 lb) Wing aspect ratio 9-05
Fuselage: Conventional semi-monocoque structure. fuselage 323 kg (712 lb) Length overall: standard 17-00 m (55 ft 9'/4 in)
Hydraulically actuated door type airbrake on each side Design gross weight 3,200 kg (7,054 lb) stretched 1 8-58 m (60 ft 1 1 '/2 in)
of rear fuselage. Normal T-O weight 3,500 kg (7,716 lb) Height overall 7-10 m (23 ft 3'/2 in)
Tail Unit: Sweptback fin and rudder; non-swept anhedral Max T-O weight 4,650 kg (10,251 lb) Distance between propeller centres
tailplane. Control surface actuation as for ailerons. Typical landing weight 3,300 kg (7,275 lb) 6-80 m (22 ft 3% in)
Landing Gear: Retractable tricycle type, with hydraulic Wing loading: Tailplane span 8-60 m (28 ft 2 Vi in)
extension/retraction and emergency free-fall extension. at normal T-O weight 223-9 kg/m^ (45-9 Ib/sq ft) Passenger door (fwd, port):
Oleo-pneumatic shock absorbers. Single wheel and at max T-O weight 297-5 kg/m^ (60-9 Ib/sq ft) Width 0-70 m (2 ft 3 'A in)
 FMA / AAC — AIRCRAFT: ARGENTINA / AUSTRALIA 5

Passenger door (rear, port):

Height 1-65 m (5 ft 5 in)
Width 0-80 m (2 ft 7V2 in)
Dimensions, internal:
Cabin, excl flight deck:
Length (passenger section) 7-95 m (26 ft 1 m)
Length (baggage hold) Ml m (3 ft 7V4 in)
Total length 906 m (29 ft 8% in)

Area:
Wings, gross 4200 m- (4521 sq ft)

Weights (standard aircraft):

Weight empty 5,800 kg (12,787 lb)

Standard fuel 1,400 kg (3,086 lb)

Payload with standard fuel 2,400 kg (5,291 lb)
Max T-O weight 10,000 kg (22,046 lb)
Max landing weight 9,500 kg (20,944 lb)

Performance (standard aircraft, estimated at max T-O

weight):
Max cruising speed at 6,000 m (19,680 ft)

250 knots (463 km/h; 288 mph)

Max rate of climb at S/L 600 m (1,968 ft)/mm
Service ceiling above 9,000 m (29,530 ft)
T-O run 900 m (2,955 ft)
Landing run 830 m (2,723 ft)
Max range 755 nm (1,400 km; 870 miles)
Max endurance 4 h FMA's projected multi-purpose light transport, the ATL (rUoi Press)

RACA
REPRESENTACIONES AERO COMERCIALES
ARGENTINAS SA
Lavalle 715, 5° Piso, 1047 Buenos Aires
Telephone: 392 3475/8931
Telex:012 2844 RACA AR
Works: Aerodromo San Fernando. Provincia de Buenos
Aires
President: J. R. Fernandez Racca
Vice-President: Dr Jorge S. Edo
This company is the representative in Argentina for
several world aerospace companies and their products,
including Hughes Helicopters, CASA of Spain (C-212-
200 and C-101), and Canadair (CL-215). It is also the
exclusive distributor in Argentina for the MSB BO 105
helicopter.
Under a licence agreement concluded in December
1972 RACA is undertaking, with Argentine government
Hughes Model 500D helicopter produced in Argentina by RACA
approval (granted in 1973), the progressive local man-
ufacture of a minimum of 120 Hughes Model 500 helicop- ers inArgentina and neighbouring countries. By early Hughes 500D; this was being manufactured in the com-
ters from knockdown components. These are known loc- 1982, RACA had completed 40 military and ten civil pany's 4,600 m' (49,515 sq ft) factory, to which had been
allyas RACA-Hughes 500s, and are identical to the Hughes Model 500s, and the programme was to be ex- added a new 400 m^ (4,305 sq ft) Allison engine repair
Hughes-built version described in the US section. This tended for a further period, but the company has not shop and a modular test cell for turboshaft engines. In
programme covered, in three phases, an initial period of replied to any Jane's enquiries in 1983 or 1984. 982 RACA was expanding its facilities up to a total area
1

eight years (1974-82), to supply military and civil custom- The version in production in 1982 was the RACA- of 10.000 m- (107,640 sq ft).

AUSTRALIA
AAC Rollout of the first AIO
prototype was scheduled for designed for long service life with high reliability and
AUSTRALIAN AIRCRAFT CONSORTIUM PTY December 1 984, with February 1 985 and first
first flight in low maintenance costs. Final assembly by GAF.
LTD delivery of a production aircraft to the Rciyal Australian Wings: Cantilever low-wing monoplane. Dihedral from
Air Force due in 1987. roots. Taper on leading- and trailing-edges. Trim tab in
Private Bag No. 14, Fishermen's Bend, Port Melbourne,
The following description applies to the AIO proto- each aileron. Landing light in each leading-edge. Man-
Victoria 3207
types: ufactured by HDH.
Telephone: (03) 645 3400
Type: Two-seat basic trainer. Entire airframe makes Fuselage: Conventional semi-monocoque structure with
Telex: WAMIRA AA 139606
Chairman of Directors: J. N. Davenport extensive use of corrosion resistant materials, basically rectangular cross-section. Manufactured by
General Manager: A. J. Smith corrosion-proofing and weatherproofing, and is GAF.
Chief Designer: R. C. Dengate
Commercial Manager: P. J. Debnam
Resident Project Manager: Wg Cdr D. Robson, RAAF
Development Manager, Trainer Marketing:
Paul V. Lee (Hawker de Havilland Australia Pty Ltd)
Australian Aircraft Consortium Pty Ltd (AAC) was
formed by Commonwealth Aircraft Corporation, Gov-
ernment Aircraft Factories, and Hawker de Havilland
Australia to design, develop and produce a new turboprop
powered military basic training aircraft, to replace the
CT4A Airtrainer in RAAF service and for export.
In June 1984, AAC and Westland pic of the UK signed
a memorandum of understanding to establish a joint com-
pany undertake the promotion, sales and manufacture
to
of the A20 tandem-seat trainer in Europe, with reciprocal
promotion of the Westland 30 in south-east Asia.

AAC A10 WAMIRA and A20

The design and development contract for the A10 was
awarded to AAC by the Australian government in June
1982, and covers the manufacture of two prototypes and
two structural test airframes. The production contract for
the RAAF be for 69 AlOs, for which the name
is likely to
Wamira (an Aboriginal word derived from Woomera was )

selected in late 1983. The AIO Wamira has side by side

seating, as required by the RAAF; a tandem-seat A20
version, with the same overall dimensions, was short-listed
inearly 1984 as one of four candidates to meet the British
Air Staff Target 4 1 2 requirement for an RAF Jet Provost
replacement. If chosen by the RAF, the A20 would be General configuration of the AAC A10 Wamira basic trainer, with additional side view (centre right) of
manufactured and assembled by Westland in the UK. tandem-seat proposed A20 iPiloi Press)
6 AUSTRALIA: AIRCRAFT — AAC / CAC
Taii Unit: Conventional non-swept vertical and horizon- Dimensions, external: Max cruising speed at S/L
tal surfaces; small dorsal fin. Horn balanced elevators Wing span 1100 m (36 ft 1 in) 180 knots (333 km/h; 207 mph)
and rudder. Trim tab rudder and each elevator; bal-
in Wing chord: at c/1 303 m (9 ft 11 'A in) Max speed in gusty conditions
ance tab in port elevator. Manufactured by CAC. at tip 1-21 m (3 ft 11 '/2 in) 180 knots (333 km/h; 207 mph) HAS
Landing Gear: Retractable tricycle type, manufactured Wing aspect ratio 6 05 Approach speed 80 knots (148 km/h; 92 mph)
by HDH. Inward retracting mainwheels, rearward Length overall 1001 m (32 ft 10 in) Stalling speed:
retracting nosewheel. Dunlop wheels, tyres and brakes Height overall 3-70 m (12 ft 1-1 in) flaps up 64 knots (119 km/h; 74 mph)
on each unit. Operable from grass or semi-prepared Elevator span 4-50 m (14 ft 9V4 in) flaps down 57 knots (106 km/h; 66 mph)
runways. Wheel track 3-48 m (11 ft 5 m) Max rate of climb at S/L 561 m (1,840 ft)/min
Power Plant: One Pratt & Whitney Canada PT6A-25D Wheelbase 3-50 m (11 ft 5^/4 in) Time 3,050 m (10,000 ft)
to less than 6 min
turboprop engine, flat rated at approx 410 kW (550 shp) Propeller diameter 2-29 m (7 ft 6 in) Operational ceiling 6,100 m (20,000 ft)

and driving a three-blade propeller with spinner. Areas: T-O to, and landing from, 15 m (50 ft)
Accommodation: Side by side seating for instructor and Wings, gross reference 2000 m^ (215-3 sq ft)
less than 500 m (1.640 ft)

student pilot, under rearward sliding canopy. Provision Vertical tail surfaces (total) 2-90 m' (31-2 sq Design endurance. 50 min reserves 3 h
ft)
for third seat behind these two. Cockpit equipped with Horizontal tail surfaces (total) 5-40 m^ (581 sq ft)
Designs limits -I-70/-3-5
IFR instrumentation, air-conditioning and sound-
Weights: Performance (A20, estimated):
proofing. Windscreen and canopy designed by CAC,
Weight empty, equipped: AlO 1.394 kg (3,073 lb) Never-exceed speed 280 knots (518 km/h; 322 mph)
manufactured by GAP. (A20 cockpits configured simi-
larly to those of BAe Hawk.) A20 1,446 kg (3,188 lb)
Max level speed at 4.575 m (15,000 ft)

Systems, Avionics and Equipment: All major systems

Max fuel load: AlO 404 kg (891 lb)
239 knots (443 km/h; 275 mph)
(electrical, instruments, avionics, oxygen etc) are the
A20 446 kg (983 lb)
Cruising speed 167 knots (309 km/h; 192 mph)
responsibility of Commonwealth Aircraft Corporation.
Max T-O weight: training: AlO 2,000 kg (4,409 lb)
Stalling speed, flaps down
Instruments include Ferranti FH 42 4 inch artificial
A20 2,100 kg (4,630 lb)
57 knots (105 km/h; 66 mph)
alternative roles 2,600 kg (5,732 lb) Max 930 m (3,050 ft)/min
horizon and FTS 32A 3 inch turn and slip indicators. rate of climb at S/L
Armament: Four underwing stores points, stressed for Performance (AlO, estimated at max training T-O Service ceiling 9.935 m (32,600 ft)
loads of up to 250 kg (551 lb) each inboard and 150 kg weight, RAAF Mean Tropical Atmosphere): T-O run 310 m (1 .01 5 ft)

(330 lb) each outboard. Never-exceed speed 250 knots (463 km/h; 287 mph) Landing run 360 m (1 ,180 ft)

AUSTRALIAN AUTOGYRO The Skyhook is available in de luxe form (as illustrated), locations in the airframe. Glassfibre fuselage shell. Air-
with fully enclosed glassfibre body and windscreen, or a craft can be flown desired without the removable
THE AUSTRALIAN AUTOGYRO CO in if

more basic model. Plexiglas windscreen enclosure.

29 Benning Avenue. Turramurra. Sydney, NSW 2074
Telephone: 4499816 Type: Single-seat lightweight autogyro. Tail Unit: Twin fins and rudders, the base of the fins
Proprietor: E. R. Minty united by a dihedral tailplane attached to the keel. The
Rotor System: Two-blade rotor of Haller Rotor-Hawk
upper ends of the fins are braced by double V triangular
AUSTRALIAN AUTOGYRO SKYHOOK design, with light alloy Rotordyne blades attached
frames of light alloy and chrome-molybdenum steel
Development history of Mr Ted Minty's Skyhook directly to a fully adjustable hub bar. Rotor mast re-
tube. Fins and rudders each constructed with an Airrx
"mini-chopper' has been recorded in the 1982-83 and
inforced by two stainless steel cables which are attached
foam core, covered by two layers of continuous woven
earlier editions of Jane's. Its designer was determined not to the rotor head so that, in the event of a failure of the
glassfibre.
to offer the aircraft for public sale until he considered that mast structure, the rotor blades, mast and head cannot
be lost. Joystick control actuates two nylon encased 6-35 Landing Gear: Non-retractable tricycle type with single
the design had been perfected. This condition has now wheel on each unit. Single small tailwheel at aft end of
been satisfied, and in February 1984 the Skyhook was mm ('/4 in) stainless steel push/pull cables to operate
keel. Fully sprung steerable nosew heel. Mainwheels are
ready to enter full production. rotor head and blades.
5 in go-kart wheels, each with a 500-5 tyre. Provision
Particular features are the designed
anatomically Fuselage: Single keel which are attached the landing
to
for disc brakes.
seat/fuel tank, mounted on rubber blocks at the keel/mast gear, fuselage structure, seat, engine mounting frame,
Power Plant: One modified Volkswagen motorcar
junction, an all-new joystick control mechanism to oper- rotor mast and tail unit. Keel and rotor mast are of 51
engine of 2,084 cc capacity, mounted on chrome-
ate the rotorhead and blades, and twin carburettors with cm (2 in) square section 6061 -T6 aluminium alloy with
molybdenum brackets attached to mast and keel, and
an automatically adjustable mixture control. The radiused corners. The majority of structural attach-
seat/tank can be fitted also to all versions of the Bensen ments are clamped, rather than bolted or riveted, to
driving an HDH two-blade fixed-pitch pusher propeller
of Queensland maple which delivers 156 kN (350 Ibst)
autogyro (see US Homebuilts section). reduce to a minimum the number of potential fracture
at 3.500 rpm. Fuel tank, incorporated in base of pilot's
seat, has a capacity of 50 litres (1 1 Imp gallons) plus a
reserve of 7 litres (15 Imp gallons).
Accommodation: Pilot only, in enclosed cockpit, on rot-
ationally moulded glassfibre seat/fuel tank located just
forward of mast/keel junction, close to CG. Aircraft can
be flown without fuselage shell and Plexiglas windscreen
enclosure if desired. Adjustable vents in fuselage nose
provide ventilation when the aircraft is flown with the
cockpit enclosed.
Equipment: Standard equipment includes cylinder head
high temperature and low fuel warning lights.
Dimensions, external:
Rotor diameter 701 m (23 ft in)

Length overall 3-35 m ( 1 1 ft in)

Height to top of rotor head 206 m (6 ft 9 in)
Height to top of cockpit canopy 1 42 m (4 ft 8 in)
Tailplane span (incl tail fins) 0-94 m (3 ft 1 in)
Wheel track 1 68 m (5 ft 6 in)

Propeller diameter 1-29 m (4 ft 3 m)

Weights:
Weight empty 161 kg (354 lb)

Max T-O weight 271 kg (597 lb)

Performance:
Max level speed
more than 87 knots (161 km/h; 100 mph)
Max rate of climb at S/L 244 m (800 ft)/min
T-O run (depending on headwind)
approx 122 m (400 ft)
Landing run (with disc brakes) approx 5 m (15 ft)
Australian Autogyro Co (Minty) Skyhook single-seat autogyro in de luxe production form Range with max fuel 121 nm (225 km; 140 miles)

CAC D. R. Rees (Market Development) Electric F404 engine, following selection of the F/A- 8 for 1

R. H. R. Relf (Publicity) the RAAF; life-of-type extension for RAAF Aermacchi

COMMONWEALTH AIRCRAFT CORPORATION Commonwealth Aircraft Corporation was formed in MB. 326H and overhaul, including
jet trainers; repair
LIMITED 1936, and has since produced more than 1,750 military RAAF
Mirage major airframe
life-of-type extension, of
304 Lorimer Street, Port Melbourne, Victoria 3207
aircraft. It is a major supplier of equipment and services to components; repair and overhaul of RAAF Atar 9C and
Postal Address: Box 779H, GPO Melbourne, Victoria
the Royal Australian Air Force, and holds Dept of Trans- Viper engines; manufacture of components and assemb-
3001
port approval for civil aviation activities. The company lies for GAP Nomad airframes; design and manufacture of
Telephone: (03) 647 6111
maintains a capability for initial design and engineering in-flight catering equipment for Australian airlines; man-
Telex: A A 30721
support of manufacturing and overhaul activities. It emp- ufacture of escape slides for the McDonnell Douglas
Chairman of Directors: N. F. Stevens loyed about 1,950 people in 1984. DC- 10; and of components for General Electric CF6
General Manager: D. J. Dalziel Major current programmes include participation in engines.
Managers: design of the AAC
AlO Wamira basic trainer (which see); Ground support vehicles and equipment are supplied
D. W. Burton (Aircraft Division) manufacture of airframe components for the McDonnell through Static General Engineering Pty Ltd, a CAC sub-
G. K. Doleman (Gas Turbine Division) Douglas F/A-18 Hornet and components for the General sidiary.
 GAF — AIRCRAFT: AUSTRALIA 7

GAF
GOVERNMENT AIRCRAFT FACTORIES wm
Fishermen's Bend, Private Bag No. 4, Post Office, Port

Melbourne, Victoria 3207

Telephone (03) 647 3111
Telex: A A 34397
Works: Avalon Airfield, Beach Road, Lara, Victoria
3212
Telephom-: Lara (052) 82 2988
General Manager: M. C. Morrison
Marketing Manager: E. A, Morris
ADVERTisiNf, ANt5 PROMOTIONS On icER: C. E. Collinson
The Government Aircraft Factories are owned by the
Australian government and operated by the Department
of Defence Support. They have a workforce of approxi-
mately 2,400 persons. Their functions mclude the design,
development, manufacture, assembly, maintenance and
modification ot aircraft, target drones and guided
weapons. At Avalon airfield, subassembly of components,
final assembly, modification, repair and test flying of jet

and other aircraft are undertaken. N24A Commuterliner long-fuselage version of the GAF Nomad
Current activity includes remaining production of the
Nomad twin-turboprop STOL aircraft, continuing man-
ufacture of the Ikara anti-submarine missile and Jindivik
target drone; and participation in the design of the AAC
A 1Wamira training aircraft for the Royal Australian Air
Force. The GAF also produce elevators for the Boeing
727 and wing flaps for the Fokker F28 Fellowship. They
willundertake final assembly of all but the first two of 7.'>
McDonnell Douglas F/A-18 Hornet strike fighters
ordered for the RAAF,

GOVERNMENT AIRCRAFT FACTORIES

NOMAD
The N2 Nomad prototype flew for the first time on 23
July 1971; Australian type certificates for the N22 and
N24 initial production versions, described in previous edi-
tions of Jane's, were issued in May 1975 and October
1977 respectively.
The N22B and N24A were type certificated in August
1975 and May 1978 respectively, and in December 1978
these versions were awarded US FAR Pt 35 Appendix A 1

certification (Transport category). Type certificates have

also been issued in various European, Asian, South GAF Nomad Searchmaster L, with undernose radome, of the Indonesian Navy
American and Pacific countries.
By the beginning of 1984, Nomad sales (all versions) excellent field of view for the crew, and have a spacious IMENSIONS, EXTERNAL:
totalled 157, to customers in Australia, Guam, Indonesia, cabin.Normal crew of five. Options include a floor hatch, Wing span 16-51 m (54 ft 2 in)

Japan, the Marshall Islands, Zealand, Papua New

New bubble windows and underwing pylons. Four more sold Wing chord (constant) 1-81 m (5 ft 11 'A in)

Guinea, the Philippines, Polynesia, Sabah, West Samoa, during 1983, for Royal Thai Navy. Wing aspect ratio 911
Thailand and the USA. Deliveries during 983 comprised 1 Type: Twin-turboprop STOL utility aircraft. Length overall: N22B 12-57 m (41 ft 3 in)

ten N22B Missionmasters and one N24A Commuterliner. AiRfRAME: As described in 1983-84 Jane's. N24A 14-35 m (47 ft 1 in)

Nomad production was due to end in late 1984, after Power Plant: Two 313 kW (420 shp) Allison 250-B17C Height overall 5-54 m (18 ft 2 in)

completion of 70 aircraft. I turboprop engines, each driving a Hartzell three-blade Tailplane span 5-36 m (17 ft 7 in)

Main production versions were as follows: constant-speed fully-feathering reversible-pitch metal Wheel track 2-90 m (9 ft 6 in)

N22B. Short fuselage civil version, intended primarily propeller with Beta control. Standard fuel capacity Wheelbase: N22B 3-73 m (12 ft 3 in)

as a STOL utility aircraft for short/medium range trans- 1,018 litres (224 Imp gallons) plus 20 litres (4-4 Imp N24A 4-45 m (14 ft 7 in)

portation of up to 13 passengers and/or cargo. Also used gallons) unusable in flexible bag tanks. Provision for Propeller diameter 2-29 m (7 ft 6 in)

for aerial ambulance, geophysical and geographical survey internal auxiliary tanks for ferry purposes. An add- Propeller ground clearance 1-22 m (4 ft in)

duties. Transparent acrylic flight deck roof panels, as in itional fuel capacity of 335 litres (73-7 Imp gallons) is Distance between propeller centres
Missionmaster, available optionally. Total of 33 delivered provided by two optional integral tanks, one in each 5-22 m(17 ft iy2 in)

or on order by January 1 984. including Commuter/Cargo, wingtip. Gravity refuelling via overwing point above Crew doors (each): Height 0-86 m (2 ft 10 in)

Medicmaster and Surveymaster versions, and two Float- each pair of tanks. Oil capacity 8-5 litres (19 Imp gal- Width 0-69 m (2 ft 3 in)

masters (see following paragraph). lons) per engine. Passenger double doors (port):
Floatmaster. Version of N22B with twin Wipline 9812 Accommodation (N22B): Flight deck accommodates a Height m (4
1-32 ft 4 in)
floats 9500 amphibious gear; described and illustrated
or crew of two on side by side seats, but certification covers Width m (4
1-24 ft 1 in)

in 1982-S3 June's. FAA certification awarded in 1979 and single-pilot operation in countries where this applies. Height to sill 0-84 m (2 ft 9 in)
1980 respectively. Access to flight deck by forward opening door on each Emergency exit (stbd): Height 0-58 m (1 ft 11 in)

Missionmaster. Short fuselage military version, in ser- side. Main cabin has individual seats for up to 12 pas- Width 0-63 m (2 ft 1 in)

vice for forward area support and surveillance, and as a sengers, at 74 cm

(29 in) pitch, with continuous seat
light personnel and equipment transport. Four underwing tracks and readily removable seats which allow rapid Dimensions, internal:
pylons, load bearing drop doors in the cabin floor, self rearrangement of the cabin to suit alternative loads. Cabin, excl flight deck and rear baggage compartment:
sealing fuel cells, transparent acrylic flight deck roof Four-man crew only in Surveymaster and Searchmaster Length: N22B 5-36 m (17 ft 7 in)
panels, military avionics, and special equipment according B; two-man crew plus seven medical staff and patients N24A 6-50 m (21 ft 4 in)
to role.Delivered to. or on order by. Australian Army in Medicmaster (or nine if chemical toilet removed). Max width 1 m (4
30 ft 3 in)
Max height 1-57 m (5 2 in)
(11). Philippine Air Force (12), Papua New Guinea
ft
Access to main cabin via double doors on port side, with
Defence Force (7) and Royal Thai Air Force (20). single emergency exit on starboard side. Baggage com- Floor area: N22B 7-06 mM76-0 sq ft)

N24A. Civil version with 14 m (3 ft 9 in) plug inserted

I partments in nose (with door on each side) and option- N24A 8-55 m- (92-0 sq ft)

in cabin. Accommodation for up to 17 passengers; ally in rear of fuselage (with internal and external Volume: N22B 10-19 m' (360-0 cu ft)

increased forward baggage capacity. Basic aircraft access). Whole interior, including flight deck, is heated N24A 11-61 m^ (410-0 cu ft)

includes a full commuter interior and IFR avionics. Total and ventilated. Baggage compartment volume (nose):
of 39 delivered by January 1983. including Commuter- Accommodation (N24A): Flight deck accommodation N22B 0-79 m' (28-0 cu ft)

liner, Medicmaster and Cargomaster versions. One more and access as for N22B. Lengthened main cabin, with N24A 1-13 m" (40-0 cu ft)

sold during 1983, to Polynesian Airlines. similar internal provision to N22B for up to 16 passen- Rear baggage compartment volume (optional in

Searchmaster Bendix
B. Basic coastal patrol version. gers, and access via double port side doors as in N22B. N22B): 0-85 m' (30-0 cu ft)

RDR 1400 search radar, with 46 cm (18 in) forward Ten medical staff and patients in Medicmaster (or 12 if Area:
looking flat-plate scanner in nose radome. Normal crew of chemical toilet removed); five-man crew only in Wings, gross 3010 m' (324-0 sq ft)
four. Delivered to, or on order by, Indonesian Navy (12), Searchmaster L. Enlarged nose baggage compartment.
Marshall Islands (2), Northern Territory Air Work (3 and ) Rear baggage compartment of same capacity as N22B. Weights and Loadings (landplane versions):
Queensland Air (1 ). Ventilation and heating system with individual adjust- Manufacturer's basic we-ight empty:
Searchmaster L, More sophisticated coastal patrol able outlets. N22B 2,092 kg (4,613 lb)

version, operated by Indonesian Navy

Northern Ter-(6), Armament and Operational Equipment (Mission- N24A 2.377 kg (5,241 lb)

ritory Air Work (2), Executive Air (3) and Reprographics master/Searchmaster): Provision for four underwing Typical weight empty, equipped:
(1). Litton APS-504(V)2 search radar and a 100 cm (40 hardpoints capable of accepting up to 227 kg (500 lb) Cargomaster 2,269 kg (5.002 lb)
in) flat-plate phased array scanner rotating 360° in under- loads, including gun and rocket pods. The nose bay can Missionmaster 2,290 kg (5,050 lb)
nose 'guppy' radome. Search capacity significantly accommodate surveillance and night vision aid equip- Medicmaster: N22B 2,304 kg (5,080 lb)
increased; choice of Doppler, Omega or INS long range ment. Removable seat armour and self-sealing fuel N24A 2,449 kg (5,399 lb)
navigation system also ground stabilises radar display. tanks can be fitted. Other equipment as detailed under Surveymaster 2.786 kg (6,143 lb)
Both B and L versions have long range fuel tanks, provide model listings. Commuterliner: N24A 2,407 kg (5,306 lb)
8 AUSTRALIA: AIRCRAFT — GAF / TRANSAVIA
Searchmaster: B 2,413 kg (5,321 lb) Stalling speed, power off, flaps up, at AUW of 3,402 kg N22B (FAR 23). 1SA-I-20''C 296 m (970 ft)

L 2,675 kg (5,897 lb) (7,500 lb): N24A (FAR 23). 1SA + 20°C 366 m (1.200 ft)

Max fuel load (usable), N22B and N24A: N22B, N24A 65 knots (121 km/h: 75 mph) N22B (STOL), ISA-I-20°C 213 m (700 ft)

standard 803 kg (1,770 lb) Stalling speed, power off. flaps down, at of 3.402 AUW T-O to 15 m (50 ft):
extended range 1,066 kg (2,350 lb) kg (7,500 lb): N22B (FAR 23) 360 m (1.180 ft)

Max T-O weight: N22B, N24A 47 knots (88 km/h: 55 mph) N24A (FAR 23) 521 m (1.710 ft)

N22B (all versions) 3.855 kg (8,500 lb) Max rate of climb at S/L. both engines. T-O rating for 5 N22B (STOL) 320 m (1,050 ft)

Searchmaster L 4,127 kg (9,100 lb) min: N22B 445 m (1.460 ft )/mm N22B (FAR 23). ISA-l-20°C 463 m (1,520 ft)

N24A 4.264 kg (9.400 lb) N24A 390 m (1,280 ft)/min N24A (FAR 23), ISA + 20°C 610 m (2,000 ft)

Max zero-fuel weight: N22B 3,742 kg (8,250 lb) N22B (1SA-I-20°C) 396 m (1,300 ft)/min Landing from 15 m (50 AUW of
3,630 kg (8,000
ft),

N24A 4,150 kg (9,150 lb) N24A (ISA-l-20°C) 325 m (1,066 ft)/min N22B (FAR 23)
lb): 408 m (1.340 ft)
Max landing weight: N22B 3,855 kg (8,500 lb) Rate of climb one engine out. max continuous
at S/L. N22B (STOL) 216 m (710 ft)
N24A 4,173 kg (9,200 lb) rating: N22B 73 m (240 ft)/mm N22B (FAR 23). ISA-l-20°C 353 m (1.160 ft)
Max floor loadings: N24A 67 m (220 ft)/min Landing from 15 m (50 ft). AUW
of 4.082 kg (9.000
main cabin: N22B 732 kg/m^ (150 N22B lb): N24A (FAR 23) 408 m (1.340 ft)
Ib/sq ft) (1SA-^20X) 52 m (170 ft)/min
N24A 488 kg/m' (100 Ib/sq ft) N24A (1SA-F20°C) 49 m (160 ft)/min N24A (FAR 23). ISA-I-20°C 439 m (1.440 ft)
rear main cabin: N24A 342 kg/m' (70 Ib/sq ft)
Service ceiling, both engines, climbing at 30-5 m (100
Landing run. AUW
of 3,630 kg (8.000 lb):
rear fuselage: N22B, N24A 244 kg/m^ (50 Ib/sq ft) N22B (FAR 23) 212 m (695 ft)
ft)/min. max cruise rating:
Max wing loading: N22B 127-9 kg/m' (26-2 N22B (STOL) 76 m (250 ft)
N24A 141-6 kg/m' (290
Ib/sq ft)

Ib/sq ft)
N22B at 3.630 kg (8.000 lb) AUW N22B (FAR 23). ISA-I-20°C 204 m (670 ft)
6,400 m (21.000 ft)
Max power loading:
N24A at 4.082 kg (9,000 lb) AUW Landing run. AUW
of 4.082 kg (9.000 lb):
N22B 6-16 kg/kW (1012 Ib/shp)
6.100 m (20.000 ft)
N24A (FAR 23) 238 (780 ft) m
N24A 6-81 kg/kW (11 19 Ib/shp) N24A (FAR23), ISA-h20°C 256 m (840 ft)
Min ground turning radius:
Weights (Floatmaster):
Max range at '"r power, standard fuel, reserves for 45
90
N22B. N24A 1 1 -66 m (38 ft 3 in)
min hold:
See 1983-84 Janes Runway LCN at max T-O weight: N22B 2 3 N22B. N24A at S/L 580 nm (1,074 km; 668 miles)
Performance (landplane versions, at max T-O weight, N24A 2-5 N22B. N24A at 3.050 m (10,000 ft)
ISA at S/L. except where indicated): T-O run: N22B (FAR 23) 223 m (730 ft) 730 nm (1,352 km: 840 miles)
Normal cruising speed: N24A(FAR23) 296 m (970 ft) Performance (Floatmaster):
N22B. N24A 168 knots (311 km/h; 193 mph) N22B (STOL) 183 m (600 ft) See 1983-84 Jane's

HDH J.B. Hattersley (Production) Helicopters. HDH

is also responsible for the wings and

HAWKER DE HAVILLAND AUSTRALIA PTY K. E. Odbert (Servicing) landing gear of the AAC
AlO Wamira (which see).
LTD (member company of Hawker Siddeley S. S. Schaetzel (Technical) Hawker de Havilland's main activity continues to be the
Group) P. A. Smith (Commercial) provision of overhaul, modification and repair services to
PO Box 30, Milperra Road, Bankstown, NSW 2200 Hawker de Havilland is primarily an aerospace and the Australian defence forces, and to a wide variety of
defence company engaged in manufacturing, maintenance other Australian and regional customers in some 25
Telephone: (02) 772 8111
and overhaul activities for defence forces, airlines and nations. At Salisbury. South Australia, the emphasis is on
Telex: AA20719 general aviation operators in Australia and overseas. Its research, development and initial production associated
Directors: manufacturing activities include a wide range of inter- with airborne systems. At Perth. HDH
is the only defence

R. Kingsford-Smith (Chairman) national subcontracts, current customers including aircraft facility in Western Australia providing support for
B. S. Price (Managing) Boeing, British Aerospace. General Electric, Lockheed, military and civil fixed- and rotating-wing airframes,
J. C. Cross (Finance) McDonnell Douglas. Pratt & Whitney, and Westland systems, and light piston engines.

MINTY — see Australian Autogyro Co

TRANSAVIA The prototype flew for the first time on 22 April 1965. fitting of new aerodynamically balanced ailerons, horn
Deliveries of production Airtruks began December balanced elevators and electromechanical flaps to reduce
TRANSAVIA DIVISION, TRANSFIELD (NSW) in

1966. and by early 1984 about 120 had been sold for use in pilot workload. The possibility of installing a more power-
PTY LTD
Australia. New Zealand, Denmark, Malaysia, South Afri- ful piston or turboprop engine was under consideration in
73 Station Road. Seven Hills, NSW 2147
ca, Taiwan. Thailand and Yugoslavia. Ten Airtruks were 1982. and development of a military version (described
Telephone: 624 4244
assembled by Flight Engineers Ltd in New Zealand. separately) was started at the end of that year.
Telex: AA70300 TRANSAC
Chairman: F. Belgiorno-Nettis, CBE
A liquid spraying conversion with a capacity of 900 The following description applies to the PL-12, PL-
litres(198 Imp gallons), developed in 1968. is capable of 12-LI and Skyfarmer, except where a particular version is
Director: C. Salteri
covering a 27-5 m (30 yd) spray swath. This version has an indicated:
General Manager: John Corby
engine driven spraypump enclosed in the engine bay so Type: Single-engined agricultural (PL-12/Skyfarmer) or
Sales Manager: Neil McDonald
that the pump operates at constant speed in flight without multi-purpose (PL-12-U) aircraft.
Transavia, formed in 1964, is a division of Transfield Wings: Strut braced sesquiplane. Wing section NACA
danger of overspeeding and without the need for a brake.
(NSW) Pty Ltd, one of Australia's largest construction
The spray system can be operated on the ground for test- 23012. Dihedral 1° 30' on upper wings. Incidence
companies. (upper wings) 3° 30', stub-wings 4°. Conventional all-
ing and flushing. Spraybooms are attached by quick-clip
TRANSAVIA PL-12 AIRTRUK/SKYFARMER fasteners. metal structure, covered with Alclad sheet. All-metal
The Airtruk, designed by Mr Luigi Pellarini, was origi- A general purpose utility version, the PL-12-U. trailing-edge flaps and ailerons, covered with ribbed
nally type certificated on 10 February 1966 for spreading developed for passenger/cargo/aerial survey/cropspray- Alclad sheet, and operated manually. Upper-wmg fence
dry fertiliser and for seed sowing. Its unusual sesquiplane ing. flew for the first lime in December 1970, and received on each side of each tailboom to ensure full aileron
design gives it a number of significant advantages in certification in February 1971. control, even below stalling speeds. Small stub-wings at
agricultural efficiency, manoeuvrability, corrosion resis- In July 1978 the prototype Skyfarmer T-300 made its base of fuselage, constructed on a 4130 steel leading-
tance and safety. It has exceptional load lifting capacity, first flight. This was a development of the PL-12. differing edge D box section welded to the integral hopper frame
and can distribute chemicals over an exceptionally wide chiefly in having an Avco Lycoming IO-540 engine. and braced to the upper wings by a V strut on each side.
swath —
up to 32 m (35 yd) —
with excellent evenness. In June 1981 an improved Skyfarmer T-300A made its Fuselage: Pod shaped structure comprising 4130 welded
Loading is rapid, and risk of damage is minimised, because first flight to the Paris Air Show. Significant changes in this steel frame with stainless steel and 2024 Alclad cover-

the loading vehicle approaches the aircraft between the model include a larger upper-fuselage structure (provid- ing. Skyfarmer hopper is integrally structured. Entire
wide-apart twin tails. ing a roomier cockpit and larger hopper throat), and the one-piece rear cabin is of glassfibre to eliminate corro-
sion and withstand hard wear and tear.
Tail Unit: Twin units, each comprising a fin, rudder and
separate T tailplane with elevator, and each carried on a
cantilever tapered tubular Alclad boom extending from
the upper wings.
Landing Gear: Non-retractable tricycle type. Main-
wheels carried on pivoted trailing legs supported by
Transavia short stroke, heavy duty oleo-pneumatic
shock absorbing suspension units. Port and starboard
main units are interchangeable. Nosewheel carried on a
heavy duty, long stroke straight oleo-suspension unit.
All wheels and tyres same size (800-6): tyre pressure
1-72 bars (25 Ib/sq in) (nose); 2-07 bars (30 Ib/sq in)
(main). Cleveland disc brakes with parking lock.
Power Plant: One 224 kW (300 hp) Continental lO-
520-D flat-six engine, driving a McCauley
D2A34C58/90AT-2 two-blade constant-speed metal
propeller with spinner (300 hp Avco Lycoming lO-
540-KIA5 engine and diameter Hartzell
smaller
three-blade constant-speed propeller in Skyfarmer).

Transavia Skyfarmer T-300 agricultural aircraft (Avco Lycoming IO-540 engine) Two upper-wing fuel tanks, total capacity 189 litres
 1

TRANSAVIA / SONACA — AIRCRAFT: AUSTRALIA BELGIUM / 9

(41-5 Imp gallons). Optional long range installation of Fins, total 1 30 m^l-t sq ft) blade constant-speed propeller. Four in-wing metal fuel
second tank in each upper mainplane, increasing total Rudders, total (60
0-56 m' sq ft) tanks, each of 91 litres (20 Imp gallons) capacity; total
capacity to 379 litres (83-4 Imp gallons). Refuelling Tailplanes. total 2 60 m' (280 sq ft) litres (80 Imp gallons). Oil capacity 12
capacity 364
point above upper wings. Oil capacity 11-4 litres (2-5 Elevators, total, incl tabs 1-30 m' (140 sq ft) litres Imp gallons).
(2-65
Imp gallons). Weights and Loadings: Accommodation: One pilot, plus up to four observers or
Accommodation (PL-12/Skyfarmer); Single-seat cockpit, Typical weight empty 1,017 kg (2,242 lb) other crew, as follows: single-seat cockpit as in

with door on starboard side. Two-seat cabin aft of chem- Max T-O weight (agricultural category) Skyfarmer; large cabin instead of hopper; one observer
ical hopper/tank for carriage of ground crew, with door 1.925 kg (4,244 lb) on upper deck (back to back with pilot's seat); three
at rear of lower deck. Accommodation heated and ven- Max landing weight 1.723 kg (3,800 lb) more observers on lower deck on quickly removable
tilated. Max wing loading 78-5 kg/m' (161 Ib/sq ft) rearward facing folding seats. Doors on upper deck
Accommodation (PL-12-U): Single-seat cockpit as in Max powerloading 8-6 kg/kW (1415 Ib/hp) (starboard) and lower deck (port side). Tandem-seat
PL-12/Skyfarmer. Large passenger cabin instead of Performance (at max T-O weight, ISA at S/L, except dual control training version under development.
hopper. One passenger on upper deck (back to back where indicated): System: 24V electrical system (two 50Ah batteries and
with pilots seat) and four more passengers on lower Never-exceed speed 148 knots (274 km/h; 170 mph) 70A alternator).
deck. Doors on upper deck (starboard side) and lower Max level speed915 m (3,000 ft)
at Avionics and Eqiupment: Avionics to customer's
deck (port side). 106 knots (196 km/h; 122 mph) specification. Blind-flying instrumentation standard.
System; 24V electrical system standard, 12V optional. Max cruising speed (75 ""r power) Dimensions, external/internal, and Areas:
Avionics and Eolupment: Optional VHF, HF, ADF, 102 knots (188 km/h; 117 mph) As PL-I2/12-U, except:
artificial horizon and directional gyro. Standard 907 kg Stalling speed, power on; Propeller diameter 213 m (7 ft in)
(2.000 lb) capacity hopper aft of cockpit. Optional flaps up 47 knots (88 km/h; 55 mph) Weights and Loadings:
Powermist spray system, Transavia safety take-off flaps down 39 knots (73 km/h; 45 mph) Weight empty, equipped 91 1 kg (2,008 lb)
weight (STOW) checking system, wire cutter, seed Max rate of climb at S/L 156 m (514 ft)/min Max fuel load 255 kg (562 lb)
spreader attachment, and cockpit heater. 'Max light-weight rate of climb 457 m (1,500 ft)/min Max T-O weight: Normal category 1 ,724 kg (3.800 lb)
Dimensions, external: Service ceiling 3.810 m (12.500 ft) Permissible overload 1,925 kg (4,244 lb)
Upper wing span 11 -98 m (39 ft 3 '/2 in) *Light-weight service ceiling 6.890 m (22.600 ft) Max landing weight 1.724 kg (3,800 lb)
Upper wing chord: T-O run 329 m (1,080 ft) Max zero-fuel weight 1.670 kg (3,682 lb)
constant portion 76 m (5 ft 9V4 in)
1 'Light-weight T-O run 77 m (252 ft) Max wing loading 70-28 kg/m' (14-39 Ib/sq ft)
at tip m (4
1-27 ft 2 m) 'Light-weight landing run 82 m (270 ft) Max power loading 7-69 kg/kW (12-67 Ib/hp)
Stub-wing span m (16
4-93 ft 2 in) *
Wei^hl of empty aircraft plus pilot and 50 per cent Performance (estimated at max Normal T-O weight. ISA
Length overall 6-35 m (20 ft 10 in) standard fuel at S/L. except where indicated):

Length of fuselage 4-19 m (13 ft 9 in) Never-exceed speed 145 knots (268 km/h; 167 mph)
Height overall 2-79 m (9 ft 2 in) TRANSAVIA PL-12 MIL (PL-12 M300) Max level speed at 1.525 m (5,000 ft)

Fuselage: Max width 0-97 m (3 ft 2 in) This unorthodox military aircraft resulted from several 118 knots (219 km/h; 136 mph)
Tailplane span (each) 213 m (7 ft in) years of study aimed at producing a versatile COIN air- Max cruising speed (75 ^^ power) at 1,525 m (5,000
Distance between tailplanes 3-48 m (11 ft .S in) craft that would be extremely low in cost and simple to fly, ft) 110 knots (204 km/h; 127 mph)
Wheel track 2-44 m (8 fi in) while at the same time being highly manoeuvrable and Econ cruising speed at 1,525 m (5,000 ft)
Wheelbase 1-64 m (5 ft V/i in) possessing steep stable dive characteristics coupled with 96 knots (178 km/h; 111 mph)
Propeller diameter: PL-12/12-U 2-23 m (7 ft 4 in) the ability to provide active rear offence/defence. Stalling speed, power off:

Skyfarmer 213 m (7 ft in) The PL-12 MIL has provision for four widely separated flaps up 53 knots (99 km/h; 61 mph)
Min propeller ground clearance: underwing hardpoints (two upper, two lower), capable ot flaps down 49 knots (91 km/h; 57 mph)
PL-12/12-U 0-30 m (1 ft in) carrying standard limited aggression equipment (such as Max rate of climb at S/L 200 m (660 ft)/min
Skyfarmer 0-36 m (1 ft 2 in) four pods each with tw in 7-62 mm
machine-guns, or rocket 'Max light-weight rate of climb 457 m (1,500 ft)/min
Passenger door: Height 0-97 m (3 ft 2 in) launchers, or light bombs) suitable for inexpensive, cost- Service ceiling 3,800 m (12.500 ft)

Passenger door (PL-12-U, stbd upper): effective COIN operations. The pod-like fuselage pro- T-O run 192 m (630 ft)

Height 0-91 m (3 ft in) vides ample accommodation for a rear gunner operating 'Light-weight T-O run 77 m (253 ft)

Dimensions, internal (PL-12): pintle mounted twin rearward Hring 7-62 machine-guns. T-O to 15 m (50 ft) 550 m (1.805 ft)

Rear passenger cabin: Length 1-83 m (6 ft in) The PL- 2 MIL can be converted quickly from the aggres-
1
'Light-weight T-O to 15 m (50 ft) 180 m (590 ft)

Max width 0-97 m (3 ft 2 in) sive role to aerial ambulance, freighter, medium range Landing from 15 m (50 ft) 415 m (1.360 ft)

Max height 203 m (6 ft 8 in) patrol or forward control operations. The large cabin can 'Light-weight landing from 15 m (50 ft) 250 m (820 ft)

Floor area 0-37 m-' (4 sq ft) be converted quickly to accommodate a rear gunner, two Range with max no reserves fuel,

Volume: Passenger cabin 0-85 m' (30 cu ft) stretchers and a medical attendant, or cargo. 755 nm (1,399 km; 869 miles)
Chemical hopper 102 m' (36 cu ft) Type: Counter-insurgency aircraft.
' Weight of empty aircraft plus pilot and 50 per cent fuel
Dimensions, internal (PL-12-U): Airframe; Generally similar to T-300A Skyfarmer, TRANSAVIA PL-12 550T
Passenger cabin: Length 2-59 m (8 ft 6 in) except that rear of cabin, engine cowlings, fuselage This IS a projected turboprop version of the M300, with
Max width 0-97 m (3 ft 2 in) top-decking, cockpit and cabin doors and cockpit side a 410 kW (550 shp) PT6A or Allison 250-C30 (Soloy
Max height 2-08 m (6 ft 10 in) panels are of GRP to minimise corrosion. Ailerons and conversion) in place of the Avco Lycoming piston engine,
Floor area 1-50 m' (16-2 sq ft) electrically operated flaps remain all-metal. Longitud- and a larger diameter propeller. Other changed details
Volume 215 m' (76 cu ft) inal trimming, by electromechanical actuator on would include:
Areas: elevator downspring, incorporates automatic compen- Wing area 26-38 m' (284-0 sq ft)
Wings, gross 24-53 m- (2640 sq ft) sation for flap extension. Length overall 8-15 m (26 ft 9 in)
Ailerons, total 1-67 m' (180 sq ft) Power Plant: One 224 kW (300 hp) Avco Lycoming Max T-O weight 2.903 kg (6.400 lb)
Trailing-edge flaps, total 1 67 m- (180 sq ft) IO-540-K1B5 flat-six engine, driving a Hartzell three- Max level speed 120 knots (222 km/h; 138 mph)

BELGIUM
SABCA different types, some of its own design and some manufac- SABCA's Electronic Division has developed and is
sociEtE anonyme belge de construc- tured under licence. Since the war, SABCA has par- producing a laser tank fire control system for the Belgian.
tions AfeRONAUTIQUES ticipated in various European aircraft programmes. Canadian. Australian and other armed forces. More
Chaussee de Haecht 1470. B-1130 Brussels
SABCA's current activities are carried out at two recently, it has designed and developed a universal tank
manufacturing plants: Haren-Brussels, where 70 percent fire control system based on a modular device and adapt-
Telephone: Brussels (02) 216 80 10
of Its and Gosselies Airport.
activities are concentrated, able to existing main battle tanks. This division is also
Iclex: SABUSH B 21 237
At Haren. the company's main is directed towards
effort manufacturing IFF components and various types of air-
Chairman of the Board: J. Groothaert
production of aerospace structures and hydraulic systems. craft electronic ground equipment, as well as maintaining
Director, General Manager: P. G. Willekens
In these areas SABCA is manufacturing main frame struc- existing Doppler equipment.
Works:
tures such as wings and nose sections, and other structural For many years SABCA has been responsible for the
Haren-Brussels: Chaussee de Haecht 1470. B-1130
components and equipment, for the General Dynamics maintenance and overhaul of Belgian and other armed
Brussels
F-16; Dassault-Breguet/Dornier Alpha Jet; Dassault forces' military aircraft, their electronic components and
Telephone: Brussels (02) 216 80 10
Telex: SABUSH B 21 237
Mirage Fl, Mirage III and Mirage 5; Dassault-Breguet accessories, as well as commercial fixed-wing aircraft and

Gosselies: Aeroport de Gosselies-Charleroi, B-6200

Atlantic 1/Atlantique 2; Airbus A310; Fokker F27 and helicopters. It is currently integrating ECM devices in
F28; Aerospatiale SA 330 Puma; Spacelab; and Ariane Belgian aircraft.
Gosselies
Telephone: Charleroi (071) 35 01 70
launchers. Servo controls are produced for the F-16 and SABCA is a member of various European industrial
the Ariane launchers. consortia; Dassault-Breguet and Fokker have parity hold-
Telex: SABGO B 51 251
At Gosselies, SABCA is assembling and testing the 1 74 company.
ings in the
Founded 920. SABCA is the major aerospace com-
in 1 General Dynamics F-16s for Belgium and Denmark. The company's works occupy a total area of approx
pany in Belgium. Before the second World War. it pro- Deliveries have been made regularly and on schedule 82.000 m' (882,640 sq ft) and in 1984 employed an aver-
duced more than 600 military and civil aircraft of 19 since January 1979. age of 1,700 people.

SONACA General Manager; J. Storrer SONACA SA, formerly Fairey SA (established in

SOCIEtE NATIONALE de CONSTRUCTION Directors: 1931), was incorporated on I May 1978. Its capital
AEROSPATIALE SA J. Lodewijckx (Financial and Personnel) amounts to BF 260 million, of which 50'; is held by public
Pare Industriel, Route Nationale Cinq, B-6200 Gosselies P. Wacquez (Manufacturing) institutions and 50'", by Belgian industry (FN Herstal
Telephone: Charleroi (071) 34 22 1 E. Barthelemy (Marketing and Programmes) 24-4'-; , SAIT Electronics 12-2'', 7-3 ''<
, ACEC , SABCA
Telex: 51241 J. Maitre (Quality Assurance) 4-9% andCartonex 1-2'?^).
10 BELGIUM / BRAZIL: AIRCRAFT — SONACA / EMBRAER
Based at Gosselies Airport, SONACA participates in Atlantique ATL2, Lockheed C-130, Boeing 747SP and cessing system. Workshops for composite materials and
civil and military aviation manufacturing programmes, Dassault-Breguet/Dornier Alpha Jet. SONACA
also adhesive bonding are equipped with autoclaves, the
co-producing the General Dynamics F-16 combat aircraft designed and sells aircraft galley polycarbonate contain- largest of which has a working length of 10 m (33 ft) and a
(rear fuselage, vertical fin, dorsal fairing and final mating) ers. working diameter of 3 m (10 ft).
and components (leading-edge moving surfaces) for the SONACA has recently reinforced its R & D In 1984 the company had a total covered space of
Airbus A3 10. It also supplies parts for various aircraft, capabilities, by increasing the personnel of its engineering 67,500 m' (726,565 sq ft) and a workforce of 1,500.
including Aerospatiale helicopters, the Dassault-Breguet office and investing in an IBM Cadam scientific data pro-

BRAZIL
the Uirapuru light aircraft, which, under the military activities, but understood to have ceased aerospace
AEROTEC designation T-23, was ordered by the Brazilian, Bolivian
is

industrial activity except for the assembly of microlight

AEROTEC S/A INDUSTRIA AERONAUTICA and Paraguayan air forces and for civil flying clubs. aircraft kits. Details of the prototype Aerotec A- 1 32 Tan-
Caixa Postal 286, 12200 Sao Jose dos Campos, SP In 1 983 Aerotec employed 1 96 persons and its premises gara primary trainer can be found in the 1983-84 Jane's.
Telephone: (0123) 21 8011 and 21 8877 occupied approx 7,000 m^ (75,350 sq ft) of covered space.
This company was formed in 1962. It designed and built The company has not supplied any details of its current

EMBRAER held by private shareholders. EMBRAER had a work- EMBRAER EMB-110 BANDEIRANTE
force in July 1984 of 7,300 persons and a factory area of (PIONEER)
EMPRESA BRASILEIRA de aeronAutica sa 238,000 m' (2,562,000 sq ft). By the end of 1983
Av Brig Faria Lima 2170, Caixa Postal 343, 12200 Sao The Bandeirante twin-turboprop light transport was
EMBRAER had built a total of 3,043 aircraft. The developed Brazilian Ministry Aeronautics
Jose dos Campos, SP to a of
3,000th aircraft, an EMB-UOPIK Bandeirante for the
Telephone: (123) 21 5400 specification calling for a general purpose aircraft capable
Brazilian Aerospace Technical Centre, was delivered in
Telex: (391) 1133589 EBAE BR of carrying out transport, navigation training and
January 1984.
Rio Office: Aeroporto Santos-Dumont, Sobreloja, Salao aeromedical evacuation missions.
Since August 974, EMBRAER has had a comprehen-
I

de Embarque No. 2, 20021 Rio de Janeiro, RJ The first of three EMB-1 00 prototypes (described in the
sive co-operative agreement with Piper Aircraft Corpor-
Telephone: (21) 262 6411 1970-71 yw/fe'.s) made its initial flight on 26 October 1968.
ation involving the manufacture in Brazil of the Seneca
Chairman and Chief Executive: Eng Ozires Silva followed by the first production EMB-110 Bandeirante
and Navajo Chieftain twin-engined aircraft and (current-
Commercial Director: Eng Ozilio Carlos da Silva (C-95/2133) on 9 August 1972. Following Brazilian cer-
ly) four models of four- and six-passenger single-engined
Technical Director: Eng Guido Fontegalante Pessotti tification to FAR Pt 23, the first three Bandeirantes were
types. Since 1976, EMBRAER has manufactured in
Production Director: Eng Antonio Garcia da Silveira delivered to the Brazilian Air Force on 9 February 1973.
Brazil components for the Northrop F-5E Tiger II combat
Financial Director: Alberto Franco Faria Marcondes Bandeirantes of various models have been sold to more
aircraft.
Industrial Relations Director: Renato Jose da Silva than 80 operators in 26 countries worldwide. By February
Agreements concluded in 1983-84 with Sikorsky Air-
1 984 the worldwide fleet of Bandeirantes had logged more
Public Relations: Mario Leme Galvao
craftprovide for development of EMBRAER's capability
Press Relations: Antonio Augusto de Oliveira than two million flying hours. By 1 January 1984
to manufacture aircraft components in composite materi-
EMBRAER had delivered 428 Bandeirantes. of which
LIS Subsidiary: als, initially for the S-70C helicopter, the EMB-120
222 were for export.
Embraer Aircraft Corporation, 276 Southwest 34th Brasilia and the AM-X strike aircraft. Later, the two com-
Models no longer in regular production include the
PO Box 21623, Fort Lauderdale, Florida panies plan to develop a small utility and training helicop-
Street, following (seating capacity in parentheses): EMB-110
33335 ter for service with the Brazilian Air Force.
(2-t-8). EMB-llO/C-95 (2 + 12). EMB-1 lOA/EC-95
Telephone: (305) 524 5755 and 5744 EMBRAER has in current production the EMB-110
(2+6), EMB-llOB/R-95 (2 + 5), EMB-llOBl (2 + 14),
Telex: (230) 522 318 Embraer Fort Lauderdale Bandeirante, the EMB-1 IJ maritime surveillance version
EMB-1 IOC (2 + 15), EMB-1 lOE(J) (2 + 7/8), EMB-
Managing Director: Newton Berwig of the Bandeirante, the pressurised EMB-121 Al Xingu II
1 10K1/C-95A (2 + 1,650 kg; 3,637 lb cargo), EMB-1 lOP
twin-turboprop transport aircraft, and the EMB-312
(2 + 18), EMB-llOPlK (as Kl) and EMB-llOSl (2 + 2).
Paris Office: Tucano military trainer. Types under development Details of these versions, which can still be produced to
Embraer Aviation International, 1 1 rue Bailly, 92522 include the EMB-120 Brasiliacommuter transport and, in
special order, can be found in the 1980-81 and previous
Neuilly Cedex partnership with Aeritalia and Aermacchi of Italy, the
editions of June's. Principal models in current production
Telephone: (1) 745 5252 AM-X tactical fighter. Manufacture of the EMB-201A are as follows:
Telex: 213498F EBAE PAR Ipanema agricultural aircraft, and various EMBRAER EMB-IIOPl.Ouick-change version of EMB-110P2, for
Managing Director: Iraja Buch Ribas built versions of Piper single- and twin-engined light air-
passenger and cargo operations. Pis operated on air
craft, is the responsibility of Neiva (which see), which
EMBRAER was created on 19 August 1969, and came ambulance services by the IMSS (Mexican Institute of
became a subsidiary of EMBRAER in March 1980.
Social Security) flew 2,500,000 miles (2,172,440 nm;
into operation on 2 January 1970 to promote the
development of the Brazilian aircraft industry. In Sep-
AM-X 4,023,360 km), carrying 100,000 patients, in 16 months in
tember 1983, it had an authorised capital of Cr $28,200 Details of this military aircraft programme, in which 1980-81.
million, of which Cr $25,600 million had been subscribed EMBRAER is participating with the Italian companies EMB-IIOPIA. Updated version of PI with the follow-
Brazilian government owns 51 'i of Aeritalia and Aermacchi. can be found the Interna- ing improvements: 10° tailplane dihedral, to reduce vibra-
by that month. The in

the voting shares, 94-28'"r of the subscribed capital being tional section. tion and noise; mass balance relocated to centreline of

EMBRAER EMB-110P1A Bandeirante of Provlncetown-Boston Airlines, showing the new dihedral tailplane
 1

EMBRAER — AIRCRAFT: BRAZIL 1

elevator; mass balance on elevator tab; duplicated control

rods to elevator; passenger seats attached to floor only;
improved acoustic internal lining; improved emergency
exit seals; improved main cabin door seal; new cabin car-
pet, with foam insulation; and front intake for venting
system. First two PI As delivered in December 1983 to
Provincetown-Boston Airlines, USA. PI A replaces ear-
lier PI as standard version from c/n 439 onwards; retrofits
available for earlier Pis.
EMB-IIOPIK. Military utility, cargo and paradropping
version of PI (Brazilian Air Force designation SC-95B).
Sixteen delivered by 31 December 1983; further 14 to be
delivered during 1984.
EMB-110P1K SAR. Search and rescue version of PIK
(Brazilian Air Force designation SC-95B). equipped for
inland and overwater search, paradropping, and aeromed-
ical evacuation. Max T-O weight 6,000 kg (13,230 lb).

Accommodation for up to six stretchers plus seats for

observers and space for inflatable dinghies and other
rescue equipment. Two 'bubble' windows in each side of
cabin. Independent oxygen system for medevac missions.
Five ordered by Brazilian Air Force; operated by 2°
Esquadrao of the 10° Grupo de Aviagao at Campo
Grande.
EMB-110P2. Third-level commuter transport version,
carrying up to 21 passengers. First flown on 3 May 1977.
Detailed description applies mainly to this version. EMBRAER EMB-1 10P1A Bandeirante, with dihedral tailplane and other changes (Piloi Press)
EMB-110P1/41 and EMB-110P2/41. New versions of
PI and P2, available from 1981. certificated under SFAR Accommodation: on flight and ALT-50 radar altimeter with 339H-4 indicator.
Pilot and co-pilot side by side
Pt 41 for a max T-O weight of .S,900 kg 1 3,010 lb). Power
(
Microline package includes two VHF-251 com trans-
deck. Seats for up to 21 passengers main cabin of P2,
in
plant and dimensions unchanged. Available also as retrofit ceivers; VIR-35 1 VHF nav receiver with Dome & Mar-
at 74 cm (29 in) pitch. PI has quick-change cabin seat-
to existing PI and P2 versions. First delivery of a Pl/41
ing up to 18 persons. Crew/passenger door at front and golin DMH21-1 nav adapter plus Collins GLS-350
was in the Spring of 1981, to Provincetown-Boston Air- passenger/baggage door at rear, both on port side; glideslope receiver; second VIR-35 with GLS-350
1

lines of the USA. emergency exit over wing on each side, and opposite ADF-650A ADF, including
glideslope receiver only;
EMB-III. Maritime surveillance version, described
crew/passenger door on starboard side. Crew/passenger RCR-650A receiver; Aeronetics 7137 RMI with
separately.
door can also be used as emergency exit. Cabin floor Aeronetics7100pilot'sdual RMIconverter; MKR-350
The followmg description, except where indicated,
stressed for uniformly distributed loads of up to 488 pilot'smarker beacon receiver; PN-101 pilot's pictorial
applies to the standard production EMB-1 10P2: kg/m' (100 Ib/sq ft). Baggage compartment at rear of navigation system with 331A-3G HSI; IND-351A
Type: Twin-turboprop general purpose transport. cabin, with total capacity of 2-0 m' (70-6 cu ft). Flush co-pilot's VOR/ILS indicator (coupled to NAV 2); two
type toilet in compartment at rear of cabin. Toilet/lavat- 387C-4 audio control panels with two 356F-3 speaker
Wings: Cantilever low-wing monoplane. Wing section
ory standard. Windscreen de-icing optional. amplifiers and eight speakers (flight deck and cabin);
NACA 23016 (modified) at root, NACA 23012 Systems: Air cycle air-conditioning system with cooling PA system; pilot's interphone; and radio master switch.
(modified) at tip. Sweepback 0° 19' 48" at quarter-
capacity of 25,000 BTU/h and engine bleed heating. Options to Microline package include ANS-351 R/Nav
chord. Dihedral 7° at 28 per cent chord. Incidence 3°.
Hydraulic system, pressure 207 bars (3,000 Ib/sq in), for (only if aircraft is equipped also with DME-451); sec-
All-metal two-spar structure, of 2024-T3 and -T4
landing gear actuation, dual independent braking sys- ond ADF-650A; one or two DME-451, each with
aluminium alloy, with detachable glassfibre wingtips.
tems, nosewheel steering and parking brake. Electrical TCR-451 transceiver and lND-451 indicator; one or
Glassfibre wing/fuselage fairing. All-metal statically
system utilises two starter/generators, giving 200A con- two TDR-950 transponders; second Aeronetics 7137
balanced Frise ailerons and double-slotted flaps. Trim
tinuously or 300A for one minute, and one 24V 34Ah RMI for co-pilot, with one or two ADF adapters as
tab in port aileron. De-icing system optional.
nickel-cadmium battery with two 250VA static inver- appropriate; second PN-101 with 331A-3G co-pilot's
Fuselage: All-metal semi-monocoque structure of ters to supply 11 5/26 V 400Hz AC power. External HSI (instead of IND-351A and AIM-200-DC-FM
2024-T3 aluminium alloy. Two upward hinged doors, power receptacle on port side of forward fuselage. directional gyro); second MKR-350; King KI 207
one on each side of nose, provide access to avionics. Oxygen system for crew and passengers (standard in P2, VOR/ILS indicator repeater, coupled to NAV 2;
pilot's

Tail Unit: Cantilever all-metal structure, with sweptback optional in PI ), using oxygen cylinder in rear of fuselage second KI 207 for co-pilot, coupled to NAV 1; ALT-
vertical surfaces. Glassfibre dorsal fin. Ventral fin. Trim with capacity of 3-3 m' (115 cu ft) at 128 bars (1,850 50A radio altimeter with 339H-4 indicator; AP-106
tabs in rudder and port elevator. De-icing system
Ib/sq in) pressure. FD-112V flight director (instead
autopilot with pilot's

optional. Avionics and Equipment: Collins Proline, Collins Micro- of 331A-3G HSI and RAI-303 artificial horizon on
line and King Silver Crown II avionics packages avail- pilot's side); manual electric trim for pitch control, with
Landing Gear: Hydraulically retractable tricycle type,
command
able. Proline package includes two VHF-20 com trans- for both pilots (Collins 334D-6 trim servo, as
with single wheel and ERAM oleo-pneumatic (nit-
ceivers; VIR-30A VhF nav VOR/ILS/marker beacon used and NAV 1/NAV 2 transfer switch.
in autopilot);
rogen) shock absorber in each unit. Mainwheel tyre size Silver Crown II package includes two KY 196 VHF com
receiver; second V1R-30A; PN-101 pictorial navig-
670 X 270-12 (10 ply rating), pressure 5-86-6-20 bars transceivers; two KN 53 VHF nav receivers; KR 87
ation system with 331A-3G pilot's HSl; 331H-3G co-
(85-90 Ib/sq in). Steerable. forward retracting nose- ADF receiver; KNI 582 RMI with NAV 1/ADF 1 on
'vOR/ILS indicator; ADF-60 ADF receiver;
pilot's
wheel unit has tyre size 6-50-8, pressure 4-27-4-69 bars single needle and NAV 2/ADF 2 on double needle;
332C-10 RMI with NAV 1/ADF 1 on single needle and
(62-68 Ib/sq in).
KNR633 RMI converter; KR 21 pilot's marker beacon
NAV 2/ADF 2 on double needle; two 387C-4 audio
Power Plant: Two 559 kW (750 shp) Pratt & Whitney control panels with two 356F-3 speaker amplifiers and receiver; KCS 55A compass system with KI 525A
Canada PT6A-34 turboprop engines, each driving a eight speakers (flight deck and cabin); PA system; pilot's HSI; KN 72 nav converter; KI 204 co-pilot's

Hartzell HC-B3TN-3C/T10178H-8R constant-speed pilot's interphone; and radio master switch. Options to VOR/ILS indicator, coupled to NAV 2; two Collins
three-blade metal propeller with autofeathering and full Proline package include second ADF-60; second 387C-4 audio control panels with two 356F-3 speaker
reverse-pitch capability. Four integral fuel tanks in 332C-10 RMI; DME-40 with 339F-12A indicator and amplifiers and eight speakers (flight deck and cabin);
wings, with total capacity of 1,720 litres (378 Imp gal- NAV 1/HOLD/NAV 2 switching; TDR-90 transpon- PA system; pilot's interphone; and radio master switch.
lons). Oil capacity 8-7 litres (1-9 Imp gallons). Gravity der; second TDR-90; second PN-101 331A-3G
with Options to Silver Crown II package include one or two
refuelling point on top of each wing. Optional de-icing co-pilot's HSI (instead of co-pilot's AIM-200-DC-FM KNS 81 R/Nav (only if aircraft is equipped also with KN
system for engine air inlets and propellers. directional gyro and 331H-3G VOR/ILS indicator); 63 DME system); second KR 87; one or two KN 63

Search and rescue SC-95B (EMB-110P1) Bandeirante of the Brazilian Air Force
12 BRAZIL: AIRCRAFT — EMBRAER

P-95
Hi
.7053

OHH ALULA UKAiiLtilfA \^V

•81 7^^^^

EMBRAER EMB-111 maritime surveillance aircraft of the Brazilian Air Force

DME systems, each with KDl 572 indicator; one or two Max T-O A
weight: 5,670 kg (12,500 lb) EMBRAER EMB-111
KT 76A transponders; second KNl 582 system; second B 5,900 kg (13,010 lb) Brazilian Air Force designation: P-95
KCS 55A with Kl 525 A co-pilofs HSI (mstead of direc- Max ramp weight: B 5,930 kg (13,073 lb) This land based maritime surveillance aircraft, based on
tional gyro and KI 204); KN 72 nav converter (required Max landing weight: A 5,670 kg (12,500 lb) the EMB-110 Bandeirante, was designed to meet
when ordering second KCS 55A without second KNS B 5,700 kg (12,566 lb) specifications issued by the Comando Costeiro, the
8 KI 204 pilot's VOR/ILS indicator, coupled to NAV
1 ); Max zero-fuel weight: A, B 5,450 kg (12,015 lb)
Brazilian Air Force's Coastal Command, which has 12 in
2; second Kl 204 for co-pilot, coupled to NAV 1; sec- Max wing loading: A 195-52 kg/m^ (40-04 Ib/sq ft)
service with Nos. 1 and 2 Squadrons of the 7° Grupo de
ond KR 21 for co-pilot; KRA 405 radio altimeter, with B 202-61 kg/m= (41-50 Ib/sq ft)
Aviagao based at Salvador, Bahia, and Florianopolis,
KNl 415 mdicator; and two KY 196E wide-bandwidth Max power loading: A 5-07 kg/kW (8-33 Ib/shp)
Santa Catarina. The main external differences in this ver-
VHP com transceivers (mstead of both KY 196). In B 5-27 kg/kW (8-67 Ib/shp)
sion are the large nose radome, housing search radar, and
addition to these packages, other avionics options
Performance (at max T-O weight, ISA, except where the addition of wingtip fuel tanks.
include Collins HF-200 SSB 20-channel HF trans-
indicated. A: P2; B: Pl/41 and P2/41): The first EMB-1 1 1 (2262) flew for the first time on 15
ceiver; Bendix M4-D autopilot; Kmg KA 52 autopilot
Max level speed at 2.440 m (8.000 ft): August 1977, and deliveries to the Brazilian Air Force
adapter (necessary with Kmg package); Collins AVR-
A 248 knots (460 km/h; 286 mph) began on 11 April 1978. No. 1 Squadron had logged a
101 cockpit voice recorder (mandatory for French cer-
Max cruising speed at 2,440 m (8,000 ft): total of 20,000 accident free flying hours by mid-1984.
tification); Dome & Margolin DMELT-6 emergency
A 223 knots (413 km/h; 257 mph) Six have been delivered to the Chilean Navy. These
locator transmitter system (mandatory for US, Can-
B 222 knots (411 km/h; 256 mph) aircraft have some mission equipment changes, including
adian and French certification); encoding altimeter Econ cruising speed at 3,050 m (10,000 ft): full de-icing system, and passive ECM antennae under the
(IDC. Smiths or Jaeger); and weather radar (Bendix A 181 knots (335 km/h; 208 mph) nose and at the tail. One EMB-111 was delivered in
RDR-1200 or RDR-160). B 184 knots (341 km/h; 212 mph) August 1981 to the Gabonese Air Force.
Stalling speed at max landing weight: Type: Twin-turboprop maritime surveillance aircraft.
Dimensions, external:
Wing span 15-33 m (50 ft V/i in
A 69 knots (128 km/h; 80 mph) CAS Wings: As EMB-110P2, but with reinforced leading-
Max rate of climb at S/L: A 545 m (1,788 ft)/min edges and fitted with tip-tanks.
Wing chord: at root 2-33 m (7 ft IVi in
B 500 m (1,640 ft )/min Fuselage: Similar to EMB-1 10P2, but with large nose
at tip 1-37 m (4 ft 6 in
Rate of climb at S/L, one engine out: radome.
Wing aspect ratio 8-10
A 131m (430 ft)/min Tail Unit and Landing Gear: As EMB-1 10P2.
Length overall 1510 m (49 ft 6'/2 in
B 113 m (370 ft)/min Power Plant: Two 559 kW (750 shp) Pratt & Whitney
Length of fuselage 14-59 m (47 ft IOV2 in
Time to 3,050 m (10,000 ft): A 6 min Canada PT6A-34 turboprop engines, each driving a
Height overall 4-92 m (16 I'A ft in
Time to 4,575 m (15,000 ft): A 10 min Hartzell three-blade reversible-pitchpropeller with
Fuselage: Max width 1-72 m (5 ft 73/4 in
Service ceiling: A 6,860 m (22,500 ft) spinner. Four integral fuel tanks wings (total capacity
in
Tailplane span 7-54 m (24 ft 9 in
B 6,550 m (21,500 ft) 1,914 litres; 421 Imp gallons), and two permanent wing-
Wheel track 4 94 m (16 ft 2'/2 in
Service ceiling, one engine out: tip tanks (total capacity 636 litres; 140 Imp gallons).
Wheelbase 510 m (16 ft S'A in
2-36 m (7 ft 9
A 3,385 m (11,100 ft) Overall total fuel capacity 2,550 litres (561 Imp gal-
Propeller diameter in
B 3,050 m (10,000 ft) lons), of which 2,454 litres (540 Imp gallons) are usable.
Distance between propeller centres
T-O distance: Oil capacity 8-7 litres (1-9 Imp gallons).
4-80 m (15 ft 9 in
A, FAR 23.135A 675 m (2,215 ft) Accommodation: Pilot and co-pilot side by side on flight
Propeller ground clearance 0-276 m (lO'/j in
B, FAR 23.135/SFAR41A 807 m (2,650 ft) deck. Main cabin can accommodate search radar/radio
Passenger door (rear, port):
1-35 m
Landing distance (non-factored) at max landing weight: operator, ECM operator, one or two observers, and a
Height (4 ft 5'/4 in
A 850 m (2,790 ft) second radar or ECM operator. Port side door at rear,
Width 0-85 m (2 ft 9'/2 in
B 868 m (2,850 ft) for crew and cargo, opens inwards and can be used for
Crew/passenger door (fwd, port):
Range (long-range cruising speed, 45 min reserves): airdrop of paratroops and survival equipment. Galley
Height 1 •42 m (4 ft 8 in
A 1,080 nm (2,001 km; 1,244 miles) and toilet in main cabin.
Width 0-63 m (2 ft 1 in
B 1,060 nm (1,964 km; 1,220 miles) Avionics and Eolupment: One Collins 618T-3B or
Passenger and crew emergency exits (three, each):
Height 0-80 m (2 ft 7'/2 in

Width 0-63 m (2 ft 1 in

Dimensions, internal:
Cabin: Max length 9-53 m (31 ft 3 'A in
Width 1-60 m (5 ft 3 in
Height 1-60 m (5 ft 3 in
Floor area 12 00 m- (129-2 sq ft

Volume 20-4 m' (720-4 cu ft

Areas:
Wings, gross 29-10 m' (313-23 sq ft

Ailerons (total) 2-16 m= (23-25 sq ft

Flaps (total) 4-90 m' (52-74 sq ft

Fin, excl dorsal fin 3-81 m' (41-01 sq ft

Dorsal fin 0-82 m' (8-83 sq ft

Ventral fin 0-80 m' (8-61 sq ft

Rudder, inci tab 1-69 m^ (1819sq ft

Tailplane 5-51 m^ (59-31 sq ft

Elevators, incl tabs 4-31 m^ (46-39 sq ft

Weights and Loadings (A: P2; B: Pl/41 and P2/41 C: ;

PI passenger configuration)
in
Weight empty, equipped: A 3,516 kg (7,751 lb)
B, commercial 3,590 kg (7,915 lb)
B, cargo 3,393 kg (7,480 lb)
Max payload; A 1,681 kg (3,706 lb)
B, commercial 1,561 kg (3,443 lb)
B, cargo 1,712 kg (3,774 lb)
C 1,633 kg (3,600 lb) EMB-111 patrol version of the Bandeirante, developed by EMBRAER (Filot Press)
 EMBRAER — AIRCRAFT: BRAZIL 13

7 1 8LI-5 AM/SSB/CW transceiver, two Collins 61 8M-3

VHF one Collins AN/ARC- 159 UHF
transceivers,
transceiver, Collins audio interphone, two Sperry C-14
gyromagnetic compasses, two Bendix DFA-74 A or Col-
lins DF-206 ADF receivers, two Collins VIR-30A or

\'IR-3 1 A VOR/ILS/marker beacon receivers, one Col-

lins AN/APX-92 IFF transponder, one Collins DF-
301E VHF/DF or UHF/DF, one Collins DME-40
DME, one Bendix ALA-51 or Collins ALT-50 radio
altimeter, one Litton LN-33 inertial navigation system,
Thomson-CSF passive ECM, and one AIL AN/APS-
128 (SPAR-1) sea patrol radar. Optional avionics
include Bendix M4-D autopilot and ONS-25 Omega,
STARS IVB or IVC flight direc-
single or dual Sperry
entertainment radio, tape deck, PA system, and
tors,
complete de-icing and anti-icing system.
Armament and Operational Equipment: Four under-
wing pylons tor eight 5 in HVAR air-to-surface rockets
(two per pylon), or four launchers each with seven 2 75
in FFAR rockets; or three stores pylons, plus a 50
million candlepower searchlight on the starboard wing
leading-edge. For target marking, six Brazilian built Mk
6 smoke grenades are carried, as well as a Motorola
SST-121 transponder. Flares of 200,000 candlepower
Ven-
also available for illumination of targets at night.
tral chute for smoke marker buoys, high intensity flares
or chaff dispensing. Provision for 1 ^kW loudhailer sys-
tem.
Dimensions, external: As EMB-1 10 except: EMBRAER EMB-120 Brasilia twin-turboprop transport (Pilot Press)

Wing span over tip tanks 15-95 m (52 ft 4 in)

Stalling speed at max landing weight (including 26 for the air forces of Brazil and Chile) were
Wing chord (mean aerodynamic) 95 m (6 ft 4V4
1 in)
73 knots (135 km/h; 84 mph) CAS held in mid-1984.
Wing aspect ratio 807 362 m (1,190 ft)/min Military versions, including maritime patrol and ECM
Max rate of climb at S/L
Length overall 14-91 m (48 ft 11 in)
Time to 3,050 m (10,000 ft) 13 min models, as well as corporate and all-cargo versions, are
Length of fuselage 14-38 m (47 ft 2 'A in)
Time to 4,575 m (15,000 ft) 28 min being developed.
Height overall 4-91 m (16 ft 1 'A
Wheelbase 4-26 m (13 ft 11%
in)
in)
Service ceiling, at AUW
of 5,300 kg (1 1,684 lb) Type: Twin-turboprop general purpose transport.
7.770 m (25.500 ft) Wings: Cantilever low-wing monoplane. Wing section
Propeller ground clearance 0-28 m (11
1-35 m (4 ft 5 'A
in)
Service ceiling, one engine out. at AUW
of 5.300 kg NACA 23018 (modified) at root, NACA 23012 at tip.
Main door (rear, port): Height in)
4.025 m (13.200 ft) Dihedral 6° 30' from roots at 66 per cent chord. Inci-
(11.684 1b)
Width 0-80 m (2 ft IVi in)
T-O run 650 m (2.135 ft) dence 2°. Sweepback 0° at 66 per cent chord. Single
Height to sill 1-26 m (4 ft IV2 in)
T-O to 15 m (50 ft) 1,050 m (3,445 ft) continuous fail-safe structure, attached to underside of
Dimensions, internal: Landing from 15 m short-field technique fuselage on three special frames. Main wing box has
(50 ft),
Cabin: Max length 8-65 m (28 ft 4' 2 in)
640 m (2.100 ft) three spars (at 15, 28 and 66 per cent chord), ribs,
Width 1-60 m (5 ft 3 in)
Landing run. short-field technique 450 m (1,475 ft) stiffeners and skin. Spar caps machined from 2024 or
Height 1-60 m (5 ft 3 in)
Min ground turning radius 12-80 m (42 ft in) 7050 aluminium alloy extrusions; skin panels are of
Floor area 11 60 m' (1249 sq ft)
Range at 3.050 m (10,000 ft), max fuel, 45 min 2024 or 7475 laminations, chemically milled. Leading-
Areas: As EMB-110P2 reserves 1,590 nm (2,945 km; 1,830 miles) edges of Kevlar reinforced plastics. All-metal hydrauli-
Weights and Loadings: cally actuated electrically controlled double-slotted
Weight empty, equipped 3.900 kg (8,598 lb) Fowler trailing-edge flap inboard and outboard of each
Max T-O weight 7,000 kg (15.432 lb) EMBRAER EMB-120 BRASILIA engine nacelle; small plain flap beneath each nacelle. No
Max ramp weight 7,030 kg (15.498 lb) The EMB-120 Brasilia is a twin-turboprop passenger slats, slots, spoilers or airbrakes. Small fence on each
Max zero-fuel weight 5,150 kg (11,354 lb) and cargo transport, design of which was started in Sep- outer wing panel. Internally balanced all-metal ailerons.
Max landing weight 5,450 kg (12.015 lb) tember 1979. The first prototype (PT-ZBA) made its Lateral trimming by tabs (two in starboard aileron, one
Max wing loading 241-38 kg/m^ (49-44 Ib/sq ft) initial flight on 27 July 1983, the second (PT-ZBB)on 21 in port aileron), or both ailerons, actuated by dual
Max power loading 6-26 kg/kW (10-29 Ib/shp) December 1983, and the third (PT-ZBC) on 9 May 1984. irreversible mechanical actuators operated manually by
Performance (at max T-O weight, lSA-l-15°C. except These are three (c/n 1, 3 and 4) of an initial batch of six cable controls. Pneumatic boot de-icing of leading-
where indicated): Brasilias. and are being used for flight test and certification edges, using engine bleed air.
Max m (10.000 ft)
cruising speed at 3,050 trials. Nos 2 and 5 are static and fatigue test aircraft; No 6 Fuselage: Semi-monocoque pressurised structure, of cir-
194 knots (360 km/h: 223 mph) will be a pre-series demonstration aircraft. Certification, cular cross-section throughout most of its length. Chem-
Econ cruising speed at 3.050 m (10.000 ft) scheduled for late 1984, will be to FAR Pt 25, with first ically milled skin, reinforced by extruded stiffeners; C
187 knots (347 km/h; 215 mph) deliveries following in mid- 1 985 Options on
. 1 1 8 Brasilias frames attached to skin by shear clips. Entire structure is

Second prototype EIVIBRAER EMB-120 Brasilia (two Pratt & Whitney Canada PW115 turboprop engines)
14 BRAZIL: AIRCRAFT — EMBRAER
of 2024, 7050 and 7475 aluminium alloys, and meets -j***^
the damage tolerance requirements of FAR Pt 25
(Transport category) up to Amendment 25-54. Pres-
surised area contained within bulkhead forward of
fiat

flight deck and spherical rear bulkhead aft of baggage

compartment. Twin ventral strakes under rear fuselage.
Tail Unit: Cantilever T tail, of three-spar all-metal con-
struction similar to that of wings. Fixed incidence swept
tailplane, with horn balanced elevators. Sweptback Hn,
with Kevlar reinforced plastics leading-edge; dorsal Hn.
Serially hinged two-segment rudder actuated hydrauli-
cally by Bertea CSD unit. Mechanically actuated trim
tab in each half of elevator. Pneumatic boot de-icing of
leading-edges, using engine bleed air.

Landing Gear: Retractable tricycle type, with Goodrich

twin wheels and oleo-pneumatic shock absorber on -<iidt£
each unit (main units 12 in, nose unit 8 in). Hydraulic
actuation; all units retract forward (main units into
engine nacelles). Hydraulically powered nosewheel
steering. Goodyear 24 x 7-25 in (main). 18 x
tyres, size
5-5 m (nose); pressure 6-90-7-58 bars
( 100-1 10 Ib/sq m)

on main units, 414-4-83 bars (60-70 Ib/sq m) on nose

unit. Goodrich carbon brakes standard (steel optional).
Hydro Aire anti-skid system standard; autobrake
optional.
EMBRAER EMB-121A Xrngu I twin-turboprop aircrew trainer in French Navy insignia
Power Plant: Two Pratt & Whitney Canada PW115
turboprop engines, each rated at 1,185 kW (1,590 shp) Dimensions, external: Long-range cruising speed at 7,620 m (25,000 ft)
for T-O and max continuous power, and driving a Wing span 19-78 m (64 ft 10y4 in 263 knots (487 km/h; 303 mph)
Hamilton Standard 14RF-9 four-blade constant-speed Wing chord: at root 2-81 m (9 ft 2% in Stalling speed, power off:
reversible-pitch fully-feathering propeller with at tip 1-40 m (4 ft 7 in flaps up110 knots (204 km/h; 127 mph) EAS
aluminium spars and glasshbre blades. Fuel in two-cell Wing aspect ratio 9-92 flaps down 84 knots (156 km/h; 97 mph) EAS
1,625 litre (357-5 Imp gallon) integral tank in each Length overall 20-00 m (65 ft 7 in Max rate of climb at S/L 707 m (2,320 ft)/min
wing; total capacity 3,250 litres (715 Imp gallons). Length of fuselage 18-73 m (61 ft 5V: in Rate of climb at S/L, one engine out
Single-point pressure refuelling (beneath outer star- Fuselage: Max diameter m (7 55/4 in
2-28 ft 200 m (655 ft)/min
board wing), plus gravity point in upper surface of each Height overall 6-35 m (20 10 in ft Service ceiling 8,990 m (29,500 ft)
wing. Oil capacity 9 litres (2 Imp gallons). Elevator span 6-94 m (22 ft 9 'A m Service ceiling, one engine out 5,180 m (17,000 ft)
Wheel track (c/1 of shockstruts) 6-58 m (21 7 in ft FAR Pt 25 T-O field length 1,290 m (4,235 ft)
Accommodation: Pilot and co-pilot on flight deck, with
Wheelbase 6-97 m (22 IOV2 in ft FAR Pt 135 landing field length, max landing weight at
dual controls. Main cabin accommodates cabin atten-
Propeller diameter 3-20 m (10 6 in ft S/L 1,320 m (4,330 ft)
dant and 30 passengers in three-abreast seating at 79 cm
Propeller ground clearance (min) 0-48 m (1 7 in tt Min ground turning radius 15-76 m (51 ft 8V2 in)
(31 in) pitch, with overhead lockable baggage racks, in
pressurised and air-conditioned environment. Pro-
Passenger door (fwd, port): Range at 7,620 m (25,000 ft), reserves for 100 nm ( 1 85
visions for wardrobe, galley and toilet. Downward
Height 1-70 m (5 ft 7 in km; 1 15 mile) diversion and 45 min hold:
opening main passenger door, with airstairs, forward of
Width 0-774 m (2 ft 6 'A in with max (30) passenger payload (2,72 1 kg; 6,000 lb)
Height to sill 1-47 m (4 ft 10 in 600 nm (1,112 km; 691 miles)
wing on port side. Type II emergency exit on starboard
Cargo door (rear, port): with max fuel and 1,414 kg (3,117 lb) payload
side at rear. Overwing Type III emergency exit on each
side. Pressurised baggage compartment aft of passenger
Height 1-36 m (4 ft 5 V2 in 1.700 nm (3,150 km; 1,957 miles)

cabin, with large door on port side. Also available with

Width 1-30 m (4 ft 3 'A in Operational Noise Levels (FAR Pt 36. BCAR-N and
all-cargo interior;executive or military transport
Height to sill 1-67 m (5 ft 5y4 in ICAO Annex 16):

interior; or in mixed-traffic version with 24 or 26 pas-

Emergency exit (rear, stbd): T-O 78-6 EPNdB
sengers (toilet omitted in latter case), and 900 kg ( ,984
Height 1-37 m (4 ft 6 in Approach 891 EPNdB
1
Width 0-51 m (1 ft 8 in Sideline 76-8 EPNdB
lb) of cargo in enlarged rear baggage compartment.
Height to sill 1 -56 m (5 ft 1 V2 in
Systems: AiResearch air-conditioning and pressurisation Emergency exits (overwing, each): EMBRAER EMB-121A XINGU I

system (max differential 0-48 bars; 7 Ib/sq in), with dual 0-91 m
Height (3 ft in The prototype Xingu (PP-ZXI) time on
flew for the first
packs of recirculation equipment. Duplicated hydraulic 0-51 m
Width (1 ft 8 in 10 October 1976. First production Xingu (PP-ZCT) was
systems (pressure 207 bars; 3,000 Ib/sq m). each pow- Emergency exits (flight deck side windows, each): flown on 20 May 1977, and Brazilian CTA certification
ered by an engine driven pump, for landing gear, flap,
Min height 0-48 nj (1 ft 7 in was awarded in May 1979. British CAA
certification was
rudder and brake actuation, and nosewheel steering. Min width m
0-51 (1 ft 8 in granted in July of the same year. Six Xingu Is were deli-
Emergency standby electric pumps on each system, plus Dimensions, internal: vered to the Grupo de Transporte Especial (Special
single standby handpump, for landing gear extension.
Cabin, excl flight deck and baggage compartment: Transport Group) of the Brazilian Air Force. Designated
Main electrical power supplied by two 28V 400A DC Length 9-35 m (30 ft 8 in VU-9, these are in service with the 6° Esquadrao de Trans-
starter/generators; two 28V lOOA DC auxiliary brush- 2-10 m (6 ft 10%
Max width in porte Aereo (6th Air Transport Squadron) at Brasilia.
less generators for secondary and/or emergency power;
Max height 1-76 m
(5 ft 9 'A in Other customers included the French Air Force and Navy,
one 24V 40Ah nickel-cadmium battery for assisted Floor area 14-97 mM16I -14 sq ft which received 25 and 16 respectively in 1982-83 for
starting and emergency power. Main and standby
Rear baggage compartment volume: aircrew training and liaison duties.
450VA static inverters for 26/1 15V AC power at 30-passenger version 6-40 m' (226 cu ft The Xingu I (see 1983-84 June's) has been superseded
400Hz. Single high-pressure (127-5 bars; .850 Ib/sq in) 1
all-cargo version 2-70 m' (95 cu ft in production by a developed version with PT6A-135
oxygen cylinder for crew; individual chemical oxygen passenger/cargo version 11-00 m' (388 cu ft engines, known as the EMB-121A1 Xingu II (see separate
generators for passengers. Pneumatic de-icing for wing
Max available cabin volume (all-cargo version) Xingu Is can be retrofitted to this
description). Existing
and tail leading-edges, and engine air intakes; electri- 31-10 m' (1,098 cu ft standard, and 29 had been so converted by EMBRAER
cally heated windscreens, propellers and pitot tubes;
Cabin, incl flight deck and baggage compartment: by the end of 1983.
bleed air de-icing of engine air intakes. Optional Gar- Total volume approx 41-8 m' (1,476 cu ft
rett GTCP36- 150(A) APU in tailcone, for electrical EMBRAER EMB-121A1 XINGU
Areas: II

and pneumatic power supply (fitted to second and third Wings, gross 39-43 m- (424-42 sq ft A example of this version of the Xingu (PP-ZCT,
first
prototypes). 2-88 m' (31-00 the first production Xingu 1, re-engined) flew for the first
Ailerons (total) sq ft

Avionics: Collins Proline II digital avionics package Traihng-edge flaps (total) 3-23 m- (34-77 sq ft time on 4 September 1981. It retains the same airframe as
includes as standard dual VHF-22 com transceivers, Fin, incl dorsal hn 4-31 m- (46-39 sq ft the Xingu I, but has more powerful Pratt & Whitney
dual VlR-32 VHF nav receivers, one ADF-60A, one Rudder 2-59 mM27-88 sq ft Canada PT6A-I35 turboprop engines, four-blade propel-
TDR-90 transponder, CLT-22/32/62/92 control heads, Tailplane 6-10 m- (65-66 sq ft lers,increased fuel capacity, and a small strake added on
one DME-41, one WXR-270 weather radar, dual Elevator, incl tabs 3-90 m^ (41-98 sq ft each side of the tailcone.
AHRS-85 digital strapdown AHRS, dual ADl-84, dual Weights and Loadings: Combined production of the Xingu I and II totalled 1 10
EHSI-74, dual RMI-36, one Dome & Margolm Weight empty, equipped: by the Spring of 1984. An improved standard interior for
DMELT-81 emergency locator transmitter, dual 30 pass 6,459 kg (14,240 lb new-production Xingu lis (and available as a retrofit on
Avtech audio/interphones, Avtech PA and cabin inter- cargo 6,168 kg (13,598 lb earlier Xingus) was introduced in 1984. This features an
phone, Fairchild voice recorder, and lET standby Max fuel load 2,552 kg (5,626 lb improved air-conditioning system, new noise-suppressing
attitude indicator. Optional avionics include third VHF Max payload: 30 pass 3,265 kg (7,198 lb materials, redesigned leather seats, new carpeting and
com, second transponder and DME, WXR-300 cargo 3,664 kg (8,078 lb toilet installations, foldout tables on each side of the cabin
weather radar, two EFlS-86 electronic flight instrument Max T-O weight 10,800 kg (23,810 lb which can be joined in the centre to make a larger surface,
systems, one MFD-85 multi-function display, one or Max ramp weight 10,880 kg (23,986 lb and new Collins Pro Line radio communications equip-
two J.E.T. RNS-8000 3D nav, one APS-65 digital Max landmg weight 10,550 kg (23,258 lb ment.
autopilot, one or two FCS-65 digital flight directors, Max zero-fuel weight 10,100 kg (22,266 lb Type: Twin-turboprop general purpose transport and
flight entertainment music, one or two Canadian Mar- Max wing loading 274 kg/m' (56-1 Ib/sq ft advanced training aircraft.
coni CMA-771 Alpha VLF/Omega, one or two ALT- Max power loading 4-56 kg/kW (7-48 Ib/shp Wings: Cantilever low-wing monoplane. Utilises basically
55 radio altimeters, altitude alerter/preselect, micro- Performance (at max T-O weight, ISA): same wing as EMB-1 10P2 (which see), but with
wave landing system, ground proximity warning system, Max operating speed reduced span and modified tips. Sweepback 0° at 28 per
flight recorder, and Motorola Selcal. Second (Bendix) 270 knots (500 km/h; 310 mph) EAS cent chord. Slotted ailerons and double-slotted
and third avionics packages will be available later. Max level speed at 6,100 m (20,000 ft) trailing-edge flaps. Leading-edge pneumatic de-icing
Other types of avionics equipment, for special versions 312 knots (578 km/h; 359 mph) boots.
of the aircraft, will be as required for the missions con- Max cruising speed at 6,100 m(20,000 ft) Fuselage: All-metal semi-monocoque safe-life structure
cerned. 294 knots (545 km/h; 338 mph) of 2024-T3/T42/T351/T3511 aluminium allovs, with
 EMBRAER — AIRCRAFT: BRAZIL 15

circular cross-section except for nose- and tailcones; Eol'ipment: Standard equipment comprises maximum Econ cruising speed at 3,050 m (10,000 ft)
made up of stretched and bent C frames, extruded strin- permissible airspeed indicator, eight day clock, 205 knots (380 km/h; 236 mph)
gers,bulkheads and stressed skin panels. Rear bulkhead chronometer, cabin rate of climb indicator, cabin Stalling speed, power off:
and all skin panels chemically milled. Wing/ altitude and differential pressure indicator, annunciator flaps up 96 knots (178 km/h; 1 1 1 mph) CAS
fuselage attachment strengthened by a machined rib on panel, heated stall warning system, dual heated pitot flaps down 76 knots (141 km/h; 88 mph) CAS
each side of carry-through spars. Flight deck floor is clad tubes and heated static ports, external power sockets, Max rate of climb at S/L 548 m (1.800 ft)/min
2024-T3 sheet; cabin floor panels are sandwich plates wing ice light, dual landing lights, dual taxi lights, dual Rale of climb at S/L, one engine out
with a balsa core. anti-collision strobe lights, dual map lights, cabin dome 103 m (340 ft)/min
Tail Unit: Cantilever metal T tail {2024-T351 aluminium lights, instrument lighting system, low profile Service ceiling 8,535 m (28,000 ft)
alloy), with glasshbre hn leading-edge and dorsal tin.
glareshield. and hand type cabin Are extinguishers. Service ceiling, one engine out 3,290 m (10,800 ft)
Pneumatic de-icing boots on (in and tailplane leading- Optional equipment includes three-light strobe system, T-O run 580 m (1 ,903 ft)

edges. Fixed incidence tailplane. Trim and balance tabs (ire extinguishing system, de-icing and anti-icing sys- T-O to 15 m (50 ft) 760 m (2,495 ft)

in rudder and each elevator. Ventral Hn, plus small

tem, toilet, and a range of galley equipment. Landing from 15 m (50 ft) 890 m (2,920 ft)

strake on each side of tailcone. Dimensions, external: Landing run 560 m (1,835 ft)

Wing span 1405 m (46 ft "4 in Min ground turning radius 10-73 m (35 ft 2 ''2 in)
Landing Gear: ERAM hydraulically retractable tricycle
Wing chord: at fuselage c/1 2-47 m (8 ft
1

1 '4 in Runway LCN 10

type, with oleo-pneumatic shock absorber in each unit.
at root 2-33 m (7 ft 7'-4 in Range 6,100 m (20,000 ft), 45 min reserves:
at
Single ERAM forward retracting mainwheels, with
at structural tip 1-49 m (4 ft lO'a in with max payload 880 nm (1,630 km; 1,012 miles)
Goodyear do Brasil 26-3 x M'43 x 1 2 in tyres. Steer- with max fuel 1,230 nm (2,278 km; 1,415 miles)
Wing aspect ratio 718
able, forward retracting twin Oldi nosewheels, with
Length overall 12-25 m (40 2 'A ft in
Goodyear do Brasil 15-75 x 4-45 x 8 in tyres. Tyre
Length of fuselage 11-16 m (36 ft 7'/2 in
EMBRAER EMB-121B XINGU III

pressure 5-52-5K6 bars (80-X5 Ib/sq in) on all units. Development of this 'stretched' version Xingu has
Fuselage: Max width 1-86 m (6 1'4 ft in of the
ERAM single-disc hydraulic brakes.
Height overall 4-84 m (15 10' ft 2 in
been abandoned.
Power Plant: Two 559 kW (750 shp) Pratt & Whitney Tailplane span 5-58 m (18 3% in
Canada PT6A-135 turboprop engines, each driving a Wheel track 5-24 m (17 ft 2V4
ft

in
EMBRAER (AERMACCHI) EMB-326GB
Hartzell HC-B4TN-3C/T9212B four-blade constant- Wheelbase 2-90 m (9 6V4 ft in
XAVANTE
speed metal propeller with autofeathering and full Propeller diameter 2-36 m (7 ft 9 in
EMBRAER assembled under licence 166 Aermacchi
reverse pitch capability. Two integral fuel tanks in Propeller ground clearance 0-29 m (1 1 '/i in
M.B. 326GB jet trainer/ground attack aircraft for the
wings, with total capacity of 1,720 litres (378 Imp gal- Distance between propeller centres
Brazilian Air Force, by whom the type is known as the
lons). Gravity refuelling point on top of each wing. Oil 5-10 m (16 ft 8 ''4
AT-26 Xavante, plus 16 others for the air forces of Togo
in
capacity 8-7 litres (1-9 Imp gallons). Passenger door (rear, port):
(six)and Paraguay (ten). Eleven ex-Brazilian Air Force
1-32 m (4 ft 4
Xavantes were delivered to the Argentine Navy in 1983.
Accommodation: Normal flight crew of two, but cer- Height in

tihcated for single-pilot operation. Cabin seats up to Width 0-63 m (2 ft 0% in

Height to sill 1-245 m (4 ft 1

EMBRAER EMB-312 TUCANO (TOUCAN)
nine passengers. Downward hinged door on port side, in
Emergency exit (overwing, stbd):
Brazilian Air Force designation: T-27
aft Emergency exit over
of wing, with built-in airstairs.
wing on starboard side. Baggage compartments in nose Height 0-96 m (3 ft 1% in Design of the EMB-3 1 2. by a team under the leadership

Width 0-51 m (I ft 8 in of Ing Joseph Kovacs. began in January 1978 as part of a

(unpressurised, with external access via door on each
Dimensions, internal: programme to develop a new basic trainer for the
side) and at rear of cabin (pressurised, with internal
Cabin, incl flight deck: Brazilian Air Force. On 6 December that year a contract
access). and galley standard. Entire
Toilet/lavatory
Max length 5-18m (17 ft in
was received from the Departamento de Pesquisas e
accommodation pressurised and air-conditioned.
Max width 1-74 m (5 ft 8V2 in
Desenvolvimento (Department of Research and
Systems: Hamilton Standard air cycle air-conditioning Development) of the Brazilian Ministry of Aeronautics,
Max height 1-52 m (4 \\Va ft in
system, max capacity 20,000 BTU/h for cooling and for two flying prototypes plus two other airframes for static
Passenger cabin, incl rear baggage compartment:
40,000 BTU/h system (max
for heating. Pressurisation and fatigue testing.
Length 3-57 m (11 ft 8V2 in
differential 0-41 bars: 6 Ib/sq in) maintains S/L cabin Characteristics of the EMB-3 2 include high manoeuv-
Floor area 4-24 m' (45-64 sq ft
1

environment up to 4,270 m (14,000 ft) and 2,440 m and landing, the ability to operate
rability, short take-off
Volume 6-9 m' (243-7 cu ft
(8,000 ft) environment up to 8,335 m (27,350 ft). Hyd- from unprepared runways, and a high degree of stability.
Baggage compartment volume:
raulic system, pressure 207 bars (3,000 Ib/sq in), for In addition to meeting the requirements of FAR Pt 23
nose 0-30 m" (10-6 cu ft
landing gear extension/retraction, nosewheel steering
rear 0-71 m' (25-1 cu ft
Appendix A. the aircraft meets MIL and CAA Section K
and brake actuation. Emergency handpump for backup specihcations. Its construction embodies such modern
Areas:
gear extension. Primary electrical system is 28V DC, techniques as integral numerical control machining, chem-
Wings, gross 27-50 m- (296-0 sq ft
supplied by two 300A starter/generators; 40Ah nickel- ical milling, and metal to metal bonding.
Ailerons (total) 1-84 m' (19-81 sq ft
cadmium battery for assisted starting and emergency The first prototype (Brazilian Air Force serial number
Trailing-edge flaps (total) 4-90 m' (52-74 sq ft
power. Main and standby 600VA static inverters pro- 1300) made its initial flight on 16 August 1980. and the
Vertical tail surfaces (total, excl dorsal tin)
vide 115/26V single-phase AC power at 400Hz. Elec-
4-00 m- (43-06 sq ft
second (1301 on 10 December 1980. A third prototype
)

tric anti-icing of windscreen, engine air intakes, pitot (PP-ZDK). embodying

static portsand propellers; pneumatic boot de-icing of
Rudder, incl tab 1-30 mM13-99 sq ft
the modifications intended for

Dorsal hn 0-54 m^ (5-81 sq ft

production Tucanos. flew on 16 August 1982.
wing and tail leading-edges. High pressure (127 bars; The EMB-312 is designated T-27 by the Brazilian Air
Ventral Mn 0-94 mMlO-12 sq ft
1.850 Ib/sq in) oxygen system for crew and passengers. Force, which has ordered a total of 8 with options for a
Horizontal tail surfaces (total) 5-84 m" (62-86 sq ft
1 1

Avionics: Standard avionics include dual Collins VHF-20 Elevators, incl tabs 2-17 m' (23-36 sq ft
further 50. Deliveries began on 29 September 1983. with
com transceivers, dual Collins VIR-30 nav receivers, the first six Tucanos going to the Esquadrilha da Fuma^a
Weights and Loadings:
one Collins ADF-60A, one Collins TDR-90 transpon- Weight empty, equipped 3.710 kg (8.179 lb
(Smoke Squadron), the acrobatic team of the Brazilian
der. Collins CLT-21/3I/61/91 control heads, one Col- Max payload (one pilot) 770 kg (1.697 lb
Air Force, and two to the Air Force Academy. Sixty-eight
lins DME-40, one Bendix RDR-1150 HP weather Max fuel load 1.308 kg.(2.884 lb
Tucanos were due to be delivered to the FAB during 1984,

radar, two Sperry C-14 gyro compasses, two Sperry Max T-O weight 5.670 kg (12.500 lb initially asreplacements for the Cessna T-37C.
VG-14 vertical gyros, two Collins RMI-36s, dual Baker Max ramp weight 5.700 kg (12.565 lb In addition, the Egyptian government has ordered 120

audio/interphone and PA standby

system, J.E.T. Max zero-fuel weight 4.660 kg (10,273 lb Tucanos: 40 for its own air force and 80 for Iraq, with
attitude indicator, dual Sperry AD-550B ADIs, dual Max landing weight 5,340 kg (1 1,772 lb
options on 60 more, of which 20 would be for Iraq.
Sperry RD-550B HSls, and a Dome & Margolin Max cabin floor loading 488 kg/m' (100 Ib/sq ft
EMBRAER built only 10 of these aircraft, which were

DMELT-8 1 emergency locator transmitter. Optional Max wing loading 206-2 kg/m- (42-2 Ib/sq ft
due to be ferried to Egypt in flyaway condition before the
avionics include second ADF, transponder and DME; Max power loading 5-07 kg/kW (8-33 Ib/shp end of 1984. Subsequently. EMBRAER
w,ll provide

Bendix checklist and nav interface unit; one or two Performance (at max T-O weight, ISA): structural components and systems to Egypt, which will
Collins ANS-31C R/Nav: Sperry SPZ-4000 AFCS; Max operating speed complete the remainder of the order under licence. Three
Sperry digital air data computer; Global GNS-500 252 knots (466 km/h; 290 mph) CAS other Tucanos have been ordered by the Oxford Air
VLF/Omega; one or two Collins ALT-50 radio alti- Max cruising speed at 3,050 m (10,000 ft) Training School in the UK. Production rate was scheduled
meters; and tape recorder/FM receiver. 251 knots (465 km/h; 289 mph) to reach seven or eight per month by the beginning of
1984.
EMBRAER was teamed with Short Brothers (see UK
section) in 1983/84 to submit the Tucano as one of the four
aircraft short-listed to replace the Royal Air Force's Jet
Provost basic trainers. If selected, the Shorts built version
would have the PT6A-25 engine uprated, a ventral air-
brake added, aerodynamic wing and fuselage refinements,
modified cockpit layout, British systems and equipment,
and a strengthened landing gear. The Shorts/EMBRAER
agreement also provides for co-operation on other pro-
jects, where these are in the mutual best interests of both
companies.
Type: Tandem two-seat basic trainer.
Wings: Cantilever low-wing monoplane. Wing section
NACA 63.A-415 at root, NACA 63A-212 at tip.

Dihedral 5° 30' at 30^^ chord.Incidence 1° 25'.

Geometric twist 2° 13'. Sweepback 0° 43' 26" at
quarter-chord. Aluminium alloy tvvo-spar torsion box
structure of 2024-T351 extrusions and 2024-T3 sheet.
1

Single-slotted electrically actuated trailing-edge flaps of

2024-T3, supported on 4 130 steel tracks. Frise constant
chord balanced ailerons. Electromechanically actuated
aileron trim.
Fuselage: Conventional semi-monocoque structure of
EMBRAER EMB-121A1 Xingu II nine-passenger twin-turboprop transport (Filoi /Vcv.v) 2024-T3 aluminium alloy.
16 BRAZIL: AIRCRAFT — EMBRAER
Propeller diameter 2-36 m (7 ft 9 in
Propeller ground clearance (static) 0-33 m (1 ft 1 in
Baggage compartment door:
Height 0-60 m (1 ft IP/s m
Width 0-54 m (1 ft 91/4 in
Height to sill m

^^
1-25 (4 ft IVi in
Dimensions, internal:

Sk Cockpits:
Max
Combined
height
length 2 90
1-55
m (9
m
ft 6'/e

(5 ft 1
in
in
Max width 0-85 m (2 ft 9V2 in
Baggage compartment volume 017 m' (60 cu ft

Areas:
Wings, gross 19-40 mM208-82 sq ft

Ailerons (total) 1-97 m- (21-20 sq ft

Trailing-edge flaps (total) 2-58 m' (27-77 sq ft

Fin, incl dorsal fin 2-29 m' (24-65 sq ft

Rudder, incl tab 1-38 m' (14-85 sq ft

Tailplane, incl fillets 4-77 m- (51-34 sq ft

Elevators, incl tab 200 m^ (21-53 sq ft

Weights and Loadings:

Basic weight empty 1,810 kg (3,991 lb
Max internal fuel load (usable) 529 kg (1.166 lb
Max external stores load 1,000 kg (2,205 lb
Max T-O weight: 'clean' 2,550 kg (5.622 lb
with external load 3.175 kg (7.000 lb
Max ramp weight 3.195 kg (7.044 lb
Max landing weight: 'clean' 2.800 kg (6.173 lb
Max zero-fuel weight 2,050 kg (4,519 lb
Max wing loading:
EMBRAER EMB-312 Tucano tandem two-seat trainers of the Brazilian Air Force aerobatic team 'clean' 131-4 kg/mM26-92 Ib/sq ft

with external stores 163-7 kglm' (33-52 Ib/sq ft

Max power loading:

clean' 4-56 kg/kW (7-50 Ib/shp
with external stores 5-68 kg/kW (9-33 Ib/shp
Performance (at max 'clean' T-O weight except where
indicated):
Never-exceed speed
280 knots (519 km/h; 322 mph) EAS
Max level speed at 3.050 m
(10,000 ft)
234 knots (433 km/h; 269 mph)
Max cruising speed at 3,050 m (10.000 ft)
222 knots (411 km/h; 255 mph)
Econ cruising speed at 3.050 m (10,000 ft)
172 knots (319 km/h; 198 mph)
Stalling speed, power off:
flaps and landing gear up
72 knots (133 km/h; 83 mph) EAS
flaps and landing gear down
67 knots (124 km/h; 77 mph) EAS
Max rate of climb at S/L 664 m (2.180 ft)/min
Service ceiling 7,315 m (24,000 ft)
T-O run 380 m (1.250 ft)
T-O to 15 m (50 ft) 710 m (2,330 ft)
Landing from 15 m (50 ft) 605 m (1,985 ft)
Landing run 370 m (1 ,214 ft)
Range at 6,100 m (20.000 ft) with max fuel, 30 min
reserves 995 nm (1.844 km; 1.145 miles)
Ferry range at 6.100 m (20,000 ft) with underwing
EMBRAER EMB-312 Tucano basic trainer for the Brazilian Air Force, in production form iPiloi Press) tanks 1,797 nm (3,330 km; 2,069 miles)
Endurance on internal fuel at econ cruising speed at
Tail Unit: Cantilever all-metal structure, of similar con- Systems: Freon cycle air-conditioning system, with engine 6,100 m (20,000 ft), 30 min reserves approx 5 h
struction to wings. Non-swept fin, with dorsal fin, and driven compressor. Single hydraulic system, pressure g limits (fully Aerobatic category, at max 'clean' T-O
horn balanced rudder. Non-swept fixed incidence tail- 131 bars (1,900 Ib/sq in), for landing gear extension and weight) -t-6-0/-3-0
plane and balanced elevators. Small fillet forward of retraction and mainwheel brakes. No pneumatic sys- g limits (at max T-O weight with external stores)
tailplane root on each side. Electromechanically tem. 28V DC electrical
power provided by a 6kW star- -t-4-4/-2-2
actuated spring trim m rudder and port elevator. ter/generator, 26Ah battery and, for 1 15V and 26V AC EMBRAER EMB-201A IPANEMA
Landing Gear: Hydraulically retractable tricycle type, power at 400Hz. a 250VA inverter. Diluter-demand The original version of this agricultural aircraft was
with single wheel and Piper oleo-pneumatic shock oxygen system conforms to MIL-C-5887 and is supplied designed and developed to specifications laid down by the
absorber on each unit. Accumulator for emergency individually to each occupant by six MS 21227 D2 type Brazilian Ministry of Agriculture. Design was started in
extension in the event of hydraulic system failure. cylinders (total capacity approx 1,200 litres; 264 Imp May 1969, and the EMB-200 prototype (PP-ZIP) made
Shimmy damper on nose unit. Rearward retracting gallons) at a pressure of 31 bars (450 Ib/sq in). its first flight on 30 July 1970. A type certificate was

steerable nose unit: main units retract inward into Avionics and Equipment: Standard avionics include two granted on 14 December 1971 Ipanema is the name of a
.

wings. Parker-Hannihn 40-130 mamwheels, Oldi-DI- Collins VHF-20A transceivers; two Collins 387C-4 famous beach in Rio, and also of a farm which is the
1.555-02-OL nosewheel. Tyre sizes 6 50-10 (Type III, audio systems, one EMBRAER radio transferring sys- headquarters of the Agricultural Air School of the Minis-
8-ply rating) on mainwheels, 500-5 (Type III, 6-ply tem; Telephonies audio control panel: one Collins try of Agriculture, where the EMB-200 was flight tested.
rating) on nosewheel. Tyre pressures (plus or minus VIR-31A VOR/ILS/marker beacon receiver: one Col- Details of the earlier EMB-200/200A (73 built),
0-21 bars; 3 Ib/sq in in each case) are 517 bars (75 Ib/sq lins TRD-90 ATC transponder; one Collins DME-40: EMB-201 (200 built) and EMB-201 R (three built) can be
in) on mainwheels. 4-48 bars (65 Ib/sq in) on nosewheel. one Collins PN-101 gyromagnetic compass; and one found 1977-78 and previous editions of 7«/;e',s. The
in the
Parker Hannifin 30-95A hydraulic mainwheel brakes. Collins ADF-60A. Landing light in each wing leading- current production version, first flown on 10 March 1977,
Power Plant: One 559 kW (750 shp) Pratt & Whitney edge; taxying lights on nosewheel unit. is the EMB-201 A, of which 208 had been sold by
Canada PT6A-25C turboprop engine, driving a Hart- Armament: Two hardpoints under each wing, each December 1983, bringing total Ipanema sales (all ver-
zell HC-B3TN-3C/T10I78-8R three-blade constant- stressed for a max load of 250 kg (55 1 lb). Typical loads, sions) to 484. The EMB-201A incorporates several
speed fully-feathering reversible-pitch propeller with on GB100-20-36B pylons, include two 30 in C2 modifications requested by operators as a result of field
spinner. Single-lever combined control for engine machine-gun pods, each with 500 rds; four 25 lb Mk 76 experience, including new wing profile, wingtips and other
throttling and propeller pitch adjustment. Two integral practice bombs; four 250 lb Mk 81 general purpose aerodynamic improvements, improved systems, and
fuel tanks in each wing, total capacity 694 litres (1 52-7 bombs; or four LM-37/7A or LM-70/7 launchers, each revised cockpit layout.
Imp gallons). Fuel tanks lined with anti-detonation plas- with seven rockets (Avibras SBAT-37 and SBAT-70 Manufacture of the EMB-201 A was transferred to
tics foam. Gravity refuelling point in each wing upper respectively). Fixed reflex-type gunsight. EMBRAER's Neiva subsidiary during the second half of
surface. Fuel system allows nominally for up to 30 s of Dimensions, external: 1981.
inverted flight. (Aircraft was flown inverted for up to 10 Wing span 1114 m (36 ft 6Vi in) Type: Single-seat agricultural aircraft.
mm during testing.) Provision for two underwing ferry Wing chord: at root 2-30 m (7 ft 6'/2 in) Wings: Cantilever low-wing monoplane. Wing section
fuel tanks, total capacity 660 litres (145 Imp gallons). at tip I07 m (3 ft 6Ve in) NACA 23015 (modified), with cambered leading-
Accommodation: Instructor and pupil in tandem, on Wing aspect ratio 6-4 edges. Dihedral 7° from roots. Incidence 3°. All-metal
Martin-Baker BR8LC lightweight ejection seats, in Length overall 9-86 m (32 4'/4
ft in) single-spar structure of 2024 aluminium alloy with all-
air-conditioned cockpit. One-piece fully transparent Length of fuselage (excl rudder) 8-53 m (27 1%
ft 1 in) metal Frise ailerons outboard and all-metal slotted flaps
vacuum formed canopy, opening sideways to starboard. Fuselage: Max width 100 m (3 3 'Aft in) on trailing-edge, and detachable cambered leading-
With internal and external jettison provisions. Rear seat Max depth 1-55 m (5 ft I in) edges. No tabs. Cambered wingtips standard.
elevated. Dual controls standard. Baggage compart- Height overall (static) 3-40 m (II V2 ft in) Fuselage: Rectangular section all-metal safe-life struc-
ment in rear fuselage, with access via door on port side. Tailplane span 4-66 m (15 3V2
ft in) ture, of welded 4130 steel tube with removable skin
Cockpit heating and canopy demisting by engine bleed Wheel track 3-76 m (12 ft 4 in) panels of 2024 aluminium alloy. Structure is specially
air. Wheelbase 316 m (10 4% ft in) treated against chemical corrosion.
 EMBRAER / HELIBRAS — AIRCRAFT: BRAZIL 17

Taii Unit: Cantilever two-spar all-metal structure of Stalling speed, power off (N): Range at 1,830 m (6,000 ft), no reserves:
2024 aluminium alloy. Slight sweepback on fin and rud- flaps up 56 knots (103 km/h; 64 mph) N nm (938 km; 583
506 miles)
der. Fixed incidence tailplane. Trim tab in starboard 8° flap 54 knots (100 km/h; 62 mph) R nm (878 km; 545
474 miles)
elevator. 30° flap 50 knots (92 km/h; 57 mph)
Landing Gear: Non-retractable main- and tailwheels,
EMBRAER-PIPER LIGHT AIRCRAFT
Stalling speed, power off (R):
with oleo shock absorbers in main units. Tailwheel has flaps up 60 knots (110 km/h; 68 mph)
PROGRAMME
tapered spring shock absorber. Mainwheels and tyres Detailed descriptions of the Piper aircraft built under
8° flap 58 knots (107 km/h; 66 mph)
size 8 50-10. Tailwheel diameter 250 mm (10 in). Tyre 30° flap 53 knots (99 km/h; 61 mph)
licence by EMBRAER can be found in the US section of
this and earlier editions of Jane's. Production of the
pressures: main, 207-2-41 bars (30-35 Ib/sq m); tail- Max rate of climb at S/L, 8° flap:
EMB-710 Carioca (licence PA-28-236 Dakota) has
wheel. 3-79 bars (55 Ib/sq in). Hydraulic disc brakes on N 283 m (930 ft)/min ended. Manufacture of the EMB-71 1, 712, 720, 721, 810
mainwheels. R 201 m (660 ft)/min
Power Plant: One 224 kW and 820 is undertaken by EMBRAER'ssubsidiary, Neiva.
(300 hp) Avco Lycoming Service ceiling, 8° flap: R 3,470 m (11,385 ft)
1O-540-K1J5D flat-six engine, driving a Hartzell two-
The following types were in production in 1984:
T-O run at S/L, 8° flap, asphalt runway:
EIVIB-711TCorisco. Piper PA-28RT-201 Arrow II.
blade constant-speed metal propeller with spinner. N 200 m (656 ft)
Integral fuel tanks in each wing leading-edge, with total
EMB-71 1ST Corisco Turbo. Piper PA-28RT-201T
R 354 m (1,160 ft)
capacity of 292 litres (64-2 Imp gallons). Refuelling
Turbo Arrow IV.
T-O to 15 m (50 ft), conditions as above; EMB-712 Tupi. Piper PA-28-181 Archer II.
point on top of each tank. Oil capacity 12 litres (2-6 Imp N 333 m (1,093 ft)
EMB-720D Mlnuano. Piper PA-32-301 Saratoga.
gallons).
R 564 m (1,850 ft)
EMB-721D Sertanejo. Piper PA-32R-301 Saratoga
Accommodation: Single horizontally/vertically adjustable
seat in fully enclosed cabin with bottom-hinged win-
Landing from 15 m (50 ft) at S/L, 30° flap, asphalt SP.
runway: N 440 m (1,444 ft) EMB-810D Seneca III. Piper PA-34-220T Seneca III.
dow/door on each side. Ventilation system m cabin.
R 500 m
shoulder harness standard.
Inertial
(1,640 ft) EMB-820C Navajo. Piper PA-3 1-350 Navajo Chief-
System: 28V DC electrical system supplied by a 24Ah Landing run, conditions as above: N 153 m (502 ft) tain. Available also, in Schafer Comanchero 500 turbo-
BB639/U battery and a Bosch K.l 28V 35A alternator. R 170 m (558 ft) prop powered form, as the N-821 Carajd.
Power receptacle for external battery (AN-2552-3A
type) on port side of forward fuselage.
Avionics and Eoimpmen Standard VFR avionics include
i :
.*««
720-channel Collins VHL-251S transceiver and Collins
RCR-650 ADF transceiver. Hopper for agricultural
chemicals has capacity of 680 litres (149-5 Imp gallons)
liquid or 750 kg (1,653 lb) dry. Dusting system below
centre of fuselage. Spraybooms or Micronair atomisers
aft of or above wing trailing-edges respectively.
Dimensions, external:
Wing span II 69 m (38 ft 4V4 in)
Wing chord (constant) 71 m (5 ft 7'; 1 inl
Wing aspect ratio 6 85
Length overall (tail up) 7 m (24
43 ft 4' 2 in)
Height overall (tail down) m (7
222 ft 3V2 in)
Fuselage: Max width 0-93 m (3 ft OV2 in)
Tailplane span 3-66 m (12 ft in)
Wheel track 2-20 m (7 ft 2'/2 in)

Wheelbase 5-20 m (17 ft IVa in)

Propeller diameter 213 m (7 ft in)
Dimensions, internal:
Cockpit: Max length 1 20 m (3 ft 11 V4 in)
Max width 0-85 m (2 ft 9' 2 in)
Max height 1-34 m (4 ft 4 '4 in)
Areas:
Wings, gross 19-94 m= (214-63 sq ft)

Ailerons (total) 1-60 m^ (17 22 sq ft)

Trailing-edge flaps (total) 2-30 m^ (24-76 sq ft)

Fin 0-58 m- (6-24 sq ft)

Rudder 0-63 m- (6-78 sq ft) EMBRAER EMB-201A Ipanema agricultural aircraft being made ready for cropspraying operations
Tailplane 317 m- (34-12 sq ft)
Elevators (total, inci tab) 50 m- (16-15 sq ft)
Weights and Loadings (N: Norma R: Restricted cate-
gory):
Weight empty: N, R 1,011 kg (2.229 lb)
Max payload: N. R 750 kg (1,653 lb)
Max T-O and landing weight: N
1,550 kg (3,417 lb)
R 1,800 kg (3,968 lb)
Max wing loading: N 77-75 kg/m- (15-92 Ib/sq ft)
R 90-29 kg/m- (18-49 Ib/sq ft)
Max power loading: N 6-92 kg/kW (11-39 Ib/hp)
R 8-03 kg/kW (13-23 Ib/hp)
Performance (at max T-O weight, clean" configuration,
ISA):
Never-exceed speed:
N 147 knots (272 km/h: 169 mph)
R 113 knots (209 km/h; 130 mph)
Max level speed at S/L:
N 124 knots (230 km/h; 143 mph)
R 121 knots (225 km/h; 140 mph)
Max cruising speed (75 '^7 power) at 1,830 m (6,000 ft);
N 115 knots (212 km/h; 132 mph)
R 110 knots (204 km/h; 127 mph) EMBRAER EMB-201A Ipanema single-seat agricultural aircraft (Pilot Press)

HELIBRAS
helicOpteros do brasil s/a
Rua Projetada Urn 200, Distrito Industrial, Caixa Postal
184. 37500 Itajuba. MG
Telephone: (035) 622 3366 and 622 2455
Telex: 031 2602 HLBR BR
President: Jose Hugo Castelo Branco
Vice-President: Col Nivaldo Alves da Silva
Commercial Director: Geraldo Sebastiao Silva
Production Director: Jean Raquin
Formed in 1977 and owned jointly by Aerospatiale of
France (45'^r). the state government of Minas Gerais
(51 '^f) and Construtora Mendes Junior (4*^7), Helibras is
engaged in a 10 year programme involving the assembly
(graduating to local manufacture) of Aerospatiale SA
315B Lama and AS 350B Ecureuil helicopters, known

Helibras HB 350B Esquilo (Aerospatiale Ecureuil)

(Ronaldo S. Olive)
18 BRAZIL: AIRCRAFT — HELIBRAS / SAO CARLOS
respectively by the Brazilian designations and names HB The Gaviaos were assembled during the second half
first ezuela (five Esquilos).
315B Gavlao and HB 350B Esquilo The first assembly of 1979; the first Brazilian assembled Esquilos were also Anaeromedical version of the Esquilo was launched in
hall was olticially mauguraled on 28 March 1980. The delivered in 1 979. By early 1 984 Helibras had delivered at February 1984. Equipment includes an electrocardio-
complete facility will extend over an area of 210,000 m- least 58 of these two types of helicopter. Domestic cus- graph, respirator, pacemaker, stretchers, battery operated
(2.260,420 sq ft), of which 3,135 m' (33,745 sq ft) is tomers include the Brazilian Navy (nine Esquilos) and incubator, oxygen and compressed air cylinders, first aid
covered at present, with plans to extend this to 18,000 m' various civilian firms and organisations. Exports have kit, and a four-way electrical socket for 1 15V AC (60Hz)
(193,750 sq ft) and increase the workforce accordingly. A been made to the Bolivian Air Force (six Gaviaos, possibly and 12V DC power. Apart from the pilot, this version can
total of 350 people was employed in 1983. increasing to nine in 1984), Chile (one Gaviao) and Ven- carry a doctor, nurse and two stretcher patients.

NEIVA
INDUSTRIA AERONAUTICA NEIVA S/A
(subsidiary of EMBRAER)
Rua Nossa Senhora de Fatima 360, Vila Antartica. Caixa
Postal 10. 18600 Botucatu. SP
Telephone: (0149) 22 1010
Telex: 0142 423 SOAN BR
Directors:
Eng Antonio Garcia da Silveira (President)
Marcos Baptista dos Santos Jr

Neiva became a wholly owned subsidiary of

EMBRAER on 10 March 1980.m It participates
EMBRAER's general aviation programme, being respon-
sible for allproduction of the EMB-711T (PA-28RT-
201) Corisco. EMB-711ST Corisco Turbo (PA-28RT-
201T), EMB-712 (PA-28-181) Tupi, EMB-720D (PA-
32-301 Minuano, EMB-72 D (PA-32R-301 ) Sertanejo,
) 1

EMB-810D (PA-34-220T) Seneca 111 and EMB-820C

(PA-31-350) Navajo. Responsibility for the EMB-820C
was transferred to Neiva in mid-1983, when the last five
EMBRAER assembled examples were completed by
Neiva. Three of these were being converted m Spring 1984
to Comanchero 500 configuration (see Schafer entry in US
N-821 Carajd, a Schafer Comanchero 500 built under licence by Neiva
section), inwhich form they are designated N-821 Carajd.
The first Caraja made its initial flight on 9 March 1984, In addition, Neiva has for many years built fuselages for More than 100 Neiva Universal military trainers are still

and the aircraft is now available from Neiva in either this the EMBRAER Ipanema agricultural aircraft, and since in service with the Brazilian Air Force. Details of the
turboprop powered form or in standard PA-31-350 piston 1981 has been entirely responsible for Ipanema engineer- Universal can be found in the 1980-81 Jane's.
engined form. ing,manufacture and assembly.

also provided by EMBRAER, the Oldi aircraft

RIO CLARO was Landing Gear: Non-retractable type, with single main-
instruments factory, the Conal aircraft maintenance com- wheels and tailwheel. Main units have strut bracing, leg
AERO CLUBE DE RIO CLARO
pany, Neiva, and several aeroclub pilots. and wheel fairings. 190 mm diameter wheels from a
RuaCinco 152, 3.500 Rio Claro (Caixa Postal 147), SP
1 1
Type; Tandem two-seat acrobatic trainer. Neiva T-25 Universal, and are fitted with Oldi brakes.
Under the supervision of Eng Silvio de Oliveira, mem- Wings: Cantilever low-wing monoplane, with highly Mainwheel tyre size 700-6. pressure 2-76 bars (401b/sq
bers of this city flying club are completing the prototype of tapered wings. Wing section NACA 23016-7 at root, in). Small tailwheel. carried on leaf spring.
the Super Surubim two-seat acrobatic trainer; two NACA 23012 at tip. Dihedral from roots. All-metal
prototypes of a Brazilian version of the Biicker Jungmann Power Plant: One 146 kW (196 hp) Ranger 6-440-C4
two-spar structure, with rear auxiliary spar, with skins of
acrobatic biplane, named Carcara. made of Brazilian frei- six-cylinder inverted in-line aircooled engine, driving a
2024-T3 Alclad aluminium alloy, chemically treated
jo wood and with an engine of US manufacture; and two
two-blade propeller with spinner. Fuel in two wing
against corrosion. Wings built in one piece and attached
Araponga gliders (see Sailplanes section). tanks, combined capacity 140 litres (30-75 Imp gallons).
to underside of fuselage by bolts. Trailing-edge split
flaps between ailerons and fuselage; ailerons have 100 Accommodation: Seats for two persons in tandem. Rear-
IPAI-28 SUPER SURUBIM per cent balancing. No tabs. 'Letterbox" fixed slots near ward sliding framed canopy, jettisonable in flight.
The Super Surubim was designed by Eng Silvio de outer leading-edges, forward of ailerons. Dimensions, external:
Oliveira and was nearing completion, under his super- Fliselage: Conventional all-metal semi-monocoque
Wing span 910 m (29 ft 10 'A in)
vision, at Rio Claro aeroclub in mid-1983. It was hoped structure of frames and longerons.
Wing aspect ratio 8-18
that the first flight would be made before the end of that Tail Unit: Cantilever metal structure, of similar construc-
Length overall 8-10 m (26 ft 7 in)
year. Design parameters were calculated with the assis- tion to wings. Trim tab in rudder and starboard elevator*
Height overall 212 m (6 ft II 1/2 in)
tance of the Sao Carlos Engineering School; assistance Rudder and elevators are fully balanced. 2-40 m (7 ft IOV2
Wheel track in)
Propeller diameter 2-20 m (7 ft 2V2 in)

Area:
Wings, gross 1012 m- (108-9 sq ft)

Weights and Loadings:

Weight empty 650 kg (1,433 lb)
Max T-O weight 950 kg (2,094 lb)

Max wing loading 93-8 kg/m- (19-21 Ib/sq ft)

Max power loading 6-5 kg/kW (10-68 Ib/hp)

Performance (estimated at max T-O weight):

Never-exceed speed 215 knots (400 km/h; 248 mph)
Max level speed 146 knots (270 km/h; 168 mph)
Max cruising speed 129 knots (240 km/h; 149 mph)
Stalling speed:
flaps up 60 knots (110 km/h; 69 mph)
flaps down 55 knots (100 km/h; 63 mph)
Rio Claro IPAI-28 Super Surubim tandem two-seat light aircraft In partially completed state Max rate of climb at S/L 320 m (1,050 ft)/min
(Jose Jernande:) g limits ±8-0

SAO CARLOS Created in 1 898 to support local industries, it is today one more designs were produced: the SP-18 On(;a (Jaguar),
ESCOLA DE ENGENHARIA DE SAO CARLOS of the ten largest independent research institutes in the SP-I9 Galinha (Hen), SP-20 Pinto, and SP-21 Gan?o
Sdo Carlos Engineering School (IPAI world; current activities include metallurgy, and micro- (Duck).
Aeronautical Division), University of Sdo about 1 938 Dr Frederico Brot-
circuitry for spacecraft. In An engineering school and research centre known as the
Paulo ero madethe discovery that a Brazilian wood known as IPAI (Industrial Research and Development Institute)
Universidade de Sao Paulo, Avenida Dr Carlo Botelho freijo,stronger and lighter than spruce, was particularly was set up at Sao Paulo University under Dr Romeu
1465, Caixa Postal 359, 13560 Sao Paulo, SP suited to aeroplane construction. Based on this work, an Corsini in about 1975. A 2,000 m (6,560 ft) runway,
Telephone: (0162) 71 2234 aviation division was created within the IPT to pursue this hangars, workshops and other facilities were built at Sao
Telex: 166275 USP BR line of research. Carlos, to which the surviving IPT/SP aircraft were
Directors or Aeronautical Division: Subsequently, this group began designing aircraft and brought. These included the SP-18, which has since been
Dr Eng Romeu Corsini gliders,which were given an IPT designation followed by a re-engined and redesignated IPAI-27; other types now
Eng Silvio de Oliveira number indicating the sequence of the design. The last being developed and tested at Sao Carlos include the
Between 1945 and 1965 the main aircraft research aircraft built by the IPT was the IPT- 17 laminar-wing IPAI-26, -29 and -30. The Sao Carlos site is adjacent to a
centre in Brazil was the IPT (Instituto de Pesquisas Tec- sailplane. Its aviation division was transferred to the Uni- large dam from which waterborne aircraft and surface
nologicas: Technical Research Institute) in Sao Paulo. versity of Sao Paulo where, between 1960 and 1965, four skimmer vehicles can operate.
 SAO CARLOS / AIRTECH — AIRCRAFT: BRAZIL / CANADA 19

IPAI-26 TUCA Tuca began 1979 and was continuing in 1983 under
in Tuca, and isalso powered by an 86 kW ( 1 hp) Avco
1 .S

CTA Modihcations were being made in

supervision. Lycoming 0-235-C1 flat-four engine. Applications
The Tuca light aircraft was designed by Dr Eng Dawil- 1982-83, but no details of these have been received. In its include basic, acrobatic and navigation training, glider
son Liicalo, and built in two-seat protiitype form by a previous form, the Tuca was described and illustrated in towing, observation, search and rescue, and touring.
group of students ot the Sao Carlos Engineering School. the 1983-84 Janes. Improvements include a new -design wing, of supercritical
Some features arc similar to those ot the SP- 1 X Oni;a built section and incorporating integral flaps. Max T-O weight
by Dr Eng Ronieu Corsini in the mid-|y6()s, which is now IPAI-30 IS reduced from 700 kg (1,543 lb) to 580 kg (1,278 lb);

known as the lPAI-27 (see 1983-84 dime's) and is still The four-seat lPAl-30, developed by Dr Eng Dawilson cruising speed is estimated at 113 knots (210 km/h; 130
used in Sao Carlos as a flying testbed. Flight testing of the Lucato, IS the intended production version ot the IPAl-26 mph).

SUPER ROTOR two-blade wooden pusher propeller, but this is replaced in

production aircraft by a 60 kW (80 hp) four-cylinder
M.M. SUPER ROTOR LTDA
Retimotor RMV-1, which is a much modified Brazilian
Rua Itapeti 541 Tatuape, 03324 Sao Paulo (CEP 03324),
,

redesign ot the Volkswagen motorcar engine Instruments

SP
include altimeter, airspeed indicator and compass: equip-
Telephone: (Oil) 295 8187
ment includes a battery for engine starting.
Director: Francisco Mattos Jr
By February 1983 domestic and foreign deliveries of the
Manager: Jose Montalva Perez
AC.4, including kits, totalled 75. Modified versions are
SUPER ROTOR AC.4 under development to run on automobile fuel and sugar
This all-Bra/ilian single-seat autogyro was designed in cane alcohol.
Rio Grande do Sul in the early 1970s, as a private venture, Dimensions: Not known
by Eng Altair Coelho. The prototype and production
Wfighis:
rights were subsequently sold to Sr Francisco Mattos Jr,
Weight empty 166 kg (366 lb)
who introduced a number of modifications before obtain-
ing Brazilian CTA certihcation. It is now in production in
Max T-O weight 280 kg (617 lb)

both ready to and kit forms.

fly PERlORMANCb:
The general appearance of the AC.4 can be seen in the Max level speed 86 knots (160 km'h; 99 mph)
accompanying photograph of the prototype. It has a basic
airframe of welded steel tube, a two-blade rotor, and a
non-retractable tricycle landing gear with modihed go-
kart wheels. The rotor blades have one-piece leading-
Cruising speed
Min speed

T-O
in

wind
run, zero
forward
59 knots (110 km/h. 68 mph)
flight
22 knots (4(1
150 m (492 ft)
km/h; 25 mph)
1-
edges of forged aluminium, and trailing-edges ot welded Landing run, zero wind approx 100 m (328 ft)
aluminium sheet. The prototype was powered by a 63 kW Range with max fuel, 45 min reserves Super Rotor AC.4 autogyro
(85 hp) Brazilian modified Volkswagen engine, driving a 216 nm (400 km; 248 miles)

CANADA
AIRTECH
AIRTECH CANADA
Peterborough Municipal Airport, PO Box 415,
Peterborough, Ontario K9J 6Z3
Telephone: (705) 743 9483
Telex: 06-962912
President: Bogdan Wolski

AIRTECH CANADA DHC-3/1000 OTTER

Airtech Canada undertook a number of conversions
involving the refitting of de Havilland Canada DHC-3
Otters with Polish PZL-3S radial engines. The first of
these conversions made its initial flight in February 1980,
and by late 1982 eight had been completed and were in
operation in North and South America. Details ot this
DHC-3/PZL-3S version can be found in the 1983-84
Jane's.
Following the first flight of a prototype on 25 August Airtech Canada DHC-2 Beaver floatplane, converted to a Polish PZL-3S radial engine and four-blade propeller
1983, the Otter conversion is now being offered with a 746 Weights: Max rate of climb at S/L:
kW ( 1 ,000 hp) Polish ASZ-62IR engine instead of the 447 Weight empty, equipped 2,200 kg (4,850 lb) at full power
rated 552 m (1,810 ft)/min
kW (600 hp) PZL-3S. Eight of this version, which is Max T-O weight 3,628 kg (8.000 lb) at 602 kW(808 hp) max cruise power
designated DHC-3/1000, had been ordered by February
421 m (1,380 ft)/min
1 984. of which two had been completed. Certification is to PERrORMANCE (at max T-O weight): As for standard
Service ceiling 5,945 m (19,500 ft)
STA SA83-18 Issue 1. DHC-3 except:
T-O run 91 m (300 ft)
Power Plant: One 746 kW (1 ,000 hp) PZL-Kalisz ASz- Never-exceed speed 157 knots (291 km/h, 181 mph)
T-O to 15 m (50 ft) 182 m (60(1 ft)
62IR nine-cylinder aircooled radial engine, driving a Max level speed and max cruising speed at S/L
Max range, allowances for 10 mm warm-up, T-O, climb
PZL-Warszawa AW-2-30 four-blade constant-speed 125 knots (232 km/h; 144 mph)
to 1,525 m (5,000 ft), and reserves for 45 min at
propeller. Fuel capacity as for standard DHC-3; oil Econ cruising speed at 1,525 m (5,000 ft) cruise power 800 nm (1,482 km: 921 miles)
capacity 41 litres (9 Imp gallons). 117 knots (217 km/h; 135 mph)
AIRTECH CANADA DHC-2/PZL-3S BEAVER
Although Airtech Canada no longer offers the DHC-3
Otter conversion with PZL-3S engine, it has introduced a
conversion ot the smaller DHC-2 Beaver fitted with this
engine, at the request of operators who wanted an increase
in power to provide improved performance and safer
operation from short airstrips. Two such convers^ions had
been completed by February 1 984, one in Canada and one
in Peru.
Power Plant: One 447 kW (600 hp) PZL-3S seven-
cylinder aircooled radial engine, driving a PZL
US1320O0A four-blade constant-speed propeller. Fuel
capacity 359 litres (79 Imp gallons), or 523 litres (115
Imp gallons) with auxiliary tank in each wingtip.
Weights:
Weight empty 1 ,419 kg (3,129 lb)
Useful load with full fuel 636 kg (1,402 lb)
Max T-O weight 2,313 kg (5,100 lb)
Peri()Rman< e (prototype):
Normal operating speed and max cruising speed:
126 knots (233 km/h. 145 mph) IAS
Max rate of climb at S/L 488 m (1,600 ft)/min
T-O to 15 m (50 ft) 305 m ( 1 ,000 ft)

Fuel consumption:
at 118 knots (219 km/h: 136 mph)
127 litres (28 Imp gallons)/h
Airtech Canada's DHC-3 Otter conversion, now powered by a PZL-Kalisz ASz-62IR radial engine at 224 kW (300 hp) 95 5 litres (21 Imp gallons)/h
20 CANADA: AIRCRAFT — AVALON / CANADAIR

AVALON Avalon currently employs more than 65 people, of

whom 35 are pilots, and operates eight Cansos, eight Piper
increased flying speeds, decreased fuel costs, ability to use
more time between engine over-
a greater variety of fuels,
AVALON AVIATION Aztecs, three Cessna Model 185 amphibians, a Piper hauls,and a greater number of water drops per hour.
(a Division of Powell Corporation) Power Plant (Turbo-Canso): Two 1 ,484 kW (1 ,990 ehp)
Super Cub, and a DHC-2 Beaver. These are maintained at
55 Great North Road, Parry Sound, Ontario P2A 2N9 Georgian Bay Airport, in a 2,500 m-^ (27,000 sq ft) over- Rolls-Royce Dart RDa.7 Mk 525 turboprop engines,
Telephone: (705) 378 2414 haul and maintenance facility opened in 1982. Here, also, each driving a 3 05 m ( 1 ft in) diameter Dowty Rotol
Telex: 068-75753 Avalon is preparing a conversion programme for a heavier four-blade propeller. Fuel tanks, total capacity 6,624
President: Frank D. Powell, OC litres (1.457 Imp gallons: 1.750 US gallons), in wing
duty Turbo-Canso water bomber, powered by Rolls-
General Manager: Bruce D. Powell, BTech Royce Dart turboprop engines. centre-section.
Chief Pilot and Operations Manager: Joe F. Reed Equipment (Turbo-Canso): Two water tanks in fuselage,
Works: Georgian Bay Airport, Parry Sound, Ontario combined capacity 5,455 litres (1,200 Imp gallons:
Powell Corporation was formed, as Georgian Bay Air- AVALON TURBO-CANSO WATER BOMBER 1,441 US gallons). Provision for additional tanks con-
ways Ltd, in 1946, and developed subsequently into a A description and illustration Avalon's piston
of taining fire retardant chemicals.
charter and scheduled flying operation specialising in the engined Canso water bomber conversion appeared in the Weights:
aerial detection of forest fires and in firefighting support. 1982-83 Jane's. Up to early 1984 no metal had been cut Max T-O weight approx 15,420 kg (34,000 lb)

In 1980 it acquired Avalon Aviation Ltd and its fleet of on the proposed Turbo-Canso, although several countries Performance:
Canso water bombers, as part of a programme to expand had expressed interest in such a version. The Turbo-Canso Cruising speed (estimated)
its fire suppression activities. will offer a 50 per cent increase in water carrying capacity. 139 knots (257 km/h; 160 mph)

some 32 km (20 miles) from Montreal.

BHT CANADA Mirabel, Ouebec,
Meanwhile, about 40 Canadian engineers are working on
ing and delivery. Bell was reported to have received more
than 200 options for the Model 400 by the end of 1983.
BELL HELICOPTER TEXTRON DIVISION OF Model 400 development at Bell's Fort Worth, Texas, Second stage in developing the TwinRanger family will
TEXTRON CANADA LTD headquarters; they will transfer back to Mirabel when the be the Model 400A, due to fly in 1987 and become avail-
Suite 460, 3 00 Cote Vertu. St Laurent, Ouebec H4R 2J8
1
new plant opens in the Summer of 1985. able in the Spring of 1989. This will be powered by the new
Telephone: (514) 333 7040 A Model 406LM (modified LongRanger) began testing 746 kW (1,000 shp) class PW209T turbine engine cur-
some aspects of the Model 400 in 1983, and had com- rently being developed by Pratt & Whitney Canada Ltd.
President: James P. Schwalbe
pleted its flight test programme by the end of that year. From this, in turn. Bell Canada will develop the Model
Director, Operations: Jack Tarpley
The first true Model 400 prototype made its initial flight on 440, which will feature a high level of composite materials
4 July 1 984 and has exceeded Canadian government con- in its construction. The 440 is planned to fly in late 1988

On
7 October 1983 the Canadian Federal government tractual flight requirements (forward speed of 100 knots; and become available to customers in 1989. Military
announced the signing pf a memorandum of understand- 185 km/h; 1 15 mph and sideways/rearward speed of 20 derivatives of all three types are also likely to be
ing under which Bell Helicopter Textron of the USA knots; 37 km/h; 23 mph). A second prototype was due to developed.
(which see) had been selected to establish a helicopter fly in mid-December 1984. Four prototypes will be The following provisional data have been released by
industry in Canada, the second largest user of helicopters utilised in the development programme. Bell for the Model 400:
outside the Soviet bloc. A
formal contract for this prog- The initial version will be powered by Allison 250-C20P Dimension:
ramme, valued approximately $210 million (US) in
at turboshaft engines, and the first production example is Rotor diameter 10-67 m (35 ft in)
1982 dollars, was confirmed in January 1984. expected to be rolled out during the final quarter of 985. 1 Weights:
The task of Bell's Canadian Division will be to design, Certification is scheduled for late 1985/early 1986, with Weight empty 1,410 kg (3.1 10 lb)
develop and manufacture a new family of light twin- deliveries starting immediately afterwards. Initially, the Max fuel load 585 kg (1.290 lb)
engined helicopters, based initially on the seven- rotor heads, rotor blades, transmission and other complex Max T-O weight approx 2,495 kg (5.500 lb)
passenger Model 400 TwinRanger. Construction was components will be manufactured at Fort Worth and ship- Performance (estimated):
due to begin in April 1984 of a new 27,871 mM300,000sq ped to Mirabel, which will manufacture the rest of the Cruising speed 140 knots (259 km/h; 161 mph)
ft) administration/engineering/manufacturing facility at airframe and be responsible for final assembly, flight test- Max range more than 391 nm (724 km; 450 miles)

BOEING
BOEING OF CANADA LTD (Arnprior Division)
Arnprior Airport, Arnprior, Ontario K7S 3M1
Telephone: (613) 237 2771 and 623 4267

BOEING CANADAyCAF SARCUP

PROGRAMME
CAF designations: CH-113 Labrador and CH-113A
Voyageur
Under a Canadian government contract Boeing of
Canada Ltd has upgraded six CH-113 and five CH-1 13A
helicopters to a single, improved maritime search and
rescue standard under a three-phase Canadian Armed
Forces programme known as SARCUP
(Search And
Rescue Capability Upgrading Programme). Details of the
programme have been given in previouseditionsof iarif '5;
an improved rescue hoist is also fitted.
The third and final phase of SARCUP began concur-
rently with the second (Speedline) phase, and the first two
aircraft (one CH-113 Labrador and one CH-113A Voy-
ageur) were re-delivered to the CAF in the Autumn of The initial CH-113A prototype helicopter modified by Boeing of Canada under Phase 3 of the SARCUP
1982. Following their acceptance the nine remaining air- programme
craft which underwent the earlier interim avionics pro-
gramme and/or Speedline phases were cycled through Canadian government contract to upgrade three more range, and enable them to fly search and rescue missions in
Boeing of Canada. This phase required each helicopter to CH-113 As to the SARCUP configuration. This pro- adverse weather conditions by day and by night. Produc-
remain in plant for about seven months, with the final gramme, known as VOFUP (Voyageur Follow-on Update tion of the improvement kits, aircraft modification and
delivery scheduled for June 1984. Programme), is scheduled for completion in June 1986. flight testing are undertaken by Boeing of Canada Ltd's

In October 1983 Boeing of Canada was awarded a The SARCUP improvements extend the aircraft's Arnprior Division.

CANADAIR Vice-Presidents: Canadair Limited, formerly the Canadian subsidiary of

CANADAIR LIMITED (Subsidiary of Canada Vincent Ambrico (Manufacturing) General Dynamics Corporation, has been owned since
Development Investment Corporation) Leonard B. Box (Surveillance Systems) 1976 by the Canadian government. On 23 November
Cartierville Airport, 1800 Laurentien Boulevard. William S. Carr (Government Sales) 1982, the government transferred its shares to Canada
St Laurent, Ouebec H4R 1K2 Frank M. Francis (Materiel) Development Investment Corporation, giving this Crown
Postal Address: PO Box 6087, Station A', Montreal, Anthony M. Guerin (CL-215 Sales) corporation responsibility for managing the government's
Quebec H3C 3G9 Terrence G. Hill (Quality Assurance and Flight investment in Canadair.
Telephone: (514) 744 1511 Operations) Canadair has been engaged in the manufacture of milit-

Telex:05-826747 Robert J. Ross (Engineering) ary and commercial aircraft since 1944. It has also been
Chairman of the Board and of the Executive John F. Smith (Programme Manager. Challenger) employed in the research, design, development and pro-
Committee: Guy J. Desmarais Andreas Throner (Manufacturing. Plants 2 and 3) duction of missile components, pilotless surveillance sys-
President and Chief Executive Officer: Corporate Secretary, and Director, Legal Services: tems and a variety of non-aerospace products. Canadair
Gilbert S. Bennett Robert A. Lefcort has three plants in the St Laurent complex at Cartierville
Executive Vice-President and Chief Operating Airport, and a fourth at Dorval International Airport,
Officer: Robert D. Richmond Montreal. Total covered floor space is 260,127 m^
Canadair Inc, 274 Riverside Avenue, Westport,
Executive Vice-President, Marketing and Corporate (2,800,000 sq ft), and total workforce at the beginning of
Connecticut 06880, USA (US sales subsidiary)
Development: Carl Dean Perry 1984 was 4,320.
Telephone: (203) 226 1581 The Challenger 600 twin-turbofan executive transport
Corporate Vice-Presidents:
Telex: 0096-4282 1978; manufacture of the
Alan B. Marquis (Finance) entered production during
Jacques E. Ouellet (Corporate Resources) President and Chief Executive Officer: fourth series of CL-215 amphibians (c/n
tanker/utility
Robert A. Wohl (Administration and Legal) Charles G. Vogeley 1066 onwards) began in 1980; production of the CL-89
 CANADAIR — AIRCRAFT: CANADA 21

and development of the CL-289 and CL-227 surveillance

systems (see RPVs and Targets section) continue. Major
subcontracts concern structural components for US Navy
and other Lockheed P-3C Orions and the CP-140 Aurora
Canadian version of this aircraft, various components for
the McDonnell Douglas F-15, nose barrel assemblies for
the McDonnell Douglas F/A-I8 Hornet, vertical fins for
the Grumman (General Dynamics) EF-1 1 1 A, wing com-
ponents and cargo doors for the Lockheed C-5B Galaxy
transportprogramme, tailplanes for Northrop F-5 series
and rear fuselage sections for the Boeing 767.
aircraft,
Production of aircraft spares, and the modification, repair
and overhaul of aircraft, are also included in the current
work programme.

CANADAIR CHALLENGER 600 and 601

Canadian Armed Forces designation: CC-144
In April 1976,Canadair acquired from the late Mr
William Lear Sr the worldwide exclusive rights to
P.
design, manufacture, market and support the latter's
LearStar 600; this concept envisaged an aircraft using an
advanced technology wing and two high bypass ratio
Canadair Challenger 600 business, cargo and commuter transport (Avco Lycoming ALF 502L turbofans)
turbofan engines. The programme was launched on 29
October 1976. In March 1977. major design changes were
announced and the aircraft became known as the Canadair inward into wing centre-section, nose unit forward. automatically if the engine driven generators and APU
Nose unit steerable and self-centering. Mainwheels are inoperative. Stall warning system, with stick shakers
Challenger.
The three pre-production Challengers (C-
first of
have Goodyear 26 x 6-65 tyres, pressure 11-38 bars and stick pusher. Garrett gas turbine APU (to be cer-
(165 Ib/sq in); nosewheels have Goodyear 18 x 4-4 tificated for in-flight operation) for engine start, ground
GCGR-X. lOOl ) made its first flight on 8 November
c/n
tyres, pressure 8-27 bars (120 Ib/sq in). Goodyear hyd- air-conditioning and other services. Electric anti-icing
1978. The second flew on 17 March and the third on 14
raulically operated multiple-disc carbon brakes with of windscreen, flight deck side windows and pilot heads;
July 1979. First flight by a production Challenger was
fully modulated anti-skid system. Sundstrand bleed air anti-icing of wings, tailplane,
made on 21 September 1979, and this joined the pro-
gramme in October 1979. Power Plant: Two 33-36 kN (7.500 lb st) Avco Lycoming engine intake cowls and guide vanes. Gaseous oxygen
The version with Avco Lycoming engines, originally ALF 502L-2 or L-3 turbofan engines in Challenger 600 system, pressure 124 bars (1,800 Ib/sq in).
(General Electric CF34-1A in Challenger 601. each Continuous-element fire detectors in each engine
designated CL-600, is now known as the Challenger 600.
rated at 40-65 kN; 9.140 lb st with automatic power nacelle and APU; two-shot extinguishing system for
It received Canadian DoT type approval on 1 1 August
reserve, or 38-48 kN; 8.650 lb st without APR), one engines, single-shot system for APU.
1980, and FAA certification on 7 November of that year.
pylon mounted on each side of rear fuselage, fitted with Avionics; Standard avionics include dual Collins VHF-
On 10 April 1982 the prototype of a second version was
flown for the first time. Known as the Challenger 601
cascade type fan-air thrust reversers. Integral fuel tank 20A com, dual Collins VIR-30A VOR/ILS/marker
in centre-section (capacity 2.839 litres; 624 Imp gal- beacon receiver, dual Sperry SPZ 600 flight directors,
(previously CL-601). this has General Electric engines
lons; 750 US gallons), one in each wing (each 2.725 SPZ 600 autopilot with dual servos, dual TDR-90
and winglets.The first production 601 (C-GBLIU)flew for
the first time on 17 September 1982. Canadian DoT and
litres; 600 Imp gallons; 720 US gallons) and auxiliary transponders, dual DME (with HSI display), one
FAA certification were awarded on 25 February and 1 1
tank beneath cabin floor; total capacity 9.278 litres ALT-55B radio altimeter, dual C-14 compasses,
(2,041 Imp gallons; 2,451 US gallons). Pressure and standby compass, one ADF-60, dual intercom system,
March 1983 respectively, and customer deliveries began
shortly afterwards.
gravity fuelling and defuelling. Oil capacity 13-6 litres (3 comparator warning system. RCA Primus 400 weather
Imp gallons). radar. HF and other antennae. Provision, at customer's
By the beginning of 1984, a total of 93 Challengers had
Arc ommodation: Pilot and co-pilot side by side on flight option, for HF com. third VHF com. second ADF. VLF
been delivered, out of 107 ordered by that date. They
deck with dual controls. Blind-flying instrumentation nav. INS. GPWS. ELT. flight data recorder and cockpit
include a 600 specially equipped by Dornier of Germany
standard. Interiors are installed to customer's voice recorder.
for the Swiss Air-Ambulance service of Zurich. This is
specifications. A maximum of 19 passenger seats is Dimensions, external:
fullycapable of providing intensive care for four stretcher
patients on nonstop flights of more than 3.000 nm (S.S.SO
approved. Typical installations include toilet, buffet, Wing span: 600 18-85 m (61 10 ft

km; 3,450 miles) and can carry up to eight patients. First

bar and wardrobe. The baggage compartment, with its 601, over winglets 19-61m (64 ft 4
own loading door, is accessible in flight. Downward Wing chord: at fuselage c/l 4-89 m (16 0'/2 ft
military order, for two Challenger 600s. was received from
opening door on port side, forward of wing, from c/n 24 at tip 1-27 m (4 ft 1-9
the Canadian Armed Forces; the first of these was del-
onwards. (Upward opening on earlier aircraft.) Over- Wing aspect ratio
ivered on 3 May 1983. for service with No. 412 Squadron
wing emergency exit on starboard side. Entire accom- Length overall 20-85 m (68 ft 5
at CFB Uplands, Ontario.
modation heated, ventilated and air-conditioned. Fuselage: Max diameter 2-69 m (8 ft 10
Production of 19 Challengers was scheduled during
Systems: Sundstrand pressurisation and Garrett air- Height overall 6-30 m (20 ft 8
1984, and the 100th aircraft was delivered on 19 March.
conditioning systems, max pressure differential 0-64 Tailplane span 6-20 m (20 ft 4
This total consisted of 81 Challenger 600s and 19 exam-
ples of the 60 1 Eight Challengers were ordered during the
.
bars (9-3 Ib/sq in) in Challenger 600. 0-62 bars (9-0 Ib/sq Wheel track (c/l of shock struts) 3-18 m (10 ft 5 n)
in) in Challenger 601. Three independent hydraulic Wheelbase 7-99 m (26 ft 2 '/z
first six months of 1984; these are believed to be all 601s,

as production of the Avco Lycoming ALF 502L engine

systems, each of 207 bars (3.000 Ib/sq in). No. 1 system Passenger door (port, fwd): Height 1 -78 m (5 ft 10
has been terminated.
powers flight controls (via servo-actuators positioned by Width 0-91 m (3 ft

cables and pushrods); No. 2 system for flight controls Height to sill 1-61 m (5 ft 3 Vj n)
Other versions of the Challenger are in prospect. By
mid-1984 Canadair had initiated a winglet retrofit prog-
and brakes; No. 3 system for flight controls, landing gear Baggage door (port, rear): Height 0-84 m (2 ft 9
ramme for the 600, and was studying acargo version of the extension/retraction, brakes and nosewheel steering. Width 0-71 m (2 ft 4

601. Also proposed is an AEW

version of the 601, with
Nos. and 2 systems each powered by an engine driven
1 Height to sill 1-61 m (5 ft 3 'A

GEC Avionics Skyguardian nose and tail mounted radars, pump, supplemented by an AC electric pump; No. 3 Overwing emergency exit (stbd):
system by two AC pumps. Two 30kVA engine driven Height 0-91 m (3 ft in)
an IBM AN/ALR-47 fin-tip electronic surveillance pod.
generators supply primary 115/200V three-phase AC Width 0-51 m (1 ft 8 in)
and optional in-flight refuelling.
electric power at 400Hz. Three transformer-rectifiers to Dimensions, internal:
On 23/24 August 1983 Challenger 601 c/n 3002 set a
convert AC power to 28V DC; one nickel-cadmium Cabin: Length, inci galley, toilet and baggage area, excl
new nonstop straight-line distance record in Class Cli by
battery. Alternative primary power provided by APU flight deck 8-61 m (28 ft 3 in)
flying from Calgary. Alberta, to Heathrow Airport. Lon-
don (3.790 nm; 7.023-5 km; 4.364-2 miles) in 9 h 4 mm. In and an air driven generator, the latter being deployed Max width 2-49 m (8 ft 2 in)
all, the FAI has ratified 18 international records by Chal-

lengers for time to height, altitude without payload, and

altitude in horizontal flight.
Type: Twin-turbofan business, cargo and commuter
transport.
Wings: Cantilever low-wing monoplane, built in one
piece. Advanced technology section (with winglets on
Challenger 601; optional on 602). Thickness/chord
ratio 14% at root, 12% at leading-edge sweep break
and 10% Dihedral 2° 20'. Incidence 3° at root.
at tip.
Sweepback quarter-chord 25°. Two-spar structure,
at
primarily of aluminium alloy; spars covered with
skin/stringer panels to form rigid torsion box. Two-
section double-slotted trailing-edge flaps. Hydraulically
powered aluminium plain ailerons. Inboard spoilers for
descent control and ground lift dumping. No tabs.
Thermal anti-icing of leading-edges by engine bleed air.
Fuselage: Aluminium alloy damage-tolerant semi-
monocoque pressurised structure of circular cross-
section, with bonded frames and stringers, and chemi-
cally milled skins.
Tail Unit: Cantilever multi-spar aluminium alloy T tail,
with swept vertical and horizontal surfaces. All control
surfaces hydraulically powered. Tailplane incidence
adjusted by electric trim motor. No tabs.
Landing Gear: Hydraulically retractable tricycle type,
with twin wheels and Dowty Rotol oleo-pncumatic
shock absorbers on each unit. Mainwheels retract Canadair Challenger 601 (two General Electric CF34-1A turbofan engines) (I'iloi Press)
22 CANADA: AIRCRAFT — CANADAIR
'

" iiiim^^si:
l

Canadair Challenger 601, which has wlnglets and CF34-1A turbofans

Width at floor level 2-18 m (7 ft 2 in) 601 3,440 nm (6,371 km; 3,959 miles) scooped from the Mediterranean in wave heights of up to 2
Max height 1-85 m (6 ft 1 in) Design g limit: 600 +2-7 m (6 ft). In June 1978 a Manitoba government CL-215
Floor area 18-77 m^ (202 sq ft) 601 +2-6 made 160 drops (totalling 872,824 litres; 192,000 Imp
Volume 32-6 m' (1,150 cu ft) Operational Noise Levels (FAR Pt 36, estimated): gallons) on fires in one day. French CL-2 1 5s have made a
Areas: T-O: 600 84-7 EPNdB total of more than 100,000 drops; the Spanish aircraft
Wings, gross 48-31 m- (520-0 sq ft) 601 79-9 EPNdB have exceeded 70,000 drops.
Ailerons (total) 1-39 m- (15-0 sq ft) Sideline: 600 89-5 EPNdB A lightweight integrated liquid spray system has been
Trailing-edge flaps (total) 7 80 m^ (84-0 sq ft) 601 84-8 EPNdB developed and certificated. Four production units have
Fin 918 m^ (98-8 sq ft) Approach: 600 91-6 EPNdB been purchased for the Yugoslav CL-2 15s. The system,
Rudder 2-03 m- (21-9 sq ft) 601 89-4 EPNdB which does not interfere with the primary role of firefight-
Tailplane 6-45 m- (69-4 sq ft) ing, is available for retrofit. Uses include the application of
Elevators (total) 215 m- (231 sq ft)
CANADAIR CL-215 oil dispersants and pesticides. Tests conducted at Canadair

Weights: The Canadair CL-215 is a twin-engined amphibian, have shown that the CL-215 can be used to extinguish oil
Manufacturer's weight empty: intended primarily for Hrefighting but adaptable to a wide fires by airdropping a suitable foaming agent.

600 8,464 kg (18,660 lb) variety of other duties. It is designed for simplicity of In Spring 984. Canadair was examining the feasibility
1

601 9,049 kg (19,950 lb) operation and maintenance, and can operate from small of re-engining the CL-215 to provide greater operating
Typical operating weight empty: airstrips, lakes, ocean bays etc. flexibility.

600 10,562 kg (23,285 lb) The CL-215 made its first flight on 23 October 1967, Type; Twin-engined multi-purpose amphibian.
601 11,605 kg (25,585 lb) and Its first water take-off on 2 May 1968. Canadian DoT Wings: Cantilever high-wing monoplane. No dihedral.
Max fuel: 600 6,754 kg (14.890 lb) certification in the Utility and Restricted categories was All-metal one-piece fail-safe structure, with front and
601 7,559 kg (16,665 lb) obtained on 7 March 1969, followed by FAA certification rear spars at 1 6 per cent and 49 per cent chord. Spars of
Max pavload: 600 2,365 kg (5,215 lb) in the Restricted category on 15 May of the same year. conventional construction, with extruded caps and webs
601 '
2,229 kg (4,915 lb) By 1 January 1984 sales had been made to the govern- stiffened by vertical members. Aluminium alloy skin,
Payload with max fuel: 600 1,395 kg (3,075 lb) ments of Ouebec (15); Manitoba (3); Ontario (2); France with riveted spanwise extruded stringers, supported at
is

601 907 kg (2,000 lb) (15); Greece (12); Italy (2); Spain (17); Thailand (2); 762 mm (30 in) pitch by interspar ribs. Leading-edge
Max T-O weight: 600 18,642 kg (41,100 lb)* Venezuela (2); and Yugoslavia (4). All aircraft are cap- consists ofaluminium alloy skin attached to pressed
601 19,550 kg (43,100 lb) able of firefighting and other roles: Spain has eight equip- nose-ribs and spanwise stringers. Hydraulically oper-
Max ramp weight: 600 18,710 kg (41,250 lb) ped for SAR and coastal patrol, and Thailand two; the ated all-metal single-slotted flaps, supported by four
601 19,618 kg (43,250 lb) Venezuelan pair are configured as passenger transport external hinges on interspar ribs on each wing. Trim tab
Max landing weight: aircraft. and geared tab in port aileron, rudder/aileron inter-
600, 601 16,329 kg (36,000 lb) Production of the 80 aircraft was completed in four
first connect tab in starboard aileron. Detachable glassfibre
Max zero-fuel weight; 600
12,927 kg (28,500 lb) series. Details of the firstand second series can be found in wingtips.
601 14,061 kg (31,000 lb) the 1977-78 Jane's, and of the third series in the 1979-80 Fuselage: All-metal single-step flying-boat hull of con-
Max wing loading: 600 385-9 kg/m' (79-04 Ib/sq ft) edition. The fourth series (c/n 1066-1081) was completed ventional fail-safe construction.
601 404-7 kg/m^ (82-88 Ib/sq ft) in December 1983. Aircraft from this series were del- Tail Unit: Cantilever all-metal fail-safe structure with

Max power loading: 600 279-41 kg/kN (2-74 lb/lb st) ivered to Italy (2), Manitoba (1), Ontario (1) and Yugo- horizontal surfaces mounted midway up fin. Structure of
601 254-03 kg/kN (2-49 lb/lb st) slavia (4 ). One aircraft was lost in an accident; the remain- aluminium alloy sheet, honeycomb panels, extrusions
Performance (at max T-O weight except where indi- der had not been delivered by February 1984. and fittings. Elevators and rudder fitted with dynamic
cated): Continued production of the CL-215 has been ensured balance, trim tab (port elevator only), spring tabs and
Max cruising speed: by new orders for 29 of the water bombers for deployment geared tabs. Provision for de-icing of leading-edges.
600, 601 459 knots (851 km/h; 529 mph) throughout Canada. In addition to four CL-2 1 5s ordered Landing Gear: Hydraulically retractable tricycle type.
Normal cruising speed: primarily for use in northern provinces, the Federal Gov- Fully castoring, self-centering twin-wheel
nose unit
600, 601 442 knots (819 km/h; 509 mph) ernment has contracted for 13 more
on a better
to match, retracts rearward into hull and is fully enclosed by
Long-range cruising speed: than one-for-one basis, individual purchases by other doors. Main gear support structures retract into wells in
600 401 knots (743 km/h; 462 mph) forested provinces. Ontario has ordered three; Alberta, sides of hull. A plate mounted on each main gear assem-
601 424 knots (786 km/h; 488 mph) Newfoundland, Quebec and Saskatchewan will purchase bly encloses bottom of wheel well. Mainwheel tyre pres-
Time to initial cruise altitude: 600 25 min two each; Manitoba will buy one. Production of the fifth sure 5-31 bars (77 Ib/sq in); nosewheel tyre pressure
601 21 min series will start in 1985. 6-55 bars (95 Ib/sq in). Hydraulic disc brakes. Non-
Max operating altitude: The CL-215 firefighting installation consists of two retractable stabilising floats are each carried on a pylon
600,601 12,500 m (41,000 ft) internal tanks, two retractable probes and two drop doors, cantilevered from wing box structure, with breakaway
Service ceiling, one engine out; plus the associated operating systems. It attacks fires in the provision.
600, 601 7,315 m (24,000 ft) following ways; Power Plant: Two ,566 kW (2,100 hp) Pratt & Whitney
1

BalancedT-O field length (ISA at S/L); (a) with water or chemical retardants ground loaded at R-2800-CA3 eighteen-cylinder radial engines, each
600 (FAA) 1,737 m (5,700 ft) airports; or driving a Hamilton Standard Hydromatic constant-
601 1,645 m (5,400 ft) (b with fresh or salt water scooped from a suitable body
) speed fully-feathering three-blade propeller, with
Landing distance at S/L at max landing weight: of water as the aircraft skims across the surface. 43E60 hub and type 6903 blades. Two fuel tanks, each
600 (FAA) 1,189 m (3,900 ft) The aircraft carries a maximum water or retardant load of eight flexible cells, in wing spar box, with total usable
601 1,205 m (3,950 ft) of 5,346 litres (1,176 Imp gallons). The tanks can be capacity of 5,910 litres (1,300 Imp gallons). Gravity
Min ground turning radius (both)20-27 m (66 ft 6 in) ground filled in 90 s, or scoop filled in 10 s while the refuelling through two points above each tank. Oil in
Range with max fuel and five passengers, IFR NBAA aircraft planes at 70 knots (130 km/h; 81 mph). Pickup two tanks, with total capacity of 272-75 litres (60 Imp
reserves (200 nm; 370 km; 230 mile alternate) at long distance in still air, from 1 5 m (50 ft) above the surface on gallons), aft of engine firewalls.
range cruising speed: approach to 15 m (50 ft) above the surface during climb- Accommodation (water bomber version): Crew of two
600 (basic) 2,800 nm (5,186 km; 3,222 miles) out, is 1,220 m (4,000 ft). side by side on deck. Dual controls standard. Two
flight

600 (with fuselage tanks) On a number of occasions single CL-2 15s have made 2,673 litre (588 Imp gallon) water tanks in main fusel-
3,123 nm (5,784 km; 3,594 miles) over 100 drops totalling more than 545,520 litres age compartment, with retractable pickup probe in each
* 18.710 kg (41.250 lb) with optional wlnglets (120,000 Imp gallons) in one day. Full loads have been side of hull bottom. Water drop door in each side of hull
 CANADAIR / CONAIR — AIRCRAFT: CANADA 23

bottom. Flush doors on port side of fuselage forward Dimensions, external: Max payload: Water bomber
5,443 kg (12,000 lb)
and aft of wings. Emergency exit on starboard side aft of Wing span 28-60 m (93 ft 10 Utility version 3,838 kg (8,462 lb)
wing trailing-edge. Emergency hatch above starboard Wing chord (constant) 3-54 m (11 ft 7V2 Max T-O weight (land) 19,731 kg (43,500 lb)
cockpit. Mooring hatch in upper surface of nose. Side Wing aspect ratio 8 15 Max T-O weight (water) 17.100 kg (37.700 lb)
facing canvas folding seats for eight people are located Length overall 19-82 m (65 ft O'l Max zero-fuel weight 19,275 kg (42.500 lb)
in the forward cabin area. Beam 2-59 m (8 ft 6 Max landing weight: on land 15,603 kg (34,400 lb)
Length/beam ratio 7-5 on water 16,780 kg (37,000 lb)
Accommodation (other roles): When configured for pat-
rol and search and rescue missions, add-
aircraft has
Height overall (on land) 8-92 m (29 ft 3 Cabin floor loading 732 kg/m^ (150 Ib/sq ft)
itional stations for a flight engineer, navigator and two
Tailplane span 10-97 m (36 ft Max wing loading 196-66 kg/m= (40-3 Ib/sq ft)

observers. Navigator's station, immediately behind Wheel track 5-28 (17 m ft 4 Max power loading 6-23 kg/kW (10-36 Ib/hp)
Wheelbase 7-23 m (23 ft 8'/2 Pfriormance:
flight deck, includes search radar display. Observers'
stations in rear fuselage have sliding seats which can be
Propeller diameter 4-34 m (14 ft 3 Cruising speed (max recommended power) at AUW of
positioned alongside blister windows. Toilet in rear of
Forward door: Height 1-37 m (4 ft 6 18,595 kg (41,000 3,050 m (10,000 ft)
lb) at
Width 1-03 m (3 ft 4 157 knots (291 km/h; 181 mph)
cabin; galley installed. Additional seats and/or stretch-
ers available. In passenger transport configuration, up
Rear door: Height 112 m (3 ft 8 Stalling speed, 15° flap, AUW
of 19,731 kg (43.500 lb)
Width 1 03 m (3 ft 4 79 knots (145 km/h; 90 mph)
to 26 forward facing seats can be htted in a fully fur-
nished interior with toilet and galley. Utility passenger
Water drop door: Length 1-60 m (5 ft 3 Stalling speed, 25° flap, AUW
of 1 5,603 kg (34,400 lb),
Width 0-81 m (2 ft 8 power off 66 knots (123 km/h; 76 mph)
interiors provide foldup, side facing canvas seats. Cargo
tiedown fittings for loads of up to 3,630 kg (8.000 lb).
Emergency exit: Height 0-91 m (3 ft Max rate of climb at S/L at AUW
of 19,731 kg (43,500
Width 0-51 m 8 lb) at max continuous power 305 m (1,000 ft)/min
Provision for extra cabin windows, to a maximum of 14.
(1 ft

Dimensions, internal: Rate of chmb at S/L, one engine out, at AUW

of 1 7, 00 1

Systems: Hydraulic system, pressure 207 bars (3,000 Cabin, excl flight deck: Length 9-38 m (30 ft 9V2 in kg (37,700 lb) at T-O power 75 m (245 ft)/min
Ib/sq in), utilisestwo engine driven pumps to actuate Max width 2-39 m (7 10 in ft T-O to 15 m (50 ft):
landing gear, flaps, water drop doors, pickup probes and Max height 1 -90 m (6 3 in ft from land at AUW of 19,731 kg (43,500 lb)
wheel brakes. Electric pump in system provides power Floor area 19-69 mM212 sq ft 811 m (2,660 ft)
for emergency actuation of landing gear and brakes and Volume 35-03 m' (1.237 cu AUW kg (37,700 lb)
ft from water at of 17,100
closure of water doors. Electrical system includes two Areas: 800 m (2,625 ft)
400VA 115V 400Hz single phase inverters (800VA in Wings, gross 1 00-33 m- (1,080 sq ft Landing from 15 m (50 ft):
SAR version), two 28V 200A DC generators, one
Ailerons (total) 8-05 m- (86-6 sq ft on land at AUW of 15,603 kg (34,400 lb)
34Ah lead-acid battery and one aircooled petrol engine
Flaps (total) 22-39 m= (241 sq ft 732 m (2,400 ft)
driven 28V 200A generator GPU. Vertical tail surfaces (total) 17-23 m- (185-5 sq ft on water at AUW of 16,780 kg (37,000 lb)
Avionics and Equipment: Standard installation includes Rudder, incl tabs 602 m= (64-75 sq ft 835 m (2,740 ft)

dual VHP and VHF/FM com, dual VOR/ILS receivers, Horizontal tail surfaces (total) 28-43 m' (306 sq ft Range with 1,587 kg (3,500 lb) payload:
ADF, marker beacon receiver and ATC transponder. Elevators, incl tabs 7-88 m- (84-8 sq ft at max cruise power
Optional avionics include HF, DME, radio altimeter, Weights and Loadings: 925 nm (1,714 km; 1,065 miles)
second ADF, and ELT. The SAR version includes a Manufacturer's weight empty 12,160 kg (26,810 lb at long-range cruise power
search radar, DME and radio altimeter as standard. Tvpical operating weight empty 12,672 kg (27,938 lb 1,130 nm (2,094 km; 1,301 miles)

Canadair CL-215 amphibian water bomber replenishing its water-drop tanks by planing over a lake

CONAIR
CONAIR AVIATION LTD
Box 220, Abbotsford, British Columbia V2S 4N9
Telephone: (604) 853 1171
Telex: 04-363529
President: L. G. Kerr
Executive Vice-President: H. J. Knights
Vice-President and General Manager: K. B. Marsden
Engineering Manager: Bruce D. Emery
Using a mixed fleet of fixed-wing and rotating-wing
Conair specialises in aerial control services such
aircraft,
as forest fire control, oil spill control, insect control, forest
fertilisation, and salmonid enhancement. The company
also designs and manufactures many speciality aviation
systems such as fire retardant delivery systems, dispersal
equipment, and various spray systems. Among these are a
1,459 litre (321 Imp gallon) underbelly retardant tank for
the Bell 205 A helicopter, and an 11,365 litre (2,500 Imp
gallon) ventral retardant tank for a fire-bombing version
of the Douglas DC-6B Since 1 978 Conair has also under-
.

taken a number of conversions of Grumman or Canadian

built S-2 Tracker aircraft to Conair Firecat air tanker
configuration.

CONAIR FIRECAT
The Firecat is converted from standard Grumman
S-2A(S2F-1) or de Havilland Canada CS2F-1/2/3
Tracker aircraft for specialised fire control operation, and
the aircraft so converted are part of the Conair fleet as well
as being available for export. Fifteen Firecat conversions
had been completed by February 1984. comprising seven
for Conair and eight for the French government's Protec-
tion Civile. Three more had been undertaken at that time: One of Conair's fleet of Firecat conversions of the Grumman S-2 Tracker
24 CANADA: AIRCRAFT — CONAIR / DE HAVILLAND CANADA
one for the government of Saskatchewan (delivered 13 Special purpose Canadian type approval A- 107 was Max level speed at 1,220 m (4,000 ft)

April 1984) and two for the Conair fleet. awarded for the Firecat on 1 January 1984. 244 knots (452 km/h; 281 mph)
The Conair conversion includes raising the cabin floor Power Plant: Two kW (1,475 hp) Wright
1,100 Max cruising speed 220 knots (408 km/h; 253 mph)
by 20-3 cm (8 in) and installmg a 3,296 litre (725 Imp 982C9HE2 (R-1820-82) Cyclone nine-cyhnder air- Fire-bombing drop speed
gallon) retardant tank in the fuselage; modification of the cooled radial engines, each driving a Hamilton Standard 120 knots (222 km/h; 138 mph)
landing gear by fitting larger wheels with low pressure 43D5 1-355 three-blade constant-speed propeller. Stalling speed, flaps down, power off
tyres, for soft field operation; inspecting the wing spar caps Total internal fuel capacity 1,968 litres (433 Imp gal- 82 knots (152 km/h; 95 mph)
for corrosion, and repairing or replacing them as neces- lons). Oil capacity 95-5 litres (21 Imp gallons). Max rate of climb at S/L 366 m (1,200 ft)/min
sary; removing 1,361 kg (3,000 lb) of military equipment; Accommodation: Minimum crew: one pilot. Rate of climb at S/L, one engine out
completely rewiring the aircraft; and rebuilding/updating Weights: 170 m (560 ft)/min
the flight deck instrument panels. Options include a choice Operating weight empty 6,895 kg (15,200 lb) Service ceiling 6,860 m (22,500 ft)
of hydraulic or pneumatic system for discharge of the Max payload 4,746 kg (10,464 lb) Service ceiling, one engine out 4,115 m (13,500 ft)
retardant, as well as a microcomputer system (as in the Max fuel load 1,418 kg (3,126 lb) T-O to 15 m (50 ft) 368 m (1,208 ft)
Saskatchewan aircraft) to control the retardant drop pat- Max T-O weight 1 1 ,793 kg (26,000 lb) Landing from 15 m (50 ft) 549 m (1,800 ft)
tern. The retardant tank has four compartments, which Max landing weight 11,113 kg (24,500 lb) Minimum field length 915 m (3,000 ft)
can be discharged in a single salvo, two two-door salvos, or Performance (at max T-O weight): Endurance with max payload 4 h 30 min
four single-door drops. Never-exceed speed 280 knots (519 km/h; 322 mph)

DE HAVILLAND CANADA
THE DE HAVILLAND AIRCRAFT OF CANADA
LTD
Garratt Boulevard, Downsview, Ontario M3K 1Y5
Telephone: (416) 633 7310
Telex: 06-22128 DE HAV TOR
Chairman: B. J. Danson
President: John W. Sandford
Vice-Presidents:
William D. Davidson (Senior Vice-President)
M. C. W. Davey (Engineering)
W. J. Easdale (Personnel and Industrial Relations)
W. T. Heaslip (Special Projects)
T. E. Appleton (Customer Support)
R. W. Butler (Finance)
R. G. McCall (Operations)
Director, Product Engineering: John Thompson
Director, Marketing: Alan Hubble de Havilland Canada DHC-2 Mk III Turbo-Beaver of the Newfoundland and Labrador Forest Service
Director, Customer Relations: Philip Halsey
Manager, Public Relations: Colin S. Fisher
following details apply to the re-engined version in land- DHC-5 A (15 for the Canadian Armed Forces, designated
The de Havilland Aircraft of Canada Ltd was estab- plane form, without the extended fuselage: CC-115), and DHC-5A/C-115 (24 for the Brazilian Air
lished in early 1928 as a subsidiary of The de Havilland
Power Plant: One 410 kW (550 shp) Pratt & Whitney Force and 16 for the Peruvian Air Force). The DHC-5B
Aircraft Co Ltd, and became subsequently a member of Canada PT6A-20 turboprop engine, driving a Hartzell and C were proposed versions with CT64-P4C and
the Hawker Siddeley Group. On 26 June 974 ownership 1
HC-B3TN-3 three-blade speed-governed fully- Rolls-Royce Dart RDa.l2 engines respectively.
was transferred to the Canadian government, which feathering metal propeller with reversible pitch and Current production version is the DHC-5D, with higher
planned to operate the company only until responsible Beta control. Propeller diameter 2-59 m (8 ft 6 in). gross weight and improved performance. The first produc-
Canadian investors were found to purchase and operate Three fuselage fuel tanks (combined capacity 541 litres; tion DHC-5D set up, in February 1976, FAI Class CI and
de Havilland. 119 Imp gallons) and two outer-wing tanks (combined Clh time-to-height recordsof 2 min 12-75 sto 3,000 m; 4
In January 1981 facilities covered a total area of m mm
capacity 164 litres (36 Imp gallons), giving total fuel min 27-5 s to 6,000 and 8 3-5 s to 9,000 m.
113,246 m- (1,218,980 sq ft), comprising a 77,023 m' capacity of 705 litres (155 Imp gallons). Refuelling Deliveries of the DHC-5D began in early 1976 and a
(829,070 sq ft) main plant on the southern border of points on port side of fuselage and in wing upper sur- total of121 Buffalos of all versions had been sold by
Downsview airport, 30,455 m- (327,815 sq ft) of leased faces. Oil capacity 8-6 litres ( 1 -9Imp gallons) total, 5-5 January 1983. The latest orders were then being fulfilled
space on the northern boundary of the airport, and an litres (12 Imp gallons) usable. Snow and ice deflectors from a current batch of 24 aircraft, and production was
additional 4,988 m' (53,690 sq ft) of leased storage and in engine air intake duct. planned at the rate of one per month during 1983. Cus-
warehousing space. To handle increased production rates, Weights and Loadings: tomers for the Buffalo include the Abu Dhabi Defence
an expansion programme at the main plant was begun in Basic operating weight empty 1,356 kg (2,990 lb) Force, Brazilian Air Force, Cameroun Air Force, Can-
late 1 979. This consists of a 3,326 m' (35,800 sq ft) exten-
Max payload 957 kg (2,1 10 lb) adian Armed Forces, Chilean Air Force, Ecuadorean Air
sion for small parts manufacturing, plus a 7,153 m'^ Max fuel load 548 kg (1,208 lb) Force, Egyptian Air Force (with LAPES), Ethiopian Air
(77,000 sq ft) high-bay aircraft assembly and preparation Max T-O weight 2,436 kg (5,370 lb) Force, Kenyan Air Force, Mauritanian Air Force, Mex-
area. This was completed and put into service in 1981 -82. Max zero-fuel and max landing weight ican Air Force and Navy, Omani Police Wing, Peruvian
together with a numerical control profiler building of 2,313 kg (5,100 lb) Air Force, Sudan Air Force, Tanzanian Air Force,
2,675 m- (28,800 sq ft). Under construction are two add- Max wing loading 1050 kg/m- (21-5 Ib/sq ft) Togolese Air Force, US Army, Zaire Air Force and Zam-
itional assembly bays of 7,154 m' (77,000 sq ft) each, and 5-94 kg/kW (9-76 Ib/shp)
Max power loading bian Air Force.
a new paint facility of 1,115 m' (12,000 sq ft), completion Performance (at max T-O weight, ISA, except where A civil version of the Buffalo, known as the DHC-5E
of which was due in late 984. Approximately 3,200 peo-
1
indicated): Transporter, is also available; this was described fully in
ple were employed at the company's Downsview head- Never-exceed speed the 1982-83 Jane's.
quarters in September 1984, of whom more than 1,200 152 knots (281 km/h; 175 mph) CAS The following description applies to the military
were involved in the Dash 8 programme. Repair and over- Max m (10,000 ft)
cruising speed at 3,050 DHC-5D:
haul services for the Buffalo, Twin Otter, Dash 7 and Dash 142 kijots (263 km/h; 164 mph) Type: Twin-turboprop STOL utility transport.
8, by a newly formed Aero Services organisation, were Econ cruising speed at 3,050 m (10,000 ft) Wings: Cantilever high-wing monoplane. Wing section
introduced in 1981. 132 knots (245 km/h; 152 mph) NACA 64,A417-5 (mod) at root, NACA 632A615
Stalling speed at max landing weight, flaps down, pro- (mod) Dihedral 0° inboard of nacelles, 5° out-
at tip.
DHC-2 Mk III TURBO-BEAVER peller feathered, engine idling board. Incidence 2° 30'. Sweepback at quarter-chord 1°
Operators of DHC-2 Beaver utility aircraft can convert 53 knots (99 km/h; 61 mph) CAS 40'. Conventional fail-safe two-spar box structure of
them to Mk III Turbo-Beaver standard by means of a Max S/L
rate of climb at 372 m (1,220 ft)/min high strength aluminium alloys. Full span double-
retrofit kitfrom de Havilland Aero Services (Canada). Service ceiling 7.285 m (23,900 ft) slotted aluminium alloy flaps, outboard sections func-
DHC produced 60 Turbo-Beavers during the mid-1960s T-O run at S/L: conventional 201 m (660 ft) tioning as ailerons. Aluminium alloy slot-lip spoilers,
as the last variant of the DHC-2 production run, and STOL 177 m (580 ft) forward of inboard actuated by Jarry Hyd-
flaps, are
believes that many operators of the R-985 piston engined T-O to 15 m (50 ft) at S/L: raulics unit. Spoilers coupled to manually operated ail-
version may wish to upgrade them to Mk III standard. The conventional 437 m (1 ,435 ft) erons for lateral control, uncoupled for symmetrical
Canadian DoT has drawn attention to the danger of cylin- STOL 314 m (1,030 ft) ground operation. Electrically actuated trim tab in star-
der head assembly failures in older radial engines if cylin- Landing from 15 m (50 ft) at S/L: board aileron. Geared tab in each aileron. Rudder/
der bores have been chromium plated to prolong life, and conventional 424 m (1,390 ft) aileron interconnect tab in port aileron. Outer wing
the R-985 in the original DHC-2 comes into this category. STOL 268 m (880 ft) leading-edges fitted with electrically controlled flush
The retrofit kit is based on the use of a PT6A-20 turbo- Landing run at S/L: conventional 183 m (600 ft) pneumatic rubber de-icing boots.
prop engine, which can be purchased as part of the kit or STOL 119 m (390 ft) Fuselage: Fail-safe non-pressurised structure of high
supplied by other sources and can operate on aviation Range, 5min allowance and 45 min reserves: strength aluminium alloy. Longitudinal keel members
kerosene instead of avgas. It also includes a Hartzell with max fuel 586 nm (1,086 km; 675 miles) support cargo floor.
reversible-pitch propeller, a 76 cm (30 in) fuselage plug with max payload 182 nm (338 km; 210 miles) Tail Unit: Cantilever structure of high strength
permitting the installation of two additional seats (making aluminium alloy, with fixed incidence T tailplane.
eight in addition to the pilot), increased fuel capacity, and DHC-5D BUFFALO Elevator aerodynamically and mass balanced. Fore and
strengthening of the wings, bracing struts and tail unit. The turboprop Buffalo, first flown on 9 April 1 964, was trailing serially hinged rudders are powered by tandem
Engine TBO
can be raised from 1,000-1,400 h for the developed from the piston engined DHC-4 Caribou. jacks operated by two independent hydraulic systems
R-985 to 3,500 h for the PT6A-20, with a possible max- Development costs were shared equally by the US Army, manufactured by Jarry Hydraulics. Trim tab in port half
imum in certain circumstances of 5,000 h. the Canadian government and de Havilland Canada. of elevator, spring tab in starboard half. Electrically

A detailed description of the original production Mk III Details have appeared in earlier Jane's of the DHC-5 controlled flush pneumatic rubber de-icing boot on tail-
Turbo-Beaver can be found in the 1968-69 Jane's. The (four for US Army evaluation, now designated C-8A), plane leading-edge.
 DE HAVILLAND CANADA — AIRCRAFT: CANADA 25

Landing Gear: Retractable tricycle type, with twin Software for LAPES is manufactured by Irvin Indus- Max wing loading: A 211-8 kg/m' (43-4 Ib/sq ft)

wheels on each Hydraulic actuation, nose unit

unit. tries Canada Ltd, sled and release mechanism by Metric B 254-4 kg/m= (521 Ib/sq ft)

retracting aft, main units forward. Jarry Hydraulics Systems of Fort Walton Beach, Florida. Max power loading: A 3-98 kg/kW (6-54 Ib/shp)
oleo-pneumatic shock absorbers. Goodrich mainwheels Dimensions, external: B 4-78 kg/kW (7-85 Ib/shp)
and tyres, size 37 x 15-12, pressure 310 bars (45 Ib/sq Wing span 29-26 m (96 ft m PERfORMANCE (at max T-O weight except where indicated.
in) for STOL assault role, 414 bars (60 Ib/sq in) as Wing chord: at root 3-59 m (11 ft 9V4 in A:STOL assault mission from unprepared airfield; B:
STOL transport. Goodrich nosewheels and tyres, size at tip 119 m (5 ft 11 in STOL transport mission from firm smooth airfield sur-
8-9 X 12-5, pressure 317 bars (46 Ib/sq in). Goodrich Wing aspect ratio 9-75 face):
multi-disc anti-skid brakes. Length overall 2408 m (79 ft in Max cruising speed at 3,050 m (10,000 ft):
Power Plant: Two General Electric CT64-820-4 turbo- Height overall 8-73 m
(28 ft 8 in *"A 252 knots (467 km/h; 290 mph)
prop engines, each flat rated at 2,336 kW (3,133 shp) Tailplane span 9-75 m
(32 ft in •B 227 knots (420 km/h; 261 mph)
Wheel track 9-29 m (30 ft 6 in Stalling speed, 40° flap:
and driving a Hamilton Standard 63E60-25 three-blade
Wheelbase 8-48 m (27 ft 10 in A
17,690 kg (39,000 lb) AUW
constant-speed reversible-pitch fully-feathering metal at
Propeller diameter 4-42 m (14 ft 6 in 67 knots (124 km/h; 77 mph)
propeller with Beta control. Propellers have integral
Propeller/fuselage clearance 0-97 m (3 ft I'/i in B at 21.273 kg (46.900 lb) AUW
hydraulic systems and electric de-icing of spinners, cuffs
Propeller ground clearance 0-97 m (3 ft I'^i in
73 knots (135 km/h; 84 mph)
and blades. Fuel in one integral tank in each inner wing,
combined capacity 4,841 litres (1,065 Imp gallons; Cabin doors (each side): Height 1-68m (5 ft 6 in Max rate of climb at S/L. normal rated power:
1,279 US gallons), and ten interconnected rubber bag Width 0-84m (2 ft 9 in A 710 m (2,330 ft)/min
tanks in each outer wing, capacity 3,137 litres (690 Imp
Height to sill 117 m (3 ft 10 in
B 555 m (1,820 ft)/min
gallons; 829 US gallons). Overall fuel capacity 7,978
Emergency exits (each side, below wing leading-edge): Rate of climb at S/L, one engine out:
litres(l,755 Imp gallons; 2,108 US gallons). Refuelling Height 102 m (3 ft 4 in A, max power 205 m (675 ft)/min
points above wings and in starboard side of fuselage for Width 0-66 m (2 ft 2 in B, military power 116 m (380 ft)/min
pressure refuelling. Total oil capacity 45-5 litres ( 10 Imp Height to sill approx 1-52 m (5 ft in tService ceiling, normal rated power:
gallons; 12 US gallons). Rear cargo loading door and ramp: A 9,450 m (31,000 ft)
Accommodation: Crew of three, comprising pilot, co-
Height 6-33m (20 ft 9 in B 8,380 m (27,500 ft)
pilot and crew chief. Main cabin can accommodate
Width 2-34m (7 ft 8 in Service ceiling, one engine out:
Height to ramp hinge 117 m (3 ft 10 in A, military power 5,575 m (18,300 ft)
roll-up troop seats or folding forward facing seats for 4
Dimensions, internal: *B, max power 3,810 m (12,500 ft)
combat equipped troops, 35 paratroops, or 24 stretch-
Cabin, excl flight deck: STOL T-O run:
ers and six seats. Provision for toilet in forward part of
cabin. Door on each side at rear of cabin. Loading
Length, cargo floor 9-58 m (31 ft 5 m **A 289 m (950 ft)
Width at floor 2-36 m (7 ft 9 in B 701 m (2.300
height with rear cargo loading door up and ramp down ft)
Max width 2-67 m (8 ft 9 in STOL T-O m mid-CG:
2-90 m (9 ft 6 in). Tiedown points in 508 mm (20 in) to 15 (50 ft),
Max height (aft of wings) 10 2 08 m (6 ft in •*A 381 m (1,250 ft)
grid, with additional tiedowns at sides of cabin.
Height forward of rear spar ft 6 -98 m (6
1 in B 838 m (2,750 ft)
Systems: Garrett bleed air cabin heating and cooling sys- Floor area 22-48 m^ (242 sq ft
STOL landing from 15 m (50 ft):
tem. Two independent hydraulic systems, each of 207 Volume (rectangular) 44-74 m' (1,580 cu ft
"A 346 m (1.135 ft)
bars (3,000 Ib/sq in), actuate landing gear, flaps, spoil- Areas: B 613 m (2.010 ft)
ers, rudders, brakes, nosewheel steering, winch and Wings, gross 87-8 m^ (945 sq ft
STOL landing run:
APU starting. 3-45 bar (50 Ib/sq in) pneumatic system Ailerons (total) 3-62 m' (39 sq ft
"A 168 m (550 ft)
for engine starting, de-icing and environmental control. Trailing-edge flaps (total, incl ailerons) B 259 m (850 ft)
Two Lucas Aerospace engine driven variable frequency 26-01 m^ (280 sq ft
Range 3.050 m (10,000 ft):
at
3-phase 20kVA AC generators with 28V DC and Spoilers (total) 2-34 m- (25-2 sq ft
A. max payload 225 nm (416 km; 259 miles)
400Hz conversion subsystems. Solar T-62T-40-5 gas Fin 8-55 m^ (92 sq ft
B, max payload 600 nm (1,112 km; 691 miles)
turbine APU in port engine nacelle provides electric Rudder 5-57 m^ (60 sq ft
A, B, zero payload
(lOkVA generator), hydraulic and pneumatic power for Tailplane 1407 m- (l-*^!-? sq ft
1,770 nm (3.280 km; 2.038 miles)
environmental control, hydraulic operation of cargo Elevator, incl tabs 7-57 m-' (81-5 sq ft
Max range at 7.620 m (25.000 ft):
winch, electrical systems, and other utility functions. Weights and Loadings (A: STOL assault mission from A. B. with ferry tanks
Avionics and Eouipment: Full IFR instrumentation and unprepared airheld; B: STOL transport
mission, firm 3.300 nm (6,115 km; 3,800 miles)
weather radar standard, as are 34 troop seats, cargo smooth airfield surface): t Recommended max operating altitude of 7.620 m
buffer rail, cargo winch, roller conveyors, parachute Operational weight empty (incl 3 crew and 680 kg; 1:5.000 ft)
anchor cables and retrieval system, pendulum release 1,500 lb allowance for options and avionics): *
at 2 / JOO kg (46. 737 lb) AUW
system. Brooks and Perkins palletised loading system A, B 11,412 kg (25,160 1b) *
'
with 5.443 kg (12,000 Ih) payload
with integral side rail restraint, tiedown straps and Max payload: A 5.370 kg (1 1,840 lb) "*at n.667 kg (3S.'^50 Ihl AUW
chains, and crew oxygen system. Optional items include B 8,164 kg (18,000 lb)
seven forward facing troop seats, airframe de-icing, Max normal fuel: A. B 6.212 kg (13.696 lb) DHC-6 TWIN OTTER SERIES 300
toilet, cabin oxygen system, self-sealing fuel cells, and a Max unit load for airdrop: CAF designation: CC-138
low altitude parachute extraction system (LAPES). A. B 2.721 kg (6,000 lb) US Army designation: UV-18A
With LAPES, aircraft is capable of delivering cargo Manoeuvring limit load factor: A 3-0 USAF designation: UV-18B
loads weighing up to 2.268 kg (5,000 lb) with pinpoint B 2-5 Design of this twin-turboprop STOL transport started
accuracy, even where no airstrip exists. In a typical Max T-O weight: A 18,597 kg (41,000 lb) in January 1964, and construction of five aircraft began in
LAPES mission, aircraft descends to about 60 m (200 B 22,316 kg (49.200 lb) November of that year. The first of these (CF-DHC-X),
ft), where a 4-6 m (15 ft) drogue parachute is deployed. Max landing weight: A 17,735 kg (39,100 lb) powered by two 432 kW (579 ehp) PT6A-6 engines, flew
This slows aircraft, and pilot immediately reduces B 21,273 kg (46,900 lb) on 20 May 1965.
height to 1 -8 m (6 ft) over drop zone. A mechanical Max zero-fuel weight: A 16,782 kg (37,000 lb) The fourth and subsequent aircraft of the initial Series
release is then activated, enabling drogue to pull out B 19,731 kg (43,500 lb) 100 version were fitted with PT6A-20 engines, and the
main parachute which, in turn, extracts cargo, carried on Max uniform cabin floor loading: first delivery of a production aircraft, to the Ontario
a sled which skids quickly to a stop on reaching ground. A. B 976 kg/m= (200 Ib/sq ft) Department of Lands and Forests, was made in July 1 966,

CMttPttM mm roww

de Havilland Canada DHC-5D Buffalo STOL transport aircraft of the Canadian Armed Forces search and rescue squadron
26 CANADA: AIRCRAFT — DE HAVILLAND CANADA

Twin Otter 300 twin-turboprop transport of Rocky IVIountain Airways

shortly after the Twin Otter received FAA Type Approv- Fuselage: Conventional semi-monocoque safe-life struc- Tiedown cargo rings are installed as standard for the

al. All Series are certificated to FAR 23 Pt 135. ture, built in three sections. Primary structure of frames, freighter role.
By 1 June 1984, a total of 810 Twin Otters had been stringers and skin of aluminium alloy. Windscreen and Systems: Hydraulic system, pressure 103-5 bars (1,500
delivered to 74 countries, and operating hours totalled cabin windows of acrylic plastics. Cabin floor is of low Ib/sq in), for flaps, brakes, nosewheel steering and

more than 7 million. The 800th aircraft was handed over density aluminium faced sandwich construction and is (where fitted) ski retraction mechanism. A handpump
to the Alaskan National Guard on 25 February 1983. designed to accommodate distributed loads of up to 976 in the crew compartment provides emergency pressure

Twin Otters include the Alaskan

Military operators of kg/m^ (200 Ib/sq ft). for standby or ground operation if the electric pump is

National Guard (five); Argentine Air Force (six) and Tail Unit: Cantilever all-metal structure of high strength inoperative. Accumulators smooth the system pressure
Army (three); Chilean Air Force (twelve); Ecuadorean aluminium alloys. Fin and fixed incidence tailplane are pulses and provide pressure for parking and emergency
Air Force (one); Ethiopian Army Air Corps (three); bolted to rear fuselage. Manually operated trim tabs in braking. Optional low pressure pneumatic system ( 1 -24
French Air Force (three) and Army (eight); Royal Nor- rudder and elevators. A geared tab is fitted to the rudder bars; 18 Ib/sq in) for operation of autopilot or wing and
wegian Air Force (four); Panamanian Air Force (one); to lighten control forces, and a tab fitted to the starboard tail de-icing boots, if fitted. Primary electrical system is

Paraguayan Air Force (one); Peruvian Air Force (eleven); elevator is linked to the flaps to control longitudinal trim 28'V DC, with one 200A starter/generator on each
the Canadian Armed Forces (eight CC-138 for SAR and during flap retraction and extension. Optional engine. One 40Ah 20-cell nickel-cadmium battery
utility duties); the US Air Force (three); and the US pneumatic-boot de-icing of tailplane leading-edge. (optionally a 36Ah lead-acid battery) for emergency
National Guard (two). In all. Twin Otters are in military Landing Gear: Non-retractable tricycle type, with single power and engine Separate 3-6Ah battery sup-
starting.

service with 12 nations, and de Havilland Canada has also wheel on each unit. Fully steerable nosewheel. plies independent power for engine starting relays and
developed for this market the Series 300IVI specialised Urethane compression-block shock absorption on main ignition. 250VA main and standby static inverters pro-

military versions (see separate entry). units. Oleo-pneumatic nosewheel shock absorber. vide 400Hz AC power for instruments and avionics.
The Twin Otter is used as a photo survey aircraft in Goodyear mainwheel tyres size 1 1 -00- 12, pressure 2-62 External DC receptacle aft of port side cabin door per-
China (People's Republic), the Sudan and Switzerland. bars (38 Ib/sq in). Goodyear nosewheel tyre size 8-90- mits operation of complete system on the ground.
China and Kenya also each have one Twin Otter modified 12-50, pressure 2-28 bars (33 Ib/sq in). Goodrich inde- Avionics and Equipment: Blind-flying instrumentation
for geophysical survey work. Equipment fitted to these pendent, hydraulically operated disc brakes on main- standard. Navigation and communications equipment,
aircraft was detailed in the 1982-83 Jane's. Details of a wheels. Alternatively, high-flotation wheels and tyres, including weather radar, to customer's specification.
geological survey conversion were given in the 1983-84 for operation in soft field conditions, are available at Dimensions, external:
edition, and a firefighting Twin Otter carrying up to ten customer's option, size 150-120 for nosewheel and Wing span 19-81 m (65 ft in)

smoke jumpers was purchased in late 1983 by the Forest mainwheels. Provision foi alternative wheel/ski landing Wing chord (constant) 1-98 m (6 ft 6 in)

Service of the US Department of Agriculture. gear. Twin-float gear available for short-nose Srs 300. Wing aspect ratio 10
Under test in mid-1984 was a Twin Otter of Wideroe's with added wing fences and small auxiliary fins. Length overall: landplane 15-77 m (51 ft 9 in)
Flyveselskap A/S modified for the dispersal of oil spills off Power Plant: Two 486/462 kW (652 ehp; 620 shp) Pratt seaplane 15-09 m (49 ft 6 in)
the Norwegian coast. This has two aluminium retardant & Whitney Canada PT6A-27 turboprop engines, each Height overall: landplane 5-94 m (19 ft 6 in)
tanks, each with a capacity of 1,550 litres (341 Imp gal- driving a Hartzell HC-B3TN-3DY three-blade seaplane (from waterline) 6-04 m (19 ft 10 in)
lons), and a 5-50 m (18 ft) long sprayboom mounted reversible-pitch fully-feathering metal propeller with Tailplane span 6-30 m (20 ft 8 in)
transversely under the fuselage aft of the wings. Instead of Beta control (zero-pitch propeller on floatplane). Two Wheel track (landplane) 3-71 m (12 ft 2 in)

using electrical or wind-driven pumps, the retardant is underfloor fuel tanks (eight cells), total capacity of Wheelbase (landplane) 4-53 m (14 ft IOV2 in)
Length of floats (seaplane) 9-65 m (31 ft 8 in)
expelled by pressurising the tanks with engine bleed air. 1,446 litres (3 18 Imp gallons). Refuelling point for each
After certification, several similarly adapted Twin Otters tank on port side of fuselage. Oil capacity 91 litres (2 Width over floats (seaplane) 5-18 m (17 ft in)

are expected to be operated by Norsk Formensningskon- Imp gallons) per engine. Optional electric de-icing sys- Seaplane track (c/1 of floats) 4-06 m (13 ft 4 in)

trol A/S, which developed the spray system. tem for propellers and air intakes. Propeller diameter 2-59 m (8 ft 6 in)

Four standard production versions of the Twin Otter Accommodation: Side by side seats for one or two pilots Passenger door (port): Height 1-27 m (4 ft 2 in)

have been built, of which the Series 1 00 ( 1 1 5 built). Series on deck, access to which is by a forward opening
flight Width 0-76 m (2 ft 6 in)
Height to sill 1-32 m (4 4 in)
200 (115 built) and Series 300S (six built) were described car type side or via the passenger cabin.
door on each ft

mthe 1967-68, 1970-71 and 1976-77 Vanei respectively. Dual controls standard. Windscreen demisting and Passenger door (starboard):
The current production version is: defrosting standard. Cabin divided by bulkhead into Height 1-15 m (3 ft 9'/2 in)

Series 300. Deliveries began in the Spring of 1 969 with main passenger or freight compartment and baggage Width 0-77 m (2 ft 6y4 in)
the 231st Twin Otter off the line. Available, with short compartment. Seats for up to 20 passengers in main Height to sill 1-32 m (4 ft 4 in)

nose, as floatplane. Ten of the aircraft supplied to Peru cabin. Standard interior is 20-seat commuter layout, Baggage compartment door (nose):
were fitted with floats, for operation by Grupo Aereo No. with Douglas track, carpets, double windows, individual Mean height 0-69 m (2 ft i'M in)

42 of the Peruvian Air Force, based at Iquitos. air vents and reading lights, and airstair door. Optional Width 0-76 m (2 ft 5% in)

Type: Twin-turboprop STOL transport. layouts include 18- or 19-seat commuter versions, and Height to sill 1-32 m (4 ft 4 in)
Wings: Strut braced high-wing monoplane. Wing section 13/20-passenger utility version with foldaway seats and Baggage compartment door (port, rear):

NACA 6A series mean line; NACA 0016 (modified) double cargo doors with ladder. Access to cabin by door Max height 0-97 m (3 ft 2 in)

thickness distribution. Dihedral 3°. No sweepback. on each side of rear fuselage; airstair door on the port Width 0-65 m (2 ft IVi in)

All-metal safe-life structure, each wing being attached side. Optional double door for cargo on port side Cargo double door (port, rear):

to the fuselage by two bolts at the front and rear spar instead of airstair door. Compartments in nose and aft Height 1-27 m (4 ft 2 in)

fitting and braced by a single streamline section strut on of main cabin, each with upward hinged door on port Width 1-42 m (4 ft 8 in)

each side. Light alloy riveted construction is used side, for 136 kg (300 lb) and 227 kg (500 lb) of baggage Height to sill 1-32 (4 ft 4 in) m
throughout except for the upper skin panels, which have respectively; rear baggage hold accessible from cabin in Dimensions, internal:
spanwise corrugated stiffeners bonded to them. All- emergency. Emergency exits near front of cabin on each Cabin, excl flight deck, galley and baggage compart-
metal double-slotted full span trailing-edge flaps. All- side. Heating of flight deck and passenger cabin by ment: Length 5-64 m (18 ft 6 in)
metal ailerons which also droop for use as flaps. Elect- engine bleed air; ventilation via a ram air intake on the Max width 1-61 m (5 ft 3'/4 in)

rically actuated tab in port aileron; geared trim tabs port side of the fuselage nose. Oxygen system for crew Max height 1-50 m (4 ft 1 1 in)

in port and starboard ailerons. Optional pneumatic- and passengers optional. Executive, survey or ambul- Floor area 7-45 m^ (80-2 sq ft)

boot de-icing equipment. ance interiors can be fitted at customer's option. Volume 10-87 m' (384 cu ft)
 DE HAVILLAND CANADA — AIRCRAFT: CANADA 27

Armament and Operational Eultpment (Maritime

reconnaissance version): Chin mounted radome hous-
ing a Litton AN/APS-504( V)2 360" search radar. Four
underwing hardpoints, as on other military versions.
One of these is for Spectrolab HIPAS II 50 million
candlepower searchlight, with co-pilot operated con-
trols; remaining three can be used for gun and/or rocket
pods, as listed for COIN version. Tactical operator's
station and console contain radar display and controls;
VLF navigation controls; and a hand held 70 high mm
resolution camera with a data annotation component
ted with navigation subsystem outputs. Optional items
include crew rest stations, flare chutes, IR linescan,
VLF/Omega. The 300MR for Senegal has search radar
and searchlight as described, plus Canadian Marconi
CMA-771 VLF/Omega navigation, and an Agiflite 70
mm in an integrated system whereby the
camera,
VLF/Omega provides input to the flight control, radar
and camera subsystems.

Weights and Loadings (A; military transport, B: COIN

version. C: maritime version. D: maritime version with
two auxiliary fuel tanks in cabin):
Operating weight empty: A 3.430 kg (7.561 lb)
B 4.143 kg (9.133 lb)
C 4,306 kg (9.494 lb)
DHC-6-300IVIR Twin Otter maritime reconnaissance aircraft (Air I'orirciiis) D 4.440 kg (9.788 lb)
Max payload:
Baggage compartment (nose): on flight Dual controls, and windscreen de-
deck.
A (100 nm -I- IFR 2.540 kg (5.600 lb)
reserves)
Volume 108 m' (3K cu It) Cabin divided by bulkhead
icing/defrosting, standard.
1.436 kg (3.167 lb)
B
Baggage compartment (rear): into main passenger or freight compartment and bag-
C, D 1.351 kg (2.979 lb)
Length 1-88 m (6 ft 2 in) gage compartment. Cabin of military transport is equip-
Max fuel load: A (standard) 1.171 kg (2.583 lb)
Volume 2-49 m" (88 cu ft) ped to accommodate 15 troops on lightweight, side
A (long range), C 1,447 kg (3,190 lb)
Areas: tacing. folding tubular seats. LUility seating arrange-
B (self-sealing tanks) 1,068 kg (2,354 lb)
Wings, gross 3902 nr (420 sq ft) ment allows full or partial freight carrying capacity
D 2,581 kg (5,690 lb)
Ailerons (total) 308 m' (33-2 sq ft) without having to remove seats. Provisions for 20 for-
Max T-O weight: A, C, D 6,350 kg (14,000 lb)
Trailing-edge flaps (total) 10-42 m= (112-2 sq ft) ward facing utility seats in lieu of troop seats. In-flight
B 5,670 kg (12,500 lb)
Fin 4-46 m^ (48-0 sq ft) operable folding door and ladder for passenger exit and
Max landing weight: A, C, D 6,123 kg (13.500 lb)
Rudder, incl tabs 3-16 m^ (34-0 sq ft) entry. Complete provisions for the following optional
B 5.579 kg (12.300 lb)
Tailplane 9-29 m^ (100-0 sq ft) equipment: six standard aluminium poles or "cot type'
Max wing loading; A. C. D 161 kg/m^ (33-0 Ib/sq ft)I

Elevator, incl tabs 3-25 m' (3?-0 sq ft) (folding leg) military litters; one utility jump seat in
B 145-5 kglm' (29-8 Ib/sq ft)
Weights: starboard rear cabin area; floor mounted parachute sta-
Max power loading;
Typical operating weight (20-seat commuter, incl 2 tic line anchor cable. Cabin of COIN version has provi-
A, C, D 6-87 kg/kW (11-29 Ib/shp)
crew and 59 kg; 130 lb of avionics) sions for 20 folding seats, a gun operator seat in the
B 6-13 kg/kW (10-08 Ib/shp)
3.363 kg (7.415 lb) forward port side corner, machine-gun in cabin and
Max payload for 100 nm (185 km; 115 miles) flight crew armour protection. Cabin of maritime \er- Performance (at max T-O weight. ISA. except where
1.941 kg (4.280 lb) sion offers provisions lor 20 forward facing seats (or 15 indicated):
Max T-O weight 5.670 kg (12.500 lb) side facing troop seats), two observers' seats in forward Max level speed at S/L:

Max landing weight: section, six four observers" bubble windows,

litters, A, B 170 knots (315 km/h; 196 mph)
wheels and skis 5.579 kg (12.300 lb) camera installation, one console and operator seat, rear Max cruising speed at 3.050 m (10.000 ft):
floats 5.670 kg (12.500 lb) baggage compartment toilet, or two optional cabin fuel A. at 95^; of MTOGW
Performance (at max T-O weight. ISA): tanks. 177 knots (328 km/h; 204 mph)
Max cruising speed at 3.050 m (10.000 ft) Avionics: Standard avionics in all versions include crew B 182 knots (337 km/h; 209 mph)
182 knots (338 km/h; 210 mph) interphone system, cabin PA system, dual VHF com. C, D. at 95' c of MTOGW
Stalling speed: single HF. single VHF-FM. autopilot, flight director. 168 knots (311 km/h; 193 mph)
flaps up 74 knots (138 km/h; 86 mph) EAS VLF. single VOR
with glideslope. single
1 VOR
2 with Econ cruising speed at 3,050m (10,000 ft);
flaps down 58 knots (108 km/h; 67 mph) EAS marker beacon receiver, dual ADF. single DME. single A, at 95't of MTOGW150 knots (278 km/h; 173
Max rate of climb at S/L 488 m (1.600 ft)/mm transponder, radio altimeter, compass, and dual RMIs. mph)
Rate of climb at S/L. one engine out Armament and Operational Equipment (Military trans- B 148 knots (274 km/h; 170 mph)
104 m (340 ft)/min port and COIN versions): Optional items for military C, D, at 95 ^f of MTOGW
Service ceiling 8.140 m (26.700 ft) transport include paratroop jump controls, and pro- 148 knots (274 km/h; 170 mph)
Service ceiling, one engine out 3,530 m (1 1.600 ft) visions for installing most Wild or Zeiss aerial survey Stalling speed at max landing weight, flaps down.
T-Orun:STOL 213 m (700 ft) cameras in rear cabin area, with a floor opening for a engines idling:
CAR Pt 3 262 m (860 ft) navigation drift sight. Standard mission equipment on all versions 58 knots (108 km/h; 67 mph) CAS
T-O to 15 m (50 ft): STOL 366 m (1.200 ft) COIN version includes four underwing hardpoints. each Max A
rate of climb at S/L: 414 m (1.360 ft)/min
CAR Pt 3 457 m (1.500 ft) capable of taking an Alkan 663 B NATO standard B 487 m (1.600 ft )/min
Landing from 15 m (50 ft): STOL 320 m (1,050 ft) carrier of 250 kg (551 lb) capacity. Each can be used for CD 369 m (1.210 ft)/min
CARPt3 591 m (1,940 ft) carriage of gun and/or rocket pods; co-pilot operated Rate of climb at S/L. one engine out:
Landing run: STOL 157 m (515 ft) controls are also provided. Options for COIN version A 67 m (220 ft)/min
CAR Pt 3 290 m (950 ft) include NATO 14 in standard pylons. CRV7 rocket B 104 m (340 ft)/min
Range at long-range cruising speed with 1.134 kg pods, optical projection gun/rocket sight, gun/rocket CD 43 m (140 ft)/mm
(2,500 lb) payload 700 nm (1,297 km; 806 miles) control panel. 0-50 in side firing Browning machine-gun Service ceiling: A 7.620 m (25.000 ft)
Range at long-range cruising speed with 862 kg (1,900 (pintlemounted), two 7-62 mm pods, and a 0-50 in B 8,105 m (26,600 ft)
lb) payload and wmg tanks machine-gun pod. C D 7,070 m (23,200 ft)
920 nm (1,704 km; 1,059 miles)

DHC-6-300M and MR MILITARY TWIN OTTER

Announced on 16 July 1982, the specialised military
Twin Otter is available in three basic configurations:
Military transport (DHC-6-300M). Basic military ver-
sion, with standard interior for 15 troops; convertible to
20-passenger. passenger/cargo, paratroop or ambulance
layout.
Counter-insurgency (DHC-6-300IVI). Based on milit-
mounted machine-gun.
ary transport; provision for cabin
armour protection, and external ordnance on four under-
wing hardpoints.
Maritime reconnaissance (OHC-6-300MR).
Developed from military transport, from which it is distin-
guishable externally by chin mounted radome. and a
searchlight pod on the starboard outer wing pylon.
Prototype/demonstrator (C-GFJO-X), first flown in 1982.
is in this configuration. One purchased in late 1982 by

Senegal Department of Fisheries.

Airframe. Power Plant, Systems, Dimensions and
Areas: As detailed for civil Twin Otter, except for
provision of in-flight operable folding door, aluminium
alloy wheels with heavy duty tyres, wing structural
hardpoints (two per wing), wingtip tanks, and auxiliary
finlets on tailplane. Self-sealing fuel cells optional.
Accommodation: Side by side seats for one or two pilots de Havilland Canada DHC-6 Twin Otter in Series 300MR maritime reconnaissance form (Pitoi Press)
28 CANADA: AIRCRAFT — DE HAVILLAND CANADA
Service ceiling, one engine out: A 2,895 m (9,500 ft) Airways, Tyrolean Airlines (Austria), Hawaiian Airlines. access on starboard side and internal access from cabin.
B 3,535 m (11,600 ft) Rio Airways (USA), Ethiopian Airlines, Loganair (UK), Galley, coat rack and toilet at rear of cabin. Optional
CD 2,315 m (7,600 ft) CIS (USA), Air Niugini (Papua New Guinea), Maersk Air arrangements include movable bulkhead for mixed
T-O run (conventional); A, C, D 358 m (1,176 ft) (Denmark), Pelita Air Service (Indonesia), the Ven- freight/passenger loads with large forward freight door
T-O run (STOL): A 219 m (720 ft) ezuelan Navy, and Mobil Oil. on port side. Up to five standard pallets can be accom-
B 213 m (700 ft) Type; Four-engined short/medium-range quiet STOL modated in an all-cargo role. Ouick change cargo hand-
T-O to 15 m (50 ft) (conventional): transport. ling system available optionally. Entire accommodation
A, C, D 597 m (1,960 ft) Wings: Cantilever high-wing monoplane, with 4° 30' pressurised and air-conditioned.
T-O to 15 m (50 ft) (STOL): dihedral from centre-section. Wing section NACA Systems: Cabin pressure differential 0-294 bars (4-26
A, B 366 m (1,200 ft) 63A418 (modified) at root, NACA
63A4I5 (modified) Ib/sq in). Two air cycle systems, driven by engine bleed
Landing from 15 m (50 ft) (conventional): at tip. Incidence 3° at root. Conventional all-metal two-
air, for cabin air-conditioning. Two independent hyd-
A, C. D 628 m (2,060 ft) spar bonded skin/stringer structure. Double-slotted raulic systems, each of 207 bars (3,000 Ib/sq in). No. 1
Landing from 15 m (50 ft) (STOL): flaps, extending over approx 80 per cent of trailing-
system actuates flaps, rudder, wing spoilers and main-
A, B 320 m (1,050 ft) edge, are actuated mechanically for take-off. by irrever- wheel brakes; No. 2 system actuates landing gear,
Landing run (conventional): A 376 m (1,233 ft) sible screwjacks, and hydraulically for landing. Two nosewheel and backup mainwheel brakes, parking
CD 345 m (1,133 ft) inboard ground spoilers/lift dumpers and two outboard brakes, nosewheel steering, rudder and outboard wing
Landing run (STOL): A 192 m (630 ft) air spoilers in each upper surface, forward of flaps, also spoilers. Primary DC power provided by four Phoenix
B 157 m (515 ft) actuated hydraulically. Outboard sections can be oper- 28V 250A 7-5kW starter/generators. 115/200V three-
Range with max payload: ated symmetrically, or differentially in combination phase AC power at 400Hz from four lOkVA Lucas
A 120 nm (222 km; 138 miles) with the cable operated ailerons. Trim tab in starboard brushless generators for propeller and windscreen de-
B, with allowance for 7 min and VFR reserves aileron; servo-tab in each aileron. Pneumatic boot de-
icing and standby fuel pumps. Lucas static inverters
430 nm (796 km; 495 miles) icing of leading-edges outboard of the inner nacelles.
supply constant frequency 400Hz loads, including
D at long-range cruising speed at 3,050 m (10,000 ft), Fuselage: Conventional all-metal stressed skin pres- engine instrumentation and navigation systems.
allowance for 7 min and VFR reserves surised structure, of bonded skin/stringer construction.
Nickel-cadmium batteries for engine starting. APU, for
190 nm (352 km; 219 miles) Basically circular cross-section, with flattened profile cabin air-conditioning and electrics, and engine starting,
Range with max fuel, allowance for 7 min and VFR under floor level. available optionally.
reserves; A nm
(1,575 km; 978 miles)
850 Tail Unit; Cantilever all-metal T tail, with large dorsal
Avionics and Equipment: Standard avionics include crew
B 720 nm
(1,334 km; 829 miles) fin. Fixed incidence tailplane, and one-piece cable oper-
interphone system; cabin PA system; flight data recor-
D at long-range cruising speed at 3,050 m (10,000 ft) ated horn balanced elevator with spring tabs. Fore and
der; compartment voice recorder; emergency
flight
1,460 nm (2,705 km; 1,681 miles) trailing serially hinged rudders, actuated hydraulically.
locator transmitter; two independent VHF communic-
Pneumatic boot de-icing of tailplane leading-edges and
DHC-7 DASH 7 ations systems; two independent VHF (VOR/ILS)
elevator horns.
CAF designation; CC-132 radio navigation systems; one LF (ADF) radio navig-
Landing Gear; Menasco retractable tricycle type, with
The Dash 7 quiet STOL was begun by de
airliner project ation system; one ATC transponder; one DME; one
twin wheels on all units. Oleo-pneumatic shock
Havilland Canada in late 1972, following a worldwide absorbers. Hydraulic retraction, main units forward into
RCA Primus 40 weather radar; one marker beacon
market survey of short-haul transport requirements. receiver; Sperry SPZ-700 autopilot/flight director sys-
inboard engine nacelles, steerable nose unit rearward
Two pre-production aircraft were built, the first of these tem, incorporating Z-500 flight computer and ADC-
into fuselage. Goodrich mainwheels and tyres size 30 x
(C-GNBX-X) flying on 27 March 1975 and the second 200 central air data computer; Sperry STARS ADI and
9-00-15, pressure 738 bars (107 Ib/sq in); nosewheel
(C-GNCA-X) on 26 June 1 975. A third airframe was buih HSI; Sperry AA-215 radio altimeter; and two Sperry
tyres size 6-50-10, pressure 5-31 bars (77 Ib/sq in).
for structural testing and a fourth for fatigue testing. The C-14 slaved gyro compasses and VG-14 vertical gyros.
Larger, low pressure tyres optional, with pressures of
first production Dash 7 (C-GQIW, c/n 3), flew on 30 May 4-83 bars (70 Ib/sq in) on main units, 4-76 bars (69 Ib/sq
Provision for variety of optional avionics to customer's
1977. requirements. Standard options include Collins 61 8M-3
in) on nose unit. Goodrich anti-skid hydraulic braking
Canadian Department of Transport
Certification by the system for all units. Small retractable tailskid under rear
com transceiver, Collins 5 1 RV-4D nav receiver, Collins
to FAR25 was received on 2 May 1977; STOL perfor- 51Z-4 glideslope/marker beacon receiver, and Collins
fuselage.
mance is approved under conventional FAR 25 and FAR Power Plant: Four &
Whitney Canada PT6A-50
Pratt
621A-6 transponder.
121 regulations. In addition, certification has been given turboprop engines, each flat rated at 835 kW (1,120 Dimensions, external;
for 7° 30' glideslope and 10-7 m (35 ft) landing reference shp) and driving a Hamilton Standard 24PF-305 Wing span 28-35 m (93 ft in)
height adopted by the FAA for STOL aircraft. constant-speed fully-feathering reversible-pitch four- Wing chord: at root 3-81 m (12 6 ft in)
The first Dash 7 to enter service was c/n 4, with Rocky blade propeller, with Beta control, of slow-turning type at tip 1-68 m (5 ft 6 in)
Mountain Airways (USA), on 3 February 1978. By Feb- (1,320 rpm) to reduce noise level. Propeller blades are mean aerodynamic 2-99 m (9 ft 9% in)
ruary 1 980 a total of 1 8 Series 100 Dash 7s were in service of GRP, with forged aluminium spars and foam cores. Wing aspect ratio 10
with Spantax (Spain), the Canadian Armed Forces, Air Fuel in two integral tanks in each wing, total capacity Length overall 24-58 m(80 ft 7-7 in)
Wisconsin (USA), Ransome (USA) and Air Pacific 5,602 litres (1 ,232 Imp gallons). Single pressure refuel- Height overall 7-98 m (26 ft 2 in)
(USA). The all-cargo DHC-7 Series 101 was then in ling/defuelling point on underside of rear fuselage, aft of Tailplane span 9-45 m (31 ft in)
service with Emirates Air Service (Abu Dhabi), Gron- pressure dome. Pneumatic de-icing of engine air Fuselage; Max diameter 2-79 m (9 ft 2 in)
landsfly (Greenland), the Canadian Armed Forces intakes; electric de-icing for propellers. Oil capacity 23 Wheel track 716 m (23 ft 6 in)
(replacing the Convair CC-109 Cosmopolitan transports Imp gallons).
litres (5 Wheelbase 8-38 m (27 ft 6 in)
based in West Germany), and Alyemda (South Yemen). Accommodation; Flight crew of two, plus one ortwo cabin Propeller diameter 3-43 m (11 ft 3 in)
Deliveries of the Dash 7 by 1 March 1 984 had reached a attendants. Dual controls standard. Seats for 50 passen- Propeller ground clearance (inboard engines)
total of 95. Customers include Inex-Adria (Yugoslavia), gers at 81 cm
(32 in) pitch, in pairs on each side of centre 1 -60 m (5 ft 3 in)
Petroleum Air Services (Egypt), American International aisle, with generous provision for undersea! carry-on Min propeller/fuselage clearance 0-75 m (2 ft 5-4 in)
Airways (USA), Ansahsa (Honduras), Arkia (Israel), baggage. Outward opening airstair door at rear on port Passenger door (rear, port);
Atlantic Southeast Airlines (USA), Wider0e (Norway), side. Emergency exits on each side at front of cabin and Height 1-75 m (5 ft 9 in)
Golden West (USA), Time Air (Canada), Brymon (UK), on starboard side at rear. Baggage compartment in rear Width 0-76 m (2 ft 6 in)
Resorts International (USA), Henson (USA), Yemen fuselage (capacity 998 kg; 2,200 lb), with external Height to sill 1-09 m (3 ft 7 in)

The 100th DHC-7 Dash 7 four-turboprop quiet STOL transport, in the insignia of Pelita Air Service of Indonesia
 DE HAVILLAND CANADA — AIRCRAFT: CANADA 29

km; ,520 miles), with reserves, at a max cruising speed of

1

270 knots (500 km/h; 31 mph). An APU will be standard

1

in this version. Alternative layouts may include a single

cabin with first accommodation
class for about 24 passen-
gers; the standard commuter interior will also be available
for corporate customers.
Type: Twin-turboprop quiet short-range transport.
WiNGS: Cantilever high-wing monoplane, with constant
chord centre-section and tapered outer panels. Thick-
ness/chord ratio 18'~f at root, 13^V at tip. Dihedral 2°
30' on outer panels. Drooped inboard leading-edges.
Tip to tip torsion box formed by front and rear spars,
ribs and skin. Single-slotted Fowler trailing-edge flaps
inboard and outboard of engine nacelles. Hydraulically
actuated roll control spoilers/lift dumpers forward of
each outer flap segment; independent ground
spoiler/lift dumper inboard and outboard of each engine
nacelle. Mechanically actuated balanced ailerons, with
inset tabs. Small stall strip on each wing leading-edge
outboard of engine. Pneumatic rubber boot de-icing of
leading-edges. Composite materials used for construc-
tion of leading-edges, wingtip fairings, flap shrouds, flap
trailing-edges and other components.
Fuselage: Conventional flush riveted semi-monocoque
pressurised structure, of near-circular cross-section.
Extensive use of adhesively bonded stringers and cutout
de Havilland Canada DHC-7 Dash 7 four-turboprop STOL transport (Pilot Press)
reinforcements. Radome, nose bay, wing/fuselage fair-
ings and tailcone of Kevlar and other composites.
Emergency exit doors (fwd, each): Runway LCN with 32 x 11-50-15 low-pressure tyres, Tail Unit: Cantilever Ttailplane; full span horn balanced
Height 091 m (3 ft in 30 in relative stiffness
rigid. 16-2 elevator, with tabs. Sweptback fin (integral with rear
Width 0-51 m (1 ft 8 in Range at 4,575 m (15,000 ft) with 50 passengers and fuselage), large dorsal fin, and two-segment serially
Height to sill 1-55 m (5 ft 1 in baggage, at long-range cruising speed, IFR reserves hinged hydraulically actuated rudder with yaw damper.
Emergency exit door (rear, stbd): 690 nm (1,279 km; 795 miles) Composites used in construction of dorsal fin, fin
Height m
1-3.S (4 ft 5 in Max range at 4,575 m (15,000 ft) with standard fuel and leading-edge, fin/tailplane fairings, tailplane leading-
Width 0-61m (2 ft in 2,948 kg (6,500 lb) payload, long-range cruising edges and tips.

Height to sill 109 m (3 ft 7 in speed 1,170 nm (2,168 km; 1,347 miles) Landing Gear: Retractable tricycle type, by Dowty
Baggage hold door (rear, stbd): Operational Noise Levels (FAR Pt 36 at S/L, ISA + Equipment of Canada Ltd, with twin wheels on each
Height 102 m (3 ft 4 in 10°C, confirmed): unit. Steer by wire nose unit retracts forward, main units
Width 0-84 m (2 ft 9 in T-O 80-5 EPNdB rearward into engine nacelles. Goodrich mainwheels
Height to sill 1-47 m (4 ft 10 in Approach on 3° glideslope 91-4 EPNdB and brakes: Hydro-Aire Mk 3 anti-skid system. Low
Cargo door (fwd, port, optional): Sideline 82-8 EPNdB pressure tyres optional, pressure 4-48 bars (65 Ib/sq in)
Height 1-78 m (5 ft 10 in on main units, 3-31 bars (40 Ib/sq in) on nose unit.
Width 2-31 m (7 ft 7 in DHC-7 DASH 7R Wheel doors of Kevlar and other composites.
Height to sill approx 1 22 m (4 ft in The Dash 7R is an extended range version of the Power Plant: Two 1,432 kW (1,800 shp) Pratt & Whit-
Dimensions, internal: DHC-7, with fuel capacity increased from 4,502 kg (9.925 ney Canada PW120 turboprop engines, each driving a
Cabin, exel flight deck: Length 12 04 m (39 ft 6 in lb) to 7,711 kg (17,000 lb). One has been ordered by the Hamilton Standard 14SF-7 four-blade constant-speed
Max width 2-59 m (8 ft 6 in Canadian Environment Ministry for delivery in 1984. fully-feathering propeller with reversible pitch. In the
Floor width 2- 13 m (7 ft in For use along the Labrador coast and in the Gulf of St event of one engine failing, the other automatically
Max height 1-94 m (6 ft 4V2 in Lawrence, the Dash 7R joins two Lockheed Electras cur- increases power from 1,432 kW
(1,800 shp) to 1,491
Height under wing 1-85 m (6 ft 1 in rently performing an ice reconnaissance role, surveying kW (2,000 shp).blades have a solid
Propeller
Volume 54- 1 m" (1-910 cu ft sea ice and icebergs to assist shipping and oil drilling aluminium spar, glassfibre outer shell, nickel erosion
Baggage compartment (rear fuselage): operations. Equipment includes a laser profilometer to sheath outboard, electric de-icing, and Beta control.
Max length 2-30 m (7 ft 6' : in measure ice formation contours, side looking airborne Engine cowlings, produced by British Hovercraft Cor-
Volume 6-8 m' (240 cu ft radar (SLAR) to locate ice in shipping lanes and drilling poration, have lower panels, air intakes and rear panels
Areas: areas, photographic mapping equipment, and a data link of Kevlar/Nomex sandwich, aluminium side panels, and
Wings, gross 79-90 m' (8600 sq ft system between the Dash 7R and ships. a titanium firewall. Standard internal max fuel capacity
Ailerons (total) 216 m^ (23-22 sq ft 3,270 litres US gallons); optional
(719 Imp gallons; 864
Trailing-edge flaps (total) 27-33 m' (294-20 sq ft
DHC-8 DASH 8 auxiliary tank system increases this maximum to 4,565
Spoilers (total) 3-63 m' (39-04 sq ft The Dash 8 is a quiet, fuel-efficient short-haul transport litres ,004 Imp gallons; ,206 US gallons). Extended
( 1 1

Vertical tail surfaces (total, excl dorsal fin) in the 30/40-seat category. The first of four flying proto- range tanks on corporate version raise maximum capac-
15-79 m- (1700 sq ft types (C-GDNK) made its first flight on 20 June 1983, ity to 4,709 litres (1 ,036 Imp gallons; .244 US gallons).
1

Horizontal tail surfaces (total) 2016 m' (217 sq ft followed by the second (C-GGMP) on 26 October and the Pressure refuelling point in rear of starboard engine
Weights and Loadings: third in November 1983. The fourth aircraft (first with nacelle. Oil capacity 19 litres (4-2 Imp gallons; 5 US
Basic weight empty (standard 50-passenger layout) production PW120 engines) was flying by early 1984, gallons) per engine.
12,247 kg (27,000 lb followed by the first Dash 8 with production interior in Accommodation: Crew of two on flight deck, plus one
Operating weight empty 12.560 kg (27,690
lb June. These five aircraft had accumulated more than 1 ,225 attendant in cabin. Dual controls standard, although
Max payload (50 passengers or cargo) flying hours by mid-July 1984. Three major subassemblies be certificated for single-pilot operation.
aircraft will
5,130 kg (11,310 lb have been completed for structural testing. Standard commuter layout in main cabin provides
Max usable fuel (standard tanks) 4,502 kg (9,925 lb Sized to accommodate 36 to 39 passengers, the Dash 8 four-abreast seating, with central aisle, for 36 passen-
Max fuel for extended range 6,717 kg (14,810 lb fits in between the company's 19-passenger Twin Otter gers at 79cm (31 in) pitch, plus buffet, toilet and large
Max T-O weight 19,958 kg (44,000 lb and 50-passenger Dash 7. Certification by the Canadian rear baggage compartment. Wardrobe at front of pas-
Max zero-fuel weight 17,690 kg (39,000 lb DoT, to FAR Pts 25 and 36. and SFAR No. 27, was senger cabin, in addition to overhead lockers and under-
Max landing weight 19,050 kg (42,000 lb scheduled for September 1984. Worldwide applications seat stowage, provides additional carry-on capacity for
Max cabin floor loading 366-2 kg/m' (75 Ib/sq ft include scheduled airline service on routes of up to 600 nm passengers' baggage. Alternative 38/39-passenger,
Max wing loading 249-8 kg/m^ (5117 Ib/sq ft (1,112 km; 691 miles); convertible passenger/cargo oper- mixed passenger/cargo or corporate layouts available at
Max power loading 5-98 kg/kW (9-82 Ib/shp ations in developing countries; or comparable corporate customer's option. Movable bulkhead to facilitate con-
Performance (at max T-O weight, FAR Pt 25, at S/L and military transport roles. version to mixed-traffic or all-cargo configuration. Port
ISA, except where indicated): Dash 8 were released in April
Initial brief details of the side airstair door at front provides access for crew as
Max cruising speed at 2,440 m (8,000 ft) at AUW o 1980, concurrently with the news that NorOntair, the air well as passengers; large inward opening port side door
18,597 kg (41,000 lb) service sector of the Ontario Northland Transportation aft ofwing for cargo loading. Emergency exit each side,
231 knots (428 km/h; 266 mph Commission, had ordered two of these aircraft. The first in linewith wing leading-edge, and opposite passenger
Max cruising speed at 4,575 m (15,000 ft) at o: AUW Dash 8 for NorOntair was delivered in October 1984, and door on starboard side. Entire accommodation pres-
18,597 kg (41,000 lb) was to enter service later that year. By September 1 984 de surised and air-conditioned.
227 knots (420 km/h; 261 mph) Havilland Canada had received orders and options for 1 02 Systems: Air cycle air-conditioning system provides heat-
En route rate of climb, flaps and landing gear up: Dash 8s. Plans are to achieve an output of six aircraft per ing, cooling, ventilation and pressurisation (cabin max
4 engines, max climb power 372 m (1,220 ft)/min month within a year and half of the first delivery. differential 0-38 bars; 5-5 Ib/sq in). Normal hydraulic
3 engines, max continuous power 220 m (720 ft)/min Two basic versions of the Dash 8 are being offered: installation comprises two independent systems, each
Service ceiling at AUW
of 18,597 kg (41,000 lb): Commuter. Standard local service version, to which the having an engine driven variable displacement pump
4 engines, max climb power 6,400 m (21,000 ft) detailed description mainly applies. With full IFR fuel and an electrically driven standby pump; accumulator
3 engines, max continuous power reserves for a 100 nm
(185 km; 115 mile) diversion, plus and handpump for emergency use. Electrical system DC
3,855 m (12,650 ft) 45 mmat long-range cruising speed at 1 ,525 m (5,000 ft), power provided by two starter/generators, two
FAR Pt 25 T-O field length, 25° flap, of 18,597 AUW this version has enough fuel to fly four 100 nm stages transformer-rectifier units, and two nickel-cadmium
kg (41,000 lb) 689 m (2,260 ft) without refuelling, carrying a 3,102 kg (6,840 lb) payload batteries. Variable frequency AC power provided by
T-O field length at 3,050 m (10,000 ft), 15° flap of 36 passengers and their baggage. two engine driven AC generators and three static inver-
1,829 m (6,000 ft) Corporate. To be marketed in North America exclu- ters. De-icing system consists of pneumatic system plus
FAR Pt 25 STOL landing field length at max landing sively by Innotech Aviation of Montreal, outside North electric heating. APU standard in corporate version.
weight, 45° flap 594 m (1,950 ft) America by DHC, the corporate version will have an Avionics and Equipment: Standard factory installed
Landing field length at 3,050 m (10,000 ft) at 18,91 5 kg extended range capability of up to 2,000 nm (3,706 km; avionics package includes Sperry SPZ-800 dual-
(41,700 lb) landing weight, 45° flap 2,303 miles), plus IFR reserves, with a 544 kg (1,200 lb) channel digital AFCS with integrated fail-operational
823 m (2,700 ft) payload. In a more typical mission it will be able to carry flight director/autopilot system, dual digital air data sys-
Min ground turning radius 8-84 m (29 ft in) 1 7 passengers and their baggage for up to 1 ,320 nm (2,446 tem, electromechanical flight instruments, and Primus
30 CANADA: AIRCRAFT — DE HAVILLAND CANADA / MBB

de Havilland Canada DHC-8 Dash 8 twin-turboprop short-range commuter transport in the insignia of NorOntair

Max payload: passengers 3,549 kg (7,824 lb)

cargo 4,268 kg (9,410 lb)
Max T-O weight 14.968 kg (33,000 lb)
Max landing weight 14.696 kg (32.400 lb)
Max zero-fuel weight 14.061 kg (31,000 1b)
Max wing loading 275-3 kg/m^ (56-4 Ib/sq ft)

Performance (estimated at max T-O weight except where

indicated):
Max cruising speed at 13.834 kg (30.500 lb) AUW:
at 4.575 m (15,000 ft)

270 knots (500 km/h; 311 mph)

at 6.100 m (20.000 ft)

268 knots (497 km/h; 309 mph)

at 7.620 m (25.000 ft)

261 knots (484 km/h; 300 mph)

Stalling speed, flaps down
72 knots (134 km/h; 83 mph)
Max rate of climb at S/L 631 m (2,070 ft)/min
Rate of climb at S/L, one engine out
162 m (530 ft)/min
FAR Pt 25 T-O field length. 15° Hap. at max T-O
weight: ISA S/L
at 860 m
(2.820 ft)
ISA -f m (6.000 ft),
20°Cat 1.830 AUW of 14,152 kg
(31,200 1b) 1,493 m (4,900 ft)
DHC-8 Dash 8 twin-turboprop quiet short-haul transport aircraft iPihu Press) FAR Pt 25 landing Held length, 35° flap:
800 colour weather radar; Sperry electronic flight Height to sill 109 m (3 ft 7 in) ISA at S/L. AUW
of 14.515 kg (32.000 lb)

instrumentation system (EFIS) optional on commuter, Baggage door (rear, port) 911 m (2.990 ft)

standard on corporate version. Avtech audio integrat- Height 1-52 m (5 ft in) ISA -t- 20°Cat 1.830m(6.000 ft). AUWof 14.152kg
ing system. Telephonies PA system, Simmonds fuel Width 1-27 m (4 ft 2 in) (31.200 1b) 1.024 m (3.360 ft)
monitoring system Height to sill 1 09 m (3 ft 7 in) Block times (7 min terminal allowance):
Dimensions, external; Dimensions, internal: 100 nm (185 km; 115 miles) 32 min 12 s
Wing span 25-895 m (84 ft 11 '/2 in) Cabin: Length 9-19 m (30 ft 2 in) 200 nm (370 km; 230 miles) 55 min 36 s
Wing aspect ratio 12-34 Max width 2-49 m (8 ft 2 in) 300 nm (555 km; 345 miles) 1 h 20 min 12 s

Length overall 22-25 m (73 ft in) Width at floor 2-03 m (6 ft 8 in) Range:
Fuselage: Max diameter 2-69 m (8 ft 10 in) Max height 1-88 m (6 ft 2 in) full passenger load

Height overall 7-44 m (24 ft 5 in) Volume 36-8 m-' (1,300 cu ft) 890 nm (1.650 km; .025 miles) 1

Elevator span 8-00 m (26 ft 3 in) Net volume available tor cargo 31-1 m^ (1,100 cu ft) 2.721 kg (6,000 lb) payload
Wheel track (c/1 of shock struts) Baggage compartment volume 8-5 m-' (300 cu ft)
1,150 nm (2,130 km; 1,325 miles)
7 88 m (25 ft 10-4 in) Areas: max cargo payload 150 nm (278 km; 173 miles)
Wheelbase 7-95 m (26 ft 1 m) Wings, gross 54-35 m- (585-0 sq ft)

Propeller diameter 3-96 m (13 ft in) Vertical tail surfaces (total) 14-12 m^ (152-0 sq ft)

Propeller ground clearance 0-94 (3 m ft 1 in) Horizontal tail surfaces (total) 13-94 m- (150-0 sq ft) Operational Noise Levels (estimated, FAR Pt 36 Stage
Propeller/fuselage clearance 0-76 m (2 ft 6 in) Weights and Loai:)INO: 3 and ICAO Annex 16):
Passenger/crew door (fwd, port ): Operating weight empty 9,793 kg (21,590 lb) TO 82 EPNdB
Height 1-68 m (5 ft 6 in) Max usable fuel: commuter 2,576 kg (5.678 lb) Sideline 86 EPNdB
Width 0-76 m (2 ft 6 in) corporate 4,677 kg (10,312 lb) Approach 91 EPNdB

MBB of Germany, and the government of Canada, for a 20 year and Canada. The agreement also includes provision for
project involving the development and manufacture of the development of models powered by the new 298-373
MBB HELICOPTER CANADA LTD (a subsidiary
twin-engined light helicopters in Canada. MBB will kW (400-500 shp) class Pratt & Whitney Canada STEP
of Messerschmitt-Bdikow-Blohm GmbH)
develop this engineering capability through a joint venture turboshaft engine (small turbine engine programme),
KIP 5G4
Suite 910. 130 Albert Street. Ottawa. Ontario
with Fleet Aerospace of Fort Erie. Ontario, Of the total when this becomes available. The transfer of technology
Telephone: (613) 232 1557
investment of $72-6 million. MBB and Fleet will contri- and design authority from West Germany will enable
Telex: 053-4109
Vice-President. Marketing: E. James Grant
bute $37-7 million, the Canadian federal government MBB Helicopter Canada Ltd to assume full responsibility
$20-9 million, and the Ontario government $14 million. A for designing and developing derivatives of models offered
Works: PO Box 250, Gilmore Road, Fort Erie, Ontario new company. MBB Helicopter Canada Ltd, will be the in Canada, and progressively to increase the Canadian
L2A 5M9 focal point for this activity. manufacturing content of these later models to 70 per
Telephone: (416) 871 7772 Initial in Canada, beginning in 1984, is of
production cent.
Telex: 061-5165 the Allison 250 powered MBB BO 105 LS, the first Can-
Executive Vice-President and General Manager: adian examples of which should be completed in 985 At 1 .
MBB BO 105 LS
Helge Wittholz the same time, work is beginning in Canada on major This 'hot and high' version ol the BO 1 05 (L for Lift and
component improvements (eg the dynamic system), to S for Stretch) combines the enlarged cabin of the CBS
A memorandum of understanding was signed on 13 improve the capabilities of the BO 105 and lor incorpora- version with more powerful engines and an uprated
December 1983 between MBB, of the Federal Republic tion in other MBB helicopters produced in both Germany transmission, permitting operation at a higher gross
 MBB / ULTIMATE AEROBATICS — AIRCRAFT: CANADA 31

weight with external load. It was first flown on 23 October

1981. Certihcation by the LBA was scheduled for early
1984, with FAA, British CAA
and Canadian DoT cer-
tification to follow.
The description of the BO
105 CBS in the German
section applies also to the BO
105 LS, except as follows:
RoiOK Drive: Main transmission, type ZF-FS 1 12, is rated
lor a twin-engine restricted input of 294 kW (395 shp)
per engine at T-O power, or a single-engine restricted
input ot 368 kW (494 shp) at max continuous power, or
410 kW (550 shp) for 2 5 min at power. TO
Power Plant: Two 250-C28Cturboshaft engines,
Allison
each rated at 410 kW (550 shp) for 2-5 min, and with 5
min T-O and max continuous power ratings of 373 kW
(500 shp) and 368 kW (494 shp) respectively. Fuel
capacity as lor CB/CBS.
Systems: As lor BO 105 CBS, except starter/generators
are 200 A and stability augmentation system is standard.
Weights:
Weight empty, basic 1,362 kg (3,003 lb)
Max T-O 2,400 kg (5,291 lb)
weight, internal load
Max T-O
weight, external load 2,600 kg (5.732 lb)
Periormance (at T-O weight of 2,400 kg; 5,291 lb, ISA,
except where indicated):
Never-exceed speed at S/L
145 knots (269 km/h; 167 mph) MBB BO 105 LS twin-turboshaft helicopter, the version to be produced by MBB Helicopter Canada Ltd
Max cruising speed at S/L
132 knots (244 km/h; 152 mph)
Max speed at S/L with external load ( AU of 2,600 kg;W Service ceiling, one engine out 2,800 m (9,185 ft) Ferry range at S/L, standard fuel plus two 200 litre (44
5,732 lb) 100 knots (185 km/h; 115 mph) Hovering ceilmg; IGE 3,850 m (12,625 ft) Imp gallon) auxiliary tanks, no reserves
Max rate of climb at S/L 594 m ( ,950 ft)/min 1
OGE 3,300 m (10,825 ft) 496 nm (920 km; 571 miles)
Vertical rate of climb at S/L 354 m (1,161 ft)/min Range at S/L, standard fuel, max internal payload, no Endurance at S/L, standard fuel, max internal payload,
Max operating altitude 6,100 m (20,000 ft) reserves 289 nm (536 km; 333 miles) no reserves 3 h 12 min

NWI overhaul and modification centres for military and com- The company is currently engaged in a contract for the
NORTHWEST INDUSTRIES LIMITED mercial aircraft, including the Lockheed C-13() Hercules, engineering and interface of a comprehensive integrated
(A subsidiary of CAE Industries Ltd) Dassault Falcon, Lockheed T-33 and Canadair CL-41 jet flight system for the Canadian Armed Forces' Dassault
PO Box 9864, Edmonton International Airport, trainers, and the CF-104 Starhghter. In addition to its Falcon 20 aircraft. In addition, it is continuing a service life
Edmonton, Alberta T5J 2T2 major in-plant aircraft programmes, permanent mobile extension programme for Canadian T-33 )et trainers,
Telephone: (403) 955 6300 repair parties are stationed at CFB Edmonton and CFB involving a comprehensive structural and mechanical
Telex: 037-41574 Cold Lake in support of the C-130 Hercules, CF-5 and upgrading of the aircraft, plus the installation of modern
President: L. H. Prokop CF-104 aircraft of the Canadian Armed Forces. The com- electrical harness assemblies. In early 1 NWI was pre-
984
Vice-President, Operations: F. A. Maybee pany's manufacturing shops produce structural, mechan- paring a technical proposal to the CAF for major
Vice-President, Finance and Administration: ical and electronic components for its aircraft overhaul modifications to the latter's fleet of 22 C-130E Hercules,
C. H. Eraser and modification progiammes and for supply, under sub- in addition to fittingnew, Lockheed supplied, model
NWI, a wholly owned subsidiary of CAE Industries Ltd, contract, to North America's principal aerospace man- C- 1 30H wings. This programme was expected to be under
is one of Canada's largest aircraft maintenance, repair. ufacturers. way by September 1984.

ROBIN
AVIONS PIERRE ROBIN INC
430 Aeroparc (PO Box 430), Lachute, Ouebec J8H 3X9
Telephone: (514) 562 2235
General Manager: Jacques Lecrivain i"- ^^..Mi^MM
This company was established by Avions Pierre Robin
of France (which see) to assemble in Canada and market
certain models of the current Robin range. A private
enterprise group in Quebec has
57' f holding in the
a
company; the Canadian government contributed 25 '"^ of
the cost of the buildings and machinery.
The model chosen for initial production in Canada is the
two-seat 1 19 kW (160 hp) Robin R 2160 Sport, described
under the Robin entry in the French section. Assembly is
from French built basic components, with LIS engines,
propellers, tyres, instruments, upholstery and radios being
added on the Canadian production line.
First example of the R 2160 was completed in 1980, and
ten had been completed by September 1981. Production
Robin R 2160 Sport assembled in Canada by Avions Pierre Robin Inc (Neil A. Mcicdougall)
was then interrupted for about six months, but was
resumed in the Spring of 1982, when 19 more were on
order. Canadian certification was obtained in October more recent information has been received from the com-
1979, and FAA certification on 15 November 1982. No pany.

ULTIMATE AEROBATICS The Ultimate Aerobatics modification differs from the

standard Pitts S-1 Special in the following ways:
ULTIMATE AEROBATICS LIMITED
Wings: Generally as described for Pitts S-1, but span
Maple Meadow, Belfountain, Ontario LON IBO
reduced by 0-51 m(l ft 8 in); aluminium leading-edges
Telephone: (519) 927 5943
(plywood optional); no incidence or dihedral; full span
President: Gordon Price
aluminium ailerons, \5'i thicker than local standard
This company is marketing fully or semi-assembled kits
wing section and symmetrical, on both upper and lower
which can be used to modify Pitts S-I Special acrobatic
wings; knife-edge interplane strut fairings; additional
biplanes in order to enhance their capabilities and perfor-
flying and landing wire on rear spar to absorb increased
mance, enabling them to perform manoeuvres at load torsional loads; many fittings strengthened. Wingtip
factors up to ±8-5g. Its president, Mr Gordon Price, was
endplates (upper and lower wings) fitted originally to
the Canadian national acrobatic champion in 1979, 1980
prototype; these are no longer in use, but provision to fit
and 1981.
endplates and acrobatic sight is retained. Wings bolt on
ULTIMATE AEROBATICS (PITTS) S-1 SPECIAL to any Pitts S-1.

The standard Fuselage: As for Pitts S-1, except that two-piece engine
S- 1 Special is described in detail under the
cowling is of reinforced glassfibre.
Christen heading in the US section of this edition. By
mid-February 1984 a total of 25 Ultimate Aerobatics
modification kits had been sold; at that time the company
was producing five sets of wings per month at its factory in
Guelph, Ontario, and was assisting in the conversion of Prototype 'Ultimate Wing' Pitts Special, shown with
five aircraft. original wingtip endplates
32 CANADA / CHILE: AIRCRAFT — ULTIMATE AEROBATICS / ENAER CHILE
Power Plant: Standard 134 kW( 180 hp)Avco Lycoming Accommodation: Low profile canopy and windscreen Performance:
IO-360 replaced by a 21 kg (46 lb) lighter 149
is kW fitted. Max level speed 178 knots (330 km/h: 205 mph)
(200 hp) O-360-A1A with compression ratio of Vertical penetration (height increase in pull-up from
Dimensions, external:
10-25 Standard Sensenich or special Hoffmann
: 1.
Wing span (upper and lower) 4-77 m (15 ft 8 in)
max speed in level flight) 488 m (1,600 ft)
wood and composite propeller with spinner. Various Rate of roll (established in EAAC testing)
Wing chord (constant, both) 0-92 m (3 ft O'A in)
fuel tank options can increase capacity from standard 75 360°/s at 139 knots (257 km/h; 160 mph)
litres (20 US gallons) to a maximum of 1 47 litres (39 US Area: g limits ±8 5
gallons). Wings, gross 8-83 m- (950 sq ft)

ZENAIR Incidence 3° 30'. Single-spar aluminium alloy structure. compartment, capacity 60 kg (132 lb), with separate
Frise ailerons and slotted flaps of aluminium alloy. No door.
ZENAIR LTD
tabs. System: 12V alternator for electrical system.
25 King Road, Nobleton, Ontario LOG INO
Fuselage: Conventional aluminium alloy stressed skin Avionics: As required. Full IFR potential.
Telephone: (416) 859 4556
structure of basically rectangular section, with rounded Dimensions, external:
President and Designer: Christophe Hemtz
topdecking. Wing span 9-20 m (30 ft 2'/. in
This company was formed by Christophe Heintz,M Tail Unit: Cantilever one-piece all-moving tailplane, Wing chord: at root 1-82 m (5 ft 1 P/4 in
formerly designer with Avions Pierre Robin of France, to
market plans, materials, parts and complete kits of his
with automatic and controllable anti-servo trim tab, and at tip 1-38 m (4 ft 6 'A in
one-piece all-moving rudder (no fin). Single-spar struc- Wing aspect ratio 5-6
single-seat, two-seat and three-seat Zenith light aircraft
tures, with ribs and skins of aluminium. Length overall 7-80 m (25 7 ft in
(see Homebuilt Aircraft section) and Zipper microlight
Landing Gear: Non-retractable tricycle type, with steel Fuselage: Max width 1-12 m (3 8 ft in
(which see).
spring mainwheel legs. All three Cleveland wheels and Height overall 2-70 m (8 lO'A ft in
Additionally, Zenair is developing the four/five-seat
tyres size 600-6, pressure 2-21 bars (32 Ib/sq in). Hyd- Tailplane span 3 00 m (9 ft 10 in
Zenith-CH 400, intended for factory production.
raulically actuated disc brakes on mainwheels. Steer- Wheel track 3 00 m (9 ft 10 in
HEINTZ Z^NITH-CH 400 able nosewheel. Wheel fairings standard. Wheelbase 1-60 m (5 3 ft in

Design began in 1976 of a four/five-seat version of the Power Plant: One 134 kW (180 hp) Avco Lycoming Propeller diameter 1-88 m (6 2 ft in

Zenith which retains the basic configuration of the earlier O-360-A flat-four engine, driving a Sensenich Propeller ground clearance 0-27 m (10% in

aircraft but in scaled-up form. Construction of three M76EMM-2-66 metal fixed-pitch propeller. Fuel tanks Areas:
prototypes began in September 1977, and the first of these in wings, standard capacity 210 litres (46 Imp gallons). Wings, gross 15-20 m' (163-6 sq ft

was scheduled to fly for the first time in September 1984. Refuelling points in top of wings. Fuselage tank of 80 Ailerons (total) 0-94 mMlO-12 sq ft

Production examples were expected to be available from litres Imp gallons) capacity optional. Oil capacity
(17-5 Flaps (total) 1-62 m^ (17-44 sq ft

the end of that year. 9 litres (2 Imp gallons). Rudder 115 m^ (12-38 sq ft

Type: Four/five-seat light aircraft. Accommodation: Pilot and passenger on individual front Tailplane (inci tabs) 2-70 m' (29-06 sq ft

Wings: Cantilever low-wing monoplane. Wing section seats, with rearbench seat for two or three further Weights and Loadings:
NACA330I5. Dihedral 6' 30' on tapered outer panels. passengers. Forward sliding Plexiglas canopy. Baggage Weight empty, equipped 626 kg (1,380 lb
Max T-O weight 1,170 kg (2,580 lb
Max wing loading 77 kg/m- (15-77 Ib/sq ft
Max power loading 8-73 kg/kW (14-33 Ib/hp
Performance (estimated):
Never-exceed speed 188 knots (350 km/h; 217 mph
Max level speed 146 knots (270 km/h; 168 mph
Max cruising speed 135 knots (250 km/h; 155 mph
Econ cruising speed 124 knots (230 km/h; 143 mph
Stalling speed: flaps up 56 knots (103 km/h; 64 mph
flaps down 49 knots (90 km/h; 56 mph
Max rate of climb at S/L 274 m (900 ft)/mm
Service ceiling 4,875 m (16,000 ft
T-O and landing run 244 m (800 ft
T-O to, and landing from, 15 m (50 ft)
457 m (1,500 ft
Range with standard fuel and max payload
647 nm (1,200 km; 745 miles
Range with max fuel 863 nm (1,600 km; 994 miles
Endurance with standard fuel and max payload
4 h 45 min
Prototype Heintz Z6nith-CH 400 four/five-seat light aircraft (Avco Lycoming O-360-A engine) Endurance with max fuel 6 h 30 min

CHILE
ENAER CHILE
EMPRESA NACIONAL DE AERONAUTICA
Gran Avenida Jose Miguel Carrera 11087, El Bosque,
Santiago
Telephone: 582707 and 588582
Telex: 645115 ENAER CT
Director: Coronel Arthur Clark
ENAER (formerly IndAer) is an industrial organisation
setup under the auspices of the Chilean Air Force, and
had a 1 984 workforce of 260 people. Its activities began in
January 1980 with the assembly of 27 Piper PA-28
Dakota light aircraft. 1 7 for the Chilean Air Force and ten
for civilian flying clubs.
To replace the Chilean Air Force's Beechcraft T-34s.
and to fulfil the eventual need by the air forces of other

countries for a basic and intermediate trainer, ENAER

and Piper Aircraft Corporation initiated in October 1980
the design and development of the T-35 Pillan.
Meanwhile, in June 1980 ENAER embarked upon an
industrial transfer programme with CASA of Spain for the
assembly and manufacture under licence of the CASA
C-lOlBB-02 Aviojet advanced jet trainer, which has the
Fuerza Aerea de Chile designation T-36 Halcon. These
aircraft are to replace the FAC's Cessna T-37s. In order to
replace also the service's A-37 attack version, CASA and
ENAER initiated in October 1982 a programme to pro-
duce a version of the C-101 with a higher thrust turbofan
engine, under the designation A-36 Halcon.

ENAER T-35 PILLAN (DEVIL)

The Pillan is a tandem two-seat,
fully acrobatic aircraft,
intended for basic, intermediate and instrument flying
training. It was developed to FAR Pt 23 and military
standards. To minimise costs, its design was based on the First production T-35 Pillan (c/n 001) assembled by ENAER for the Chilean Air Force
 ENAER CHILE / STATE AIRCRAFT FACTORIES — AIRCRAFT: CHILE / CHINA 33

Piper Chcriikce series, utilising in particular many com- Power Piani: One 224 kW (300 hp) Avco Lycoming Dimensions, iniernai :

ponentMil Ihc Piper PA-2H Dakota and PA-32 Saratoga AEIO-540 H1K5 flat-six engine, driving a Harf/ell Cockpit: Length 3-24 111 (10 ft 7'; in)
Two prototypes were developed by Piper, the first ot HC-C3YR-1RF three-blade propeller with spinner. Max width 104 m (3 ft 5 in)
these (designated PA-28R-3(KI XBT) making its initial Fuel contained in two integral tanks ineach wing, total Max height 1 48 m (4 ft l()'4 in)

flight in early 9K1 and the second (PA-:kR-3()() YBT) at

1 capacity 291-5 litres (77 US gallons), of which 272-5 Areas:
the end ot that year. Later, three aircraft were delivered hy litres (72 US gallons) are usable. Overwing gravity Wings, gross 13-64 m' (146-8 sq ft)

Piper as kits for assembly by F.NAER: the hrst of these refuelling point on each wing. Fuel and oil systems Ailerons (total) 1-10 m^ (11-84 sq ft)

flew on .^l) January 982 and the third in September of that

1 designed to permit unlimited inverted flight. Trailing-edge flaps (total) 1-36 m- (14-64 sq It)

year. Ac ommodation: Seats for two persons in tandem

(
Fin 0-69 nr' (7-43 sq ft)

The Pillan was evaluated by the Spanish Air Force beneath one-piece transparent canopy which opens Rudder 0-38 m' (4-09 sq ft)

between late 1982 and earK 198.3. and after more than sideways to starboard. One-piece windscreen, and Tailplane, incl tab 2-27 m' (24 43 sq ft)

.>()() flying hours had been accumulated by the prototypes a

one-piece window aft of canopy. Rear (instructor's) seat Wek.his and Loadings:
number ot modihcations were incorporated. Series pro- eiesated. Dual controls standard. Accommodation Basic weight empty 833 kg (1,836 lb)

duction of 80 Pillans for the Chilean Air Force began in heated and ventilated. Weight empty, equipped 929 kg (2,048 lb)
November 1983, and the Mrst production aircraft was rol- Sv.sTEMs: Hydraulic system powered by a self-contained
Max T-O and landing weight 1,315 kg (2,900 lb)
led out on 8 March 1984. Deliveries will continue during Max wing loading 96 kg/nr' (19-7 Ib/sq ft) 1
unit incorporating an electric motor, gear pump, fluid
1984-85. Max power loading 5-88 kg/kW (9-7 Ib/hp)
reservoir, pressure regulator, flow control, and thermal
Type: Two-seat fully acrobatic basic and intermediate Pereormanc e (at max T-O weight, ISA):
expansion protection. Electrical system is 24V DC,
military trainer. Max level speed at S/L
powered by a 70A engine driven alternator and 24V
WiNtis: Cantilever low-wing monoplane. Wing section 168 knots (311 km/h; 193 mph)
17Ah battery. External power socket.
NACA 65-415 on inboard panels, NACA 652-415 Cruising speed:
(modihed) at tips. Dihedral 7° . Incidence 2° at root, -0° Amonks and Emii'MENT: Standard package of King 75 'r power at 2,680 m (8,800 ft)

30' at tip. Single-spar structure of light alloy, with com- avionics includes dual KX 165 VHF-AM transceivers, 161 knots (298 km/h: 185 mph)
ponents mainly from PA-32R-3()1 Saratoga and dual KMA 24H
intercom, VOR/glideslope receiver, 65 '< power at 3,900 m (12,80(1 ft)

PA-28-236 Dakota. Slotted ailerons and single-slotted KR 21 marker beacon receiver. KR 87 ADF, KN 63 150 knots (278 km/h; 173 mph)
trailing-edge flaps of light alloy construction, identical DMF, KT 76A ATC transponder, KCS 55A compass 55'r power at 5,120 m (16,800 ft)
to those of Saratoga.
system (Kl 525 HSI, KNI 582 RMl, KA 51A slaving 138 knots (255 km/h; 159 mph)
FusEi-A(iE:Semi-monocoque structure of liglit alloy, meter): AI-904 AA/B attitude indicator; stall warning Stalling speed:
based on that of PA-32 R-301 Saratoga. lights, landing gear not down' warning system, fuel and flaps up 68 knots (125 km/h; 78 mph)
oil warning lights, two anti-collision strobe lights, and
Tail Unit: Cantilever structure of light alloy with swept flaps down 63 knots (116 km/h; 72 mph)
(38° 43) vertical surfaces. One-piece all-moving horiz- single landing/taxying light. Two underuing hardpoints Max rate of climb at S/L 465 m (1,525 ft)/min
ontal surface with lull span anti-servo tab: this surface is for external stores. Time to: 1,830 m (6,000 ft) 4 min 42 s
a reduced span version of the all-moving tailplane of the Dimensions, exiernai ; 3,050 m (10,000 ft) 9 mm 12 s
PA-28-236 Dakota. Wing span 8-81 m (28 ft 1 1 in) Service ceiling 5,820 m (19,100 ft)
Landinc. Gear: Hydraulically retractable tricycle type, Wing chord: at root 1 -88 m (6 ft 2 in) Absolute ceiling 6,250 m (20,500 ft)
derived from that of Piper PA-32 R-3II1 Saratoga, with at tip 1 26 111 (4 ft f
'
2 in) T-O run 293 m (961 ft)
single wheel on each unit. Main units retract inward, Wing aspect ratio 5-69 T-O to 15 m (50 ft) 506 m (1,660 It)
steerable nosewheel rearward, all wheels being Length overall 7-97 m (26 '4 ft 1 111) Landing from 15 m (50 ft) 521 m (1,709 ft)
enclosed by doors when retracted. Piper oleo- Height overall 2-34 m (7 8'4 ft in) Landing run 243 m (797 ft)
pneumatic sht)ck absorber in each unit. Emergency Tailplane span 305 m (10 It (1 in) Range with 45 min reserves:
free-fall extension. Mainwheels and tyres si/e 6()()-6 (8 Wheel track 302 m (9 11 ft in) 75'"/ power at 2,440 m (8,000 ft)

ply), nosewheel and tyre si/e 5 00-5 (6 ply). High Wheelbase 2-09 m (6 10'.4 ft in) 590 nm (1,093 km: 679 miles)
capability hydraulic disc brakes. Parking brake. Propeller diameter 1-93 m (6 ft 4 in) 65 '< power at 3,660 m (12,000 ft)
625 nm (LLSS km: 720 miles)
Range, no reserves:
75'. power at 2,440 m (8,000 ft)
685 nm (1,269 km; 789 miles)
65', power at 3,660 m (12,000 ft)
720 nm (1,334 km; 829 miles)
Endurance at S/L: 75', power 4 h 24 min
65', power 4 h 55 min
55', power 5 h 39 min
,1; limits -E6-()/-3

ENAER T-36/A-36 HALCON (HAWK)

As a replacement for Cessna T-37s the Chilean Air
its

Force purchased an initial batch of 12 CASA C-

101 BB-02 Avioiets from Spain. Deliveries of these were
due to be completed during the second half of 984. 1

Designated T-36 Halcon by the FAC, they differ from the

C-IOIF.B for the Spanish Air Force in having a more
powerful 6-46 kN; 3,700 lb st) Garrett TFE73 -3 turbo-
( 1 1

tan engine instead of the 15-57 kN (3,500 lb st)TFE731-

2, and can be identified by the addition of a ventral fin
beneath the engine jetpipe on each side. They were
assembled by ENAER under licence from CASA.
By June 1984 the FAC was also due to begin assembly
of an initial batch of four of the C-IOICC attack version,
to replace FAC Cessna A-37s. These aircraft, designated
A-36 by the FAC, have a 1 9- 1 3 kN (4,300 lb st ) TFE73 1 -5
engine, plus an MPR (military power reserve) system
which allows the thrust to be increased to 20-91 kN (4,700
ENAER T-35 Pillan tandem two-seat basic/intermediate trainer iPilm Press) lb).

CHINA
(PEOPLE'S REPUBLIC)
STATE AIRCRAFT FACTORIES Communist regime became responsible for the whole of
Shenyang, Liaoning Province; Xian (Sian), Shaanxi mainland China in 1949 the Manchurian factories were
(Shensi) Province; Harbin, Heilongjiang re-established and re-equipped with Soviet assistance
(Heilungkiang) Province: Shanghai Municipality; Today Shenyang and Harbin are still the main centres of
The Chinese language is gradually undergoing a
Beijing (Peking) Municipality; Nanchang, Jiangxi process of simplification, from the pictograms in
Chinese aircraft and aero engine production, under the
(Kiangsi) Province; Hanzhong (Hanchung), Shaanxi jurisdiction ot the Third Ministry of Machine Building,
which the language has been written for some 3,000
Province; Tianjin (Tientsin) Municipality; Shijiazhuang There are design and development centres at Shenyang, years to a new Latinised or Westernised form of spel-
(Shihchiachuang), Hebei (Hopei) Province; Chengdu ling known as PInyin. Under this system, the translit-
Beijing, Harbin and elsewhere.
(Sichuan Province); and elsewhere erated spellings with which Western readers have
In the middle and late 1950s Shenyang produced in
Longest established ot the Chinese national aircraft fac- large numbers under licence several aircraft types, the first
been familiar for years have, in many cases, under-
tories are those at Shenyang and Harbin. The latter had its of these being the Yak- 18, for which an agreement was
gone some change. For example, Peking is written as
Beijing, which conforms more closely with the
origin in the plant of the Manshu Aeroplane Manufactur- signed with the USSR in November 1952. In October
ing Company, one of several aircraft and aero engine 1954 this was followed by licences for the Antonov An-2 Chinese pronunciation. Place names in this section
manufacturing facilities established in Manchukuo (Man- are shown first in the current Pinyin spelling, fol-
biplane, (he Mil Mi-4 helicopter, and their ASh-62 and
churia) by the Japanese invaders in 1938. A large flying ASh-82 engines. A few examples were completed ot the lowed where applicable by the 'old' spelling.
trainingschool was established by the Japanese at Ilyushin 11-14 transport aircraft, under the Chinese desig-
Shenyang (then known as Mukden) in f940. After the nation Y-6.
 )

34 CHINA: AIRCRAFT — STATE AIRCRAFT FACTORIES

J-6B (Jianjiji-6 Yi or Jian-6B). Equivalent to limited
all-weather MIG-19PM ('Farmer-D'), armed with
radar-homing missiles (NATO 'Alkali'). Probably super-
seded In production by J-6Xln. Illustrated In 1982-83
Jane's,
J-6C (Jianjiji-6 Bing or Jian-6C). Production day
Hghter deveUipment of MiG-19SF/J-6, distinguished
externally by relocated brake-chute in bullet fairing at
base of rudder.
J-6Xin (Jianjiji-6Xin or Jian-6Xin). The Chinese word
Xin, meaning new. used to designate this version of the
Is

Jian-6A/MIG-19PF, which the Soviet designed Izum-

In

rud (Emerald) Intake mounted radar Is replaced by a

Chinese developed airborne interception radar In a needle
shaped radome mounted centrally on the intake splitter
plate.
JJ-6 (Jianjiji Jiaolianji-6 or Jianjiao-6). Tandem two-
seat Hghter-trainer version, Indeveloped
China.
Described separately,
JZ-6 (Jianjiji Zhenchaji-6 or Jianzhen-6). Single-seat
fighter-reconnaissance version, generally similar to Soviet
MiG-19R, with cameras mounted in lower forward fusel-
Jian-6C (F-6) single-seat day fighters supplied by China to the Pakistan Air Force (John Hickerj age instead of the third 30 mm
cannon which occupies this
position in the fighter-bomber versions. Illustrated in
1982-83 Jane's.
Production of the J-6 was stepped up from about 1966,
and several thousand were built subsequently. Following
the Indo-Pakistan war of September 1965, China supplied
40 J-6s to Pakistan and the first PAF squadron was oper-
ational within a year. Subsequent deliveries brought to
140 the total of J-6s and JJ-6s acquired by Pakistan, where
they are known as the F-6 and FT-6 respectively. In 1983
these equipped seven PAF air defence and ground attack
squadrons. PAF F-6s have been fitted with rails for an
AIM-9B Sidewinder missile under each wing, and are
equipped to carry an underbelly auxiliary fuel tank. The
Air Wing of the Tanzanian People's Defence Force
received sufficient F-6s for a single squadron; at least 50
have been delivered to Egypt, Including some two-seat
FT-6s. and others to Albania, Bangladesh, Iran (via North
Korea), Iraq (via Egypt and Jordan), Kampuchea and
Viet-Nam. Delivery of J-6s to equip one squadron of the
Zimbabwe Air Force was reported to be Imminent In
1983. Also reported was an Egyptian plan to modify its
F-6s to carry A1M-9P3/4 Sidewinder air-to-air missiles.
In the PLA Air Force, J-6 variants equip more than 40
Shenyang J-6 (Chinese built MiG-19SF) single-seat day fighter (rilot Press) air regiments, each regiment having three or four squad-
rons. Roles for which the aircraft are employed Include
First jet aircraft built in China were the single-seat increasing technological capability. Aircraft exports are air-to-air Interception, battlefield Interdiction, close sup-
MiG-15bis and two-seat MiG-15UTI. These do not have also assuming Increasing Importance In the development port, counter air and tactical reconnaissance. The J-6 also
Chinese designations. They were followed by the MiG- of China's economy. During the period of the hfth Five- serves in small numbers with the air force of the PLA
17F. which has the Chinese designation J-5, and MiG- Year Plan (1976-80) China exported 280 supersonic Navy.
17PF (J-5 Jia or J-5A). The MiG fighters were produced (J-6/JJ-6) and five subsonic combat aircraft, ten helicop- A detailed structural description of the basic MiG-
at Shenyang, and their Kllmov VK-1 engines at Harbin, ters (Z-5s), and 180 other aircraft (mostly CJ-6s and 19SF, modified where possible to apply to Chinese ver-
deliveries ofMiG-15UTIs and J-5s beginning in late Y-5s). sions of the J-6, can be found In the 1982-83 and earlier
1956; by mid-1959 these were almost totally of Chinese The Air Force of the People's Liberation Army has an editions of Jane's.
manufacture. A UTI' tandem two-seat conversion of the
'
operational home defence fighter force of about 4,000 Type: Single-seat day fighter, attack and tactical recon-
J-5 was developed by the Chinese, as described in the J-5s, J-6sand J-7s, and a tactical air force of more than naissance aircraft.
1983-84 and earlier editions of 7a«f'i. Known as the J J- 5, 1,000 J-5s, H-5s and 0-5s. The PLA Air Force currently Airframe: See 1982-83 Jane's.
it is advanced trainer with the Chinese air
a standard deploysamediumbomber 120Tu-16/H-6s,
force of about Power Plant: Two Shenyang Wopen-6 or WP-6
forces; exports have been made to Bangladesh, Pakistan which are nuclear capable. More than 100 CSS- MRBMs 1 developments of Tumansky (Mikulm bureau) R-
(designated FT-5), Sudan (F-5T) and Tanzania. Several and CSS-2 and CSS-3 IRBMs are also deployed In a 9BF-81 1 turbojet, each rated at 25-50 kN (5,732 lb st)
hundred MiG-15s (mostly UTIs) remain in Chinese ser- mobile strategic role, supplemented by a few CSS-5 dry and 3 1-87 kN (7,165 Ibst) with afterburning. Hyd-
vice, and about 400 J-5/5As still equip several air regi- ICBMs able to deliver a 5mT warhead over a range of raulically actuated nozzles. Two main fuel tanks In tan-
ments of the Peoples Liberation Army In air-to-air and 7,000 nm (13.000 km; 8.075 miles). dem between cockpit and engines, and two smaller
fighter-bomber roles. A small number also continues in tanks under forward end of engine tailpipes, total capac-
service with the PLA NavyOthers, under the
air force. SHENYANGrriANJIN (MIKOYAN) J-6 ity 2,170 litres (477 Imp gallons; 573 US gallons). Pro-

export designations F-5/5A, were supplied to Albania Chinese name: Jianjiji-6 (Fighter aircraft 6) or Jian-6 vision fortwo 760 or 1,140 litre (167 or 251 Imp gallon;
(30). Kampuchea and North VIet-Nam. These types were Export designation: F-6 201 or 301 US gallon) underwing drop tanks, raising
followed by Soviet and Chinese versions of the MiG- 19 NATO reporting names: Farmer-C (MiG-19SF) and max total fuel capacity to 3,690 litres (81 Imp gallons; 1

(J-6), and an advanced hghter designated J-8 Is now being Farmer-D (MiG-19PF) 975 USgallons)or4,450litres(979 Impgallons; 1,175
developed at Shenyang. The J-6 is basically a MiG- 19 Hghter built In China. Its US gallons) respectively; provision on Pakistan Air
Harbin's earlier products included the Czechoslovak original design was initiated by the Mikoyan bureau In the Force aircraft for underfuselage tank.
Super Aero 45 two/three-passenger twin-engined utility USSR, where the I-350(M) or 1-360 prototype, with
aircraft, and the Hellongjiang No. 1 an agricultural/utility
, non-afterburning Mikulln AM-5 engines, flew for the first
aircraft resembling the Soviet Yak-12. It is currently build- time on or about 18 September 1953.
ing the Soviet llyushin 11-28 jet bomber (Chinese H-5), The initial production MiG- 1 9 day fighter ('Farmer- A'
and the nationally designed Y-1 l/Y-12 agricultural/utility began to enter service with the Soviet air defence force In
light twins. Harbin is also the chief centre for helicopter early 1955. Subsequent versions built In the USSR
production, which began with the Mil Mi-4 (Chinese Z-5). included the MiG-I9F/S/SF/P/PF/PM/R single-seaters
Harbin Is currently responsible also for the Z-6, the and the tandem two-seat MiG-19UTI, with differences as
Aerospatiale Dauphin 2 (Z-9) assembly programme, and detailed in the 1981-82 and earlier editions of Jane's.
Is sharing production of components for the Mil MI-8 with In the Soviet Union the MiG-19 was phased out of
the factory at Nanchang, production by the end of the 'fifties, but a licence agree-
Tu-16
Aircraft built at Xian include the Soviet Tupolev ment for Its manufacture in China was signed in January
bomber (Chinese designation H-6), Chinese versions of 1958. Many MiG- 19s had been delivered to China in
the MiG-21 (J-7), andthe Antonov An-24 (Y-7) aircraft. knocked-down form before the deterioration of
Xian also produces Wopen-8 (RD-3M) jet engines for the Moscow-Beijing relations. The designation J-6 was given
Tu-16/H-6. and Is the centre for licence production of the to the Chinese version of the MIG- 9S fighter, which first
1

Rolls-Royce Spey 202 turbofan. flew In December 1961 and from mld-1962 became stan-
Nanchang, previously responsible for licence produc- dard equipment in the Air Force of the People's Liber-
tion of the Yak-18A (Chinese designation CJ-5). is cur- ation Army.
rently manufacturing its own development of this aircraft It is now possible to Identify seven versions of the J-6
(as the CJ-6), and a Chinese attack aircraft (the 0-5) built in China. These are or have been produced at
developed from the J-6/MiG-19. Other Important pro- Shenyang, and more recently also at Tianjin (Tientsin):
grammes are those for the Y-8 and Y-10 transport air- J-6 (Jianjiji-6 or Jian-6). Chinese equivalent of single-
craft, which take place at Hanzhong and Shanghai respec- seat MIG-19S/SF day Hghter ('Farmer-C'). Now super-
tively. seded In production by J-6C.
The indications are that output of older fighters is now J-6A (Jianjiji-6 Jia or Jian-6A). Chinese version of
diminishing, with increasing emphasis being placed on the MIG-19PF limited all-weather hghter ('Farmer-D') with Note the needle shaped radome fitted to aircraft No.

development of new aircraft making use ol China's gun and rocket armament. 697. This version is known in China as the J-6Xin
 STATE AIRCRAFT FACTORIES — AIRCRAFT: CHINA 35

A( ommodation:
( Pilot only, on Martin-Baker PKDIO
/eroZ/ero ejection seat, under rearward sliding jettison-
able blister canopy. Fluid anti-icing system for
windscreen. Cockpit pressurised, heated and air-
conditioned.
Systfms, AviONirs ani5 EginPMENi: See 1982-H3 Jane's.
Armam[-:ni; Two or three 30 mm NR-30 belt ted cannon,
one ui each wing root and (not on J-6A or JZ-6) one
imder starboard side of nose. Aircraft supplied to Pakis-
tan have an attachment under each wing for a Harbin
built A1M-9B Sidewinder air-lo-air missile, outboard of
drop tank. More usual is the provision of one or two
attachments inboard of each tank. Packs of eight air-
to-air rockets can be carried on these inboard points, or
on the drop tank attachments. Alternative underwing
loads can include four air-to-air guided weapons, two
250 kg (or ,S00 lb) bombs, or single rockets of up to 212
mm calibre. Optical gunsight. Gun camera in top lip of
air intake of J-6. 1/umrud airborne interception radar in
centre of nose intake of J-6 A, with ranging unit in top lip

of intake, the former being replaced in J-6Xin by a

Chinese developed radar in a 'spike' fairing.

Dimensions, e.mernal:
Wing span 9-20m (30 It 2 ',4 m)
Wing chord: at root 3-73m (12 ft 2V4 in)
at tip 278 m (4 ft 2 ',4 in)
This three-quarter rear view of the two-seat Shenyang Jianjiao-6 (Pakistan Air Force FT-6) Illustrates the
1

mean 302 m (9 ft 10''4 in)

revised tail contours resulting from tail parachute stowage (seen open) above the tailpipes, and the two extra
Wing aspect ratio 3 24
stral<es under the fuselage (./nhii Inckci
Length overall:
incl nose probe 14-90 m (48 ft IOV2 in)
excl nose probe 12-60 m (41 ft 4 in) tighter-bomber and reconnaissance versions, it is pro- F-9. Its was hrst indicated by Chinese
correct designation
Length of fuselage 1 82 m (38 ft 9V2
1 in) duced at both Shenyang and Tianjin. ofhcials in1980 when discussing the aircraft with visiting
Fuselage: Max diameter 1 45 m (4 ft 9 in) Unlike the MiG-19UTI, in which the additional cockpit members of the US aerospace industry. According to
Height overall 3-88 m (12 ft 8% in) was accommodated within the existing fuselage by Chinese spokesmen the design was then about ten years
Tailplane span 5-00 m (16 ft 4^4 in) removal of some of the fuel tanks, the JJ-6 is lengthened old. Information received from oflicial Chinese sources

Wheel track 415 m (13 ft 7'- in) by 0-84 m (2 It 9 in) forward of the wing for this purpose. now permits a more detailed and accurate description of
To offset the effect of this increase on the aircraft's direc- this important Chinese aircraft, which continues in pro-
Area:
tional stability, a ventral strake is added underneath the duction.
Wings, gross 2500 m-' (269-1 sq ft)
rear fuselage on each side of the existing curved strake on The airframe of the 0-5 is based substantially on that of
Weights and Loadings (F-6): the centreline. In another external change, the pneumat- the J-6, but with a number of signihcant changes. The main
Weight empty, nominal 5,760 kg (12,700 lb) ically deployed braking parachute is housed in a stream- wing structure is basically unchanged and retains the four
Max external fuel load approx 907 kg (2,f)00 lb) line 'bullet' on top of the rear fuselage at the base of the external attachment points and large boundary layer
T-O weight "clean' 7,545 kg (16,634 lb) rudder, faired into the top of the 'pen-nib' above the fences, but the underwing spoilers are omitted and the
Combat T-O weight (two 760 litre drop tanks and two jetpipes. This modification, which is standard on all two- flaps have undergone some redesign. There are more
Sidewinders) 8,965 kg 19,764 lb) (
seat and recent production J-6C single-seat versions, extensive changes to the centre and front of the fuselage,
Max T-O weight with external stores eliminates the nose-down pitching moment induced by the which is nearly 25 per cent longer than that of the J-6. It is
approx 10,000 kg (22,045) lb former underfuselage location of the brake-chute, permit- understood that the original purpose of these changes was
Wing loading at AUW
of 8,700 kg (19,180 lb) ting it to be deployed earlier in the landing sequence. to make room for an internal weapons bay, but this area is

348 kg/m- (71-28 Ib/sq ft) The tandem cockpits are covered by individual no longer used for carrying weapons. Instead, fuselage fuel
Power loading at AUW
of 8,700 kg (19,180 lb) canopies, both opening sideways to starboard, and there is tank capacity has been increased by approx 70 per cent
136-4 kg/kN (1-34 lb/lb st) a semi-circular internal windscreen between the front and compared with that carried internally by the J-6. The
Pereormance (J-6): rear cockpits. The rear seat is slightly elevated; safe use ol 'solid" ogival nose probably provides space for a ranging
Never-exceed speed at 10,670 m (35,000 ft) the Shenyang semi-automatic ejection seats is not guaran- radar, although aircraft in service in China are not known
917 knots (1,700 km/h; 1,056 mph) teed below 260 m (853 ft) at speeds up to 188 knots (350 to carry this equipment, which would require relocation of

Max level speed, 'clean': km/h; 217 mph), or below 2,000 m (6,560 ft) at higher the present nose mounted pitot tube. Cockpit canopy
at 11,000 m (36,000 ft) speeds. Each instrument panel is equipped with basic opening differs from that on the J-6, and the spine fairing
Mach 1-45 (831 knots; 1,540 km/h; 957 mph) avionics. behind it leads to a smaller dorsal fin and larger main fin.
at low level Power plant comprises two Shenyang Wopen-6 turbo- The J-6 power plant is retained, but with twin lateral
Mach 1-09 (723 knots; 1,340 km/h; 832 mph) jets, as in the single-seat J-6. Early attempts to maintain a intakes instead of the single divided nose intake of the
Cruising speed 512 knots (950 km/h; 590 mph) comparable fuel capacity resulted in the completion of a Soviet design. Early production 0-5s retained also the
Stalling speed, no external stores: prototype fitted with small wingtip tanks, but these proved various louvres and airscoops associated with this install-
flaps and landing gear up incompatible with such a sharply-swept wing. Instead, by ation, but many of these have disappeared from the
126 knots (234 km/h; 145 mph) lengthening the fuselage, production JJ-6s are able to cleaner looking current production version, which also has
flaps and landing gear down retain the No. 1 fuselage tank, and have the two wing root a relocated tail braking parachute installation similar to
120 knots (222 km/h; 138 mph) 30 mm cannon deleted, the bays for these being occupied that on later production versions of the J-6. Like the J-6,
Max rate of climb at S/L, with afterburning by additional internal tanks. As a result, the trainer has a the0-5 has two wing mounted cannon (23 mm instead of
more than 9,145 m
(30,000 ft)/min total internal fuel capacity of approx 2,000 (440 Imp
litres 30 mm); these occupy the revised wing root position out-
Service ceiling 17,900 m (58.725 ft) gallons; 528 US gallons), only slightly less than the 2,1 70 board of the engine air intake trunks.
Absolute ceiling 19,870 m (65,190 ft) litres (477 Imp gallons; 573 US gallons) of the single- According to one report, at least 210'Fantan-As' were
T-O run: with afterburning approx 670 m (2,200 ft) seater. The undernose cannon is retained for use in arm- inservice with the Chinese Air Force by 1979, serving with
with underwing tanks, no afterburning ament training, together with an automatic computing tactical attacksquadrons of the People's Liberation Army.
900 m (2,953 ft) gunsight and a small ranging radar. Weights and perfor- A 1980 report declared that the aircraft had been built in
T-O to 25 m (82 ft): mance are generally similar to those of the single-seater. "relatively large numbers", and it is known to serve also in
with afterburning 1,525 m (5,000 ft) Export deliveries of the two-seat version have been an air defence role with the air arm of the PLA Navy. The
with underwing tanks, no afterburning made to the air forces of Pakistan (where they entered total number in Chinese service is now probably in the
1,880 m (6,170 ft) service in September 1980) and Egypt. region of 400-500. Deliveries of an initial batch of 42
Landing from 25 m (82 ft): Dimensions, external: As for J-6 except: export A-5s to the Pakistan Air Force began in February
with brake-chute 1,700 m (5,580 ft) Length overall, excl nose probe 13-44 m (44 ft 1 in) 1983 and have been completed. Further deliveries are
without brake-chute 1,980 m (6,495 ft) Performance (FT-6): Generally as detailed for J-6, plus: under way and may eventually provide a total of 1 40 A-5s
Landing run: with brake-chute (1,970 ft) 600 m Max speed: to equip eight attack squadrons and an OCU. The first
without brake-chute (2,920 ft) 890 m flapsextended to 15° PAF No. 16 Squadron at Rafiqui Shorkot and
units are
Combat radius with two 760 litre external tanks 431 knots (800 km/h; 497 mph) No. 7 Squadron at Masroor.
370 nm (685 km; 426 miles) landing gear extended Type: Single-seat close air support and ground attack air-
Normal range at 14,000 m (46,000 ft) 269 knots (500 km/h; 310 mph) craft, with capability also for air-to-air combat.

750 nm (1,390 km; 863 miles) Initial rotation speed 108 knots (200 km/h; 124 mph) Wings: Cantilever all-metal mid-wing monoplane, of low
Max range with two 760 litre external tanks Take-off speed 161 knots (300 km/h; 185 mph) aspect ratio, with 4° anhedral from roots. Sweepback at
1,187 nm (2,200 km; 1,366 miles) Approach speed 189 knots (350 km/h; 217 mph) quarter-chord 52° 30'. Multi-spar basic structure with
Max endurance at 14,000 m (46,000 ft) 2 h 38 min Touchdown speed 145 knots (270 km/h; 168 mph) ribs and stressed skin, essentially similar in construction
Average training safe sortie time with two drop tanks, to that of J-6/MiG-19 (see 1982-83 J<iiu'\s). with
incl reserves 45 min three-point attachment to fuselage. Deep, full chord
SHENYANG/TIANJIN JJ-6 g limit, 'clean' -1-8-0 boundary layer fence on each upper surface at mid span.
Chinese name: JianjijI Jiaolianji-6 (Fighter training Inboard of each fence is a hydraulically actuated Gouge
aircraft 6) or Jianjlao-6 NANCHANG Q-5 flap, the inner end of which is angled to give a trailing-
Export designation: FT-6 Chinese name: Qiangjiji-5 (Attack aircraft 5) or edge at right angles to side of fuselage. Hydraulically
A tandem two-seat training version of the MiG-19, with Qiang-5 actuated internally balanced aileron outboard of each
the designation MiG-19LITI, was developed by the Export designation; A-5 fence. Electrically operated inset trim tab at inboard
Mikoyan bureau in the USSR, but was produced in limited NATO reporting name: Fantan-A end of each aileron.
numbers only. The JJ-6, although of similar concept, was This twin-jet attack aircraft, derived from the FusEi age: Conventional all-metal structure of longerons,
developed entirely in China, and differs from the MiG- J-6/MiG-19 produced in China, was at first referred to, stringers and stressed skin, built in forward and rear
19UTI in a number of important respects. Like the incorrectly, by the Westernised designations F-6 bis and portions which are detachable aft of wing trailing-edge
36 CHINA: AIRCRAFT — STATE AIRCRAFT FACTORIES
suitable modification, by air-to-air missiles such as the
AIM-9 Sidewinder and Matra R.550 Magic. Within the
max T-O weight, all weapons mentioned can be
overall
carried provided that CG
shift remains within the allow-
able operating range of 31-5 to 38 per cent of mean
aerodynamic chord. The aircraft carries an SH-I J opti-
cal sight tor lev el and dive bombing, or tor air-to-ground
rocket launching. Aircraft in Chinese serv ice can carry a
single 5-20 kT nuclear bomb

Dimensions, external:
Wing span 9-70 m (31 tt 1(1 in)
Wing chord (mean aerodynamic) 3 097 m (Ml It 2 in)
Wing aspect ratio 3-37
Length overall:
incl nose probe 16 727 m (54 It 1(1': in)
excl nose probe 15-65 m
(51 tt 4"8 in)
Height overall 4-51 m (14 ft 9'/j in)
Wheel track approx 4-70 m (15 ft 5 in)
Wheelbase approx 4-00 m ( 13 It 1 '
2 in)

Areas:
Wings, gross 27-95 m' (300-85 sq ft)

Vertical tail surfaces (total) 4-64 m= (49-94 sq ft)

Horizontal tail surfaces:

movable 5-00 m- (53 82 sq ft)
Nanchang Q-5 ('Fantan-A') attack aircraft at a PLA Air Force base (Xin Hiui Ncns Agency)
total, incl projected tuselage area
8-62 m- (92-78 sq tt)
to provide access to engines. Air intal<e on each side of within speed range of 135-458 knots (250-850 km/h;
fuselage, abreast of cockpit; twin jetpipes side by side at 155-528 mph) at zero height or above. Armour plating Weights and Loadings:
rear. Top and bottom 'pen nib' fairings aft of nozzles. in some areas of cockpit to protect pilot from anti- Weight empty 6,494 kg 4,3 7
( 1 1 lb)
Centre-fuselage is 'waisted' in accordance with area aircraft gunhre. Fuel: max internal 2,883 kg (6,356 lb)
rule. Dorsal spine fairing between rear of cockpit and
Systems: Cockpit air-conditioning and pressurisation sys- two 400 litre drop tanks 620 kg (1,367 lb)
leading-edge of fin. Forward hinged, hydraulicallv tem. Two independent hydraulic systems, each operat-
two 760 litre drop tanks 1. 1 78 kg (2,597 lb)
actuated door type airbrake under centre of fuselage, ing at pressure of 207 bars (3,000 Ib/sq in). Primary max internal/external 4,061 kg (8.953 lb)
forward of bomb attachment points. Shallow ventral system actuates landing gear extension and retraction, Max external stores load 2.000 kg (4.410 lb)
strake under each jetpipe. flaps, airbrake, and afterburner nozzles; auxiliary sys-
Max T-O weight: clean' 9,530 kg (21,010 lb)
Tail Unit: Cantilever all-metal stressed skm structure, with max external stores 12,000 kg (26,455 lb)
tem supplies power for aileron and all-moving tailplane
with sweepback on all surfaces; of generally similar
boosters, and emergency actuation ot mam landing Max wing loading: 'clean' 341 kg/m- (69-9 Ib/sq ft)

configuration to that of J-6, but with taller main hn and

gear. Electrical system powered by two engine dri\en
with max external stores 429 kg/m' (87 9 Ib/sq ft)

smaller dorsal Hn. Mechanically actuated mass balanced starter/generators.

Max power loading: 'clean' 149-5 kg/kN (1-47 lb/lb st)
rudder, with electrically operated inset trim tab. One- with max external stores 188-3 kg/kN (1-85 Ib/Ib st)
piece hydraulically actuated all-movmg tailplane. with Avionics and Eol^ipment: Known to include VHF com
anti-flutter weight projecting forward from each tip. radio, radio compass, low altitude radio altimeter, hori- Performance (at max 'clean' T-O weight, with afterburn-
Tail warning antenna in tip of hn. zon gyro, IFF and tail warning radar. Unconhrmed press ing, except where indicated):
Landing Gear: Hydraulically retractable wide-track reports have suggested that these may be based on, or Max limiting Mach number (Vne) Mach 1-5

tricycle type, with single wheel and oleo-pneumatic

similar to, the RSIU-4 VHF radio, a'rK-5 radio com- Max level speed:

shock absorber on each unit. Main units retract inward pass, RV-UM radio altimeter and SRO-2 IFF (NATO at 11,000 m (36,000 ft)

into wings, nosewheel forward into fuselage. Mainwheel Odd Rods'); an MRP-48P or similar marker beacon Mach 112 (643 knots; 1. 190 km/h; 740 mph)
tyre size 830 x 205-1. Tail braking parachute in bullet
receiver is Space provision in nose
also said to be htted. at S/L 653 knots (I.2I0 km/h; 752 mph)
fairing at root of vertical tail trailing-edge beneath rud- and centre-fuselage tor additional or updated a\ ionics, T-O speed:
der (or in tailcone of early production aircraft). including a range-only radar. Landing light under fusel- clean', 15° flap 162 knots (300 km/h: 186 mph)
Power Pi ant: Two Shenyang Wopen-6 (WP-6) age, forward of nosewheel bay and offset to port; taxy- with max external stores, 25° flap
turbojet
ing light on nosewheel leg. 178 knots (330 km/h; 205 mph)
engines (Chinese version of Tumanskv/Mikulin
R-9BF-SI1), each rated at 25-50 kN (5.732' lb st) dry Armament and
Operational Equipment: Internal 'Landing speed:
and 31t<7 kN (7.165 lb st) with afterburning, mounted armament consists of one 23 mm cannon (Chinese 25° flap, brake-chute deployed
side by side in rear of fuselage. Lateral air intake, with 23-2), with 100 rds. in each wing root. Eight attachment 150-165 knots (278-307 km/h; I72-I9I mph)
small splitter plate, for each engine. Hydraulically points for external stores: two pairs in tandem under 'Max rate of climb at 5,000 m (16,400 ft)
actuated nozzles. Internal fuel in three forward and two centre of fuselage, and two under each wing (inboard 4,980-6,180 m (16,340-20,275 tt)/mm
rear fuselage tanks with combined capacity of 3.720 and outboard of mainwheel leg). Fuselage stations can Service ceiling 16,000 m (52,500 ft)

litres (982 5 US gallons; 818-5 Imp gallons). Provision each carry a 250 kg bomb (Chinese 250-2. LIS Mk 82 or T-O run:
for carrying a 760 litre (200-75 US gallon; 167 Imp Snakeye, French Durandal, or similar). Inboard wing "clean', 15° flap 700-750 m (2,300-2,4hO ft)

gallon) drop tank on each inboard underwing pylon, to stations can carry any of these; a 500 or 750 lb bomb; a with max external stores, 25° flap
give max internal/external fuel capacity of 5.240 litres BL-755 600 lb cluster bomb; or 6 kg or 25 lb practice 1.250 m (4.100 ft)

(1.384 LIS gallons; 1,153 Imp gallons). When inboard bombs. Normal bomb carrying capacity is 1,000 kg Landing run:
wing stations are occupied by bombs, a 400 litre (105-5 (2,205 lb), max capacity 2,000 kg (4,410 lb). Instead of 25° flap, brake-chute deployed 1,060 m (3,480 ft)

US gallon; 88 Imp gallon) drop tank can be carried bombs, the inboard wing stations can each carry a 760 Combat radius with max external stores, afterburners
instead on each outboard underwing pylon. litre drop tank (see 'Power Plant' paragraph) or a off:
Accommodation: Pilot only, in pressurised cockpit under launcher for 57 mm (eight Chinese 57- 1 ), 68 mm, or 90 lo-lo-lo (500 m; 1,640 ft)

one-piece jettisonable canopy which is hinged at rear mm (nine Chinese 90-1) rockets. The outboard wing nm (400 km; 248 miles)
216
and opens upward. Downward view over nose, in level stations can each be occupied by a 400 litre drop tank hi-lo-hi (8.000/500/8,000 m; 26.250/1.640/26.250
flight, is 13° 30'. Low-speed seat allows for safe ejection (when the larger tank is not carried inboard) or, with ft) 324 nm (600 km; 373 miles)

M "*i»S,

The A-5 export version of the Nanchang Q-5 appears to have a cleaner airframe than that of early aircraft supplied to the PLA Air Force
 STATE AIRCRAFT FACTORIES — AIRCRAFT: CHINA 37

Range at 1 1 ,()()() m (36,000 ft) with ma\ internal and

external liiel, atterhurneis oft
ncarh 1.080 nm (:,001) km, 1,243 miles)
a limits:
with kill load ol bombs and or drop tanks 50
with drop tanks emptv 6-5
clean' 7-5
'
cli'i'i'iidinf; ii/'oii (III ficlil iilliiiidc iinil icnipt'niliirc

XIAN (MIKOYAN) J-7

Chinese name: Jianjiji-7 (Fighter aircraft 7) or Jian-7
NATO reporting name: Fishbed-C
This Chinese copy ot the Mikoyan MiG-21 hghter was
based on a number ot Soviet built MiG-2IFs (Fishbed-
Cs') delivered to China prior to the political break in 1960.
The task of copying the airframe, the R-l I afterburning
turbojet (built at Chengdu as the Wopen-7) and equip-

ment was completed quickly, and the J-7 made its first
flight in December 964, It began to enter service with the
1

PLA Air Force in 1965,

Chinese production was halted in 966 after between 60 1

and HO had been completed, but was resumed subsequent-

ly, probably with engine, cockpit and avionics changes, A

reconnaissance version is also said to have been

developed. The MiG-21/J-7 is currently believed to equip Nanchang 0-5 'Fantan-A' single-seat twin-jet combat aircraft tl'iloi I'ress)

two or three air regiments of the People's Liberation

Army, Others have been exported to Albania and Tan-
zania, Components and engines have been exported m
some numbers ti> Egypt, which has also ordered up to 160
^-.>
J-7s for its own use (as advanced trainers) and for supply
to Iraq, These aircraft, and Egypt's Soviet supplied MiG-
21 MFs, are being retrofitted with a GFC Avionics
head-up display and launchers for AIM-9P3/4 Sidew inder
air-to-air missiles. Delivery of J-7s to equip one squadron
ot the Zimbabwe Air Force was reported to be imminent
m 19S3,
The MiG-21 is lully described and illustrated in the
USSR section of this edition,

SHENYANG J-8
Chinese name: Jianjiji-8 (Fighter aircraft 8) or Jian-8
Xian J-7 Chinese built counterpart of the MIG-21F (Fishbed-C)
NATO reporting name: Finback
The J-.s IS the subject ol an advanced lighter programme duclion also includes torpedo-bomber \ersion similar to single 'fighter' type cockpit, under jettisonabic canopy
that was initiated in China in the early I97()s, It is a Soviet II-2ST, which opens sideways to starboard, Navigator/bomb-
delta-wing aircraft, larger than the J-7, with vertical tail HJ-5 (Hongzhaji Jlaolianjl-5 or Hongilao-5). Two- aimer. also on ejection seat, occupies a position for-
surfaces similar to those of later-productum MiG-21 seat operational and pilot training version, similar to ward, below and to starboard ol pilot, access to which is
models, and incorporates technology gleaned from the So\iet I1-28L' (NATO reporting name 'Mascot'), Arm- via an upward opening jettisonable hatch above the
Soviet MiG-23 variable geometry combat aircraft, one or ament and ventral ground mapping radar fairing deleted; nose and offset to starboard, (In HJ-5. root hatch of
more examples of which were received from Egypt in 'solid'nose; second, 'stepped' cockpit (with full dual con- forward cockpit hinges sideways to starboard.) Access
1976. A delegation of US Department of Defense and US trols) ahead of and below pilot's cockpit. Two or three to radio operator/reargunner's position is via a power
aerospace industry officials examined a prototype during a supplied to each operational H-5 unit, <iperated downward opening hatch
in underside of rear
visit to Shenyang in September 1980, At that time it was HZ-5 (Hongzhaji Zhenchajl-5 or Hongzhen-5). tuselage. which serves also as escape hatch for this
described as a Mach 2 aircraft, powered by a Chinese built Three-seat reconnaissance version, similar to
tactical member of the crew. Dual controls in HJ-5,
Tumansky R-l turbojet (Chengdu Wopcn-7), and the
1 Soviet 1I-28R, Wingtip auxiliary fuel tanks standard; Systems. Amonks and Ei.u ipmeni: See 1981-82 June's.
US delegation was told that production tooling w as "being weapons bay occupied by alternative packs containing Armameni and Operahonal Eoi ifment: Two fixed,
installed". However, this power plant is regarded as less cameras or electronic sensors. Some So\ lel built examples lorward-hnng 23 mm
cannon (each with 100 rds) in
efficient than the Tumansky R-29 ot the MiG-23. and a fitted with second radome under centre of fuselage. lower forward tuselage. one each side of nosewheel bay.
July 1981 report by the US Defense Intelligence Agency The description which follows applies primarily to the associated gyro gunsight in pilot's cockpit. Two similar
claimed that the J-8 had not then entered production standard II-28/H-5 bomber; guns, each with 225 rds, on movable ball mounting in
"because the Chinese have not yet produced adequate jet Type: Three-seal tactical light bomber, tail turret. Internal weapons bay in mid-fuselage, with

engines to power the aircraft". AiRrRAME: See 1981-82 Jane's. normal and max capacities ot 1,000 kg (2.205 lb) and
With the abandonment of the programme to licence Power Pi ant; Two Harbin Wopen-5 or WP-5 (Klimov 3,000 kg (6,614 lb) respectively. Typical loads may
build the Rolls-Royce Spey engine m
China, lack of a VK-1 A) non-afterburning turbojet engines, each rated include four 500 kg or eight 250 kg bombs or one large
suitable power plant is still a principal barrier to develop- at 26-5 kN (5.952 lb st) and mounted in an underwing or two smaller torpedoes, mines or depth charges. Some
ment of the J-8, In 984 configuration the J-8
its current ( 1 ) pod. Fuel in five flexible fuselage tanks (three forward H-5s may be configured for nuclear weapon delivery.
has an enlarged nose air intake, two engines (probably and two aft of weapons bay), integral wing tanks, and Provision in standard H-5 lor single vertical camera,
similar to those of the 0-5). and twin strakes underneath (standard on HZ-5. optional on other models) wingtip installed beneath rearmost forward-fuselage fuel tank,
the rear fuselage, auxiliary tanks. Total fuel capacity, including tip tanks. HZ-5 can carry from three to five cameras in the
7.908 litres (1.740 Imp gallons). Refuelling points in weapons bay, plus 12 to 1 8 flares or photoflash bombs.
HARBIN (ILYUSHIN) H-5 tuselage (four), wings and each tip tank. Provision for Dimensions, externae (standard 11-28):
Chinese name: Hongzhaji-5 (Bomber aircraft 5) or assisted take-off using JATO rocket under fuselage on Wing span (excl tip tanks) 21-45 m (70 ft 4'/2 in)
Hong-5 each side. Wmg chord, mean 2 955 m (9 ft 8'/2 in)
NATO reporting names; Beagle (H-5) and Mascot Accommodation: crew of three (instructor and
Flight Wing aspect ratio 7-55
(HJ-5) pupil only in HJ-5). all in pressurised and air- Length of fuselage (excl tail guns) 7-65 m (57 ft 1 1
1 in)
Believed to equip about a dozen air regiments of the conditioned accommodation. Pilot on ejection seat in Fuselage: Max diameter 1-80 m (5 ft 10^/4 in)
People's Liberation Army, with about 100 more in service
with the PLA Navy, the H-5 is the Chinese built equival-
ent of the Soviet llyushin 11-28 three-seat tactical light
bomber.
According to the US FY 1979 Military Posture state-
ment. 400 Il-28s were then operational in China; the
Military Posture statement for FY 98 confirmed that the 1 1

aircraft was then still in production in China, and that a few

may be configured for nuclear weapon delivery.
Designed in the USSR by the llyushin bureau, the 11-28
first flew on 8 August 1948, From 1950 until about 1960

several thousand were built, in a number of Soviet fac-

tories and also for a time in Czechoslovakia, where the
aircraft was known by the Czechoslovak designation
B-228. Production aircraft had Klimov 'VK-1 A engines.
About 500 Il-28s were supplied to other Communist
and Socialist states, and a similar number was supplied to
China, where the 11-28 entered licence production after
the political break with the Soviet Union, Some Chinese
built II-28S were exported to Albania,
Five main versions of the 11-28 received Soviet type
designations, as detailed in the 1981-82 Jane's. Known
Chinese versions are;
H-5 (Hongzhajl-5 or Hong-5), Standard three-seat tac-
tical light bomber, similar to basic 11-28, Detailed descrip-

tion applies to this version except where indicated, Pro- Harbin H-5 (llyushin 11-28) twin-jet light bombers of the PLA Air Force dropping 100 lb practice bombs
38 CHINA: AIRCRAFT — STATE AIRCRAFT FACTORIES
Distance between c/l of engine nacelles
6-80 m (22 ft 3% in)
Height overall 6-70 m (21 ft 11% in)
Tailplane span 7- 10 m (23 ft 3'/2 in)
Wheel track 7 40 m (24 ft 3 V2 in)
Wheelbase approx 8 10 m (26 ft 7 in)
Area:
Wings, gross 60-80 m- (654 45 sq ft)

Weights Loadings (standard 11-28):

anei
Weight empty, equipped 12.890 kg (28.417 lb)
Fuel load: normal 3,800 kg (8,377 lb)
max (inci 200 kg, 441 lb in tip tanks)
6,600 kg (14,550 lb)
Internal weapon load: normal 1,000 kg (2,205 lb)
max 3,000 kg (6,614 lb)
Normal T-O weight 18,400 kg (40,565 lb)
Max T-O weight 21,200 kg (46,738 lb)
Wing loading: at normal T-O weight
approx 303 kg/m' (62 Ib/sq ft) Harbin built Z-5 (Mil Mi-4) helicopter (civil version, without ventral gondola)
at max TO weight
approx 349 kg/m- (71-5 Ib/sq ft) A production programme was reinstated some two years Shanghai and developed from the Wojiang-5A (WJ-5A)
Power loading: at normal T-O
weight later,and the formidable task was undertaken of copying Chinese version of the Ivchenko AI-24A turboprop. The
approx 347-5 kg/kN (3-4 lb/lb st) the design without Soviet assistance. Deliveries of the present status of this re-engining programme is not
at max T-O weight Chinese built H-6 version began in about 1968, and seven known.
approx 400 kg/kN (3-9 lb/lb st) of the 26 nuclear devices tested at Lop Nur (Lop Nor) up
1980 were airdropped from Tu-16/H-6s.
HARBIN/NANCHANG (MIL) Mi-8
Periormance (standard 11-28 at normal T-O weight to
These two factories are each producing components for
except where indicated): Production of this aircraft has been relatively slow, but
the Mil Mi-8 turbine powered general purpose helicopter
Max level speed: recent US Military Posture statements have confirmed
at S/L 432 knots (800 km/h: 497 mph) that it is continuing, and the number in service is now
(see USSR section). Contrary to previous reports, June's
now understands that the Mi-8 itself is not in production in
at 4,500 m (14,760 ft) believed to be about 120. Mikulin RD-3M engines for the
China.
487 knots (902 km/h; 560 mph) H-6 are built at Xian as the Wopen-8 or WP-8. China is
at 12.000 m (39,370 ft) supplying spares for the Tu-16 bombers of the Egyptian HARBIN (AEROSPATIALE) Z-9
434 knots (805 km/h; 500 mph) Air Force, and the possibility remains that ECM. recon- Chinese name: Zhishengji-9 (Vertical take-off aircraft
Typical cruising speed naissance, tanker or other variants may be developed in 9) or Zhi-9
415 knots (770 km/h; 478 mph) the future. A licence agreement was signed on 2 July 980 between 1

Unstick speed: Aerospatiale of France and the Chinese government for

at normal T-O weight I mph)
19 knots (220 km/h; 137 the former's Dauphin 2 twin-turboshaft helicopter (which
at max T-O weight 126 knots (234 km/h; 145 mph) HARBIN (MIL) Z-5 see) to be manufactured in China. The agreement is for an
Touchdown speed 100 knots (185 km/h; 115 mph) Chinese name: Zhishengji-5 (Vertical take-off initial batch of 50. most of which will be used for offshore
aircraft
Rate of climb: oil rig support work. The aircraft's French name, meaning
5) or Zhi-5
max. at S/L 900 m (2.952 ft)/min NATO reporting name; Hound dolphin, is translated directly into its Chinese equivalent,
at 5.000 m (16.400 ft) 630 m (2.067 ft)/min
Harbin's hrst helicopter was the Z-5. a military version Haitun.
at 8.000 m (26,250 ft) 420 m (1,378 ft)/min The first (French built) example made its initial accep-
of the Mil Mi-4 general purpose helicopter, some 300-350
at 12,000 m (39,370 ft) 72 m (236 tt)/min tance flight in the Beijing area on 6 February 1982. and in
of which are estimated to remain in civil use. plus approx-
Time to 5,000 m (16,400 ft) 6 mm 30 s
imately the same number in service with the PLA Air mid- 1983 two were in service with CAAC
for offshore oil
Time to 10,000 m (32,800 ft) 18 mm s
Force. A further 40 or so serve with the PLA Navy, mainly support work near Zhanjiang in the Beibu Gulf (known
rig
Service ceiling 12,300 m (40,350 ft) more familiarly as the Gulf of Tonkin).
for search and rescue duties. The civil version is known in
T-O run: at normal T-O weight 875 m (2,870 ft)

at max T-O weight 1,150 m (3,773 ft)

China as the Xuanfeng (Syuan Fen) (Whirlwind). Com- NANCHANG CJ-6
bined military and civil production, which began in 1959 Chinese name: Chuji Jiaolianji-6 (Basic training air-
Landing run at landing weight of 14,690 kg (32,385 lb)
and ended in 1979, is believed to have totalled about craft 6) or Chujiao-6
1,170 m (3,838 ft)
1 ,000; their Shvetsov ASh-82V engines, also built at Har- Despite a close similarity to the Yak-18A/CJ-5 (see
Range with max fuel, at max T-O weight:
bin, have the Chinese name Huosai-5A or HS-5A, 1980-81 June's), the CJ-6 is essentially an indigenous
at 410 knots (760 km/h; 472 mph) at 1,000 m (3,280
ft) 612 nm (1,135 km; 705 miles)
An Mi-4/Z-5 converted to utilise a Pratt & Whitnev design of the Chinese aerospace industry, and was the first
Canada PT6T-6 Turbo Twin Pac turboshaft power plant
at 415 knots (770 km/h; 478 mph) at 10,000 m such design to enter large scale production.
was first flown in 1979 (illustration in 1981-82 June's). Developed
(32,800 ft) 1,176 nm (2,180 km; 1,355 miles) to replace the CJ-5 in the basic training role,
at 232 knots (430 km/h; 267 mph) at 10,000 m the two-seat powered by a 213 kW (285 hp)
CJ-6 is

(32,800 It) 1,295 nm (2,40(1 km; 1,490 miles) Ouzhou (Chuchow) Huosai-6A nine-cylinder aircooled
HARBIN (?) Z-6 radial engine (Chinese version of the Ivchenko/Vedeneev
XIAN (TUPOLEV) H-6 Chinese name: Zhishengji-6 (Vertical take-off aircraft A1-14RF) driving a J9-G1 two-blade propeller. It is
Chinese name: Hongzhajl-6 (Bomber aircraft 6) or 6) or Zhi-6 reported to ha\ e been in production since 96 with more 1 .
1

Hong-6 First indication of the existence of the Z-6 was given in than 2.000 delivered, including exports to Bangladesh,
NATO reporting name: Badger early 1980, when
a component was displayed at a trade Korea, Viet-Nam and Zambia. As shown in the accom-
First steps to assemble Tupolev Tu-16 bomber
the exhibition Shanghai. The Z-6 designation is believed to
in panying illustration, features include a tricycle landing
under licence in China were taken in 1958, but work was apply to Z-5 aircraft re-engined with a 1,790 kW (2,400 gear and large, square-cut vertical tail surfaces.
suspended in I960 afterthepoliticalbreak with the USSR. shp) Wozhou-5 (WZ-5) turboshaft engine, produced at Dimensions, external:
Wing span 10-70 m (35 ft 1 Va in)
Length overall 8-40 m (27 ft 6V4 in)
Height overall 3-30 m (10 ft 10 in)
Weights:
Weight empty 1,095 kg (2,415 lb)
Max fuel 110 kg (243 lb)
Max T-O weight 1.400 kg (3.088 lb)
Performance:
Max level speed 155 knots (286 km/h; 178 mph)
Landing speed 62 knots (115 km/h; 72 mph)
Max rate of climb at S/L 380 m (1,248 ft)/min
Service ceiling 5,080 m (16,680 ft)

T-O run 280 m (920 ft)

Landing run 350 m ,150 ft) ( 1

Nanchang CJ-6 basic trainer, developed from the Yak-18A (ilerharl Berwarigerl Endurance 3 h 36 min

^«

Xian H-6 strategic bomber, based on the Tupolev Tu-16, in service with the Chinese Air Force
 STATE AIRCRAFT FACTORIES — AIRCRAFT: CHINA 39

SHIJIAZHUANG (ANTONOV) Y-5

Chinese name: Yunshuji-5 (Transport aircraft 5) or
Yun-5
NATO reporting name: Colt
riic Aiitoiu>\ An-2 general purpose hiphine was sup-
plied to, and since 1957 has been buill under licence in,

China considerable numbers (more than ,()()()). Its 746

in I

kW (1,000 hp) Shvetsov ASh-62IR engine is built at

Ou7hou (Chuchow)asthe Huosai-5or HS-5.The Y-5 was
manufactured initially at Nanchang. and later at Harbin;
production was reported to be continuing in 1981-82 at
Shijia/huang, in llebei Pro\ince.
The Y-5 continues to be used e\lcnsi\elv both by the
FLA Air Horce, which has about .^00, and m a civil capaci-
ty, for agricultural (sec 1982-83 June's) and general miir njCT^
transport work, by elements of CAAC, the state airline.
Chinese produced examples have included a number of
variants differing from the standard .Soviet or Polish built
production models, and some of them have reportedly
been fitted with turboprop power plants. A description of
the basic An-2 can be found under the WSK-PZL Mielec
heading in the Polish section of this edition. Shijiazhuang Y-5 general purpose transport aircraft ll'liilii' a. Diiiinini^ion l

XIAN (ANTONOV) Y-7

Chinese name: Yunshujl-7 (Transport aircraft 7) or
yun-7
NATO reporting name: Coke
and milit;ir\ examples ol the Antonos An-24
Civil
twin-turboprop transport aircraft have been in senice
with CAAC and the PI. A Air Force since about 970. This 1

48/52-passenger aircralt is in production at .Xian. follow-

ing the completion ol nine pre-series aircraft for flight and
other testing. The aircraft's 2,080/2,162 kW (2.790
shp/2,900 ehp) engines (derived from the hchenko Al-
24A) are manufactured at Shanghai under the Chinese
designation Wojiang-5A-l or WJ-5A-1 Publicdebut by a .

pre-production Y-7 took place on 17 April 1982 at

Nanyuan Airport, Beijing, and production is believed to
have started during that year, initially to replace Soviet
built 1-1 4s and 11-1 8s in service with CAAC. First flight of
1

a production Y-7 was announced by the New China News

Agency (Xin Hua) on 1 February 1984, and the initial V-8 (An-12) four-turboprop transport, in limited production at Hanzhong
delivery to CAAC was made shortly after. Six Y-7s were
due to be produced during 1984. HANZHONG (ANTONOV) Y-8 Dimensions, internal:
A detailed description of the An-24 can be found in the Chinese name: Yunshuji-8 (Transport aircraft 8) or Cargo hold: Length 13-50 m (44 ft 3'/2 in)

USSR section of the 1979-80 June's. Soviet production Yun-8 Width: min 3 00 m (9 ft 10 in)
ended m 1978 after about ,100 had been delivered The
1 NATO reporting name: Cub-A max 3-50 m (11 ft S'/j in)

following details apply to the Y-7: China IS building at Han/hong (Hanchung), near Xian. Height: mm 2-40 m (7 ft 10'/2 in)
max 2-60 m (8 ft 6'/2 in)
Dimensions, emfkn.ai :
Us own version ol the Antonov An-1 2BP four-turboprop
Wing span 29-2? Ill (95 It 11 '2 in) ci\ il/mihtary transport Like the An-24, the
aircraft. Area:
2.^-708 m (77 9' An-12 has been in service (although not in large numbers) Wings, gross 121 86 rir' (1,31 1-7 sq U)
Length overall ft 2 in|

Fuselage: Max u idth 2-90 m (9 ft 6' 4 in) with the country's military services and the state airline,
Weights:
Height overall 8-56 m (28 ft 1 in) CAAC, Chinese production is intended
for several years. Weight empty, equipped 35,500 kg (78,265 lb)
Wheel track 7-90 m (25 ft 11 in) supplement these fleets, but output to date has
initially to
Max fuel load 22.066 kg (48.647 lb)
Wheelbase 7-90 m (25 ft 11 in) been small. The aircraft's 3,169 kW (4,250 ehp) Ivchenko Max payload 20.000 kg (44,090 lb)
A1-20K engines are produced at Shanghai under the Max T-O weight 61,000 kg (134,480 lb)
ARE.a.:
Chinese designation Wojiang-6 or WJ-6. Max landing weight 58,000 (127,870
Wings, gross 7500 ni- (807 3 sq ft) lb)
A detailed description of the An-1 2BP can be found in
Weights: Performance:
the USSR section ol the 1982-83 and earlier editions of
Operating weight empty 14.2.35 kg (31.383 lb) Max level speed 7.000 m (22.965 ft)
at
Jnne's. Chinese published details for the Y-8 are as fol-
Fuel weight: 351 knots (650 km/h; 404 mph)
lows:
with max payload 4,000 kg (8,818 lb) AcroMMODATiON: Standard seating for crew of six and 96
Max cruising speed at 8.000 m (26.250 ft)
max 4,800 kg (10,582 lb) 278 knots (516 km/h; 321 mph)
passengers.
Max payload 4.700 kg (10,362 lb) Dimensions, external:
Max rate of climb at S/L, AUW
ot 5 .000 kg (1 12.435 1

Max T-O and landing weight Wing span 3800 m (124 ft 8 in)
lb) 600 m (1,968 ft)/min
21,000-22,000 kg (46,295-48,500 Service ceiling 10,200 m (33,465 ft)
lb) Length overall 3402 m (111 ft 7' 2 in)
T-O run 1 .270 m (4,167 ft)
PERhORMANC E: Height overall 11 16 m (36 ft 7' 2 in)
7-67 m (25 ft 2 in) Landing run 1,050 m (3,445 ft)
Cruising speed 248 knots (460 km/h; 286 mph) Rear loading hatch: Length
Width: min 216 m (7 Range with max fuel
Typical range with 48 passengers ft 1 in)
1,025 nm (1.900 km: 1,180 miles) max 310 m (10 ft 2 in)
2,948 nm (5.463 km; 3,395 miles)
Max endurance 10 h 50 min

SHANGHAI Y-10
Chinese name: Yunshuji-10 (Transport aircraft 10) or
Yun-10
The programme to build the Mrst jet airliner ot Chinese
design and manufacture began in about 1970 under the
leadership of Mr Ma Feng-Shan, a graduate in aeronaut-
ical engineering from Jiaotong Unnersity, Shanghai.
Although very similar In contiguration to the Boeing 707,
its design was initiated some two years before the hrst

707-320S were delivered to China, and was undertaken

primarily to demonstrate the Chinese industry's capability
to develop an aircraft of this type. In fact, although it

utilises the JT3D-7 power plant available in China in the

form of spares for the 707-320 fleet, the 'Y-10 approxi-
mates more closely to the seating capacity of the smaller
707-1 20B, though the fuselage and cabin are shorter and
the wing span is greater.
The Chinese press has pointed out the Y-lO's develop-
ment potential as an aeromedical transport (1 10 stretchers
and seven medical personnel), freighter (up to 12 contain-
ers or seven jeeps), 160-seat troop transport, or AWACS
type airborne early warning aircraft. Studies are reported
to be under way for an AWACS
version powered by two
CFM56 turbofan engines and for an in-flight refuelling
tanker version.
Three prototypes of the Y'-IO were built, ol which the
Shanghai Y-10 (four Pratt & Whitney JT3D-7 turbofan engines (I'ibn Press) lirst was used at Xian in the laic 1970s lor static load
 1

40 CHINA: AIRCRAFT — STATE AIRCRAFT FACTORIES

testing and the third was allocated to major suhassembly
by the No. 2 aircraft (B-()()02). was made
tests. First flight,

on 26 September 19H0, and on 8 December 19«1 this

prototype made its public debut with a 1 h 48 min flight
from Shanghai to Beijing. On that occasion, carrying sev-
eral dozen passengers, it was reported to have taken off at
a gross weight of some K7,000 kg (191,800 lb), cruised at
an average speed of 458 knots (850 km/h; 528 mph). and
reached a maximum altitude of 12,000 m (,^9, .170 ft).
The test programme continued in 1983/84, notable long-
range flights including one of 1 ,619 nm (.1,000 km; ,864 1

miles) trom Shanghai to L'rumqi in April, and a 1 ,834 nm

(3,400 km; 2,1 12 mile) flight from Shanghai to Harbin in
November. Flights over the Tibetan plateau have also
been made.
Type; Four-turbofan transport aircraft.
Wings; Cantilever low-wmg monoplane, with dihedral
from roots. Sweepback 33° 30' at quarter-chord. Out- Harbin Y-11 twin-engined general purpose aircraft, designed and built in China
board aileron, outboard flap, inboard aileron, inboard
flap, and non-swept Hllet flap, on each trailing-edge. T-O run 2,070 m (6,790 ft) Two metal fuel
front of cylinders to control cooling.

Two spoilers forward of each flap segment. Tabs in all Landing run 1.925 m (6,315 ft) tanks between spars of each outer wing, with smaller
four ailerons. Leading-edge flaps along almost full span. Range (approx); tank in each engine nacelle. Total fuel capacity 530
Fliselage; Semi-monocoque structure, of oval cross- max payload 3,000 nm (5.560 km; 3,455 miles) 16 Imp gallons; 140 US gallons). Normal fuel
litres (1

section. max fuel 3.777 nm (7.000 km; 4.350 miles) load carried on agricultural missions is 285 litres (62 5
Tail Unit; Sweptback vertical and horizontal surfaces, Imp gallons; 75 US gallons).
HARBIN Y-11 Accommodation: Crew of two on flight deck, with sep-
with low-set all-moving dihedral tailplane mounted on
Chinese name; Yunshuji-11 (Transport aircraft 11) or arate forward opening door on port side for access.Dual
fuselage. Vortex generators on underside of tailplane.
Yun-11 controls.Cabin accommodates seven passengers nor-
Tabs in rudder and each elevator.
Landing Gear; Retractable tricycle type, with four-wheel This twin-engined utility aircraft was designed and mally (with removable folding jump seat for an eighth
bogies (two pairs m tandem) on main units and twin- developed in China as a potential replacement for the Y-5 passenger), or equivalent cargo. Cargo/passenger

wheel nose unit. Main units retract inward into wing- (Chinese built Antonov An-2). First flight is believed to double door on port side of fuselage, in line with wing
root/fuselage fairing, nose unit forward. have taken place in 1975. trailing-edge.

Power Pi.\nt; Four 84 5 kN (19.000 lb st) Pratt & Whit- Construction of a small pre-production series of about Systems; Pneumatic system for engine starting and wheel
ney JT3D-7 turbofan engines, with thrust reversers, in 15 aircraft began in 1977. and these were used in top- brakes, supplied by pump driven by each engine and
individual pylon mounted underwing pods. dressing and pest control operations m 1977-78. The Y-1 backup air cylinder. Electrical system includes 1 5kW
Acxommo[>ation; Flight crew of hve (pilot, co-pilot, flight is now used primarily in agricultural, forestry and geophys- generator on each engine and 30Ah storage battery.
engineer, navigator and radio operator). Seating in air- ical survey applications. Other possible applications Avionics and Eot ipment; Radio; operational equipment
conditioned and pressurised main cabin for up to 178 include short-haul and aeromedical transportation, fishery according to mission. Agricultural version has hopper
(32 in) pitch
six-abreast layout at 81 cm protection, firefighting, and flying training. with capacity of 900 kg ( 1 ,984 lb) or 900 litres ( 98 Imp 1
passengers, in
with central aisle. One cabin and two at
toilet at front of A twin-turboprop development known as the Y-12 is gallons), and rotary atomisers for spraying; it can
six

rear. More typical layouts would provide for 124- described separately. The following description applies to cover an area of 200 km' (77 2 sq miles) in one mission.
passenger (mixed class, international flights), 149- the Y-11; Geophysical survey version has magnetometer boom
passenger (single class, domestic flights), mixed pas- Type; Twin-engined agricultural and general purpose air- projecting 30 m (4 ft 3'4 in) beyond the tail, other
1

senger/cargo and all-cargo layouts. Passenger doors at craft. equipment in wingtip containers, and a camera install-
front and rear of cabin on port side, with service doors Wings; Braced high-wing monoplane, with constant ation in the cabin floor.

opposite them on starboard side. Overwing emergency chord from root to tip. Wing section NACA 4412. No Dimensions, external;
exit(s) on each side. Provision for upward opening cargo dihedral. Two-spar structure with aluminium alloy skin, Wing span 17-00 m (55 ft 9<'4 in)

bonded between spars, riveted elsewhere. All-metal Wing aspect ratio 8-5
loading door forward of wing on port side. LInderfloor
drooping ailerons and electrically actuated fabric Length overall 12-017 m (39 ft S'/s in)
baggage compartments forward and aft of wing; over-
covered two-section double-slotted flaps along full span Height overall 4-64 m (15 ft 2y4 in)
head baggage lockers above passenger seats.
of trailing-edges. All-metal leading-edge automatic Width of stub wings 3-612 m (11 ft IOV4 in)
Systems, Avionics and Equipment; Nodetailsyet known.
Dimensions, external; slats from nacelle to tip of each wing, with smaller Elevator span 5 10 m (16 ft 8'4 ui)

Wing span 42-242 m (138 ft 7 in) inboard fixed slat on each side between nacelle and Wheel track (c/1 of shock absorbers)
fuselage. Trim tab in each aileron. Small stub wings at 3-45 m (f ft 3V4 in)
Length overall (excl probe) 42-933 m (140 ft 10 "j in)
f

cabin floor level support the main landing gear units; Wheelbase 3-642 m 1 ft 1 V2 in)
Height overall 13-42 m (44 ft 0' ? in)
( 1 1

bracing strut from each stub wing out to approx mid Propeller diameter 2-40 m (7 ft 10'/2 in)
Wheel track 6-60 m (21 ft 7V4 in)
Wheelbase (to c/1 of mainwheel bogies) span. Distance between propeller centres 4-27 m (14 ft in)

Fuselage; Conventional semi-monocoque all-metal Cargo door; Width 0-988 m (3 ft 3 in)

14-795 m (48 ft 6'2 in)
structure of basically rectangular cross-section, swept Height 1-22 m (4 ft in)
Dimensions, internal;
30-40 m 8 upward at rear. Dimensions, internal
Cabin; Length [99 ft '4 in)
Tail Unit; Cantilever non-swept metal structure, with Cabin; Length 3-58 m (1 ft 9 in)
Max width 3-48 m (11 ft 5 in)
1

Max height 20 2 ft 2',: m (7 in) low-set tailplane and small dorsal fin. Fabric covered Max width 1 27 m (4 ft 2 in)

Volume approx 200 m' (7,063 cu ft) horn balanced rudder and elevators. Inset tab in rudder Max height t 48 m (4 ft f0"4 in)

Area; and port elevator. Area;

Landing Gear; Non-retractable tricycle type, with oleo- Wings, gross 34-00 m- (365 97 sq ft)
Wings, gross 244-6 m- (2,632-8 sq It)

Weights; pneumatic shock absorber in each unit. Twin-wheel Weights;

Weight empty, equipped 58,000 kg (127.870 lb) main units, attached to underside of stub wings. Single Weight empty 2,050 kg (4.519 lb)

Max fuel load 51.000 kg (112,435 lb) steerable.nosewheel. Mainwheel tyres size 500 x 150 Max fuel load 390 kg (860 lb)

Max payload 16.700 kg (36,815 lb) mm. pressure 2-90-3-45 bars (42-50 Ib/sq in). Nose- Max payload 870 kg (1.918 lb)

Max T-O weight 110,000 kg (242.510 lb) wheel tyre size 400 x 150 mm. pressure 2-90 bars (42 Normal T-O and landing weight 3,250 kg (7.165 lb)

Performance; Ib/sq in). Small bumper under tailcone. Pneumatic Max T-O weight 3.500 kg (7.715 lb)

Max level speed 525 knots (974 km/h; 605 mph) brakes. Performance normal T-O weight);
(at

Max cruising speed 495 knots (917 km/h; 570 mph) Power Plant; Two 213 kW (285 hp) Ou/hou (Chuchow) Max level speed 119 knots (220 km/h; 137 mph)
Normal operating speed Huosai-6A (Chinese development of Ivchenko/Ved- Cruising speed;
447-458 knots (830-850 km/h; 515-528 mph) eneev Al- 4RF) nine-cylinder radial aircooled engines,
1
75 'f power 102 knots (190 km/h; 118 mph)
Landing speed 135 knots (250 km/h; 155 mph) each driving a two-blade variable-pitch propeller, 65% power 94 knots (175 km/h; 109 mph)
Service ceiling 12,300 m (40,355 ft) underslung ^rom wings and Htted with louvred intakes in 57% power 89 knots (165 km/h; 102 mph)

The prototype Shanghai Y-10, first jet airliner of Chinese design and manufacture
 STATE AIRCRAFT FACTORIES — AIRCRAFT: CHINA 41

Speed tor agricultural operation generator tachometers, oil temperature and pressure Max wing loading 160-5 kg/m' (32-88 Ib/sq ft)
86 knots (160 km/h; 99 mph) indicators, and fuel pressure and quantity indicators; Max power loading 7-76 kg/kW (12-76 Ib/shp)
Stalling speed, flaps up 57 knots (105 km/h; 65 mph) HSZ-2 clock; and XDH-IO warning light box. Performance (at 5,000 kg; ,023 lb T-O weight, ISA):
1 1

Max rate of climb at S/L 246 m (H07 tt)/min Eolupment: Hopper for 1,200 litres (264 Imp gallons) o Max speed at 3,000 m (9,840 ft):
level
Service ceiling 4.000 m (13.125 ft) dry or liquid chemical in agricultural version. Approp- I 152 knots (282 km/h; 175 mph)
STOL T-O and landing run 140 m (459 ft) riate specialised equipment for firefighting. geophysica II 163 knots (302 km/h; 187 mph)
Range at 3,000 m (9..S45 ft) with max fuel, no reserves survey and other missions. Cruising speed at 3,000 m (9,840 ft)
537 nm (995 km, 61 H miles) Dimensions, externai : 129 knots (240 km/h; 149 mph)
Range with max payload and 250 kg (551 lb) fuel, 45 Wing span 17-235 m (56 ft eVi in Speed for agricultural operation:
min reserves 215 nm (400 km. 24.S miles) Wing chord (constant) 200 m (6 ft 6V4 in I 86-97 knots (160-180 km/h: 99-112 mph)
Max endurance 7 h 20 mm Wing aspect ratio 8-67 Max rate of climb at S/L: 378 m (1.240 ft)/minI

Length overall 14-86 m (48 ft 9 in T2 480 m (1.575 ft)/min

HARBIN Y-12 TURBO-PANDA Height overall 5-275 m (17 ft 3'/4 in Cruising altitude: 1. II 3,000 m (9,840 ft)
Chinese name: Yunshuji-12 (Transport aircraft 12) or Elevator span 5-265 m (17 ft 3V4 in Service ceiling: I 7,000 m (22,960 ft)
Yun-12 Wheel track 3-60 m (1 1 ft 9V4 in Service ceiling, one engine out: I 1,750 m (5,740 ft)
This new STOL general purpose transport results from Wheelbase 4-557 m (14 ft 1 1 V2 in II 3,000 m (9,840 ft)
studies, extending over several years, of possible ways of Propeller diameter 2-36 m (7 ft 9 in STOL T-O run: 1 212 m (696 ft)
improving the payload/range capabilities of the original Distance between propeller centres II 180 m (591 ft)
nine/ten-seat Harbin Y-ll general purpose transport. 4-934 m (16 ft 2 '4 in FAR 23 T-O and landing distance:
Hawker Pacific (Australia) suggested replacing the 213 Fuselage/ground clearance 0-65 m (2 ft 1 '/2 in 1,11 350 m (1,149 ft)

kW (285 hp) Huosai-6A piston engines of the Y- 1 with 1 Passenger/cargo door: Height 1-38 m (4 ft 6 "4 in T-O to 15 m (50 ft): 1 391 m (1,283 ft)

298kW(400shp) Allison 250-B17B turboprops. Pratt & Width (passenger door only) 0-65 m (2 ft 1 '
j in II 312 m (1,024 ft)

Whitney Canada proposed the use of its more powerful Width (double door) 1-45 m (4 ft 9 in FAR 23 T-O to 15 m (50 ft): I 547 m (1,795 ft)

PT6A-1 engines, and these were eventually adopted for

1 Emergency exit (starboard, rear): II 425 m (1,395 ft)

the initial de\elopment version, which is designated Y-12 I Height 0-66 m (2 ft 2 in Landing from 15 m (50 ft): I, II 465 m (1.526 ft)

(originally Y-llTl). Width 0-68 m (2 ft 2 '4 in FAR 23 landing from 15 m (50 ft):

Three Y-12 Is were built: one for structure and static Baggage door (nose, port): I. II 651 m (2.136 ft)
testing, the second and third for flight testing. The first Max height 0-56 m (I ft 10 in STOL landing run: I 208 m (683 ft)
flight took place at Harbin on 14 July 982. The two flying 1 Width 0-75 m (2 ft 5 V2 in Range with 1.445 kg (3.185 lb) payload (17 passengers
Y-12 Is were eventually to be modified for geological Dimensions, internal: and baggage). 45 min reserves:
survey work in China, retaining the leading-edge slats, Cabin, excl flight deck: Length 4-90 m (16 ft 1 in I. II 221 nm (410 km; 255 miles)
which were blanked off for the first flight. This feature was Max width 1-46 m (4 ft 9' 2 in Range at 3.000 m
(9.840 ft) with max fuel:
to be deleted from the second batch of three aircraft Max height 1-70 m (5 ft 7 in 1. 45 mmreserves 691 nm (1.280 km; 795 miles)
(designated Y-12 II. originally Y-11T2). which were to Volume 12-912 m' (456-0 cu ft 1. no reserves 761 nm (1,410 km; 876 miles)
have higher rated PT6A-27 engines. Baggage compartment volume:
The additional engine power available enabled the basic nose 0-77 m' (27-20 cu ft

Y- 1 airframe to be scaled up. the principal enlargement

1 rear 1-89 m" (66-75 cu ft SHANGHAI (MCDONNELL DOUGLAS) MD-80
being that of the fuselage, which has an increased cross- Areas: McDonnell Douglas Corporation announced on 1
section and is lengthened to enable up to 7 passengers to 1 Wings, gross 34-27 m' (368-88 sq ft January 1984 the signing of a letter of intent with the
be carried in a commuter configuration. The wings, in Vertical tail surfaces (total) 5-064 m- (54-51 sq ft Shanghai Aircraft Industrial Corporation on a co-
addition to being 0-235 m (9'4 in) greater in span, have a Horizonal tail surfaces (total) 7-024 m' (75-61 sq ft production programme for 25 MD-80 jet transports for
new aerofoil section intended to afford a 3 per cent Weights and Loadings (Y-12 I): CAAC. LInder this preliminary agreement McDonnell
increase in maximum speed and 10 per cent increase in Basic weight empty 2.840 kg (6.261 lb Douglas would provide MD-80 parts and subassemblies,
rate of climb: they also incorporate additional fuel tanks in Operating weight empty 3.000 kg (6.614 lb technical and certification assistance; workers in Shanghai
the wing spar box. Construction of the Y-12 is to FAR Pt Max fuel load (usable)' 1.200 kg (2.645 lb would manufacture selected components and undertake
23 and Pt 135 standards. Max payload 1.700 kg (3.748 lb final assembly. The aircraft are for use on CAAC domestic
First flight of a production Y-12 was scheduled for the T-O weight for agricultural operation and international routes, and will follow two US assem-
Spring of 1983, and demonstration flights were reportedly 4.500 kg (9,921 lb bled MD-80s delivered to the airline by McDonnell Doug-
being made in the Spring of 1984. The aircraft is intended Design T-O and landing weight 5,000 kg (11,023 lb las in December 1983.
to be marketed outside China under the name Turbo- Max T-O weight 5,500 kg (12,125 lb Shanghai has been producing landing gear doors for the
Panda. Max zero-fuel weight 4,700 kg (10,362 lb MD-80 under subcontract since 1980. A formal contract
Type: Twin-turboprop STOL general purpose transport. Max cabin floor loading (cargo) for this new programme was expected to be signed by
Wings: Braced high-wing monoplane, with constant 750 kg/m- (153-7 Ib/sq ft mid-1984.
chord from root to tip. Wing section GA-0417. with
thickness/chord ratio of 17'^V. No dihedral. Construc-
tion generally as described forY-ll. but with Ziqiang-2
resin bonding on 70 per cent of structure and additional
fuel tankage in wing spar box. Span increased by 0-235
m (9'4 in). Leading-edge slats deleted (except on Y-12
I prototypes).
Fuselage: As described for Y-ll, but with increased
cross-section and additional cabin section inserted for-
ward of wings. Ziqiang-2 resin bonding on 40 percent of
structure.
Tail Unit: Similar to that of Y-ll, but dimensions and
areas increased; trim tab in each elevator. Modified
dorsal fin of increased area. Small ventral fin under
tailcone.
Landing Gear: Non-retractable tricycle type, with oleo-
pneumatic shock absorber in each unit. Single-wheel
main units, attached to underside of stub wings. Single
steerable nosewheel. Pneumatic brakes.
Power Plant: Two Pratt & Whitney Canada PT6A-11
turboprop engines in Y-12 I, each flat rated at 373 kW
(500 shp) and driving a Hartzell three-blade variable-
and reversible-pitch propeller with spinner. Y-12 II to
have 462 kW (620 shp) PT6A-27 turboprops. All fuel
in tanks in wing spar box. total capacity 1.600 litres (352

Imp gallons; 423 US gallons). Harbin Y-12 STOL general purpose transport (Pilar Press)

Accommodation: Crew of two on flight deck, access to

which is via a forward opening door on the port side.
Four-way adjustable crew seats. Dual controls. Main
cabin can accommodate up to 17 passengers in com-
muter configuration, in three-abreast layout (with
aisle), at seat pitch of 80 cm (31-5 in). Alternative
layouts for up to 14 parachutists, or an all-cargo
configuration with tiedown rings. Passenger/cargo
I 1

double door (larger than that of Y-ll) on port side at

rear, the rear half of which opens outward and the
forward half inward; foldout steps in passenger entr-
ance. Emergency exit opposite passenger door on star-
board side. Baggage compartments in nose and at rear
of passenger cabin, for 80 kg ( 1 76 lb) and 220 kg (485
lb) respectively.
Avionics: Standard instrumentation includes BK-450
airspeed indicator. BDP-1 artificial horizon. BGlO-1 A
altimeter. Z3W-3G a'titude indicator. ZHZ-4A radio
magnetic heading indicator. BCIO rate of climb indi-
cator. ZWH-1 outside air temperature indicator, and
ZEY-I flap position indicator; dual engine torque-
meters, interturbine temperature indicators, gas Prototype of the turboprop engined Harbin Y-12 utility transport (Donald S. Miller)
 —

42 COLOMBIA CZECHOSLOVAKIA: AIRCRAFT

/ — AGRICOPTEROS / OMNIPOL

COLOMBIA
AGRICOPTEROS
AGRICOPTEROS LTDA
Apartado Aereo 1789, Call
President: Eng Maximo Tedesco

AGRICOPTEROS (AEROSPORT)
SCAMP MODEL B
Following a visit to the USA in 1976 the President of
Agricopteros ordered two kits of the Aerosport Scamp A
biplane (see under USA in the Homebuilt Aircraft sec-
tion), with a view to the possible adaptation of this aircraft
for agricultural duties. In collaboration with Aerosport. he
introduced a number of modifications into the new Scamp
B version, and the first example made its initial flight on 27
May 1977. The major changes include a slight increase in
wing span, the provision of ailerons on the lower as well as
the upper wings, and a different power plant.
The Scamp B entered production by Agricopteros, by
the assembly of kits supplied by Aerosport, and five were
under construction in early 1983, the latest date for which
information has been received.
Type: Single-seat Restricted category (export) agricul-
tural light aircraft.
Wings: As described in Homebuilts section for Scamp A,
except centre-section support pylon is of 6063-T3 light
alloy tube, and ailerons are both upper and
fitted to
lower wings. Lower ailerons actuated by slaved
push/pull tube connected to upper pair.
Fuselage, Tail Unit and Landing Gear: As for Scamp
A.
Power Plant: One 74-5 kW(l 00 hp)Revmaster 2,1 00 cc
modified Volkswagen engine, driving an Aerial 56-38
two-blade fixed-pitch wooden propeller. Fuel tank and Agricopteros built
Aerosport Scamp B,
capacity as for Scamp A, plus provision for auxiliary fuel
with belly tank and
in underfuselage tank.
spraybars
Accommodation: Single seat in open cockpit.
Equipment: Agricultural equipment consists primarily of Height overall 1-73 m (5 ft 8 in) Cruising speed 76 knots (140 km/h; 87 mph)
a 60 litre (13-2 Imp gallon) underfuselage glassfibre Tailplane span 1-98 m (6 ft 6 in) Max manoeuvring speed 72 knots (134 km/h; 83 mph)
tank, wind driven pressure pump, spraybars and noz- Wheelbase 1-22 m (4 ft in) Stalling speed 44 knots (81 km/h; 50 mph)
zles. The entire installation weighs only 1 7 kg (38 lb). A Propeller diameter 1-42 m (4 ft 8 in) Service ceiling: tested 2,590 m (8,500 ft)
T type hydraulic valve system forces the ultra-low- Area: estimated 3,810 m (12,500 ft)
volume liquid chemical into the spraybars at a pressure Wings, gross 10-82 m^ (116-5 sq ft) T-O run 122 m (400 ft)
of 5-52 bars (80 Ib/sq in), and discharged through
it is Weights: Landing run 152 m (500 ft)
the nozzles at 414 bars (60 Ib/sq in). The tank is fitted Weight empty 259 kg (572 lb) Range at cruising speed 130 nm (241 km; 150 miles)
with a quick release trapdoor, and the entire chemical Normal T-O weight 360 kg (795 lb) Max range with auxiliary fuel in underfuselage tank
load can be jettisoned in 2 s in an emergency. Max T-O weight with chemical 428 kg (945 lb) 477 nm (885 km; 550 miles)
Dimensions, external: As for Scamp A except: Performance: Max endurance with auxiliary fuel in underfuselage
Wing span 5-94 m (1 9 ft 6 in) Never-exceed speed 100 knots (185 km/h: 115 mph) tank 6 h 45 min
Length overall 4-37 m (14 ft 4 in) Max level speed 82 knots (153 km/h; 95 mph) Swath width 8-5 m (28 ft)

AVIONES DE COLOMBIA
AVIONES DE COLOMBIA SA
Calle 26 No. 4A-45 Piso 8, Bogota
Telephone: (282) 9648. 9668 and 9728
Telex: 45 220
Works: Aeropuerto Guaymaral. Apartado Aereo 6876,
Bogota
Telephone: (671) 8211. 8488 and 8502
Commercial Manager: Rafael Urdaneta
This company, established in the 1950s and known for-
merly as Urdaneta y Galvez Ltda, has been a South
Amencan distributor for Cessna aircraft since 1961. In
1969 it began assembling and partly building selected
Cessna types under licence (see 1981-82 and earlier edi-
tions of yane's), and is now qualified to manufacture com-
First prototype of the Aviones de Colombia/Cessna AgTrainer, a modified Cessna 188 Ag Truck
plete airframes. Facilities include 464-5 m' (5,000 sq ft) of
office space in Bogota, and 13,935 m^ (150,000 sq ft) at 265 Model 188, 265 Model 206, 64 Model 210. two empty weight by approx 91 kg (200 lb). Flight characteris-
Guaymaral, the general aviation airport for Bogota. Ser- Model P210. 28 Model 303, 14 Model 310, eight Model tics remain unchanged. Two prototypes have flown (the
vice facilities include complete engine, propeller and 337, nine Model 340, 14 Model 402 and one Model 414. first of them on 16 September 1976), and by 1 January

avionics workshops. AVIONES DE COLOMBIA/CESSNA 1979 these two aircraft had accumulated nearly 2,000
On 31 January 1984 the company had a workforce of flying hours. The first prototype has been operated by
AGTRAINER
190 persons, and had assembled a total of 992 Cessna Illustrated in an accompanying photograph, the Aeroandes, a local cropspraying flying school.
These included 82 Models 150/152, 54 Model
aircraft. AgTrainer is modified by Aviones de Colombia from the Six AgTrainers had been produced by early 1984, of
172, 56 Model 172XP, four Model 172RG, six Model Cessna Model 1 88 Ag Truck. The cabin has been widened which two were operating in Colombia, three in Central
177RG, 70 Model 182, 14 Model 182RG, 36 Model 185, to accommodate two persons side by side, increasing the America and one in Ecuador.

CZECHOSLOVAKIA
Central direction of the Czechoslovak aircraft industry About 29,000 people are employed by the Czecho- products appear under the appropriate headings in this

is by a body known as the Generalni Reditelstvi Aero slovak aircraft industry. Principal factories concerned with section.Other Czechoslovak factories engaged in the pro-
Ceskoslovenske Letecke Podniky (Trust Aero aircraft manufacture are the Aero Vodochody National duction of aero-engines and sailplanes are listed in the
Czechoslovak Aeronautical Works), Prague-Letnany, Corporation, Let National Corporation and Zlin relevant sections of this edition.
whose General Manager is Josef Skarohlid. Aircraft-Moravan National Corporation, whose current Sales of all aircraft products outside Czechoslovakia are
handled by the Omnipol Foreign Trade Corporation.

OMNIPOL Telex: 121297 and 121299 This concern handles the sales of products of the
FOREIGN TRADE CORPORATION General Manager: Ing Tomas Marecek, GE Czechoslovak aircraft industry outside Czechoslovakia
Nekazanka 11.112 21 Prague 1 Sales Manager: Jaroslav Jelinek and furnishes all information requested by customers with
Telephone: (02) 2140 Publicity Manager: Jiri Matula regard to export goods.
 AERO — AIRCRAFT: CZECHOSLOVAKIA 43

AERO Non-jettisonable wingtip fuel tanks, incorporating land- imum of 1,955 litres (430 Imp gallons). Fuel system
ing/taxying lights. permits up to 20 s of inverted flight.
AERO VODOCHODY NARODNI PODNIK (Aero
Fuselage: Metal semi-monocoque structure, built in two Accommodation: Crew of two in tandem, on Czecho-
Vodochody National Corporation) portions. Front portion consists of three sections, the slovak VS-l-BRI rocket assisted ejection seats, oper-
Vodochody, Odelena Voda, near Prague
p.
first of which is a laminated glassfibre nosecone housing able at zero height and at speeds down to 81 knots (150
Managing Director: Ing Vaclav Klouda avionics, antennae, battery, compressed air and oxygen km/h; 94 mph), beneath individual transparent
Vice-Directors:
bottles and the nose landing gear. Next comes the pres- canopies which hinge sideways to starboard and are
Ing Josef Sedliicek (Technical)
surised compartment for the crew. The third section jettisonable. Rear seat elevated. One-piece windscreen
Josef Spara (Production)
incorporates the fuel tanks, air intakes and the engine hinges forward to provide access to front instrument
Ing Jaroslav Kucera (Sales)
bay. The rear fuselage, carrying the tail unit, is attached panel. Internal transparency between front and rear
Ing Jiri Kraus (Works Economy)
by and can be removed quickly to provide
five bolts cockpits. Dual controls standard.
Chief Designer: Ing Vlastimil Havelka access for engine installation and removal. Two air- Systems: Cabin pressurised (standard pressure differen-
Chief Pilot: Antonin Sailer brakes side by side under fuselage, just forward of wing tial 0-227 bars; 3-29 Ib/sq in, max overpressure 0-29
This factory perpetuates the name of one of the three leading-edge, actuated by single hydraulic jack; these bars; 4-20 Ib/sq in) and air-conditioned, using engine
founder companies of the Czechoslovak aircraft industry, are lowered automatically as airspeed nears a maximum bleed air and cooling unit. Air-conditioning system pro-
which began activities in 1919 with the manufacture of of Mach 0-8. vides automatic temperature control from 1 0° to 25°C at
Austrian Phonix fighters. Subsequent well known pro- Tail Unit: Conventional all-metal cantilever structure, ambient air temperatures from -55°C to +45°C. Main
ducts included the A 1 1 military general purpose biplane with sweepback on vertical surfaces. Variable incidence and standby interconnected hydraulic systems, the main
and its derivatives, and licence manufacture of the French tailplane. Control surfaces actuated by pushrods. Elec- system having a variable flow pump with an operating
Bloch 200 twin-engined bomber. The present works was trically operated trim tab in each elevator; servo tab in pressure of 147 bars (2,133 Ib/sq in) for actuation of
established on 1 July 1953. rudder. Elevators deflect 30° up, 20° down; rudder 30° landing gear, flaps, airbrakes, ram air turbine and (at
Aero's major product from 1963-74 was the L-29 to right and left. 34-3 bars; 500 Ib/sq in pressure) wheel brakes.
Delfin jet basic and advanced trainer, of which approx Landing Gear: Retractable tricycle type, with single Emergency system, for all of above except airbrakes,
3,600 were built. A full description of the L-29, many wheel and oleo-pneumatic shock absorber on each unit. incorporates three accumulators. Pneumatic canopy
hundreds of which remain in service, can be found in the Gear is designed for a touchdown sink rate of 3-4 m seals supplied by a 2 litre compressed air bottle in nose
1974-75 Jane's. It was superseded in production from (1115 ft)/s at AUW
of 4.600 kg (10,141 lb). Retrac- (pressure 147 bars; 2,133 Ib/sq in). Electrical system
1972 by the L-39. tion/extension is operated hydraulically, with electrical (27V DC) is powered by a 7-5kVA engine driven
control. All wheel well doors close automatically after generator. If primary generator fails, a V 910 ram air
AERO L-39 ALBATROS wheels are lowered, to prevent ingress of dirt and debris. turbine is extended automatically into the airstream and
The L-39 basic and advanced jet trainer was developed Mainwheels retract inward into wings (with automatic generates up to 3kVA of emergency power for essential
by a team led by Dipl Ing Jan Vlcek, working in close braking during retraction), nosewheel forward into services. 12V 28 Ah SAM 28 lead-acid battery for
co-operation with the USSR. Two prototype airframes fuselage. K24 mainwheels. fitted with Barum tubeless standby power and for APU starting. Two 800VA static
were built initially, of which the Hrst (X-01 was used for ) tyres size 610 x 215 mm (610 x 185 mm on early inverters (the first for radio equipment, ice warning
structural testing. The first flight, on 4 November 1968, production aircraft), pressure 5-88 bars (85-34 Ib/sq in). lights, engine vibration measurement and air-
was made by the X-02 second aircraft (OK-32). By the K25 castoring and self-centering nosewheel. fitted with conditioning, the second for navigation and landing
end of 1 970, five flying prototypes ( X-02/-03/-05/-06/-07 Barum tubeless tyre size 450 X 165 mm (430 x 150 mm systems, IFF and air-to-air missiles) provide 115V
and two for ground testing had been completed. Slightly on early production aircraft), pressure 3-92 bars (56-89 single-phase AC power at 400Hz. A second circuit
largerand longer air intake trunks were fitted after pre- Ib/sq in). Hydraulic disc brakes and anti-skid units on incorporates a 500VA rotary inverter and 40VA static
liminary flight tests. mainwheels; shimmy damper on nosewheel leg. The inverter to provide 36V three-phase AC power, also at
A pre-production batch of ten aircraft began to join the L-39 is capable of operation from grass strips (with a 400Hz. Saphir 5 APU and SV-25 turbine for engine
flight test programme in 1971, and series production bearing strength of 6 kg/cm^ 85 Ib/sq in) at up to 4.600 starting. Air intakes and windscreen anti-iced by engine
started in late 1972, following official selection of the L-39 kg (10,141 lb) T-O weight, or from unprepared run- bleed air; normally, anti-icing is sensor-activated
to succeed the L-29 Delfin (1974-75 Jane's) as the stan- ways. Landing gear of L-39 ZA reinforced to cater for automatically, but a manual standby system is also pro-
dard jet trainer for the air forces of the Soviet LInion, higher operating weights. vided. Six-bottle oxygen system for crew, pressure 147
Czechoslovakia and the German Democratic Republic. Power Plant: One 1 6-87 kN (3,792 Ibst) Ivchenko AI-25 bars (2.133 Ib/sq in).
Service trials took place in 1973 in Czechoslovakia and the TL turbofan engine mounted in rear fuselage, with Avionics and Equipment: Standard avionics include
USSR, and by the Spring of 1974 the L-39 had begun to semi-circular lateral air intake, fitted with splitter plate, R-832 Mtwo-band com radio (VHF 118-140MHz,
enter service with the Czechoslovak Air Force. Other on each side of fuselage above wing centre-section. Fuel UHF 220-389MHZ); SPU-9 crew intercom; RKL-41
recipients include Afghanistan (approx 1 8 ), Cuba (approx in five rubber main bag tanks aft of cockpit, with com- ADF (150-1, 800kHz); RV-5 radar altimeter; MRP-56
20), Ethiopia (approx 12), Iraq (60), Libya (approx 160), bined capacity of 1 .055 litres (232 Imp gallons), and two P/S marker beacon receiver; SRO-2 IFF; and RSBN-5S
Romania, Syria (approx 60) and Viet-Nam. 100 litre (22 Imp gallon) non-jettisonable wingtip navigation and landing system. VOR/ILS system avail-
By May 1977. when the L-39 made its first appearance tanks. Total internal fuel capacity 1 .255 litres (276 Imp able at customer's option. Landing and taxying light in
in the West, at the Paris Air Show, some 400-500 were in gallons). Gravity refuelling points on top of fuselage and forward end of each tip tank.
service with several air forces. Production had totalled on each tip tank. Provision for two 350 litre (77 Imp Armament (L-39 ZO and ZA): Underfuselage pod on ZA
more than 1,500 by mid-1983. The Albatros is used in gallon) underwing drop tanks on inboard underwing only,below front cockpit, housing a single 23 mm Soviet
Czechoslovakia for all pilot training, including that of pylons, increasing total overall fuel capacity to a max- GSh-23 two-barrelled cannon; ammunition for this gun
helicopter pilots. On average, pupils solo after approx 14
hours' dual instruction on the L-39.
Official Czechoslovak designations for the different
L-39 versions have been amended from those published in
Jane's before 1983, and are now as follows:
L-39. Basic version, for basic and advanced flying train-
ing, to which the detailed description chiefly applies. In
service with the air forces of Afghanistan, Czechoslovakia,
Germany (Democratic Republic) and USSR. In produc-
tion.
L-39 V. As basic L-39, but equipped with winch for
towing KT-04 targets for anti-aircraft artillery training.
Prototype (X-08) first flown late 1972.
L-39 ZO. Jet trainer with four underwing weapon
stations (Z = Zbrojni: armed) and reinforced wings. Pro-
totype (X-09 ) first flown 25 August 1975. Export custom-
ers include the air forces of Iraq. Libya and Syria. In
production.
L-39 ZA. Ground attack and reconnaissance version of
L-39 ZO. with underfuselage gun pod and four underwing Aero L-39 ZO version of the Albatros, in Iraqi Air Force Insignia (via FLYGvapenNYTT)
weapon stations; reinforced wings and landing gear. Pro-
totype (X-03) first flown 7 April 1969. In service with the
air forces of Czechoslovakia and Romania. In production.
A completely new version, with improved airframe,
engines and equipment, is under development, and is
expected to fly in 1985.
The following description applies to the current produc-
tion L-39 basic version, except where indicated:
Type: Two-seat basic and advanced jet trainer; L-39 ZA
also has ground attack and reconnaissance capability.
Wings: Cantilever low-wing monoplane, with 2° 30'
dihedral from roots.Wing section NACA
64 AO 1 2 mod.
5. Incidence 2°. Sweepback 6° 26' on leading-edges, 1°
45' at quarter-chord. One-piece all-metal stressed skin
structure, with main spar and
auxiliary spar; four-point
attachment to All-metal double-slotted
fuselage.
trailing-edge flaps, operated by push/pull rods actuated
by a single hydraulic jack. Flaps retract automatically
when airspeed reaches 167 knots (310 km/h; 193 mph).
Small fence above and below each trailing-edge bet-
ween flap and aileron. Mass balanced ailerons, each
with electrically operated servo tab; port tab, used also
for trim, is operated by electromechanical actuator.

Flaps deflect 25° for take-off, 44° for landing; ailerons

deflect 16° up or down; airbrakes deflect 55° downward. Aero L-39 Albatros two-seat basic and advanced jet trainer (Filoi Press)
44 CZECHOSLOVAKIA: AIRCRAFT — AERO / LET

Length overall 12-13 m

(39 ft 9'2 in) Max level speed at 5,000 m (16,400 ft);
Height overall 4-77 m
(15 ft IV, in) A 367 knots (680 km/h; 422 mph)
Tailplane span 4-40 m (14 ft 5 in) B 405 knots (750 km/h; 466 mph)
Wheel track 2-44 m (8 ft in) C 340 knots (630 km/h; 391 mph)
Wheelbase 4-39 m (14 ft 4% in) D 407 knots (755 km/h; 469 mph)
Areas; Stalling speed; A 87 knots (160 km/h; 100 mph)
Wings, gross 18-80 m- (202-36 sq ft) B 90 knots (165 km/h; 103 mph)
Ailerons (total) 1-23 m- (13-26 sq ft) C 98 knots (180 km/h; 112 mph)
Trailing-edge flaps (total) 2-68 m- (28-89 sq ft) Max rate of climb at S/L: A 960 m (3,150 ft)/min
Airbrakes (total) 0-50 m- (5-38 sq ft) B 1,320 m (4,330 ft)/min
Vertical tail surfaces (total) 3-51 m- (37-78 sq ft) C 810 m (2,657 ft)/mm
Tailplane 3-93 m^ (42-30 sq ft) D 1,260 m (4,130 ft)/min
Elevators, incl tabs 1-14 m- (12-27 sq ft) Time to 5,000 m (16,400 ft): A 7-5 min
'Weights and Loadings; B 5 min
Weight empty, equipped; C 10 min
Close-up of underfuselage gun installation on L-39, 'clean' 3,198 kg (7,050 lb) Service ceiling; A, D 11,000 m (36,100 ft)

Aero L-39 ZA L-39 C 3,459 kg (7.625 lb) B 11,500 m (37,730 ft)

L-39 ZO 3,488 kg (7,690 lb) C 7,500 m (24,600 ft)

(max 150 rds) is housed in fuselage, above gun pod. L-39 ZA 3,656 kg (8,060 lb) T-O run (concrete): A 600 m (1,968 ft)
Gun/rocket firing and weapon release controls, includ- Fuel load; fuselage tanks 824 kg (1,816 lb) B, D 480 m (1,575 ft)
ing electrically controlled ASP-3 NMU-39Z gyroscopic wingtip tanks 156 kg (344 lb) C 970 m (3,182 ft)
gunsight and FKP-2-2 gun camera, in front cockpit Max underwing weapon load 1,100 kg (2,425 lb) Landing run (concrete); A 700 m (2,296 ft)
only. ZO and ZA have four underwing hardpoints, the T-O weight clean; L-39 ZA 4,549 kg (10,029 lb) B 600 m (1,968 ft)
inboard pair each stressed for loads of up to 500 kg Max T-O weight; L-39 4,300 kg (9,480 lb) C 800 m (2,625 ft)
(1,102 lb) and the outer pair for loads of up to 250 kg L-39 C 4,700 kg (10,362 lb) Range at 5,000 m (16,400 ft), max internal fuel;
(551 lb) each; max external underwing stores load L-39 ZO and ZA 5,600 kg (12.346 lb) A 485 nm (900 km; 559 miles)
1,100 kg (2,425 lb). Non-jettisonable pylons, each Max wing loading; L-39 22H-7 kg/m' (46f<7 Ib/sq ft) B 540 nm (1,000 km; 621 miles)
comprising a D3-57D stores rack. Typical underwing L-39 C 2500 kg/m- (51-23 Ib/sq ft) C 680 nm (1,260 km; 783 miles)
stores can include various combinations of bombs (two L-39 ZO and ZA 297-9 kg/m- (61-01 Ib/sq ft) Ferry range: B 944 nm (1,750 km; 1,087 miles)
500 kg, four 250 kg or six 100 kg); four UB-16-57 M Max power loading; L-39 2551 kg/kN (2-50 lb/lb st) Endurance at 5,000 m (16,400 ft); A 2 h min
pods each containing sixteen S-5 57 mm
air-to-surface L-39 C 278-6 kg/kN (2-73 lb/lb st) B 2 h 30 min
rockets; infra-red air-to-air missiles (outer pylons L-39 ZO and ZA 332-0 kg/kN (3-25 lb/lb st) C 3 h 20 min
only); a five-camera day reconnaissance pod (port ^Performance (at max T-O weight except where indi- g limits;
inboard pylon only); or (on inboard stations only) two cated. A; basic L-39; B: L-39 C; C; L-39 ZO: D; L-39 A (operational, at 4,200 kg; 9,259 lbAUW) +8/-4
350 litre (77 Imp gallon) drop tanks. ZA); A (ultimate, at 4,200 kg; 9,259 lb AUW) -1-12

Dimensions, external: Max limiting Mach number Mach 0-80 B (operational, at 5.500 kg; 12,125 lb AUW)
Wing span 9-46 m (31 ft 0'/2 in) Max level speed at S/L; -(-5-2/-2-6
Wing chord (mean) 215 m (7 ft 0': in) A 356 knots (660 km/h; 410 mph) * A more detailed listing of weight and performance data
Wing aspect ratio; geometric 4-4 B 378 knots (700 km/h; 435 mph) for earlier versions can he found in the I9fi^-iS3 and
incl tip tanks 5-2 C 329 knots (610 km/h; 379 mph) previous editions

AEROTECHNIK
AEROTECHNIK (Development and Tests)
68604 Uherske Hradiste 4, Kunovice
Telephone: Uherske Hradiste 5510/1
TErnNiCAi Director; Ing Jiri Valny

Aerotechnik, a member of the SVAZARM organis-

ation, is which undertakes overhauls,
a small enterprise
modifications and minor development and production
work for the Czechoslovak Federal Aeroclub, mainly
involving Zlin 226 and 326 Treners, which are overhauled
and fitted with new Avia M
137 engines. Aerotechnik also
manufactures the L-13SW motor glider, as described in
the Sailplanes section,
Aerotechnik (Zlin) 526 AFM Condor (Avia M 337 A engine) (Letectvi + Kosmonautika)
AEROTECHNIK (ZLIN) 526 AFM CONDOR unit and landing gear of the Zlin 526 AFS Akrobat. the category FAR
Pt 23 certification on 8 April that year,
The Condor was ordered by the Czechoslovak Federal wings of the Zlin 326 Trener. and a new M 337 A power A description appeared in the 1983-84 Jane's.
full

Aeroclub as a single prototype for high altitude record plant. Design began in January 1980; the Condor made its Further examples could be produced if required, but this is
attempts and glider towing. It is based on the fuselage, tail first flight on 26 February 1981, and was granted special not planned at present.

LET Managing Director: Ing Stanislav Boura designation C-1 1 . It contributed to the production of the
Chief Designer; Ing Vlastimil Mertl Aero 45, was responsible for the L 200 Morava twin-
LET NARODNi PODNIK (Let National
Chief Pilot: Frantisek Srnec engined air taxi and Z-37 Cmelak agricultural aircraft, and
Corporation)
theL 13 Blanik sailplane: it is currently responsible for the
Uherske Hradiste-Kunovice The Let plant at Kunovice was established in 1950, its L-410UVP twin-turboprop light transport aircraft.
Telephone: Kunovice 5121/5 early activities including licence production of the Soviet
The factory also produces equipment for radar and
Telex: 060387 and 060388 Yak- 11 piston engined trainer under the Czechoslovak
computer technology.
LET L-410UVP TURBOLET
Design of the L-410 was started in 1966, by a team led
by Ing Ladislav Smrcek. The XL-4I0 prototype (OK-
YKE), powered by Pratt & Whitney Canada PT6A-27
turboprop engines, flew for the first time on 1 6 April 1 969.
Three additional PT6A-engined prototypes were com-
pleted subsequently; the second of these (designated
L-410AB) was later test flown with Hartzell HC-B4TN-3
four-blade propellers in a successful demonstration of
reduced vibration and cabin noise levels.
Details of the initial L-410A, L-410AF and L-410M
production versions can be found in the 1980-81 and
earlier editions of Jane's. Variants of these included the
L-410AS (L-410A with Soviet avionics), the L-410MA
(L-410M with M 601 B instead of M 601 A engines), and
L-410MU (L-410MA with changes required by
Aeroflot).
Standard production version since the beginning of
1979 has been the L-410UVP, of which the first of three
prototypes made its initial flight on 1 November 1977.
Changes include increased wing span and area; fuselage
lengthened by 0-47 m (1 ft 6'/2 in) compared with the
L-410M; enlarged vertical tail surfaces; dihedral tail-

L-410UVP Turbolet twin-turboprop general purpose transport plane; improved cockpit systems and additions to standard
 LET — AIRCRAFT: CZECHOSLOVAKIA 45
instrimicntatioii; introductidn of spoilers, automatic bank
control flaps, automatic propeller feathering, and anti-
skid system for the main landing gear units; fabric covered
elevators and rudder; and M 601 B engines with VJ8 508
B propellers. The basic version
is for passenger transport-

ation, but the cabin can be converted easily to all-cargo,

aeromedical, parachutist or hrelightmg configuration; the
aircraft can also be equipped for aerial photography or
calibration of ground navigation aids.
The L-4 1 OLI VP can operate from grass, sand
and gravel
strips as well as from paved runways, and in snow and ice
conditions. It is being manufactured in large numbers, and
following its certiHcation in 1980 is becoming standard
AeroHot equipment on Soviet internal feederline services,
eventually to be joined by the PZL Mielec (Antonov)
An-28. The L-410UVP was developed to comply with
Soviet NLGS-2 airworthiness regulations, and is the hrst
non-USSR aircraft to receive a type certificate under these
regulations. Stringent Aeroflot requirements included the
ability to operate in temperatures ranging from -50°C to
-i-45°C; systems were required to be survivable in temper-
atures as low as -60°C.
Production is at the rate of 70- 1 00 a year, and about 500
L-4 1 Os were scheduled for delivery by the end of 1983, for
civil and military use. Three specially equipped aircraft Let L-410UVP Turbolet twin-turboprop 15-passenger light transport (Pilot Press)
were ordered by the East German airline Interflug for air
photography and environmental studies. Manufacture of
an ambulance version, with equipment supplied by
Chirana of Czechoslovakia, and a photogrammetric ver-
sion, with equipment supplied by Carl Zeiss of East Ger-
many, was under way in 1983. Both were due to fly for the
first time during 1984, with Walter M 601 D engines.

During 1983, an L-4 lOUVP began flight testing the new

V 509 five-blade propeller designed by engineers of Avia
and the Czechoslovak aviation research institute. Initial
results show a noise reduction of 5 dB externally, near the
aircraft, and 1 5 dB in the cabin. Increased T-O and climb
efficiency reported to be equivalent to what would be
is

expected from a 59 kW (80 shp) increase in engine rating.

Type: Twin-turboprop general purpose light transport.
Wings: Cantilever high-wing monoplane. Wing section
NACA 63A418 at root. NACA 63A412 at tip.

Dihedral 1° 45'. Incidence 2° -0° 30' at tip. No

at root.
sweepback at front spar. Conventional all-metal two-
spar torsion box structure, attached to fuselage by
four-point mountings. Chemically machined skin with
longitudinal reinforcement. Hydraulically actuated
double-slotted metal flaps, with both slots variable.
Spoiler forward of each flap. All-metal ailerons, for-
ward of which are pop-up' bank control surfaces that Camouflaged Let L-410UVP In the insignia of the Czechoslovak Air Force
come into operation automatically during single-engine
operation and decrease the lift on the side of the running dant; accommodation for 14 parachutists and a dis- Length overall 14-467 m (47 ft 51/2 in

engine. Kleber-Colombes pneumatic de-icing of patcher/instructor; firefighting configuration, carrying Fuselage: Max width 2-08 m (6 ft 10 in

leading-edges. 12 firefighters and a pilot/observer. All-cargo version Max depth 2-10 m (6 ft 10% in

Fuselage: Conventional all-metal semi-monocoque spot has protective floor covering, crash nets on each side of Height overall 5-829 m (19 ft IVz in

welded and riveted structure, built in three main por- cabin, and tiedown provisions; floor is at truckbed Tailplane span 6-736 m (22 ft 1 V4 in

tions. height. Aircraft can also be equipped for aerial photo- Wheel track 3-65 m (11 ft IIV2 in
Tail Unit: Conventional cantilever structure, of all-metal graphy or for calibration of ground navigation aids. Wheelbase 3-666 m (12 ft O'A in
construction except for elevators and rudder, which are Double upward opening doors aft on port side, with Propeller diameter 2-50 m (8 ft 2>/2 in
fabric covered. Vertical tail surfaces swept back 35°; stowable steps; right hand door serves as passenger Distance between propeller centres
shallow dorsal fin and deeper ventral fin. One-piece entrance and exit. Both doors open for cargo loading, 4-816 m (15 ft 9V2 in
tailplane. with 7° dihedralfrom roots, mounted part- and can be removed for paratroop training missions. Passenger/cargo door (port, rear):
way up fin. Balance tab in rudder and each elevator. Rearward opening door, forward on starboard side, Height 1-46 m (4 ft 91/2 in

Kleber-Colombes pneumatic de-icing of leading-edges. serves as emergency exit. Width overall 1-25 m (4 ft 1 'A in
Landing Gear: Retractable tricycle type, with single Systems: No APU. air-conditioning or pressurisation sys- Width (passenger door only) 0-80 m
(2 ft 7V2 in
wheel on each unit. Hydraulic retraction, nosewheel tems. Duplicated hydraulic systems. No. 1 system Height to sill 0-79 m (2 ft 7 in
forward, mainwheels inward to lie flat in fairing on each actuating landing gear, flaps, spoilers, automatic pitch Emergency exit door (stbd. fwd):
side of fuselage. Technometra Radotin oleo-pneumatic trim surfaces, mainwheel brakes, nosewheel steering Height 0-97 m (3 ft 2V4 in
shock absorbers. Non-braking nosewheel. with servo- and windscreen wipers. No. 2 system for emergency Width 0-66 m (2 ft 2 in
assisted steering, fitted with 548 x 221 mm (900-6) landing gear extension, flap actuation and parking Height to sill 0-80 m (2 ft 7 V2 in
tubeless tyre, pressure 2-74 bars (398 Ib/sq in). Nose- brake. Electrical system includes AC power from three Dimensions, internal:
wheel is also steerable by rudder pedals. Mainwheels three-phase 36V 400Hz rotary inverters and two Cabin, exl flight deck: Length 6-34 m (20 ft 9V2 in

fitted with 718 x 306 mm (12-50-10) tubeless tyres. single-phase 115V 400Hz inverters, guaranteeing Max width 1-95 m (6 ft 4% in
pressure 3- 14 bars (45-5 Ib/sq in). All wheels manufac- against a loss of power for essential instruments; DC Max height 1-658 m (5 ft 5 'A in
tured by Moravan Otrokovice, tyres by Rudy Rijen. power from two 5-6kW generators and two 25Ah bat- Aisle width at 0-4 m (1 ft 3% above cabin floor
in)
Gottwaldow. Moravan Otrokovice hydraulic disc teries. 0-34 m (1 ft 1 V2 in
brakes, parking brake and anti-skid units on main- Avionics and Equipment: Standard instrumentation pro- Floor area 9-69 m^ (104-3 sq ft
wheels. Metal ski landing gear, with plastics under- vides for flight in IMC conditions, with all basic instru- Volume 17-86 m' (630-7 cu ft
surface, optional. ments duplicated and three artificial horizons. Com- Baggage compartment volume (rear)
Power Plant: Two 544 kW
(730 ehp) Walter 601 B M munications include two VHP with a range of 65 nm 0-77 m' (27-2 cu ft

turboprop engines, each driving an Avia VJ8 508 B (120 km; 75 miles) at 1,000 m (3,280 ft) altitude, and Areas:
three-blade constant-speed reversible-pitch fully- crew intercom. Standard navigation instruments include Wings, gross 35-18 m^ (378-67 sq ft

feathering metal propeller with Beta control. At higher artificial horizons (three); barometric altimeters, air- Ailerons (total) 2-89 m^ (31-11 sq ft

ambient temperatures, engine power can be increased speed indicators, rate of climb indicators, turn indi- Automatic bank control flaps (total)
to 590 kW (790 ehp) for short periods by water injec- cators. RMIs. gyro compasses, ILS or SP-50 landing 0-49 m= (5-27 sq ft

tion into compressor. De-icing for propeller blades system, and ARK- 1 5M ADF with range of 97 nm ( 1 80 Trailing-edge flaps (total) 5-92 m' (63-72 sq ft

(electrical) and lower intakes: anti-icing flaps inside km; 112 miles) at 1.000 m (3.280 ft) altitude (two of Spoilers (total) 0-87 m^ (9-36 sq ft

each nacelle. Eight bag fuel tanks in wings, total capac- each); and radio altimeter with ground proximity warn- Fin 4-49 m^ (48-33 sq ft

ity 1 ,290 litres (284 Imp gallons). Total oil capacity (incl ing, ASI with stall warning, magnetic compass, GMK- Rudder, incl tab 2-81 m' (30-25 sq ft

oil in cooler) 22 litres (4-8 Imp gallons). Water tank IGE VOR. and ILS with marker beacon receiver (one Tailplane 6-41 m= (69-00 sq ft

capacity (for injection into compressor) 1 1 litres (2-4 of each). Cockpit, instrument and passenger cabin Elevators, incl tabs 3-15 m' (33-91 sq ft

Imp gallons). lights, navigation lights, three landing lights in nose Weights and Loadings:
Accommodation: Crew of one or two on flight deck, with (each with two levels of light intensity), crew and cabin Basic weight empty 3.725 kg (8.212 lb
dual controls. Standard accommodation in main cabin fire extinguishers, windscreen wipers, and alcohol spray Weight empty, equipped 3.800 kg (8.378 lb
for 15 passengers, with pairs of adjustable seats on for windscreen and wiper de-icing, are also standard. Max fuel '
1,000 kg (2.205 lb
starboard side of aisle and single seats opposite, all at 76 Flight data recorder, cockpit voice recorder, SSR Max payload 1.310 kg (2.888 lb
cm (30 in) pitch. Baggage compartment (at rear, acces- repeater and encoding altimeter, transponder, and Max T-O weight 5.800 kg (12.786 lb
sible from cabin), toilet and wardrobe standard in this heated flight deck windows, are all optional.
electrically Max landing weight 5.500 kg (12.125 lb
version. Cabin heated by engine bleed air. Alternative Dimensions, external: Max zero-fuel weight 5.1 70 kg (1 1 ,398 lb
layouts include all-cargo; ambulance, accommodating Wing span 19-478 m (63 ft 10 'A in) Max wing loading 164 9 kg/m' (33-76 Ib/sq ft

six stretchers, five sitting patients and a medical atten- Wing chord at root 2-534 m (8 ft 3 'A in) Max power loading 5-33 kg/kW (8-76 Ib/ehp
46 CZECHOSLOVAKIA: AIRCRAFT — LET / ZLIN

Performance (at max T-O weight, ISA, except where flaps down, at max landing weight T-O to 10-5 m (35 ft) 550 m (1.805 ft)
indicated): 61 knots (112 km/h; 70 mph) EAS Landing from 9 m (30 ft) at max landing weight
Never-exceed speed Max rate of climb at S/L 456 m (1,495 ft)/min 810 m (2,657 ft)
194 Icnots (360 km/h; 224 mph) EAS Rate of climb at S/L, one engine out 114 m (375 ft)/min Landing run at max landing weight 328 m (1,000 ft)
Max cruising speed at 3,000 m (9,840 ft) Max operating altitude 6,000 m (19,680 ft) Range at m
(9.840 ft) with max fuel and 850 kg
3,000
197 knots (365 km/h; 227 mph) Service ceiling, one engine out 2,550 m (8,365 ft) (1,874 lb) payload, 30 min reserves
Econ cruising speed 162 knots (300 km/h; 186 mph) Required runway length at S/L (NLGS-2) 561 nm (1,040 km; 646 miles)
Stalling speed: 950 m (3,117 ft) Range with max payload, 30 min reserves
flaps up 79 knots (145 km/h; 90 mph) EAS T-O run 410 m (1,345 ft) 210 nm (390 km; 242 miles)

ZLIN Type: Two-seat fully acrobatic (A), light training (U) and 225 litres (49-5 Imp gallons). Fuel and oil systems per-
touring (N) aircraft. mit inverted flying for up to 3 min. Oil capacity
MORAVAN NARODNI PODNIK (Zlin Aircraft
Wings: Cantilever low-wing monoplane. Wing section (2-6Imp gallons).
1 2 litres

Moravan National Corporation)

NACA 63j416-5. Dihedral 6° from roots. Sweep- Accommodation: Individual side by side seats for two
76581 Otrokovice
forward 4° 20' at quarter-chord. All-metal structure persons, the main pilot's seat being to port. Both seats
Telephone: Gottwaldov 92 2041-44
with single main spar and auxiliary spar; skins (fluted on are adjustable and permit the use of back type
Telex: Gottwaldov 067 240
control surfaces) of aluminium plated duralumin sheet. parachutes. Baggage space aft of seats. Cabin and
Managing Director: Frantisek Klapil
All-metal slotted ailerons and flaps all have same windscreen heating and ventilation standard. Forward
Vice-Directors:
dimensions. Mass balanced flaps and ailerons, operated sliding cockpit canopy. Dual controls standard.
Ing Jan Barton (Technical)
mechanically by control rods. Ground adjustable tab on Systems: Electrical system includes a 600W 27V engine
Ing Vladimir Otriral (Production)
each aileron. driven generator and 24V 25Ah Teledyne battery.
Frantisek Muzny (Sales)
Fuselage: Engine cowlings of sheet metal. Centre-fuse- External power source can be used for starting the
Ing Adolf Dolezal (Works Economy)
lage of welded steel tube truss construction, covered engine.
Chief Designer: Ing Jiri Navratil
with laminated glassfibre panels. Rear fuselage is all- Avionics and Eocipment: VHF radio with IC (Mesit
Chief Phot: Zdenek Polasek
metal semi-monocoque structure. LUN 3524.20) and IFR instrumentation optional.
The Moravan works, responsible for production of the Tail Unit: Cantilever all-metal structure with skins Standard equipment includes cockpit, instrument and
famous range of Zlin acrobatic and light touring aircraft, cabin lights; navigation lights; landing and taxying
(flutedon control surfaces) of duralumin sheet. Control
was formed originally on 18 September 1934 as Zlinska lights; and anti-collision light. Towing gear, for gliders
surfaces have partial mass and aerodynamic balance.
Letecka Akciova Spolecnost (Zlin Aviation Joint Stock Trim tabs on elevator and rudder. Rudder actuated by of up to 500 kg (1,102 lb) weight, optional.
Co) in Zlin, although manufacture of Zlin aircraft was control cables, elevator by control rods. Dimensions, external:
actually started in 1933 by the Masarykova Letecka Liga Wmg span 916 m (30 ft O'/i in)
Landing Gear: Non-retractable tricycle type, with nose-
(Masaryk League of Aviation). The factory was renamed Wing chord (constant portion) 1-42 m (4 ft 8 in)
wheel offset to port. Oleo-pneumatic nosewheel shock
Moravan after the second World War. Moravan also man- Length overall 7-33 m (24 ft OV2 in)
absorber. Mainwheels carried on flat spring steel legs.
ufactures items of aircraft equipment. Height overall 2-75 m (9 ft OV4 in)
Nosewheel steered by rudder pedals. Mainwheels and
ZLIN 142 Barum tyres size 420 x 150, pressure I -90 bars (27-6 Elevator span 2-904 m (9 ft 6V3 in)
The Zlin 142 intended for basic and advanced flying
is Ib/sq in); nosewheel and Barum tyre size 350 x 135, Wheel track 2-33 m (7 ft 7^/4 in)

training, acrobatic flying and the training of acrobatic pressure 2-50 bars (36-3 Ib/sqHydraulic disc brakes
in). Wheelbase 1-66 m (5 ft 5Vi in)

pilots, glider towing, and (when equipped with approp- on mainwheels can be operated from either seat. Park- Propeller diameter 200 m (6 ft 6^4 in)

riate instrumentation) for night and IFR flying training. It ing brake standard. Propeller ground clearance 0-40 m (1 ft 3 "4 in)

is a progressive development of the Zlin 42 (see 1980- M Power Plant: One 156-5 kW (210 hp) Avia 337 AK M Dimensions, internal:
81 Jane's). Design began in the Winter of 1977-78, and inverted six-cylinder aircooled Inline engine, with Cabin: Length 1-80 m (5 ft I0''4 in)

the prototype (OK-078) flew for the first time on 29 supercharger and low-pressure injection pump, driving Max width M2 m (3 ft 8 in)

December 1978. In 1980 it received FAR Pt 23 cer- a two-blade Avia V 500 A constant-speed metal propel- Max height 1-20 m (3 ft II V4 in)

tification in theAcrobatic. Utility and Normal categories, ler. Fuel tanks in each wing leading-edge, with com-
Baggage space 0-2 m' (7-1 cu ft)

and production began in 1981. This was continuing in bined capacity of 125 litres (27-5 Imp gallons). Normal Areas:
1 984, and it was expected that by the end of that year 1 50
Wings, gross 13-15 m^ (141-5 sq ft)
category version has auxiliary 50 litre (1 1 Imp gallon)
would have been delivered. Ailerons (total) 1-408 m^ (15-16 sq ft)
tank at each wingtip, increasing total fuel capacity to
Trailing-edge flaps (total) 1-408 m' (15-16 sq ft)

Fin 0-54 m^ (5-81 sq ft)

Rudder, inci tab 0-81 m^ (8-72 sq ft)

Tailplane 1-23 m^ (13-24 sq ft)

Elevator, incI tabs 1-36 m' (14-64 sq ft)

Weights and Loadings (A: Acrobatic; U: Utility; N:

Normal category):
Basic weight empty (all versions) 730 kg (1,609 lb)
Max T-O weight: A 970 kg (2.138 lb)
U 1.020 kg (2.248 lb)
N 1.090 kg (2,403 lb)
Max landing weight: A 970 kg (2,138 lb)
U 1.020 kg (2,248 lb)
N 1,050 kg (2,315 lb)
Max wing loading: A 73-76 kg/m= (1511 Ib/sq ft)
U 77-57 kg/mM15-89 Ib/sq ft)
N 82-89 kg/m- (16-98 Ib/sq ft)
Max power loading: A 6-19 kg/kW (10-17 Ib/hp)
U 6-51 kg/kW (10-69 Ib/hp)
N 6-96 kg/kW (11-43 Ib/hp)
Performance (at max T-O weight):
Never-exceed speed (all versions)
179 knots (333 km/h; 206 mph) IAS
Max level speed at 500 m (1,640 ft):
A. U 125 knots (231 km/h; 143 mph)
N 122 knots (227 km/h; 141 mph)
Max cruising speed at 500 m (1,640 ft):
A. U 106 knots (197 km/h; 122 mph)
N 102 knots (190 km/h; 118 mph)
Econ cruising speed at 500 m (1.640 ft):
A 97 knots (180 km/h; 112 mph)
Stalling speed, flaps up:
A 56 knots (103 km/h; 64 mph) IAS
U 58 knots (107 km/h; 67 mph) IAS
N 60 knots (110 km/h; 69 mph) IAS
Stalling speed. T-O flap setting:
A 54 knots (99 km/h; 62 mph) IAS
U 56 knots (102 km/h; 64 mph) IAS
N 57 knots (105 km/h; 66 mph) IAS
Stalling speed, flaps down:
A 48 knots (88 km/h; 55 mph) IAS
U 50 knots (91 km/h; 57 mph) IAS
N 52 knots (95 km/h; 60 mph) IAS
Max rate of climb at S/L, ISA:
A 330 m (1,082 ft )/min
U 306 m (1,004 ft)/min
N 264 m (866 ft)/min
Service ceiling: A 5.000 m (16,400 ft)

U 4,700 m (15,425 ft)

Photograph and three-view drawing (Pilot I'ress ) of the Zlin 142 two-seat acrobatic, training and touring aircraft N 4,300 m (14.100 ft)
 ZLIN — AIRCRAFT: CZECHOSLOVAKIA 47

T-O run: A 220 m (722 ft)

T-O to 15 m (50 ft): A 440 m (1.444 ft)

U 475 m (1,560 ft)

N 540 m (1,772 ft)

Landing from 15 m (50 ft): A 400 m (1,313 ft)

U 425 m (1,395 ft)

N 460 m (1,510 ft)

Landing run: A 190 m (624 ft)

Range at max cruising speed:

A, U 283 nm (525 km: 326 miles)
N 513 nm (950 km: 590 miles)
Max range: N 566 nm (1,050 km: 652 miles)
g limits: A +6-0/-3-5
U +5-0/-3-0
N
ZLIN Z 50 LS
+3-8/-l'5
.^^upsii^'
Production of the Z 50 L for export ended
in 1981:

manufacture of about 50 for the Czechoslovak Federal

Aeroclub was undertaken in 1983. Full details of this
version, with 194 kW (260 hp) Avco Lycoming AEIO-
540-D4B5 engme, can be found in the 1982-83 June's.
Series production was continuing in 1984 of the more
powerful Z 50 LS, to which the following details apply.
This version began flight testing in late 1981 or early 1982.
Type: Single-seat acrobatic aircraft.
Airframe: As described for Z 50 L in 1982-83 Jane's.

Power Plant: One 224 kW (300 hp) Avco Lycoming

AEIO-540-L1B5D flat-six engine: otherwise as
Z 50 L.
described for
Accommodation. System, Avionics and Equipment:
As described for Z 50 L.
Dimensions, external:
Wing span 8-58 m (28 ft P/j in)
Wing span over tip tanks 903 m (29 ft 7V2 in) Zlin Z 50 L, lower powered predecessor of the current Z 50 LS U'eier J. Bish}
Wing chord: at root 1-73 m (5 ft 8V4 in)
at tip 1-21 m (3 11% ft in)

Wing aspect ratio 5-88

Length overall (tail up) 6-62 m (21 ft 8% in)
Height over tail (static) 1-985 m (6 ft 6'/4 in)

Elevator span 3-44 m (11 ft 3V2 in)

Wheel track 1-90 m (6 2% ft in)
Wheelbase 505 m (16 7 ft in)
Propeller diameter 200 m (6 6% ft in)
Propeller ground clearance (tail up) 0-31 m (1 O'A ft in)
Areas:
Wings, gross 12-50 m- (134-55 sq ft)
Ailerons (total) 2-80 m= (30- 14 sq ft)
Fin 0-59 m= (6-35 sq ft
Rudder, incl tab 0-81 m^ (8-72 sq ft

Tailplane 1-66 mM 17-87 sq ft

Elevators (total, incl tabs) 1-20 m' (12-92 sq ft

Weights and Loadings (Acrobatic category):

Weight empty, equipped 570 kg (1,256 lb)
Max T-O weight 720 kg ,587 ( 1 lb)
Max wing loading 57-6 kg/m- (11-80 Ib/sq ft)
Max power loading 3-21 kg/kW (5-29 Ib/hp) Prototype Zlin Z 37T single-seat agricultural aircraft
Performance (at max Acrobatic T-O weight):
Never-exceed speed Elevator aerodynamically and mass balanced. Trim tabs at tip 1-224 m (4 ft O'A in)
181 knots (337 km/h: 209 mph) CAS inrudder and centre of elevator, latter controlled from Wing aspect ratio 6-71
Max level speed at 500 m (1.640 ft), ISA cockpit. Length overall (flying attitude) 10-46 m (34 ft 4 in)
156 knots (290 km/h; 180 mph) IAS Landing Gear: Non-retractable tailwheel type, with Fuselage: Max width 1-70 m
(5 ft 7 in)
Max cruising speed at 500 m (1,640 ft), ISA Technometra oleo-pneumatic mainwheel shock absor- Height overall 3-505 m (1
1 ft 6 in)
140 knots (260 km/h: 161 mph) IAS bers, Moravan light alloy wheels and Barum tyres. Tailplane span 4-584 m (15 ft OVi in)
Max rate of climb at S/L: ISA 840 m (2.755 ft)/min Mainwheel tyres size 556 x 163 x 254 mm, tailwheel Wheel track 3-30 m (10 ft 10 in)
Service ceiling, ISA 8,000 m (26,250 ft) tyre size 290 x 1 10 mm; pressure 3-45 bars (50 Ib/sq in) Wheelbase 6-375 m (20 ft 11 in)
T-O run 150 m (492 ft) on all units. Moravan hydraulic brakes on mainwheels. Propeller diameter 2-50 m (8 ft 2 '/2 in)
T-O to 15 m (50 ft) 300 m (985 ft) Power Plant: One 365 k'w (490 shp) Motorlet M 601 Z Propeller ground clearance (min)
Landing from 15 m (50 ft) 530 m (1,740 ft) turboprop engine, driving an Avia VJ7-508Z three- 0-45 m (1 ft 5 'A in)

Landing run 300 m (985 ft) blade constant-speed propeller. Two metal fuel tanks in Areas:
wing centre-section, combined capacity 350 litres (77 Wings, gross 25-00 m^ (269-1 sq ft)
ZLIN Z 37T Imp gallons). Fuel can be transported to distant airstrips Ailerons (total) 2-20 m- (23-68 sq ft)

The piston engined Z-37A Cmelak (Bumble-bee) in four auxiliary tanks with a combined capacity of 500 Trailing-edge flaps (total) 4-307 m- (46-36 sq ft)

which more than 700 were built by

agricultural aircraft, of litres(110 Imp gallons). Gravity refuelling point in top Fin 0-769 m' (8-28 sq ft)

Let and Moravan, was last described in the 1976-77 of each wing. Oil capacity 7 litres (1-5 Imp gallons). Air Rudder, incl tab 1-282 m^ (13-80 sq ft)

Jane's. On 6 September 1981 the XZ-37T prototype intake filter. Tailplane 2-575 m' (27-72 sq ft)

(OK-146) of a new version was flown, re-engined with a Accommodation: Pilot in enclosed cockpit, with forward Elevator, incl tab 2-454 m^ (26-41 sq ft)

515 kW (691 shp) Walter M

601 B turboprop engine. opening door on starboard side. Auxiliary seat to rear Weights and Loadings:
Brief details of this were given under the Let heading in for one passenger (mechanic or loader) if required. Weight empty with basic agricultural equipment
the 1982-83 Jane's. Cockpit heated, and provided with filtered fresh air 1.350 kg (2.976 lb)
In 1 982 Moravan began the design and construction of a intake, contoured seat with headrest, rearview mirror Max payload 800 kg (1.764 lb)
lower powered turbine engined version known as the Z and windscreen wiper. Door can be jettisoned in an Max fuel 280 kg (617 lb)
37T. Two prototypes of this version have been completed emergency. Max T-O and landing weight 2.400 kg (5,291 lb)
(OK-072 and Ok-074). making their first flights on 12 Systems: Pneumatic system of 50 bars (725 Ib/sq in) pres- Max zero-fuel weight 1,420 kg (3,130 lb)
July and 29 December 1983 respectively. Certification sure, reduced to 30 bars (435 Ib/sq in) for agricultural Max wing loading 96-0 kg/m- (19-66 Ib/sq ft)

under BCAR Section K was anticipated for late 1984. to equipment and flaps. Electrical power supplied by 28V Maxpower loading 6-63 kg/kW (10-91 Ib/shp)
be followed by the start of series production in early 1985. 5-6kW DC starter/generator. Performance (at max T-O weight):
The following description applies to the Z 37T: Avionics and Equipment: LUN 3524 VHF radio stan- Never-exceed speed 145 knots (270 km/h: 167 mph)
Type: Single-seat agricultural aircraft. dard. Hopper/tank capacity (max) 1 .000 litres (220 Imp Max level speed at 500 m (1,640 ft)
Wings: Cantilever low-wing monoplane. Wing section gallons) of liquid or 800 kg (1,764 lb) of dry chemical. 124 knots (230 km/h: 143 mph)
NACA 33015 at root. NACA 44012A at tip. Dihedral Distribution system for both liquid and dry chemicals is Max cruising speed at 500 m (1,640 ft)
6° 58' on outer panels only. Incidence 3° at root, 0° at operated pneumatically. Steel cable cutter on 108 knots (200 km/h: 124 mph)
tip. All-metal single-spar structure, with auxiliary rear windscreen and each mainwheel leg: steel deflector Stalling speed:
spar, comprising centre-section, built integrally with cable runs from tip of windscreen cable cutter to tip of flaps up 54 knots (100 km/h: 63 mph)
fuselage, andtwo outer panels. Linen covered dural- fin. Windscreen washer and wiper standard. Other flaps down 47 knots (87 km/h: 54 mph)
umin ailerons, each with ground adjustable tab. All- equipment includes gyro compass, clock, rearview mir- Max rate of climb at S/L 300 m (985 ft)/min
metal duralumin skinned double-slotted trailing-edge ror, second (mechanic's) seat, cockpit air-conditioning, T-O run 240 m (790 ft)
flaps. Leading-edge fixed slats. ventilation and heating, and anti-collision light. T-O to 15 m (50 ft) 450 m (1,476 ft)
Fuselage: Welded steel tube structure, with part-metal, Dimensions, external: Landing from 15 m (50 ft) 415 m (1.360 ft)
part-linen covering. Wing span 12-95 m (42 ft 6 in) Landing run 220 m (722 ft)
Tail Unit: Cantilever all-metal two-spar structure. Wing chord: at root 2-39 m (7 ft 10 in) Range with max fuel 162 nm (300 km: 186 miles)
 ) .

48 EGYPT FINLAND: AIRCRAFT

/ — AOI / VALMET

EGYPT
AOI
ARAB ORGANISATION FOR INDUSTRIAL-
ISATION
PO Bdx 70. Cairo
Chairman: Ahmed Zendou
Aircraft Factory (36), Helwan
Chairman: Ahmed Heiba
Engine Factory (135). Helwan
Chairman: Hassen El Gebali
Kader Factory (72), Heliopolis
Chairman: Karim El Leithy
SAKR Factory (333)
Chairman: Ahmed F. Ismail
Avionics Factory
Chairman: Mohamed Nour Youssef

SUBSIDIARIES:
Arab American Vehicle Co (AAVCo)
Arab British Dynamics Co (ABDCo)
Arab British Engine Co (ABECo), Helwan
Arab British Helicopter Co (ABHCo). PO Box 73.
Helwan

The AOI was set up in 1975 by Egypt, Saudi Arabia,

Qatar and the United Arab Emirates, with a capital of
more than $1 ,000 million, to provide the basis for an Arab
military industry. The main centres of production were to First SA 342L Gazelle to be assembled at Helwan, flown for the first time at the end of September 1983
be in the Cairo area, using and building upon the extensive
facilities already existing. Initial plans to manufacture the The main centre for this resurgence is Helwan. south of remaining 26 MSIs and MS2s being assembled from
1 I

Westland Lynx and its Rolls-Royce Gem engine under Cairo. Helwan air base is the Egyptian Air Force centre French kits by AOI Aircraft Factory. First flight of Egyp-
licence were terminated in 1979 when Saudi Arabia. for all major aircraft overhaul and maintenance, as well as tian assembled MSI made on September 1982. first
I

Oatar and the UAE withdrew from the partnership follow- its headquarters for maintenance and repair training. delivery to Egyptian Air Force 4 November 982. Total of 1

ing the Camp David agreement between Egypt and Israel. Nearby is a large industrial complex, the chief elements of 13 delivered by end of 1983. Production continuing at
Since then, however, the AOI has gained strength as a which are an aircraft factory (No. 36) and an aero-engine approx two per month, with present order due for com-
purely Egyptian based organisation, and is now engaged in factory (No. 135), with 3.000 and 3,500 employees pletion in 1985. Programme also includes manufacture of
several important aircraft, aero engine and other military respectively. Helwan also accommodates the Arab British components for the Alpha Jets, as well as licence assembly
programmes. It is organised into live divisions, which Helicopter Company and Arab British Engine Company, of 80 Larzac engines by Factory 135.
between them have a workforce of about 15.000 people; now ironically assembling French Gazelle helicopters and Aerospatiale Gazelle. Fifty-four French built Gazelles
approximately 3.000 more are employed in its four sub- their engines for the Egyptian armed By 'reverse
forces. now retrofitted to SA 342L standard.
supplied earlier
sidiaries. Rockets, missiles and other weapons are pro- engineering'. ABECo has also manufactured components Current programme stems from December 1981 follow-
duced by the SAKR Factory near Cairo (except for the for Soviet TV2-1 17A turboshaft engines for Egypt's Mil on contract for 36 aircraft (also SA 342 Ls). of which all
Swingfire programme, which is managed by ABDCo): Mi-8 helicopter fleet. except six assembled under licence at ABHCo factory at
armoured and other military vehicles are manufactured by The principal aircraft and engine programmes currently Helwan. Egyptian programme began in June 1983. with
the Kader Division, at Heliopolis. and the AAVCo. being undertaken by the AOI are as follows: first Helwan assembled Gazelle making initial flight at end
Egypt's long term intention is to become completely Dassault-Breguet/Dornier Alpha Jet. Total of 45 of September and being handed over to Egyptian Air
self-sufficient in the manufacture of arms and other ordered by Egypt, comprising 30 (designated MSI) to Force on December 1983. Production rate approx two
1

military equipment. It is absorbing a gradual transfer of replace Czech L-29 Delfin and MiG-1 5UTI in the training per month in 1984; programme due for completion by
technology from Western manufacturers, beginning with role and 5 MS2 ground attack versions to replace the
1 March 1985. Spare Astazou XIV engines assembled by
licence production of aircraft main components, sub- MiG-17. First four in each batch delivered in flyaway ABECo.
assemblies and complete systems. condition by France (1982 and 1983 respectively); EMBRAER EMB-312 Tucano. October 1983 contract
for 20 Tucanos (80 for Iraq. 40 for Egypt), ot which first
1

ten will be delivered complete by EMBRAER. Remain-

der to be assembled from Brazilian built kits by Kader
Factory at Heliopolis. which has now completed produc-
tion of the piston engined Gomhuria ab initio trainer. First
flight by an Egyptian assembled Tucano (to be known as
Emperor) scheduled for March/ April 1985; PT6A-25
engines for these aircraft also to be assembled in Egypt.
Contract includes option for further 60 aircraft (Egypt 40,
Iraq 20).
Dassault-Breguet Mirage 2000. Egyptian Air Force
has ordered 20 (French built), with further 20 on option.
Some components for first batch are of Egyptian manufac-
ture; first September 984. Egyp-
deliveries scheduled for 1

tianassembly possibly from 25th aircraft onward) may be

(

undertaken in second batch.

Aerospatiale Super Puma. Protocol signed on 10
Gomhuria Mk 6 ab initio trainer, based on the Sucker Bii 181D Bestmann, has been superseded by the Tucano November 1983. providing for component manufacture
on the production line at Heliopolis (Denis Hughes and possible ultimate assembly

FINLAND
VALMET Current activities of the Kuorevesi Works include the VALMET L-70 MILTRAINER
VALMET CORPORATION KUOREVESI WORKS overhaul and repair of military and civil aircraft, piston Finnish Air Force name: Vinka
35600 Halli engines and instruments. The factory has a covered area of
Telephone: (358) 42 8291 approximately 14,000 m- (150.695 sq ft). Linnavuori A development contract for the L-70 was placed with
Telex:28269 VALKU SF Works, at Siuro, is concerned primarily with the overhaul Valmet by the Finnish Air Force on 23 March 1973. The
Corporate Vice-President, Defence Equipment Group: and repair of aircraft jet engines. aircraft, which was originally designated Leko-70, an
Heikki Mantyla The Kuorevesi and Linnavuori Works are also par- abbreviation of 'Lentokone', the Finnish word for 'aero-
Manager, Aircraft Division: Arto Tonteri ticipating in the manufacture and assembly of 46 of the 50 plane', first flew on 1 July 1975. It is named Vinka (a cold
Valmet Corporation Kuorevesi Works is affiliated to BAe Hawk Mk 51 jet trainers and their Adour Mk 851 jet Arctic w ind by the Finnish Air Force, to w hom 30 Vinkas
)

Valmet Oy. a State owned company consisting of several engines, purchased by the Finnish Air Force from the UK were delivered during 1980-82. as recorded in earlier
metal-working factories. It continues the traditions of m early 1978. For these aircraft. Valmet manufactures the editions of June's. As the L-70 Miltrainer. the aircraft
llmailuvoimien Lentokonetehdas, established in 1921, wing flaps, airbrake, tailplane and fin. The four UK built continues to be available for export.
and was formerly a part of the Valmet Oy Tampere factory Hawks were delivered in 1980-81. The first Valmet The Miltrainer is designed for Acrobatic or Utility use
group, from which it was separated in 1974. It is now an assembled Hawk was handed over on 20 February 1981 as a two-seater. In civil use, in the Normal category, it is
independent factory directly responsible to Valmet's and deliveries totalled 26 by the end of 1983. A further 1 I capable of.seating up to four persons, depending upon the
Head Office in Helsinki, and is currently the largest air- were due for completion during 1984, and deliveries are amount of baggage carried, and fulfils the requirements of
craft industry establishment in Finland. Since 1922. the scheduled to be completed in October 1985. FAR Pt 23 in all three categories. In addition to these
Kuorevesi Works and its predecessors have built 30 dif- The latest aircraft of Finnish design to be built by Val- requirements, the Finnish Air Force specified some special
ferent types of aircraft, of which 18 have been of Finnish met are the L-70 Miltrainer piston engined trainer, its military strength and other requirements tor the aircraft.
design. Valmet was responsible for assembly of the 12 L-80 TP turboprop derivative, and the PIK-23 Towmaster For instance, the Vinka has a fatigue life of more than
Saab 35XS Drakens ordered by Finland in 1970. two-seat light aircraft. 8,000 flying hours in heavy military use.
 VALMET — AIRCRAFT: FINLAND 49

Normal roles include primary flying trainmg, acrobatic

training, night and instrument flying traming, observation
and liaison, tactical trainmg. and ambulance duties. Sec-
ondary roles can include search and rescue, supply drop-
ping, weapon training, photo reconnaissance, television
monitoring/transmission, glider or target towing, and
agricultural operations. The design permits the use ot a ski
landing gear.
Type: Two-seat training or two/four-seal touring aircraft.
Wings: Cantilever low-wing monoplane. Wing section
NACA 63;A6I.S (moditied). Dihedral 6° from roots.
Incidence 2°. Fail-safe structure comprising main spar,
auxiliary spar, ribs and stringers, ot constant chord
except for forward-swept wing root leading-edges, and
attached to fuselage by steel fittings. Riveted aluminium
alloy skin (fluted on flaps and ailerons). Electrically
operated slotted flaps, and mass balanced ailerons, on
trailing-edges, all of aluminium alloy riveted construc-
tion. Ailerons actuated by stainless steel control cables.
Flaps and ailerons have fluted skins. Spring tab in each
aileron.
Fuselage: Conventional aluminium alloy semi-
monocoque fail-safe structure of frames and longerons,
with riveted skin. Welded steel tube engine mount and
wing carry-through structure; stainless steel lirewall.
Cockpit floor panels of bonded sandwich.
Tail Unit: Cantile\er aluminium alloy structure, with
riveted skin (fluted on hn, rudder and elevators). Slight
sweepback on vertical surfaces; shallow dorsal fin.
Elevators and rudder aerodynamically and mass bal-
anced, and actuated by stainless steel control cables.
Geared trim tabs in rudder and each elevator.
Landing Gear: Non-retractable tricycle type. Cantilever
main legs. Automotive Products oleo-pneumatic shock
absorber in each unit. Cleveland 40-75S mainw heels,
with Goodyear 600-6 six-ply tyres, pressure -86 bars I

(27 Ib/sq in); Goodyear .?y.'^-.'!2926 castoring and self-

centering nosewheel, with Goodyear .'iOO-.S four-ply
tyre, pressure 2()7 bars (M) Ib/sq in). Nosewheel steer-
ing optional. Cleveland .'<(I-.'>2K hydraulic disc brakes
and parking brake. Provision for htting Finncraft skis.
Camouflaged Valmet L-70 Vinka two-seat trainer of the Finnish Air Force
Power Plant: One 149 kW (200 hp) Avco Lycoming
AE1O-360-A1B6 flat-four engine, driving a Hart/ell rockets; two pods each with twin 7-62 or 5 56 mm Wi iciiis AMI Loadings
HC-C2YK-4F/FC 7666A-2 two-blade constant-speed machmc-guns and 1.00(1 rds/pod. two such gun pods Operating weight empt\. ci.|uippcd 767 kg (1.691 lb)
propeller with spinner. Christen-MOl fuel and oil sys-
and two flare pods, two pods each with single 12 7 mm Max payload with lull luel 3X0 kg (838 lb)
tems permit up to 1 : '
mm
ol continuous inverted flight
machine-gun and 150 rds/pod; or two reconnaissance or Max T-O weight: Acrobatic 1,040 kg (2.293 lb)
in Acrobatic category. Semi-integral bonded sandwich
photographic pods. As two-seater, typical loads can Utility 1.050 kg (2.315 lb)
Kiel tank in each wing root ahead <il main spar; total
include four or eight anti-tank missiles, depending upon Normal .250 kg (2.756
1 lb)
capacity 170 litres (37-4 Imp gallons). Gravity luelling
tvpe and size; one TV pod (with transmitter) and one Max wing loading:
point in top ot each tank. Satom reticulated
searchlight pod; three 10-person lite rafts and a search- Acrobatic 74 3 kg/m- (15 22 Ib/sq It)
polyurethane loam tilling lor luel tanks is optional. Oil
light pod. or three 6-person emergency rescue packs Utility 75-0 kg/m' (15 36 Ib/sq It)
capacity 75 litres (l^.^i Imp gallons)
and a searchlight pod. Normal 89 3 kg/m- (IX 53 Ib/sq ft)
Accommodation: Side by side seats for instructor and Dimensions, external: Max powei loading:
pupilin trainer version, with integral longitudinal cen- Wing span M 63 m (31 It 7' 4 in) Acrobatic 6 97 kg/kW (1147 Ib/hp)
console which serv es also to reinforce fuselage floor.
tral Wing chord (constant o\er most ol span) Utility 7-04 kg/kW (II 58 Ib/hp)
Dual controls standard, but instructor's or pupil's con- 1 53 m (5 It 0'4 in) Normal 8-38 kg/kW (13 78 Ib/hp)
trol column can be removed it desired. Windscreen and Wing aspect ratio 6 93 Periormance (at AUW
of 1.000 kg; 2.205 lb):
one-piece rearward-shdmg fully transparent jettison- Length overall 7-50 m (24 It 7'j in) Never-exceed speed 193 knots (360 km/h: 223 mph)
able canopy, with steel tube turnover frame. Canopy Height overall 3 31 m (10 IO'j It in) Max level speed at S/L
can be locked in partially open position it required. Tailplanc span 3 60 m (I 9'4 I It in) 127 knots (235 km/h. 146 mph)
Pro\ ision lor two more seats at rear, w hich can be Wheel track 2-30 m (7 6' It 2 in) Cruising speed (75' < power) at 1.525 m (5.00(1 It)
removed to make room lor additumal baggage. Up to Wheelbasc 61 m (5
1 3' ft 2 in) 120 knots (222 km/h. 138 mph)
280 kg (617 lb) of baggage or treight can be carried Propeller diameter «« m (6
1 2 ft in) Stalling speed, power otf:
internally il aircraft is flown as a single-seater. As Propeller ground clearance 25 m (9'4 in) flaps up 53 knots (98 km/h; 61 mph)
ambulance, can accommodate one stretcher patient and Areas: flaps down 46 knots (85 km/h. 53 mph)
medical attendant in addition to pilot. Cockpit heated Wings, gross 14-00 m' (150-70 sq tt) Max rate ot climb at S/L 342 m (1,120 ft)/min
and ventilated. Ailerons (total) 1-412 m' (15-20 sq 11) Service ceiling 5,000 m (16,400 ft)

System: 2HV DC
electrical system, with Prestohte 24\' Traihng-edge flaps (total) 1 90 m-' (20-45 sq It) T-O run 230 m (755 ft)

70A alternator and 2.'>Ah nickel-cadmium battery Fin 0-87 m- (9 36 sq tt) Landing run II) 175 m (575
Ground power receptacle. No hydraulic or pneumatic Rudder, mcl tab 0-79 m' (S-50 sq ft) Min ground turning radius 800 m (26 ft 3 in)
systems. Tailplane 2-01 m' (21-64 sq ft) Range with max luel. no reserves
Avionics and Eoi ii'ment: Standard avionics include two Elevators, incl tabs 1-01 m' (l()-S7 sq ft) 513 nni (950 km. 590 miles)
VHF one ADF, one VOR/ILS with indi-
transceivers,
cator,two RMLone gyrosyn compass system, and inter-
com. Standard equipment includes accelerometer, dual
airspeed indicators, dual artificial horizons, clock,
magnetic compass, dual rate ot climb indicators, dual
turn and slip indicators, outside air temperature gauge,
and tachometer; electrically heated pitot static head,
inertia reel shoulder harnesses for front seats; first aid
kit; internal and external corrosion proohng; instru-
ment lighting; cockpit utility lights lor map reading and
as standby instrument lighting; warning lights tor alter-
nator, battery temperature and directional gyro; anti-
collision beacon; landing and taxying lights in starboard
wing leading-edge; navigation lights; and lire extin-
guisher. Equipment for secondary roles may include
reflex gunsight and external load control panel, glider or
target towing hook; one long-locus or four short-focus
vertical cameras (provision for 3.'> x 40 cm. 13X x
15-75 in aperture, with quick-release panel, in floor of
rear cockpit); four underwing pylons (total capacity 300
kg: see following paragraph) for stores; and dispersal
equipment for agricultural missions.
Armament and Operational Equipment: Four under-
wing attachments, the inner pair each stressed for 150
kg (330 5 lb) and the outer pair for 00 kg (220 lb) each;
I

max external load 300 kg (661 lb). As single-seater, can

carry four 50 kg bombs, two 100 kg bombs plus two flare
pods; four pods each with eighteen 37 mm or six 6iS mm Valmet L-80 TP turboprop powered development of the L-70 Miltrainer il'iloi I'rcss)
50 FINLAND: AIRCRAFT — VALMET
Max rate of climb at S/L 630 m
(2,065 ft)/min
Service ceiling at least 7,500 m
(24,600 ft)
T-O m (50 ft)
to 15 345 m (1,132 ft)
Landing from 15 m (50 ft) 350 m (1,148 ft)
Min ground turning radius 10-80 m (35 ft 5 in)
Range with max fuel, no reserves
836 nm (1,550 km; 963 miles)

VALMET PIK-23 TOWMASTER

Designed by the students of Helsinki University Flying
Club, the PIK-23 (known originally as the Suhinu) is a side
by side two-seat sporting, training and glider towing air-
craft developed from the PlK-19 Muhinu (1975-76
Jane's). Two prototypes have been built by Valmet, the
first of which (OH-TOW) made its first flight on 22 March

1982 and the second in April 1983.

Most components of the PIK-23 are of composite con-
struction. These are manufactured by Helsinki University
of Technology; final assembly and flight testing are under-
taken by Valmet. Certification flying to FAR Pt 23 (Utility
category) was continuing in 1983; programme status in
early 1984 was not stated.
Type: Two-seat glider towing, training and club aircraft.
Wings: Cantilever low-wing monoplane, constructed in
two parts. Wing section NACA 632415 (modified).
Constant chord. Dihedral 5° from roots. Carbonfibre
spar caps. Glassfibre/epoxy/PVC foam sandwich struc-
ture.
Fuselage: Glassfibre/epoxy/PVC foam sandwich struc-
ture.
Tail Unit: Cantilever structure, with sweptback vertical
Artist's impression of the Valmet L-80 TP, due to fly in early 1985
and non-swept horizontal surfaces. Construction similar
Endurance at S/L (65 '< power) 4 h 4iS min mounted cameras (one long-focus or four short-focus), to that of wings. Balanced rudder and one-piece
Max endurance, no reserves 6 h 12 min or for target towing with winch and hit counters. elevator. Tab in starboard half of elevator.
g limits: Aerobatic +600/-300 Dimensions, external: Landing Gear: Non-retractable tricycle type, with CFRP
Utility +4-40/-2-02 Wing span 10-25 m (33 ft 71/2 mainwheel legs and hydraulic brakes.
Normal +3-30/-1-80 Wing chord: at root 1-83 m (6 ft Power Plant: One 134 kW (180 hp) Avco Lycoming
at tip 1098 m (3 ft 71/4 O-360-A4M flat-four engine, driving a Hoffmann
Wing aspect ratio 7-0 two-blade fixed-pitch propeller with spinner. Fuel tank
VALMET L-80 TP Length overall 7-88 m (25 lO'A ft in each wing, combined capacity 200 litres (44 Imp
The L-80 TP is developed from, and is slightly larger Length of fuselage 7-38 m (24 IVi ft gallons). Overwing gravity refuelling point for each
than, the L-70, from which it differs primarily in having a Fuselage: Max width 1-22 m (4 ftO tank.
turboprop power plant, new wings, and retractable land- Height overall 3-30 m (10 ft 10 Accommodation: Two Kevlar seats side by side under
ing gear. A prototype is under construction, and is due to Tailplane span 3-68 m (12 ft 1 rearward sliding bubble canopy. Dual controls stan-
fly for the first time at the beginning of 1985. Wheel track 3-37 m (11 ft 0% dard. Baggage compartment aft of seats.
Type: Two/four-seat multi-purpose military primary and Wheelbase 2-12 m (6 ft 11 '/2 Avionics and Eouipment: VFR instrumentation and tow-
basic training aircraft. Propeller diameter 2-19 m (7 2V4 ft ing hook standard. Panel has provision for full IFR
Wings: Cantilever low-wing monoplane. Tapered plan- Propeller ground clearance 0-29 m (ll'/i instrumentation.
form, with extended chord on inboard leading-edges. Dimensions, internal: Dimensions, external:
Generally similar construction to L-70, but with N ACA Cockpit: Length 1-84 m (6 ft OV2 in Wing span 10-00 m (32 ft 9% in)
63-218 (mod) and 63-412 (mod) root and tip sections, Max width 1-14 m (3 ft 9 in Wing chord (constant) 1-40 m (4 ft 7 in)
3° root incidence with 3° washout, and slotted Frise
Max height 1-15 m (3 ft 9y4 in Wing aspect ratio 7-14
ailerons. Geared and/or spring tab in each aileron, trim Areas: Length overall 7-14 m (23 ft 5 in)
tab in starboard aileron. Non-fluted flap and aileron Wings, gross 15-00 m= (161-5 sq ft Height overall 2-90 m (9 ft 61/4 in)
skins. Ailerons (total) 2-00 m^ (21-53 sq ft Tailplane/elevator span 3-32 m (10 ft 10^/4 in)
Fuselage and Tail Unit: Generally similar to those Trailing-edge flaps (total) 1-80 m- (19-38 sq ft Wheel track 2-25 m (7 ft 4V2 in)
described for L-70, except for non-fluted elevator and Fin 0-91 m= (9-80 sq ft Wheelbase 1-36 m (4 ft 5y2 in)
rudder skins. Combined trim/geared tab in rudder and Rudder (aft of hinge) 0-86 m^ (9-26 sq ft Propeller ground clearance 0-36 m (1 ft 21/4 in)
each elevator. Tailplane 2-09 m- (22-50 sq ft Dimension, internal:
Landing Gear: Eiectro-hydraulically retractable tricycle Elevators (aft of hinge) 1-20 m^ (12-92 sq ft Cockpit: Max width 109 m (3 ft 7 in)
type, with single wheel on each unit. Nosewheel retracts Weights and Loadings: Areas:
rearward, mainwheels inward into wings. Mainwheel Weight empty, equipped 840 kg (1,852 lb Wings, gross 14 00 m- (150-69 sq ft)
tyres size 17-5 x 6'3-6'0 in, pressure 3-79 bars (55 Ib/sq
Max fuel 280 kg (617 lb Ailerons (total) 1-42 m- (15-28 sq ft)
in); nosewheel tyre size 14-2 x 4-95-5-0 in, pressure Max T-O and landing weight 1,800 kg (3,968 lb Trailing-edge flaps (total) 1-46 m^ (15-71 sq ft)
3-45 bars (50 Ib/sq in). Max ramp weight 1,900 kg (4,189 lb Fin 0-68 m- (7-32 sq ft)
Power Plant: One Allison 250-B17D turboprop engine, Max wing loading 120-0 kg/m- (24-58 Ib/sq ft Rudder 0-63 m^ (6-78 sq ft)
flat rated at 268 kW
(360 shp) and driving a Hartzell Max power loading 6-70 kg/kW (11-02 Ib/shp Tailplane 1-76 m- (18-94 sq ft)
three-blade constant-speed propeller with spinner. Fuel Performance (estimated at AUW
of 1 ,300 kg; 2,866 lb): Elevator, inci tab 1-13 m* (12-16 sq ft)
in four wing tanks, total capacity 350 litres (77 Imp Never-exceed speed 248 knots (460 km/h; 285 mph Weights and Loadings:
gallons). Refuelling point in each upper wing surface. Max level speed at 3,000 m (9,840 ft) Weight empty, equipped 590 kg (1,300 lb)
Fuel system permits inverted flight. Oil capacity 5-7 189 knots (350 km/h; 217 mph Baggage (max) 40 kg (88 lb)
litres (1-25 Imp gallons). Stalling speed, engine idling: Max T-O and landing weight:
Accommodation: One or two pilots, side by side, beneath flaps up 60 knots (110 km/h; 69 mph Utility 794 kg (1,750 lb)
rearward sliding bubble canopy. Max accommodation flaps down 54 knots (99 km/h; 62 mph Normal 870 kg (1,918 lb)
for four persons, in pairs. Accommodation heated and
ventilated.
Systems: No hydraulic, pneumatic or air-conditioning sys-
tems. Electrical system is 24/28V DC, based on alter-
nator/generator and 23Ah battery. Oxygen system for
two pilots, capacity 13-3 litres (812 cu in).
Avionics: Standard avionics include VHF, VOR/ILS,
ADF, DME
and transponder. Blind-flying instrumenta-
tion standard.
Armament and Operational Equipment: Four under-
wing attachments, the inner pair each stressed for 250
kg (55 1 lb) and the outer pair for 1 50 kg (330-5 lb) each;
max external load 600 kg (1,323 lb). As single-seater,
can carry four 150 kg bombs; two 250 kg bombs plus
two flare pods; four pods each with eighteen 37 mm or
six 68 mm rockets; two pods each with twin 7-62 or 5-56
mm machine-guns and 1,000 rds/pod; two such gun
pods and two flare pods; two pods each with single 12-7
mm machine-gun and 150 rds/pod; or two photographic
(or other reconnaissance) pods plus two flare pods. As
two-seater, typical loads can include four or eight anti-
tank/anti-helicopter missiles, depending upon type and
size; one TV pod (with transmitter) and one searchlight
pod; three 10-person life rafts and a searchlight pod; or
three 6-person emergency rescue packs and a search-
light pod. Provision for reflector sight, internally Valmet PIK-23 Towmaster side by side two-seat light aircraft
 VALMET AEROSPATIALE
/ — AIRCRAFT: FINLAND / FRANCE 51

Max wing loading: LUility 56-7 kg/m' (116 Ib/sq ft) Max speed for flap operation Rate ol climb at S/L with two-scat sailplane, conditions
Norma! 621 kg/m' (12-7 Ib/sq ft) ION knots (200 km/h, 124 mph) as above: 90' t power 234 m (768 ft)/min
Max power loadmg: Utility 5 ^ kg/kW (9-7 Ib/hp) Stalling speed: 75'r power 174 m (571 ft)/min
Normal 65 kg/kW 10 ( 6 Ib/hp) flaps up 47 knots (87 km/h; 55 mph) T-O to 15 m (50 ft), climb type propeller
Pt^RhORMANtE (estimated at max T-O weight): flaps down 43 knots (78 km/h; 49 mph) 320 m (1,050 ft)

Never-exeeed speed 151 knots (2H1 km/h; 174 mph)

Max rate ot climb at S/L, climb type propeller Landing run, climb type propeller 150 m (492 ft)
Max level speed at S/L 34S m (1.142 tt)/min
135 knots (250 km/h; 155 mph) Range with max tuel, 65'- power, at 3,660 m (12,000
Cruising speed (75'r power) at S/L, cruise type Rate of chmb at S/L with pilot, 60 litres (13-2 Imp It), climb type propeller
propeller 121 knots (225 km/h; 140 mph) gallons) tuel and single-seat sailplane, climb type
675 nm (1,250 km, 777 miles)
Cruising speed (65'- power) at 3,660 m (12,000 ft), propeller: 90' r power 300 m (984 ft)/min Max endurance: 75 '< power 5 h min
climb type propeller 1! 4 knots (220 km/h; 137 mph) 75'< power 228 m (748 tt)/min 55 '
- power 6 h 30 min

FRANCE
AEROSPATIALE
AEROSPATIALE SNI
37 boulevard de Montmorency, 75781 Paris Cedex 16
Telephone: 524 43 21
Telex:AISPA 620059 F
Honorary President: Jacques Mitterrand, General
d'Armee Aerienne (CPN)

BOARD OF DIRECTORS
President: Jean Martre
Vice-President: Roger Chevalier
Representatives or the Sharehoi ders:
Credit Lyonnais, represented by Alain Bizot (Asst
Managing Director)
Roger Martin (President d'Honneur of the Saint-
Gobain company)
SOGEPA, represented by Andre Jouffret (Controller
General)
Representatives or the State:
Jacques Villiers (representing the Minister of State for
Transport)
Henri Baquiast (Director of Foreign Economic Affairs)
Representatives of the Employees:
Paul Bienfait (representing executives)
Jean Masse and Vincent Valente (representing work-
men, office staff, technicians and supervisors)
Aerospatiale Epsilon tandem two-seat primary/basic trainer ll'ilm Pre
GENERAL MANAGEMENT
President and Chiei- Executive Oeeicer: Flight Test Director: Henri Perrier SPACE AND BALLISTIC SYSTEMS DIVISION
Jean Martre Director, Support Services: Pierre Schaffner DivisionManager: Pierre Usunier
Vice-President and Deputy Chief Executive Officer: Director (Quality Assurance); Pierre Lagarde Deputy Division Manager Director of Military —
Roger Chevalier Works and Facilities: Programmes: Gerard Payelle
Executive Vice-President: Yves Barbe Toulouse, Plant Manager: Jean-Louis Fache Director of Civil Programmes: Pierre Madon
Senior Vice-Presidents: Nantes-Bouguenais. Plant Manager: Daniel Huet Industrial Affairs; Jacques Litter
Roger Courot (Inspector General) Saint-Nazaire. Plant Manager: Jean-Paul Chandez Works and Facilities:
Gerard Hibon (Internaticinal Affairs) Meaulte. Piani Manager: Jean Mousson Aquitaine. Plant Manager: Jean-Remy Hugues
Jean Claude Roquepio (Labour Relations) HELICOPTER DIVISION Les Mureaux. Plant Manager: Jean Schittenhelm
Joseph Millara (Industrial and Technical Matters) Manager: Michel Thomas Cannes. Plant Manager: Lucien Trousse
Division
Jean-Charles Poggi (Strategic Planning) Technical Manager: Georges Petit
Vice-President: SUBSIDIARIES
Director of Engineering: Rene Mouille
Jean Picq (Administration and Finance) Societe Girondlne d'Entretien et de Reparation de
Economic and Commercial Manager: Materiel Aeronautlque (SOGERMA)
Director of the President's Office: Bernard Darrieus Jean-Claude Rebuffel
Director (Information and Communication): Societe de Construction d'Avions de Tourisme et
Industrial Manager; Fernand Carayon
Rene Bourone d'Affaires (Socata)
Product Support Manager: Yves Birotteau
Industrial Director: Roger Berthier Societe d'Exploitation et de Constructions
Flight Test Manager: Jean-Marie Besse
Central Technical Director; Jacques Balazard Aeronautiques (SECA)
Commercial Manager: Lucien Lordereau Electronique Aerospatiale (EAS)
Deputy Director of Industrial Relations (Director, Works and Facilities:
Headquarters Establishment): Marc-Andre Loiseau Societe Charentaise d'Equipements Aeronautiques
Marignane. Plant Manager; Etienne Lefort
(SOCEA)
AIRCRAFT DIVISION La Courneuve. Plant Manager: Lucien Fournier Aerospatiale Inc (USA)
Division Manager: Jean Pierson TACTICAL MISSILES DIVISION Aerospatiale Helicopter Corporation (USA)
Assistant Division Manager: Rene Dor Division Manager; Michel Allier Aerospatiale Assistencia Tecnica do Brasil Ltda
Airbus Programme Director: Alain Bruneau Assistant Division Manager; Philippe Girard (Brazil)
ATR 42 and Epsilon Programme Director: Sales Director; Pierre Froget
Aerospatiale was formed on 1 January 1970, by deci-
Jean-Paul Perrais Technical Director; Jean Guillot
sion of the French government, as a result of the merger of
Transall Programme Director: Jacques Hablot Director of Design; Yves de Rougemont
the former Sud-Aviation, Nord-Aviation and SEREB
Military Adviser: Gen (Retd) C. R. Huguet Director of Economic Affairs; Jacques Pottier
companies. It had a registered capital of 1,016,490,000
Technical Director; Jacques Plenier Works and Facilities;
francs, facilities extending over a total area of 8,749,000
Financial Director: Joseph Carpentier Chatillon.Plant Manager; Jean-Claude Renaut
m' (94,1 74,235 sq ft), of w+)ich 1 ,974,000 m- (2 1 ,248,1 35
Commercial Director: Henri Paul Puel Bourges. Plant Manager: Georges Barroy
sq ft) are covered, and a staff (including subsidiary com-
panies) of 40,522 persons on 28 February 1983.
In addition to the programmes of which details follow,
Aerospatiale is a partner in the European Airbus pro-
grammes (see International section), and is engaged in
extensive guided missile and space research, development
and production.

AEROSPATIALE EPSILON
First of this tandem two-seat primary/basic
details
trainerwere released at the Farnborough Air Show in
September 1978. Purpose of the project was to meet a
French Air Force requirement for a propeller driven air-
craft for use in the initial stages of a more cost effective
pilot training scheme than that currently operated.
A development contract from the Air Force, for two
prototypes and two ground test airframes, was announced
by Aerospatiale at the Pans Air Show in June 1979. The
lirst prototype flew for the hrst time on 22 December that

year, followed by the second prototype on 12 July 1980.

The flight test development programme was completed in
mid-1982. Earlier, on 6 January 1982, a manutacturing
First production Aerospatiale Epsilon (Avco Lycoming AEIO-540-L1B5D engine) programme had been approved, covering delivery ol 50 I
52 FRANCE: AIRCRAFT — AEROSPATIALE
Epsilons at the rate of 30 a year. Contracts tor the hrst two
production increments, each of 30 aircraft, were received
on 5 March and 30 December 1982 respectively. The Hrst
production Epsilon came off the assembly hne on 4 June 1

1983, and flew for the hrst time on 29 June, deliveries to

the Centre d'Experiences Aeriennes Mihtaires (CEAM)
at Mont-de-Marsan began on 29 July 1983, and ten others
were to be delivered to the air base at Cognac by June
1984, enabling student training on the Epsilon to begin in
November 1984. It is planned to have 5.'i Epsilons at
Cognac in 1985. Subsequent aircraft will be assigned to
Salon-de-Provence, Aulnat and other training bases, at a
planned rate of 30 per year. Pupils will transition trom the
Epsilon directly to the Alpha Jet.
The Epsilon programme is handled by the Aircraft Divi-
sion of Aerospatiale, as prime contractor responsible for
the entireprogramme. Design and manufacture are sub-
contracted to Socata, the company's light aircraft sub-
sidiary at Tarbes.
An armed version is available to export customers, with
four underwing hardpoints for a total 300 kg (661 lb) of
external stores with pilot only, or 200 kg (441 lb) with Aerospatiale SA 315B Lama (Turbomeca Artouste IIIB turboshaft engine)
crew of two. Empty weight of this version is 944 kg (2,081
lb),max T-O weight 1,400 kg (3,086 lb), and g limits Propeller diameter 1-98 m (6 It6 in) articulated hinges, with hydraulic drag hinge dampers.

+ 6/-3. An Epsilon armed with two twin 7 62 mm Propeller ground clearance 0-25 m (10 in) Rotor brake standard.
machine-gun pods could loiter for 30 min at low altitude Areas: Rotor Drive: Main rotor driven through planetary gear-

over a combat area 70 nm (315 km; 195 miles) from its

1
Wmgs, gross 9-00 m^ (96-9 sq ft) box, with freewheel for autorotation. Take-off drive for
Fin 1-02 m^ (10-98 sq ft) tail rotor at lower end of main gearbox, from where a
base.
The first prototype Epsilon is to be used as testbed for a Tailplane 200 m- (21 -53 sq ft) torque shaft runs to a small gearbox which supports the
new turboprop being developed by Turbomeca from the Weights and Loadings: tail rotor and houses the pitch change mechanism.

TM 319 turboshaft. The engine will be derated to 261 kW Weight empty, equipped
'
932 kg (2,055 lb) Cyclic and collective pitch controls are powered.

(350 shp) for and will drive

this installation a Ratier- Fuel weight 150 kg (330 lb) Fuselage: Glazed cabin has light metal frame. Centre and
Figeac propeller with three composites blades. First flight Max T-O and landing weight 1,250 kg (2,755 lb) rear fuselage have triangulated steel tube framework.

IS scheduled tor Autumn 1985. Max wing loading 139 kg/m^ (28-4 Ib/sq ft) Landing Gear: Skid type, with removable wheels for
The following description applies to the basic version ol Max power loading 5-58 kg/kW (918 Ib/hp) ground manoeuvring. Pneumatic floats for normal
the Epsilon, as ordered by the French Air Force: Performance (at max T-O weight): operation from water, and emergency flotation gear,
Type: Two-seat military primary/basic trainer. Never-exceed speed 281 knots (520 km/h; 323 mph) inflatable in the air, are available.

Wings: Cantilever low-wing monoplane. Wing section Max level speed at S/L 205 knots (380 km/h; 236 mph) Power Plant: One 649 kW (870 shp) Turbomeca
RA 1643 at root, RA 1243 at tip. Thickness/chord ratio Max cruising speed (75''f power) at 1,830 m (6,000 ft) Artouste IllB turboshaft engine, derated to 410 kW
\6'~i: at root, ll't at tip. Dihedral 5°. Incidence 2°.
193 knots (358 km/h; 222 mph) (550 shp). Fuel tank in fuselage centre-section, with
All-metal light alloy structure, with single main spar and Approach speed 80 knots (148 km/h; 92 mph) capacity of 575 litres (126-5 Imp gallons), of which 573
Stalling speed, flaps and landing gear down, power off litres (126 Imp gallons) are usable.
rear auxiliary spar, built in two panels attached directly
to sides of fuselage. Press-formed ribs and heavy gauge 62 knots (115 km/h; 72 mph) Accommodation: Glazed cabin seats pilot and passenger
skin without stringers. Electrically actuated single slot- Max rate of climb at S/L 564 m (1,850 ft)/min side by side in front and three passengers behind. Provi-

ted flaps. Light alloy ailerons, with spring tabs. Service ceilmg 7,010 m (23,000 ft) sion for external slingfor loadsof up to 1,135 kg (2,500
Fiiselage: Light alloy semi-monocoque structure of four T-O run 410 m (1,345 ft) lb). Can be equipped for rescue (hoist capacity 160 kg;

longerons, frames and heavy gauge skm, without strin- T-O to 15(50m ft) 640 m (2,100 ft) 352 lb), liaison, observation, training, agricultural,
gers. Landing from 15 m (50 ft) 440 m (1,444 ft) photographic and other duties. As an ambulance, can
Tail Unit: Cantilever single-spar light alloy structure. Landing run 250 m (820 ft) accommodate two stretchers and a medical attendant.
Fixed surfaces metal covered; elevators and rudder Endurance (75 't power) 3 h 45 min Dimensions, external:
g limits +6-7/-3-35 Main rotor diameter 1 1-02 m (36 ft 1 % in)
covered with polyester fabric. Fixed incidence tailplane.
with dihedral. Balanced elevators and rudder, with con- Tail rotor diameter 1-91 m (6 ft 3 ¥4 in)
AEROSPATIALE/MBB transall Main rotor blade chord (constant) 0-35 m (13-8 in)
trollable trim tabs. Shallow ventral hn.
Landing Gear: Electro-hydraulically retractable tricycle Details of the Transall programme can be found in the Length overall, both rotors turning
type, with single wheel on each unit. Inward retracting
International section of this edition. 12-92 m (42 ft 45/4 in)

main units and rearward retracting castoring nose wheel. AEROSPATIALE/MBB HAP/PAH-2/HAC-3G Length of fuselage 10-24 m (33 ft 7 'A in)

Mainwheel tyres size 380 x 150: nosewheel tyre size Height overall 3-09 m (10 ft PA in)
Details ot this Franco-German anti-tank helicopter Skid track 2-38 m (7 9% in)
330 X 130. Independent hydraulic single-disc brake on ft
programme can be found under the Eurocopter heading in
Areas:
each mainwheel. Parking brake.
the International section.
Power Plant: One 224 kW (300 hp) Avco Lycoming Main rotor disc 95-38 m- (1,026-7 sq ft)

AEIO-540-L1B5D flat-six engine, driving a Hartzell A6ROSPATIALE/AERITALIA ATR 42 Tail rotor disc 2-87 m' (30-84 sq ft)

HC-C2YR-4()F/FC Weights:
8475-6R
two-blade constant- Details ot the ATR 42 programme can be found in the
speed metal propeller, with spinner. Fuel in two wing International section.
Weight empty 1,021 kg (2,251 lb)
leading-edge tanks, with total capacity of 210 litres (46 Max T-O weight: normal 1,950 kg (4,300 lb)

Imp gallons). Refuelling points on wing upper surface. AEROSPATIALE SA 315B LAMA with externally slung cargo 2,300 kg (5,070 lb)
Christen system to permit up to 2 min inverted flight. Indian Army name: Cheetah Perlormance (A, at AUW
of 1,950 kg; 4,300 lb. B, at
Accommodation; Two seats in tandem, with rear seat Design of the SA 31 5B Lama began in late 1968, ini- AUWof 2,300 kg; 5,070 lb with slung load):
raised by 70 mm
(2-7 in). Rudder pedals are mechan- tially to meet a requirement of the Indian armed forces, Never-exceed speed at S/L:

ically adjustable fore and aft. Two-component sliding and a prototype was flown for the hrst time on 1 7 March A 113 knots (210 km/h; 130 mph)
Plexiglas canopy, with emergency jettison system, plus 1969. French certification was granted on 30 September Max cruising speed:

sideways hinged windscreen. Baggage compartment aft 1970 and FAA Type Approval on 25 February 1972. A 103 knots (192 km/h; 119 mph)
of cabin. The Lama combines features of the Alouette II and III, B 65 knots (120 km/h; 75 mph)
Systems: Hydraulic systems for actuating landing gear and having the airframe (with some reinforcement) of the Max rate of climb at S/L: A 330 m (1,080 ft)/min
brakes. 28V electrical system includes engine driven former and the dynamic components, including the B 234 m (768 ft)/min
alternator, battery for engine starting and emergency Artouste power plant and rotor system, of the SA 316 Service ceiling: A 5,400 m (17,715 ft)
use. Cabin heated and ventilated. Windscreen demister. Alouette III. B 3,000 m (9,840 ft)
Avionics and Equipment: Standard installation includes During demonstration flights in the Himalayas in 969 a 1
Hovering ceiling IGE: A 5,050 m (16,565 ft)
blind-flying instrumentation, VHF, L'HF, automatic Lama, carrying a crew of two and 140 kg (308 lb) of fuel, B 2,950 m (9,675 ft)
and manual VOR, transponder, ILS capability and made the highest landings and take-offs ever recorded, at Hovering ceiling OGE: A 4,600 m (15,090 ft)
Tacan. a height of 7,500 m (24,600 ft). B 1,550 m (5,085 ft)
Armament and Operational Eolipment (not on French On 21 June 1972, a Lama set a helicopter absolute Range with max fuel: A 278 nm (515 km; 320 miles)
Air Force Epsilons): Four underwing hardpoints; out- height record of 12,442 m (40,820 ft). The pilot was Jean AEROSPATIALE ALOUETTE III

board points each able to carry 80 kg (176 lb), inboard Boulet, holder of the previous record in an SE 3150 The seven-seat Alouette III helicopter was produced by
points 160 kg (352 lb). Alternative loads include two Alouette. Aerospatiale in two major versions:
Matra pods each containing two 7-62 machine- mm The production Lama is capable of transporting an SA316B, Powered by 649 kW (870 shp) Turbomeca
guns, four Matra F2 launchers for Thomson-Brandt 68 external load of 1,135 kg (2,500 lb) at an altitude of more Artouste IIIB turboshaft engine, derated to 425 kW (570
mm rockets, six Bavard F4B practice bombs, two 125 kg than 2,500 m (8,200 ft). In an agricultural role, it can shp). Prototype flew for first time on 28 February 1959.
bombs, two Alkan 500 cartridge launchers, and four be fitted with spraybars and an underbelly tank of 1,135 SA 3198. Powered by 649 kW (870 shp) Turbomeca
land or sea survival kit containers. Associated equip- litres (250 Imp gallons; 300 LIS gallons) capacity, Astazou XIV turboshaft engine, derated to 447 kW (600
ment includes Alkan 663 stores racks, SFOM 83A3 developed jointly by Aerospatiale Helicopter Corpor- shp). Prototype completed in 1967.
sight and Alkan E105C firing control box. ation and Simplex Manufacturing Company. The tank is A total of 1,453 Alouette Ills had been delivered for
Dimensions, external: equipped with an electrical emergency dump system. civil and military operation in 74 countries by 1 January
Wing span 7-92 m (25 ft 11 'A in) A total of 374 Lamas had been sold for operation in 30 1984. Production in France has ended, but manufacture of
Wing chord: at root 1-46 m (4 ft 9V2 in) countries by 1 January 1984. In addition to manufacture the SA 316B by ICA of Brasov, Romania, continued in
at tip 0-92 m O'A in)
(3 ft by Aerospatiale, the SA 315B is produced under licence 1984, under the designation IAR-316B. Details of both
Wing aspect ratio 6-97 by HAL for the Indian Army, under the name Cheetah; versions of the Alouette III can be found in the 1981-82
Length overall 7-59 m (24 ft IOV4 in) and IS assembled by Helibras in Brazil under the name and previous editions of Jane's.
Height overall 2-66 m (8 ft HV4 in) Gaviao.
Tailplane span 3-20 m (10 ft 6 in) Type: Turbine-driven general purpose helicopter. AEROSPATIALE SA 330 PUMA
Wheel track 2-30 m (7 ft 6'/2 in) Rotor System: Three-blade main and anti-torque rotors. The twin-engined SA 330 Puma was developed initially

Wheelbase 1 80 m (5 ft 10'/4 in I All-metal main rotor blades, of constant chord, on to meet a French Army requirement for a medium sized
 AEROSPATIALE — AIRCRAFT: FRANCE 53

helicoptire de manoeuvre, able to operate by day or night

in all weathers and all SA 330 was
climates. In 1967, the
selected lor the RAF Tactical Transport
Programme, and
was included in a three-type joint production agreement
between Aerospatiale and Westland in the UK.
The Hrst of two SA 330 prototypes flew on 15 April
1965. and the lastof si.\ pre-production models on 30 July
1968. followed in September I96S by the Hrst production
aircraft.
Details of six early versions ot the Puma can be found in
the 1976-77 June's. The Hnal French production versions
were as follows:
SA 330J/L. Civil (J) and military (L) versions intro-
duced in 1976 with main rotor blades of composite mater-
ials. Increased max T-O weight, including certiHcation at
7,500 kg (16.535 lb) for cargo-sling mission. Last
described 19S2-X3 June's.
fully in
A total of SA 330 Pumas had been sold by
692 1

January 1984, in 46 countries. ICA of Brasov. Romania

(which see), began manufacture of 100 SA 330H Pumas
under licence in 1977, as lAR-330s. Nurtanio of
Indonesia (which see) completed the assembly of from 1 1

knocked-down components in the second quarter ol 1983.

Like the parent company, it is now concentrating on man- Aerospatiale AS 3328 Super Puma equipped for maritime search and rescue duties with the Spanish Air Force
ufacture of the Super Puma.

AEROSPATIALE AS 332 SUPER PUMA

Design ol this derivative ol the SA 330 Puma was
started in 1974, and the programme received a formal
go-ahead from the French government in June 1975. Asa
first stage. Aerospatiale retrofitted a Puma airframe with
two Turbomeca Makila turboshaft engines and an uprated
transmission. This experimental helicopter, designated
AS 331. flew for the hrst time on 5 September 1977. It was
followed, on 13 September 1978, by the first flight ol the
first prototype AS 332 Super Puma (F-WZJA), embody-
ing more extensive changes to provide increased paykiad
and performance, simplified maintenance, reduced cabin
noise level, reduced vulnerability to hostile fire in combat
areas, and better crew and passenger survivability in a
crash. Original plans to fit a "fenestron' ducted tail rotor
were dropped after evaluation of a 'fenestron' on the SA
330Z testbed indicated no worthwhile performance gains.
Externally evident airframe changes compared with the
SA 330 Puma include a lengthened nose; increased
wheelbase and wheel track; a new high energy absorption
landing gear with a single wheel on each of the main units,
which offer an optional 'kneeling" capability to reduce
overall dimensions for shipboard stowage; and an added
ventral fin. The main and tail rotor blades have a new and
more efficient profile.
There are five versions of the Super Puma; Aerospatiale AS 332L Super Puma, with lengthened cabin il'ilci I'ress)
AS 332B, Military version. Standard fuselage, seating
21 troops. Type; Twin-turbine multi-role helicopter. Landinc, Gfar: Retractable tricycle type, ol Messier-
AS 332C, Civ il version. Standard fuselage, seating crew Rotor System: Four-blade main rotor, with a lully artic- Hispano-Bugatti high energy absorbing design. All
of two and up to 1 9 passengers. Certificated by DG AC on ulated hub and integral rotor brake. Each drag hinge is units retract rearward hydrauhcally. mainwhecls into
24 April 1981 and by FAA on 14 October 1981. fitted with an clastomeric frequency adaptor. The blade fairings on sides ol luselage. Dual-chamber oleo-
AS 332F. Naval version, with folding tail rotor pylon, cuffs, equipped with horns, are connected by link rods to pneumatic shock absorbers. Optional 'kneeling' cap-
deck landing assist device and anti-corrosion treatment. the swashplate, which is actuated by three hydraulic ability for main units. Twin-wheel sell-centering nose
Suitable for search and rescue. ASW and anti-ship roles. twin-cylinder servo control units. Each ot the moulded unit, tyre size 466 y 176, pressure 6.0 bars (85 Ib/sq in).
AS 332L, As 332C, but with cabin lengthened by 0-76 m blades is made up of a glassfibre roving spar and a Single wheel on each main unit with tyre size 615 >'
(2 ft 6 in) to seat crew of two and up to 22 passengers, with composite glassfibre and carbonfibre fabric skin, with 225^-10, pressure 6.0 bars (85 Ib/sq in). Hydraulic
two additional windows. Fuel capacity increased. Fourth Moltoprene filler. The leading-edge is covered with a Lever
differential disc brakes, controlled by loot pedals.
production Super Puma (F-WZJN), to this standard, flew titanium protective section The tips are swept. Attach- operated parking brake. Emergency pop-out flotation
for the first time on 10 October 1980. Certificated by ment of each blade to its sleeve bv means ol two quick- units can be mounted on main landing gear fairings and
DGAC on 2 December 1981, by FAA on 18 February disconnect pins enables the blades to be folded back forward luselage.
1982, and by CAA on 13 March 1982. quickly by manual methods. The five-blade tail rotor Power Plant: Two Turbomeca Makila lA turboshaft
AS 332M. As 332B. but with cabin lengthened by 76 has flapping hinges only, and is located on the starboard engines, each with max contingency rating ot ,327 kW 1

m (2 ft 6 in) to provide four more spats and two additional side of the tailboom. Optional de-icing system, with (1,780 shp) and max continuous rating of 1,145 kW
windows. Fuel capacity increased. heating mat on leading-edge of each main and tail rotor (1,535 shp). Air intakes protected by a grille against
All variants are certificated for IFR category A and B blade. ingestion of ice, snow and foreign objects; but multi-
operation, to FAR Pt 29 standards. The first AS 332L Rotor Dri\e: Mechanical and gear drive. Modular
shaft purpose intake is necessary lor flight into sandy areas.
equipped for operation to IFR Cat 11 standards was cer- mam gearbox is fitted with two torquemeters and has AS 332B/C have five flexible fuel tanks under cabin
tificated by the DGAC on 7 July 1983 and delivered to two separate lubrication circuits. It is mounted on top of floor, with total capacity of 1,560 litres (343 Imp gal-
Lufttransport of Norway in September 1983. Certification the cabin behind the engines, has two separate inputs lons). AS 332L/M have a basic tuel system ot six flexible
for flight into known icing conditions was granted on 29 from the engines and five reduction stages. The first tanks with total capacity of 2,060 litres (453 Imp gal-
June 1983. Corresponding FAA certifications (icing to stage drives, from each engine, an intermediate shaft lons). Provision for additional 1,900 litres (418 Imp
FAR 25 Appendix C, and IFR Cat 11 were granted on 14 ) directly driving the alternator and indirectly driving the gallons) in four auxiliary ferry tanks installed in cabin.
and 15 March 1984 respectively. two hydraulic pumps, with a further shaft drive to the Two external auxiliary tanks are available, with total
Orders for 190 Super Pumas, including six prototypes. ventilation tan. At the second stage the action of the two capacity of 700 litres (154 Imp gallons). For long range
had been received by 1 July 1984, of which 1 10 had been units becomes synchronised on a single main driveshalt missions (mainly ollshore), special internal auxiliary
delivered. They include three for operation by the French by means ol Ireewheeling spur gears. II one or both and external tanks can be fitted to raise the total fuel
Air Force on support duties at nuclear firing ranges in the engines are stopped, this enables the drive gears to be capacity to 2,590 litres (570 Imp gallons) in AS 332C,
Pacific; 22 AS 332Bs for transport duties with the Singa- rotated by the remaining turbine or the autorotating and 3.(')90 litres (68(1 Imp gallons) in AS 332L. This
pore Air Force; 12 AS 332Bs with short fuselage for rotor, thus maintaining drive to the ancillary systems auxiliary tank fits in cargo sling well beneath cabin floor
maritime search and rescue duties (10) and VIP transpor- when the engines are stopped. Drive to the tail rotor is and is quickly removable to permit use of sling. Reluel-
tation (2) with the Spanish Air Force; six AS 332Fs, each via shafting and an intermediate angle gearbox, term- ling point on starboard side of cabin. Fuel system is
armed with two Exocet missiles, for Kuwait; other military inating at a right-angle tail rotor gearbox. Turbine out- designed to avoid fuel leakage following a crash, with
models for Abu Dhabi (8, incl 2 VIP), Argentina (up to put 23.840 rpm, main rotor shaft 265 rpm. Tail rotor flexible fuel lines and interconnections between tanks,
24), Chile (3) and Oman (2 for Royal Flight); and 35 AS shaft 1,278 rpm. The hydrauhcally controlled rotor self-sealing valves and automatic luel pump shutdown
332Ls for Bristow Helicopters, whose 19-passenger air- brake, installed on the main gearbox, permits stopping in a crash. Options include a tuel dumping system, pres-
craft, serving offshore oil platforms, are known as Tigers. ol the rotor 15 s after engine shutdown. sure reluellmg, and crash resistant or sell-sealing tanks.
Special equipment on the Tigers includes loldable seats, Fuseiage: Conventional all-metal semi-monocoque Accommodation: One pilot (VFR) or two pilots side by
enlarged windows, large rear baggage compartment, in- structure, embodying anti-crash features. Local use of side (IFR) on flight deck, with jump seat for third crew
flight music, public address system, automatic emergency titanium alloy under engine installation, which is out- member or paratroop dispatcher. Provision for compos-
door jettison, and large capacity liferafts. side the main fuselage shell. Monocoque tailboom sup- ite light alloy/Kevlar armour lor crew protection on
Deliveries of the Super Puma from French production ports the tail rotor on the starboard side and a horizontal military models. Door on each side of flight deck and
began in mid-1981 (AS 332B/C) and 1982 (AS 332L/M). stabiliser with fixed leading-edge slat (and optional internal doorway connecting flight deck to cabin. Dual
Production rate was four per month in mid- 1984. Nur- pneumatic de-icing) on the port side. Optional lokling controls, co-pilot instrumentation and anti-crash flight
tanio of Indonesia (which see) is also manufacturing, tailboom for aircraft that will serve on ships such as deck floor. AS 332B/C accommodate m main cabin up
under licence, the AS 332B/C/L versions. frigates. to 21 troops in normal seating. 17 troops in anti-crash
54 FRANCE: AIRCRAFT — AEROSPATIALE
AEROSPATIALE SA 341/342 GAZELLE
The prototype of this five-seat lightweight helicop-
first

ter (designated SA 340) made its first flight on 7 April

1967, powered by an Astazou III engine. It was followed
by a second prototype on 2 April 1968 and then by four
1

pre-production SA 341 Gazelles.

The first production SA 341 Gazelle flew for the first
time on 6 August 1971, with a longer cabin than its pre-
decessors, enlarged tail unit, additional door on the star-
board side at rear (optional on production aircraft) and
uprated Astazou IIIA engine.
Details of early versions of the Gazelle can be found in
the 1979-80 Jane's. Versions being marketed by Aero-
spatiale in 1983 were as follows:
SA 341G. Civil version, with Astazou IIIA engine,
delivering 440 kW (590 shp) for take-off and max con-
tinuous rating. Standard usable fuel capacity 445 litres (98
Imp gallons). Total possible fuel capacity 735 litres (161
Imp gallons) with auxiliary and ferry tanks. Certificated by
SGAC on 7 June 1972 and by the FAA on 18 September
Used by Lufttransport of Norway to oil rigs at sea above the Arctic circle, this AS 332L Super Puma was
service 1972. In January 1975. it was announced that the SA
the first to be delivered with a SFIM 155 autopilot and CDV 85 P4 four-axis flight director/coupler for 34 IG had become the first helicopter in the world
automatic landing approach under Cat II conditions authorised to be flown by a single pilot under IPR Cat I

conditions. It is now certificated for IPR Cat II operation,

seats, SIX stretchers and seven seated casuallics/atten- Tail rotor diameter 305 m (10 It in with a ceiling of 30 m 00 ft and 365 m 1 .200 ft) forward
( 1 ) (

dants, 17 civilian passengers (19 in offshore role), or Main rotor blade chord 0-60 m (I It 1 I '2 in visibility. Equipment fitted to the aircraft which qualified
eight, nine or twelve VIP passengers in special interiors Length overall, rotors turning 18-70 m (61 ft 4 '-4 in for this FAA certification comprised a Sperry flight direc-
with toilet and galley. AS 332L/M accommodate in Length of fuselage, exc! tail rotor: tor coupled to SPENA servo-dampers. A variant, known
main cahin up normal seating, 19 troops
to 25 troops in AS 332B/C 14 76 m (4S ft 5 in as theStretched Gazelle, has the rear portion of the cabin
in anti-crash seats, nine stretchers and three seated AS 332C -Offshore' 15-49 m (50 ft 10 in modified to provide an additional 20 cm (8 in) of legroom
casualties/attendants, 20 civilian passengers (22 in AS 332 L/M 15-52 m (50 ft 1 1 in for the rear-seat passengers.
offshore role), or nine, ten or 15 VIP passengers with AS 332L 'Offshore" 16-25 m (53 ft 3'4 in SA 342J. Similar to SA 342L, for commercial
toilet and Strengthened floor for cargo carrying,
galley. Length, blades folded: operators. Higher max TO weight. Improved 'fenestron'
with lashing points. Jettisonable sliding door on each AS 332 B/C 15-60 m (51 ft 2 in tail rotor. Certificated by DGAC on 27 April 1976.
side of main cabin; or port side door with built-in steps AS 332L/M 16-36 m (53 ft H in Deliveries began in 1977.
and starboard side double door in VIP or airline Length, blades and tail pylon folded: SA 342L. Military counterpart of SA 342J. with
configurations. Removable panel on underside of fusel- AS 332B/C 12-64 m (41 ft 5'/, m improved 'fenestron' tail rotor. Astazou XIVH turboshaft
age, at rear of main cabin, permits longer loads to be AS 332P 12-84 m (42 ft 1 ',2 in engine.
accommodated, and also serves as emergency exit. AS 332 L/M 13-40 m (43 ft 1 1 ': in SA 342M. Por ALAT
(French Army Light Aviation
Removable door with integral steps for access to bag- Width, blades folded: Corps). Differs from in having an ALAT instru-
SA 342L
gage racks optional. A hatch in the floor below the AS 332B/C/L/M 3-79 m (12 ft 5'4 in ment panel and 640 kW (858 shp) Astazou XIVM turbo-
centreline of the main rotor is provided for carrying AS 332P 4-04 m (13 ft 3 in shaft with automatic startup and high-energy ignition.
loads of up to 4,.500 kg (9.920 lb) on an internally Height overall 4-92 m (16 ft 1 V4 in Optional equipment specified by ALAT includes SFIM
mounted cargo sling. A fixed or retractable rescue hoist Height, blades and pvlon folded:
tail '
PA 85G autopilot. Crouzet Nadir self-contained navig-
(capacity 275 kg; 606
can be mounted externallv on
lb) AS 332P 4-SO m (15 ft 9 in ation system. Decca 80 Doppler. exhaust deflector, and
the starboard side of the fuselage.Cabin and flight deck Height to top of rotor head 4-60 m (15 ft '/4 1 in night flying equipment. Order for first increment of plan-
are heated, ventilated and soundproofed. Demisting, Width over wheel fairings 3-79 m (12 ft 5'/4 in ned total of 128 announced in December 1978, each
de-icing, washers and wipers for pilots' windscreens. Wheel track 3-00 m (9 ft 10 in armed with four Hot missiles and gyro stabilised sight for
Systems: Two independent hydraulic systems, supplied by Wheelbase 4-49 m 14 ft 8 '/4 ( in anti-tank warfare. Deliveries to ALAT began on 9 June
self-regulating pumps driven by the main gearbox. Each Passenger cabin doors, each: 1980 and totalled 90 by Spring 1984.
system supplies one set of servo unit chambers, the Height 1 -35 m (4 ft 5 in A two-stretcher ambulance configuration has received
left-hand system supplying in addition the autopilot, Width 1 -35 m (4 ft 5 in FAA Standard Type Certification. No major modification
landing gear, rotor brake and wheel brakes. Freewheels Floor hatch, rear of cabin: is necessary to convert the aircraft to carry two patients
in main gearbox ensure that both systems remain in Length 0-98 m (3 ft 2% in longitudinally on the port side of the cabin, one above the
operation, for supplying the servo controls, if the Width 0-70 m (2 ft 3': in other. leaving room for the pilot and a medical attendant
engines are stopped in flight. Other hydraulically Dimensions, internal: in tandem on The dual spineboard
the starboard side.
actuated systems can be operated on the ground from Cabin: Length: AS 332B/C 6-05 m (19 ft 10'^ m arrangement weighs 27 kg (60 lb) and stows into the
the main gearbox (when a special disconnect system is AS 332L/M 6-81 m (22 ft 4 in baggage compartment when not in use.
installed to permit running of port engine with rotors Max width 1-80 m (5 ft 1 1 in Under an Anglo-French agreement signed in 1967.
stationary), or by external power through the ground Max height 1-55 m (5 ft 1 in Gazelles are produced jointly with Westland Helicopters
power receptacle. There is also an independent aux- Floor area: AS 332B/C 7-80 m^ (84 sq ft Ltd, and are also built under licence in Egypt and Yugos-
iliary system, fed through a handpump. which can be Usable volume: AS 332B/C 1 1 -40 m' (403 cu ft lavia. A total of 1,145 had been sold for civil and military
used in an emergency to lower the landing gear. Three AS 332L/M 13-30 m' (469-5 cu ft operation in 37 countries by 1 January 1984.
phase 200V AC electrical power supplied by two Areas: Three Class Elc records were set by the SA 341-01 at
20kVA 400Hz alternators, driven by the port side Mam rotor disc 191-1 m= (2,057-4 sq ft Istres on 13 and 14 May 1971 and were unbeaten by
intermediate shaft from the main gearbox and available Tail rotor disc 7-31 m' (78-64 sq ft mid- 1984. These were: 167-28 knots (310-00 km/h;
on the ground under the same conditions as the hyd- Weights: 192-62 mph) in a straight line over a 3 km course; 168-36
raulic ancillary systems. 28-5V DC power provided Weight empty: knots (312-00 km/h; 193-87 mph) in a straight line overa
from the AC system by two transformer-rectifiers. Main AS 332B. C 4,200 kg (9,260 lb 15/25 km course; and 159-72 knots (296-00 km/h; 183-93
aircraft battery used for self starting and emergency AS 332F 4.420 kg (9,744 lb mph) over a 100 km closed circuit.
power in flight. AS 332L. M 4.325 kg (9.535 lb The following details apply to the SA 342. except where
Avionics and Eoi^'ipment: Optional communications Max T-O weight: indicated:
equipment includes VHP, UHF, tactical HP and AS 332B, M. internal load 9.000 kg (19.841 lb Type: Five-seat light utility helicopter.
HP/SSB radio installations and intercom system. Navig- AS 332C. L, internal load 8.600 kg (18,960 lb Rotor System: Three-blade semi-articulated main rotor
ational equipment includes radio compass, radio all versions, with slung load 9,350 kg (20,615 lb and I3-blade shrouded fan anti-torque tail rotor
altimeter, VLF Omega, Decca navigator and flight log. Pereormance (all versions at AUW of 8,350 kg; 18,41(1 (known as a 'fenestron' or 'fan-in-fin'). Rotor head and
Doppler, and VOR/ILS with glidepath. SPIM 155 lb): rotor mast form a single unit. The main rotor blades are
autopilot, with provision for coupling to self contained Never-exceed speed 160 knots (296 km/h; 184 mph of NACA 0012 section, attached to NAT hub by
navigation and microwave landing systems. Pull IPR Max cruising speed at S/L flapping hinges. There are no drag hinges. Each blade
instrumentation available optionally. Offshore models 151 knots (280 km/h; 173 mph has a single leading-edge spar of plastics material re-
have nose mounted radar. The search and rescue ver- Econ cruising speed at S/L inforced with glassfibre. a laminated glass-fabric skin
sion has nose mounted Bendix RDR 1400 or RCA 140 knots (260 km/h; 161 mph and honeycomb filler. Tail rotor blades are of die-forged
Primus 40 or 50 search radar. Doppler. and Crouzel Max rate of climb at S/L 528 m (1 .732 ft)/min light alloy, with articulation for pitch change only. Main
Nadir or Decca self contained navigation system, includ- Service ceiling 4,600 m 5,090 ft ( 1 rotor blades can be folded manually for stowage. Rotor
ing navigation computer, polar indicator, roller map Service ceiling, one engine out 1.900 m (6.233 ft brake standard.
display, hover indicator, route mileage indicator and Hovering ceiling IGE 2.700 m (8,850 ft Rotor Drive: Main reduction gearbox forward of engine,
ground speed and drift indicator. Por naval ASW and Hovering ceiling OGE: ISA 2,100 m (6.890 ft which is mounted above the rear part of the cabin.
ASV missions, aircraft can be fitted with nose mounted 1SA + 20°C 1.200 m (3,935 ft Intermediate gearbox beneath engine, rear gearbox
OMERA type ORB 3214 360° radar, linked to a tact- Range at S/L. no reserves: supporting the tail rotor. Main rotor/engine rpm ratio
ical table in the cabin, and an Alcatel HS 12 sonar standard tanks 343 nm (635 km; 394 miles 387 6,334. Tail rotor/engine rpm ratio 5.918 6,334.
: :

station at the rear of the cabin. with external (2 ^ 350 litre) and auxiliary (330 litre Fuselage: Cockpit structure is based on a welded light
Armament and Operational Equipment (optional): Typ- tanks 566 nm (1,050 km; 652 miles alloy frame which carries the windows and doors. This is
ical one 20
alternatives for army/air force missions are with external, auxiliary and cabin (600 litre) tanks mounted on a conventional semi-monocoque lower
mm gun, two 7 62 mm
machine-guns, or two pods each 712 nm (1,320 km; 820 miles structure consisting of two longitudinal box sections
containing thirty-six 6S mm
rockets or nineteen 2-75 in with external and four ferry tanks connected by frames and bulkheads. Central section,
rockets. Armament and equipment for naval missions 928 nm (1,720 km; 1,068 miles which ehcloses the baggage hold and main fuel tank and
includes two AM39 Exocet. six AS.15TT, or one Max endurance at S/L. no reserves: supports the main reduction gearbox, is constructed of
Exocet and 3 AS.I5TT missiles, or two torpedoes and standard tanks 3 h 20 mm light alloy honeycomb sandwich panels. Rear section,
sonar, or MAD
and sonobuoys. with external and auxiliary tanks 5 h 35 min which supports the engine and tailboom, is of similar
Dimensions, externa!.: with external, auxiliary and 600 litre cabin tanks construction. Honeycomb sandwich panels are also
Main rotor diameter 15-60 m (51 It 2 /4 in) '
6 h 55 min used for the cabin floors and transmission platform.
 AEROSPATIALE — AIRCRAFT: FRANCE 55

Tailboom is of conventional sheet metal construction, as

are the horizontal tail surfaces and the tail hn.
Tail Unit: Small horizontal stabiliser on tailboom, ahead
of tail rotor fin.

Landing Gear: Steel tube skid type. Wheel can be fitted at

rear of each skid lor ground handling. Provision for

alternative float or ski landing gear.
Power Plant: One Turbomeea Astazou XIVH turboshaft
engine, installed above fuselage aft of cabm and rated at
640 kW (858 shp). Main gearbox can absorb a max
power of 426 kW (571 shp) for take-off and max con-
tinuous rating. Two standard fuel tanks m fuselage (one
beneath baggage compartment) with total usable
capacity of 545 litres (120 Imp gallons). Provision for
200 litre (44 Imp gallon) ferry tank inside rear cabin.
Total possible usable fuel capacity 745 litres (164 Imp
gallons). Refuelling point on starboard side of cabin. Oil
capacity 14-6 litres (3-2 Imp gallons) for engine, 3-5
litres (0-77 Imp gallons) for gearbox.

Accommodation Crew of one or two side by

: side in front
of cabin, with bench seat to the rear for a further three
persons. The bench seat can be folded into floor wells to
leave a completely flat cargo floor. Access to baggage
compartment via rear cabin bulkhead, or via optional
door on starboard side. Cargo tiedown points in cabin Aerospatiale SA 342M Gazelle, armed with four Hot missile launchers
floor. Forward opening car type door on each side of
cabin, immediately behind which are rearward opening Dimensions, internal: AEROSPATIALE AS 350 ECUREUIL/ASTAR
Baggage compartment at
auxiliary cargo loading doors. Cabin: Length 2-20 m (7 ft Vh. in)
Intended as a successor to the Alouette, the AS 350
rear of cabin. Ventilation standard. Dual controls Max width 1-32 m (4 ft 4 in)
Ecureuil (Squirrel) was designed with an emphasis on low
optional. Max height 1-21 m (3 ft 11% in)
operating and maintenance costs, and low noise and vibr-
Systems: Hydraulic system, pressure 40 bars (570 Ib/sq Floor area 1-50 m- (16-1 sq ft)
ation levels. It embodies Aerospatiale's Starflex type ot
in), serves three pitch change jacks for main rotor head Volume 1-80 m' (63-7 cu ft)
main rotorhub,madeofglasshbre, with elastomeric spher-
and one for tail rotor. 28V DC electrical system sup- Baggage hold volume 0-45 m' (15-9 cu ft)
ical stops and oleo-elastic frequency matchers.
plied by 4kW engine driven generator and 40Ah bat-
Areas: The decision to build prototypes of the Ecureuil was
tery. Optional 26V AC system, supplied by 0-5kVA
Main rotor blades, each 1-57 m^ (16-9 sq ft) taken in April 1973, The first of these (F-WVKH) flew on
alternator at 1 1 5/200V 400Hz.
Tail rotor blades, each 0-007 m' (0-075 sq ft) 27 June 1974, powered by an Avco Lycoming LTS 101
Avionics and Eoi'IPMENT: Optional communications
Main rotor disc 86-59 m^ (932-05 sq ft) turboshaft engine. It was followed on 14 February 1975 by
equipment includes UHF, VHP, HF, intercom systems
Tail rotor disc 0-37 m^ (3-98 sq ft) a second prototype (F-WVKI) with a Turbomeea Arriel
and homing aids. Optional navigation equipment
Fin 0-45 m^ (4-84 sq ft) turboshaft.
includes radio compass, radio altimeter and VOR.
Tailplane 1-80 m^ (19-4 sq ft) The Avco Lycoming powered version is marketed only
Blind-flying instrumentation and autopilot optional. A
Weights and Loading: in North America, as the Astar, and the Arriel powered
variety of operational equipment can be fitted, accord-
Weight empty: 34 IG 917 kg (2,022 lb)
AS 350B Ecureuil throughout the rest ot the world,
ing to role, including a 700 kg (1 ,5401b) cargo sling, 135
342 L 975 kg (2,150 lb)
French certification of the AS 350B was obtained on 27
kg (300 lb) rescue hoist, one or two stretchers (internal-
Max T-O and landing weight: October 1977 and deliveries began in March 1978. FAA
ly), or photographic and survey equipment.
34 IG 1,800 kg (3,968 lb)
certification of the original AS 350C Astar was obtained
Armament (SA 342): Military loads can include two pods
342J/L/M 1,900 kg (4.188 on 21 December 1977 and the first production delivery
of Brandt 68 mm or FZ 2-75 in rockets, two AS. 12 wire lb)
Max disc loading: 341 G 20-78 kg/m- (4-26 Ib/sq was made in April 978. The AS 350C was superseded in
1

guided missiles with APX-Bezu 334 gyro stabilised ft)

1 978 by the AS 350D with a more powerful version of the
sight, four or six Hot wire guided missiles with APX 397 Performance (at max T-O weight):
Avco Lycoming engine. By 6 June 1984 a total of 953
gyro stabilised sight, two forward firing 7-62 mm Never-exceed speed at S/L: Ecureuils and Astars had been sold to 264 operators in 34
machine-guns, or one GiAT axial 20 mm gun. 341, 342 167 knots (310 km/h; 193 mph) countries; deliveries totalled more than 700. Customers
Dimensions, external: Max cruising speed at S/L: include the Australian government, which has taken
Main rotor diameter 10-50 m (34 ft 5V2 341, 342 142 knots (264 km/h; 164 mph) delivery of 1 8 AS 350Bs for RAAF
pilot training, liaison,
Tail rotor diameter 0-695 m (2 ft 3% Econ cruising speed at S/L: search and rescue, and six more for survey and utility
Distance between rotor centres 5-85 m (19 ft IVi 341 126 knots (233 km/h; 144 mph) duties with the Royal Australian Navy. Ecureuils are also
Main rotor blade chord (constant) 30 m (11-8 342 128 knots (238 km/h; 148 mph) produced under licence by Helibras of Brazil, with the
Length overall 11-97 m (39 ft 3V,^ Max rate of climb at S/L: 341 540 m (1,770 ft)/min name Esquilo,
Length of fuselage 9-53 m (31 ft 3'/.. 342 510 m (1,670 ft)/min
Details of a specially equipped air ambulance version of
Width, rotors folded 2-015 m (6 ft 7'/,^ Service ceiling: 341 5,000 m (16,400 ft)
the Astar were announced in Autumn 1 980. Designed to
Height to top of rotor head 2-72 m (8 ft llVe 342 4,300 m (14,100 ft)
meet American Hospital Association specifications, this
Height overall 3-18 m (10 ft SVa Hovering ceiling IGE: 341 2.850 m (9.350 ft)
2-015 m (6 ft Th„
accommodates two stretchers, one above the other, across
Skid track 342 3.650 m (11,970 ft)
the rear ot the cabin, with a bubble door on the starboard
Main cabin doors, each: Hovering ceiling OGE: 341 2.000 m (6.560 ft)
side. Stretchers are staggered to facilitate access by the
Height 1-05 m (3 ft 4'/,^ 342 2,875 m (9,430 ft)
whose rearward facing
attendant, seat on the port side,
Width m (3 ft 3V4
1-00 n) Range at S/L with max fuel:
is

next to the pilot. Options include a quick-disconnect

Height to sill 0-63 m (2 ft 0^/4 341 361 nm (670 km; 416 miles)
oxygen system, dual intravenous system, lower stretcher
Auxiliary cabin doors, each: Range with max fuel, econ cruising speed, no reserves:
lighting and attendant's swivelling seat.
Height 1-05 m (3 ft 4'/.» 342 407 nm (755 km; 469 miles)
0-48 m (1 6% An armed AS 350L, was
military version, designated
Width ft Range with pilot and 500 kg (1,102 lb) payload:
introduced in 1984,
Height to sill 0-63 m (2 ft 0% 341 193-5 nm (360 km; 223 miles)
Type: Five/six-seat light general purpose helicopter.
Rotor System: Three-blade main rotor, with Starflex
glassfibre hub in which the three conventional hinges for
each blade are replaced by a single balljoint of
rubber/steel sandwich construction, requiring no main-
tenance. Glassfibre blades, with stainless steel leading-
edge sheath, produced by an entirely mechanised
process. Symmetrical Jjlade section. Two-blade tail
rotor; each blade comprises a sheet metal skin around a
glassfibre spar, the flexibility of which obviates the need
for hinges.
Rotor Drive: Simplified transmission, with single epi-
cyclic main gear train. By comparison with Alouette II,

number of gear wheels is reduced from 22 to 9 and

number
of bearings from 23 to 9. Tail rotor driveshaft
coupling on engine.
Fl'SElage: Basic structure of light alloy pressings, with
skin mainly of thermoformed plastics, including bag-
gage compartment doors.
Tail Unit: Horizontal stabiliser, of inverted aerofoil sec-
tion, mid mounted on tailboom. Sweptback fin, in two
sections above and below tailboom.
Landing Gear: Steel tube skid type. Emergency flotation
gear optional.
Power Plant: One 478 kW (641 shp) Turbomeea Arriel
(AS 350B) or 459 kW (615 shp) Avco Lycoming LTS
101-600A-2 (AS 350D) turboshaft engine, mounted
above fuselage to rear of cabin. Plastics fuel tanks with
530 litres (I 16-5 Imp gallons).
total capacity of
Accommodation: Two individual bucket seats at front ot
Aerospatiale SA 341 Gazelle five-seat light utility helicopter {i'lkn I'ress) cabin and two two-place bench seats are standard. In the
56 FRANCE: AIRCRAFT — AEROSPATIALE
Dimensions, internal:
Cabin: Length 2-42 m (7 ft 111/4 in)
Width at rear 1-65 m (5 ft 5 in)
Height 1-35 m (4 ft 5 in)
Baggage compartment volume 1-00 m' (35-31 cu ft)
Areas:
Main rotor disc 89-75 m' (966-1 sq ft)
Tail rotor disc 2-72 m^ (29-25 sq ft)
Weights:
Weight emptv: 350B 1,065 kg (2,348 lb)
350D 1,070 kg (2,359 lb)
Max T-O weight: normal 1,950 kg (4,300 lb)
with max sling load 2,100 kg (4,630 lb)
Performance (at T-O weight of 1,950 kg: 4,300 lb):
Never-exceed speed below 500 m (1,640 ft):
350B, 350D 147 knots (272 km/h; 169 mph)
Max cruising speed:
350B 125 knots (232 km/h; 144 mph)
350D 124 knots (230 km/h; 143 mph)
Max rate of climb at S/L:
350B, 350D 480 m (1,575 ft)/min
Service ceiling: 350B, 350D 4,575 m (15,000 ft)

Hovering ceiling IGE: 350B 2,950 m (9,675 ft)

Aerospatiale AS 350D Astar employed on offshore operations by Petroleum Helicopters
350D 2,500 m (8.200 ft)

alternative layout two benches are replaced bv three

tlie 7.S0 kg (l.h.'iO lb) cargo sling, a 900 kg(l,9H4 lb) sling Hovering ceiling OGE: 350B 2,250 m (7.380 ft)

armchair seats. Optional ambulance layout described in associated with a max T-O weight of 2,100 kg (4,630 350D 1.800 m (5,900 ft)

detail in introductory notes. Large forward hinged door lb), a kg (297 lb) electrical hoist, a TV camera for
l.'^.S Range with max fuel at S/L, no reserves:
on each side. Optional sliding door at rear of cabin on aerial hlming, and a 735 litre 161 Imp gallon) Simplex
(
350B 378 nm (700 km; 435 miles)
port side. Baggage compartment aft of cabin, with full- agricultural spraytank and boom system. 350D 410 nm (760 km; 472 miles)
width upward hinged door on starboard side. Top of
baggage compartment reinforced to provide platform
Armament (AS 350L): wide range of
Pro\ ision for AEROSPATIALE AS 351
weapons, including 20 mm GIAT gun, 7 62 mm In January 1984, Aerospatiale was reported to be work-
on each side for inspecting and senicing rotor head.
machine-gun pods, and Matra packs of Brandt 6S mm ing on a re-engined version of the Ecureuil/Astar to
Systems; Hydraulic system includes four single-body
rockets or 2 75 in rockets. replace the Lama for utility operations m 'hot and high'
servo units, operating at 40 bars (570 Ib/sq in) pressure,
and accumulators to protect against a hydraulic power environments. Designated AS 351, the new model will
Dimensions, external:
have a Turbomeca TM 333 turboshaft engine, with max
supply failure. Electrical system includes a 4-5kW Main rotor diameter 10-69 m (35 ft O'j in)
continuous rating of 560 kW (751 shp), and a fenestron
engine driven starter/generator, a 16Ah 24V nickel- Main rotor blade chord 300 mm (11-8 in)
instead of a conventional rotor. Deliveries are planned
cadmium battery and a ground power receptacle con- Tail rotor diameter 1X6 m (6 ft l'/4 in)
tail

to begin in 1987-88, primarily for the civil market.

nected to the busbar which distributes power to the Tail rotor blade chord 185 mm
(7-28 in)
electrical equipment. Cabin air-conditioning system Length overall 12-99 m (42 ft 7V2 in)
optional. Length of fuselage 10-91 m (35 ft 9'/2 in)
AEROSPATIALE AS 355
Avionics and Equipment: Optional com/nav radio Width of fuselage 1-80 m (5 ft 10 '/4 in)
ECUREUIL 2/TWINSTAR
equipment includes VHF/AM, ICS, VOR/LOC/glide- Height overall 315 m (10 ft 4 in)
The AS 355 is a twin-engined version of the AS 350
slope, marker beacon indicator, radio compass, Skid track 210 m (6 ft 10''4 in)
Ecureuil/Astar family. Many components, such as the
HF'SSB, transponder and DME. IFR instrumentation Cabin doors (standard, each) main rotor mast and head, tail rotor hub. servo units, cabin

optional. Available equipment includes a SFIM PA Height 1 m

15 (3 ft 91-4 in) and landing gear, are identical to those of the AS 350.
85E. Sperry HelCis or Collins APS-841H autopilot. Width 110 m (3 ft 71/4 in) Major changes apply to the main rotor blades, power
plant, transmission, fuel system and fuselage structure.
Development of the basic AS 355E began in mid- 1978.
Construction of the first of two prototypes (F-WZLA)
started at the beginning of 979. and this aircraft flew for
1

the first time on 28 September 1979, followed by the

second prototype on 14 November. Each was fitted with
rotor blades identical to those of the AS 350, and the
helicopter entered production in this form. The first pro-

duction AS 355E flew on 1 1 March 1980. and this version

received French DGAC certification for day and night
VFR operation on 24 October 980. FAA certification for
1

VFR flight followed on 9 January 1981, and deliveries of

1

the AS 355E were planned to begin in April 1 981 . On the

14th of that month DGAC certification was received for
day and night VFR operation of the improved AS 355F
version of the helicopter, with modifications that include
main rotor blades of increased chord and OA 209 section,
twin-body servo command units, and two electrical
generators, permitting an increase in max T-O weight and
payload. FAA certification for VFR operation followed
on 20 November 1981. DGAC certification of the AS
355F for IFR operation was obtained on 2 November
1982. Operators of the AS 355E can purchase retrofit kits
to convert their aircraft to 'F' standard if they so wish.
Aerospatiale AS 355M Ecureull 2, with additional side elevation (top) of single-engined AS 350 and scrap view
Latest version, available in January 1984. is the AS
of AS 355F (Filol I'rcssi
355F1. incorporating three significant modifications.
Addition of a laminated tab increases the tail rotor blade
chord. The max power transmitted to the main gearbox is
increased, by setting the torque limiter to 2 x 78''f instead
of 2 X 73 'f. Addition of a rotor overspeed alarm set to
4 1 rpm represents a complementary function of the nor-
mal alarm system. These changes permit increased max
T-O weight and payload. FAA certification was recei\ed
'

on 11 April 1984.
The AS 355E/F/F1 is intended primarily for the civil
market, in particular for use by companies working in the
oil industry. However, the Armee de I'Air is receiving 50

AS 355M military models for surveillance of strategic

military bases and other support duties. Provision for car-
rying Matra SATCP infra-red missiles is expected to be
introduced on these aircraft as deliveries build up. An
accompanying illustration shows an alternative weapon
load of rockets and a gun. Also available is a anti- TOW
tank missile installation.
By 6 June 1 984, a total of 492 AS 355s had been sold for
operation in 24 countries; deliveries totalled 287. The
version for the North American market is known as the
Twinstar; aircraft elsewhere are named
marketed
Ecureuil 2, An AS 355F delivered during the 1983 Paris
Air Show, on 27 May. was the .000th helicopter of the 1

AS 350/355 .series to be completed.

Type; Twin-turbine light general purpose helicopter.
Rotor System: As for AS 350B. except that main rotor
Aerospatiale AS 355F1 Twinstar twin-turbine five/six-seat light helicopter registered in Singapore blades of AS 355F/F1 have increased chord and OA
 AEROSPATIALE — AIRCRAFT: FRANCE 57

AS 355M military version of the Ecureull 2 fitted with

an axial 20 mm gun and a rocket pack

209 section. Tail rotor blades ot AS ^SSH also have

increased chord.
Rotor Dri\e: Single main gearbox, made up of three
modules (coupling gearbox with freewheel, angle gear-
ing with spiral bevel gears, and epicyclic gear tram
including five oscillating planetary gears). Power take-
offs for the accessories and tail rotor.

Fuselage: Light alloy centre fuselage structure, with deep

drawn sheet metal forms of simple geometric design.
Cabin skin of thermolormed plastics. Tapered tailboom
Aerospatiale SA 365F Dauphin 2 In search and rescue configuration
of light alloy sheet wrapped and riveted around deep
drawn sheet metal cylindrical frames. AEROSPATIALE SA 360C DAUPHIN The SA 365 F carries a normal crew of two. and is
Tail Unit and Landinc, Gear: As for AS 35()B. The SA 360 Dauphin was developed, with the original powered by two Turbomeca Arriel 520M turboshaft
Power Pi ant: Two Allison 250-C20Fturboshaft engines, twin-engined SA 365C Dauphin 2 variant (see 1982-83 engines, each rated at 522 kW (700 shp) for take-olt.
each rated at 317 kW (425 shp) for take-off, mounted and earlier editions of Jane's), as a replacement for the Compared with the SA 365M. it has a larger, carbonlibre
above fuselage to rear of cabin. Two structural fuel Alouette III. The hrst of two SA 360 protolvpes (F- Il-bladc tenestron' to improve hovering performance,
tanks, with total usable capacity of 7.^0 hires (160 Imp WSOL) flew for the first time on 2 June 1972. powered by particularly in the most severe condition of hovering with
gallons; 193 US gallons), in body structure. a 730 kW (980 shp) Turbomeca Asta/ou XVI turboshaft the wind Irom three-quarters aft.

Accommodaiion: As for AS 3.'>0B, except sliding doors engine. After 180 flights, it was re-engincd with an Dimensions, external:
Astazou XVTIIA turboshaft and modified in certain As for SA 365N. except:
are optional on both sides, and there are three baggage
holds with external doors. respects, including the addition of small weights to the Diameter of tenestron' MO m (3 ft 7'/i,. m)
Systems, Avionics and Eul'ipment: As for AS 35()B, rotor blades, to eliminate ground resonance and reduce Length overall, rotor turning 13-74 m (45 ft I in)

except that twin-body servo command units and a sec- vibration to an unprecedented level, even at high speed. Length of fuselage 12 11 m (39 ft 8'4 in)

ond electrical generator are standard on AS 3.'i5F/Fl. The aircraft Hew for the first time in its modified form on 4 Width over missiles 4 20 m (13 ft 9' 2 in)

Options include a second VHF/AM, radio altimeter and May 1973. having been joined by the second prototype Height to top o( tail lin 4 ()7 m ( 1 3 ft 4' a in)

(F-WSOX) on 29 January 1973. WeKiM is:

casualty installations. Provisions for IFR instrument-
DGAC certification of the basic SA 360C was awarded Weight empty 2.166 kg (4.775 lb)
ation, and SFIM «.5 T31 three-axis autopilot and CDV
on 18 December 1975. followed by FAA certification on Max normal T-O weight 4.000 kg (8,818 lb)
85 T3 nav coupler.
31 March 1976. A full description and illustration can be Perlormance (at T-O weight of 3.850 kg; 8.488 lb. ISA
Dimensions, externai and internal:
found in the I9S2-K3 Jam's. -l-25°C):
As for AS 350B. except:
Never-exceed speed 165 knots (306 km/h, 190 nipli)
Main rotor blade chord: 355F/FI 350 mm (13 H in) AEROSPATIALE SA 365F/AS.15TT DAUPHIN 2 Max cruising speed at S/L
Tail rotor blade chord: 355FI 205 mm (H07 in) On 13 Cknober 1980. the government of Saudi Arabia 136 knots (252 km/h: 156 mph)
Weights: placed in France orders for military equipment valued at Ecim cruising speed at optimum height
Weight emptv: 355E 1,230 kg (2,712 lb) 14.400 million francs. Known as the Sawari contract, it
'
140 knots (259 km/h; 161 mph)
355F 1,275 kg (2,811 lb) included the supply of 24 SA 365F Dauphin 2 helicopters, Hovering ceiling: IGE 2.600 m (8.530 ft)
355F1 1,288 kg (2,840 lb) based on the SA 365N (which see). The first four of these OGE 1.900 m (6.233 ft)
Max sling load: 355F/F1 1,045 kg (2,300 lb) are equipped w ith an Omera ORB 32 radar for search and Range with max fuel at S/L
Max T-O weight: 355E 2,100 kg (4,630 lb) rescue duties. The remaining 20 are anti-ship helicopters, 485 nm (898 km: 558 miles)
355F, internal load 2,300 kg (5,070 lb) equipped with Thomson-CSF Agrion 15 radar. Aero- Endurance: with max fuel 4 h 25 mm
355F1, internal load 2,400 kg (5,291 lb) spatiale AS.I5TT all-weather air-to-surface missiles and with two missiles 3 h 45 mm
355F/F1, max sling load 2.500 kg (5.511 lb) Crouzet MAD. from both shore bases and
for operation with four missiles 2 h 45 min
Performance (at max T-O weight. ISA): frigates.Subsequent orders include hve tor Ireland,
Never-exceed speed (structural limitation): equipped with Bendix RDR L50() search radar. SFIM L55 AEROSPATIALE SA 365M DAUPHIN 2
355F1 150 knots (278 km/h: 172 mph) autopilot. CDV L55 four-axis flight director/coupler. This military version of the SA 365N is under
Max cruising speed at S/L: Crouzet Nadir Mk II nav computer. ESD Cina B
Doppler. development, with a variety ot armament, for several
355E 129 knots (240 km/h; 149 mph) Crouzet ONS 200A long-distance nav system and EFIS potential customers and was first displayed in mockup
355F 126 knots (233 km/h; 145 mph) instrumentation, for Hshery surveillance and SAR from form at the 1981 Paris Air Show. It will provide a high
355F1 124 knots (230 km/h, 143 mph) ship and shore bases. speed assault transport for 8 to 10 troops. The fuselage-
Econ cruising speed at S/L: An SA 365N (c/n 5100) was modified to flight test the side outriggers can each carry a pack of 22 SNEB 68 mm
355E 119 knots (220 km/h; 137 mph) equipment and weapon systems ot the SA 365F. and made rockets, or a lour-round pack of Hot anti-tank missiles,
Recommended cruising speed: its first flight in the new configuration on 22 February with associated stabilised sight. The mockup was shown
355F 116 knots (215 km/h; 133 mph) 1982. It was followed by the first production SA 365F (c/n with a Venus night sight system in a nose mounting. This
Cruising speed at max power, one engine out: 6014) on 2 July 1982, equipped as a search and rescue spherical sensor houses a SFIM gyro stabilised platform.
355F 100 knots (185 km/h; 115 mph) helicopter with arrester hook, search radar, searchlight, TRT Hector infra-red camera to detect and identify the
Max rate of climb at S/L: self-contained navigation system, automatic hover/trans- target, and a SAT deviation measuring instrument to assist
355E 522 m(1.710 ft)/min ition coupler and rescue winch. This aircraft completed missile guidance. It was fitted successfully to the SA 361 H
355F 480 m (1,575 ft )/min deck landing trials on the French Navy missile frigate Dp Dauphin for missile firing trials, as described in the 979- 1

355F1 456 m (1,495 ft)/min Crosse and destroyer Diiperre in the Summer of 1983, 80 June's.
Service ceiling: 355E 4,000 m (13,125 ft) landing in headwinds of up to 90 km/h (56 mph), cross- The prototype SA 365M (F-WZJV) flew for the first

355F 4.400 m (14.435 ft) winds up to 56 km/h (35 mph), tailwinds of 10 km/h (6 time on 29 February 1984. powered by two 625 kW (838
355F1 3.700 m (12.140 ft) mph) and with the ships rolling up to 12°. shp) Turbomeca TM
333- IM turboshaft engines and with
Service ceiling, one engine out: The anti-ship version carries the Agrion 15 radar on a the larger 'tenestron' of the SA 365F. Other features
355E 2,450 m (8,030 ft) roll-stabilised pivot mounting under its nose, to ensure a include crashworthy self-sealing fuel tanks. Max T-O
355F 1,200 m (3,940 ft) 360° field of sweep, a total of four AS.15TT missiles, in weight is 4.100 kg (9.039 lb).
Hovering ceiling IGE: 355E 2.200 m (7.215 ft) pairs on an outrigger on each side of the fuselage, and the
355F 2,050 m (6.725 ft) MAD bird' on the port side of the rear fuselage. Agrion AEROSPATIALE SA 365N DAUPHIN 2
355F1 2.350 m (7,700 ft) 15 is derived from the Iguane radar fitted to the Atlantiquc Although the SA 365N resembles closely the earlier SA
Hovering ceiling OGE: 355E 1,500 m (4,920 ft) ATL2 maritime patrol aircraft, and possesses a track- 365C. about 90 per cent of its components arc ditlercnt.
355F 2,350 m (7.700 ft) while-scan capability that enables it to detect threats over Only 25 per cent of the airframe is of conventional con-
355F1 1,670 m (5,475 ft) long ranges while tracking ten targets simultaneously. struction. Composites such as glassfibre/Nomex.
Range with max no reserves:
fuel at S/L, Range of the AS.15TT missile is greater than 8 nm (15 glassfibre/Kevlar and glassfibre/Rohacell are used for 20
355E 459 nm (850 km; 528 miles) km; 9-3 miles). In addition to locating and attacking hos- per cent of the structure. Carbonlibre is used for the spars,
355F 400 nm (740 km; 460 miles) tile warships, the SA 365F/AS.15TTcan be utilised for skins and tapered tips of each main rotor blade, in the main
355F1 388 nm (720 km; 447 miles) coastal surveillance and ship escort duties, and to provide rotor hub. and for the horizontal stabiliser. Some 35 per
Range with six occupants, each 80 kg (176 lb): over-the-hori/on target designation for long range anti- cent of the fuselage is made of light alloy/Nomex sand-
355E 200 nm (370 km; 230 miles) ship missiles launched from ship or shore. An anti- wich.
355F 350 nm (648 km; 402 miles) submarine version is available, initially with MAD. The prototype SA 365N (F-WZJD) flew for the first
Endurance with max fuel, no reserves: sonobuoys and homing torpedoes, but with provision for time on 3 March 979 and was exhibited at the Pans Air
I 1

355F 4 h 45 min sonar. Show in June of that year. A second prototype followed a
 1

58 FRANCE: AIRCRAFT — AEROSPATIALE

blade are replaced by a single balljoint of rubber/steel
sandwich construction, requiring no maintenance.
Blades of new OA
2 section, developed in collaboration
with Onera: varying from OA
212 (thickness/chord
ratio W'r) OA
207 (J^t) at tip. with 10°
at root to

/ negative twist from root to tip. Each blade comprises

two Z section carbonfibre spars and carbonHbre skin, a
solid glasshbre-resin leading-edge covered with a stain-
less steel sheath, and Nomex honeycomb filling.
Leading-edge of carbonfibre tip is swept back at 45°.
Ground adjustable tab on trailing-edge of each blade
towards tip. Blade chord extended outboard of tab to
align with tab trailing-edge. Rotor brake standard.
Thirteen-blade 'fenestron' type of metal ducted fan
anti-torque tail rotor.

Rotor Drive; Mechanical shaft and gear drive. Transmis-

sion shaftfrom each engine extends forward, through
freewheel, to helical and epicyclic reduction stages of
main gearbox. Shaft to 'fenestron' driven off bottom of
main rotor shaft. Main rotor rpm 349. 'Fenestron' rpm
4,706.
Fuselage; Semi-monocoque structure. Bottom structure
and framework of front fuselage, primary machined
frames fore and aft of the main gearbox platform and at
the rear of the centre fuselage, floors under main gear-
box and engines, cabin doors, 'fenesron' and fin are all
of light alloy (AU4G), Nose and power plant fairings
SA 365N testbed for Aerospatiale SA 365F/AS.15TT anti-shipping helicopter and fin tip of glassfibre/Nomex sandwich. Centre and
rear fuselage assemblies, flight deck floor, roof, walls
and bottom skins of fuel tanks of light alloy/Nomex
sandwich.
T.ML Unit: Horizontal stabiliser mid-set on rear fuselage,
forward of 'fenestron'; swept endplate fins offset 10° to
port. Construction of carbonfibre and Nomex/Rohacell
sandwich.
Landing Gear: Hydraulically retractable tricycle type.
Twin-wheel steerable and self-centering nose unit
retracts rearward. Single wheel on each rearward
retracting main unit, fully enclosed by doors of Kevlar/
Nomex sandwich when retracted. All three units
embody oleo-pneumatic shock absorber. Mainwheel
tyres size 15 x 6-00, pressure 7 bars (101 Ib/sq in);
nosewheel tyres size 5-00 x 4, pressure 4 bars (58 Ib/sq
in). Hydraulic disc brakes.
Power Plant; Two Turbomeca Arriel IC free turbine
turboshaft engines, each rated at 530 kW (710 shp),
mounted main rotor driveshaft, with
side by side aft of
stainless steel firewall between them. Standard fuel in
four tanks under cabin floor and a fifth tank in the
bottom of the centre-fuselage; total capacity 1 ,140 litres
(250 Imp gallons). Provision for auxiliary tank in bag-
gage compartment, with capacity of 1 80 litres (39-5 Imp
gallons); or ferry tank in place of rear seats in cabin,
capacity 475 litres (104-5 Impgallons). Refuelling point
above landing gear door on port side. Oil capacity 14
litres (3 Imp gallons).

Accommodation: Standard accommodation for pilot and

Mockup of SA 365M anti-tank helicopter at 1981 Paris Air Show iBritin M. Service) co-pilot or passenger in front, and two rows of four seats
few months later. The first production model (F-WZJJ) side ot the cabinon a standard NATO
stretcher, with
to rear. High density seating for one pilot and 13 pas-
mtroduced further changes to the rotor mast fairings, space between for the doctor's seat and medical equip- sengers. VIP configurations for four to six persons in

addition to pilot. Three forward opening doors on each

engme cowhngs, crew doors, transmission and main rotor ment. One of the stretchers can be replaced by seats for
side. Freight hold aft of cabin rear bulkhead, with door
blades, as well as larger tail surfaces. On 6 February 1 980, two patients, if required. The alternative 'ambulance'
It established a record for the round trip between Issy- conhguration provides space for four stretchers, one
on starboard side. Cabin heated and ventilated.
les-Moulineaux. Paris, and Battersea Heliport, London, at above the other on each side of the cabin, plus room for the Systems: Air-conditioning system optional. Duplicated
an average speed of 158-89 knots (294-26 km/h; 182-84 doctor; or a single pair of stretchers, with room for four hydraulic system. Electrical system includes two 4-5kW
mph). Its T-O weight of 3,800 kg (8.377 lb) included ten seated persons on the other side, and a doctor. Stretchers starter/generators, one 17 Ah 24V batterv and two
occupants and 30 min fuel reserves. The Paris-London leg are loaded through nose doors, with 1 80° opening, on both 250VA 115V 400Hz inverters.

was covered in 1 h 7 min 48 s. the return journey in 1 h 1 models. Those in the ambulance layout are fixed to the Avionics and Equipment: Optional avionics include VHF
min 8 s. No landing at Battersea was necessary, as the total sides of the cabin, and the patients are carried to them on and HF com/nav, VOR, ILS, ADF, transponder, DME,
distance of 367 nm (680 km; 422 miles) was within the special mattresses. radar and self contained nav system. Optional equip-
aircraft's range with full normal payload. The following structural description refers to the stan- ment includes a SFIM 155 duplex autopilot with SFIM
Two days later, the same aircraft, carrying Six persons, dard SA 365N, but is generally applicable to all versions; CDV 85 nav coupler, a 1,600 kg (3,525 lb) capacity
set new records between Issy and Battersea, with a landing Type: Twin-turbine commercial general purpose helicop- cargo sling, and 275 kg (605 lb) capacity hoist with 90 m
in London. Time for the Paris-London flight was 1 h 3 min ter. (295 ft) cable length.
30 s at an average speed of 173-82 knots (321-91 km/h; Rotor System; Four-blade main rotor. Blades attached by Dimensions, external:
200-03 mph); the return flight took 1 h 12 min 9 s, at an quick disconnect pins to Starflex glassfibre/carbonhbre Main rotor diameter 11-93 m (39 ft 1 V4 in)
average speed of 151-75 knots (281-05 km/h; 174-64 hub, in which the three conventional hinges for each Diameter of 'fenestron' 0-90 m (2 ft 1 l'/i„ in)

mph).
French civil certihcation for VFR operation by day and
night was received on 9 April 1981, followed by single-
pilot IFR certihcation on 7 August 1981. FAA cer-
tihcation for VFR category A and B operation was
received on 20 November 1981, followed by IFR cer-
tification in January 1983. Japanese JCAB certification
for single-pilot IFR flight was received on 24 March 1982.
Deliveries began early that year.
Production is under way in China, as well as France,
following signature on 2 July 1980 of a licence agreement
covering a tirst batch of 50 aircraft. The hrst SA 365N
delivered to China under the terms of the agreement made
its initial acceptance flight in the Beijing area on 6 Feb-

ruary 1982. Orders received by Aerospatiale totalled 358

helicopters for civil and military use by 1 January 1984,
including SA 366Gs for the US Coast Guard and SA
365F/AS.I5TTs with special equipment for search and
rescue, and for attacking surface ships. These variants are
described separately.
A special aeromedical version of the SA 365N, with a
flight crew of two, is available in two forms. An 'intensive
care" layout is arranged to carry two patients, one on each Aerospatiale SA 365N Dauphin 2 for China National Aero Technology Import and Export Corporation
 AEROSPATIALE / DASSAULT-BREGUET — AIRCRAFT: FRANCE 59

Main rotor blade chord: basic 0-385 m (1 ft 3 'A in)

outboard of tab 0-405 m (1 ft 4 in)

Lengtii overall, rotor turning 13-46 m (44 ft 2 in)
Length of fuselage 1
1
-44 m (37 ft 6'/2 in)

Width, rotor blades folded 3-21 m (10 ft 6'2 in)

Height to top of rotor head 3-51 m ( 1 1 ft 6''4 in)

Height overall (tip of fin) m (13 2

4 (11 ft in)

Wheel track -W m (6 ft 2%
1 in)
Wheelbase 3-61 m (11 ft IOV4 in)

Main cabin door (fwd. each side):

Height 1-16 m (3 ft 9' 2 in)

Width 1 14 m (3 ft 9 in)
Main cabin door (rear, each side):
Height 1-16 m (3 ft 9' 2 in)

Width 0-H7 ni (2 ft lO'/j in)

Baggage compartment door (stbd):
Height 0-51 m (1 ft S in)
Width 0-73 m (2 ft 4'4 in)

Dimensions, internal:
Cabin: Length 2-30 m (7 ft 6'/: in)
Max width 2-03 m (6 ft 8 in)

Max height 1-40 m (4 ft 7 in)

Floor area 4-20 mM45-20 sq ft)

Volume 5-00 m' (176 cu ft)

Baggage compartment \olume 1-60 m' (56-5 cu ft)

Areas:
Main rotor disc 111-X m- (1,203-2 sq ft)

'Fenestron' disc 0-636 m^ (6-85 sq ft)

Weights:
Weight empty, equipped 2,017 kg (4,447 lb)

Max T-O weight:

internal or external load 4,000 kg (K,818 lb)
PERfORMANCE (at T-O
Weight of 3,850 kg; 8.488 lb):
Never-exceed speed at S/L
164 knots (305 km/h; 189 mph)
Max cruising speed at S/L
151 knots (280 km/h; 174 mph)
Econ cruising speed at S/L
140 knots (260 km/h; 161 mph)
Max rate of climb at S/L 462 m (1,515 ft)/min
Service ceiling 4.575 m (15,000 tt)
Hovering ceiling IGE and OGE 1.050 m (3,445 ft)
Max range with standard fuel at S/L
475 nm (880 km, 546 miles)
Endurance with standard lucl 4 h 40 min

AEROSPATIALE SA 366 DAUPHIN 2

US Coast Guard designation: HH-65A Dolphin
At the 1979 Paris Air Show, Aerospatiale announced
that it had won with this aircraft the competition for a

helicopter to perform SRR (Short Range Recovery)

duties from 18 shore bases, and from icebreakers and
cutters, of the US Coast Guard. The initial requirement is
for 90 SA 366Gs, basically similar to the SA 365N but
with engines and equipment of US manufacture account-
ing for about 60 per cent of the total cost of each aircraft.
The first order, for 23, was received in 1979.
The SA 366G (known to the Coast Guard as the HH- Photograph and three-view (Filoi I'ress ) of A6rospatlale HH-65A Dolphin (SA 366G-1) for the US Coast Guard
65A Dolphin) is powered by two Avco Lycoming LTS
1 01 -750A- 1 turboshafts, each rated at 507 kW (680 shp), omnidirectional airspeed system able to provide inform- Weights:
and normally carries a crew of three (pilot, co-pilot and ation while the aircraft is hovering. Inflatable flotation Weight empty, incl mission equipment
aircrewman/hoist operator). Rockwell Collins is prime bags would enable occupants to evacuate the aircraft 2,718 kg (5,992 lb)
contractor for the advanced communications, navigation safely after a forced landing in sea state 5, and would keep Max T-O weight 4,050 kg (8,928 lb)
and all-weather search equipment. The communications the helicopter afloat for subsequent salvage. PERFORMANt E (at max T-O weight):
package includes dual UHF/VHF transceivers and single The first SA 366G flew for the first time at Marignane on Never-exceed speed 175 knots (324 km/h; 201 mph)
UHF/FM and HF systems, plus a data link for automatic 23 July 1980. It was later shipped to Aerospatiale Max cruising speed 139 knots (257 km/h; 160 mph)
transmission of data, such as aircraft position, flight path, Helicopter Corporation in Texas for installation of Hovering ceiling: IGE 2,290 m (7,510 ft)
ground speed, wind and fuel state, to ship or shore base. avionics, and flight testing for FAA certification. DGAC OGE 1.627 m (5.340 ft)

Under development nose mounted Northrop See

is a certification was received on 20 July 1982. As on the SA SRR range 166 nm (307 km; 191 miles)
Hawk forward looking infra-red sensor to aid rescue oper- 365F/M, the size of the tail fin andcarbonfibre 'fenestron" Range with max passenger load
ations in bad weather, darkness or high seas. Important is increased on the operational Coast Guard aircraft, 216 nm (400 km; 248 miles)
design features include the passive failure characteristics designated SA366G-1. The first wasdehveredon 29 April Range with max fuel 410 nm (760 km; 471 miles)
of the Dolphin's automatic flight control system, and an 1983. Endurance with max fuel 4 h

DASSAULT-BREGUET Depute General Manager: J. Estebe separate works and fawlities covered 635,400 m^
AVIONS MARCEL DASSAULT-BREGUET Secretary General: C. Edelstenne (6,839,450 sq ft), with a total of 16,280 employees, m
AVIATION General Technical Manager: B. Revellin-Falcoz mid-1983.
Technical Consultant: J. Cabriere Dassault-Breguet has established close links with the
33 rue du Professeur Victor Pauchet, 92420
Export Technical Manager: Y. Thiriet industries of other countries. The programme for the
Vaucresson
Military Aircraft Sales Manager: F. Serralta Atlantique maritime patrol aircraft associates manufac-
Postal Address: BP 32. 92420 Vaucresson
Military Aircraft Sales Manager: P. E. Jaillard turers in Belgium, France, West Germany, Italy and the
Telephone: 741 79 21
Vice-President. Civil Aircraft: B. Latreille Netherlands under the overall responsibility of their
Telex: AMADAS 203944 F
Business Jet Sales Manager: P. Delorme respective governments. In the same way the British and
Press Information Office: 27 rue du Professeur Victor
Production Manager: J. C. Veber French governments are associated in the SEPECAT con-
Pauchet. BP 32. 92420 Vaucresson
Flight Test Manager: J. F. Cazaubiel cern, formed to control the Dassaull-Breguet/BAe Jaguar
Telephone: 741 79 21
Press Information Manager: Henri Suisse programme; and the West German and French govern-
Works: 92214 Saint-Cloud. 77000 Melun-Villaroche,
ments are associated in the Dassault-Breguet/Dornier
95100 Argenteuil, 92100 Boulogne/Seine, —
Avions Marcel Dassault Breguet Aviation resulted
Alpha Jet programme. Purchase of Mirage fighters by
78140 Velizy-Villacoublay, 33610 Martignas, from the merger in December 1971 of Avions Marcel
Belgium and Spain led to Belgian and Spanish participa-
33700 Bordeaux-Merignac, 91 120 Bretigny, Dassault with Breguet Aviation. In January 1979. 20 per
cent of its stock was assigned to the French State, and in
tion inMirage III/5 and Mirage Fl production. Dassault-
33630 Cazaux, 31770 Toulouse-Colomiers,
Breguet's Biarritz-Parme factory manufactures fuselages
64600 Biarritz-Anglet. 64200 Biarritz-Parme, November 1981 the State shareholding was raised to 46
for Fokker.
13800 Istres, 74370 Argonay, 93350 Le Bourget, per cent. Due to a double voting right of some of its shares,
59113 Lille-Seclin, 86000 Poitiers the French State holds a majority control of the company. DASSAULT-BREGUET MIRAGE III

Founder: Marcel Dassault Dassault-Breguet is engaged in the development and The Mirage 111 was designed initially as a Mach 2 high
President and Chief Executive: B. C. Valliferes production of military and civil aircraft, and servo control altitude all-weather interceptor, capable of performing
General Manager, International Affairs: equipment. Series production of its aircraft is undertaken ground support missions and requiring only small airstrips.
H. de I'Estoile under a widespread subcontracting programme, with final Developed versions include a two-seat trainer, long range
Deputy General Manager: X. D'Iribarne assembly and flight testing handled by the company. Its 18 fighter-bomber and reconnaissance aircraft. A total of
 )

60 FRANCE: AIRCRAFT — DASSAULT-BREGUET

wmg, combined capacity ,370 litres (301 Imp gallons).
1

Total available internal tuel (without rocket motor)

2,940 litres (646 Imp gallons) Provision lor this to be
augmented by two 625M 00, ,300 or ,700 litre (137,
, 1 1 1

242, 285 or 374 Imp gallon) underwing drop tanks; 500

litre (110 Imp gallon) non-jettisonable supersonic
tanks; JL-100 jettisonable tanks each housing both 250
litres (55 Imp gallons) fuel and air-to-surtace rockets,
Bidon Cyclope jettisonable tanks each housing 1,100
litres (242 Imp gallons) fuel and electronic equipment,

or Bidon Homing lettisonable tanks housing 850 litres

(187 Imp gallons) tuel and electronic equipment.
Accommodation: Single seat under rearward hinged
canopy. Hispano built Martin-Baker RM4 zero
altitude/90 knots (167 km/h; 104 mph) ejection seat.
Systems: Two separate air-conditioning systems for cock-
pit and Two Independent hydraulic systems,
avionics.
pressure 207 bars (3,000 Ib/sq in), for flying controls,
landing gear and brakes. Power for electrical system DC
trom 24V 40Ah 26 5V 9kW generator
batteries and a
AC electrical system power provided by one 200V
400H/ transformer and one 200V 400H/ OkV A alter- 1

nator.
Avionics and Eouh'ment: Duplicated UHF, Tacan, Dop-
pler. CSF Cyrano U fire control radar in nose, navig-
ation computer, bombing computer and automatic gun-
Oassault-Breguet Mirage lll-E carrying an Exocet anti-ship missile under its fuselage sight. Central gyro and other avionics provide accurate
and stabilised heading information. CSF 97 sighting
system gives air-to-air facility for cannon and missiles,
air-to-ground facility tor dive bombing or LABS, and
navigation facility for horizon and heading
Armameni Ground : attack armament consists normally ol
two 30 mm DEFA 552 A guns in fuselage, each with 1 25
rounds of incendiary, high explosive or armour piercing
ammunition, and two 1,000 lb bombs, or an AS. 30
air-to-surface missile under the fuselage and 1,000 lb
bombs under the wings. Total external load, on five
hardpoints. 4,000 kg (8,818 lb). Alternative underwing
stores Include combined tank/bomb carriers, each with
500 litres (111) Imp gallons) ot fuel and 907 kg (2.000
lb) of bombs; JL-100 pods, each with 250 litres (55 Imji
gallons) of fuel and 8 rockets; and jettisonable under-
I

wing fuel tanks. For interception duties, one Matra

R.530 air-to-air missile can be carried under fuselage,
with optional guns and two Matra Magic missiles.
Dassault-Breguet Mirage lll-RD reconnaissance aircraft of the Pakistan Air Force
Dimensions, external:
1,411 Mirage IlI/5/50s ot all types (inci X70 Mirage Ills) Trailing-edge ol each wing comprises two elevons for Wing span 8-22 m (26 ft II'; m)
had been ordered and 1,3X3 delivered for service in 20 pitch and roll control, and an inboard flap which also has Wing aspect ratio I 94
countries by 1 March I9S3. including licence production an elevator function. All control surfaces hydraulically Length overall: lll-E 15 m 149 3':
03 fi in)

abroad. Current contracts will maintain production at a powered by Dassault twin-cylinder actuators with artifi- lll-R 15-50 m (50 ft 10'4 in)

rate of two per month until the end of 1484. cial teel. Airbrakes, comprising small panels hinged to Height overall 4-50 m (14 ft 9 in)

The experimental prototype flew for the lirst time on 7 1 upper and lower wing surfaces, near leading-edge. Wheel track 315 m (10 ft 4 in)

November 1956. pt)wered by a SNECMA Afar lOlG FiSEi age: All-metal structure, waisted' in accordance Wheelbase: III-E 4-87 m (15 11 '4 tl in)

turbojet with afterburner (441 kN; 9,900 lb st). Versions with the area rule. Areas:
currently available include the followmg: Taii Unit: Sweptback fin and hydraulically actuated pow- Wings, gross 35-00 m^ (376-7 sq It)

Mirage lll-D. Two-seat version, built initially in ered rudder only. Dassault twin-cylinder actuators with Vertical tail surfaces (total) 4-5 m' (48-4 sq It)

Australia for the RAAF. Similar. French-built models artificial feel Wek.hts and Loading:
ordered by 12 countries, including six more for Australia. Landing Gear: Retractable tricycle type, with single Weight empty: IIl-E 7,050 kg (15,540 1b)

Atar 9C afterburning turbojet engine. Tandem seating wheel on each unit. Hydraulic retraction, nosewheel III-R 6,600 kg (14,550 lb)

under one-piece canopy, radar deleted, but htted with rearward, main units inward. Messier-Hispano-Bugatti T-O weight clean': III-E 9,600 kg (21,165 lb)

radio beacon equipment. Intended primarily as a trainer, shock absorbers and disc brakes. Mainwheel tyres size Max TO weight: IIl-E, R 13,700 kg (30,200 lb)

but suitable for strike sorties, carrying air-to-surface 750 > 230-15/1, pressure 5-9-9-8 bars (85-5-142 Ib/sq Max wing loading:
armament. Total of 1 85 Mirage lIl-B/IIl-D/5 two-seaters in). Nosewheel tyre size 450 x 390-05. Braking III-E, R 3931 kg/m- (80-53 Ib/sq ft)

sold to 20 countries. parachute. Performance (Mirage Ill-E, in 'clean' condition with guns
Mirage lll-E. Long-range hghter-bomber/intruder Power Plant: One SNECMA Atar 9C turbo|et engine installed, except where indicated).
version, with Atar 9C afterburning turbojet engine, of (60-8 kN; 13,670 Ibst with afterburning), fitted with an Max level speed at 12,000 m (39,375 ft)

which 532 have been built for 13 air forces. First of three overspeed system which is engaged automatically from Mach 2-2 (1,268 knots, 2,350 km/h; 1.460 mph)
prototypes flew on 5 April 961 and the first delivery of a
1 , Mach 1 4 and permits a thrust increase of approx 8 per Max level speed at S/L
production lll-E was made in January 1964. Thirty Ill-Es cent in the high supersonic speed range. Movable halt- 750 knots (1,390 km/h; 863 mph)
of the 4e Escadre of the French Air Force, equipping two cone centrebody in each air intake. Optional and jet- Cruising speed at 1 1 ,000 m (36,000 ft) Mach 9
squadrons at Luxeuil, are carriers of the tisonable SEPR 844 single-chamber rocket motor 14-7 ( Approach speed 183 knots (340 km/h; 211 mph)
15 kT AN 52 tactical nuclear weapon. kN; 3,300 lb st) under engine bay. Space for structural Landing speed 157 knots (290 km/h; 180 mph)
Mirage lll-R. Reconnaissance version of III-E. Set of fuel tank, capacity 550 litres (121 Imp gallons), when Time to 11,000 m (36,000 ft), Mach 0-9 3 mm
five Omera type 31 cameras, in place of radar in nose, rocket motor is not fitted. Four flexible fuel tanks Time to 15,000 m (49,200 ft), Mach 1 -8 6 mm 50 s

can be focused in four different arrangements for very low around engine air inlet ducts, combined capacity 1,020 Service ceiling at Mach 1-8 17,000 m (55,775 ft)

altitude, medium altitude, high altitude and night recon- litres (224 Imp gallons). Two integral fuel tanks in each Ceiling, using rocket motor 23,000 m (75,450 ft)

naissance missions. Self contained navigation system. Pro-

vision for air-to-surface armament. Two prototypes, of
which the first flew in November 1961. Total of 159 pro-
duction models ordered, including Mirage 5-Rs, for nine
air forces.

Mirage III-R2Z. For South Africa. Generally similar to

III-R but with SNECMA Alar 9K-50 turbojet. Delivered
1974-75.
Mirage lll-RD. Similar to lll-R but with improved Dop-
pler navigation system in fairing under front fuselage, gyro
gunsight and nose pack containing Omera 40 and 33
cameras. Twenty built for French Air Force; others, with
avionics changes, for Pakistan. An unspecified variant
related to the French Air Force version has provision for
carrying SAT Cyclope infra-red tracking equipment in a
modified nosecone.
The following description refers to the Mirage Ill-E, but
is generally applicable to all versions:
Type: Single-seat fighter-bomber/intruder aircraft.
Wings: Cantilever low-wing monoplane of delta plan-
form, with conical camber. Thickness/chord ratio 4' r to
3-5 9r. Anhedral 1°. No incidence. Sweepback on
leading-edge 60° 34'. All-metal torsion box structure;
stressed skin of machined panels with integral stiffeners. Dassault-Breguet Mirage 5 ground attack aircraft, with additional side elevation (top) of Mirage Ill-E (I'lloi Press
 DASSAULT-BREGUET — AIRCRAFT: FRANCE 61

range of operational stores, armament and equipment

developed tor the Mirage 111/5 series, plus Agave or
Cyrano IVM multi function radar, with Matra Magic or
530 air-to-air missiles respectively, an inertial nav/attack
system, and head-up display. It is available in reconnais-
sance configuration. A two-seat training version is also
available. Improvements compared with other delta-wing
Mirages include a 15-20 per cent shorter take-off run.
improved armament/fuel load, higher rate of climb, faster
acceleration and better manoeuvrability. Maximum inter-
nal fuel capacity is 3.475 litres (764 Imp gallons). Under-
wing and underfuselage tanks can increase total capacity
to 4,700 litres (1,034 Imp gallons).
Dimensions, external: As Mirage Ill-E. except:
Length overall 15-56 m (51 ft O'a m)
Weights:
Weight empty, equipped 7. 150 kg (15,76? lb)

T-O weight, clean' 9,900 kg (21.H25 lb)

Max T-O weight 13,700 kg (30,200 lb)
PF-RtORMANl e:
Max level speed at altitude Mach 2-2
(750 knots; 1.390 km/h; 863 mph IAS)
Max rate of climb at S/L 1 1.160 m (36.600 ft)/min

Time to 9,150 m (30,000 ft) at Mach 0-9 2 min 36 s

Time to 13,715 m (45,000 ft) at Mach 18 4 mm 42 s
Dassault-Breguet Mirage 5 carrying twelve 250 kg bombs and two 125 kg bombs Service ceiling at Mach 2 18,000 m (59,055 ft)
T-O run with two Magic missiles 800 m (2,625 ft)
T-O run. according to mission (up to max T-O Dassault teams and the customers in the latter's home T-O run at max T-O weight 1.830 m (6.000 ft)
weight) 700-1.600 m (2.295-5.250 ft) countries.The first four of an undisclosed number of Mir- Combat radius at low altitude with two 400 kg bombs
Landing run. using brake parachute 700 m (2.295 ft) age 5s updated in this way for the Peruvian Air Force were 340 nm (630 km; 391 miles)
Combat radius, ground attack returned to service in November 1983, with the added
647 nm (1,200 km; 745 miles) capability of carrying Matra 550 Magic air-to-air missiles. DASSAULT-BREGUET MIRAGE 3 NG
This new -generatHm (Nouvelle Generation) develop-
DASSAULT-BREGUET MIRAGE 5 DASSAULT-BREGUET MIRAGE 50 ment of the Mirage 111/5/50 series is based on the same
The Mirage 5 is a ground attack aircraft usmg the same representative form the 1975 Paris well-proven airframe, but introduces features which give it
First displayed in at
airframe and engine as the Mirage III-E. The basic VFR much improved combat performance and survivability
Air Show, the Mirage 50 retains the basic airframe of the air
version has simplified avionics. 470 litres (103 Imp gal- It is powered, like the Mirage
Mirage III/5 series, but is powered by the higher rated in air-to-ground operations.
lons) greater fuel capacity than the Ill-E. in a tank bet- SNECMA
SNECMA Atar 9K-50 turbojet, as fitted in the Mirage 50 and Fl. by a Atar 9K-50 turbojet engine,
ween the engine air intakes, and considerably extended kN (15.873 New
Fl-Csof the French Air Force and Mirage IlI-R2Zsof the rated at 70-6 lb st) with afterburning.
stores carrying capability. It combines the full Mach 2-1-
South African Air Force. This gives 70-6 kN ( 1 5.873 lb st) aerodynamic advances are evident in the added non-
capability of the Mirage 111. and its ability to operate from retractable sweptback foreplanes and highly-swept wing
with afterburning, representing a thrust increase of bet-
semi-prepared airhelds. with simpler maintenance. In
ween 17 and 23 per cent compared with standard Mirage root leading-edge extensions. It also features a fully fly by
ground attack conhguration, up to 4.000 kg (X.H18 lb) of III/5S. w Ire control system derived from that of the Mirage 2000,
weapons and 1 ,000 litres (220 Imp gallons) of fuel can be The prototype Mirage 50 flew for the tirst time on 15 and can be equipped for in-flight refuelling.
carried externally on seven wing and fuselage attachment The navigation/attack system of the Mirage 3 NG is an
April 1979. First customer was the air force of Chile,
points. The Mirage 5 can also be flown as an interceptor, up to date and highly reliable system composed basically
which ordered a total of sixteen.
with two Magic or Sidewinder air-to-air missiles and 4.700 of an inertial platform, CRT head-up display, and optional
The Mirage 50 is a multi mission fighter, suitable for air
litres (1.034 Imp gallons) of external fuel. At customer's
superiority duties with guns and dogfight missiles, air pat- forward looking sensors such as modernised Cyrano IV
option, any degree of IFR/all-weather operation can be Agave
rol and supersonic interception, and ground attack com- radar, a laser rangefinder or air-to-air/air-to-
provided for. with reduced fuel or weapons load. The
bined with self defence capability. It can carry the full surface radar.
Mirage 5 was flown for the first time on 19 May 1967.
Up to 1 February 1984, a total of 525 Mirage 5s had
been ordered for eleven air forces, including Mirage 5-R
reconnaissance variants and two-seat Mirage 5-Ds. Ad-
vanced ground attack versions were being delivered to the
air forces of Egypt. Gabon and Peru in 1984.
The structural description of the Mirage 111-E is gener-
ally applicable to the Mirage 5. with the following excep-
tions:
Armament: Seven attachment points for external loads.
with multiple launchers permitting a max load of more
than 4 tonnes. Ground attack weapons are similar to
those carried by the III-E. For interception duties, two
Matra Magic missiles can be carried under the wings.
EgLUPMENT: Optional equipment on current versions
includes an inertial nav system and nav/attack system.
with head-up display and either Agave multi purpose
radar or an air-to-surface laser rangefinder and Aida II

radar.
Dimensions, external: As Mirage III-E, except:
Length overall 15-55 m (51 ft O'A in) Dassault-Breguet Mirage 50 fighter (SNECMA Atar 9K-50 turbojet engine)
Weights and Loading: As III-E, except:
Weight empty 6.600 kg (14.550 lb)
Performance (in 'clean' condition, with guns installed.
except where indicated): As Ill-E. plus:
Combat radius with 907 kg (2.000 lb) bomb load:
hi-lo-hi 700 nm (1.300 km; 808 miles)
lo-lo-lo 350 nm (650 km; 404 miles)
Ferry range with three external tanks
2.158 nm (4.000 km; 2.485 miles)
MIRAGE ADVANCED TECHNOLOGY UPDATE
PROGRAMME
Since 1977, Dassault has been involved in programmes
to update the navigation and attack systems, flight aids,
radio com/nav, power plant and other features of in-
service Mirages. In particular, several air forces have
awarded Dassault contracts to install an inertial platform,
digital computer. CRT head-up display, air-to-ground
laser rangefinder and other equipment for improved
navigational accuracy, easier target acquisition, and high
bombing precision in the various CCIP (continuous com-
putation of the impact point) or CCRP (continuous com-
putation of the release point) modes, including standoff
capability through the introduction of CCRP with Initial

Point. Combat efficiency in the air-to-air gunnery mode is

improved considerably by display of a highly accurate

hot-line on the HUD.
All of these improvements are designed to decrease the
pilot's task, so enhancing efficiency and survivability, in
parallel with improved reliability. Current modernisation
programmes are being undertaken in collaboration by Dassault-Breguet Mirage 3 NG (SNECMA Atar 9K-50 turbojet engine) (riloi I'rcss)
 1

62 FRANCE: AIRCRAFT — DASSAULT-BREGUET

IVM. Export Fl-Es have radar similar to Cyrano IVMR
but repackaged to save space.
The 500th Mirage Fl was delivered in April 1982, with
production continuing at the rate of five per month. Pro-
duction to fulfil current contracts will continue until at
least the end of 1986.
The Mirage Fl is produced by Dassault-Breguet in
co-operation with the Belgian company SABCA, in which
Dassault-Breguet has a parity interest, and CASA of
Spain, which is building fuselage sections for all Mirage
Fls ordered. Dassault-Breguet also has a technical and
industrial co-operation agreement with the Armaments
Development and Production Corporation of South
Africa Ltd, whereby the latter company has rights to build
the Mirage Fl under licence.
The following description applies to the Fl-C produc-
tion version for the French Air Force, except where indi-
cated:
Type: Single-seat multi mission fighter and attack aircraft.
Wings: Cantilever shoulder-wing monoplane. Anhedral
from roots. Sweepback 47° 30' on leading-edges, with
extended chord on approximately the outer two-thirds
of each wing. All-metal two-spar torsion box structure,

Prototype of the new generation Dassault-Breguet Mirage 3 NG making extensive use of mechanically or chemically
milled components. Trailing-edge control surfaces of
Maximum take-off weight is increased significantly by Deliveries of the Fl-C series to the French Air Force honeycomb sandwich construction, with carbonfibre
comparison with the Mirage This enables the external
111. appear to have totalled 168, made up of four prototypes, aileron skinon current production aircraft. Entire
load carrying capability to be increased, notably by the 81 Fl-Cs and 83 Fl-C-200s. Twenty two-seat Fl-Bs leading-edge can be drooped hydraulically (manually
addition of four lateral stores stations under the fuselage. began to equip the third squadron at Orange, as the Fl for T-O and landing, automatic in combat). Two diffe-
Provision is made for adapting the Mirage 3N G to OCU, in June 1980; each aircraft is equipped with the rentially operating double-slotted flaps and one aileron
advanced weapons, and for its use as either a specialised same radar, weapon system and air-to-air missiles as the on each trailing-edge, actuated hydraulically by servo
reconnaissance aircraft or a vehicle for mission adapted Fl-C, but has no internal guns, and fuel capacity is controls. Ailerons are compensated by trim devices
reconnissance packs. reduced by 450 litres (99 Imp gallons). incorporated in linkage. Two spoilers on each wing,
The prototype Mirage 3 NG flew for the Hrst time on 2 In February 1979, it was announced that the French Air ahead of flaps.
December 1982. Development was continuing in 19H4. Force had decided to purchase Fl-CRs, to replace Mirage Fl'SElace: Conventional all-metal semi-monocoque
Dimensions, external: As Mirage III-E, except: Ill-R/RD aircraft equipping the three squadrons of the structure. Primary frames are milled mechanically, sec-
Length overall 15-65 m (51 ft 4Vj m) 33e Escadre de Reconnaissance, at Strasbourg. These air- ondary frames and fuel tank panels chemically. Electric
Area: craft carry an Omera 40 panoramic camera and an Omera spot welding for secondary stringers and sealed panels,
Foreplane area 100 m' (10-8 sq ft) 33 camera internally, together with a SAT Super Cyclope remainder titanium flush riveted or bolted and sealed.
Weights; SCM 2400 infra-red sensor, a Thomson-CSF Raphael Titanium alloy also used for landing gear trunnions,
T-O weight -clean' 10,000 kg (22,050 lb) SLAR, and an Omera 400 sight recorder. Further engine firewall and certain other major structures. Fligh
Max T-O weight 14,700 kg (32.400 lb) electromagnetic or optical sensors are carried in an under- tensile steel wing attachment points. Nosecone over
PERfORMANCE: belly pod. Other new equipment includes a Sagem Uliss47 radar, and antennae fairings on fin, are of plastics. Large
Max authorised Mach number in level flight 2-2 inertial navigation system and ESD navigation computer. hydraulically actuated door type airbrake in forward
Max authorised speed in level flight An in-flight refuelling probe is standard (hence -200 underside of each intake trunk.
750 knots (1,390 km/h; 863 mph)IAS added to designation). The hrst of two Fl-CR-200 pro- Tail Unit: Cantilever all-metal structure, with sweepback
Service ceiling at Mach 2 16,460 m (54,000 ft) totypes, converted from Fl -C-200s, flew on 20 November on all surfaces. Single-spar fin. All-moving tailplane
1981 Orders for 64 (incI two prototypes) had been placed mid-set on fuselage, and actuated hydraulically by elec-
DASSAULT MIRAGE IV-P .

for the French Air Force by Spring 1982. The hrst produc- tric or manual control. Tailplane trailing-edge panels
Eighteen of the Mirage IV strategic bombers operated
tion Fl-CR-200 flew on 10 November 1982, and the first are of honeycomb sandwich construction. Auxiliary fin
by the Commandement des Forces Aeriennes
squadron (2/33) became operational in July 1983. beneath each side of rear fuselage.
Strategiques (CFAS) of the French Air Force are being
Mirage Fl-Cs and Fl-C-200s of the French Air Force Landing Gear: Retractable tricycle type, by Messier-
modified to carry the ASMP medium-range air-to-surface
have Thomson-CSF Cyrano IVM radar of modular con- Hispano-Bugatti. Hydraulic retraction, nose unit rear-
nuclear missile. The Mirage IV was last described in the
struction and optimised for air-to-air missions. The ward, main units upward into rear of intake trunk fair-
1969-70 Jane's. Modified aircraft will be redesignated
Mirage IV-P and will attain initial operational capability in
Fl-CR-200 has a Cyrano I VMR
with added air-to-ground ings. Twin wheels on each unit. Nose unit steerable and
functions for blind let-down, ground mapping, contour self centering. Oleo-pneumatic shock absorbers. Main-
1986.
mapping and terrain avoidance, plus air-to-ground rang- wheel tyres size 605 x 155, pressure 9-11 bars (130-
DASSAULT-BREGUET MIRAGE F1
Cyrano IV or
ing. Export Fl-Cs have a radar similar to 160 Ib/sq in). Nosewheel tyres size 360 x 135.
Details of the early history of the Mirage Fl can be
found in the 1977-78 Jane's. The prototype flew for the
first time on 23 December 1 966 and was followed by three

pre-series aircraft.
The primary role of the Mirage Fl is that of all-weather
interception at any altitude, and the F1-C production ver-
sion, to which the detailed description applies, utilises
weapon systems similar to those of the Mirage Ill-E. It is
equally suitable for attack missions, carrying a variety of
external loads beneath the wings and fuselage. Other ver-
sions include the F1-B two-seat trainer, the hrst of which
made its hrst flight on 26 May 1976; the F1-E multi-role air

superiority/ground attack version for export customers,

with an inertial navigation system, nav/attack central
computer, CRT head-up display, and a large inventory of
external stores; and the F1-R (French Air Force F1-CR)
reconnaissance variant. Production of the Fl-A ground
attack version, with reduced equipment and increased
fuel, has been completed.
Many Fl -Cs of the French Air Force were delivered or
Dassault-Breguet IVIirage F1-B two-seat combat trainer
modihed to F1-C-200 standard by installation of a remov-
able flight refuelling probe for long range reinforcement
capability. Four of the initial batch of 25 aircraft, serving
with the 5e Escadre at Orange, made a six hour nonstop
flightfrom Solenzara (Corsica) to Djibouti on 29 January
1980. In-flight refuelling was provided by a C-135F tank-
er. Point-to-point distance flown was about 2,700 nm
(5,000 km; 3,100 miles). Export customers who have Fls
equipped with refuelling probes include Iraq, Libya,
Morocco and Spain.
By 1 April 1984, a total of 679 Mirage Fls had been
ordered, comprising 252 (inci 6 prototypes) for the French
Air Force and 427 for service with the air forces of
Ecuador (Fl-B and C), Greece (Fl-C), Iraq (Fl-B and
E), Jordan (Fl-B. C and E), Kuwait (Fl-B and C), Libya
(Fl-A, B and E), Morocco (Fl-C and E), Qatar (Fl-E),
South Africa (Fl-A and C) and Spain (Fl-B, C and E).
The hrst production Fl flew on 1 5 February 1 973 and was
delivered officially to the French Air Force on 14 March
1973. The hrst unit to receive the Fl was the 30e Escadre
at Reims, which became operational in early 1974. This
now has two squadrons of Fls; the 5e Escadre at Orange
and 12e Escadre at Cambrai each have three squadrons;
the lOe Escadre at Creil a single squadron. Dassault-Breguet Mirage Fl-C single-seat multi-mission fighter and attack aircraft iPiloi Press)
 DASSAULT-BREGUET — AIRCRAFT: FRANCE 63

Messier-Hispano-Biigatti brakes and anti-skid units.

Brake parachute in bullet lairing at base of rudder.
Power Piani: One SNHCMA Atar ^K 50 turbojet
engine, rated at 7t)fi kN (I5.S7,^ lb st) with afterburn-
ing. Movable semi-cimical centrebody in each intake.
Fuel in Integral tanks in wings (combined capacity 375

litres; cS2-5 Imp gallons), and three main tanks and one
inverted-Hight supply tank (combined capacity 3,925
litres; 863 5 Impgalions) in fuselage. Total internal fuel
capacity 4,300 litres (946 Imp gallons). Internal tanks
able to be pressure refuelled completely in about 6 min.
Provision for three jettisonable auxiliary fuel tanks
(each 1.160 litres; 255 Impgalions) to be carried under
fuselage and on inboard w ing pylons, or a single tank of
2,300 litres (506 Imp gallons) capacity on the under-
fuselage station only. Non-retractable, but removable,
flight retuclling probe on starboard side ol nose option-

al.

AccoMMODArioN: Single SEM Martin-Baker F1RM4 Dassault-Breguet Mirage F1-C armed with two Matra Super 530 and two Matra 550 Magic air-to-air missiles

ejection seat for pilot, under rearward hinged canopy

(SEM Martin-Baker HOM
rocket seat in latest Fl-Cs
and in Fl-E and Fl-CR. TwoMk 10 seats with inter-
seat sequence system in Fl-B). Cockpit is air-
conditioned, and is heated by warm air bled from engine
which also heats the radar compartment and certain
equipment compartments. Intertechnique liquid
oxygen converter, miniature regulator and anti-g valve
for pilot. No-delay through-the-canopy escape system,
with pyrotechnic pre-fragmentation of canopy, on all
versions.
Systems: Two independent hydraulic systems, for landing
gear retraction. Haps and Hying controls, supplied by
pumps similar to those fitted in Mirage 111. Electrical
system includes two Auxilec 15kVA variable speed
alternators, either of which can supply all functional and
operational requirements. Emergency and standby
power provided by SAFT Voltabloc 4()Ah nickel-
cadmium battery and ESD static converter. DC power
Dassault-Breguet Mirage F1-CR-200 reconnaissance fighter
provided bv two transformer-rectitiersoperating in con-
junction with battery. Approach speed 141 knots (260 km/h; 162 mph) delta layout offers low drag over a wide range of angles ot
Avionics and Eqiiipment: Thomson-CSF Cyrano IV Landing speed 124 knots (230 km/h; 143 mph) attack in flight, while providing the largest practicable
series Hre control radar in nose (see details of different Max rate of climb at S/L (with afterburning) wing area, with attendant beneHts in terms of tight turning
versions in introductory copy). This permits all-sector 12,780 m (41,930 ft)/min capability and high service ceiling.
interception at any altitude, and can, in some versions, Max rate of climb at high altitude (with afterburning) Automatic leading-edge flaps provide the advantages of
incorporate air-to-ground functions for precise ranging 14,580 m (47,835 ft)/min a variable camber wing. At the same time, the adoption of
and low altitude penetration in adverse weather con- Service ceiling 20,000 m (65,600 ft) fly by wire control for the wing surfaces and rudder, with

Two UHF transceivers (one UHF/VHF),Socrat

ditions. Stabilised supersonic ceiling 18,500 m (60,700 ft) acceptance of a far-aft centre ol
artiHcial stability, permits
6200 VOR/ILS with Socrat 5600 marker beacon T-O run (AUW of 11,500 kg; 25.355 lb) gravity.This makes possible a much reduced landing
receiver, LMT Tacan, LMT NR-A1-4-A IFF, remote 450 m (1,475 It) speed for the Mirage 2000, and improves its manoeuvr-
setting interception system, three-axis generator, cen- T-O run (tvpical interception mission) ability for combat.
tral air data computer, SFIM spherical indicator with 640 m (2,100 It) Having tested successfully a carbonfibre rudder on a
ILS pointers. Crouzet Type 63 navigation indicator and Landing run (AUW of 8,500 kg; 18,740 lb) Mirage 111. and boron horizontal tail surfaces on a Mirage
SFENA 505 autopilot. CSF head-up display, with wide 500 m (1.640 ft) Fl throughout the flight regime to Mach 2-2. Dassault-
Held of view double-converter (CRT head-up display on Landing run (tvpical interception mission) Breguet decided to utilise both materials in the Mirage
Fl-E and Fl-CR). provides all necessary data for flying 610 m (2,000 ft) 2000, achieving a weight saving of 15-20 per cent in the
and Hre control. SAGEM Uliss 47 inertial navigation Endurance without in-Hight refuelling 3 h 45 min components so constructed.
system optional (standard on FI-E and Fl-R). Equip- Five prototypes were built, of which four single-seat
ment for attack role can include Doppler radar and DASSAULT-BREGUET MIRAGE 2000 models were funded by the French Air Force and one
bombing computer, navigation computer, position indi- The Mirage 2000 was selected on 18 December 1975 as two-seater by the manufacturers. The Hrst single-seater
cator and laser rangeHnder. the primary combat aircraft of the French Air Force from made its Hrst flight, at Istres, on 10 March 1978, only 27
Armament and Operational Eolipment: Standard the mid- 980s. Under French government contract, it was
1 months after programme launch in December 1975. The
installed armament of two 30 mm DEFA 553 cannon, developed initially as an interceptor and air superiority second flew on 18 September 1978, the third on 26 April
with 135 rds/gun, mounted in lower central fuselage. Hghter, powered by a single SNECMA M53 turbofan 1 979 and the fourth on 1 2 May 980, The Mirage 2000B
1

Two Alkan universal stores attachment pylons under engine and with Thomson-CSF RDM multi-mode radar. two-seat trainer version flew on 1 1 October 980 and, like
1

each wing and one under centre-fuselage, plus provision The Mirage 2000 is equally suitable for reconnaissance, its four predecessors, achieved supersonic speed (between

for carrying one air-to-air missile at each wingtip. Max close support, and low altitude attack missions in areas to Mach 1-3 and -5) during its Hrst flight. By January 1984,
I

external combat load 6.300 kg (13,900 lb). Externally the rear of a battleHeld. seven aircraft had amassed a total of more than 2,500
mounted weapons for interception role include Matra Reversion to a Mirage of delta wing design,
111/5 -type flights. On the basis of structural testing, the airframe was

Super 530 air-to-air missiles under inboard wing pylons without horizontal tail surfaces, caused some surprise after approved for a load factor of +9g and rate of roll of 270°/s
and/or Matra 550 Magic (or A1M-9J Sidewinder) air- Dassault's choice of a tailed sweptwing conHguration for in subsonic and supersonic flight, clean or with four air-
to-air missiles at each wingtip station. For ground the Mirage Fl and the advanced, but abandoned, ACF to-air missiles.
attack, typical loads may include one ARMAT anti- Hghter project. It resulted from study of the requirements A SNECMA M53-2 engine, rated at 83-4 kN ( 1 8.740 lb

radar missile, or one AM39

Exocet anti-ship missile, or of a smaller and less ambitious aircraft than the ACF. This St),was Htted for early prototype testing, and was replaced
up to fourteen 250 kg bombs, or 144 Thomson-Brandt showed that a delta wing embodying the latest in 1980 by the uprated M53-5 which also powers initial
rockets. Other possible external loads include auxiliary aerodynamic concepts offers an excellent compromise production aircraft. The Hrst prototype was re-engined
fuel tanks, laser designator pod with AS.30L missiles or between structural simplicity, light weight, high speed subsequently with a more powerful M53-P2, as intended
laserguided bombs, air-to-surface missiles, side looking characteristics and the demands of rapid acceleration, high for later production aircraft, and made its Hrst flight in this
airborne radar pod, passive countermeasures pods, rate of climb and manoeu\rability for an aeroplane of revised form on July 1985. Meanwhile, the manufactur-
1

ECM pods, high altitude/long distance reconnaissance relatively modest size and installed power. In particular, a ers' prototype is being used to develop equipment and

pod, and a four-camera reconnaissance pod with an

SAT Super Cyclope infra-red scanner/recorder. Typical
underwing ECM container is Matra Sycomor, which
ejects heat-emitting infra-red cartridges and/or chaff.
Dimensions, external:
Wing span: without missiles 8-40 m (27 ft 6'/4 in)
over Magic missiles approx 9-32 m (30 ft 6V4 in)

Length overall 15-30 m (50 ft 2'/2 in)

Height overall 450 m (14 ft 9 in)

Wheel track 2-50 m (8 ft 2'/2 in)

Wheelbase 500 m (16 ft 4% in)

Area:
Wings, gross 25-00 m- (269-1 sq ft)

Weights and Loading:

Weight empty 7,400 kg (16,314 lb)
T-O weight, 'clean" 10,900 kg (24,030 lb)

Max T-O weight 16,200 kg (35,715 lb)

Max wing loading 648 kg/m' (132-7 Ib/sq ft)

Performance:
Max level speed (high altitude) Mach 2-2
Max level speed (low altitude)
800 knots (1,480 km/h; 920 mph) EAS Dassault-Breguet Mirage 2000 (one SNECMA M53 afterburning turbofan engine) (I'lloi rrcssi
64 FRANCE: AIRCRAFT — DASSAULT-BREGUET
Wings: Cantilever multi-spar low-wing monoplane of
delta planform. with cambered profile. Leading-edge
sweepback 58°. Large radius root fairings. Full span
automatic leading-edge flaps operate in conjunction
with two-section elevons which form entire tralling-
edge of each wing, to provide variable camber in com-
bat. Leading-edge flaps are retracted during all phases
of acceleration and low altitude cruise, to reduce drag.
Elevons have carbonHbre skin, with AG5 light alloy
honeycomb core. Fly-by-wlre control system for ele-
vons and flaps, with surfaces actuated by hydraulic servo
units. No tabs. Retractable airbrake above and below
each wing.
Fi!SELAGE; Conventional seml-monocoque structure,
'walsted' in accordance with area rule; of conventional
all-metal construction except for carbonhbre/llght alloy
honeycomb panel over avionics compartment.
Immediately aft of canopy. Small fixed strake. with
marked dihedral, near leading-edge of each air Intake
trunk.
The two-seat Dassault-Breguet Mirage 2000B, carrying eight 250 kg bombs, two 1,700 litre external fuel tanks Taii Unit; Cantilever Hn and inset rudder onlv; latter
and two Magic air-to-air missiles actuated by fly-by-wire control svstem via hvdraulic
servo units. Much of Hn skin and all rudder skin of
boron/epoxy/carbon composites with honeycomb core
ofNomex (Hn) or light alloy (rudder). Sweepback on fin
leading-edge 45°. No tab.
Landing Gear: Retractable tricycle type by Messier-
Hispano-Bugattl. with twin nosewheels, and single
wheel on each main unit. Hydraulic retraction, nose-
wheels rearward, main units inward. Oleo-pneumatic
shock absorbers. Electro-hydraulic nosewheel steering,
through 45° to each side. Manual disconnect permits
nosewheel unit to castor through 360° for ground tow-
ing. Light alloy wheels and tubeless tyres, size 360 x
135-6 on nosewheels. 750 x 230-15 on mainwheels.
Messler-Flispano-Bugatti hydraulically actuated
graphite composite disc brakes on mainwheels, with
antl-skid units. Runway arrester gear standard. Brake-
chute in canister above jet nozzle.
Power Plant: One SNECMA M53-5 afterburning turbo-
fan engine, rated at 88-3 kN (19,840 lb st). In Initial
production aircraft. Under development for subsequent
use IS the M53-P2. rated at 95- 1 kN (21,385 lb st).
Movable -cone centrebody in each air intake. Inter-
half
nal fuel capacity 3.800 litres (835 Imp gallons). (Fuel
capacity of 2000B reduced by approx 100 litres; 22 Imp
gallons.) Provision for a jettlsonable fuel tank, capacity
1 .700 litres (374 Imp gallons), under each wing. Flight
refuelling probe forward of cockpit on starboard side.
A( ( oMMODAtioN: Pilot only, on Martin-Baker FlOO
zero-zero ejection seat, under transparent canopy, in

air-conditioned and pressurised cockpit

S'l stems; Two independent hydraulic systems, pressure

280 bars (4,000 Ib/sq In ), to actuate flying control servo

units, gear and brakes. Electrical system
landing
Includes two Auxilec 20110 aircooled 20kVA 400H/
constant frequency alternators, two Bronzavia DC
transformers, a SAFT 40Ah battery and ATEI static
inverter.
Avionics and Equipment: Thomson-CSF multi- RDM
mode radar, with operating range of 54 nm (100 km; 62
First production Mirage 2000 carrying two Super 530 and two Magic air-to-air missiles lArmec de I'Air)
miles). (Mirage 2000N will have ESD/Thomson-CSF
Antilope V ground-scan radar.) Sagem Uliss 52 inertial
other changes pmposed t<ir liiture variants and tor export Egyptian parts production gradually increas-
of t9X(i, with platform. ESD central digital computer. Thomson-CSF
models ot the Mirage 21)00. Further airtrames were built ing as the builds up. India has ordered 40 (36
programme VE-130 head-up and VMC-IXO head-down displays.
tor static and tatigiie testing. 2000H and 4 TH), which will be delivered in completed Sfena 605 autopilot. Thomson-CSF/ESD ECM, Matra
The production Mirage 2000C1 made its first flight
hrst form from France, starting in late 1984. no decision had Splrale passive countermeasures, LMT Deltac Tacan
on 20 November 19X2, on schedule, and deliveries began been taken by mid- 19X4 on the possibility of follow-on and IFF, Socrat VOR/ILS/marker beacon receiver,
in 1983. Escadre de Chasse 1/2 'Cigognes' was the Hrst assembly of the Mirage 2000 under licence In India, with TRT radio altimeter, TRT or EAS UHF and V/UHF
French Air Force unit to become operational, with ten progressively greater content of locally manufactured com, Thomson-CSF laser designator and marked target
Mirage 2000Cls and four 20O0Bs components. Peru has ordered 26 aircraft (24 2000Pand 2 seeker pod.
The first of two prototypes of the Mirage 2000N two- DP) and Abu Dhabi 18(12 2000EAD, 3 RAD
and 3 Armament: Two 30 mm DEFA 554 cannon, with 25 rds 1

seat low-altitude penetration version made its first flight DAD). per gun. Nine attachments for external stores, five under
on 3 February 19X3, the second Hew on 21 September The following description applies to the single-seat air fuselage and two under each wing. Typical Interception
1 9X3.Strengthened for flight at a typical fiOO knots (1.110 defence version of the Mirage 2000. except where indi- weapons comprise two Matra Super 530 missiles
km/h; 690 mph) at 60 m (200 It) above the terrain, this cated; (Inboard) and two Matra 550 Magic missiles (outboard)
version is intended as a vehicle for the ASMP medium- Tvpt: Single-seat interceptor and air superiority lighter. under wings. Alternatively, each of the four underwing
range air-to-surface nuclear missile, and has ESD
Antilope V terrain following radar, two Sagem inertial
platforms, improved TRT AHV12 radio altimeter.
Thomson-CSF colour CRT. an Omera vertical camera,
and special ECM
Production deliveries are scheduled to
start In 9X6, and 36 will be in service by 988. when the
1 1

2000N will become operational.

Funding approved under the 1984 defence budget
brought the total number of aircraft ordered to 106 (56
Cls, 19 Bsand 31 Ns), excluding 7 prototypes. By the end
of the current 1 984-88 defence programme, the totals are
planned to increase to 139 Cls, 19 Bs and 85 Ns, out of an
eventual requirement of 300 to 400 Mirage 2000s of vari-
ous versions for the French Air Force. Production will be
increased progressively to seven aircraft a month in 9X6, 1

to satisfy the present level of domestic and export orders.

First export customers for the Mirage 2000 are Abu
Dhabi. Egypt, India and Peru. The Egyptians placed an
initial Arm contract for 20 (16 2000EM and 4 BM) in
January 1982. Funding for a second batch of 20 has been
agreed and was being Hnalised in early 1 984 the Egyptian;

government plans to Increase its total order to about 100

aircraft in due course. The Hrst Mirage 2000 assembled
from kits at Helwan is expected to be delivered by the end Dassault-Breguet Mirage 2000N, carrier of the ASMP nuclear missile (liridii M. Service)
 DASSAULT-BREGUET — AIRCRAFT: FRANCE 65

hardpoinls can carry a Magic. In an air-to-surface role,

the Mirage 2000 will carry more than 6,000 kg (l.'!,225
lb) ot external stores, including eighteen 250 kg bombs
or Diirandal penetration bombs; three ,000 kg bombs;
1

tour S-round packs ol 68

1 mm
rockets; two packs of 100
mm rockets; seven Beluga cluster bombs or modular
bombs; two cannon pods; one reconnaissance pod; two
AS, 30 Laser air-to-surface missiles; or Exocet anti-ship
missiles.
Dimensions, external:
Wing span 900 m (29 ft 6 in)
Length overall: 2000 14-50 m (47 ft 7 in)
2000B 14-55 m (47 ft 9 in)
Wheel track .V40 m (1 1 ft 1% in)
Wheelbase 5-00 m ( 1 6 ft 4V4 in)
Area:
Wings, gross 41 m- (441 sq ft)

Weights:
Weight empty 7,400 kg (16,315 lb)

Max T-O weight 16,500 kg (36,375 lb)

PERrORMANC e:

Max levelspeed over Mach 2-3

Max continuous speed Mach 2-2 (800 knots IAS)
Max speed at low altitude without afterburning, carry-
ing eight 250 kg bombs and two Magic missiles Dassault-Breguet Super Mirage 4000 multi-role combat aircraft (Pilol Press)
over 600 knots (1,110 km/h; 690 mph)
Approach speed 140 knots (260 km/h; 162 mph) brake in each intake trunk above wing root leading- pods of 68 mm rockets; up to
1 8 Beluga packs of cluster

edge. munitions; a FLIR, laser or reconnaissance pod; or four

Min speed in stable flight
90 knots (167 km/h; 104 mph) Tail Unit and Foreplanes: Sweptback carbonHbre fin ECM packs.

Rate of climb at S/L 15,000 m (49,200 ft)/min and inset rudder; latter actuated by fly by wire control Dimensions, external:
Time to 15,000 m (49,200 ft) and Mach 2 4 min system. Variable incidence sweptback foreplane, made Wing span 12-00 m (39 ft 4 V2 in)

Time from brake release to intercept target flying at of carbonHbre, near lip of each engine air intake duct. Length overall 18-70 m (61 ft 4V4 in)

Mach 3 at 24,400 m (80,000 ft) less than 5 min Landing Gear: Retractable tricycle type, of Messier- Wheel track 4-36 m (14 ft iVi in)

Service ceiling 18,000 m (59,000 ft) Hispano-Bugatti design, with twin nosewheels and Wheelbase 6-90 m (22 ft 7 '/2 in)

Range with four 250 kg bombs single wheel on each main unit. Hydraulic retraction, Area:
nosewheels forward, main units inward. Oleo- Wings, gross 73-00 m* (7*^6 sq ft)
more than 800 nm (1,480 km; 920 miles)
Range with two 1,700 litre drop tanks pneumatic shock absorbers. Electro-hydraulic nose- Weigius and Loading:
more than 1,000 nm (1,850 km. 1,150 miles) wheel steering. Aluminium alloy mainwheels, with Max external stores more than 8,000 kg (17, 635 lb)

tubeless tyres and steel disc brakes on prototype; Combat weight 16,100 kg (35,490 lb)
DASSAULT-BREGUET SUPER MIRAGE 4000 graphite composite brakes planned on production air- Combat wing loading 220 kg/m^ (45-15 Ib/sq ft)
When abandoned development of
the French Air Force
craft. PEREORMANt E:
the ACF (Avion de Combat Futur) programme, in favour
Power Plant: Two SNECMA M53 turbofan engines, Max level speed above Mach 2-3
of the single-engined Mirage 2000, M
Marcel Dassault
each rated at 64-3 kN (14,460 lb st) dry and 95-1 kN Sustained max speed Mach 2-2
announced, in December 1975, that Dassault-Breguet Approach speed 140 knots (260 km/h; 162 mph)
(21,385 lb St) with afterburning, side by side in rear
would develop at the French industry's own expense a Max rate of climb at S/L 18,300 m (60,000 ft)/min
fuselage. Movable half-cone cenlrebody in each air
twin-turbofan scale-up of the Mirage 2000, intended Time to 15,000 m (50,000 ft) and Mach 2 3 min
intake. Fuel tankage in Hn, as well as in fuselage and
primarily for interception and low altitude penetration Service ceiling 20,000 m (65,600 ft)
wings, gives total capacity about three times that of the
attacks on targets a considerable distance from its base. Max radius of action with external tanks and a recon-
Mirage 2000. Provision tor a 2,500 litre (550 Imp gal-
Potential export customers were assured that the new naissance pod
lon) jettisonable fuel tank under each wing and under
aircraft would offer overall performance superior to that more than 1,000 nm (1,850 km; 1,150 miles)
fuselage.
of anv aircraft in its class known to be in production or
under development.
A(TOmmodation: Piloton Martin-Baker FIOR
only, DASSAULT-BREGUET SUPER ETENDARD
i-ero/zero ejection seat,under sideways opening (to Production ot this single-seat transonic carrier-based
A mockup of the new type, now designated Super Mir-
starboard) transparent canopy; 360° Held of view. which
strike fighter for the navies of France (71 aircraft, of
age 4000 (originally Super Mirage Delta), was unveiled in
December 1977. The prototype achieved a speed of Mach Systems: Messier-Hispano-Bugatti hydraulic system, 5 leased to Iraq) and Argentina (14 aircraft) ended in
-2 during its hrst flight on 9 March 1979, Mach 1 -6 on its
pressure 280 bars (4,000 Ib/sq in), powered by four 1983. However, the French Navy is reviewing the possibil-
1

second flight three days later, and Mach 2-2 during its sixth
advanced pumps and using lightweight titanium ity ot extending and updating the weapon system, and 50

flight on 1 1 April, when an initial spin analysis was also

pipelines. Two Auxilec electrical generators. Turbo- Super Etendards are being modified to carry the ASMP
made and it was flown at angles of attack up to 25°. meca Palouste gas turbine APU, in compartment aft of medium-range air-to-surface nuclear missile under the
The Super Mirage 4000 has computer derived pilot's seat, for engine starting. 1984-88 defence programme. So, while readers are refer-
aerodynamics, with a rearward CG made possible by a fly Avionics and Equipment: Provision for a radar of 80 cm red to the 1982-83 and previous editions of Jane's for a
(31-5 in ) diameter in nose, to provide search range of up full description of the Super Etendard, the following
by wire active control system. Other features include tore-
planes, a blister type cockpit canopy giving a 360° field of to 65-70 nm (120-130 km; 75-80 miles). Prototype is expanded entry on its current armament may be of con-
view, a very large nose radome, and extensive use of boron fitted initially with the same RDM multi-function Dop- tinuing interest:

and carbonHbre composites for structures such as the Hn, pler radar asMirage 2000. Digital autopilot,
the Armament: Two DEFA 30 mm guns, each with 125 rds, in

rudder, elevens, fuselage access panels and foreplanes. multi-mode displays, Sagem Uliss 52 inertial navigation bottom of engine air intake trunks. Underfuselage
Type: Single-seat multi-role combat aircraft (two-seat system, Crouzet Type 80 air data computer, attachment for two 250 kg bombs, one 600 litre (132
Thomson-CSF 'V'E-130 head-up display and digital Imp gallon) fuel tank, or a flight refuelling 'buddy' pack.
version under study).
Wings: Cantilever mid-wing monoplane ot delta plan- automated weapon delivery system. Four underwing hardpoints for four 250 kg or 400 kg
form, with computer deri\ ed aerodynamics. Large radius Armament: Two 30 mm DEFA guns in bottom of air bombs, two Matra Magic air-to-air missiles, or four
root fairings. Two-section elevens, made of carbon- intake trunks and total of eleven hardpointsfor external rocket pods. The inner wing hardpoints can carry two

hbre, form entire trailing-edge of each wing. Full span stores. Typical external loads include two long range, 625 litre or 1,100 litre (137 or 242 Imp gallon) fuel
automatic leading-edge flaps provide variable camber in two to six short range, or eight to 14 advanced air- tanks, or one AM39 Exocet anti-ship missile and one

combat. Fly by wire active control system for elevons up to four air-to-surface missiles; up to
to-air missiles; fuel tank. Modification to carry ASMP nuclear missile

and flaps. 27 Durandal anti-runway bombs, 27 clean or retarded planned.

Fuselage: Conventional semi-monocoque structure, 250 kg bombs, 14 Mk 82 or 250 kg laser guided bombs; DASSAULT-BREGUET ACX and ACT
'waisted' in accordance with area rule. Door type air- up to four 1,000 kg bombs or BAP 100 weapons; four Dassault-Breguet is developing an advanced combat

experimental (ACX) demonstrator that could serve as a

basis for the tactical combat aircraft (ACT) needed to
replace French Air Force Jaguars in the 1 990s. A full scale
mockup of the ACX was displayed for the Hrst time at the
1983 Paris Air Show, and is illustrated overleaf.
Essential features of the single-seat ACX had been
revealed in the early weeks of 1983, at the time of the
company's decision to build it. Emphasis is centred on
agility, even at high angles of attack, and on good low
speed handling, which will permit short take-off and land-
ing runs. It will be a compound sweep delta, with all-
moving foreplanes and a single large fin and rudder. Power
plant will be two General Electric F404 augmented turbo-
fans, in the 71-2 kN (16,000 lb st) class, with separate
kidney shape air intakes mounted low on the fuselage
beneath the foreplanes, each with a movable half-cone
centrebody. The long-leg tricycle landing gear will com-
prise a rearward retracting twin-wheel nose unit and
single-wheel 'active' main units, all by Messier-Hispano-
Bugatti.
Design is computer aided; construction of the ACX will
take advantage of a wide range of modern manufacturing
processes, including superplastic forming and titanium dif-
Dassault-Breguet Super Mirage 4000 (two SNECMA M53 afterburning turbofan engines) fusion welding, as well as materials such as carbonHbre,
 — )

66 FRANCE: AIRCRAFT — DASSAULT-BREGUET

by 1989. The French Navy requirement is for 42 aircraft.
The work is being shared by the European SECBAT
(Societe Europeenne de Construction de Breguet Atlan-
tic) consortium that was responsible for the earlier prog-
ramme, with some modification of the work-split to reflect
varying national interests in the ATL2 aircraft. Com-
panies involved, under Dassault-Breguet direction, are
SABCA and Sonaca of Belgium, Fokker of the Nether-
lands, MBB and Dornier of Federal Germany, Aeritaliaof
Italy and Aerospatiale of France. The Tyne engines are
being produced by SNECMA
of France, Rolls-Royce of
the UK, FN of Belgium and MTU
of Federal Germany;
and propellers by Ratier of France and British Aerospace,
Structural changes by comparison with the Atlantic 1
include use of a refined bonding technique, improved
anti-corrosion protection, better sealing between skin
panels, and design improvements offering longer fatigue
life and more economical maintenance. These are
intended to ensure increased serviceability, with 75 per
cent of squadron aircraft permanently available for opera-
tions; readiness to take off within 30 minutesof an orderto
go; and an aircraft life of more than 20 years, or at least
12,000 flying hours.
Full-scale mockup of the Dassault-Breguet ACX technology demonstrator aircraft (Biuin M Serxice)
The basic mission performance requirements envisaged
for the ATL2 are similar to those of the Atlantic 1 : a high
cruising speed to the operational area, quick descent from
cruising altitude to patrol height, lengthy patrol endurance
at low altitude, and a high degree of manoeuvrability at sea
level. It is able to carry a wide variety of weapons and
equipment for finding and attacking both submarines and
surface targets in all weathers. In particular, its

Thomson-CSF Iguane search radar can detect large ships

at a range of 150-200 nm (275-370 km; 170-230 miles),
and small targets over 'several dozen nautical miles', in
calm or rough seas.
Like the original Atlantic, the ATL2 is able to perform
minelaying, logistic support, and passenger and freight
transport missions. It could be adapted for advanced
AEW duties, and is suitable for civilian tasks such as
air/sea rescue and patrol of offshore fishing and oil
interests.

Type: Twin-turboprop maritime patrol aircraft.

Wings: Cantilever mid-wing monoplane, with stream-

lined ECM pods on tips. Wing section NACA 64 series.
Dihedral 6° on outer panels only. Incidence 3°. Tapered
planform, with 9° sweepback on leading-edge. All-
metal three-spar fail-safe structure, with bonded light
alloy honeycomb skin panels on torsion box and on
main landing gear doors. Two conventional all-metal
ailerons on each wing, actuated by SAMM twin-
cylinder jacks. All-metal slotted flaps, with bonded light
Dassault-Breguet ACX advanced combat experimental aircraft {I'ilot Press) alloy honeycomb filling, in three segments on each wing,
over 75 percent of span. Three hinged spoilers on upper
Kevlar and hybrid composites. The digital fly by wire 5 special-purpose ECM aircraft), Italy (18) and the
surface of each outer wing, forward of flaps. Metal air-
control system will utilise tibre optic data transmission in Netherlands (9). Design definition of the ATL2 was
brake above and below each wing. No trim tabs. Air
selected circuits, and Dassault-Breguet has suggested the initiated by the French government in July 1977, with the
Equipement/Kleber-Colombes pneumatic de-icing sys-
embodiment of both anti-turbulence ride control and aim of providing a replacement for the hrst generation
tem on leading-edges.
some measure of voice command of systems, as pioneered Atlantic (now known retrospectively as the Atlantic 1

during the period from 1988 to 1996. This led to launch of Fuselage: All-metal 'double-bubble' fail-safe structure,
on the General Dynamics AFn/F-16.
the development phase of the ATL2 programme in Sep-
with bonded honeycomb sandwich skin on pressurised
The ACX demonstrator is scheduled to fly for the hrst
central section of upper lobe, upward sliding weapons
time in 1986. By then, the ACT is expected to receive tember 1978.
Two ATL2 prototypes were produced by modihcation bay doors and nosewheel door. Larger air intake and
initial development funding, with a power plant of two
duct for air-conditioning system on each side of nose.
SNECMA MSS afterburning turbofans. A ship-based var- of Atlantic 1 Work started in January 1 979, and
airframes.
iant known as ACM (Avion de Combat Marine) pro- is the prototype flew for the first time in its new form on
first Tail Unit: Cantilever all-metal structure, with bonded
posed for deployment on the French Navy's two planned 8 May1981, followed by the second on 26 March 1982. honeycomb sandwich skin panels on torsion boxes.
nuclear powered aircraft carriers. Series production was authorised on 24 May 1984, and Slightly bulged housing for ESM antennae at top of fin
work has started on 16 aircraft, to permit deliveries to begin leading-edge. Fixed incidence tailplane, with dihedral.
Dimensions, external:
Wing span 11 -2 m (36 ft 9 in)

Length overall 15-8 m (51 ft 10 in)

Weight:
Combat weight 14.000 kg (.^0.86.5 lb)

DASSAULT-BREGUET/DORNIER ALPHA JET

Details of the Alpha Jet programme can be found in the

International section of this edition.

DASSAULT-BREGUET/BAe JAGUAR
Details of the Jaguar programme can be found under
'SEPECAT' in the International section of this edition.
BREGUET ALIZE
The French Navy is modernising 28 of its remaining 34
Alize carrier based anti-submarine aircraft, to extend their
effectiveness until the 1990s. The work includes install-
ation of new Thomson-CSF Iguane retractable radar, as
htted to the Atlantique 2, a Crouzet Omega Equinox
navigation system, and ESM equipment. The
Hrst 20
updated were back in service with 6F Flottille at
aircraft
Nimes-Garons by January 1984. The programme is
scheduled for completion in 1986.
Since the Alizes entered service in 1959, they have
accumulated a total of about 264,000 flying hours with the
French Navy. The type was last described in the 1963-64
Jane's.

DASSAULT-BREGUET ATLANTIQUE 2 (ATL2)

The Atlantique 2, or ATL2 (formerly ANG Atlanti-
que Nouvelle Generation), is a twin-turboprop maritime
patrol aircraft derived directly from the earlier Atlantic
that was produced 964-73 for operation by the armed
in 1

services of France (40. of which 3 were sold subsequently

to Pakistan), the German Federal Republic (20, including Dassault-Breguet Atlantique 2 {ATL2) twin-turboprop maritime patrol aircraft tl'iloi Press)
 DASSAULT-BREGUET — AIRCRAFT: FRANCE 67

Control surfaces operated through SAMM twin- whole of upper and lower fuselage provides storage for Pereormancs (with metal propellers, at T-O weight of
cyhnder jacks. No trim tabs. Air Equipement/Kleber- sonobuoys and marker flares. SAT/TRT forward look- 45,000 kg: 99,200 lb, except where indicated):
Colombes pneumatic de-icing system on leading-edges. ing infra-red sensor in turret under nose. Thomson-CSF Never-exceed speed Mach 0-73
I.ANDINC GtAR: Retractable tricycle type, supplied by Iguane retractable radar immediately forward of Max level speed at optimum height
Messier-Hispano-Bugatti, with twin wheels on each weapons bay, with integrated LMT IFF interrogator 348 knots (645 km/h; 400 mph)
unit. Hydraulic retraction, nosewheels rearward, main and SECRE decoder. Agiflite and Omera cameras in Max level speed at S/L 320 knots (592 km/h; 368 mph)
units forw ard into engme nacelles. Kleber-Colombes or port side of nose and in bottom of rear fuselage. Crouzet Max cruising speed at 7,200 m (25,000 ft)
Dunlop 39 x 13-20 on mainwheels, pressure
tyres, si/e MAD in lengthened tail sting. Thomson-CSF Arar 13A 300 knots (555 km/h; 345 mph)
12 bars (170 Ib/sq in), 26 x 8-13 on nosewheels, pres- radar detector for ESM. Other equipment includes Normal patrol speed, S/L to 1,525 m (5,000 ft)

sure ft-5 bars (94 Ib/sq in). New Messier-Hispano- LMT NRAI 9A IFF responder and HF/BLU 400W 170 knots (315 km/h; 195 mph)
Bugatti disc brakes with higher braking energy, and transceiver, HF com, Tacan and DME by Thomson- Stalling speed, flaps down 90 knots (167 km/h; 104 mph)

Modistop anti-skid units. CSF, VHF/AM com by Socrat, VOR/ILS by EAS, TRT Max rate of climb at S/L, AUW
of 30,000 kg (66, 1401b)
radio altimeter, Collins MF radio compass, ADF, HSI 884 m (2,900 ft)/min
Power Pi ant: 4,225 kW (?,665 shp) Rolls-Royce
Two
Tyne RTy.20 Mk 21 turboprop engines, each driving a and autopilot/flight director by SFENA, dual Sagem Max rate of climb at S/L. AUW
of 40.000 kg (88.1 85 lb)

tour-blade Ratier/British Aerospace constant-speed

Uliss 53 incrtial navigation systems coupled to a Navstar 610 m (2.000 ft)/min

metal propeller type PD 249/476/3 on prototypes. For

receiver, Sagem teleprinters, Crouzet geographical dis- Rate of climb at S/L. one engine out, of 30,000 kg AUW
production aircraft Ratier-Figeac has proposed a
play and air data computer. Thomson-CSF Sadang sys- (66,140 lb) 365 m (1,200 ft)/min
lighter-weight propeller of increased diameter, with
tem for processing active and passive acoustic detection Rate of climb at S/L, one engine out, of 40,000 kg AUW
data. (88.185 lb) 213 m (700 ft)/min
blades of composite construction. Four pressure-
Dimensions, external: Service ceiling 9,145 m (30,000 ft)
refuelled integral fuel tanks in wings, with total capacity
of 23,120 litres (5,()H5 Imp gallons). Updated gauging Wing span, incl wingtip pods 37-42 m (122 ft 9"4 in)
Runway LCN at max T-O weight 60
system. Oil capacity 100 litres (22 Imp gallons). Wing aspect ratio 1 1-63 T-O to 10-5 m (35 ft) 1,840 m (6.037 ft)

Length overall 33-63 m (110 ft 4 in) Landing from 15 m (50 ft) 1.500 m (4,922 ft)
Accommodation: Normal flight crew of 12, comprising 70 knot turning radius at AUW of 40,000 kg (88,185
Height overall 10-89 m (35 ft 8% in) 1

observer in glazed nose; pilot, co-pilot and flight

engineer on flight deck: a radio-navigator. ESM-
Fuselage: Max depth 4 00 m (13 ft 1 '/2 in) lb) at:

Tailplane span 12-31 m(40 ft 4' 2 in)

30° bank 1.380 m (4.530 ft)
ECM-MAD operator, radar-lFF operator, tactical 45° bank 800 m (2,625
co-ordinator and two acoustic sensor operators at sta-
Wheel track 9-00 m (29 ft 6'4K IN( ft)

Wheelbase 9-45 m (31 ft in)

60° bank 460 m (1 ,510 ft)
tions on the starboard side of the tactical compartment:
Propeller diameter 4-88 m (16 ft in) Typical mission profiles, with fuel reserves of 5 '7 total
and two observers in beam positions at the rear. Pro- fuel, 5' consumed and 20 min hold-off:
of fuel
Distance between propeller centres I

\ision tor carrying relief crew, or 12 other personnel. Anti-ship mission: T-O with max fuel and one AM39
900 m (29 ft 6'4 in)
Rest compartment, with eight seats, in centre fuselage, missile; fly 1,800 nm (3,333 km; 2.071 miles) to
forward of crew room with tables and seats, galley, toilet
Main weapons bay: Length 9-00 m (29 ft 6'''4 in)
Width 2-10 m (6 ft lO'^ in) two-hour search and attack
target area; descend for
and wardrobe. Primary access via extending airstair at90 m (300 ft); return to base
door in bottom of rear fuselage. Emergency exits above Dimensions, internal:
Anti-submarine mission: T-O at 44,300 kg (97,665
and below flight deck and on each side of fuselage, Cabin, incl rest compartment, galley, toilet, aft obser- lb) AUW with 15,225 kg (33,565 lb) of fuel, four
above wing trailing-edge. vers' stations: Length 18-50 m (60 ft 8'/2 in)
Mk 46 torpedoes, 78 sonobuoys. and a full load of
Max width 3 60 m (1 It 9'.2 in) 1

Systems: Air-conditioning system supplied by two com- markers and flares; cruise to search area at 290
Max height 2 00 m (6 ft 6% in)
pressors driven by gearboxes. Heat exchangers and knots (537 km/h; 333 mph) at 7.620 m (25.000 ft);
Floor area 155 m' (1,668 sq ft)
bootstrap system for cabin temperature control. Dupli- descend for 8 h patrol at 600 nm (1,1 10 km: 690
Volume 92 m' (3,250 cu ft)
cated hydraulic system, to operate flying controls, land- miles) from base, or 5 h patrol at 1 ,000 nm ( 1 ,850
ing gear, flaps, weapons bay doors and retractable Areas: km; 1 50 miles) trom base; return tobase at 9.145
.1

radome. Three basic electrical systems: variable fre- Wings, gross 120-34 m- (1,295-3 sq ft)
m (30.000 ft). Total mission time 12 h 31 min
quency three phase 115/200V' AC system, with two Ailerons (total) 5-26 m' (56-62 sq ft)
Ferry range with max fuel
60/80kVA Auxilec alternators and modernised control Flaps (total) 26-80 m^ (288-48 sq ft) 4.900 nm (9.075 km; 5.635 miles)
and protection equipment: fixed frequency three phase Spoilers (total) 1-66 m' (17-87 sq ft) Max endurance, no reserves 18 h
1 1 5/200V 400H7 AC system, with four 1 5k VA Auxilec Vertical tail surfaces (total) 16-64 m' (179-11 sq ft)

Auxivar generators, two on each engine: 2SV DC sys- Rudder 5-96 mM64-l 5 sq ft)

tem, with four 6kW transformer-rectifiers supplied Horizontal tail surfaces (total) DASSAULT-BREGUET MYSTfeRE-FALCON 200
from the variable frequency AC system, and one 40Ah 33-00 m- (355-21 sq ft)
The Mystere-Falcon 200 is the latest in a family ot
battery. One 6(lkVA emergency AC generator. dri\en Elevators 8-30 m^ (89-34 sq ft)
twin-turbofan light transports based on the Myst^re 20
at constant speed by APU. Individual oxygen bottles for design, which was first flown in prototype form on 7 May
Weights and Loadings:
emergency use. Electric anti-icing for engine air intake Weight empty, equipped, standard mission 1963. Production started in the same year, following
lips, propeller blades and spinners. Turbo- 25,500 kg (56,218 lb) receipt of a large order from Pan American Airways. The
meca/ABG/SEMCA Astadyne gas turbine APL) for Military load: airline marketed the aircraft in the Americas, via its Busi-
engine starting, emergency electrical supply, and air- ASW or ASSW mission 2,000 kg (4,400 lb) ness Jets Division, as the Fan Jet Falcon. This was reflected
conditioning on ground. Max fuel 18.500 kg (40,785 lb) in the official designation Mystere-Falcon adopted by
Armament, Avionics and Operationai Equipment: Mission T-O weight: Dassault. Further details of the early history of the pro-
Main weapons bay in unpressurised lower fuselage can ASW or ASSW mission 44,200 kg (97,440 lb) gramme can be found in the 1977-78 Jane's.
accommodate all NATO standard bombs, depth combined ASW/ASSW mission Production of the Mystere-Falcon is undertaken jointly
charges, up to eight Mk 46 homing torpedoes or two 45.000 kg (99,200 lb) by Aerospatiale, which builds the fuselage and tail unit,
air-to-surface missiles (typical load comprises three Max overload weight T-O 46,200 kg (101.850 lb) and Dassault-Breguet's Merignac works, which manufac-
torpedoes and one AM3y Exocet missile). Four under- Max zero-fuel weight 32,500 kg (71,650 lb) tures the wings and has responsibility for final assembly.
w ing attachments for up to 3,500 kg (7,7 1 6 lb) of stores, Normal design landing weight 36,000 kg (79,365 lb) The first production aircraft flew on 1 January 1965. By 1
including rockets, air-to-surface missiles or containers. Max landing weight 46,000 kg (101,400 lb) June 1984. a total of 476 aircraft had been delivered,
More than 100 sonobuoys, with Alkan pneumatic Max wing loading 385 kglm' (78-96 Ib/sq ft) more than 65 per cent of them to the Business Jets
in compartment aft of weapons bay, where
launcher, Max power loading 5-07 kg/kW (8-34 Ib/ehp) Division of Pan American and its successor, Falcon Jet

^s?*«^'^".''.'rt.

^w^

Second prototype of the Dassault-Breguet Atlantique 2 (ATL2) maritime patrol aircraft

68 FRANCE: AIRCRAFT — DASSAULT-BREGUET
Corporation, which was formed as a joint venture with Electronic warfare: Norway, Canada and Morocco are on each engine, three 750VA inverters and two 36Ah
Dassault in 1972 and has been a fully owned subsidiary of known to operate Mystfere-Falcon 20 aircraft modified for batteries. Solar T40 APU optional. Wing leading-edges
Dassault since October 1980. The total was made up of ECM duties such as radar and communications intellig- and engine air inlets anti-iced with LP compressor bleed
168 Falcon 20s. 53 Falcon 20Ds, 57 Falcon 20Es, 146 ence and jamming. air. Windscreen, pilot and temperature probes anti-iced

Falcon 20Fs, 41 Falcon 20Gs, 4 Gardians. and 7 Falcon Research vehicle: Mystfere-Falcon 20s are used for a electrically.
200s. variety of experimental tasks, concerned with variable Avionics and Equipment; Collins FCS-80 flight control
Manufacture of the current Mystfere-Falcon 200 began stability, military systems development, meteorological system standard, with dual Collins EFIS-86 AS elec-
with aircraft c/n 401, concurrent with the production run- research, and remote sensing. Modifications made for tronic flight instrument system using colour CRTs. Sys-
down of the Myst^re-Falcon 20F series, the last of which these missions include the introduction of nosebooms. tem includes four identical CRTs plus one multi-
(c/n 486) was scheduled to come off the assembly line in fuselage bays and openings, and additional vertical sur- function display used for weather radar, navigation dis-
late 1983. The model 200 had been introduced, originally faces. play or checklist. Standard optional avionics include
as the Mystfere-Falcon 20H, at the 1981 Paris Air Show, The following data apply to the standard Mystere- duplicated VHF, VOR, ADF, DME
and ATC trans-
with Garrett turbofans in place of the F's General Electric Falcon 200 executive transport: ponder, one weather radar and one radio altimeter.
CFTOOs, larger integral fuel tankage in the rear fuselage, Type: Twin-turbofan executive transport. Optional equipment Includes HE, VLF/Omega naviga-
redesigned wing root fairings, automatic slat extension, Wings: Cantilever low-wing monoplane. Thickness/chord tion system and INS.
and many important systems changes. Like the earlier ratio varies from 10-5 to 8''f Dihedral 2°. Incidence 1°
. Dimensions, external:
Mystfere-Falcon 20 series, it can be modihed for specihc 30'. Sweepback at quarter-chord 30°. All-metal (cop- Wing span 16-30 m (53 ft 6 in)
duties, as follows: per bearing alloys) fail-safe torsion box structure with Wing chord (mean) 2-85 m (9 ft 4 in)
Calibration: A total of 10 Mystfere-Falcons. in several machined stressed skin. Ailerons are each operated by Wing aspect ratio 6-4
different variants, have been delivered to the French Dassault twin-body actuators, from dual hydraulic sys- Length overall 17-15 m (56 ft 3 in)
DGAC, French Air Force, and authorities in France, tems, and have artificial feel. Non-slotted slats inboard Length of fuselage 15-55 m (51 ft in)
Spain. Indonesia and Iran, for navaid calibration. Most of of fence, and slotted slats outboard, on each wing, with Height overall 5-32 m ( 17 ft 5 in)
them are equipped with Dassault designed high/low level automatic extension and retraction. Hydraulically Tailplane span 6-74 m
(22 ft 1 in)
navigation facility calibration systems, some in the form of actuated spoilers forward of the hydraulically actuated Wheel track 3-69 m (12 ft 1 "A in)
a removable console. two-section single-slotted flaps. Leading-edges anti- Wheelbase 5-74 m (18 ft 10 in)
Airline crew training: Since 20 September 1966, several iced by engine bleed air. Passenger door: Height 1-52 m (5 ft in)
Mystfere-Falcon 20s have been used by Air France to train Fuselage: All-metal semi-monocoque structure of cir- Width 0-80 m (2 7V2
ft in)
pilots for its jet airliners, with up to hve aircraft being used cular cross section, built on fail-safe principles. Height to sill 1 09 m (3 ft 7 in)
simultaneously. Japan Air Lines also bought three of this Tail Unit: Cantilever all-metal structure, with electrically Emergency exits (each side, over wing):
version. controlled variable incidence tailplane mounted half- Height 0-66 m (2 ft 2 in)
Cross-country: Similar to basic aircraft, but with low- way up fin. Elevators and rudder each actuated by twin Width 0-48 m (1 ft 7 in)
pressure tyres for soft Held operation at the same take-off hydraulic servos. No trim tabs. Dimensions, internal;
and landing weights. Landing Gear: Retractable tricycle type, by Messier- Cabin, inci fwd baggage space and rear toilet:
Ouick-change and cargo: A quick-change kit, consisting Hispano-Bugatti, with twin wheels on all three units. Length 7-26 m (23 ft 10 in)

of an assembly of nets and supports, keeps the centre aisle Hydraulic retraction, main units inward, nosewheels Max width 1-79 m (5 ft IOV2 in)
free and allows direct access to nine freight compartments. forward. Oleo-pneumatic shock absorbers. Steerable Max height 1-70 m (5 ft 7 in)
Total usable volume of these compartments is 6-65 m' and self centering nosewheels. Tyres size 26 x 6-6 in on Volume 20-0 m' (700 cu ft)
(235 cu ft), and transformation from executive configur- main units, 14 5 x 55 in on nosewheels. Tyre pressure Baggage space (cabin) 0-65 m' (23 cu ft)
ation to cargo conhguration, or vice versa, takes less than 1 1-5 bars (166 Ib/sq in) on mainwheels, 10-4 bars (151 Baggage compartment (rear fuselage)
one hour. A different specihc cargo conversion was Ib/sq in) on nosewheels. Goodyear disc brakes and 0-80 m' (28-2 cu ft)

performed on 33 aircraft in the USA. For both versions an anti-skid units. Areas:
increase of the maximum zero-fuel weight from 8,900 kg Power Plant: Two Garrett ATE 3-6A-4C
turbofan Wings, gross 41-00 m- (440 sq ft)

(19,600 lb) to 9,980 kg (22,000 lb) allows an increased engines (each rated at 23 13 kN; 5,200 lb st). Optional Horizontal tail surfaces (total) 11-30 m' (121-6 sq ft)

payload of up to 3,000 kg (6,615 lb). thrust reversers are being developed by Hurel-Dubois. Vertical tail surfaces (total) 7-60 m- (81-8 sq ft)

Target towing: A Mystere-Falcon 20 is used by the Fuel in two integral tanks in wings and large integral Weights:
French Air Force for target towing missions. It carries a tank in rear fuselage, with total capacity of 6,000 litres Weight empty, equipped 8,250 kg (18,190 lb)

Secapem target on an inboard hardpoint under each wing (1,320 Imp gallons; 1,585 US gallons). Payload with max fuel 1,265 kg (2,790 lb)

and a pod containing a winch and cable on each of two Accommodation: Flight deck for crew of two, with airline Max fuel 4,820 kg (10,625 lb)

outboard hardpoints. Missions of up to 2 h duration can be type instrumentation. Jump seat and crew wardrobe. Max T-O and ramp weight 14,515 kg (32.000 lb)

flown, cruising at up to 300 knots (555 km/h; 345 niph) at Airstair door, with handrail, on port side. On starboard Max zero-fuel weight 10,200 kg (22,500 lb)

450 m (1,500 ft) or 270 knots (500 km/h; 310 mph) at side, opposite door, is a galley with oven and hot bever- Max landing weight 13,100 kg (28,800 lb)

4,500 m 5,000 ft). The impressive capacity of the hard-

( 1
age containers. Main cabin normally seats nine passen- Performance:
points (650 kg; 1,433 lb inboard, 750 kg; 1,650 lb out- gers in three pairs of facing chairs, separated by tables, Max operating Mach No. 0-865
board) enables them to be used to carry alternative stores and an inward facing three-seat sofa, with a central Max operating speed at S/L
if required. 'trench' aisle. Alternative arrangement provides 12 350 knots (648 km/h; 402 mph) IAS
Aerial photography: This version has two ventral cam- compact seats at a pitch of 76 cm (30 in). Wardrobe Max operating speed at 20,000 ft (6,100 m)
era bays fitted with optical glass windows. It is operated for immediately aft of door on port side. Externally ser- 380 knots (704 km/h; 438 mph) IAS
high altitude photography, survey and scientific research viced toilet compartment aft of main cabin on port side, Max cruising speed at 30,000 ft (9,150 m) at of AUW
in several countries. with a baggage bay opposite on starboard side. Main 11.340 kg (25.000 lb)
Systems trainer: Two aircraft fitted with Mirage 111-E heated, non-pressurised, baggage compartment in rear 470 knots (870 km/h; 541 mph)
combat radar and navigation systems are in service with fuselage with external access on port side. Econ cruising speed at 41.000 ft (12.500 m)

the French Air Force for training its Mirage pilots. This Systems: Duplicated air-conditioning and pressurisation 420 knots (780 km/h. 485 mph)
version, known Falcon ST, has been sold also to
as the system, supplied with air bled from both engines. Pres- Stalling speed 84 knots (156 km/h; 97 mph)
Libya. In 1983, the French Air Force was equipping sev- sure differential 0-607 bars (8-8 Ib/sq in). Cooling by Service ceiling 13,715 m (45,000 ft)

eral more Mystere-Falcon 20s with the latest Mirage low bootstrap system. Two independent hydraulic systems, FAR 25 balanced field length with 8 passengers and full

altitude penetration systems for a similar aircrew training pressure 207 bars (3,000 Ib/sq in), actuate primary fuel 1,420 m (4,660 ft)

role. flying controls, flaps, landing gear, wheel brakes, spoil- FAR 121 landing distance with 8 passengers, FAR 121
Ambulance: Since 1966, many medical flights have ers and nosewheel steering. No. 1 system is powered by reserves 1 ,130 m (3,710 ft)

been completed each year by Mystere-Falcon 20s con- one engine driven hydraulic pump and, in emergency, Range with max fuel and 8 passengers at long range
verted for ambulance missions. Up to three stretchers can by a motor pump package driven by No. 2 system hyd- cruising speed, FAR 121 reserves
be accommodated in each aircraft, together with a large raulic pressure and by an electric standby pump. No. 2 2.37(1 nm (4,390 km: 2,730 miles)
supply of oxygen and equipment for intensive care and system is powered by one engine driven hydraulic pump
monitoring of patients. Cabinets near the door are and, in emergency, by the electric standby pump. Elec- DASSAULT-BREGUET MYSTfeRE-FALCON 20G
removed to facilitate the loading of stretchers. trical system includes a 9kW 28V DC starter/generator US Coast Guard designation: HU-25A Guardian
It was announced in the Autumn of 1976 that a lender
by Falcon Jet Corporation, distributor and support centre
for Falcons in the USA, had proved the lowest bid to meet
a US Coast Guard requirement for a medium range sur-
veillance aircraft known by the project designation
HX-XX. This was confirmed on 5 January 1977, when Mr
William T. Coleman Jr, then US Secretary of Transport-

ation, authorised the Coast Guard to award a contract for

41 aircratt to Falcon Jet Corporation. Known as HU-25A
Guardians, these were planned to have 44 per cent French
content and 56 per cent US content.
This model is based on the Falcon 20G. a Falcon 20F
fitted with Garrett ATF 3 engines and associated airframe
modifications, which was flown for the first time on 28
November 1977 and was certificated by the on 21 DGAC
June 1981. In HU-2 5 A configuration, it embodies further
major modifications specific to its Coast Guard role.
Deliveries to the US Coast Guard began on 19 February
1982; the 41st and last was delivered on 8 December
1983, and the aircraft were operational at nine Coast
Guard sta-tions in early 1984.
The Falcon 20G design can serve as the basis for re-
engining existing Mystere-Falcon 20F aircraft with Gar-
rett ATF 3 engines. One such conversion was under way in
France in mid- 1983; others are being undertaken in the
USA by Falcon Jet Corporation and Century Aircraft
Dassault-Breguet Mystere-Falcon 200 (Garrett ATF 3-6A-4C turbofan engines) Corporation of Amarillo, Texas.
 DASSAULT-BREGUET — AIRCRAFT; FRANCE 69

Most significant features of the Coast Guard HU-25A Length overall 1715 m (56 ft 3 in) sion,by comparison with the Mystfere-Falcon 200, can be
are as follows: Height overall 5-32 m (17 ft 5 in) summarised as follows:
Airframe: Fuselage is modified to embody a drop hatch, Tailplane span 6-74 m (22 ft 1 in) Power Plant: Two Garrett ATF 3-6A-3C turbofan
and one search window on each side. Four hardpoints Area: engines, each rated at 24-20 kN (5,440 lb st).
under fuselage: two for 500 kg (1,100 lb) loads, two for Wings, gross 41-00 m' (440 sq ft) Accommodation: Crew two side by side on flight deck;
of
200 kg (440 lb) loads. Four underwing hardpoints: two Weights: two observers seated behind very large lookout win-
for 660 kg (1,455 lb) loads, two for 230 kg (507 lb) Weight empty 8.620
kg (19,000 lb) dows in the front of the cabin, with a navigator and a
loads. Operating weight empty, with 5 crewand complete radar operator at the rear. The centre part of the cabin
Pov. ER Plant: Two Garrett ATF 3-6-2C turbofan engines avionics package 9,475
kg (20,890 lb) can be equipped, alternatively, with two four-seat
(each 24-20 kN; 5,440 lb st), meeting current and pro- Max fuel 4,820
kg (10,625 lb) couches for personnel transport; four seats and two
posed FAR Pt 36 noise standards. Entire engine open to Max T-O weight 15,200
kg (33,510 lb) removable tables in a VIP configuration; a two-section
borescope inspection. Fuel tankage, total capacity Max landing weight 13,100
kg (28,880 lb) compartment for freight transport; or two stretchers
5,770 litres (1,269 Imp gallons; 1,524 US gallons), Max zero-fuel weight 10,500
kg (23,150 lb) and resuscitation kits for ambulance missions. Between
divided into two identical halves, one for each engine Performance (at max T-O weight, except where indi- the observers' seats is a hatch for airdropping lifeboats,
with cross-feed capability. Wing feeder tanks pres- cated): packages or personnel. Four underwing attachments are
surised with bleed air, so that fuel will continue to flow Max cruising speed at 12,200 m (40,000 ft) capable of carrying 750 kg (1,650 lb) on the outer
to engines with all pumps turned off. Auxiliary fuel tank Mach 0-8 (461 knots; 855 km/h; 531 mph) stations or 650 kg (1,430 lb) on the inner stations.
in rear of cabin. Smgle point refuelling in about nine Econ cruising speed at 2,500 m (4 1 ,000 ft) Mach 0-72
1 Avionics and Equipment: In addition to a standard
minutes. Fuel heaters and bacterial protection standard. Min manoeuvring speed at low altitude Myst^re-Falcon 200 installation, comprising FCS-80,
Accommodation: Normal crew of five to seven. Typical 150 knots (278 km/h; 173 mph) two VHF, two VOR/ILS, ADF, two and ATC DME
complement will comprise two pilots, one surveillance Initial cruising height 12,500 m (41,000 ft) transponder, the Gardian has a VHF-FM, UHF,
system operator (SSO) at a console on the starboard
T-O run ,235 m (4,050 ft)
1 V/UHF gonio, HF, VLF/Omega nav system, nav table,
side at the rear of the cabin, two search crew members at
FAR 25 landing run at typical landing weight high performance Thomson-CSF Varan radar designed

sidewindows. A three-seat sofa is provided for passen- 625 m (2,050 ft) for maritime detection, and a hand held camera linked

gers,on the port side. A drop hatch for stores, with floor Range with 6 crew, reserves of 5 ''f total fuel plus 30 min to the nav system for automatic data annotation.

mounted roller conveyor, is located towards the front of at S/L 2,250 nm (4,170 km; 2,590 miles) Dimensions: As Mystfere-Falcon 200
Weights:
the cabin. Galley and retractable toilet on port side.
Weight empty, equipped 8,700 kg (19,180 lb)
Provision for carrying four stretchers. DASSAULT-BREGUET GARDIAN Operating weight empty 8,880 kg (19,575 lb)
Systems: Pressurisation and air-conditioning by engine Based on engineering experience acquired with the Max fuel 4,845 kg (10,680 1b)
bleed air; max pressure differential 0.585 bars (8-5 Ib/sq HU-25A Guardian programme, this specialised maritime Max payload 1,640 kg (3,615 lb)
in). Two independent hydraulic systems, with twin surveillance aircraft is an adaptation of the Mystdre- Payload with max fuel 1,520 kg (3,350 1b)
engine driven pumps; electric standby pump to power Falcon 200 (which see). The first order, for five Gardians, Max T-O weight 15,200 kg (33,510 lb)
primary flight control system in emergency. All primary was placed by the French Navy, to replace Lockheed P-2H Max landing weight 13,100 kg (28,880 1b)
flight controls utilise dual hydraulic actuators, artificial
Neptunes in the Pacific area. The first of these aircraft flew Max zero-fuel weight 10,500 kg (23,150 1b)
feel, electric trim and manual backup. Each half of the for the first time on 15 April 1981, and was delivered to
Performance: As Myst^re-Falcon 200
dual actuator is fed by one of the hydraulic systems; the French Navy on 14 April 1983. All five Gardians flew
failure of either system will not affect handling, as each to their operational bases at Faaa, Tahiti, and Tontouta, DASSAULT-BREGUET MYST^RE-FALCON 100
actuator has sufficient power for full control deflection. New Caledonia, during July 1984. The Mystdre-Falcon 100 is the latest version of the
DC electrical system, with two 9kW engine driven Several variants of the Gardian are available, with dif- Mystfere-Falcon 10 series, which it has replaced in produc-
starter/generators, two nickel-cadmium batteries and ferent standards of equipment. Changes in the basic ver- tion. Like its predecessors, it is a small executive 'jet' for
two 1,000VA static inverters. Ground power recep-
tacle. One 20kVA alternator driven by hydraulic motor,
plus one 4k VA alternator driven by APU. Wings and
nacelles anti-iced by engine bleed air, permitting flight

under maximum icing conditions with one engine out.

Avionics: Basic package includes dual HF,

avionics
VHF/AM, IFF, single VHF/FM and UHF. Nav equip-
ment includes inertial sensor system. Omega, dual
VOR/ILS/marker beacon receivers, DME, ADF, radio
altimeters, area navigation system and single Tacan.
Sensors include maritime search and weather radar and
optional SLAR, infra-red and ultra-violet scanners,
FLIR, aerial reconnaissance camera and steerable TV
camera with laser illumination invisible to human eyes.
Equipment available for the HU-25As includes six
Aerojet Electro-Systems Aireye pollution control sys-
tems, able to detect and record on videotape oil spills
and infringement of fishing laws and treaties up to 43 nm
(80 km; 50 miles) to each side of the aircraft's flight path
by day or night, through clouds and in virtually any kind
of weather. Each system consists of three external sen-
sor pods and a Chicago Aerial Industries KS87B recon-
naissance camera in the fuselage. The largest pod, car-
ried under the fuselage, contains a Motorola APS-131
side-looking radar. Another, carried under the port
wing, houses a low light level TV system. The pod under
the starboard wing contains a Texas Instruments RS-
18C IR/UV linescan.
Dimensions, external:
Wing span 16-30 m (53 ft 6 in)
Wing aspect ratio 7-02 Dassault-Breguet HU-25A Guardian (two Garrett ATF 3-6-2C turbofans) (Pilot Press)

The five Dassault-Breguet Gardian maritime surveillance aircraft of the French Navy
70 FRANCE: AIRCRAFT — DASSAULT-BREGUET
three 750VA 400H/ 115V
inverters and two 23Ah
Automatic emergency oxygen system.
batteries.
Avionics and Equipment: Standard avionics include dup-
licated VHF and VOR/glideslope, single ADF, marker
beacon receiver, ATC transponder, autopilot, intercom
system and duplicated blind-fiying instrumentation.
Optional avionics include Collins EFlS-85. duplicated
DME and flight director, second ADF, weather radar
and radio altimeter.
Dimensions, external:
Wing span 13-08 m (42 ft 11 in)
Wing chord (mean) 2-046 m (6 ft 8'/. in)

Wing aspect ratio 7-1

Length overall 13-86 m (45 ft 5 '4 in)
Length of fuselage 12-47 m (40 ft 11 in)
Height overall 4-61 m (15 ft 1'2 in)
Tailplane span 5-82 m (19 ft 1 in)
Wheel track 2-86m (9 ft 5 in)
Wheelbase 5-38 m (17 8 ft in)
Passenger door: Height 1-47 m (4 10 ft in)
Width 0-80 m (2 7 ft in)
Height to sill 0-884 m (2 10'4 ft in)
Emergency exit (stbd side, over wing)
Height 0-914 m (3 ft in)
Width 0-508 m (1 ft 8 in)
Dimensions, internai :

Cabin, excl flight deck: Length 4 70 m (15 ft 5 in)

Max width m (5
1-55 ft 1 in)
Max height 1-45 m (4 9 in) ft

Volume 7-11 m' (251 cuft)

Dassault-Breguet Myst6re-Falcon 100 four/seven-passenger executive transport (Ritui I'rcss)
Baggage compartment volume:
cabin 0-72 m' (25-4 cu ft)

rear 0-81 m' (28-6 cu ft)

Areas:
Wings, gross 24 1 m- (259-4 sq ft)

Horizontal tail surfaces (total) 6 75 m= (72-65 sq ft)

Vertical tail surfaces (total) 4-54 m- (48-87 sq ft)

Weights;
Weight empty, equipped 5,055 kg (11,145 lb)
Max payload 915 kg (2,015 lb)
Max fuel 2,680 kg (5,910 lb)
Max TO weight 8,755 kg (19,300 Ih)
Max zero-fuel weight 6,150 kg (13,560 lb)
Max landing weight 8,000 kg (17,640 lb)
Perlormance:
Never-exceed speed at S/L
Dassault-Breguet Mystfere-Falcon 100 (two Garrett TFE731-2 turbofan engines) 350 knots (648 km/h; 402 mph)
Max operating Mach No. 0-87
five to seven passengers, with compound swept wings of 3,340 litres (735 Imp gallons; 882 US gallons). Sepa- Max cruise Mach No. at 10,670
(35,000 ft) 0-84 m
fitted with high-lift devices, and powered by Garrett rate fuel system for each engine, with provision for Max cruising speed at 7,620 m (25,000 ft)
TFE731-2 turbofan engines. cross-feeding. Pressure refuelling system. 492 knots (912 km/h; 566 mph)
Details of the early history of the Mystfere-Falcon 10 Approach speed 100 knots (185 km/h: 115 mph)
Accommodation: Crew of two on flight deck, with dual
series can be found in the 1982-83 Jane's. By 1 June 1983, controls and airline type instrumentation. Provision for FAR 25 balanced T-O field length with four passengers
a total of 199 Mystere-Falcon 10s and 100s had been third crew member on jump Normal and fuel for a 1 ,000 nm (1,850 km; 1,150 mile stage,
a seat. seating for I

delivered. Fuselages are provided by the Potez works at

four passengers (two individual seats and a three -seat 45 mm
reserves 960 m (3,150 ft)
Aire-sur-Adour, which assembles components built by sofa) or for seven passengers, with two individual seats FAR 25 balanced T-O Held length, with four passengers
Sogerma, Socea and Socata. Wings come from CASA of added. Each pair of single seats is separated by a table. and max fuel ,280 m (4,200 ft) 1

Spain; tail units and nose assemblies from 1AM of Italy; Coat compartment on starboard side, immediately aft of FAR 121 landing field length, with four passengers and
and many other components such as tail hns, doors and flight deck opposite door; rear baggage compartment 45 min reserves 1,070 m (3,510 ft)
emergency exits from Latecoere's Toulouse works. behind sofa. Galley on left of entrance. Optional front Range with four passengers and 45 min reserves
By comparison with the Mystere-Falcon 10. the model toilet compartment. Downward opening door with 1.880 nm (3.480 km; 2,160 miles)
100 has an increase of 225 kg (496 lb) in max T-O weight
and higher max ramp weight; a fourth cabin window on the
built-in steps. DASSAULT-BREGUET MYSTERE-FALCON 50
starboard side, opposite the door; a larger heated,
Systems; Duplicated air-conditioning and pressurisation The Mystere-Falcon 50 three-turbolan executne trans-
systems supplied with air bled from both engines. Pres- port has the same external fuselage cross section as the
unpressurised rear baggage compartment; and provision
sure differential 0-61 bars (8-8 Ib/sq in). Two indepen- Mystere-Falcon 200, but is an entirely new design, featur-
for a CollinsHve-CRT EFlS-85 instrument package.
dent hydraulic systems, each of 207 bars (3,000 Ib/sq in) ing area ruling and advanced wing aerodynamics. Normal
The French Navy has taken delivery of seven Mystere-
pressure and with twin engine driven pumps and layout is for a crew of two or three and eight or nine
Falcon 10s, under the designation Mystere-Falcon 10
MER, and uses them as intruders tor interception framing emergency electric pump, to actuate primary flight con- passengers, with provision for up to twelve passengers.
trols, flaps, landing gear, wheel brakes, spoilers, yaw Since 980 an ambulance version has also been available,
1
of Etendard pilots, as conventional intrument and night
Hying trainers, for calibration of shipboard radars, and for damper and nosewheel steering. 28V DC electrical sys- with the interior laid out for three stretchers (or two

medical evacuation and communications duties. One of

tem with a 9kW DC starter s;cner;itor on each enenic. sirctclK-rs anil he:i\ v nictlR';il eqiiipnient ) and two doctors.
these aircraft has been fitted with four underwing hard-
ECM equipment
points for stores that include armament,
and unspecified pods.
Under a state sponsored research and development
programme, Aerospatiale and Dassault-Breguet are
working on a resin-impregnated carbonfibre wing for a
Falcon 10 designated VI OF.
Type: Twin-turbofan executive transport.
Wings: Cantilever low-wing monoplane with increased
sweepback on inboard leading-edges. All-metal torsion
box structure, with leading-edge slats and double-
slotted trailing-edge flaps and plain ailerons. Two-
section spoilers above each wing, forward of flaps.
Fuselage: All-metal semi-monocoque structure,
designed to fail-safe principles.
Taii Unit; Cantilever all-metal structure, similar to that
of Falcon 200.
Landing Gear: Retractable tricycle type, manufactured
by Messier-Hispano-Bugatti, with twin wheels on each
main gear unit, single wheel on nose gear. Hydraulic
retraction, main units inward, nosewheel forward.
Oleo-pneumatic shock absorbers. Mainwheel tyres si/e
22 X 575 pressure 9-31 bars (135 Ib/sq in). Nose-
in,

wheel tyre size 18 x 5-75 in, pressure 6 48 bars (94 Ib/sq

in).
Power Plant: Two Garrett TFE731-2 turbofan engines
(each 14-4 kN; 3,230 lb st), pod mounted on sides of
rear fuselage. Fuel in two integral tanks in wings and twii
J
integral feeder tanks in rear fuselage, w ith total capacity Dassault-Breguet Mystere-Falcon 50 operated by the Spanish Air Force {Javwi Taiho)
 DASSAULT-BREGUET — AIRCRAFT: FRANCE 71

The original prototype (F-WAMD) flew for the first

time on 7 No\ ember 476. followed by

1 seeond prototype
a
(F-WINR) on 1« February 1978 and the third (and sole
pre-produetion) aircraft on 13 June 1978. cer- DGAC
tification was received on 27 February 1979, followed by
FAA type approval on 7 March. Falcon ."^O c/n 4. flown on
2 March 1979, was the first built on Dassault-Breguet's
Merignac assembly line and became Falcon Jet's US
demonstrator. Deliveries began in July 1979 and totalled
132 aircraft, registered in 26 countries, by January 1984. 1

Since delivery of the fifth aircraft to the Armee de I'Air's

GLAM (Croupe de Liaisons Acriennes Ministerielles) in
early 1 980, for use by the President of the French Repub-
lic, Mystire-Falcon 50s have been purchased forstate VIP

transportation in West Germany, Iraq, Jordan, Morocco,

South Africa, Spain and Yugoslavia.
On 3 1 March 1979 a Falcon 50 set three records in Class
Clh (business aircraft of 12,000-16,000 kg AUW) in the
USA, by flying a straight-line distance of 3,293-69 nm
(6.099-91 km; 3,790 31 miles) and maintaining in level
flight a height of 1 3,7 16 m (45,000 ft), which was accepted
in both altitude and altitude in level flight categories.
Similar records in Class Cli (16,000-20,000 kg) were set
in France on 24 April 1980, with a distance of 3,325-61 nm
(6,15904 km; 3,827-05 miles) and height of 13,716 m
(45,000 ft).
Fuselages for the Myst&re-Falcon 50 are produced at
Aerospatiale's Saint-Nazaire works, wings at the Col-
omiers plant of Dassault-Breguet, tail units by Aero-
spatiale at Meaulte, and cowlings by Hurel-Dubois at
Velizy-Villacoublay. Dassault-Breguet Myst^re-Fajcon 50 long-range three-turbofan executive transport ll'iloi Press)
Type: Three-turbofan executive transport.
Wings: Cantilever low-wing monoplane, with compound
Dimensions, external: Max operating speed 7,225 m (23,700 ft)
at
Wing span 18-86 m (61 ft IOV2 in 370 knots (685 km/h; 425 mph) IAS
leading-edge sweepback and optimised section. Each
Wing chord (mean) 2-84 m (9 ft 3% in Max cruising speed
wing is attached to the central box structure by multiple
bolts and forms an integral fuel tank. Full span leading-
Wing aspect ratio 7-6 Mach 0-82 or 475 knots (880 km/h; 546 mph)
edge slats, of which the outboard sections are slotted. Length overall 18-50 m (60 ft 8'/2 in Service ceiling 13,800 m (45,300 ft)
Length of fuselage 17-66 m (57 ft 1 1 in FAR 25 balanced field length with 8 passengers and fuel
Double-slotted trailing-edge flaps and ailerons, latter
Height overall 6-97 m (22 ft 10'/: in for 3,500 nm (6,480 km; 4,025 miles)
with carbonhbre skin. Three-section two-position air-
Tailplane span 7-74 m (25 ft 4% in 1,430 m (4,690 ft)
brakes on top surface of each wing.
Fuselage: All-metal semi-monocoque structure of circ-
Wheel track 3-98 m (13 ft OV4 in FAR 121 landing distance with 8 passengers and 45 min
ular cross-section, with aft baggage compartment
Wheelbase 7-24 m (23 9 ft in LR reserves 1,050 m (3,450 ft)
included in pressure cell.
Passenger door: Height 1-52 m (4 11% ft in Range at Mach 0-75 with 8 passengers and 45 mm LR
Width 0-80 m (2 7 ft ',2 in reserves 3.500 nm (6,480 km; 4,025 miles)
Tail Unit: Cantilever all-metal structure. Horizontal sur-
Height to sill 1-30 m (4 3'/4 ft in
faces, with anhedral, mounted partway up Hn. Tailplane
incidence adjustable by screwjack, driven by two elec-
Emergency exits (each side, over wing); DASSAULT-BREGUET MYSTfeRE-FALCON 900
Height 0-92 m (3 ft O'A in
On 27 May 1983, at the Paris Air Show, Dassault-
tric motors controlled by normal' and 'emergency' con-

trols located respectively on the control wheels and

Width 0-51 m (1 ft 8 in
Breguet announced the launch of a programme to develop
pedestal. Dimensions, internal: an intercontinental three-turbofan executive transport to
Landing Gear: Retractable tricycle type by Messier- Cabin, incl forward baggage space and rear toilet: be known as the Mystere-Falcon 900. The prototype
Hispano-Bugatti, with twin wheels on each unit. Hyd- Length 6-67 m (21 ft 10'/2 in (F-WIDE Spirit of La luyetle) was rolled outon 18 May
main units inward, nosewheels for-
raulic retraction, Max width 1-86 m (6 ft IVi in 1984 and subsequently made its first on 21 Sep-
flight
ward. Mainwheel tyres size 26 x 6-6-14 in, pressure Max height 1-79 m (5 ft 10 '/2 in tember 1984. An airframe for static testing was expected
14-34 bars (208 Ib/sq in). Nosewheel tyres size 14-5 x Volume 14-3 m' (505 cu ft to be delivered to CEAT before the end of that year. The
5-5-6 in, pressure 8-96 bars (130 Ib/sq in). Four-disc Baggage compartment (rear) 2-55 m' (90 cu ft second development due to fly in September
aircraft is

brakes designed for 400 landings with normal energy 1985. Approval for full production was given on 18 May
Areas:
braking. 1984; deliveries are planned to start in the second half of
Wings, gross 46-83 m^ (504-1 sq ft
Power Plant: Three Garrett TFE73 1 -3 turbofan engines, 1986.
Horizontal tail surfaces (total) 13-35 m' (143-7 sq ft
each rated at 16-5 kN (3,700 lb st) for take-off. Two As can be seen in the accompanying illustrations, the
Vertical tail surfaces (total) 9-82 m' (105-7 sq ft
engines pod mounted on sides of rear fuselage, the third Mystere-Falcon 900 is similar in configuration to the
attached by two top mounts. Thrust reverser on centre Weights: Mystere-Falcon 50, but with increased overall dimen-
engine. Fuel in wing and fuselage tanks, with total Weight empty, equipped 9,150 kg (20,170 lb sions, notably a larger fuselage. The wider, flat-floor cabin
capacity of 8,765 litres (1,928 Imp gallons; 2,315 US Max payload 1 ,570 kg (3,460 lb
accommodates up to 19 passengers and includes at the
gallons). Single point pressure fuelling.
Max fuel 7,040 kg (1 5,520 lb rear a large baggage compartment, accessible also from
Accommodation: Crew of two side by side on flight deck,
Max T-O and ramp weight 17,600 kg (38,800 lb
outside the aircraft. A wide variety of cabin layouts is

with dual controls and airline type instrumentation.

full
Max zero-fuel weight 1 1 ,000 kg (24,250 lb
envisaged.
Third seat to rear of co-pilot. Various cabin configur-
Max landing weight 16,200 kg (35,715 lb Type: Three-turbofan executive transport.
ations available, based on two alternative toilet loca- Performance: Airframe: Structure results from a computer-assisted
tions. An aft cabin toilet allows an eight/nine-passenger Max operating Mach No. 0-86 design and manufacturing programme developed by
arrangement, with four chairs in forward cabin, facing Max operating speed at S/L Dassault and named C ATI A (computer aided tridimen-
each other in pairs, and a three-place sofa and two 350 knots (648 km/h; 402 mph) IAS sional interactive applications). Carbonfibre and aramid
facing chairs in the rear cabin. A wardrobe, galley and
crew toilet are located forward, in the entrance area.
Alternatively, a forward toilet, facing the door, makes
possible a lounge in the rear cabin, furnished with a
four/Hve-place angle sofa and a chair. This rear lounge is
separated from the forward cabin by either a wardrobe
and refreshment/recreation console, or by two add-
itional seats, raising the cabin accommodation to twelve
persons. The rear baggage compartment is pressurised
and air-conditioned, and has a capacity of 1,000 kg
(2,2001b). Access is by a separate dooron the port side.
Systems; Air-conditioning system utilises bleed air from
all three engines. Max pressure differential 0-61 bars
(8-8 Ib/sq in). Pressurisation maintains a max cabin
altitude of 2,440 m (8,000 ft) to a flight altitude of
13,700 m (45,000 ft). Two
independent hydraulic sys-
tems, pressure 207 bars (3,000 Ib/sq in), with three
engine driven pumps and one emergency electric pump,
actuate primary flying controls, flaps, slats, landing gear,
wheel brakes, airbrakes and nosewheel steering. 28V
DC electrical system, with a 9kW 28V DC starter/
generator on each engine and two 23Ah batteries.
Automatic emergency oxygen system. Optional 9kW
Garrett APU.
Avionics: Standard items include Omega, mertial navig-
ation system, duplicated VHF and VOR, ADF, DME,
ATC and HF, radio altimeter and weather radar. Basic
aircraft includes Collins AP-580 aulopilot and two
FCS-80 flight directors. Optional equipment includes
Sperry or Collins EFIS. Dassault-Breguet Mystere-Falcon 900 (three Garrett TFE731-5A turbofan engines) {I'lloi I'ress)
 )

72 FRANCE: AIRCRAFT — DASSAULT-BREGUET / MICROJET

Rollout of the prototype Dassault-Breguet Myst^re-Falcon 900 at Bordeaux-M^rignac, on 18 May 1984 (Howcird Lew)

composite materials are used widely. Landmg gear Sperry FMZ 605 flight management system, associated Operating weight empty 10,615 kg (23,402 lb)
utilises Michelin radial tyres on mainwheels. pressure with two AZ 810 air data computers and Honeywell Max payload 1,815 kg (4,000 lb)
13 bars (190 Ib/sq in), and carbon brakes. laser gyro inertial platforms. Collins Pro Line 11 ARINC Max fuel 8,620 kg (19,003 lb)

Power Plant: Three Garrett TFE731-5A turbofan 429 series com/nav receivers. Max TO weight 20,640 kg (45,500 lb)

engines, each rated at 20 kN

(4,500 lb st). Fuel con- Dimensions, external: Max landing weight 19,050 kg (42,000 lb)

tained in pressurised tanks in wings and fuselage, total Wing span 19-33 m (63 ft 5 in) Normal landing weight 12,250 kg (27,000 lb)

capacity 10,735 litres (2,361 Imp gallons; 2,835 US Wing aspect ratio 7-62 Max zero fuel weight:
gallons). Wing svveepback: inboard 29° standard 12,430 kg (27,400 lb)
outboard 24° 30' optional 14,000 kg (30,865 lb)
Accommodation: Typical configuration persons hasfor 12
two crew side by side on flight deck, divided by a door
Length overall 20-25 m (66 ft 5V4 in) Pereormance (estimated at AUW of 12,250 kg; 27,000
Fuselage diameter 2-50 m (8 ft 2'/2 in) lb, except where indicated)
from the main cabin: large areas at front of cabin and
Height overall 7-55 m (24 ft 9V4 in) Max cruising speed Mach 0-84
amidships for baggage hold, wardrobe, galley, refresh-
Dimensions, internal:
Econ cruising speed Mach 0-75
ment and entertainment consoles: four armchair scats in
Cabin, excl flight deck, inci toilet and baggage com-
T-O speed: clean 104 knots (193 km/h; 120 mph)
facing pairs, with tables between, in forward cabin area;
40° flap 82 knots (152 km/h; 95 mph)
two inward facing three-place settees at rear, with table. partments:
11-90 m (39 ft OV2 m)
Approach speed
Door at rear, to toilet and washroom, leading through Length
95-100 knots (176-185 km/h; 109-115 mph)
second door to large rear baggage area. Crew/passenger Max width 2-34 m (7 ft 8 in)
Max cruising height 15,550 m (51,000 ft)
airstair door at front, external baggage door at rear, Width at floor 1 -86 m (6 ft 1 Va in
Balanced landing lield length with full tanks, eight pas-
both on port side. Max height 1-87 m (6 ft I'/i m)
sengers and baggage 1,555 m (5,100 ft)
Volume 3812 m' (1,346 cu ft)
Systems: Air-conditioning uses engine bleed air or air
Rear baggage compartment volume
FAR 91 landing Meld length at AUW
of 12,250 kg
from Garrett APU. Pressurisation system max differen- (27,000 lb) 700 m (2,300 ft)
tial 0-64 bars (9-3 Ib/sq in). DC electrical system sup-
3-60 m" (127 cu ft)

3-75 m" (132 cu

Range with max pavload, NBAA IFR reserves
plied by three 9kW 28V Auxilec starter/generators. Flight deck volume ft)
2,400 nm (4,444 km; 2,760 miles)
Eros (SFIM/lntertechnique) oxygen system. Area: Range at Mach 0-75 with max fuel and NBAA IFR
Avionics and Eol'ipment: Dual bi-directional Sperry Wings, gross 49-03 m- (527-75 sq ft) reserves:
ASCB digital databus operating in conjunction with Weights: 15 passengers 3,660 nm (6,780 km; 4,210 miles)
dual SPZ 800 flight director/autopilot and EFIS. Dual Weight empty, equipped 10,240 kg (22,575 lb) 8 passengers 3,800 nm (7,035 km; 4,370 miles)

MICROJET
MICROJET SA
BP25,21 avenue Clement Ader, 31771 ColomiersCedex
Telephone: (61) 78 54 44
MIJET 521804F
Telex:
MJ 200 Programme Manager: Jacques Grangette
MICROJET 200 B
To promote utilisation of the small gas turbine engines
that manufactures, Microturbo SA initiated the design
it

and development of a side by side two-seat training air-

craft known as the Microjet 200 (MJ 200), of which a
wooden prototype (F-WZJF) was flown for the first time
by M Jacques Grangette on 24 June 1980. Aim of the
programme is to offer economies in military pilot training
by use of very small high-performance jet aircraft with
comparatively low initial and operating costs.
The Microjet 200 prototype is powered by two Micro-
turbo TRS 1 8-046 turbojets, each rated at -08 kN (243 lb 1

st). Since it hrst flew, the tail unit has been given additional

sweepback, the canopy has been made more rounded, the

fuselage lengthened, and the landing gear improved. It has
been followed by two pre-production models of the same
design, known as Microjet 200 Bs, plus parts for a third
and a static test airframe. The 200 B has more powerful
engines; wings, tail unit and control surfaces of Pre-production Microjet 200 B two-seat lightweight training aircraft (Air Portraits)

glassfibre/epoxy; and a metal fuselage. Manufacture of the

200 Bs started in November 1981 most components being
, Microjet 200 B, to which the following description spars. Small airbrake forward of outer end of flap on
produced by Marmande Aeronautique for final assembly applies: upper surface of each wing. Ailerons embody adjustable
by Microjet SA, a specially formed subsidiary of Micro- Type: Two-seat lightweight training aircraft. artihcial feel. Ground adjustable tab on port aileron.
turbo. First flight of a pre-production aircraft (F-WDMT) Wings: Cantilever low-wing monoplane of tapered plan- Fuselage: Conventional light alloy semi-monocoque
took place on 19 May 1983, in time for it to participate in form. Wing section RA I6-3C3. Thickness/chord ratio structure. NACA flush engine air intake on each side of
the 1983 Paris Air Show. Together with the prototype, it 16'f Dihedral 5° 2' constant from roots. Incidence 3°.
. fuselage aft of cockpit; exhaust through lateral jetpipes
then underwent technical evaluation by pilots of the CEV Sweepback 0° at 30 per cent chord. Wings, Frise ail- forward of tail unit.
between 5 and 16 September 1983. A target of mid-1984 erons and electrically operated single-slotted trailing- Tail Unit: Cantilever V type, comprising fixed surfaces
was set for completion of the Hrst production edge flaps all of glasshbre/epoxy, with carbonfibre wing and elevators of glassfibre/epoxy, with carbonfibre
 MICROJET / MUDRY — AIRCRAFT: FRANCE 73

spars. Shallow ventral fin. Sweepbaek 26° at 50 per cent Areas: Econ cruising speed 210 knots (389 km/h; 241 mph)
chord. Included angle 1 10°. Controllable tab at root end Wings, gross 6-28 m^ (67-60 sq ft) Stalling speed, flaps down, engines idling
of each elevator. Ailerons (total) 0-446 m^ (4-80 sq ft) 72 knots (134 km/h; 83 mph)
Landing Gear: Retractable tricycle type, with single Trailing-edge flaps (total) 0-69 m^ (7-43 sq ft) Max rate of climb at S/L 520 m (1,705 ft)/min
wheel on each unit. Electric retraction, nosewheel rear- Tail surfaces (total) 2-50 m^ (26-91 sq ft) Rate of climb at S/L, one engine out
ward, main units inward into fuselage. Manual Weights and Loadings: 120 m (390 ft)/min
emergency extension. All wheels fully enclosed by Weight empty 650 kg (1,433 lb) Service ceiling 9,150 m (30,000 ft)
doors when retracted. Microjet oleo-pneumatic shock Max fuel 350 kg (772 lb) Service ceiling, one engine out 3,050 m (10,000 ft)
absorber m all three units. Nosewheel offset 1 49 mm (6 Max T-O weight: Aerobatic 950 kg (2,095 lb) T-O run 850 m (2,800 ft)
in) to starboard. Goodyear wheels, tyres and two-disc Utility 1,150 kg (2,535 lb) T-O to 15 m (50 ft) 1,180 m (3,870 ft)
hydraulic brakes. Mainwheel tyres size 15 x 600-6, Max ramp weight 1,160 kg (2,557 lb) Landing from 15 m (50 ft) 510 m (1,674 ft)
nosewheel tyre size 5-00-5; pressure 3-0 bars (43-5 Ib/sq Max wing loading 183-1 kg/m' (37-5 Ib/sq ft) Landing run 390 m (1 ,280 ft)
in). Max power loading 442 kg/kN (4-34 lb/lb st) Range with max internal fuel, 20 min hold
Power Plant: Two Microturbo TRS 18-1 turbojet Performance (estimated, at max T-O weight): 470 nm (870 km; 541 miles)
engines, each rated at 130 kN (293 lb st) for normal Max operating speed 300 knots (555 km/h; 345 mph) Max endurance 2 h 15 min
operation, uprated automatically to 1-45 kN (326 lb st) Max level speed and max cruising speed at 5.500 m g limits; Aerobatic -t-7/-3-5
on surviving engine after failure of the other during (18,000 ft) 250 knots (463 km/h; 287 mph) Utility -1-4/- 1-8

take-off. Fuel in two interconnected tanks, with total

capacity of 450 litres (99 Imp gallons). Two refuelling
points in sides of fuselage. Total oil capacity 1-6 litres
(0-35 Imp gallon).
Accommodation: Pilot and instructor on side by side seats,
under one-piece rearward hinged transparent canopy.
Starboard (instructor's) seat staggered 55 cm
(I ft 9V4 in) aft of port seat. Cockpit heated and venti-

lated by ram air and exhaust heat exchanger, but not

pressurised.
Systems: Electrical system comprises two l-6kW engine
driven generators and a 15 Ah nickel-cadmium battery
which actuate the landing gear and flaps through non-
reversible mechanical jacks. Gaseous oxygen supply for
two crew for four hours.
Avionics and Equipment: Blind-flying instrumentation
and avionics for IFR flight standard.
Dimensions, external:
Wing span 7-56 m (24 ft 9^/j in)
Wing chord at root 0-85 m (2 ft 9': in)
Wing aspect ratio 9-3
Length overall 6-55 m (21 ft 6 in)
Length of fuselage 6-37 m (20 ft 10'4 in)
Width of fuselage 1 10 m (3 ft 7V4 in)

Height overall 2-27 m (7 ft 5 ''2 in)

Tailplane span 307 m (10 ft 1 in)

Wheel track 1-92 m (6 ft 3V2 in)

Wheelbase 2-645 m (8 ft 8V4 in) Microjet 200 B in production configuration (Pilot Press)

MUDRY plywood covering, with outer skin of polyester

Inner section of each wing rectangular
fabric. Power Plant: One 134 kW (180 hp) Avco Lycoming
AEIO-360-B2F flat-four engine, driving a Hoffmann
in plan, outer
AVIONS MUDRY et CIE
is

section semi-elliptical. Wooden trailing-edge plain flaps two-blade fixed-pitch wooden propeller. Standard fuel
Aerodrome de Bernay, BP 47, 27300 Bernay
and slotted ailerons. tank aft of engine fireproof bulkhead, capacity 72 litres
Telephone: (32) 43 47 34
Fuselage: Conventional spruce girder structure, built in (16 Imp gallons). Optional auxiliary tank, capacity 75
Telex: MUDRY
180 587 F
two halves andjoined by three main frames. Of basically litres (16-5 Imp gallons), beneath baggage compart-
Director: Auguste Mudry
rectangular section with rounded top decking. Polyester ment. Fuel and oil systems modified to permit periods of
Mudry Aviation Ltd fabric covering. Forward section also has an inner inverted flying.
Dutchess County Airport, Wappingers Falls, NY 12590.
plywood skin for added strength. Engine cowling panels Accommodation: Side by side adjustable seats for two
USA of non-inflammable laminated plastics. persons, with provision for back parachutes, under
President: Daniel Heligoin
Tail Unit: Conventional cantilever structure. All-wood rearward sliding and jettisonable moulded transparent
M Auguste Mudry established this company in 1958 in single-spar fin, integral with fuselage, and tailplane. All canopy. Special aerobatic shoulder harness standard.
the works of the former Societe Aeronautique Normande surfaces covered with both plywood and polyester fab- Space for 20 kg (44 lb) of baggage aft of seats in training
at Bernay, and operated it in parallel with his other aircraft
ric. Tailplane incidence adjustable on ground. Trim tab and touring models.
manufacturing company, C.A.A.R.P. of Beynes (see in each elevator. Automatic rudder trim. Small ventral Systems: Electrical system includes Delco-Remy 40A
1977-78 Jane's). All activities of C.A.A.R.P. were subse- fin. engine driven alternator and SAFT 12V DC nickel-
quently combined with those of Avions A. Mudry, at Landing Gear: Non-retractable tailwheel type. Main- cadmium battery.
Bernay, where the CAP 10 B and CAP 21 aerobatic light wheel legs of light alloy, with ERAM type 9 270 C Avionics and Equipment: CSF 262 12-channel VHF
aircraft were manufactured until 1983. Pending a resump-
oleo-pneumatic shock absorbers. Single wheel on each radio and g meter fitted. Optional equipment includes
tion of full production, probably towards the end of 1984,
main unit, tyre size 380 x 150. Solid tailwheel tyre, size starboard brake pedals; Narco. Jolliet or Badin VHF;
Avions Mudry has reduced its workforce to a cadre of 6 X 200. Tailwheel is steerable by rudder linkage but Narco VOR; radio compass; IFR instrumentation;
about a dozen persons. can be disengaged for ground manoeuvring. Hydraul- navigation and landing lights; and heated pitot.
MUDRY CAP 10 B ically actuated mainwheel disc brakes (controllable from Dimensions, external:
port seat) and parking brake. Streamline fairings on Wing span 8-06 m (26 ft 5y4 in)
Developed from the Piel Emeraude two-seat light air-
mainwheels and legs. Wing aspect ratio 5-96
craft (see Homebuilts section), via the prototype C.P. 100
aerobatic version built by C.A.A.R.P., the CAP 10 is
intended for use as a training, touring or aerobatic aero-
plane. The prototype was flown for the first time in August
1968, and certification of the CAP 10 was granted on 4
September 1970. Later production aircraft, with ventral
fin and enlarged rudder, are designated CAP 10 B. Con-

struction is to French AIR 2052 (CAR 3) Category A

standards for aerobatic flying. FAA certification for day
and night VFR operation was received in 1974.
A total of exactly 200 CAP 0/1 Bs had been delivered
1

to customers in 2 1 countries by January 1 984. including 56

for the French Air Force and six for the French Navy.
Some are in service with the Air Force's Equipe de Voltige
Aerienne (EVA) at Salon-de-Provence, others with its
basic flying training schools at Clermont-Ferrand-Aulnat
and Cognac, and the Navy's pilot selection centre at St
Raphael. Overseas operators include the Mexican Air
Force's flying training school, whose 20 aircraft are equip-
ped almost to IFR standard, and the Royal Moroccan Air
Force, which has two. Thirty-seven CAP 10 Bs were deli-
vered in 1983. and it was hoped that circumstances would
justify the launch of a third production series of 100 air-
craft before the end of 1984.
Type; Two-seat aerobatic light aircraft.
Wings: Cantilever low-wing monoplane. Wing section
NACA 2301 2. Dihedral 5° from roots. Incidence 0°. No
sweepbaek. All-spruce single-spar torsion box struc-
ture, with trellis ribs, rear auxiliary spar and okoume CAP 10 B two-seat aerobatic light aircraft of the French Air Force
74 FRANCE: AIRCRAFT — MUDRY / REIMS AVIATION

Max rate of climb at S/L 840 m (2.755 ft)/min

Endurance with max fuel 2 h
g limits -t-8/-6

MUDRY CAP X
In early 1981, Avions Mudry announced its intention to
develop a side by side two-seat training aircraft powered
by its new MB-4-80 engine. Known as the CAP X, it is a
low-wing monoplane, designed for low initial cost,
minimum maintenance requirements and a fuel consump-
tion ol 17-18 litres (3-75-4 Imp gallons) per hour. Com-
posite materials are used in its construction.
The prototype (F-WZCJ) flew for the first time on 10
September 1982. After completing its first phase flight
testing with the MB-4-80 engine on 10 March 1983. it was
re-engined with an 80 kW (108 hp) Avco Lycoming flat-
four engine, with which it resumed flying on 4 May 1983 as
the CAP X Super. A total of 200 flying hours had been
logged with the two engines by the beginning of 1984.
when a Lycoming engined pre-series prototype was near-
ing completion.
Mudry CAP 21 (Avco Lycoming AEIO-360-A1B engine) (Air Portraits) The following details apply to the CAP X prototype
with MB-4-80 engine, except where indicated:
Length overall 7-16 m (23 fl 6 in) Wings: Cantilever low-wing monoplane. Wing section Type: Two-seat low-cost basic flying trainer.
Height overall 2-55 m (8 ft 4V2 in) V16F. Thickness/chord ratio 16^. Dihedral l°30'.No Wings: Cantilever low-wing monoplane. Wing section
Tailplane span 2-90 m (9 ft 6 in) twist. All-wood single-spar structure, with flaps. ONERA OAAG
04. Thickness/chord ratio 12-^^.
Wheel track 206 m (6 ft 9 in) Automatic tab in each aileron to reduce stick forces. Dihedral 5° from roots. No sweep at quarter-chord.
Dimension, internal: Fuselage: Conventional all-wood structure, of basically Wood construction, with carbonfibre spar, and honey-
Cabin: Max width 1054 m (3 ft 5',: in) triangular section with rounded top decking. Wood cov- comb sandwich ailerons and flaps.
Areas: ering, except for laminated plastics engine cowling. Fuselage: Conventional wood structure.
Wings, gross 10-85 m^ (116-79 sq ft) Tail Unit: Cantilever all-wood structure. Trim tab in each Tail Unit: Cantilever wood structure, with sweptback fin
Ailerons (total) 0-79 ni= (8-50 sq ft) elevator. and rudder. Small fixed tab on rudder. All-moving hori-
Vertical tail surfaces (total) 1-32 m^ (14-25 sq ft) Landing Gear: Non-retractable tailwheel type. Canti- zontal surfaces, with full span tab each side.
Horizontal tail surfaces (total) 1-86 m^ (200 sq ft) lever glasstibre main legs, with streamline fairings over Landing Gear: Non-retractable tricycle type. Cantilever
Weights (A: Acrobatic, U: Utility): wheels. Disc brakes. glassfibre main legs. Streamline fairing over each wheel.
Weight empty, equipped: A, U 540 kg (1,190 lb) Power Plant: One 149 kW (200 hp) Avco Lycoming Small tailskid. JPX disc brakes and parking brake.
Fuel load: A 54 kg (119 lb) AE1O-360-AIB flat-four engine, driving a two-blade Power Plant: One 59 kW (80 hp) Mudry-Buchoux
U 108 kg (238 lb) Hartzell variable-pitch propeller. Fixed-pitch propeller MB-4-80 flat-four engine, driving a two-blade fixed-
Max T-O weight: A 760 kg (1,675 lb) optional. Max fuel capacity 75 litres (16 5 Imp gallons), pitch propeller. Fuel capacity 55 litres (12 Imp gallons).
U 830 kg (1,829 lb) with 15 litre (3-3 Imp gallon) gravity tank for inverted Oil capacity 4-5 litres (1 Imp gallon).
Performance (at max T-O weight): flying. ArroMMODATioN: Two persons by side under large
side
Never-exceed speed 183 knots (340 km/h; 21 1 mph) ArcoMMODATiON: Single glasshbre seat under rearward forward sliding transparent canopy.
Max level speed at S/L sliding transparent canopy. Special aerobatic shoulder Dimensions, external:
146 knots (270 km/h: 168 mph) harness. Wing span 8-00 m (26 ft 3 in)
Max cruising speed (75'^' power) Dimensions, external: Wing area, gross 9-00 m' (96-9 sq ft)
135 knots (250 km/h: 155 mph) Wing span 808 m (26 fl 6 in) Wing aspect ratio 71
Stalling speed, flaps up Wing aspect ratio 6-95 Length overall 5-90 m (19 ft 4V2 m)
54 knots (100 km/h: 62 mph) IAS Length overall 6-46 m (21 ft 2V2 in) Height overall 2-05 m (6 ft 8% in)
Stalling speed, flaps down Height overall 1-52 m (5 ft in) Fuselage: Max width 1-08 m (3 ft 6'/2 in)

46 knots (85 km/h; 53 mph) IAS Area: Propeller diameter 1-55 m (5 ft 1 in)
Max rate of climb at S/l. over 360 m (1,180 ft)/min Wings, gross 9-2 m' (99-0 sq ft) Weights (A, CAP X; B, CAP X Super):
Service ceilmg 5,000 m (16.400 ft) Weights and Loadings: Weight empty: A 340 kg (750 lb)

T-O run 350 m (1,149 ft) Weight empty 500 kg (1,103 lb) B 380 kg (838 lb)

T-O to 15 m (50 ft) 450 m (1 .477 ft) Max T-O weight (Aerobatic) 620 kg (1,367 lb) Max T-O weight: A 530 kg ,168 ( 1 lb)
Landing from 15 m (50 ft) 600 m (1,968 ft) Max wing loading (Aerobatic) B 550 kg (1,212 lb)
Landing run 360 m (1,182 ft) 67-4 kg/m= (13-8 Ib/sq ft) Performance (estimated):
Range with max fuel 647 nm (1,200 km; 745 miles) Max power loading (Aerobatic) Never-exceed speed 155 knots (287 km/h; 178 mph)
g limits +6/-4-5 4-16 kg/kW (6-84 Ib/hp) Max cruising speed at 1,500 m (4,920 ft)
Performanoe: 102 knots (189 km/h; 117 mph)
MUDRY CAP 21
Never-exceed speed 205 knots (380 km/h; 236 mph) 45 knots (82 km/h; 51 mph)
Stalling speed
The CAP 21 is a single-seat acrobatic competition air-
Max cruising speed {15' power) i Range with max fuel, with reserves
craft which retains the fuselage and tail unit of the earlier
143 knots (265 km/h: 165 mph) 400 nm (740 km; 460 miles)
CAP 20LS-200. but has cantilever main landing gear legs
speed 46 knots (85 km/h; 53 mph) +4-4/- 1-8
Stalling g limits
and an entirely new wing, with a computer developed
section, different planform and built by a new production
method. This wing has improved the rate of roll to 180°/s
at 135 knots (250 km/h; 155 mph)by comparison with the

CAP 20L's I30°/s. and facilitates the execution of snap

manoeuvres.
The prototype (F-WZCH) was displayed at the 1979
Pans Air Show. It flew for the first time on 23 June 1980.
and work was started on a first batch of ten production
CAP 21s. for customers in Belgium. Brazil. France and
Italy. Deliveries began in May 1982, and Mudry began
manufacture of a second series in 1983. By early 1984. a
total of 13 CAP 21s had been delivered, of which one had
been retrofitted, easily and successfully, with a 194 kW
(260 hp) engine by its Italian owner. Mudry decided at
that time tosuspend production, pending a decision on
whether or not to resume manufacture with this more
powerful engine as standard.
The following details apply to the initial series of pro-
duction aircraft:
Type: Single-seat aerobatic light aircraft. Mudry CAP X Super two-seat training aircraft (Avco Lycoming engine) (Air Portraits)

Under an agreement signed on 16 February I960, the Reims Aviation subcontractor to Dassault-Breguet
REIMS AVIATION the Mystere-Falcon 100.
is a
200 and 50, Mirage Fl and
Cessna Aircraft Company of Wichita, Kansas, USA, in
REIMS AVIATION SA Mirage programmes; and a subcontractor to
acquired a 49 per cent holding in this company, which was III
Reims-Prunay Airport, BP 2745. 51062 Reims Cedex Aerospatiale in the Airbus programme and for miscel-
then known as Societe Nouvelle des Avions Max Holste.
Telephone: (26) 06 96 55 Reims Aviation has the right to manufacture under laneous parts. It had 531 employees in January 1984. Its
Telex: REMAVIA 830754 offices and factory at Reims-Prunay Airport have an area
licence Cessna designs for sale in Europe. Africa and Asia.
By 1 January 1984 it had assembled a total of 1.955 of 26.600 m- (286.325 sq ft).
Paris Office: 18 quai Alphonse le Gallo, 92100
Cessna F 152. and 388 FA 152 two-seat aircraft; 2,219
Boulogne-Billancourl
F 1 72 four-seat aircraft; and a total of 1 ,628 other Cessna REIMS/CESSNA F 152 and
Telephone: 604 81 36
models which are no longer assembled in France. FA 152 A6R0BAT
President Director-General: Jean Pichon Deliveries totalled 92 aircraft in the 1983 calendar year. Standard and aerobatic versions of the Cessna 152
Financial Director: Jean Luc Varga As an extension of its collaboration with Cessna. Reims assembled under licence by Reims Aviation are desig-
Administrative Director: Armand Blang Aviation is developing a new twin-turboprop light trans- nated F 152 and FA 152 Acrobat respectively. The first
Public Relations: Frederic Amanou port aircraft known as the Reims-Cessna 406-5 Caravan FA 152 was flown on 25 April 1977. followed four days
Chief Pilot: Michel Jacquet II. later by the first F 152.
 REIMS AVIATION / ROBIN — AIRCRAFT: FRANCE 75

Details of the current Cessna 1 52 series can be found in

ttie LIS section. They apply also to aircraft assembled by
Reims A\iation. except that conical camber wingtips are
standard on the F 152 and FA 152, which have the follow-
ing empty weights:
Weights: As Cessna 152 and Acrobat, except:
Weight empty: F 152 515 kg (1,136 lb)
FA 152 53(1 kg (1,169 lb)

REIMS/CESSNA F 172 SKYHAWK/100

Cessna Skyhawk and Skyhawk II aircraft assembled
under licence by Reims A\iation are designated F 172
Skyhawk/lOO and Skyhawk/100 II respectively.
Until 1971, Reims Aviation retained a 145 hp Rolls-
Royce Continental engine in the F 172, of which the hrst
example was flown on 4 January 1963, with H()5 delivered
by the end of 1 97 1 The current F 1 72 has a 1 1 9 kW
. 60 ( I

hp) Avco Lycoming O-320-H.

Full details of the Cessna .Skyhawk series can be found
in the US section. They apply also to aircraft assembled by
Reims Aviation, Reims/Cessna FA 152 Acrobat at Reims-Prunay Airport
REIMS-CESSNA 406-5 CARAVAN II luselage and engine Dihedral 3° 30' on
nacelles. A( commodation: Crew of two and 10 or 12 passengers, in

was announced in mid- 19X2 that, with hnancial sup-

It centre-section, 4° 55' outboard of engine nacelles. pairs, facing forward, with centre aisle. Alternative
port from the French government, Reims Aviation and Incidence 2° at root, - 1° at tip. basic conhgurations for six VIP passengers in reclining
Cessna were collaborating in the de\elopment of an Fl'SElage: Basically similar to that of the Cessna Titan, seats in executive version, and for operation in mixed
unpressurised twin-turboprop transport known as the strengthened locally. passenger/freight role. Executive version has a partition
Model 406-5. Intended for business and utility use, it is a Tail Unit: Cantilever all-metal two-spar structure, with between cabin and flight deck, and toilet on starboard
variant of Cessna's 400 series of light twins. A prototype horizontal surfaces mounted on sweptback hn. Fin otf- main door immediately aft of wing, on
side at rear. Split
(F-WZLT), constructed by Reims Aviation, was exhibited set 1° to port to counter torque ot non-handed engines. port side, with built-in airstair in downward hinged
at the ParisAir Show prior to its hrst flight on 22 Sep- Tailplane dihedral 9°. lower portion. Optional cargo door forward of this door
tember 1983. The name Caravan II has been given to the Landing Gear: As Cessna Conquest I and II, but to provide single large opening. Overwing emergency
406-5, which will be manufactured and marketed exclu- strengthened for operation into and from unpaved exit on each side. Passenger seats removable for cargo
sively by Reims, using wings supplied by Cessna, Flight strips. carrying, or for conversion to ambulance and other
testing was expected to lead to certification in Autumn Power Plant: Two Pratt & Whitney Canada PT6A-1 12 specialised roles. Baggage compartments in nose, with
1984, with Hrst deliveries of production aircraft soon turboprop engines (each 373 kW: 500 shp), driving three doors, at rear of cabin and in rear of each engine
afterwards. McCauley 3GFR34C701 /93KB-0 three-blade nacelle. Electrical windscreen de-icing optional.
Type: Twin-turboprop light business and utility transport. reversible-pitch and automatically feathering metal Systems: Air-conditioning, fuel and electrical systems
Wings: Identical to those of the Cessna Conquest II, propellers. Nacelles similar to those of Cessna Conquest generally similar to those of Cessna Conquest I.

except where changes are necessary to mate with the I. Fuel capacity 1,798 litres (395 Imp gallons).
Avionics and Equipment: To customer's individual
requirements. Provision for equipment to FAR Pt 135 A
standards, including full controls and instrumentation

for co-pilot, IFR com/nav, Bendix RDR-160XD

weather radar and additional emergency exit.
Dimensions, external:
Wing span 15 04 m (49 tt 4 'A in)
Length overall 11-89 m (39 ft in)
Height overall 401 m (13 ft 2 m)
Tailplane span 5-87 m (19 ft 3 in)
Wheel track 4-28 m (14 ft 0'/2 in)

Wheelbase 3-81 m (12 ft 5% in)

Propeller diameter 2-36 m (7 ft 9 in)
Cabin door: Height 1 -27 m (4 ft 2 in)
Width 0-58 m (1 ft 10% in)
Cargo double door (optional):
Total width 1-24 m (4 tt 1 in)

Dimensions, internal:
Cabin (inci flight deck): Length m (18 9
5-72 tt in)
Max width m (4 ft 8
1-42 in)
Max height 1-31 m (4 ft 3 'A in)
Min height (at rear) 1-21 m (3 ft 11 '/2 in)

Width of aisle 0-29 m (ll'/2 in)

Volume 8-64 m' (305 cu ft)
Area:
Wings, gross 23-48 m= (252-74 sq ft)

Weights:
Weight empty 2,250 kg (4,961 lb)
Reims-Cessna Model 406-5 Caravan II light business and utility transport i/'ilm I'r, Max payload 1,534 kg (3,382 lb)
Max fuel 1,444 kg (3,183 lb)
Ma.x ramp weight 4,280 kg (9,435 lb)
Max T-O and landing weight 4,246 kg (9,360 lb)
Max zero-fuel weight 3,856 kg (8,500 lb)
Performance:
Max cruising speed at 3,050 m (10,000 ft) at of AUW
3,628 kg (8,000 lb) 247 knots (458 km/h; 285 mph)
Max rate of climb at S/L 560 m (1.835 ft)/min
Rate of climb at S/L, one engine out
122 m (400 ft)/min
Time to 7,315 m (24,000 ft) 24 min
Service ceiling 9,145 m (30,000 ft)
Service ceiling, one engine out 4,875 m (16,000 ft)
T-O to 15 m (50 ft) 722 m (2,370 ft)
Landing from 15 m (50 ft), without reverse thrust
661 m (2,170 ft)
Accelerate/stop distance 1,137 m (3,730 ft)
Range with max payload at max cruising speed, 45 min
reserves 120 nm (222 km; 138 miles)
Range with max fuel, at 247 knots (457 km/h: 284 mph)
at 3,050 m (10,000 ft)
Prototype Reims-Cessna Caravan II upressurised twin-turboprop utility transport 1,000 nm (1,852 km; 1,150 miles)

ROBIN Commercial Manager: Therese Robin Avions Pierre Robin. Details of its subsidiary, Avions
AVIONS PIERRE ROBIN Production Director: Philippe Estassy Pierre Robin Inc, can be found in the Canadian section.
BP 87, Aerodrome de Dijon Val-Suzon Darois. 21121 Technical Director: Daniel Muiler Since 1973, Avions Pierre Robin has manufactured the
Fontaine-les-Dijon Cedex This company was formed in October 1957 as Centre DR 400 series of wooden light aircraft, all of w hich repres-
Telephone: (80) 31 61 01 Est Aeronautique to design, manufacture and sell touring ent highly retincd developments of the company's earlier
Telex: 350 818 Robin F aircraft. It has since built some 2,500 aircraft at Dijon- Jodel designs and were first flown in prototype form in
President Director General: Pierre Robin Darois. In 1 969 the name of the company was changed to 1972. They are described in detail, together with the com-
76 FRANCE: AIRCRAFT — ROBIN
Stalling speed: flaps 51 knots (94 km/h: 59 mph)
up
flaps down 45 knots (82 km/h: 51 mph)
Max rate of climb at S/L 183 m (600 ft/min
Service ceiling 3,650 m (1 2,000 ft)
T-O run 235 m (771 ft)
T-O to 15 m (50 ft) 535 m (1,755 ft)
Landing from 15 m (50 ft) 460 m (1,510 ft)
Range with standard fuel at max cruising speed, no
reserves 464 nm (860 km; 534 miles)
ROBIN DR 400/160 MAJOR
The hrst DR 400/160 flew on 29 June 1972. It was
awarded DGAC certification on 6 September 1972, and
CAA certification in December of the same year, and was
manufactured as the Chevalier (see 979-80 Jane'.', ). The
1

current version, with wing root fuel tanks, a baggage hold

door, a propeller of Hner pitch and a new instrument panel
based on experience with the Aiglon, has been in produc-
tion since 1980 as the Major. A total of 84 had been built
by January 1983.
Type: Four-seat light aircraft.
Wings, Fuselage, Tail Unit, Landing Gear: Generally
as for DR 400/120, but with external baggage door aft
Robin DR 400/120 Dauphin three/four-seat light aircraft iKcuncili Miinsnn)
of cabin, in top of fuselage on port side.
pany's current range of all-metal light aircraft, some with CKS 6-0-56 two-blade fixed-pitch metal propeller, or Power Plant: One 119 kW (160 hp) Avco Lycoming
retractable landing gear. By June 1 984, production of the Hoffmann two-blade fixed-pitch wooden propeller. O-320-D flat-four engine, driving a Sensenich two-
DR 400 series totalled 1 ,665 aircraft, including 40 built m Fuel tank in fuselage, usable capacity 100 litres (22 Imp blade metal hxed-pitch propeller. Fuel tank in fuselage,
1983, of which 18 were exported. gallons): optional 50 litre (11 Imp gallon) auxiliary capacity 110 litres (24 Imp gallons), and two tanks in
Manufacture of the all-metal R 1 1 80 Aiglon has ended, tank. Oil capacity 5-7 litres (1-25 Imp gallons). wing root leading-edges, giving total capacity of 190
following delivery of 82 aircraft. It has been succeeded by Accommodation: Enclosed cabin, with seats for three or litres (41-75 Imp gallons), of which 182 litres (40 Imp
the Robin 3000 series, which Socata is marketing under an four persons, in pairs, up to a max weight of 1 54 kg (340 gallons) are usable. Provision for auxiliary tank, raising
agreement effective from 1 September 1983. lb) on front pair and 136 kg (300 lb), including baggage, total capacity to 240 litres (52-75 Imp gallons). Oil
Robin is also engaged on extensive subcontracting, at rear. Access via forward sliding jettisonable transpar- capacity 7-55 litres (1-66 Imp gallons).
including the manufacture of components for the Transall ent canopy. Dual controls standard. Cabin heated and Accommodation Seating : on two side by
for four persons,
C-160 transport, Mystere-Falcon 200 and 50, Pilatus ventilated. Baggage compartment with internal access. side adjustable front seats (max load 154 kg; 340 lb
Turbo-Porter and Turbo-Trainer, Alpha Jet and Aero- Systems and Equipment: Standard equipment includes a total) and rear bench seat (max load 154 kg: 340 lb
spatiale helicopters. 12V 50A alternator, 12V 32Ah battery, push-button total). Forward sliding transparent canopy gives access
The company's works cover an area of about 1 1 ,000 m- starter, audible stall warning, and windscreen de-icing. to all seats. Up to 40 kg (88 lb) of baggage can bestowed
(118,400 sq ft) and it employed 108 people in January Radio, blind-flying equipment, and navigation, landing aft of rear seats when four occupants are carried.
1984. and anti-collision lights, to customer's requirements. Systems and Equipment: As for DR 400/120.
Dimensions and Areas: As for DR 400/120, except:
ROBIN DR 400/120 DAUPHIN Dimensions, external:
Wing span 8-72 m (28 ft TU in) Propeller diameter 1-83 m (6 ft in)
The prototype of this DR 400 series lightplane flew for
Wing chord: Baggage door: Height 0-47 m (1 ft 6 ''2 in)
the time on 15 May 1972 and received
first cer- DGAC Width 0-55 m (1 ft 9 '-2 in)
tihcation on the 10th of that month, followed by CAA centre-section (constant) 1 71 m (5 ft 7'.; in)

at tip 90 m (3 ft in) Wing area 14-20 m' (152-8 sq ft)

certification in December 1972. The original version had a
Wing 5-6 Weights and Loadings:
93 kW (125 hp) engine and was manufactured as the DR aspect ratio
Weight empty, equipped 570 kg (1,257 lb)
400/1 25 Petit Prince. was superseded in 975
It 1 by the DR Length overall 6-96 m (22 ft 10 in)
Height overall 2-23 m (7 ft 3% Max T-O and landing weight 1,050 kg (2,315 lb)
400/120 88 kW (118 hp) engine, as
Petit Prince, with
in)
Tailplane span 3-20 m (10 ft 6 in) Max wing loading 74-2 kg/m- (15-20 Ib/sq ft)
described in the 1979-80 yoAic v. The current version has a
Wheel track 2-60 m (8 ft 6V4 in) Max power loading 8 82 kg/kW (14-47 Ib/hp)
Hne-pilch propeller and new instrument panel, and
Wheelbase 5-20 m (17 ft O'A in) Performance (at max T-O weight):
entered production in 1979 as the Dauphin, to which the
Propeller diameter 1-78 ni (5 ft 10 in) Never-exceed speed 166 knots (308 km/h; 191 mph)
following details apply. Eighty-two had been built by
Dimensions, internal: Max level speed at S/L
January 1983.
1-62 m 3 146 knots (271 km/h: 168 mph)
Type: Three/four-seat light training and touring aircraft. Cabin: Length (5 ft '/j in)

Max width 110 m T/t Max cruising speed (75 ""V power) at 2,440 m (8,000
Wings: Cantilever low-wing monoplane. Wing section (3 ft in)
132 knots (245 km/h; 152 mph)
NACA 23013-5 (modihed). Centre-section has con- Max height 1-23 m (4 ft 0'/2 in) ft)

Baggage, volume 0-39 m' (13-75 cu ft)

Econ cruising speed (65'"; power) at 3,200 m (10,500
stant chord and no dihedral: outer wings have a dihedral
ft) 130 knots (241 km/h; 150 mph)
of 14°. All-wood one-piece structure, with single box Areas:
Stalling speed: flaps up 56 knots (103 km/h; 64 mph)
spar. Leading-edge plywood covered; Dacron covering Wings, gross 13-60 m" (146-39 sq ft)
flaps down 50 knots (93 km/h; 58 mph)
overall. Wooden ailerons, covered with Dacron. Ailerons, total 1-15 m- (12-38 sq ft)
Max rate of climb at S/L 255 m (836 ft)/niin
Aluminium alloy flaps. Ailerons and flaps interchange- Flaps, total 0-70 m' (7-53 sq ft)
Service ceiling 4,115 m (13,500 ft)
able port and starboard. Manually operated airbrake Fin 0-61 m^ (6-57 sq ft)
T-O run 300 m (985 ft)
under spar outboard of landing gear on each side. Pick- Rudder 0-63 m= (6 78 sq ft)
T-O to 15 m (50 ft) 500 m (1,640 ft)
eting ring under each wingtip. Horizontal tail surfaces, total 2-88 m' (31-00 sq ft)
Landing from 15 m (50 ft) 545 m (1,788 ft)
Fuselage: Wooden semi-monocoque structure of basic Weights and Loadings:
Landing run 250 m (820 ft)
rectangular section, plywood covered. Weight empty, equipped 530 kg (1,169 lb)
Range with standard tuel at econ cruising speed, 45 min
Tail Unit: Cantilever all-wood structure, covered with Max baggage 40 kg (88 lb)
reserves 693 nm (1,285 km; 798 miles)
Dacron. Sweptback hn and rudder. All-moving one- Max T-d and landing weight 900 kg (1,984 lb)
piece horizontal surface, with tab. Max wing loading 66-2 kg/m- (13-56 Ib/sq ft) ROBIN DR 400/180 REGENT
Landing Gear: Non-retractable tricycle type, with oleo- Max power loading 10-23 kg/kW (16-8 Ib/hp) First flown on 27 March 1472, this most powerful,
pneumatic shock absorbers and Manu hydraulically Performance (at max T-O weight): four/five-seat member of the wooden DR 400 series

actuated drum brakes. All three wheels and tyres are Never-exceed speed 166 knots (308 km/h: 191 mph) received DGAC certihcation on 10 May 1972, and CAA
size 380 x 150, pressure 1-57 bars (22-8 Ib/sq in) on Max level speed at S/L certification in December 1972. A total of 140 had been
nose unit, 1-77 bars (25-6 Ib/sq in) on main units. Nose- 130 knots (241 km/h; 150 mph) builtby January 1983.
wheel steerable via rudder bar. Fairings over all three Max cruising speed at 2,250 m (7,400 ft) The DR 400/1 80 is generally similar to the DR 400/1 60
legs and wheels. Tailskid with damper. Parking brake. 116 knots (215 km/h; 133 mph) Major, except in the following details:
Power Plant: One 83-5 kW (112 hp) Avco Lycoming Econ cruising speed at 3,000 m (9,800 ft) Power Plant: One 134 kW (180 hp) Avco Lycoming
0-235-L2A flat-four engine, driving a Sensenich 72 105 knots (195 km/h; 121 mph) O-360-A flat-four engine. Fuel tankage as for DR
400/160.
Accommodation, Systems and Eql'IPMENT: Basically as
for DR 400/160, but optional seating for three persons
on rear bench seat. Baggage capacity 55 kg (121 lb).
Dimensions and Areas: As for DR
400/160, except:
Propeller diameter 1-93 m (6 ft 4 in)
Weights and Loadings:
Weight empty, equipped 600 kg (1.322 lb)
Mav T-O and landing weight 1,100 kg (2.425 lb)
Max wing loading 77-7 kg/m' (15-91 Ib/sq ft)
Max power loading 8-21 kg/kW (13-47 Ib/hp)
Performance (at max T-O weight):
Ne\er-exceed speed 166 knots (308 km/h: 191 mph)
Max le\el speed
S/L at
L50 knots (278 km/h; 173 mph)
Max cruising speed (75'r power) at 2,440 m (8,000
It) 144 knots (267 km/h; 166 mph)
Econ cruising speed (60'^ power) at 3.660 m (12,000
ft) 134 knots (249 km/h; 155 mph)
Stalling speed: flaps up 57 knots (105 km/h; 65 mph)
flaps down 52 knots (95 km/h: 59 mph)
Max rate of climb at S/L 252 m (825 ft)/min
Robin DR 400/180 Regent (Avco Lycoming O-360-A engine) Service ceiling 4,720 m (15,475 ft)
 ROBIN — AIRCRAFT: FRANCE 77
T-O run 315 m (1,035 ft)
T-O to 15 m (50 610 m (2,000 ft)
tt)

Landing from 15 m (50 ft) 530 m (1,740 ft)

Landing run 249 m (817 ft)
Range with standard fuel at 65^; power, no reserves
7N3 nm (1,450 km; 900 miles)
ROBIN DR 400/180R REMORQUEUR
The DR 400/1 80R a member of the DR 400
is range
designed for use as a glider towing aircraft, although it can
also be flown as a normal four-seat tourer. The prototype
first flew on 6 November 1972 and received cer- DGAC
tification on the 28th of that month. A total of 165 had
been built by January 1983. Details are generally the same
as for the DR
400/180 Regent, except for the following
items:
Fiiselage: No The baggage com-
external baggage door.
partment covered with transparent Plexiglas as an
is

extension of the canopy, allowing optimum rearward Robin DR 400/180R Remorqueur glider towing aircraft
vision.
Power Plant: One 134 kW (180 hp) Avco Lycoming
O-360-A flat-four engine, driving (for glider towing) a
Sensenich 76 EM 8S5 058 or Hoffmann HO-27-HM-
180/138 two-blade propeller. For touring, a Sensenich
76 EM 8S5 064 propeller of the same diameter is fitted.
Fuel capacity as for DR 400/120.
Dimensions and Areas: As for DR 400/120, except:
Propeller diameter 1-83 m (6 ft in)
Weights and Loadings:
Weight empty, equipped 560 kg (1,234 lb)
Max T-O and landing weight 1,000 kg (2,205 lb)
Max wing loading 73 '5 kg/m' ( 5 05 Ib/sq ft)
1

Max power loading 7-46 kg/kW (12-25 Ib/hp)

Performance (glider tug, at max T-O weight):
Never-exceed speed 166 knots (308 km/h: 191 mph)
Max level speed at S/L (70'> power)
124 knots (230 km/h; 143 mph)
Max cruising speed at 2,440 m (8,000 ft)
124 knots (230 km/h; 143 mph)
Econ cruising speed (56''f power) at 3,660 m (12,000
ft) 122 knots (226 km/h; 140 mph)
Stalling speed: flaps up 54 knots (99 km/h; 62 mph)
flaps down 47 knots (87 km/h; 54 mph)
Max rate of climb at S/L towing Bijavc sailplane
210 m (690 ft)/min
Service ceiling 6,000 m (19,685 ft)
T-O run 205 m (673 ft)
T-O to 15 m (50 ft) 400 m (1,313 ft)

Landing from 15 m (50 ft) 470 m (1,542 ft) Robin R 3000/140 four-seat light aircraft (Avco Lycoming O-320-D2A engine)
Landing run 220 m (722 ft)
Range at econ cruising speed, max fuel, no reserves Type: Four-seat all-metal light aircraft. ponder and type 2079 ADF; or King KT 76 A trans-
444 nm (825 km; 512 miles) Wings: Cantilever low-wing monoplane, with upturned ponder and KR 87 digital ADF.
ROBIN R 1180 AIGLON and R 2000
tips. Wing section NACA
43013-5 on constant chord Dimensions, external:
innerwings.NACA 43010-5 attipof each tapered outer Wing span m (32
ALPHA SERIES panel. Dihedral 6° from roots. Incidence 3°. No sweep at
9-81 ft 2V4 in)

Production of these all-metal light aircraft has ended; Wing chord: at root 1-72 m (5 ft IVt in)
quarter-chord. Conventional single-spar aluminium
82 Aiglons were delixered. Details can be found in the at tip 0-655 m (2 ft P/4 in)
alloy structure. Entire trailing-edge of each constant
1983-84 and previous editions of June's. Wing aspect ratio 6-65
chord panel comprises an electrically controlled slotted
ROBIN R 3000 SERIES
Length overall 7-51 m (24 ft 7% in)
flap. Ailerons and flaps of aluminium alloy construction.
Height overall 2-66 m (8 ft 8% in)
Development of this scries of all-metal light aircraft Fuselage: Conventional aluminium alloy semi- Tailplane span 3-20 m (10 6 ft in)
began 1978, to replace types then in production. Two
in monocoque structure, except for quickly removable Wheel track 2-64 m (8 8 ft in)
prototypes were built, with the designation R 3140. The glassfibre engine cowling.
Wheelbase 1-74 m (5 8V2 ft in)
first of these to fly, on 8 December 1980, had conventional Tail Unit: Cantilever T tail of aluminium alloy construc- 1-83 m (6
Propeller diameter ft in)
unswept constant chord wings. The second, flown on 2 tion, with dorsal fin. Elevator trim with anti-tabs.
Propeller ground clearance 0-30 m (1 1 'A in)
June 1981, introduced the tapered outer panels (later with Landing Gear: Non-retractable tricycle type. Nosewheel,
Dimensions, internal:
upturned tips) that are now standard. Of the ten projected steerable via rudder pedals, is self-centering and locks
versions listed in the 1983-84 Jane's, the first two to enter automatically after take-off. Robin long-stroke low-
Cabin: Length 2-70 m (8 ft IOV4 in)

production are as follows: pressure oleo-pneumatic shock absorbers. Mainwheel

Max width 114 m (3 ft 8% in)

R 3000/120 (formerly R 3120 24-2). Powered by 86 kW tyres size 380 x 150-6. Nosewheel tyre size 500-5.
Max height 1-20 m (3 ft 11 1/4 in)
Floor area 2-60 m^ (28 sq ft)
(116 hp) Avco Lycoming 0-235 engine. Seats tor three Cleveland disc brakes. Streamline polyester fairings on
Volume (inci baggage space) 2-4 m' (84-75 cu ft)
adults, or two adults and two children. all three legs and wheels. Hydraulic disc brakes. Parking
Baggage space 0-43 m' (15-2 cu ft)
R 3000/140 (tormerlv R 3 140E). Generally similar to R brake.
3000/120, except for 104 kW (140 hp) derated Avco Power Pi ant: One Avco Lycoming flat-four engine, driv- Areas:
Wings, gross 14-47 m^ (155-75 sq
Lycoming O-320-D2A engine, driving a Sensenich ing a two-blade fixed-pitch propeller, as described m ft)

74DMS5-2-64 propeller. Full four-seater. Two built by individual model listings. Two integral fuel tanks in wing Ailerons (total) 1-32 m- (14-21 sq ft)

June 1984. leading-edges, with total capacity of 120 Trailing-edge flaps (total) 2 02 m- (21-74 sq ft)
litres (26-4
Robin is investigating the practicability of replacing the Imp gallons), or optionallv 160 litres (35-2 Imp gallons), Vertical tail surfaces (total) 1-30 m- (14-00 sq ft)

present engines of the R 3000 series with engines based on in R 3000/120; 160 litres (35-2 Imp gallons) standard,
Horizontal tail surfaces (total) 2-44 m' (26-26 sq ft)

the more modern and fuel-efficient 89-1 19 kW (120-160 or 200 litres (44 Imp gallons) optional, in R 3000/140. Weights and Loadings (A, R 3000/120, estimated; B. R
hp) PRV six-cylinder engines built in France for Peugeot, Oil capacity 7-5 litres -6 Imp gallons).
( 1
3000/140):
Renault and Volvo motor cars. First aircraft to be fitted Accommodation: Four seats in pairs in enclosed cabin, Weight emptv: A 550 kg (1,213 lb)
with a PRV engine R
3140, which flew for the first
is an with dual controls and brakes. Adjustable front seats, B 600 kg (1,323 lb)
time in this form on 2 August 1983. The basic motor car with inertia reel safety belts. Removable rear seats, with Max T-O and landing weight lb) 900 kg (1,984
engine was adapted for aircraft use by the Ecole Nationale belts. Forward sliding jettisonable and tinted transpar- B 1,050 kg (2,315 lb)
des Ingenieurs de St-Etienne (ENISE) in collaboratiiin ent canopy, with safety lock, accessible from both sides. Max wing loading: A 62-2 kg/m- (12-74 Ib/sq ft)
with Robin. Initial test results were sufficiently promising Baggage capacity 40 kg (88 lb). Cabin heated and vent- B 72-6 kg/m- (14-86 Ib'sq ft)
for MRobin to envisage deliveries of PRV engined R Windscreen demister.
ilated. Max power loading: A 10-47 kg/kW (17-10 Ib/hp)
3000 series light aircraft, with FAR 23 certification, in System: Electrical system includes 12V 60A alternator B 10-10 kg/kW (16-54 Ib/hp)
1986. and 12V 32Ah battery. PERLORMANt (A, R 3000/1 20, estimated; B,
E R 3000/140;
In November 1981, Aerospatiale announced that its Avionics and Eodipmeni: Standard equipment includes at max T-O weight):
light aircraft subsidiary, Socata, would undertake the hour meter, audible stall warning system and towbar. Max level speed at S/L:
marketing of aircraft of this series outside France. To Three standards of optional avionics and equipment A 124 knots (230 km/h; 143 mph)
avoid duplicating types of aircraft already produced by available. Series includes horizon and directional gyros
I
B 135 knots (250 km/h; 155 mph)
Socata (e.g. Tobago, Trinidad), it was agreed that Robin with vacuum pump, type 9100 electric turn co- Max cruising speed (75'; power) at optimum height:
would concentrate on versions of the R 3000 with engines ordinator, rate of climb indicator, C 2400 magnetic A 116 knots (215 km/h; 133 mph)
of 119 kW (160 hp) or less, except for a possible future compass (exchange for standard C 2300), position lights B 130 knots (240 km/h, 149 mph)
glider/banner towing version with a 134 kW (180 hp) and two beacons, anti-collision light and instrument Econ cruising speed (65 '< power):
engine. First version to enter production was the panel lighting. Series II adds to Series either Becker
I A 105 knots (195 km/h; 121 mph)
R 3000/140. which was certificated by the .DGAC on 13 AR 2009/25 720-channel VHF, with NR 2029 B 119 knots (220 km/h; !3(i mph)
October 1983. Certification of the R 3000/120 was antici- VOR/LOC receiver and indicator; or King KX 155/08 Stalling speed, flaps down:
pated in July 1984.The following details apply to both nav/com with audio and KI 203 VOR indicator. Series A 44 knots (81 km/h; 51 mph)
versions, except where indicated: III adds to Series II either a Becker ATC 2000 trans- B 47 knots (87 km/h; 54 mph)
78 FRANCE: AIRCRAFT — ROBIN / SOCATA
dence 3°. Sweepforward 5°. Conventional wood single-
spar structure, with light auxiliary rear spar, girder ribs
and Dacron covering. Ailerons and electricallv actuated
flaps of light alloy along entire trailing-edges.
Fuselage: Pod and boom conliguration. made of glass-
Hbre/Nomex honeycomb/epoxy sandwich.
Tah Unit: Cantilever V structure, with hxed surfaces of
Dacron covered wood, and light alloy control surfaces.
Landing Gear: Non-retractable tricycle type. Cantilever
main legs. Nosewheel steerable via rudder pedals.
Brakes on mainwheels. Parking brake.
Power Plant: One 37 kW (50 hp) JPX converted Vol-
kswagen motorcar engine, driving a Hoftmann two-
blade wooden propeller. Fuel tank in each wing root;
total capacity 50 litres (1 Imp gallons). 1

AtcoMMODAiiON; Two glasshbre seats side by side under

large transparent canopy which hinges upward and for-
ward. Dual controls standard.
Avionics: Prototype has VFIF radio, VOR and ADF.
Dimensions, external:
Wing span 1000 m (32 ft 95/4 in)
Wing chord; at root 1-50 m (4 11m)ft

at tip 0-80 m (2 ft 7'/2 in)

Length overall 6-70 m (21 ft 11 5/4 in)
Height overall 200 m (6 ft 6% in)
Wheel track 300 m (9 ft 10 in)
Area;
Wings, gross 120 m- (129-2 sq tt)

Weights and Loadings:

Weight empty 320 kg (705 lb)
Max T-O weight 540 kg (1,190 lb)
Max wing loading 45 kg/m- (9-21 Ib/sq ft)

Max power loading 14-6 kg/kW (23-8 Ib/hp)

PERtORMANCE (estimated at max T-O weight):
Max speed at S/L 97 knots (180 km/h; 112 mph)
level
Max cruising speed (75"^? power) at 2,135 m (7,000
ft) 89 knots (166 km/h; 103 mph)
Prototype Robin ATL very light two-seat personal and club aircraft
Econ cruising speed (50', power) at 2,135 m (7,000
Max rate of climb at S/L: A 195 m (640 tt)/min To speed was re-engined
certihcation, the prototype ft) 73 knots (136 km/h; 84 mph)
B 25S m (S46 tt|/min with a 41-5 kW
(56 hp) Buchoux converted 1,835 cc Approach speed 46 knots (85 km/h; 53 mph)
Service ceiling: A 3,960 m (13.000 tt) Volkswagen motorcar engine. The increased power plant Stalling speed, flaps down 41 knots (75 km/h; 47 mph)
B 4.265 m (14,000 It) weight necessitated sweeping the wings forward to main- Max rate of climb at S/L 175 m (570 ft)/min
T-O run: A 265 m (H70 tl) tain an acceptable CG; but the eflect on performance has Service ceiling 4,115 m (13,500 ft)
B 280 m (920 tt) proved negligible. T-O run: on hard runway 115 m (378 ft)
T-O to 15 m (50 ft): A 535 m (1,755 tt) The following description and specification refer to the on grass 220 m (722 ft)
B 525 m (1,725 ft) prototype in its modified form, which will apply also to T-O to 15 m (50 It): on hard runway 220 m (722 ft)
Landing from 15 m (50 It): A 390 m (1.2X0 tt) initial production ATLs: on grass 325 m (1,066 ft)
B 490 m (1,610 ft) Landing from 15 m (50 tt) 240 m (788 tt)
TvPK: Two-seat very light personal and club aircraft.
Landing run: A 145 m (475 ft) Landing run 90 m (296 ft)
B 190 m (625 tt) WiN(,s: Cantilever mid-wing monoplane. Wing section Range with max tuel, at econ cruising speed, no
Range with max standard fuel, no reserves: NACA 43015 modilied. Dihedral 6° from roots. Inci- reserves 432 nm (800 km; 497 miles)
A, 75'^, power 550 nm (1,020 km; 633 miles)
B, 75', power 605 nm (1,120 km; 696 miles)
A, 65'( power 575 nm (1,065 km; 661 miles)
B. 65'V power 640 nm (1,185 km; 736 miles)
Range with max optional fuel, no reserves:
A, 75^f power 734 nm (1,360 km; 845 miles)
B, 75":^/ power 756 nm (1,400 km; 870 miles)
A, 65' > power 766 nm (1.420 km; 882 miles)
B, 65', power 799 nm (1,480 km; 919 miles)

ROBIN ATL
In the first half ol 1981, Avions Pierre Robin began
design of the ATL (avion tres leger) to meet the require-
ment ot French flying clubs lor a \ery lightweight two-seat
monoplane that would, m the tradition of the veteran
Jodel D.l 12, be economical to buy, probably in kit form,

and to operate. An
engine to power the aircraft was spe-
cially developed in only ten months, in collaboration with
M Jacques Buchoux of the JPX company. It is a 35 kW (47
hp) three-cylinder aircooled radial two-stroke engine,
known as the JPX PAL 1300, and was delivered in time to
permit the ATL prototype (F-WFNA) to appear at the
1983 Paris Air Show in advance of its first flight on 17
June. A second prototype was expected to fly in Summer
1984,
A tirst order, for 30, was placed by the French National
Aeronautical Federation (FNA) on 28 November 1983.
Certification will be to FAR Pt 23 Normal category stan-
dards, enabling deliveries to begin in late 1984 or early
1985. The wings of the Robin ATL are now sweptforward (I'lloi Press)

SOCATA General Manager: Didier Godechot Under an agreement effective from 26 May 1983,
SOCI6T6 DE CONSTRUCTION D'AVIONS DE Technical Director: Claude Leiaie Socata markets the R 3000 series aircraft produced by
TOURISME ET D'AFFAIRES (Subsidiary of Sales Manager: A. Aubry Avions Pierre Robin.
Aerospatiale) Socata's works cover an area of 56,000 m^ (602,775 sq
ft), and employed a total of 950 people in January 1984.
3 Ouai Leon Blum, 92150 Suresnes This company, formed in 1966, is a subsidiary of Aero-
Sales Management: 12 rue Pasteur. 92150 Suresnes spatiale, responsible forproducing all of the group's piston SOCATA R 235 GABIER
Telephone: (1) 506 37 60 engined light aircraft. As well as those described in this The Gabier high-performance lour-seat light air-
is a
Telex: AISPA 614 549 F entry. Socata manufactures the Aerospatiale Epsilon craft, with STOL capability, which Hrst flew in prototype
Works and After-Sales Service: Aerodrome de military primary/basic trainer, described under the Aero- form on 1 April 1975. A total of 133 had been built by
Tarbes-Ossun-Lourdes, BP 38, 65001 Tarbes Cedex spatiale heading in this section. During 1983. it built 69 early 1982 as top-ot-the-range members of the Rallye
Telephone: (62) 93 97 30 light aircraft. family of light aircraft, described in previous editions of
Telex: SOCATA 520 828 F Socata also produces components for the A300 Airbus, Jane's. During 1983, Socata delivered 13 Rallyes. bring-
Flying SrnooL: Aerodrome de Toussus-le-Noble, 78117 Alpha Jet, Mystere-Falcon 100, 200 and 50 business air- ing total sales to 3,275 by 1 January 1984. Only the Gabier
Chateaufort craft, and Puma, Dauphin and Ecureuil helicopters. It is continues in production
France, but versions of the
in
Telephone: (3) 956 21 00 responsible for overhaul and repair of MS 760 Paris light Rallye are also manufactured under licence in Poland, by
President and Director General; Pierre Gautier jet aircraft. WSK-PZL Wars/awa-Okecie (which see).
 SOCATA — AIRCRAFT: FRANCE 79

al.Fifteen were sold in the first Hve months of 1983, and

Socata has a current production capacity of between 20
and 30 a year.
Performance:
Range/endurance:
armed reconnaissance with 2 gun pods at 70' r power,
30 min fuel reserves
5 h or 556 nm (1,030 km; 640 miles)
armed reconnaissance with 4 rocket launchers at 70^f
power, 30 min fuel reserves
2 h 40 min or 286 nm (530 km; 329 miles)
ground support with 2 gun pods at 75 'f power at 915
m (3,000 ft), 30 mm fuel reserves, 10 mm over
target 243 nm (450 km: 280 miles)
ground support with 4 rocket launchers at 75 power '
1

at 915 m (3,000 ft), 30 min fuel reserves, 10 min

over target 130 nm (240 km; 149 miles)
ground support with 2 rocket launchers and 2 gun
pods at 75 '^V power at 915 m (3,000 ft), 15 min fuel
reserves, 10 min over target
43 nm (80 km; 50 miles)
unarmed reconnaissance with TV pod at 70 ""c power,
30 min fuel reserves
Socata Gabier high-performance all-purpose STOL light aircraft 545 nm (1,010 km; 627 miles)
SOCATA TB 9 TAMPICO AND
The Gabier is authorised for use as an ambulance air- T-O to 15 m (50 ft) (1,640 ft) 500 m TB 10 TOBAGO
craft carrying one stretcher patient and medical
a pilot, Landing from 15 m (50 ft) (1,300 ft) 397 m
The prototype for this new series of all-metal light air-
attendant. It can also be used for glider towing, and some Landing run 165 m (540 ft)
400 Rallyes are employed in this role, including more than Range with max fuel (allowances for T-O, climb and
craft was the original TB 10 (F-WZJP), of which design
was initiated by Socata's Research and Development
250 in France. descent, 45 min reserves)
Department in February 1975. Construction began in
Type: High-performance all-purpose STOL light 590 nm (1,090 km: 679 miles)
February 1976, and it made a 25 min first flight at Tarbes
monoplane.
Wings: Cantilever low-wmg monoplane. Wing section
SOCATA R 235 GUERRIER on 23 February 1977, powered by a 119 kW (160 hp)
This military aircraft (known also as the Rallye235 G) is Avco Lycoming O-320-D2A engine. The second proto-
NACA 63A416 (modihed). Dihedral T. Incidence 4°.
generally similar to the Gabier four-seat light aircraft, but type of the TB 10 was fitted with a 134 kW (180 hp)
All-metal single-spar structure. Wide chord slotted ail-
has four Alkan 663 underwing stores pylons which enable Lycoming engine.
erons. Full span automatic slats. Long span slotted flaps.
it to be used for a variety of armed and support missions. Current production versions are as follows:
Ailerons and flaps have corrugated metal skin. Ground
The pylons are attached under each wing between ribs 8 TB 9 Tampico. Four-seater, with 119 kW (160 hp)
adjustable aileron tabs. No anti-icing equipment.
and 9, and ribs 15 and 16, and are connected to a weapon Avco Lycoming O-320-D2A engine, Sensenich hxed-
Fuselage: All-metal semi-monocoque structure.
selection box installed centrally on the radio panel in the pitch propeller, fuel capacity of 155 litres (34 Imp gal-
Tail Unit: Cantilever all-metal structure with corrugated
cockpit. lons), and non-retractable landing gear. Hartzell
skin on the mass balanced control surfaces. Fixed
Stores that can be carried on these pylons include Matra constant-speed propeller, and 210 litre (46 Imp gallon)
incidence tailplane. One automatic tab and one con-
trollable tab on elevator. One controllable tab on
F2 rocket launchers, each containing six 68 mm rockets: fuel tanks (replacing standard tanks), optional. Sales by

rudder.
Type AA 52 pods, each containing two 7-62 mm 1 January 1984 totalled 110, of which 104 had been
Landing Gear: Non-retractable tricycle type, with single
machine-guns with 500 rds/gun, and large enough to delivered.

wheel on each unit. Oleo-pneumatic shock absorbers. retain all spent cartridge cases and links after hring: 50 kg TB 10 Tobago. Four/hve-seater, with 134kW(180hp)
operational or practice bombs: rescue packs for airdrop- engine and non-retractable landing gear. Sales by 1
Castoring nosewheel. Cleveland mainwheels with tyres
ping over water, desert, jungle or polar regions; flares for January 1984 totalled 265, of which 229 had been deliv-
size 6 00-6, pressure 1-8 bars (2 61 Ib/sq in): nosewheel
use during operational or rescue missions by night; a sur- ered.
tyre size 500-4. pressure 1 -4 bars (20-3 Ib/sq in). Cleve-
land hydraulic disc brakes.
veillance pack containing a TV camera and transmitter to The acrobatic TB 11 Tobago, listed m the 1983-84

Power Plant: One 175 kW (235 hp) Avco Lycoming send images to a ground station. The camera is htted with a Jane's, is not currently available. The more powerful TB
O-540-B4B5 flat-six engine, driving a Hartzell HC- zoom lens, and can scan to 45° on each side of the aircraft, 20/21 Trinidad, with retractable landing gear, is described
with a vertical scan of 1 10°. The box
pilot has a control separately.
C2YK-1/8468-6 two-blade constant-speed metal pro-
(normal and zoom), and a monitor on which to check Following certiflcation of the TB 10 by the DGAC, on
peller. Fuel in two metal tanks in wings, with total
precisely the images the camera is viewing. All underwing 26 April 1 979, the TB 9 and TB 1 entered production. By
capacity of 282 litres (62 Imp gallons). Refuelling points
loads can be jettisoned in an emergency. 1 January 1984, a total of 430 TB 9s, TB 10s and TB 20s
above wings. Oil capacity 12 litres (2-6 Imp gallons).
Accommodation: Two seats side by side at front, and rear
The cockpit of the Guerrier contains two side by side had been sold.
bench seat for two persons, under large rearward sliding seats, with dual controls, enabling the aircraft to be used On 15 May 1982, Socata flew for the first time a Tobago
for both basic and operational training, as well as combat fuelled only with liquehed petroleum gas (LPG), which
canopy. Dual control columns. Individual adjustable
missions. A rear bench seat can be installed to permit the offers a potential 50 per cent saving in fuel costs. It is
front seats: baggage space aft of rear seats. Heating and
carriage of two passengers and a quantity of baggage or hoped to achieve certiflcation of this installation under
ventilation standard.
System: 12V electrical system includes 32Ah battery and
freight. It can also carry a stretcher patient on casevac FAR Pt 23 requirements, so that it can be offered on new
missions. Structure of the aircraft is basically unchanged, aircraft and for retrofit.
55A alternator.
except for some reinforcement, notably to the wings in the The following description applies specifically to the
Avionics and Equipment: The instrument panel is htted
with an anti-glare visor, and is designed to take full radio
vicinity of the weapon pylons. TB 10 Tobago, but the Tampico and Trinidad are gen-
Customers for the Guerrier include Rwanda and Seneg- erally similar in basic construction.
navigation equipment to customer's requirements.
Dimensions, external:
Wing span 9-74 m (31 ft 1 1 in)
Wing chord (constant) 1-30 m (4 ft 3 in)
Wing aspect ratio 7-57
Length overall 7-25 m (23 ft 9'/2 in)

Height overall 2-80 m (9 ft IVa, in)

Tailplane span 3-67 m (12 ft OV2 in)
Wheel track 201 m (6 ft 6'/2 in)

Wheelbase 1-71 m (5 ft I'U in)

Dimensions, internal:
Cabin: Length 2-25 m (7 ft 4 m)
Width 113 m (3 ft 8V2 in)
Areas:
Wings, gross 12-76 m^ (137-3 sq ft)
Trailing-edge flaps (total) 2-40 m^ (25-83 sq ft)
Vertical tail surfaces (total) 1-74 m^ (18-73 sq ft)
Horizontal tail surfaces (total) 3-48 m^ (37-50 sq ft)
Weights and Loadings:
Weight empty 694 kg (1,530 1b)
Max T-O weight 1,200 kg (2,645 lb)
Max landing weight 1,140 kg (2,513 lb)
Max wing loading 95 kg/m^ (19-45 Ib/sq ft)
Max power loading 6-69 kg/kW (10-98 Ib/hp)
Performance (at max T-O weight
Max level speed at S/L
148 knots (275 km/h: 171 mph)
Max cruising speed (75 ''i power)
132 knots (245 km/h; 152 mph)
Econ cruising speed (65'"f power)
125 knots (231 km/h: 144 mph)
Stalling speed, flaps down
54 knots (100 km/h: 62 mph)
Max rate of climb at S/L 300 m (984 ft)/min
Service ceiling 4,500 m (14,750 ft) Socata Guerrier in ground support configuration, with two F2 rocket packs and bombs on underwing
T-O run 360 m (1,180 ft) attachments
80 FRANCE: AIRCRAFT — SOCATA
Max cruising speed (75 '7 power):
A. B 121 knots (225 km/h, 141) mph)
C 127 knots (235 km/h; 146 mph)
Econ cruising speed (65% power):
A, B 108 knots (201 km/h; 125 mph)
C 117 knots (217 km/h; 135 mph)
Stalling speed, flaps up;
A, B 58 knots (107 km/h; 67 mph)
C 61 knots (112 km/h; 70 mph)
Stalling speed, flaps down:
A, B 48 knots (89 km/h; 56 mph)
C 52 knots (97 km/h; 60 mph)
Max rate of climb at S/L: A 201 m (660 ft)/min
B 231 m (760 ft)/mm
C 240 m (790 ft)/min
Service ceiling: A 3,810 m (12,500 ft)
B 4,205 m (13,800 ft)
C 3,960 m (13,000 ft)
T-O run: A 355 m (1,165 ft)
B 286 m (938 ft)
C 325 m (1,066 ft)
T-O to 15 m (50 ft): A 565 m (1,853 ft)
B 426 m (1,398 ft)
Socata Tobago, with additional side view (bottom) of Trinidad ll'iloi Fress) C 505 m (1,657 ft)
Landing from 15 m (50 ft): A, B 405 m (1,329 ft)
C 425 m (1,395 ft)
Landing run: A, B, C 190 m (623 ft)
Range with max standard fuel, allowances for T-O,
climb, econ power cruise and descent. 45 mm
reserves:
A 496 nm (920 km; 571 miles)
C 653 nm (1.210 km; 752 miles)
Range with max optional fuel, conditions as above:
A 696 nm (1.290 km: 801 miles)

SOCATA TB 20/21 TRINIDAD

The Trinidad is a four/five-seat light aircraft, basically
similar to theTB 10 Tobago (which see) but with a more
powerful engine and retractable landing gear. The proto-
type (F-WDBA) flew for the first time, at Tarbes, on 14
No\ ember 1980. French certification was received on 18
December 1981, and the first production Trinidad
(F-WDBB) was delivered on 23 March 1982. FAA type
approval was obtained on 27 January 1984. Orders total-
Socata Tobago four/five-seat all-metal light aircraft led 75 by 1 January 1984, including 1 1 for the for DGAC
commercial airline pilot training.
There are twii current versions of the Trinidad, as fol-
Type: Four/five-seat all-melal light aircraft. Propeller diameter 1S8 m (6 ft 2 in)
lows:
Wings: Cantilever low-wing monoplane. Wing section Propeller ground clearance 010 m (4 in)
0-90 m (2 ft IIV2
TB 20. Basic version with 186 kW (250 hp) Avco
RA 16-3C3. Thickness/chord ratio 16'r. Dihedral 4° Cabin doors (each): Width in)
Lycoming 1O-540-C4D5D engine.
30' from roots. No incidence at root. No sweep. Con- Height 0-76 m (2 ft 6 in)
0-64 m (2 ft IV4
TB 21. Turbocharged version, under development in
ventional light alloy single-spar structure of constant Baggage door: Width in)
Spring 1984, with 186 kW (250 hp) Avco Lycoming
chord, with glasshbre tips. Balanced ailerons and elec- Height (1-44 m (1 ft 5>'4 in)
TIO-540-W engine and oxygen system. Certification
trically actuated slotted flaps, of light alloy. Ground Dimensions, internal (Tampico and Tobago): anticipated by end of 1984.
adjustable tabs. Cabin: Length, firewall to rear bulkhead The description of the Tobago applies also to both ver-
Fl'SElagf: Light alloy semi-monocoque structure. Shal- 2-53 m (S tt 3 '.2 in)
sions of the Trinidad, except as follows:
low strake under each side of fuselage immediately aft Length, panel to rear bulkhead
Wings: Dihedral 6' 30' from roots. Flap preselector stan-
of wing root Hllet. Glassfibre engine cowlings. 200 m (6 ft 6^/4 in)
dard
Tail Unit: Cantilever all-metal type, with sweptback ver- Max width, at rear seats 1-28m (4 ft 2V4 in)
tical surfaces and constant chord all-moving horizontal Max width, at front seats 1T5 m (3 It 9>'4 in) Tail Unit; Span and chord of horizontal tail surfaces
surfaces mounted at extreme tail, aft of rudder. Ground Max height, floor to roof 1 1 2 m (3 ft 8 in) increased. Mechanical rudder trim standard.
adjustable tab at top of rudder. Anti-tab in horizontal
Areas:
Landing Gear: Hydraulically retractable tricycle type,
surfaces.
90 m- 28- 1 sq with single wheel on each unit. Free fall emergency
Wings, gross 1 1 ( 1 ft)
Landing Gear: Non-retractable tricycle type, with steer- 0-91 m' (9-80 sq ft)
extension. Steerable nosewheel retracts rearward. Main
Ailerons (total)
able nosewhecl. Oleo-pneumatic shock absorber in all
3 72 m- (40 04 sq ftl units retract inward into fuselage. Hydraulic disc
Trailing-edge flaps (total)
three units. Mainwheel tyres size 6 00-6, 6-ply rating, 0-88 m- (947 brakes. Parking brake.
Fm sq ft)
pressure 2-3 bars (33 Ib/sq in). Glasshbre wheel fairings 0-63 m' (6-78 sq Power Plant: One Avco Lycoming flat-six engine, as
Rudder ft)
on all three units. Hydraulic disc brakes. Parking brake.
2-56 m- (27-56 sq ft) described in individual model listings, driving a Hartzell
Horizontal tail surfaces (total)
Power Plant: One 134 kW (180 hp) Avco Lycoming HC-C2YK-1BF/F8477-4 two-blade metal propeller.
Weights (A, standard Tampico; B, Tampico with
O-360-A1 AD flat-four engine, driving a Hartzell two- Fuel tanks in wings; total usable capacity 326 litres
constant-speed propeller; C, Tobago);
blade constant-speed propeller with spinner. Two (71-75 Imp gallons). Oil capacity 12-6 litres (2 8 Imp
Weight empty, with unusable fuel and oil;
integral fuel tanks m wing leading-edges; total capacity gallons).
210 litres (46 Imp gallons). Oil capacity 7-5 litres -6
A 650 kg (1,433 lb)
( 1
B 660 kg (1,455 lb) Systems: Self-contained electro-hydraulic system for
Imp gallons). landing gear actuation. Oxygen system is standard in TB
C 670 kg (1,477 lb)
Accommodation: Four/Hve seals m enclosed cabin.
Sharply inclined low-drag windscreen. Access via
Max T-O weight: A, B 1.060 kg (2,340 lb) 21.

upward hinged window/doors of glassfibre. Baggage

C 1,150 kg (2,530 lb) Eol'ipment; In addition to basic nav pack described in the

compartment aft of cabin, with external door on port

Performance (at max T-O weight): Tampico/Tobago entry, current aircraft have as stan-
side. Cabin carpeted, soundproofed, heated and venti-
Max level speed: A 122 knots (226 km/h; 140 mph) dard equipment a heated pilot, emergency static vent,
B 126 knots (234 km/h; 145 mph) cylinder head temperature gauge, emergency lighting
lated. Windscreen defrosting standard.
C 133 knots (247 km/h; 153 mph) systems, tinted windows and a storm window.
Systems: Electrical system includes 12V 60A alternator
and 12V 32 A battery, landing and navigation lights,
four individual cabin lights and instrument panel light-
ing. Hydraulic system for wheel brakes only.
Avionics and Equipment: Avionics to customer's
specification. Current aircraft are equipped without
extra charge with a basic nav pack that includes a rate of
climb indicator, electric turn and bank indicator, hori-
zontal and directional gyro, true airspeed indicator,
EGT and outside air temperature indicator. Standard
equipment includes seat belts for all seats, armrests,
map pockets, anti-glare visors, stall warning indicator,
tiedown fittings and towbar.
Dimensions, external (Tampico and Tobago):
Wing span 9-76 m (32 ft O'/j in)
Wing chord (constant) 1-22 m (4 ft in)
Wing aspect ratio H
Length overall 7-63 m (25 ft O'/i in)
Height overall 3 20 m (1(1 ft 6 in)
Tailplane span 3-20 m (10 ft 6 in)
Wheelbase I -96 m (6 ft 5 in) Socata TB 20 Trinidad, with retractable landing gear
 SOCATA CLAUDIUS DORNIER
/ — AIRCRAFT: FRANCE GERMANY (FEDERAL)
/ 81

Dimensions: B at 4,575 m (15,000 It) Max approved operating height:

As for Tobago, except: 194 knots (360 km/h, 223 mph) B 6,100 m (20,000 ft)

Length oxerall 7-71 m (25 ft 3 '.2 in)

Max cruising speed (75 'r power) 2,440 m (8,000 ft):
at
T-O run: A 295 m (968 ft)

Height overall 2-85 m (9 4'4 330 m (1.083 It)

ft in)
A 164 knots (303 km/h; 188 mph)
Tailplane span 3-64 m (11 ft ll'-i m) T-O to 15 m (50 tt): A 479 m (1,572 tt)
Best power cruising speed (75 'r power) at optimum
Wheelbasc 1-91 m (6 tt 3'4 in) B 540 m (1,772 ft)
height: B 180 knots (335 km/h; 208 mph)
ARhAS: Landing from 15 m (50 tt): A 530 m (1,739 ft)
As for Tobago, except: Econ cruising speed 65 'f power) at 3,660 m (12,000 ft):
(
B 540 m (1,772 ft)
Horizontal tall surfaces (total) 3()6 m' (32-94 sq ft) A 160 knots (296 km/h; 184 mph) Landing run: A 230 m (755 ft)
Weiohts (A, TB 20; B, TB 21): Stalling speed: flaps up: Range with max fuel, allowances for T-O, climb, cruise
Weight empty: A 772 kg (l,7t12 lb) A 64 knots (118 km/h; 74 mph) at best econ setting and descent. 45 min reserves:
B 825 kg (1,819 lb) B 66 knots (121 km/h; 75 mph) A at 75', power at 2,600 m (8,500 ft)
Max baggage: A 50 kg (110 lb) flaps and wheels down: 885 nm (1.640 km; 1,019 miles)
B 65 kg (143 lb) A 54 knots (99 km/h, 62 mph) B at 75', power 999nm (1,850 km; 1,150 miles)
Max T-O weight: A 1,335 kg (2,943 lb) B 55 knots (101 km/h; 63 mph) A at 65', power at 3,800 m (12,500 It)
B 1,400 kg (3,086 lb) Max rate ot climb at S/L: A 384 m (1,260 ft)/min 963 nm (1,785 km: 1,109 miles)
Performante (at max T-O weight): B 360 m (1,180 ft)/min Max terry range at 6,100 m (20,000 ft):
Max level speed: A 167 knots (310 km/h; 192 mph) Service ceiling: A 6,100 m (20,000 ft) A 1,158 nm (2,145 km; 1,332 miles)

GERMANY
(FEDERAL REPUBLIC)

CLAUDIUS DORNIER
CLAUDIUS DORNIER SEASTAR
GmbH & Co KG
Postfach 1148, 7997 Immenstaad
Telephone: 07545 1404/5
Telex: 734282
Prof Claudius Dornier Jr. the eldest son of the aviation
pioneer Prof Claude Dornier. worked closely with his
father until the latter's death in 1969, and was Chairman
of the Board of Dornier GmbH until 31 December 1981
The hrst product of his own new company is the Seastar
utilitv amphibian, of which design was initiated in January
1982. Construction of the first prototype (D-ICDS). at the

Lufthansa facility in Hamburg, began in January 1983.

and the hrst flight was made on 17 August 1984. Cer-
tification, using a second prototype, is to be gained under
FAR Part 23, and initial deliveries ot production aircraft
are planned for 1986-87.
Practical evaluation of the design was made by using a
one-fifth scale radio controlled flying model. This demon-
strated excellent on-water performance, which results
from adoption of the basic configuration developed for the
famous Dornier Wal. However, the new hull is con-
structed of composite materials, their corrosion resistant Claudius Dornier Seastar, photographed during its first flight on 17 August 1984
characteristics and light weight being ideal for application
to a flying-boat hull. As a basic transport aircraft the
Seastar will provide accommodation for a pilot and nine to
eleven passengers, or pilot, co-pilot and eight to ten pas-
sengers. Alternative proposed configurations are six-
passenger executive transport, air ambulance accom-
modating four stretchers and two attendants or ambulat-
ory patients, and cargo transport. In addition to these
roles, the capability of an amphibian to operate from grass,
water, snow and ice surfaces means that the Seastar is
suitable also for search and rescue, aerial surveillance, fire
control and firefighting.

CLAUDIUS DORNIER SEASTAR

Type: Twin-engined utility amphibian.
Wings: Braced parasol monoplane. Wing section NACA
23018. Constant chord wing with single streamline-
section bracing strut each side, between mid-point of
each wing and hull sponsons. The high-lift wing incor-
porates fixed leading-edge slots, slotted trailing-edge

flaps, two sections on each wing.

and slotted ailerons in
Trim tab in each aileron.
Hull: Conventional unpressurised flying-boat hull with
structure of composite materials, primarily of glassfibre Claudius Dornier Seastar (two P&WC PT6A-11 turboprop engines) (Pilot Press)
and graphite/epoxy.
Tail Unit: Conventional tail unit, constructed of com- door has an airstair incorporated in the adjacent spon- Max width 1 54 m (5 ft 0'- in)

posite materials, and incorporating a variable incidence son structure. Baggage compartment at rear of cabin, Max height 1-45 m (4 ft 9 in)

tailplane. Control surfaces horn balanced. Trim tab in with large external door on port side which can be used Volume 10-20 m' (-^60-2 cu ft)

each elevator and rudder. also for loading bulky consignments, or long items such Rear baggage compartment volume 1-50 m' (53-0 cu ft)

Landing Gear: Hydraulically retractable tricycle type, main cabin. Accommodation is air-
as stretchers, into Area:
conditioned, heated and ventilated. Wings, gross 24-00 m' (258-3 sq ft)
with twin wheels on each main unit and single nose-
wheel. Main units retract forward into hull sponsons. Systems: Air-conditioning and heating. Hydraulic system Weights (estimated):
nose unit forward into bow of hull, leaving tyre exposed for landing gear actuation. Electrical system. De-icing Weight empty, standard equipment 2,050 kg (4.520 lb)

to serve as bow fender. system for wing and tail unit leading-edges, and for Max payload 1.460 kg (3.218 lb)
Power Plant: Two 373 kW (500 shp) Pratt & Whitney engine intakes. Max T-O weight 4.020 kg (8.862 lb)
Canada PT6A-1 1 turboprop engines mounted over the Avionics: Complete IFR avionics installation. Pfriormani t (estimated at 3.995 kg; 8.807 lb ALIW):
wing in tandemcontinuous nacelle, the forward and
in a Dimensions, external: Max level speed at 2.000 m (6.560 ft)

rear engines driving a tractor and pusher propeller Wing span 14-80 m (48 ft 6'4 m) 220 knots (407 km/h; 253 mph)
respectively. Each is a three-blade constant-speed Wing aspect ratio 9- 13 Max cruising speed at 3,000 m (9,840 ft)
propeller with spinner. Tank in each sponson for a com- Length overall 1110 m (36 ft 5 in) 175 knots (325 km/h. 202 mph)
bined max 700 kg (1,543 lb) of fuel. Height overall (on ground) 4-40 m (14 ft 5 "4 in) T-O to and landing trom 15 m (50 ft) on land or water
Accommodation: Max accommodation for a pilot and Cargo door: Height 0-80 m (2 ft 7 ''2 in) 440 m (1,444 ft)
nine to eleven passengers, or pilot, co-pilot and eight to Width 1-25 m (4 ft 1 '4 in) Range with max passenger |iayload

ten passengers. Dual controls standard. Door to flight Dimensions, internal: nm (1,250 km; 777 miles)
675
deck on port side. Cabin has doors at forward end on Cabin, inci flight deck and rear baggage compartment: Range with max Kiel, long-range cruise with one engine
Length 6-74 m (22 ft 1'4 in) operating 864 nm (1,600 km. 994 miles)
each side, and at rear of cabin on port side. The rear
82 GERMANY (FEDERAL): AIRCRAFT — DEUTSCHE AIRBUS / DORNIER

DEUTSCHE AIRBUS Chairman Of ruE Sl'FERmsory Board: This company is the West German partner in the con-

DEUTSCHE AIRBUS GmbH Dr Franz Josef Strauss sortium formed for development and production of the

(Subsidiary of MBB) President: Dipl Kfm Rolf Siebert A300 and A3 1 high-capacity transport aircraft described
Executive Vice-President: Dr Paul Hadrys under the Airbus heading in the International section. It is
Arabellastrasse 30, Posttach 810260, 8000 Munchen 81
Public Relations: Jochen H. Eichen a wholly owned subsidiary of MBB (which see).
Telephone: (089) 92 63
Telex: 5215149

DORNIER
DORNIER GmbH
Pustfach 1420, 7990 Friedrichshafen/Bodensee
Telephone: Immenstaad (07545) 81-1-

Telex:0734 209-0
Works:
Research and Development:
7990 Friedrichshafen/Bodensee
Postfach 2160, Trimburgstrasse. 8000
Production:
Mtinchen 66
Airfield and Flight Test Centre: 8031 Oberpfaffen-
hofen. near Munchen
Bonn Ofh(e: Allianzplatz, 5300 Bonn
Board ot Direitors:
Manfred Fischer (Chairman)
Dipl-lng Dr jur Karl-Wilhelm Schafer
Rainer Hainich
Werner Kresin
Dr Ing Fritz Mader
Public Relations: Gerhard Patt
Postfach 2160, 8000 Munchen 66
Telephone: 089 87 5 480 I
Dornier 128-6MPA maritime patrol aircraft of the Cameroun Air Force
Telex: 52 35 43
Dormer GmbH, formerly Dornier-Metallbauten, was Except for reinforced landing gear, to permit a higher gyro, cabin heating, dual brake system. 100 A alter-
formed in 1922 by the Claude Dornier as
late Professor landing weight and strengthening of the engine support nators, and provisions for optional de-icing system.
the successor to the 'Do' division of the former Zeppelin structure, the airframe of the Dornier 128-6 is generally
Dimensions, external:
Werke, Lindau, GmbH. It has been operated in the form similar to that of the original, piston engined. 128-2. and Wing span 15-85 m (52 ft in)
of a Gesellschaft mit beschrankter Haftung since 22 the aircraft can be made available in maritime patrol
Wing chord (constant) 1-90 m (6 ft 2^4 in)
December 1972. Of nearly 9,000 employees in the Dor- (MPA) form with a large undernose radome. Wing aspect ratio 8-33
nier group, approximately 43 ^'c are production staff, 32 ""r CertiHcation by the LB A was granted in March 1981: Length overall (in flying attitude)! 1-41 m (37 5 'A ft in)
in research and development, and 25 ^'c engaged in techni- the first production Dornier 128-6, an aircraft for Lesotho Height overall (static) 3-90 m (12 ft 9'/2 in)
cal and logistic support. Airways, was delivered in July 1981 A small number of
.

Tailplane span 6-61 m (21 8 'A ft in)

Member companies, in addition to Dornier GmbH, 128-6MPAs. equipped with MEL Marec radar, has been Wheel track 3-52 m (11 ft 6 in)
include Dornier-Reparaturwerft GmbH, at Oberpfaffen- ordered by the Cameroun Air Force for maritime patrol, Wheelbase ft 8-63 m (28 3% in)
hofen (aircraft servicing and maintenance), Dornier andin late 1982 a contract was signed for the delivery of
Distance between propeller centres 4-20 m(13 ft 9'/2 in)
System GmbH of Friedrichshafen (spaceflight, new 18 Dornier 128-6 utility aircraft for service with the Passenger door (port, rear):
technologies, electronics, management consultancy and Nigerian Air Force. Height 1-34 m (4 ft 4% in)
contract research) and Lindauer Dornier GmbH of Lin- One Dornier 128-6, named Polar !, was specially Width 0-64 m (2 ft 1 'A in)
dau, which produces machinery for the textile industry and equipped to support a German Antarctic expedition dur- Height to sill 0-60 m (1 ft 1 1 '/2 in)
for the manufacture of plastics foils. ing the Winter (South Polar Summer) of 1983/84. It has
Freight door (port, rear):
Manufacture of the piston engined Dornier 128-2 wheel-ski landing gear, weather radar, a de-icing system
Height 1-34 m 4%
(4 ft in)
(1983-84 Jane's) has ended. The Dornier 128-6 twin- and a survival kit for 20 days. It was intended primarily to Width, inci passenger door 1-28 m 2y2 in)
(4 ft
turboprop STOL transport and utility aircraft continues in transport Held teams to unprepared sites, and to ferry
Dimensions, internal:
production, as does the larger twin-turboprop Dornier equipment such as sleds and skidoos.
Cabin, excl flight deck and rear baggage compartment:
228. Available in several versions, the 228 embodies Dor- Type: Twin-turboprop STOL transport and utility aircraft. Max length 3-97 m (13 ft OV2 in)
nier's new TNT advanced technology wing. This type of
Wings: Cantilever high-wing monoplane. Wing section Max width 1-37 m
ft 6 in)
(4
wing is also fitted to the Dornier Do ATT (Amphibian
NACA 23018 (modified), with nose slot in the outer Max height 1-52 m lP/4 in)
(4 ft
Technology Testbed). known formerly as the Do 24TT. half of each wing. Dihedral 1° 30'. Incidence 4°. All- Floor area 5-30 m^ (57-05 sq ft)
which IS demonstrating the capabilities of an amphibian
metal box spar structure. Double-slotted ailerons and Volume 800 m' (282-5 cu ft)
embodving new technologies and a turboprop power
flaps have metal structure, partly Eonnex covered. Bal- Baggage compartment volume 0-90 m' (31-8 cu ft)
plant. Details of the TNT testbed aircraft have been given
ance tabs in ailerons. Pneumatic de-icing boots on
in earlier editions of Jane's: it continues in use for basic Areas:
leading-edges optional.
flight test programmes of new technologies for general Wings, gross 29-00 mM312-2 sq ft)
Fuselage: Conventional all-metal stressed skin structure.
aviation. Ailerons (total) 2-64 mM28-4 sq ft)
Tail Unit: Cantilever all-metal structure, with rudder and
Dornier is development of various types of
active in Trailing-edge flaps (total) 4-80 m- (51-6 sq ft)
horizontal surfaces partly Eonnex covered. All-moving
RPV (see RPVs and Targets section), and continues to Fin, incI dorsal fin 3-65 m^ (39-3 sq ft)
horizontal surface, with combined anti-balance and trim
develop and produce the Alpha Jet training/light attack Rudder, incl tab 1-40 m' (151 sq ft)
tab. Trim tab m rudder. Pneumatic de-icing boots on
described in the International section, in partner-
aircraft, Tailplane. incl tab 7-65 m- (82-3 sq ft)
leading-edges optional.
ship with the Dassault-Breguet group in France. Weights and Loadings:
Landing Gear: Non-retractable tailwheel type. Dornier
Dornier is manufacturing, under subcontract from Weight empty 2.540 kg (5,600 lb)
oleo-pneumatic shock absorbers in main units,
Deutsche Airbus GmbH, components for the Airbus glassHbre sprung tailwheel unit. Mainwheel tyres size Max payload 1,273 kg (2.806 lb)
A300-600 and A310. It is responsible for integrating the 8-50-10, pressure 338 bars (49 Ib/sq in). Twin-contact Max T-O weight 4.350 kg (9.590 lb)
operational avionics in the 18 Boeing E-3A Sentry Max landing weight 4,140 kg (9.127 lb)
tailwheel tyre size 5-50-4, pressure 2-76 bars (40 Ib/sq
AWACS aircraft (see US section being acquired between
)
in ). Double disc hydraulic brakes. Fairings on main legs
Max wing loading 150 kg/m' (30-72 Ib/sq ft)
1982 and 1985 by NATO for use in Europe. The hrst of Max power loading 7-30 kg/kW (1 1-99 Ib/shp)
and wheels standard.
these was delivered to NATO in January 1982. Performance (at max T-O weight except where indicated):
Power Plant: Two Pratt & Whitney Canada PT6A-1 10
Dornier is responsible for technical and logistic servic-
turboprop engines, each derated to 298 kW (400 shp), Max level speed 183 knots (339 km/h; 211 mph)
ing of the Breguet Br 1 50 Atlantic 1 aircraft operated by
1
mounted on stub wings and each driving a Hartzell Max cruising speed at 3,050 m (10,000 ft)
theDutch and Federal German Navies. Under a contract B3TN-3D/T10282B-9-5 three-blade constant-speed 178 knots (330 km/h; 205 mph)
awarded by the German Federal Procurement Agency, it at 3,050 m (10,000 ft)
power
and fully-feathering metal propeller with spinner. Fuel Cruising speed, 75'^'f
is also prime contractor for modernisation of the German 165 knots (305 km/h; 190 mph)
tanks in rear of engine nacelles, with total usable capac-
Cruising speed, max range power at 3,050 m (10,000 ft)
Atlantics.
ity of 893 litres (196-5 Imp gallons). Refuelling points
Dornier is one of the European aerospace companies 140 knots (259 km/h; 161 mph)
above nacelles. Provision for two underwing auxiliary
which has been carrying out independent studies in an Cruising speed, 50'^< power at 3,050 m (10,000 ft)
fuel tanks with combined capacity of 474 litres 104 Imp (
effort to satisfy requirements for a future fighter aircraft
gallons). Total capacity of separate oil tanks, 33 litres 138 knots (256 km/h; 159 mph)
(JF 90) for the German Luftwaffe. The latest cimhgur- 63 knots (116 km/h; 72 mph)
(7-25 Imp gallons). Landing speed
ation, displayed in model form in 1983, was developed in 384 m (1,260 ft)/min
Accommodation: Pilot and either co-pilot or passenger Max rate of climb at S/L
collaboration with the US Northrop Corporation. one engine out
side by side on flight deck. Dual controls standard. Main Rate of climb at S/L,

cabin equipped normally to carry ten passengers in 54 m (177 ft)/mm

DORNIER 128-6 pairs, with centre aisle, or five stretchers and five folding Service ceiling 9,935 m (32,600 ft)
As recorded in earlier editions of Jane's, the Hrst seats, all layouts including toilet and/or baggage com- T-O to 15 m {50 ft) 554 m (1.820 ft)
turboprop development of the Skyservant was the Do 28 partment and/or darkroom for aerial survey missions aft Landing from 15 m (50 ft) at max landing weight
D-5X prototype (D-IBUF), which Hrst flew on 9 April of cabin. Alternatively, cabin can be stripped for cargo 503 m (1.650 ft)

1978, with its piston engines replaced by two 447 kW (600 carrying. Door on each side of flight deck. Emergency Range with 805 kg (1.774 lb) payload. no reserves
shp) Avco Lycoming LTP 101 -600-1 A turboprops, exiton starboard side of cabin. Combined two-section 788 nm (1.460 km; 907 miles)
derated to 298 k W (400 shp).
was redesignated Dornier
It passenger and freight door on port side of cabin, at rear. Range with max fuel at max cruising speed

I28-6X when rehtted with Pratt & Whitney Canada Avionics and Eouipment: Provision for com/nav anten- 858 nm (1.590 km; 988 miles)
PT6A-110 turboprops, and made its Hrst flight with this nae installation, and avionics, to customer's require- Range with max fuel at max range power
power plant on 4 March 1980. ments. Standard equipment includes directional slaved 985 nm (1.825 km; 1,134 miles)
 DORNIER — AIRCRAFT; GERMANY (FEDERAL) 83

and are operated differentially to serve as conventional

ailerons. Trim coupling of flaps and tailplane optional.
Fi'SELAGE: Conventional stressed skin unpressurised
structure ot light alloy, built in five sections. Glassfibre
nose- and tailcones.
Tail Unit Cantilever all-metal structure, with rudder and
:

horizontal surfaces partly Eonnex covered. All-moving

tailplane, with horn balanced elevators. Trim tab in
rudder.
Landing Gear: Retractable tricycle type, with single
wheel on each unit. Main units retract forward
and
inward into fairings on to the lower fuselage. Hyd-
built
raulically steerable nosewheel retracts lorward.
Goodyear wheels and tyres, size 8-50-10 on mainw heels
(12 ply rating on 228-100. 10 ply rating on 228-200);
size 600-6, 6 ply rating, on nosewheel. Low pressure
tyres optional. Goodyear brakes on mainwheels.
Power Plant: Two 533 kW (715 shp) Garrett TPE331-
5-252D turboprop engines, each driving a Hart/ell
HC-B4TN-5ML/LTI()574 four-blade constant-speed
fully-feathering reversible-pitch metal propeller. The
Pratt &
Whitney Canada PT6A-1 35 may become avail-
able as an optional power plant at a later date. Primary
wing box forms an integral fuel tank with a total usable
capacity of 2,386 litres (525 Imp gallons).
ArcoMMODAiioN: Crew ot two, and 15or 19 passengers as
Dornier 228-100 light transport, with additional side view (bottom) of 228-200 (I'llui Press)
described under model listings (16 passengers in -100
for Botswana. 20 in -200s for Bhutan and Taiwan), or
DORNIER 228 successfully with the German Antarctic expedition during 21 or 25 seats respectively in troop transport configur-

The Dornier 22K is a larger utility and commuter trans- the South Polar Summer of 1983/84. ation. Pilots' seats adjustable fore and aft. Individual

port than the 128-6, and was available in 1984 in the By early 1984 Dornier had received firm orders for 58 seats down each side ot the cabin with a central aisle.
following versions:
with paid options tor a turther 36 and letters ot
aircraft, Combined two-section passenger and freight door, with
intent for more. In addition, an agreement with the integral steps, on port side of cabin at rear. One
228-100. Basic version, with the Dornier new technol- 1 1

Indian government was signed in November 1983 cover- emergency exit on port side of cabin, two on starboard
ogy (TNT) wing, Garrett turboprop power plant, and
ing the licence manufacture ot some 50 Dornier 228s by side. Baggage compartment at rear ot cabin, accessible
standard accommodation tor 15 passengers in airline seats
1

German (LBA) Hindustan Aeronautics Ltd (which see). More than 25 externally and from cabin. Enlarged baggage door
at 76 cm (30 in) pitch. certification
Dornier 228s were in service by the Spring of 1984. British optional. Additional baggage space in fuselage nose.
awarded on 18 December 1981. Deliveries began in Feb-
ruary 1982; entered service, with A/S Norving Flyservice
CAA and American FAA certification were granted on 7 1 Modular units tor rapid changes ot role.
in Norway, in late Summer of 1982. Suitable tor a wide
April and 1 May 1984 respectively; LBA certification
1 Systems: Entire accommodation heated and ventilated
has been accepted by the licensing authorities of Bhutan. Air-conditioning system optional. Heating hy engine
range of other duties, including freight or mixed car-
India, Japan, Malaysia, Nigeria, Norway, Sweden and bleed air. Hydraulic system, pressure 207 bars (3,1100
go/passenger transport, executive travel, air taxi service,
Taiwan. Ib/sq in), for landing gear, brakes and nosewheel steer-
photogrammelry, airways calibration, training, ambul-
Tvi'h: Twin-turboprop light transport. ing. Handpump for emergency landing gear extension
ance or search and rescue operations, and paramilitary
Wings: Cantilever high-wing monoplane, comprising Primary 28V DC electrical system, supplied by two 28V
missions. Main fuselage segments, cabin door and cockpit
equipment standardised with those of Dornier 128.
two-spar rectangular centre-section and two tapered 250A engine driven starter/generators and two 24V
228-101. Identical to 228-100 except for reinforced
outer panels ending in raked tips. Dornier Do A-5 25Ah nickel-cadmium batteries. Two 35()VA inverters

fuselage and different mainwheel tyres, to permit higher

supercritical wing section. No dihedral or anhedral supply 1 15/26V 4()0H/ AC system. APLI optional. Air
Sweptback on leading-edge ol outer panels 8 \ Wing intake anti-icing standard. De-icing system optional tor
operating weights, and installation of engine hre exting-
leading-edge and raked wingtips ot glassMbre/Kevlar wing and tail unit leading-edges, windscreen and propel-
uishing system to conform to SFAR Pt 4 b. Introduced in1

composites. Remainder ot wing of light alloy construc- lers.

1984.
228-200. Lengthened fuselage, providing standard
tion. Fowler single-slotted trailing-edge flaps and AviONK s AND Eol'ipment: Instrumentation tor IFR flight
ailerons of carbonfibre composites. Ailerons can be standard. Autopilot optional, to permit single-pilot IFR
accommodation for 19 passengers at 76 cm (30 in) seat
drooped symmetrically to augment trailing-edge flaps. operation. Standard avionics include dual King KY 196
pitch and a larger rear baggage compartment, but other-
wise generally similar to 228-100. Certiticated by German
LBA on 6 September 1982.
228-201. Identical to 228-200 except for changes noted
under 228-101. Introduced in 1984.
228 Martitime Patrol. Described separately.
The design of the Dornier 228 was formulated to com-
ply with L'S FAR Pt 23 requirements, including Amend-
ment 23, and Appendix A of FAR Pt 135. One prototype
of each initial version was built; the first of these, the
Dornier 228-100 (D-IFNS) made its first flight on 28
March 1981. The 228-200 (D-ICDO) flew for the first
time on 9 May 1981 A static test airframe of the 228-200
.

was also completed.

One Dornier 228-100 (D-IAWI), named Polar 2, was
specially equipped to support the German polar research
programmes. It is fitted with wheel-ski landing gear, and
for its equipped with an ice measuring
scientific tasks is

radar to explore ice gorges and for large area subsoil

measurements, a magnetometer to measure anomalies in
the Earth's magnetic field, and a special camera for photo-

graphic study of the edge of the ice shelf. It was accom-

panied by a specially equipped Dornier 128-6, also with
wheel-ski gear, and both polar aircraft were employed Dornier 228-100 in the insignia of Jambo Air Lines of Nigeria

The 19-passenger Dornier 228-200 twin-engined utility and commuter transport (two Garrett TPE331-5-252D turboprop engines)
84 GERMANY (FEDERAL): AIRCRAFT — DORNIER
VHF com, KN 53 VOR/ILS and KN 72 VOR/LOC Operating weight empty: 100 3.413 kg (7,524
'
lb) A and Version B, they are equipped for particular roles as
converters; single KMR 675 marker beacon receiver, 101 3,423 kg (7,546 lb) follows:
KR 87 ADF and KT 76A transponder; Aeronetics 200 3,547 kg (7,820 lb) Dornier 228 Maritime Patrol Version A: Intended for
7137 RMl; two Sperry GH14B gyro horizons; two King 201 3,557 kg (7,842 lb) surveillance of domestic and foreign fisheries; territorial
KPI 552 HSls; Becker audio selector and intercom. Max payload; 100 2.127 kg (4,689 lb) tasks and activities of national safety relating to infilt-
Standard equipment includes complete internal and 101 2,117 kg (4,667 lb) ration, prohibited border traffic and smuggling; and SAR.
external lightmg, hand fire extinguisher, first aid kit, 200 1,993 kg (4,394 lb) Primary reconnaissance source is an MEL Marec II radar
gust control locks and tiedown kit. Wide range of 201 2,033 kg (4,482 lb) with 360° scan. The interior of the cabin is laid out to
optional avionics and equipment available. Equipment Max ramp weight: 100, 200 5,730 kg (12.632 lb) accommodate two observers, each with a forward facing
for a version to support oil pollution location and dis- 101,201 6,010 kg (13,250 lb) seat adjacent to a bubble window at the forward end of the
persal is under development. Max T-O weight; 100, 200 5.700 kg (12.566 lb) cabin; a radar operator's station is situated on the port side
Dimensions, external; 101,201 5,980 kg (13,183 lb) in a mid-cabin position. There are storage positions for a

Wing span 16-97 m (55 ft 8 m) Max landing weight: 100,101,200 5,700 kg (12,566 lb) hand held camera and a crew liferaft. Two additional
Wing aspect ratio 90 201 5,750 kg (12.676 lb) liferafts, each with capacity for 20 persons, are optional.
Length overall; 100 1504 m
(49 ft 41/8 in Max wing loading: There is a double entry door with airstair on the port side,
200 16-56 m (54 ft 4 in 100, 200 178-1 kg/m= (36-48 Ib/sq ft) just to the rear of the radar operator's position; a toilet
Height overall 4-86 m (15 ft 11 V2 in 101,201 186-9 kg/m= (38-28 Ib/sq ft) towards the rear of the cabin on the starboard side and, to ;

Tailplane span 6-45 m (21 ft 2 in Max power loading; its rear, storage and a deployment chute for marine mar-

Wheel track 3-30 m (10 ft 10 in 100. 200 5-35 kg/kW (8-79 Ib/shp) kers, smoke floats and flares. Two 300A Lear Siegler
Wheelbase; 100 5-53 m (18 ft 1 Vj in 101. 201 5-61 kg/kW (9-22 Ib/shp) starter/generators are standard to supply power for
200 6-29 m (20 ft 7'/: in Performance (at max T-O weight, S/L, ISA, except where specialised equipment which, in addition to the Marec II
Propeller diameter 2-73 m (8 ft 1 1 Vi in indicated): radar, Global Navigation GNS-500A-3B
includes
Passenger door (port, rear): Max diving speed (all) VLF/Omega, Collins HF 220 HF com, Collins RT
Height 1-34 m (4 ft 4% in 255 knots (472 km/h; 293 mph) IAS 1327/ARC VHF/AF-FM com, and Becker EB 3100
Width 0-64 m (2 ft 1 Va m Max cruising speed at 3,050 m (10,000 ft) (all) interphone. Additional equipment in the radar operator's
Height to sill 0-60 m (1 ft IIV; m 231 knots (428 km/h; 266 mph) console includes an airspeed indicator, altimeter and
Freight door (port, rear); Max cruising speed at S/L (all) clock; Aeronetics Model 7137 RMl; VLF/Omega control
Height 1-34 m (4 ft 4y4 in 199 knots (370 km/h; 230 mph) unit; and a Becker ASl-3100 interphone. A Spectrol
Width, passenger door
incl 1-28 m (4 ft IVi in Stalling speed, flaps up; Sk-16 Nightscan steerable searchlight, mounted extern-
Emergency exits (each): Height 0-66 m (2 ft 2 in 100 79 knots (146 km/h; 91 mph) IAS ally, is optional.
Width 0-48 m (1 ft 7 in 200 81 knots (150 km/h; 93 mph) IAS Dornier 228 Maritime Patrol Version B: Intended for
Baggage door (nose); Height 0-50 m (1 ft 7'/: in Stalling speed, flaps down: surveillance of coastal waters to locate oil spills, survey sea
Width 1-32 m (4 ft 4 in 100 63 knots (117 km/h; 73 mph) IAS traffic and protect
fisheries. Secondary tasks include the
Standard baggage door (rear): 200 67 knots (124 km/h; 77 mph) IAS detection of other pollution and the support of SAR mis-
Height 0-76 m (2 ft 6 in Max rate of climb at S/L: sions.Primary surveillance source is an Ericsson/Swedish
Width 0-54 m (1 ft 91/4 in 100,200 618 m (2,025 ft)/min Space Corporation SLAR. Standard cabin layout provides

Dimensions, internal; 101,201 582 m (1,910 ft)/min for the SLAR operator, adjacent to a bubble window on
Rate of climb one engine out:
at S/L, the port side of the cabin; an instrument console almost
Cabin, excl flight deck and rear baggage compartment:
Length: 100 6-33 m (20 ft 9 in 100, 200 162 m (531 ft)/min opposite the SLAR operator on the starboard side with,
200 7-08 m (23 ft 2 '/a in 101,201 138 m (450 ft)/min behind it. a desk and crew rest seat. There is stowage for a
Max width 1-346 m (4 ft 5 in Service ceiling. 30-5 m (100 ft)/min rate of climb: crew liferaft, and a toilet as in Version A, but the space
Max height 1-55 m (5 ft 1 in 100.200 9.020 m (29,600 ft) behind it is available for installation of an optional Swe-
Floor area; 100 8-50 m- (91 -49 sq ft 101.201 8,535 m (28.000 ft) dish Space Corporation SSP-1 100 IR/UV scanner system.

200 9-56 m^ (102-9 sq ft

Service ceiling, one engine out, 30-5 m (100 ft)/min rate Other optional equipment includes Bendix RDR-1400
Volume; 100 13-00 m' (459-1 cu ft
of climb: 100, 200 4,265 m (14,000 ft) forward looking radar, Decca-Racal Mk 19 nav system
200 14-70 m' (519-1 cu ft T-O run: 100. 200 41 1 m (1.350 ft) with TANS, or Type 72 Doppler nav system with TANS,

Rear baggage compartment volume: 101.201 442 m (1.450 ft) plus the additional equipment in the radar operator's con-

100, standard 1 -20 mM42-4 cu ft

T-O to 15 m (50 ft): 100. 200 564 m (1,850 ft) sole as detailed for Version A.
100, optional; 200, standard 2-60 m' (91-8 cu ft
101,201 592 m (1,945 ft) Weights (A; Version A; B; Version B):
Nose baggage compartment volume; Landing from 15 m (50 ft) at max landing weight: Weight empty, standard;
0-89 m' (31-4 cu it
100,200 600 m (1,968 ft) A, B 2,960 kg (6.526 lb)

Areas;
Range at 3.050 m
(10.000 ft) with max passenger Operating weight empty: A 3,935 kg (8.675 lb)
32-00 m^ (344-3 sq payload, max cruising speed: B 4,015 kg (8,852
Wings, gross ft lb)
2-708 m- (29-15 sq 100 724 nm (1,343 km; 834 miles) Fuel weight: A, B 1.885 kg (4,155 lb)
Ailerons (total) ft

TraiHng-edge flaps (total) 5-872 m= (63-21 sq ft

101 939 nm (1,740 km; 1,081 miles) Max T-O weight: A. B 5,980 kg (13.183 lb)

Fin. incl dorsal fin 4-50 m^ (48-44 sq ft

200 323 nm (600 km; 372 miles) Typical zero-fuel weight:
Rudder, incl tab 1-50 m' (16-15 sq ft
201 539 nm (1,000 km; 621 miles) A. B 4,095 kg (9,028 lb)

Horizontal tail surfaces (total) 8-33 m^ (89-66 sq ft

Max range at 3,050 m (10,000 ft) at econ cruising speed, Performance (A and B at max T-O weight, ISA);
45 min reserves (all versions)
Weights and Loadings: Average speed for max range
1,460 nm (2,704 km; 1,680 miles)
Weight empty, standard; 100 2.980 kg (6,570 lb 165 knots (305 km/h; 190 mph)
101 2.990 kg (6.592 lb DORNIER 228 MARITIME PATROL Average speed for max endurance
200 3,086 kg (6.803 lb Dornier has developed two specialised versions of the 100 knots (185 km/h; 115 mph)
201 3,096 kg (6,825 lb Dormer 228-100 for maritime patrol. Designated Version *Search time, max range cruise speed at 610 m (2.000
ft), search area adjacent to base 7 h 45 min
'Search time, max range cruise speed at 610 m (2,000
ft), search area 400 nm (740 km; 460 miles) from

base 3 h 45 min
*Search time, max endurance cruise speed at 610 m
(2,000 ft), search area adjacent to base 9 h 45 min
*Search time, max endurance cruise speed at 610 m
(2.000 ft), search area 400 nm (740 km; 460 miles)
from base 4 h 45 mm
"Search time increased by approx 1 h 30 min it optional
auxiliary fuel lank installed

DORNIER Do ATT
For many years Dornier has been convinced that a
market exists for an all-weather amphibian flying-boat to
follow veteran aircraft like the Grumman HU-16 Albat-
ross for maritime surveillance and sea-air rescue duties. A
reference in Jane's to Dornier proposals to meet the
requirement with an updated turboprop powered version
of Its second World War Do 24T ocean-going flying-boat
can be found in the 1978-79 edition.
The experimental amphibian now known as the Do
ATT (Amphibian Technology Testbed, formerly Do
24TT) entered the definition phase in April 1979. This
phase was completed in June 1980, and was followed by
the present construction and test phase, which began with
the purchase of a Spanish Air Force Do 24T that had been
retired from search and rescue duties in 1971. The ATT
retains the hull and tail surfaces of that aircraft, but has
been fitted with an entirely new technology constant chord
wing with triangular tips; three turboprop engines in place
of the existing piston radials; new sponsons; an elevated
flight deck roof; twin-wheel main landing gear units from

the Dornier Do 31; and a single-wheel nose unit from a

Fokker F27. The new wing, unlike the right-angled
on the TNT testbed aircraft, has a rectan-
trapezoidal wing
Dornier Do ATT flying-boat technology demonstrator gular planform from the root to the beginning of the
 DORNIER / EQUATOR — AIRCRAFT: GERMANY (FEDERAL) 85

wingtip.and a Do A-5 aerofoil section throughout. Com- Federal German Ministry of Research and Technology, is Propeller diameter 2-86 m (9 ft 4'/2 in)

pared with conventional aerofoils, this wing has reduced to study by flight tests the effect of new technologies on the Area:
drag and nicrcased lift. Its triangular tip also produces a seaworthiness, operational flexibility, performance and Wings, gross 1000 m' (1,076-4 sq ft)
reduction in induced drag by comparison with a conven- economy of an advanced amphibian flying-boat.
tional wingtip.
Weights and Loadings:
Power Plant: Three 839 kW ,1 25 shp) Pratt & Whitney Weight empty 10,070 kg (22,200 lb)
The Do ATT (D-CATD) flew for the rtrst time on 25
( 1

Canada PT6A-45B turboprop engines, each driving a

April 1983. The being tested in detail over a
aircraft is
Max T-O 12,000 kg (26,455 lb)
weight: from water
Hartzell HCB5-MP-3/10282B-t-6 five-blade variable- on land 14,000 kg (30,865 lb)
period of 14 to 6 months. The schedule calls for some 85
1
pitch propeller with spinner, mounted in streamline Max landing weight: on water 12,000 kg (26,455 lb)
hours of landing tests, and 20 hours and 1 5 hours of testing
nacelles at leading-edge of wing. on land 2,500 kg (27,557 lb)
I
on inland waters and high seas respectively. Within the
experimental programme the second test phase, with the Dimensions, external:
Max wing loading, on land 140 kg/m^ (28-7 Ib/sq ft)
first water trials, was conducted at the West German naval Wing span 3000 m (98 ft 5 in)
Max power loading, on land 5-56 kg/kW (915 Ib/shp)
air station at Kiel-Holtenau in August 1983. In addition to Wing chord (constant) 3-60 m (11 ft 9^/4 in) Performance (at max T-O weight):
1 and 1 2 landings on water, the schedule at Kiel
5 take-offs Wing aspect ratio 90 Never-exceed speed 231 knots (428 km/h: 266 mph)
included taxi and manoeuvring trials on the water and Length overall 21-95 m (72 ft OVi in) Max cruising speed 185 knots (343 km/h; 213 mph)
beaching by using a slip ramp. Altogether, the Do ATT Height from keel 5-65 m (18 ft 6'/2 in) T-O run: on land, to 15 m (50 ft) 590 m (1,935 ft)
had accumulated about 50 flight test hours by September Height overall, on wheels 6-68 m (21 ft 11 in) on water 180 m (590 ft)
1983. All test data, and in particular those from the water Width over sponsons 800 m (26 ft 3 in) T-O run, one engine out:
trials, are now being evaluated. Wheel track, c/l of shock absorbers 6-90 m (22 ft 7 '.4 in) on land, to 15 m (50 ft) 675 m (2,215 ft)
The object of the programme, which is funded by the Wheelbase 6-55 m (21 ft 5 "a in) on water 410 m (1,345 ft)

EQUATOR
EQUATOR AIRCRAFT GESELLSCHAFT FUR
FLUGZEUGBAU mbH ULM
Benzstrasse 15, D-7904 Erbach
Telephone: (073) 04 61 16 and 05 61 16
President: Giinther H. Poschel
This company was known until 1 974 as Poschel Aircraft
GmbH. Its President designed and built the prototype

P-300 Equator five/six-scat light STOL aircraft This flew .

for the time on 8 November 1970, powered by a 216

first

kW (290 hp) Avco Lycoming 10-540 flat-six engine, and

was last described in the 1972-73 Jane's. A turboprop
powered version of the design was then built as the P-400
Turbo-Equator STOL amphibian (see Addenda to
1977-78 Jane's). The configuration was subsequently
changed extensively, and a common basic airframe is now
being developed for a family of different models, as fol-
lows:
EQUATOR, TWIN EQUATOR and TURBO
EQUATOR P-300RG prototype of the current Equator series
This series of aircraft is intended to utilise a common
airframe, related to that of the earlier P-300 and P-400 but Development of the Equator was continuing in 1984. passengers. Rear baggage and bar compartment may be
with the wing lowered from high to mid position, swept The following description applies to the P-350RGS STOL used optionally to accommodate 9th and 10th seats, or
and a pylon mounted power plant,
vertical tail surfaces, where indicated:
version, except toilet. Landplane versions have one cabin door on the

installedabove the cabin instead of on the tail unit. monoplane.

Tvi'E: Eight/ten-seat cabin port side; amphibians have a door on each side. Multi-
All production models are intended normally to be Wings: Cantilever mid-wing monoplane. Wing section adjustable front seats. Second row seats reclinable.
completed as light transports for eight or ten people, Wortmann FX-78-P-160/2()0. Dihedral 6°. Incidence Three-seat divan at rear. Dual controls standard
including one or two pilots. In general, a tractor propeller 2°. Forward sweep at quarter-chord 2°. Laminar flow Shoulder harness for two front seats standard. Baggage
will be standard, but the P-550 and all amphibians are single-spar wing of variable safe-life construction, utilis- space, with internal and external access, at rear of cabin.
envisaged with 'pusher' propellers. Non-STOL versions ing a fibre epoxy sandwich structure. Drooping flexible Toilet optional. Accommodation heated and ventilated.
with simplified flaps have increased useful load, fuel capac- ailerons and hydraulically actuated trailing-edge flaps of Systems: 24V electrical system. Vacuum system for

ity and range, but longer T-O and landing runs and higher similar construction. De-icing of wing leading-edges blind-flying instrumentation. Air-conditioning, oxygen
stalling speeds. Models intended for amphibious oper- optional. Float-wing' design eliminates need for spon- system, pressurisation system and de-icing system
ation have a step, water rudder and bilge pump. The sons or wingtip floats when operating from water. optional.
pressurisation system includes a loss-of-pressure warning Fuselage: Variable safe-life semi-monocoque structure, Avionics and Equipmeni: Standard avionics include dual
system, emergency oxygen, a cabin altimeter and cabin using construction materials similar to those of wing. nav/com with VOR/LOC and VOR/ILS. marker
The interior can be converted for a
rate of climb indicator. Tail Unit: Cantilever structure, with all-moving tailplane beacon receiver. ADF. transponder, and audio panel.
wide variety of alternative roles, including freight trans- mounted approximately two-thirds up the fin. Flexible Standard equipment includes blind-flying instrument-
port, search and rescue, aerial photography and survey. rudder. Constructed of the same materials as wing and ation, clock, exhaust gas temperature gauge, outside air

Eight alternative configurations are possible (FG. FGS, fuselage. Hydraulically operated trim tab in tailplane temperature gauge, map compartment, sun visors,
RG. RGP. RGS. RGSA. RGSP and RGSAP). these suffix and rudder. De-icing of tailplane and fin leading-edges heated pitot. stall warning device, cabin fresh air vents,
letters indicating: optional. dome lights, beacon light, landing light, navigation
FG Fixed tricycle landing gear, with streamline wheel Landing Gear: Hydraulically retractable tricycle type, lights, taxi light, static wicks and tiedown rings. Optional

and main leg fairings; with single wheel on each unit. Main units retract out- avionics include autopilot, DME. R/Nav. radar alti-
RG Retractable landing gear; ward. Oleo-pneumatic shock absorbers. Mainwheel meter and weather radar. Optional equipment includes
A Amphibious hull (not available on P-420 Turbo); tyres size 6-50-8, pressure 3-8 bars (55 Ib/sq in). Steer- cabin altimeter and rate ot climb indicator, tinted win-
P Pressurisation system; and able nosewheel with tyre size 600-6, pressure 3-0 bars dows: amphibian conversion with V hull bottom and
S STOL capability. (44 Ib/sq in). Goodyear brakes. Parking brake. step, water rudder and bilge pump; fixed landing gear,

Differences between the basic projected models are as Power Plant: As detailed in model listings. Fuel capacity oversize wheels, ski gear.
follows: 1 ,287 litres (283 Imp gallons), in integral tanks in wings. Dimensions, external:
P-300 Equator. With 23 1 kW (3 1 hp) Avco Lycoming Accommodation: Standard accommodation for a pilot Wing span 12-20 m (40 ft OV4 in)

TlO-540 flat-six engine and three-blade 'pusher' propel- and seven passengers, or pilot and co-pilot with six Length overall 10-00 m (32 ft 9% in)

ler. Prototype (D-EALM, first flight 26 April 1982) is a

P-300RG. but production aircraft will be offered in FG

and FGS form only.
P-350 Equator. Available in all eight configurations,
with Avco LycomingTIO-540 flat-six engine, rated at 26!
kW (350 hp) and driving a 'pusher' propeller.
P-400 Equator. As P-350. but with a 298 kW (400 hp)
Avco Lycoming 1O-720-B1 BD flat-eight engine. Offered
in all eight configurations.
P-420 Turbo Equator. As P-350. but with an Allison
250-B17C turboprop engine of 313 kW (420 shp). Not
available in RGSA or RGSAP form.
P-420 Twin Equator. As P-350, but with 'push and
puir tandem pair of 157 kW (210 hp) Avco Lycoming
TIO-360-C1 A6D turbocharged flat-four engines, driving
three-blade constant-speed fully-feathering and
reversible-pitch propellers. Offered in all eight configur-
ations.
P-450 Equator. As P-350. but with a 336 kW (450 hp)
Avco Lycoming TIO-720-B1BD flat-six engine. Offered
in all eight configurations.
P-550 Turbo Equator. As P-350, but with a Pratt &
Whitney Canada PT6A-135 turboprop engine, flat
rated at 410 kW (550 shp) and driving a three-blade
constant-speed and reversible-pitch metal 'pusher' pro-
peller. Offered in all eight configurations. Equator P-400RG (Avco Lycoming IO-720-B1BD engine) il'iloi I'les.t)
 1

86 GERMANY (FEDERAL): AIRCRAFT — EQUATOR / GYROFLUG

Height overall .V6fi m (12 tt in) G 2,404 kg (5,300 lb) Service ceiling
Area: * Performance (estimated, depending on version and T-O 6,400-11,990 m (21.000-39.345 ft)

Wings, gross 1«0() m' (193-75 sq ft) weight): T-O to 15 m (50 ft):

Weights (estimated. A: P-300; B; P-350; C: P-400; D: Max cruising speed: STOL versions 265-453 m (870-1,485 ft)

P-420 Turbo; E: P-420 Twin; F: P-450; G: P-550): FG versions 195-255 knots (361-473 km/h; non-STOL versions 355-658 m (1,165-2,160 ft)
Weight emptv (RG versions): 225-294 mph) Landing from 15 m (50 ft):

A ' 1.070 kg (2,359 Ih) RG versions 230-300 knots (426-556 km/h; STOL versions 544-562 m (1,785-1.845 ft)

B 1,100 kg (2,425 lb) 265-345 mph) non-STOL versions 792-823 m (2,600-2,700 ft)
C 1,123 kg (2.475 lb) RGSA versions 212-282 knots (393-523 km/h; Range with max fuel (RG versions):
D 943 kg (2,080 lb) 244-325 mph) at max cruising speed
E 1,242 kg (2.738 lb) Stalling speed: 2,100-3.000 nm (3,889-5,556 km;
F 1,162 kg (2,561 lb) STOL versions 51-52 knots (95-97 km/h; 59-60 mph) 2,416-3,452 miles)
G 989 kg (2,180 lb) non-STOL versions at econ cruising speed
Max T-O weight: A 1,900 kg (4,190 lb) 62-64 knots (115-119 km/h; 72-74 mph) 4,600-5,900 nm (8,519-10,926 km:
B, C, F 2,000 kg (4,410 lb) Max rate of climb at S/L 5.293-6.789 miles)
D, E 2,222 kg (4,900 lb) 450-797 m (1,475-2,615 ft)/min Mure ilt'iai/ed lisling in 1 9,^3-^4 edituin

Light Aircraet Department: Otto-Hahn-Strasse MBB FLAMINGO-TRAINER

FUS Ottobrunn (Riemerling)
4. 801

A prototype of the Flamingo-Trainer Tl (D-EFWC)

FLUGZEUG-UNION-SUD GmbH Telephone: (089) 60 00 3017, 60 00 4965
flew for the hrst time on 25 April 1979. and three versions
(Subsidiary of MBB) Telex: 5 29 132 fus d
(Al Kl and Tl described in the 1983-84 June's remain
, . )

Postfach 830358. 8000 Munchen 83 General Manager: Josef Fuchshuber No sales had been reported up to January 1984,
available.

GROB
BURKHART GROB FLUGZEUGBAU (Sub-
sidiary of Grob-Werke GmbH & Co KG)
Postfach 150, 8948 Mindelheim
Grob Flug/eugbau became established as a manufac-
turer of sailplanes in 1972. building the Schempp-Hirth
Standard Cirrus under licence Irom that date until 1975,
Since then the company has developed a family of sail-
planes and the G 109 and Gill motor gliders of its own
design, of which details can be found in the Sailplanes
section and Addenda. Grob has also designed and
developed the G 110 and G 112 lit;ht aircraft.
GROBG 110
Grob designed and built prototypes ot this two-seat
sporting aircraft, the Hrst ot which (D-EBGF) flew for the
first lime on 6 February 1982. It was lost in an accident

during spin tests later that year, and the G 10 programme 1

has now been abandoned. To replace it, Grob has built a

prototype of a new design, the G 1 12. A description and
illustration of the G 110 can be found in the l9,S3-84
.lane's.

GROB G 112
Designed to succeed the 110 (1983-84 .lime's), the
Ci
G 12 prototype (D-EMKF) was flown for the lirst time
1

on 4 May 1984. Production was expected to start before

the end of that year. Construction is mainlvot CjRP (GfK ),
with a carbontibre rear fuselage and a wing aerofoil section
similar to that used on the G 109 motor glider.
Type: Two-seat light aircraft.
Airframe: Cantilever low-wing monoplane (see accom-
panying photograph), largely of GRP construction
Wings can be tolded/unlolded electrically in less than 2
min, and have large area electricallv actuated plain
flaps. Aileron and flap control linkages connect/dis-
connect automatically during folding and unfolding.
Non-retractable tricycle landing gear, with mainwheel
Prototype Grob G 112 two-seat light aircraft

braking and steerable nosewheel.

Power Plant: One 67 kW (90 hp) Grob G 2500 flat-four Dimensions, external: PhRiORMANCE (at max T-O weight);
engine, driving a Grob two-blade constant-speed prop- Wing span 1 I OO m (36 ft 1 in) Max 119 knots (220 km/h; 137 mph)
cruising speed
eller with electrical pitch change control. Dual ignition Wing aspect ratio 9 8 Econ cruising speed 100 knots (185 km/h; 15 mph) 1

standard. Fuel tank in fuselage aft of seats, with usable Length overall 6-90 m (22 ft 7 'a in) Stalling speed 46 knots (85 km/h; 53 mph)
capacity of 100 litres (22 Imp gallons). Height overall 216 m (7 ft 1 in) Max rate of climb at S/L 180 m (590 fl)/min
Accommodation: Two persons side by side in -20 m (3 ft 1 Area: T-O run 270 m (886 ft)
1 Vj in) wide cockpit, on longitudinally adjustable seats
1 Wings, gross 12-40 m- (133-5 sq tt) T-O to 15 m (50 ft) 510 m (1,673 ft)
with integral headrests. Two upward opening 'gull wing' Weights: Max range 836 nm (1,550 km; 963 miles)
window/doors, hinged on centreline. Space for 30 kg Weight empty 530 kg (1.168 lb)
(66 lb) of baggage aft of seats. Max T-O weight 750 kg (1.653 lb)

GYROFLUG glassfibre/foam core structure of the VariEze. the Speed ity of fitting two Klockner-Humboldt-Deutz KHD 117
GYROFLUG INGENIEURGESELLSCHAFT mbH Canard is made of GRP
and CFRP laid up in female lightweight turbojets in a later version of the Speed
moulds, giving a lighter structure optimised for series pro- Canard, giving an estimated max level speed of 237 knots
Flughafen, 7570 Baden-Baden/Oos
duction. The forward fuselage embodies a flush canopy (440 km/h; 273 mph).
Telephone: (07221 65061/2 )

similar to that of the Grob Twin Astir, with the rear seat The Hrst pre-production prototype (D-EEEX) made its
Tele.x: 781 300 LEMEG
raised to ensure a good Held of view for both occupants, Hrst flight on 2 December 1980, and a second (D-EELZ)
Management:
and there is space for 15 kg (33 lb) of baggage aft of the was completed subsequently; by early 1984 these two
Dr-lng Peter Sautter
rear seat. A further 16 kg (35 lb) of baggage can be carried aircraft had accumulated more than 600 hours of flying,
Gyroflug was formed in July 1978 to manufacture and
in two optional underwing pods. The cockpit can be German LB A certiHcation was granted on 30 Sep-
market, as a ready to fly production aircraft, a developed
equipped to full IFR standards, and is heated and venti- tember 1983. By Spring 1984 orders for nearly 30 Speed
version of the two-seat VariEze lightweight sporting air-
lated. The tricycle landing gear has Hxed main units of Canards had been received, and production was proceed-
craft (see Rutan entry in US Homebuilt section).
glasshbre. with size 5-00-5 wheels enclosed in speed fair- ing at the approximate rate of four per month. Wings and
Gyroflug's executives had earlier built and flown, in April
ings; the nosewheel is electrically retractable. The wings other glassfibre components are manufactured by
1977, the hrst VariEze completed in Europe (D-EEEZ).
are detachable for transport and storage. There is a trim Glaser-Dirks; final assembly is by Gyroflug.
GYROFLUG SC 01 SPEED CANARD tab in each rudder and a ground adjustable tab on each Dimensions, external:
As well as being slightly larger overall than the Rutan foreplane elevator. Wing span 7-70 m (25 ft 3''4 in)
VariEze. on w hich it is based, the Speed Canard differs in a Standard power plant is an 86-5 kW (116 hp) Avco Foreplane span 3-61 m (11 It lO'j in)
number of important details. Its 20° swept wing retains the Lycoming 0-235-P2A flat-four engine, driving a Hoff- Foreplane chord (constant) 0-34 m ft 'h in) ( 1 1

NASA winglets that have proved so successful on the mann HO-V113B-L/LD + 2A three-blade constant-
15(1 Wing aspect ratio 7-56
original design, but utilises a new Eppler E793 aerofoil speed pusher propeller with spinner. The main integral Foreplane aspect ratio 10-68
section (El 231 on foreplane) which is claimed to reduce fuel tank in the wing centre-secticm has a capacity of 160 Length overall 5-20 m ( 1 7 ft OV4 in)

drag by 30 per cent. Instead ot retaining the litres (35-2 Imp gallons). Gyroflug is studying the possibil- Length of fuselage 4-40 m (14 ft 5 '/4 in)
 GYROFLUG / MBB — AIRCRAFT: GERMANY (FEDERAL) 87

Max width of fuselage 0-74 m (2 ft 5 in

Height overall IW m (6 ft 2% in
Dimensions. iNiiiRNAi :

Cockpit: Max length 2-80 m (9 ft 2'j in

Max width ()-64 m (2 ft 1 'j in

Max height I) 99 m (3 ft 3 in
Areas:
Wings, gross 7-84 m' (84-39 sq ft

Foreplane, gross 1-22 m' (1313 sq ft

Weights and Loadings:

Weight empty 415 kg (915 lb
Max fuel 115 kg (253 lb
Max T-O weight 680 kg (1 ,499 lb
Max wing/foreplane loading
7505 kg/m- (15-38 Ib/sq ft
Max power loading 7-86 kg/kW (12-92 Ib/hp
Performance (at max T-O weight):
Never-exceed speed 194 knots (360 km/h; 223 mph
Max level speed 164 knots (305 km/h; 189 mph
Second pre-production Gyroflug SC 01 Speed Canard
Cruising speed at 1,830 m (6,000 ft):
75 Cr power 151 knots (280 km/h: 174 mph
eS'^'f power 147 knots (272 km/h: 169 mph Landing run 250 m (820 ft) Max endurancewith 155 litres (34 Imp gallons) fuel
55'~'f power 141 knots (261 km/h: 162 mph Range with 155 litres (34 Imp gallons) fuel from main from main tank, and 9 litres (2 Imp gallons) from
45 ^f power 134 knots (248 km/h: 154 mph tank, and 9 litres (2 Imp gallons) from auxiliary tank, auxiliary tank, no reserves:
Stalling speed 57 knots (105 km/h: 66 mph 45 min reserves: 75 ^f power 5 h 50 min
Max rate of climb at S/L 300 m (984 ft)/min 75% power 769 nm (1,425 km: 885 miles) 65 'f power 6 h 40 min
T-O run 430 m (1.411 ft 65% power 864 nm (1.602 km: 995 miles) 55 "^r power 7 h 50 min
T-O to 15 m (50 ft) 650 m (2,133 ft 55% power 1,006 nm (1.864 km; 1,158 miles) 45 'r power 9 h 25 min
Landing from 15 m (50 ft) 600 m (1.969 ft 45% power 1,160 nm (2,150 km; 1,336 miles) g limits ±4-4

MBB Chairman of the Supervisory Board: Max Streibl Blohm ). The MBB group employed a total
family (0-68 ^r
MESSERSCHMITT-BOLKOW-BLOHM GmbH Public Relations: Eduard Roth of 36,000 people mid-1984.
in

Postfach 801109. Ottobrunn bei Munchen, 8000 In May 969 the former Messerschmitt-Biilkow GmbH
1 Integration of the two companies is taking place pro-
Miinchen 80 and Hamburger Rugzeugbau GmbH (see 1968-69 Jane's) gressively. In April 1981 their activities were reorganised
Telephone: (089) 6000 1 merged to form a new group known as Messerschmitt- into six product-orientated divisions: Dynamics Division:
Telex:5287 mbb d Bblkow-Blohm GmbH. Subsequently, in 1980. the Fed- Helicopter and Transport Division: Military Aircraft
President and General Manager: eral German government expressed its wish that and MBB Division; Naval and Special Products Division; Space
Dr-Ing Hanns Arnt Vogels VFW should merge, to strengthen the capabilities and Division: and Transport Aircraft Division. During a sub-
Executive Vice-President and Deputy General competitive position of the two companies, and to help sequent reorganisation the Military Aircraft Division and
Manager: Sepp Hort improve the structure of the German aerospace industry. the Helicopter and Transport Systems Division were
Executive Vice-Presidents: Following approval by the shareholders of both com- merged into a single Helicopter and Military Aircraft
Dr Johannes Broschwitz panies. MBB acquired all shares of on VFW
January 1 Group: similarly, a Defence Systems Group was formed
Dr Carl Peter Fichtmijller 1981. Shareholders in the company are Fides GmbH by merging the Dynamics Division and the Naval and
Dr-Ing Othmar Heise (25%). Bayerische-Hamburgische Beteiligungsgesell- Special Products Division. Diversihed non-aerospace
Fritz Killguss schaft (34-55%), ABM GmbH (25%). the State of
mbH activities are undertaken by newly-formed Industrial Pro-
Giinther Kuhlo Bavaria (7-02%). the Messerschmitt Foundation ducts Division and Industrial Energy and Processing
Dipl-Ing Johann Schaffier (6-75%). Dr-Ing h.c. Ludwig Bolkow (1%). and the Technology Division.

HELICOPTER AND MILITARY Main production centre for the BO 105 is MBB's combat aircraft.
AIRCRAFT GROUP Donauworth factory. The Division also assumed the In the Tornado programme, MBB is building centre-
(Helicopter Division and Military Aircraft Divi- former VFW responsibility for overhaul and repair of fuselages for all production aircraft, and is responsible for
sion Sikorsky CH-53G and Westland Sea King Mk 41 helicop- hnal assembly and flight testing of the 324 aircraft
Postfach 801140. Ottobrunn bei Munchen, 8000 West German armed forces. Under
ters in service with the required by the Luftwaffe and Marineflieger. Improve-
Munchen 80 study, with the company designation BO 125, is a light ments are currently being made to the optical and elec-
Telephone: (089) 6000 2945 transport helicopter (LTH) for service in the 1990s. Inter- tronic reconnaissance equipment in the Luftwaffe's
Telex: 5287 740 mbb d national collaboration on this programme is planned. RF-4E Phantoms, which are being armed to enable them
Director: Dr Carl Peter Fichtmiiller Major military aircraft activities of the Group involve to be used also in a Hghter-bomber role. An enhancement
Deputy Directors: Kurt Pfleiderer (Helicopter Divn) the Panavia Tornado (see International section), for which programme for the F-4F tactical Hghter is also under way.
Oscar Friedrich (Military Aircraft Divn) MBB is the German prime contractor; weapon system The company has been engaged for a considerable lime
Works: Ottobrunn, Donauwdrth. Augsburg. Manching. leadership for F-104G Startighters of the Luftwaffe: in intensive studies to dehne a new generation tactical
Laupheim and Speyer modifications to improve the combat capability of Luft- Hghter aircraft for the Luftwaffe and other European air
Helicopter activities of this Group include the manufac- waffe F-4Fand RF-4E Phantoms: development of control forces in the 1990s. In addition, it is conducting research
turing of civil and military versions of the MBB BO 105 configured vehicle (CCV) technology, using a modified and development programmes concerned with carbon-
helicopter, and the MBB/Kawasaki BK 1 1 7 and Eurocop- F-104G aircraft: and participation in the European man- hbre technology, and the creation of more simple, more
ter programmes (described in the International section). ufacturing programme for the General Dynamics F-16 reliable aircraft subsystems.

TRANSPORT AIRCRAFT DIVISION wide-bodied transport aircraft. Most of them are in this cargo version of the Airbus A300, and also converted
Division, which was based primarily upon MBB's Ham- more than 30 A300B-I00s into A300B4-20()s with
Postfach 950109. Kreetslag 10. 2103 Hamburg 95
burg facility but includes also the former VFW factories increased max T-O weight and extended range.
Telephone: (040) 7437
Telex: 21950 mbbh d
engaged in Airbus manufacture and conversion. This MBB Division is the German partner in the current

In the Spring of 1981. a Lufthansa Airbus A300 began (Series 2) production programme for the Transall C-160
Works: Hamburg-Finkenwerder. Stade. Bremen. Eins- operating with a rudder of carbonhbre reinforced plastics military transport (see International section). It also par-
warden, Lemwerder and Varel made by MBB. Largest CFRP aircraft component made in ticipates in the productKin programmes
F27 and for the

Director: Dipl-Ing Johann Schaffier

Europe up to that time, it is being followed by an A3 10 fin F28. described under the Fokker entry in the Netherlands
box primary structure, of which MBB expects to begin section, and will have a share in the new Fokker 100.
Throughout MBB. some 9.000 employees — about 25 series production in 1985. Its weight will be 20 per cent Further work includes overhaul and repair of Transall
per cent of the total workforce —
are engaged in the man- less than that of the present conventional structure. MBB C-1 60 (original series). Lockheed JetStar and other trans-
ufacturing programme for the Airbus A300 and A3 10 was responsible for development of the C4 convertible port aircraft.

DEFENCE SYSTEMS GROUP Roland. and known as container weapon systems (CWS). Further
(Dynamics Division and Naval and Special Since 1966. MBB has been developing a new type of details can be found in the Air-Launched Missiles section
conventional weapon system, designated MW-1, which of this edition.
Products Division)
Postfach 801149. Ottobrunn bei Munchen. 8000 will be carried by the Tornado and can equip other types Dynamics Division is also involved extensively in RPV
Miinchen 80 such as the F-4F Phantom. It consists of a dispenser car- development and production, as described under the
Telephone: (089) 6000 2206
ried under the aircraft's belly, from which a large number MBB entry in the appropriate section of this edition.
of small munitions can be ejected pyrotechnically. For use Naval and Special Products Division was formed in
Telex:5287 mbb d
against tanks, the munitionsmay be shaped-charge bombs April 1981 to continue the maritime programmes of
Director: Dipl-Math Gunther Kuhlo
which detonate on impact or mines that are set off when VFW. and to initiate new activities. The former included
Works: Ottobrunn. Bremen. Kassel. Nabern/Teck and
the tanks run over them. They can be of types designed to the Pinguin B3 remotely controlled submarine drone and
Schrobenhausen
destroy airhcld runways, splinter mines with fuses trig- the now completed MiJ 331 B minchunter conversion
Dynamics Division is engaged in a number of missile gered by aircraft movements, and for the future a type programme.
programmes including those for the MBB Kormoran. designed to destroy aircraft inside shelters. The Division is also responsible for diversified MBB
Euromissile Hot and Aerospatiale/MBB ANS described The submunitions developed for the MW-1 are used which include airborne subsystems, training sys-
activities
in the Air-Launched Missiles section. Others include also in another family of air-to-surface weapons, shown tems and simulators, measuring and tracking systems, test
Armbrust, Cobra/Mamba, Milan, MLRS, Patriot and for the hrst time by MBB at the 1982 Hanover Air Show and automation systems, and logistics.
88 GERMANY (FEDERAL): AIRCRAFT — MBB
SPACE DIVISION Works: Ottobrunn (MBB) and Bremen (ERNO) TV-Sat, TDF- 1 , Spacelab, SPAS (Shuttle Pallet Satellite),
Postfach 801169. Ottobriinn bei Munchen, 8000 Director: Dr-Ing Othmar Heise the Galileo Jupiter probe, and the Ariane launch vehicle.
Miinchen 80 Space programmes in which MBB and are or ERNO Details of most of these can be found in the Spaceflight
Telephone: (089) 60 000 have recently been involved include Exosat, Intelsat V and section of the 1983-84 or earlier editions of Jane's.
Telex: 5287-0 mbb d VI, ECS, MARECS, Telecom I, Meteosat, Kopernikus,

INDUSTRIAL PRODUCTS DIVISION

This Division is responsible for such activities as data
technology, industrial electronics, composite materials,
and automation, transport and medical technologies.

INDUSTRIAL ENERGY AND PROCESSING

TECHNOLOGY DIVISION
Activities of this Division include biotechnology, ther-
mal energy systems, wind energy, and vacuum superinsu-
lation.

MBB/KAWASAKI BK 117 editions of yone'i. By early 1984 more than 900 BO 105s CAA for commercial single-pilot IFR operation, even in
of models were in service, in 34 countries in four controlled airways.
MBB has developed and building in conjunction with
is
all

Kawasaki of Japan an 8/1 1 -seat multi-purpose helicopter

continents. Current models are as follows: BO 105 LS. Described separately under MBB entry in
known as the BK 1 1 7. A description of this aircraft can be BO105 CB. Standard production version since 1975, Canadian section. Five pre-production models being pro-
with two Allison 250-C20B engines, operable in air temp- duced in Germany during 1984.
found in the International section.
eratures ranging from -45° to +54°C. and strengthened M
BO 105 (VBH). Liaison and light observation helicop-
rotor gearing. LBA certification received in November ter for the Federal German Army, with strengthened
MBB BO 105 1976. transmission gearing, reinforced rotor components, a tail
Design of this light utility helicopter was started in July BO 105 CBS. Version with increased seating or cargo rotor with improved thrust and performance, a rupture-
1962 and construction of prototypes began in 1964, under capacity in a 0-25 m (10 in) longer fuselage. Available in proof fuel system, and a landing gear able to absorb higher
Federal German government contract. The first BO 105 live-seat executive or six-seat high density configurations. energy levels. Production of 100 approved by the Federal
prototype was fitted with an existing conventional rotor Identified by small additional window aft of rear door on government, to replace Alouette lis. Deliveries due to be
and two Allison 250-C18 turboshaft engines; subsequent each side. Marketed in the USA. by MBB Helicopter completed in mid-1984.
aircraft, of which the first one flew in February 1967. have Corporation, under the name Twin Jet II. Certificated by BO 105 P (PAH-1). Anti-tank version, with same air-
had a rotor system based on a rigid titanium hub, with FAA for IFR operation in early 1983. to SFAR Pt 29-4, frame improvements as BO 105 M, outriggers to carry six
feathering hinges only, and hingeless flexible glasstibre requiring two pilots, radar. Loran-C and a separate bat- Euromissile Hot missiles, a stabilised sight above the co-
blades. From the Spring of 1970 'droop-snoot' rotor tery, but not a stability augmentation system, though SAS pilot's position, and Singer AN/ASN- 128 Doppler navig-
blades of MBB design have been standard. is available as an option. ation system. The German Federal government has given
Details of prototypes, early BO 105C production BO 105 D. As supplied to the UK. with modified equip- approval for the procurement of 212 PAH-ls for the
helicopters and special variants can be found in previous ment. The BO 105 D has been approved since 1973 by the Federal German Army. Deliveries began on 4 December
1 980 and were to be completed in mid- 1 984. First PAH-1

unit was Heeresfliegerregiment 16 at Celle. Empty equip-

ped weight of the PAH-1, including pilot and weapons
operator, is 1 ,913 kg (4,21 7 lb). Max T-O weight is 2,400
kg (5,291 lb). At max continuous power and ISA the
PAH- 1 has a forward rate of climb at S/L of 540 m ( 1 .770
ft)/min and can hover OGE
with T-O power at 1,580 m
(5.180 ft). At max continuous power it has a max cruising
speed at S/L of 119 knots (220 km/h; 137 mph) and a
certificated service ceiling of 4,200 m (13,780 ft). An
anti-tank version qualified for carrying up to eight Hughes
TOW missiles has also been developed, and TOW is avail-
able a.= :' upon customer's request.
retrofit
In October 1982, MBB began delivery to the Mexican
Navy of six BO 105s for maritime patrol, fishery protec-
tion and anti-smuggling duties from corvettes of the Hal- '

con' class. First BO 105s operated from ships designed

especially for the purpose, these aircraft are equipped with
search radar, flotation gear, a system to wash salt deposits
from the engines, special deck lashing fixtures, and folding
rotor blades to permit stowage in the shipboard hangars.
MBB BO 105 CB standard version of the BO 105 in use in Japan for offshore oil rig support Twenty BO 105 CBs, equipped with Saab/Emerson
Helitow TOW
missile systems, were ordered by the
Swedish procurement agency FMV, for anti-tank opera-
tion, in July 1984.
In 1983. MBB's production rate for civil 105s was BO
four per month. In the Philippines and Indonesia. PADC
and Nurtanio respectively (which see are participating in
)

licence assembly programmes for the BO

105. A contract
for 60 BO 105 CBs was signed by the Spanish Ministry of
Defence in late June 1979. Fifty-seven of these aircraft
were assembled in Spain, including some parts manufac-
ture, by CASA. They are operated by Spanish Army avi-
ation units for armed reconnaissance (18), observation
(14) and anti-tank (28) missions. Under the contract con-
cluded with MBB, CASA
is assembling a further 78 BO
105s for Iraq (24) and other customers. Those for Iraq are
in anti-tank configuration, armed with six tube-launched
missiles.
The description which follows applies to the BO 1 05 CB
production version:
Type: Five-seat light helicopter.
Rotor System: Four-blade main rotor, comprising rigid
titanium head and GRP blades, with titanium anti-
erosion strip forming leading-edge of each blade. MBB
designed 'droop-snoot' blades of 23012 asym-NACA
metrical section, having a specially designed trailing-
edge giving improved control in pitching moment. Flex-
ible tension/torsion blade retention, to take up cen-
trifugal forces. Roller bearings for pitch change. Main
rotor blade folding optional. Two-blade semi-rigid tail
rotor; blades of GRP, with titanium anti-erosion strip
on leading-edge. Main rotor rpm 424. Tail rotor rpm
2,220.
Rotor Drive: Main transmission utilises two bevel gear
input stages with freewheeling clutches and a spur col-
l\/IBB BO 105 supplied to Mexican Navy for ship-based operation lector gear stage. Planetary reduction gear; three aux-
 MBB — AIRCRAFT: GERMANY (FEDERAL) 89

iiiary drives for accessories. Main transmission rated for

twin-engine input of 257 kW (345 slip) per engine, or a
single engine input of 2X,1 kW (.180 shp). Tail rotor
gearbox on lin. Main rotor'cngine rpni ratio 14 2. I :

Tail rotor/engine rpni ratio I : 2-7.

FuSELACiii: Conventional light alloy semi-monocoque
structure of pod and boom type. Glassfibre-reinforced
cowling over power plant. Titanium sheet engine deck.
T,\il Unit: Horizontal stabiliser of conventional light alloy

construction with small endplate hns.

Landing Gi ar: Skid type, with cross-tubes designed for
energy absorption by plastic deformation in the event of
a heavy landing. Inflatable emergency floats can be
attached to skids.
Power Plant: Two 313 kW
(420 shp) Allison 250-C2()B
turboshaft engines, each with a max continuous rating of
298 kW (400 shp). Bladder fuel tanks under cabin floor,
capacity 580 litres (127-5 Imp gallons), of which 570
litres (125-3 Imp gallons) are usable. Fuelling point on

port side of cabin. Provision for htting auxiliary tanks in

compartment. Oil capacity: engine 12 litres (2-6

freight
Imp gallons), gearbox 11-6 litres (2-55 Imp gallons).
ArcoMMODAiiON: Pilot and co-pilot or passenger on indi-
vidual longitudinally adjustable front seats with safety
belts and automatic locking shoulder harnesses.
Optional dual controls. Bench seat at rear for three
persons, removable for cargo and stretcher carrying.
Both cabin and cargo compartment have panelling,
sound insulation and floor covering. Entire rear fuselage
aft of seats and under power plant available as freight
and baggage space, with access through two clamshell
doors at rear. Two standard stretchers can be accom-
modated in ambulance role. One forward-opening
hinged and jettisonable door and one sliding door on
each side of cabin. Ram air and electrical ventilation
MBB BO 105 P (PAH-1) fitted with eight TOW anti-tank missiles and roof mounted sight
system. Heating system optional.
Systems: Tandem fully redundant hydraulic system for
powered main rotor controls. Electrical system powered
by two 150A 28V DC starter/generators and a 24\'
25Ah nickel-cadmium battery; external power socket.
Avionics and Eouipment: .Standard equipment includes
basic flight instruments, engine instruments, heated
pitot, tiedown rings in cargo compartment, cabin and
cargo compartment dome
lights, position lights and col-
lisionwarning lights. A wide range of optional avionics
and equipment is available, including stability augmen-
tation system, Doppler na\igation. search radar, dual
controls, heating system, windscreen wiper, rescue
winch, landing light, searchlight, externally mounted
loudspeaker, fuel dump valve, external load hook, settl-

ing protectors, snow and main rotor

skids, rotor brake,
blade folding. A completely equipped ambulance ver-
sion is available.
Armament (military versions): Provision for a variety of
alternative military loads, including six Hot or eight
TOW anti-tank missiles and associated stabilised sight.
Dimensions, external:
Main rotor diameter 9-84 m (32 ft 3-4 in)
Tail rotor diameter 1-90 m (6 ft 2^.4 in)
Main rotor blade chord 0-27 m (10-63 in)
Tail rotor blade chord 018 m (7-09 m)
Distance between rotor centres 5-95 m (19 ft 6'4 in)
Length, mcl main and tail rotors 1 1-86 m (38 ft 1 1 in)
Length, excl rotors: CB m (28 8-56 ft 1 in)
CBS m (28 11 8-81 ft m)
Length of fuselage pod: CB 4-30 m (14 ft 1 in)

CBS 4-55 m (14 ft II in)

Height to top of main rotor head 300 m (9 10 ft in)
Width over skids: unladen 2-53 m (8 ft 3V2 in)
laden 2-58 m (8 ft 5V2 in)
BO 105 CB five-seat light helicopter (two Allison 250-C20B turboshaft engines) ll'iloi I'rexs)

Rear loading doors: Height 0-64 m (2 ft in)

183 m (600 ft)/min
1
Vertical rate of climb at S/L stages of which were described in the 1981-82 and 1982-
Width 1-40 m (4 7 ft in)
Max operating altitude 5,180 m (17.000 ft) 83 Jane's.
Dimensions, internal:
Service ceiling, one engine out 890 m (2,920 ft) In the Autumn of 1982 a new CCV IV phase was
Cabin, incl cargo compartment:
Hovering ceiling: IGE 2,560 m (8,400 ft) which is aimed at development and testing of the
initiated,
Max width m (4 ft 7 in)
1-40
OGE 1,615 m (5,300 ft) backup system and autopilot modes, dissimilar software, a
Max height 1-25 m (4 ft in) 1
Range with standard fuel and max payload, no reserves: cockpit data terminal, and other items. CCV IV is
Volume 4-80 mM169 cu ft)
at S/L 310 nm (575 km; 357 miles) scheduled for completion by mid-1985.
Cargo compartment: Length 1-85 m (6 ft 0% in)
at 1,525 m (5,000 ft) 355 nm (657 km; 408 miles)
Max width 1-20 m (3 ft 11 'A in) MBB VFW 614 ATT AS
Ferry range with auxiliary tanks, no reserves:
Max height 0-57 m (1 IOV2 m)
ft Conversion is being undertaken at Bremen and Lem-
at S/L 540 nm (1,000 km: 621 miles)
Floor area 2-25 m^ (24-2 sq ft) werder of a twin-turbofan VFW 614 transport as a
at 1,525 m (5,000 ft)600nm (1,112 km; 691 miles)
Volume 1-50 m' (53 cu ft) research aircraft for the DFVLR, the West German
Endurance with standard fuel and max payload, no
Areas: aerospace research establishment. The aircraft, c/n G 17.
reserves; at S/L 3 h 30 min
Main rotor disc 76-05 m' (818-6 sq ft) is to be used in developing and evaluating future flight

Tail rotor disc 2-835 m- (30-5 sq ft) MBB BO 108 control concepts for civil air transports; the acronym
Weights and Loading: This designation is applied by MBB to the helicopter for ATTAS stands for Advanced Technologies Testing Air-
Weight empty, basic: CB 1,256 kg (2,769 lb) which it is providing design assistance to meet the Indian craft System.
CBS 1,281 kg (2,824 lb) ALH requirement. Further details can be found under the Delivery of the ATTAS aircraft to the DFVLR is
TOW version 1,261 kg (2,780 lb) HAL entry in the Indian section. scheduled for early 1985; after about a year spent in
Standard fuel 456 kg (1,005 lb) MBB/NURTANIO BN 109 implementing the data processing system, followed b\
Fuel, incl auxiliary tanks 776 kg (1,710 lb) flight testing, it should be ready for service in 1986.
The BN 109 is a small two-seat helicopter being
Max T-O weight 2,400 kg (5,291 lb)
developed in collaboration with the Indonesian aircraft
Primarily, this service will consist of:
Max disc loading 31-5 kg/m^ (6-45 Ib/sq ft) (1) Testing and evaluating the new concept for use
industry (see Nurtanio entry for further details).
Performance (at max T-O weight, ISA): within integrated digital flight control systems, including
Never-exceed speed at S/L MBB F-104 CCV navigation and air traflic control, in particular using a
145 knots (270 km/h: 167 mph) Under contract to the Federal German Ministry of microwave landing system and positii)n-linding and navig-
Max cruising speed at S/L Defence, MSB's Military Aircraft Division undertook a ation systems;
131 knots (242 km/h; 150 mph) programme to develop and demonstrate an advanced con- (2) Testing of flight and systems characteristics b\ in-

Best range speed S/L

at trolconfigured vehicle (CCV) flight control system. A flight simulation; and
110 knots (204 km/h; 127 mph) Luftwaffe H-104G Startighter (98 + 36, formerly 23 4^ 91 (3) Study oi aerodynamic questions, in particular in
Max rate of climb at S/L 480 m (1,575 ft)/min was used as the test aircraft in this programme, the early connection with the boundary layer and fast-mo\ ing flaps.
90 GERMANY (FEDERAL): AIRCRAFT — MBB / MYLIUS
The flight bo equipped with separate controls
desk will for the fly by wire system. The main cabin will have control trols for the control surfaces and their actuators. It
tor the safety pilotand the evaluating pilot, together with consoles for various tasks and data acquisition, condition- involves the elevators, rudder, tailerons, engines, direct
an artihcial feel system for the latter. It will also have ing and processing equipment racks. The control system lift flaps and landing flaps, with varying degrees of mag-
experimental instrumentation and monitoring equipment features error-detecting electric and electrohydraulic con- niHcation.

RFB
RHEIN-FLUGZEUGBAU GmbH
(Subsidiary of MBB)
Flugplat/ (Postfach 4(18), 4050 Monchengladbach I

Telephone: (02161) 662031

Tele.x 0X52 506
Other Works: Koln/Bonn, Liibeck-Blankensee, Dahlem
and Hamburg
Man.'I.gino Director: Dipl-lng Alfred Schneider
Technical Director: Hanno Fischer
Design Director: Christoph Fischer
Sales Director: Alexander Janka
This company, founded in 1956, was itself a wholly
owned subsidiary of VFW
GmbH, which is now part of
MBB. It is continuing to function as an independent sub-
sidiary, and its two former subsidiaries, Sportavia-Piitzer
ofDahlem and Elektro-Mechanischer Fluggeratebau of
Hamburg, became branches of RFB in 1981.
RFB has specialised in thedevelopment and manufac-
ture of airframe structural components, with particular
reference to wings and fuselages made entirely of glass-
fibre programmes included
reinforced plastics. Recent
series and individual production of aircraft components
and assemblies made of light alloy, steel and GRP, for RFB Fantrainer 600 two-seat trainer wliich has been ordered for the Royal Thai Air Force
aircraft in quantity production by other West German
Type: Two-seat basic and IFR training aircraft. Tailplane span 3-29 m (10 ft 9'/2 in)
companies, as well as spare parts and ground equipment.
Wings: Cantilever mid-wing monoplane. Wing section Wheel track 1-94 m (6 ft 41/4 in)
Under contract to the Federal German government,
Eppler 502. Thickness/chord ratio 15-7%. Dihedral 3°. Wheelbase 3-80 m (12 ft 5y2 in)
RFB is servicing military aircraft, and is providing target No incidence. Sweepforward 2° 30' at quarter-chord. Fan diameter 1-20 m (3 ft 111/4 in)
towing flights and other services with special aircraft. It has
German built aircraft have wings constructed mainly of Areas:
Luftfahrt-Bundesamt (LBA) approval as an organisation
glasshbre and plastics tube sandwich: Thai built Fan- Wings, gross 13-9 m- (149-6 sq ft)
for aircraft development, manufacture, maintenance and
overhaul. It also operates a factory certificated service
trainers will have all-metal wings. Full chord fence on Ailerons (total) M9 m' (12-81 sq ft)
upper surface of each inner wing, and small leading- Trailing-edge flaps (total) 1-40 m^ (15-07 sq ft)
centre for aircraft manufactured by Piper, Partenavia and
edge fence at about mid-span. Frise ailerons and electri- Rudder, inci tab 2-20 m' (23-68 sq ft)
Mitsubishi, as well as for avionics produced by Bendix,
cally actuated Fowler trailing-edge flaps. No tabs. Tailplane 2-92 m= (31-43 sq ft)
Becker and King. General servicing of other types of
Fuselage: The load-carrying fail-safe structure of the Elevators, incl tab 0-87 m= (9-36 sq ft)
all-metal aircraft is undertaken. The 1984 workforce
forward and centre-fuselage is of light alloy, with non- Weights and Loadings (A: Acrobatic; U: Utility cate-
numbered about 450.
load-bearing glassHbre skin, sections of which are gory):
In the aircraft propulsion Held, RFB has been engaged
for some years in the development of specialised applic-
removable for servicing purposes. Cruciform metal rear Weight empty: 400: A, U 1,015 kg (2,237 lb)
fuselage is connected to the centre-fuselage at three 600: A, U 1,060 kg (2,337 lb)
ations for ducted propellers, leading to the Fantrainer
military multi-purpose training aircraft.
points. The integral fan duct is free of structural loads. Fuel weight (internal): 400: A 145 kg (320 lb)
Large airbrake on each side of fan duct, operation of U 340 kg (750 lb)
RFB FANTRAINER 400/600 which causes no lift or stability changes. 600; A 190 kg (419 lb)
This tandem two-seat training aircraft utilises a ducted Tail Unit: All-metal T tail of light alloy, with conven- U, internal fuel only 340 kg (750 lb)
fan propulsion system which, in the original concept, com- tional rudder and elevator. Servo tab in trailing-edge of U, with drop tanks 640 kg (1,411 lb)
prised a Dowty variable pitch fan, integral with the rear each elevator. Trim tab in rudder. Max T-O weight: 400: A 1,450 kg (3,196 lb)
fuselage and driven by two 112 kW (150 hp) Wankel Landing Gear: Retractable tricycle type, with single U 1,600 kg (3,527 lb)
two-disc rotary engines. wheel on each unit. Hydraulic actuation, with manual 600; A 1,450 kg (3,196 lb)
March 1975 the Federal German Defence Ministry
In emergency extension. All units retract into fuselage, U 2,300 kg (5,070 lb)
awarded RFB a contract to develop and build two Fan- nosewheel rearward, main units inward and upward into Max landing weight: 600; A 1,450 kg (3,196 lb)
trainer prototypes. The hrst designated AWI-2, flew for wing roots. Steel tube legs, acting as torsional/bending U 2,000 kg (4,409 lb)
the first time on 27 October 1 977, powered by two 2 kW 1 1 springs. Cleveland mainwheels size 15 x 600-6, tyre Max wing loading; 400 1 14 kg/m- (23-35 Ib/sq ft)

(150 hp) Wankel engines. The ATI-2 second prototype pressure 4-7 bars (68 Ib/sq in). Goodyear nosewheel size 600 165-5 kg/m- (33-90 Ib/sq ft)

(D-EATl) flew for the first time on .31 May 1978 and had 500-5, tyre pressure 3-45 bars (50 Ib/sq in). Cleveland Max power loading: 400 5-11 kg/kW (8-40 Ib/shp)
one Allison 250-C20B turboshaft engine. It logged 62 wheel brakes. 600 4-75 kg/kW (7-80 Ib/shp)
flying hours before being lost on 7 September 1978. Power Plant: One turboshaft engine, driving a five-blade Performance (at max Acrobatic T-O weight):
In 1978, the first prototype (D-EATJ) was brought up constant-speed ducted fan. Fantrainer 400 has a 313 Max level speed at 3,050 m (10,000 ft);

to proposed production configuration as the Fantrainer kW (420 shp) Allison 250-C20B, Fantrainer 600 a 485 400 200 knots (370 km/h; 230 mph)
400, with an Allison 250-C20B turboshaft engine. In June kW (650 shp) Allison 250-C30. Engine air intakes 600 232 knots (430 km/h; 267 mph)
1980 It was fitted with an Allison 250-C30 turboshaft and above wing leading-edges. Four integral fuel tanks in Cruising speed at 3,050 m (10,000 ft);
redesignated Fantrainer 600. wings, with combined capacity of 436 litres (96 Imp 400 175 knots (325 km/h; 202 mph)
In August 1982 RFB received a contract covering the gallons). Refuelling points on wing upper surface. Fan- 600 200 knots (370 km/h; 230 mph)
production of 47 Fantrainers for the Royal Thai Air trainer 600 is able to carry 300 kg (661 lb) of auxiliary Approach speed (1-2 times stalling speed):
Force: 31 Fantrainer 400s and 16 Fantramer 600s, with fuel externally. Oil capacity 16 litres (3-5 Imp gallons). 400 72 knots (133 km/h; 83 mph)
options for a further 26 Fantrainer 600s. The Hrst four are ArroMMODATiON: Two seats in tandem cockpit, meeting 600 75 knots (140 km/h; 87 mph)
being built in Germany; the remainder will be assembled US MIL specifications in terms of dimensions and lay- Max rate of climb at S/L: 400 612 m(2.000 ft)/min
in Thailand with locally manufactured all-metal wings. out. Seats and rudder pedals adjustable. Stencel Ranger 600 960 m(3,145 ft)/min
These will have four hardpoints to carry stores for zero/zero rocket assisted escape system standard; ejec- Service ceiling: 400 6,100 m (20,000 ft)
weapons training and light attack duties. Changes from the tion seats optional. Fighter type side consoles. Canopy 600 7,620 m (25,000 ft)
prototype include an enlarged canopy with improved all- over each seat hinges sideways (to starboard) indepen- T-O run: 400 230 m
(755 ft)
round view, relocation of the engine air intakes above the dently. Accommodation heated and ventilated. 600 200 m
(656 ft)
wings, a 15 cm (6 in) longer fuselage, and an improved fan Systems: Electrical system includes a starter/generator Landing run; 400 250 m
(820 ft)
reduction gearbox permitting the full thrust of the engine and battery. Hydraulic system for operation of landing 600 270 m
(886 ft)
(in the 600) to be utilised. About 92 per cent of the gear and airbrakes. Range with max internal fuel, optimum cruising speed
airframe is common to the 400 and the 600. Avionics; King Crown avionics standard in RTAF air- at 3,050 m no reserves:
(10,000 ft),

The first German production Fantrainer, a 600,

built craft. 400 950 nm (1,760 km; 1,093 miles)
flew for the first time on 12 August 1984. This aircraft and Dimensions, external; 600 750 nm (1,390 km; 863 miles)
the surviving prototype were allocated to the certification Wing span 9-70 m (31 ft 10 in) Endurance, conditions as above; 400 6 h 18 min
programme, and FAA type approval (to FAR Pt 23 Wing chord: at root 1-89 m (6 ft IVi in) 600 4 h 48 min
Acrobatic and Utility standards) was anticipated in the at tip 102 m (3 ft 4 in) g limits: 400: A -I-6/-3
late Summer, with delivery to the RTAF (of the second Wing aspect ratio 6-8 B -I-4-4/-1-76
and third production Fantainers) beginning shortly after- Length overall 9-23 m (30 ft 3'/2 in) 600: A -I-6/-3
wards. Height overall 300 m (9 ft 10 in) B -1-3-8/- 1-52

MYLIUS craft,was published in the 1980-81 Jane's. This much

LEICHTFLUGZEUGE-ENTWICKLUNGEN improved version of the original design has now been
DIPL ING HERMANN MYLIUS completed, and was shown in public for the Hrst time, at
Neubiberg, on 12 May 1984. An acrobatic two-seat civil
Kuckucksweg 6, 801 I Brunnthal
or military trainer version was then under construction,
MYLIUS MY 102 TORNADO and attempts were continuing to reawaken interest in the
A detailed description of the second prototype Tornado two-seat MY 103 Mistral and MY 104 Passat, also
(D-EMYM), with a smaller wing span than the hrst air- described in the 1980-81 edition.
 HAI/ HAL — AIRCRAFT: GREECE / INDIA 91

GREECE
Greek government and headed by a Greek nine- The 16,000 m^ (172,222 sq ft) engine depot, with over-
HAI is

member board of directors. haul and shops, has capability for more than 20 types
test
HELLENIC AEROSPACE INDUSTRY Contracts were signed with the Lockheed, Westing- of engine, and has a US Air Force contract for the over-
2-4 Messogion Avenue, PO Box 3110, Ambelokipi,
house, General Electric and Austin companies to assist in haul of J79 turbojet engines. The computerised engine test
Athens 610
the buildup and initial stages of the operation. Construc- facility has a present capacity for engines of up to 133-45
Telephone: 77 99 678
tion began on 4 February 1977, and the HAI was
facility kN (30,000 lb St); it is planned to increase this capacity to
Telex:219528 HAI GR
opened officially on 18 December 1979 by the Greek cover all types of modern high-power engines. The acces-
Works: PO Box 23, Schimatari, Viotia
Prime Minister, Mr C. Karamanlis. It is the most modern sory and shop depot, which covers 15,500 m' (166,840 sq
Telephone: (0262) 58080-1
of its type in the Mediterranean area, and represents one ft) of space, includes 33 shops and facilities, led by the
Telex: 272106 HAI GR
programmes ever under-
of the largest single construction engine and electronic departments. Among these are
Chairman of the Board: D. G. Papanikas taken in Greece. The complex consists of an aircraft depot, workshops for sheet metal fabrication and repair, machine
General Manager: A. Wueste engine depot, electronics depot and accessory depot, in tooling, heat treatment and welding, plastics and wood-
AssT General Managers: addition to the usual flight linesupport, utility and ancil- working, pneumatics, instruments and electrical work.
C. Koiiris (Business and Finance) lary buildings. Extensive The electronics division covers 9,500 m* (102,257 sq ft)
manufacturing capabilities are
C. Gritsis (Operations) also available. and contains 18 shops tor servicing airborne and ground-
T. Tzakos (Production) The bay and low bay hangars,
aircraft depot, with high to-air electronics equipment and instrumentation,
Public Relations Manager: Spiros Karayiannis covers 27,500 m' (296,007 sq of space. The commercial
ft) accelerometers and inertial guidance platforms. Current
The establishment of an aerospace industry in Greece hangar section has a 22 m (72 ft) clearance for aircraft such activities include the overhaul of NATO Sidewinder air-
became effective in November 1975. Its main purposes as the Boeing 747 and Airbus A300. Its activities include to-air missiles.
are to provide manufacturing and repair facilities in the the manufacture of selected structural components for the HAI also offers technical and management training
country, to execute both civil and military work, and to Aeritalia G222 twin-turboprop transport aircraft; it has a covering a wide variety of aeronautical skills related to
achieve independence in this held from toreign com- similar agreement with Dassault-Breguet of France; and military and civil aircraft maintenance. HAI is located in
panies. The Hellenic Aerospace Industry (HAI) \enture in 1983 signed an agreement with Agusta of Italy to Tanagra, approx 60 km (37 miles) north of Athens; it is
was formed following the signing of contracts between the manufacture major components tor the fuselages ot 77 served by a 3,660 m 2,000 It) runway, and is adjacent to
( 1

Greek government and a group ot leading international A 109A helicopters by 1987. The Egyptian Air Force has main highways and international rail/sea links. More than
aerospace and construction hrms. The total investment selected HAI to overhaul and repair its C-130 Hercules 3,400 people were employed at the tacility in early 1983.
will reach $400 million. The company is owned by the transport aircraft.

INDIA
Accessories Complex: Nasik and Koraput Divisions are manulacturmg air-
HAL B. Solanki (Hyderabad Division)
S. frames and engines for the Soviet MiG-21 scries of fighters
HINDUSTAN AERONAUTICS LIMITED R. Sundar (Lucknow Division) in collaboration with the USSR. Hyderabad Division
Indian Express Building, Dr .Ambedkar Veedhi, PO Box P. S. Subranianiam (Korwa Division) manufactures avionics for all aircraft produced by HAL,
5150, Bangalore 560 001 as well as airport radars. Production of the MiCi-27M was
Telephone: 76901 (8 lines)
MiG Complex:
Vice-Marshal D. S. Mishra (Koraput DiMsion) expected to begin in late 1984.
Telex: 845-266 HAL IN
.'\ir

H, L. K. Anand (Nasik Division) Lucknow Division is producing aircraft accessories

Chairman: Air Marshal L. M. Katre, PVSM, AVSM and under licence from various manufacturers in the UK
ADC Kanpur Division:
Bar, (including Dowty, Dunlop, Ferranti. NGL and Smiths).
S. K- Ohri (Group Executive)
Directors: France (including Badin, Jaeger, SFENA and SFIM) and
B. S. Balooja (Managing Director, MiG Complex) Corporate Ollice (Bangalore): the USSR. These accessories include wheels and brakes,
V. S. Bhir ejection seats, instruments, fuel accessories, air-
Willie Raj (Chief ot Planning and Production)
Air Marshal K, D. Chadha conditioning and pressurisation equipment. The Division
B. S. Jaswal (Chief of Marketing)
I. M. Chopra (Managing Director, Bangalore Air Cdre S. C. Mehra (Chief of Product Support) has successfully developed a number of electrical and hyd-
Complex) S. Kochhar (Chief of Personnel)
C. raulic accessories which have entered production. It is
P. V. Desai planned to begin manufacturing gyros for use in airborne
K. Ganesan (Chief of Finance)
J. K. Kapur (Director, Corporate Planning) systems.
C. V. Nagendra (Director. Finance) Hindustan Aeronautics Limited (HAL) was formed on The Korwa Division is expected to produce sophisti-
Dr Panda
B. 1 October 964. amalgamating the former Hindustan Air-
1 cated IN AS and laser systems, giving India an indigenous
A. K. Pandya craft Ltd (formed 1940) and Aeronautics India Ltd capability in these Helds.
K. P. Rabindranathan (Director, Personnel) (formed 1963), and has 11 Divisions, hve at Bangalore In addition to its manufacturing programmes. HAL is
Dr S. Ramaseshan and one each at Nasik, Koraput, Hyderabad, Kanpur, pursuing design and development activities relating to
H. K. Singh (Managing Director. Accessories Complex) Lucknow and Korwa, plus a Design and Development aircraft, helicopters, small |et engines, avionics and acces-
Dr S. R. Valluri Complex. The new factory at Korwa, set up to manufac- sories. The Aircraft Design Bureau at Bangalore has suc-
R. Varadhrajan (Managing Director, Design and ture inertial navigation systems, was expected to be com- cessfully developed the HPT-32 piston engined trainer,
Development) missioned before the end of 1984. and is also developing a turboprop version as the HTT-34.
Vivek R. Sinha The company, whose principal customer is the Indian The Kiran Mk II jet trainer with armament capability (a
Group Executives: Air Force, is currently manufacturing and overhauling version of the Kiran Mk 1/1 A) has entered production. The
S. K. Ohri (Group Executive, Kanpur Division) many types of aircraft, helicopters, and their related aero Light Combat Aircraft (LCA) programme has been
Gp Capt Kapil Bhargava (Group Executive, Flight engines, avionics, instruments and accessories. It is also approved by the Indian government, and discussions are
Operations) manufacturing components for the Indian Space Research being held with a number of countries tor design collab-
J. N. Karan (Additional Group Executive. Quality Organisation (ISRO). The total workforce is about oration in selected areas. HAL
will also be taking up

Assurance & Staff Inspection) 40,000. feasibility studies for an Advanced Jet Trainer (AJT) to

General Managers: The Bangalore Complex is engaged in the manufacture meet the requirements of the Indian Air Force from the
Bangalore Complex: of military aircraft, helicopters and aero engines, both early 1990s. Selection of a suitable partner to collaborate
K. K. Ganapathy (Aircraft Division) under licence and of indigenous design. Assembly and on the Advanced Light Helicopter (ALU) programme is
K. N. Murthy (Helicopter Division) licence construction of the SEPECAT Jaguar Interna- under consideration.
J.R. Kapur (Engine Di\ ision) tional combat aircraft and its Adour engine are currently The Engine Design Bureau at Bangalore has designed a
K. R. Natarajan (Overhaul Division) in progress at the Complex's Aircraft and Engine Divi- 3-43 kN (350 kg; 772 lb st) engine, the PTAE-7, for the
C. G. Krishnadas Nair (Foundry and Forge Division) sions. The Complex also undertakes repair and overhaul Pilotless Target Aircraft (PTA) being designed by the

K. P. Mukundan (Services Division) of airframes, engines, and allied instruments and acces- Aeronautical Development Establishment in Bangalore
Design & Development Complex: sories. The Foundry and Forge Division supplies castings (see ADE entry in the RPVs and Targets section).
T. V. Vareed (Chief Designer, Engine Design and forgings for the aircraft and engines. The Avionics Design Department at Hyderabad has
Bureau) Kanpur Division has been engaged mainly m the designed and developed an IFF system (BAT), an ADF. a
A. K. Kundu (Additional Chief Designer, Aircraft manufacture of different versions of the British Aerospace VHF COM-104A radio, a radio'altimeter. and a V/UHF
Design Bureau) 748 under licence. It has begun production of the radio, all of which have entered production. Under design
D. H. Sivamurthy (Additional Chief HPT-32 trainer, designed by the Aircraft Design Bureau, and development are a VHF/UHF-AM/FM and UHF
Designer, LCA) and the Ardhra sailplane designed by the DGCA Techni- standby in hybrid technology, a ground proximity warning
S. R. Telang (Additional Chief Designer. Helicopter cal Centre (see Sailplanes section). Kanpur will also man- system, data transmission on voice channels, and
Design Bureau) ufacture, under licence, the Dornier 228-200. improved ARSR and phased array PAR.

BANGALORE COMPLEX an Aircraft Division. Helicopter Division. Engine Div- activities are described in the appropriate section ot this
Vimanapura Post. Bangalore 560 017 (Karnataka State) ision, Overhaul Division. Foundry and Forge Division, edition.
Telephone: 561020 and 565201 and Design and Development Complex. The Overhaul Division ot Bangalore Complex repairs
Telex: 0845 234 Bangalore Complex is engaged in producing aircraft and overhauls Canberra. C-119, IIT-2. Devon, Ajeet,
Chiel Designer, Aircralt Design Bureau: designed and developed by the Aircraft Design Bureau, C-47, Caribou and other types of aircraft; and various
Prof A. K. Kundu and also in manufacturing various aircraft and aero types of piston engine, including the Pratt iK; Whitney
The Bangalore Complex of HAL consists essentially of engines under licence. The Helicopter Division manufac- R-1830, R-2000-7M2 and R-l34()-AN2, the Cirrus
the former Hindustan Aircraft Limited, the activities of tures Chetak (Alouette III) and Cheetah (Lama) helicop- Major, and the de Havilland Gipsy Oucen. Turbine
which, since its formation in 1 940, were described in pre- ters, under licence from Aeros|iatiale of France but to engines, such as the Orpheus, Avon. Dart and Artouste
vious editions of June's. The Complex is subdivided into different standards of completion. The Engine Division's IIIH. are overhauled at the Engine Division. The branch
92 INDIA: AIRCRAFT — HAL
HAL IFFMk 10 (BAT). Blind-flying instrumentation
standard. Landing light in nose.
Armament: Two 7-62 mm
machine-guns in nose, with 1 50
rds/gun; G90 guncamera, and Ferranti ISIS gunsights
with Teledyne camera. Two pylons under each outer
wing, each with an ejector release unit capable of carry-
ing a 227 litre (50 Imp gallon) drop tank, a 250 kg
bomb, a reusable pod containing eighteen 68 mm SNEB
rockets, or a CBLS-200 carrier with four 25 lb practice
bombs.
Dimensions, external:
Wing span 10-70 m (35 ft l'/4 in

Wing chord: at root 2-35 m (7 ft 81/2 in

at tip 1 -02 m (3 ft4 in

Wing aspect ratio 6-03
Length overall 10-60 m (33 ft T/2 in
Fuselage: Max width 1-36 m (4 ft 5y2 in
Height overall 3-635 m (II ft 11 in
Tailplane span 3-90 m (12 ft 9'/2 in
Wheel track 2-42 m (7 ft 11 in
Wheelbase 3-50 m (11 ft 6 in
Dimensions, internal:
Cockpit: Length 1-94 m (6 ft 41/4 in
Max width 1-06 m (3 ft 5% in
SEPECAT Jaguar International, assembled by HAL for the Indian Air Force Max height 1-41 m (4 ft 7V2 in
Areas:
factory at Barrackpore near Calcutta continues to concen- wing tanks (each 2 1 8 litres; 48 Imp gallons), giving total
Wings, gross 19-00 m- (204-5 sq ft
trateon repair and overhaul of C-47/DC-3s of the Indian internal fuel capacity of 1,345 litres (295-5 Imp gal-
Ailerons (total, incl tabs) 1-17 m^ (12-59 sq ft
Air Force and non-scheduled operators. lons). Provision for two underwing tanks with total
Flaps (total) 2-34 m- (25-19 sq ft
capacity of 454 (100 Imp gallons). One refuelling
litres
HAL (SEPECAT) JAGUAR INTERNATIONAL point in each outer wing and two in fuselage. Oil capac-
Fin, incl dorsal fin 1-576 m- (16-96 sq ft

The Bangalore Complex is responsible for the assembly Rudder, incl tab 0-714 m- (7-69 sq ft
litres (2-5 Imp
ity 11-4 gallons).
Tailplane 2-58 m- (27-77 sq
and/or licence construction of SEPECAT Jaguar Inter- ArroMMODATiON: Crew two side by side in air-
of
ft

national combat aircraft (see International section) for the

Elevators (total) 1-14 m' (12-27 sq ft
conditioned and pressurised cockpit, on Martin-Baker
Indian Air Force. Current orders are for 76 aircraft. The H4HA zero-altitude automatic ejection seats.
fully Weights and Loading:
rtrst UK built airframe components for final assembly m Clamshell type canopy, hinged at rear and opening Weight empty, equipped 2,995 kg (6,603 lb
India were delivered to HAL in 1981. and the first Indian upward. Dual controls and duplicated blind-flying Max fuel load 1,679 kg (3,701 lb
assembled Jaguar (JS136) made its initial flight on 31 instruments. Normal T-O weight clean" 4,240 kg (9,347 lb
March 1982. Systems: Bootstrap type air-conditioning system, max Max T-O weight 4.692 kg (10.344 lb

pressure differential of 012 bars (1-75 Ib/sq in). Hyd- Max landing weight 4,300 kg (9,480
LIGHT COMBAT AIRCRAFT Max wing loading 246-9 kg/m^ (50-6 Ib/sq
lb

raulic system, pressure 207 bars (3,000 Ib/sq in), actu- ft

The Indian government has confirmed a requirement
ates landing gear, flaps, airbrake and wheel brakes, and Performance (at max T-O weight. ISA):
for a light close air support aircraft for service in the early
canopy emergency release. Accumulator for manual Never-exceed speed 463 knots (858 km/h; 533 mph
1 990s. Known as the LCA (light combat aircraft), it will be
emergency system. system is of 28V DC
Electrical Max level speed at S/L
designed with co-operation from a Western aerospace
single-wire earth return type, with 5-lkW generator, 380 knots (704 km/h; 437 mph
company (partner still to be selected in mid-1984) but
probably manufactured entirely in India. It is expected to
two 40Ah nickel-cadmium batteries for standby power, Max cruising speed at 4,575 m (15,000 ft)
and 250V inverter for AC power to supply avionics, 335 knots (621 km/h; 386 mph) IAS
embody composite materials in its construction, and to
have a fly by wire flight control system. An indigenous instruments and other ancillary systems. High pressure Econ cruising speed at 4.575 m (15.000 ft)
engine, designated GTX, is under development by the Gas
demand type gaseous oxygen system. 225 knots (417 km/h; 259 mph) IAS
Turbine Research Establishment at Bangalore, but an
Avionics and Eouipment: HAL VUC 201 V/UHF Stalling speed:

existing foreign engine (the RBI 99 has been suggested)

multi-channel com transceiver; HAL COM 150A flaps and landing gear up
may be utilised until this is ready. By mid-1984 design four-channel standby UHF; HAL ARC-610A ADF; 100 knots (185 km/h; 115 mph) IAS
proposals had been submitted by Dassault-Breguet, Dor-
nier, MBB and BAe.
HAL HJT-16 KIRAN Mk II

This version of the Kiran, for armament training and

counter-insurgency duties, was developed from the Mks
I/IA (1982-83 Jane's) by the Aircraft Design Bureau at
Bangalore. The first prototype made its initial flight on 30
July 1976. A second prototype was flown in February
1 979. Principal differences include improved weapon car-

rying capability, amore powerful engine, updated avionics

and an improved hydraulic system. The Rolls-Royce
Orpheus 701-01 turbojet, replacing the Viper engine of
the Mks I/IA, gives the Kiran Mk II improved maximum
speed, climb and manoeuvrability.
The design and development phase was completed by
March 1983. An order for 40 Kiran Mk lis has been
placed by the Indian Air Force, deliveries of which were
due to begin in early 1984. More than 100 may be ordered
eventually.
Type: Two-seat jet trainer, and light attack aircraft.
Wings: Cantilever low-wing monoplane. Wing section
NACA 23015 at root, NACA 2301 2 at tip. Dihedral 4°
from roots. Incidence 0°30' at root. Sweepback 7° 18' at
quarter-chord. Conventional all-metal three-spar struc-
ture of aluminium/copper alloy. Frise differential ail-
erons, with balance tab in each aileron and ground
adjustable tab on port aileron. Hydraulically actuated
trailing-edge split flaps. Two ruil-chord boundary layer
fences on upper surface of each wing. Hindustan Aeronautics Kiran Mk II weapon training and COIN aircraft (Piloi Press)
Fuselage: All-metal semi-monocoque fail-safe structure
of light alloy. Hydraulically actuated door type airbrake
under centre of fuselage, in line with flaps.
Tail Unit: Cantilever all-metal structure of
aluminium/copper alloy. Electrically operated variable
incidence tailplane, with elevators.
Landing Gear: Retractable tricycle type, of HAL man-
ufacture. Hydraulic actuation. Main units retract inward
into fuselage; self-centering twin-contact non-steerable
nosewheel retracts forward. HAL oleo-pneumatic
shock absorbers. Dunlop mainwheel tyres size 19 x
6-25-9. pressure 6-21 bars (90 Ib/sq in). Nosewheel tyre
size 1 5-4 X 4-6, pressure 4-83 bars (70 Ib/sq in). Dunlop
hydraulic brake.
Power Plant: One Rolls-Royce Orpheus 701-01 turbojet
engine, derated to 1512 kN (3.400 lb st). Internal fuel
in flexible main saddle tank in fuselage (625 litres; 37-5 1

Imp gallons), one 282 litre (62 Imp gallon) collector

tank in wing centre-section, and two outboard integral HAL Kiran Mk II armament training and counter-insurgency aircraft (Air Pnriraiis)
 HAL — AIRCRAFT: INDIA 93

flaps and landing gear down

85 knots (158 km/h; 98 mph) IAS
Max rate of climb at S/1 1,600 m (5,2?0 tt)/min
Service ceiling 12.000 m (39,375 ft)
Min ground turning raduis 6-55 m (21 tt 6 in)
Runway LCN 6
T-O run 470 m (1,540 ft)

T-O to. and landing from, 15 m (50 ft)

700 m (2,300 ft)

Landing run 465 m (1,525 ft)

Range at 6,000 m (19,680 ft) witfi max internal fuel

332 nm (615 km; 382 miles)
HAL AJEET (INVINCIBLE) and AJEET TRAINER
The Ajeet is a developed version of the Hawker Sid-
deley (Folland) Gnat light tighter and Hghter-bomber,
from which it differs in having improved communications
and navigation systems; more reliable longitudinal con- HAL Cheetah, Indian built version of the Aerospatiale SA 315B Lama helicopter
trol; and increased combat capability. Added integral
wing fuel tanks permit full underwing armament to be
carried over ranges that formerly required underwing
tanks and reduced weapons. Two HAL built Gnat Mk Is
were converted as prototypes; the Hrst of these was flown
on 5 March 1975, and the second on 5 November 1975.
First flight of a production Ajeet was made on 30 Sep-
tember 1976, and 80 were delivered to the Indian Air
Force. In addition, 10 Gnats were brought up to Ajeet
standard.
The tandem two-seat trainer version, which retains the
four underwing hardpoints and combat capability of
full

the single-seater, was developed in a manner similar to

that in which the British T. Mk trainer was developed
1

from the original Gnat Hghter.

The Ajeet Trainer is powered by a single Orpheus 701
turbojet engine, and retains the main hydraulic system and
powered flying controls of the single-seater. Normal and
emergency operation of the landing gear is also similar,
but with duplicated controls and a mechanical override
facility in the rear cockpit. All instruments, including those
for blind flying, are duplicated in the rear cockpit, which is

illuminated, air-conditioned and pressurised similarly to

the front cockpit.

The first prototype made its initial flight on 20 Sep-

tember 1982, but was destroyed in an accident in the
following December. A second prototype was flown on 7
September 1983, at which time the Indian Air Force had a
requirement for 18 Ajeet Trainers and the Indian Navy HAL manufactured Aerospatiale Alouette III (Chetak) helicopter in Indian military insignia
wanted 12. There has been no news to suggest that these
are being built. HAL (AEROSPATIALE) SA 3168 ALOUETTE III
periscopic sight on the cabin roof. Successful firing trials

A description of the single-seat Ajeet can be found in Indian name; Chetak have been carried out.
the 1982-83 Jane's: the Ajeet Trainer was described and HAL ADVANCED LIGHT HELICOPTER
The Bangalore Complex's Helicopter Division is build-
illustrated in the 1983-84 edition.
ing the French Aerospatiale SA 316B Alouette III under a The Aircraft Design Bureau ot HAL has under
HAL (AEROSPATIALE) SA 315B LAMA licence granted in June 1962. The first Indian assembled development a twm-turboshaft advanced light helicopter
Indian name: Cheetah Alouette III (Indian name Chetak) was flown for the first (ALH). According to HAL in 1983, three versions are
The Bangalore Complex's Helicopter Division is build- time on 1 1 June 1965. being developed; standard versions for Indian Air
ing the French Aerospatiale SA 31 5B Lama five-seat gen- By March 1983. the latest date for which details have Force/Army use. and a variant for the Indian Navy. Design
eral purpose (see 1982-83 June's) under
helicopter been received. 257 Alouette Ills had been manufactured assistance is being provided by MBB
of West Germany,
licence in India, where it is known as the Cheetah. by HAL; customers have included the state governments under the latter company's designation BO 108. The Air
Initial production was from French built components. in India. A few Alouette Ills were presented to the Royal Force/ Army version of the ALH will have a capability for

The first Indian assembled Cheetah was test flown on Nepal Armv in 1974. and two to the government of the combat missions, communications duties, armed recon-
6 October 1972. and delivered on 21 March 1973; a total Seychelles in 1981. The sale of eight Chetaks to the USSR naissance and surveillance, casualty evacuation, crew
of 140 had been delivered by September 1981, the latest was announced in early 1984. rescue, external cargo carrying and training. The Navy
date for which details have been provided. Production of An armed version of the Chetakis being developed by version will be able to perform anti-submarine search and
aircraft manufactured from raw materials began in 1976- HAL for the Indian Air Force and Navy, carrying four strike, air to surface vessel search and strike, search and
77. HAL has developed its own spraykit for possible air-to-surface missiles on laterally mounted booms. rescue, reconnaissance, casualty evacuation, and vertical
agricultural versions of the Cheetah. Target identification and fire control are via a monocular replenishment duties at sea. A civil version may also be
developed. First flight was planned for 1985 or 1986.
The following description, which applies to the milit-
ary/naval versions, should be regarded as provisional;
Type: Advanced light helicopter.

Rotor System; Four-blade main rotor, each blade having

two-pin attachment to hub; folding blades on main and
tail totors. Main rotor fitted with blade tabs. Rotor head

of steel or titanium; blades of both rotors of CFRP

composite(s).
RoroR Drive; Power from engines combined in main
gearbox and transmitted to main and tail rotors via
system ot gears and shafts. Power take-off from main
drive to power accessories. Gearbox housing of mag-
nesium/zirconium alloy; gears and shafts of vacuum
remelted case carburismg steel; bearings of \acuum
remelted steel elements, with bronze
silver plated solid
casings. Main rotor/engine rpm 325 6.000.
ratio ;

Fuselage; To be built of metal and composite materials.

Taii Unit; Of mainly composite construction, with some
aluminium alloy. Fixed incidence tailplane.
Landing Gear: Retractable tricycle type, with single
wheel and dual-chamber oleo-pneumatic shock
absorber on each unit. Non-steerable self-centering
nosewheel. Hydraulic differential brakes on main units.
Power Pi ant: Two 719-6 kW (965 shp) Turbomeca TM
333B or 783 kW (1.050 shp) Pratt & Whitney Canada
PT6B-35E turboshaft engines. Fuel in four underfloor
tanks, standard total capacity 875 litres (192'5 Imp
gallons); 125 litre (27-5 Imp gallon) external auxiliary
tank. Total internal/external fuel capacity I .()()() litres
(220 Imp gallons) or 1.140 litres (251 Imp gallons).
Refuelling point on port side near forward tank. Oil
capacity litres (2 4 Imp gallons) each engine tor I'M
1 1

Artist's impression of the HAL Advanced Light Helicopter 333B, 8-7 litres (19 Imp gallons) each for PT6B-35E.
94 INDIA: AIRCRAFT — HAL
Accommodation: Crew of two on flight deck; seating for and HF-SSB com, Doppler nav, and weather/anti- Max power loading (TM 333B)
14 to 16 persons in main cabin. Hinged door to flight shipping/ASW radar. Equipment includes cargo sling 2-78 kg/kW (4-57 Ib/shp)
deck on each side; large rearward shding door on each and rescue hoist as standard.
side of cabin. Seats removable for use in cargo or other Armament: Military loads include four to eight Hot or Performance (estimated at max design T-O weight):
non-passenger conHgurations. Entire accommodation TOW anti-tank missiles, two rocket launchers, and tur- Never-exceed speed (structural) at S/L
air-conditioned; flight deck and cabin heating optional. reted 30 mm Chain Gun with gyro-stabilised sight. Pro- 178 knots (330 km/h; 205 mph)
Systems: Duplex hydraulic system. Electrical power (sub- vision in naval version for minelaying equipment. Max sustained cruising speed at S/L
ject to possible change) from two 7kW DC engine Dimensions, external and internal: Not yet finalised 145 knots (270 km/h; 168 mph)
driven starter/generators and a 24V 40Ah nickel- Weights and Loadino: Vertical rate of climb at 1 ,830 m (6,000 ft), 34-5°C, and
cadmium battery, with three-phase AC from a 9kVA Weight empty approx 1,925 kg (4,244 lb) 95 '^f of max rated power 150 m (490 ft)/min
alternator (driven by main gearbox) and a IkVA stan- Max payload: internal 1,000 kg (2,204 lb) Service ceiling 6,000 m (19,680 ft)
dard inverter. Portable oxygen system for crew and slung load 1,300 kg (2,866 lb) Hovering ceiling OGE 3,000 m (9,840 ft)
passengers. Ice detection and warning system. Max fuel load 800-900 kg (1,763-1,984 lb) Range at S/L with 700 kg (1.543 lb) payload, lO'r fuel
Avionics .^nd Eqliipment: Standard avionics include Max design T-O weight 4,100 kg (9,039 lb) or 20 min fuel reserves 216 nm (400 km; 248 miles)
V/UHF com, ADF (HF) and IFF, with blind-flying Max design zero-fuel weight Ferry range at 300 m (985 ft), reserves as above
instrumentation. Optional avionics include VHF-FM approx 3,200 kg (7,054 lb) 377 nm (700 km; 435 miles)

KANPUR DIVISION
Chakeri, Kanpur
Telephone: HAL PABX 62471-4
Telex: HAL 032 245
When the decision was taken to build the Hawker Sid-
deley (now British Aerospace) 748 twin-turboprop trans-
port in India, as a replacement for the C-47s of the Indian
Air Force, four hangars at Kanpur were taken over, on 23
Januarv 1960, as the lAF Aircraft Manufacturing Depot.
The Depot was incorporated in Aeronautics (India) Ltd in
June 1964 and subsequently became the Kanpur Division
of Hindustan Aeronautics Ltd.

HAL (BAe) 748(M)

The Hrst four Indian 748s were Srs 1 aircraft, utilising
components imported from the UK (one Model 103 and
three Model 104s, all for the Indian Air Force). The first
example flew on November 1961.
1

The hrst of 85 Indian built Srs 2s flew for the hrst time on Third prototype of the HAL HPT-32 two-seat basic training aircraft

28 January 1964, Details of these as given in previous by HAL's Kanpur Division for deliveries beginning in gallon) metal collector tank in fuselage. Total fuel
editions of June's have been conflicting, but the following 1985-86. Production of these was under way in 1984. capacity 229 litres (50-4 Overwing refuel-
Imp gallons).
summary is believed to be correct: 6 Model 203 (VIP A further 90 are required, but these could be turboprop Imp gallons).
ling points. Oil capacity 13-6 litres (3
transport), 6 Model 218 (VIP transport), 7 Model 219 HTT-34S. Accommodation: Side by side seats for two persons under
(navigation trainer, including one with large freight door) The following description applies to the initial produc- rearward sliding jettisonable framed canopy. Seats
and 4 Model 220 (signals trainer), all tor Indian Air Force: tion version: adjustable in height by 127 mm (5 m). Full dual con-
24 Model 224, comprising 3 for Indian Air Force (aerial Type: Two-seat ab trols, and adjustable rudder pedals, for instructor and
initio, acrobatic, night flying, instru-
survey), 2 for Directorate General of Civil Aviation pupil. Cockpits ventilated.
ment flying and navigation trainer.
(calibration), 1each for National Remote Sensing Agency Systems: Hydraulic system for brakes only. Electrical sys-
Wings: Cantilever low-wing monoplane. Wing section
and Border Security Force, and 7 for Indian Airlines; and
1
tem (28V DC earth return type) powered by 70A alter-
18 Model 247 (pilot trainer) for Indian Air Force. The
NACA 64Ai-212. Dihedral 5° from roots. Incidence 2°
nator, with SAFT 24 V nickel-cadmium standby battery.
30' at root. No sweepback. Light alloy safe-life wings, of
Hnal 20 are 748(M) military freighters with large cargo No air-conditioning, pneumatic, de-icing or oxygen sys-
tapered planform, with stressed skin. Light alloy plain
door, developed by Kanpur Division for the Indian Air tems.
ailerons and plain trailing-edge flaps. Balance tab in,
Force. Deliveries of the second batch of were due to be1

and ground adjustable tab on, each aileron. Pitot static

Avionics: HAL (Hyderabad Divn) COM-150 main UHF
completed in 1984.
tube can be heated.
and COM-104A standby VHF com; directional gyro.
HAL (DORNIER) 228 No blind-flying instrumentation.
Fuselage: Semi-monocoque safe-life structure of light
Under a contract signed on 29 November 1983, HAL's Dimensions, external;
alloy, with stressed skin.
Kanpur Division is undertaking licence assembly and Wing span 9-50 m (31 ft 2 in)
Tail Unit; Cantilever light alloy stressed skin structure, Wing chord; at root 2-24 m (7 ft ^Vt in)
manufacture of approximately 150 Dornier 228 twin- with sweptback vertical surfaces. One-piece elevator.
turboprop utility transports in a ten-year programme. Up at tip 0-92 m (3 ft OVt in)
Trim tabs in rudder and starboard half of elevator; Wing aspect ratio 602
to 350 Garrett TPE33 -5 engines for these aircraft will be
1
balance tabs in rudder and port half of elevator. 7-72 m (25 4
produced by the Engine Division. Length overall ft in)

The Dornier 228 was chosen after long deliberation to

Landing Gear; Non-retractable tricycle type, with HAL Fuselage: Max width 1-25 m (4 ft 'A 1 in)
oleo-pneumatic shock absorber in each unit. Dunlop Height overall 2-88 m (9 ft 5 in)
fulfil the Indian government's LTA (light transport air-
','2

craft) requirement, and will be used for a wide variety of

UK single mainwheels and nosewheel. Dunlop UK Tailplane span 3-60 m (11 9%ft in)
mainwheel tyres, size 446 x 151 x 166 mm, pressure Wheel track 3-45 m (11 ft 4 in)
duties within the country. In the Indian Air Force they will
replace Otters, Devons and C-47s for a range of transport
310 bars (45 Ib/sq in); Dunlop India nosewheel tyre, Wheelbase 210 m (6 10% ft in)

and other roles; the Indian Navy will employ them for
size 361 X 126 x 127 mm, pressure 2-41 bars (35 Ib/sq Propeller diameter 203 m (6 8 ft in)
in). Dunlop UK aircooled hydraulic disc brakes on Propeller ground clearance (static) 0-23 m (9 in)
maritime surveillance and reconnaissance, target towing,
mainwheels. Areas;
search and rescue, observer training, communications and
logistic support; from mid-1985 the Coast Guard will
Power Plant: One 194 kW (260 hp) Avco Lycoming Wings, gross 1500 m= (161-5 sq ft)

employ 228s equipped with surveillance radar, advanced AEIO-540-D4B5 fiat-six engine, driving a Hartzell Ailerons (total) 104 m' (11-19 sq ft)

navigation equipment, pollution sensors and SAR kits for two-blade constant-speed metal propeller with spinner. Trailing-edge flaps (total) 1-82 m^ (19-59 sq ft)

coastal patrol, environmental control and anti-smuggling

Total of 220 litres (48-4 Imp gallons) of fuel in four Vertical tail surfaces (above fuselage reference line)

operations. Other operators will include Indian Airlines, flexible tanks (two in each wing), plus a(9 litre (2 Imp 2-06 m= (22-17 sq ft)

the regional domestic airline Vayudoot, the DGCA,

National Remote Sensing Agency, and the Geological
Survey of India.
Dornier is supplying ten 228s from the German produc-
tion line, with deliveries from mid- 1984. The first rec-
ipient (three aircraft) is Vayudoot, with which the type was
due to enter service in the late Summer of 1984. From the
eleventh aircraft onward, assembly will take place at Kan-
pur (by the end of 1984), progressing gradually to full local
manufacture.
HAL HPT-32
The HPT-32 is a fully acrobatic piston engined basic
trainer, with side by side seats for instructor and pupil.
Design began in March 1976. The aircraft can be used for
a wide range of ab initio training, including instrument,
navigation, night flying and formation flying; for armed
patrol; for observation, liaison or sport flying; or for
weapon training, light strike duties, supply dropping,
search and rescue, reconnaissance, or glider or target tow-
ing. The airframe, which is of all-metal construction, is
designed to FAR Pt 23, and is expected to have a fatigue
life of 6,500 h.

The first prototype (X2157) made its initial flight on

6 January 1977. The second was flown on 12 March 1979;
the third, flown on 31 July 1981, represents the production
version, substantially lighter in weight and with
aerodynamic refinements. By mid-1984 Indian Air
Force orders had been placed for 60 HPT-32s, to be built HAL HTT-34 prototype (converted HPT-32), which made its first flight on 17 June 1984
 HAL / AKASAMITRA — AIRCRAFT: INDIA / INDONESIA 95

Rutklcr (alt of hinge line), iiicl labs

(I 869 m- {y-3.S sq ft)

Tailplanc 3024 m- (32-55 sq ft)

Elevaloi (alt ol lunge line), inci tabs

1-34 m- (14-42 sq It)

Weights and Loai)in(,s:

Basic weight empty H90 kg (1,962 lb)
Fuel and (guaranteed mininuini)
oil 164 kg (361 lb)
Max T-O and landing weight ,250 kg (2,756 lb) 1

Max wing loading 83-33 kg/nr (17-07 Ib/sq ft)

Max power loading 6-44 kg/kW (10-60 Ib/hp)
PERhORMANCE (at Hiax T-O weight, ISA):
Never-exceed speed (structural)
240 knots (445 km/h; 276 mph)
Max level speed at S/L
143 knots (265 km/h; 164 mph) IAS
Max cruising speed at 3,050 m (10,000 ft)
136 knots (252 km/h; 157 mph)
Econ cruising speed 104 knots (192 km/h; 119 mph)
Stalling speed, 20° Rap, engine idling
59 knots (109 km/h; 68 mph)
Max rate of climb at S/L 336 m (1,105 ft)/min
Service ceiling 6,000 m (19,680 tt)
T-O run 240 m (785 ft)
T-O to 15 m (50 ft) 519 m (1,700 ft)
Landing from 15 m (50 ft) 489 m (1.605 ft)
Landing run 220 m (720 ft)
Min ground turning radius 6-50 m (21 ft 4 in)
HAL HTT-34 turboprop powered two-seat basic trainer (I'ilol I'res.s)
Range at 3,050 m (10,000 ft) at econ cruise power
401 nm (744 km; 462 miles) The first Hrr-34 Hew for the hrst time on I 7 June 1 984. PhKioRMANc 1 (prototype at max T-O weight, ISA):

g limits +60/-30 and was to be followed by a second before the end of that Max level speed at S/1,

year. Designed to FAR 23 standards, it is fully acrobatic at 170 knots (315 km/h; 195 mph)
its max T-O Any
production HTT-34s ordered for
weight. up 62 knots (115 km/h; 72 mph)
Stalling speed: llaps
HAL HTT-34 the Indian Air Force will have retractable landing gear, flaps down 58 knots (108 km/h; 67 mph)
The HTT-34 was exhibited publicly for the first time at and updated avionics and instrumentation. Max rate of climb at S/L 633 m (2,076 ft)/min
the Farnborough International air show in September Service ceiling 7.925 m (26,000 ft)
Dimensions and Areas: 275 m (904 ft)
1984. It is the third prototype of the piston engined HPT- T-O to 15 m (50 ft)
As for HPT-32, except: Landing from 15 m (50 ft) 472 m (1,546 ft)
32 (X2335) retrofitted with a 313 k\V (420 shp) Allison
250-B17D turboprop engine, driving a Hartzell three-
Length overall 8-07 m (26 ft 5'4 in)
Range with max fuel at 3,050 m (10,000 ft)
blade propeller. The airframe aft of the firewall, including Weight: 243 nm (450 km; 279 miles)
the non-retractable tricycle landing gear, is virtually Weight empty 855 kg (1,884 lb) Endurance with max fuel at 3,050 m (10,000 ft)
unchanged. Max TrO weight 1,220 kg (2,689 lb) 2 h 30 min

MiG COMPLEX
The MiG Complex was originally formed with the
Nasik, Koraput and Hyderabad Divisions of HAL, which,
under an agreement concluded in 1962, built respectively
the airframes, power plants and avionics of MiG-2 series 1

fighters under licence from the USSR. Nasik had a work-

force of approx 7,600 in 1983. The Hyderabad Division is
now a part of the Accessories Complex.

HAL (MIKOYAN) MiG-21bis

NATO reporting name: FIshbed-IM
Several versions of the MiG-2 have been supplied to 1

or. since manufactured in India. These have

1966,
included the MiG-2 IF (lAF designation Type 74) and
MiG-2 IPF (Type 76) of which details can be found in the
1976-77 yn/ip'v; the MiG-2 FL (Type 77) and MiG-21L)
1

(Types 66-400 and 66-600), as described in the 1977-78

Jane\'i: and the MiG-2 IM (Type 96) and MF (160buiU:
1982-83 June's). The current production version is:
MiG-21bis ('Fishbed-N'). Deliveries of 75 Soviet buih
examples of this version, initially for service with No. 21
Squadron of the lAF, were reported in 1977. Indian pro-
duction of 220 MiG-2 Ibis (initially from knocked-down HAL assembled Mikoyan MiG-21bis of the Indian Air Force
components) and their Tumansky R-25 engines had A
MiG-27M 'Flogger-J" increases. full description of the manufacture of the MiG-27M (see USSR section) is to
begun by the end of 1979, and the 2 Ibis superseded the
MiG-2 1 appears in the USSR section of this edition. begin at HAL by the end of 1984. These aircraft will
MiG-2 IM as the current production version in 1981.
HAL (MIKOYAN) MIG-27M supplement Soviet built MiG-23s and MiG-27s already
Indian production of MiG-2 Is was reported to be con-
supplied to the Indian Air Force, and will be the first
tinuing at the rate of about 30 per year 1981-82. It is
in NATO reporting name: Flogger-J
MiG-27s to be assembled outside the USSR.
expected to be phased out in 1 986-87, as production of the The Indian Defence Minister has confirmed that licence

INDONESIA
AKASAMITRA Type: Two-seat sporting and training light aircraft. Power Plant: One 112-134 kW (150-180 hp) flat-four

AKASAMITRA HOMEBUILT AIRCRAFT Wings: Cantilever low-wing monoplane. All-metal struc- engine, driving a Hart/ell HC-C2YL-81 constant-speed

ASSOCIATION ture, with constant chord centre-section and tapered or McCauley AGM-7250 fixed-pitch propeller with
outer panels. Dihedral 5° on outer panels. Washout 2° at spinner. Fuel in two centre-section leading-edge tanks
PO Box 167, Jakarta
tip. Mechanically operated flaps on trailing-edges of and a third tank under cockpit floor; combined capacity
Chairman: Air Vice-Marshal (Retd) J. Salatun. MP
Designer: Dipl Ing Suharto
centre-section; ailerons on outboard portion of outer 159 litres (35 Imp gallons; 42 US gallons).
wings.
In addition to its work on a variety of aircraft for Accommodation: Side by side seating for pilot and one
Fuselage: Conventional all-metal semi-monocoque
amateur flying, Akasamitra has designed and built the passenger/trainee under one-piece clear or tinted Plexi-
structure. Cockpit section integral with wing centre-
prototype of a two-seat sporting and training aircraft glas sliding canopy. Both seats are four-way adjustable.
section.
designated ST-220, with financial support from the Dual control columns and pedals, with single centrally
Tail Unit: Cantilever all-metal structure, with sweptback
Indonesian Department of Defence and Security. located trim wheel and flap stick. Baggage compartment
fin and balanced rudder. Non-swept constant chord

ST-220 horizontal surfaces, with balanced elevators Trim tabs behind seats. Cockpit walls and floor soundproofed.
A prototype ofIndonesian designed lightplane was
this on rudder and elevator. System: Internal/external lighting and other services pow-
virtually complete by early 1984, except for engine instal- Landing Gear: Non-retractable tricycle type, with single ered by 12V alternator with voltage regulator.
lation. The Indonesian Air Force has offered two engines, wheel on each unit. Oleo-pneumatic shock absorber in
a 67 kW (90 hp) and a 168 kW (225 hp) Continental, but nose unit, which is steerable; main gear has leaf spring Avionics: Basic flight and engine instrumentation, and
neither is considered suitable and the search continues for shock absorption. All units have si/e 6-()0-6 tyres, pres- VHI- radio, standard. Optional items include night
a more appropriate engine of 1 12-134 kW (150-180 hp). sure 1-59 bars (23 Ib/sq in). flying instrumentation.
96 INDONESIA: AIRCRAFT — AKASAMITRA / PT NURTANIO
Dimensions, external:
Wing span 8-01 m (26 ft 3 'A in)
Wing chord: at root 1-47 m (4 ft 10 in)
at tip 0-79 m (2 ft 7 in)
Wing aspect ratio 6-51
Length overall 6-78 m (22 ft 3 in)
Height overall 2-71 m (8 ft 10% in)
Propeller diameter 1-83 m (6 ft in)
Dimensions, internal:
Cockpit:
Length (exd baggage compartment)
1-36 m (4 ft 5 '72 in)
Max width 1-05 m (3 ft 5 'A in)
Max height 1-22 m (4 ft in)
Area:
Wings, gross 9-86 m' (1061 sq ft)
Weights and Loadings:
Weight empty, equipped 611 kg (1,347 1b)
Max payload 173 kg (381 lb)
Max TO weight 840 kg (1,852 lb)
Max wing loading 85-2 kg/m' (17-5 Ib/sq ft)

Max power loading 7-5 kg/kW (12-3 Ib/hp)

Performance (estimated at max T-O weight):
Max level speed 129 knots (240 km/h; 149 mph)
Max cruising speed (75''f power)
112 knots (208 km/h; 129 mph)
Stalling speed 48 knots (88 km/h; 55 mph)
Max rate of climb at S/L 275 m (902 ft)/min
T-O to 15 m (50 ft) 457 m (1,500 ft)
Landing from 15 m (50 ft) 366 m (1,200 ft)
Range at max cruising speed
ST-220 sporting and training aircraft designed and built by Akasamitra (Michael A. Badmcke) 414 nm (768 km; 477 miles)

PT NURTANIO
PT INDUSTRI PESAWAT TERBANG
NURTANIO (Nurtanio Aircraft Industry Ltd)
Lanuma Husein Sastranegara (Husein Sastranegara Air
Force Base, Jalan Pajajaran 154. Bandung
Telephone: Bandung (022) 613662. 613835 and hl3836
Telex: 28295 NUR BDG
Head Ofuce: BPP Teknologi Building. 8 jln M.H
Thamrin, Jakarta
Telephone: 322302
Telex: 44331 ATP JAKARTA
President Director: Prof Dr-lng B. J. Habibie
Directors:
Mr Suwondo (General Affairs)
Drs Wisnubroto (Vice-Director, General Affairs)
Ir S. Paramajuda (Commercial and Product Support)

Ir H. D. Pusponegoro (Technology)

Ir Yuwono Facilities Development and Constructions

( I

Ir Sutadi Suparlan (Production)

Assistants to President Director:

Nurtanio built NC-212 Srs 200 Aviocar twin-turboprop transport aircraft
Dr Sujana Sapi'ie (Computer Support)
Ir Budiarta Suradiningrat (Chief Engineer)

Drs Bambang Ekoyono (Finance)

Dr Parhn Napitupulu (Inspectorate)
Ir Djermani Sanjaya (Programme Management and

Feasibility)
IrSundoro (Ouality Assurance)
IrMangatur Pardede (Material)
Tatang Lndan (Security)
Heads of Divisions:
Ir Eddy Susilo (Fixed-wing Production)
Ir Yuliswar (Rotary-wing Production)
Ir Sutadi Suparlan (Fabrication)

Ir Hari Laksono (Aircraft Services)

Ir H. Erawan Lambri (Weapc^n Systems)

H. Pribadi (Flight Operations)

Ir S. Paramajuda (Universal Engine Maintenance
Centre)
Ir Drs Pasaribu (Production Engineering)

Ir Indra Hasbi (Industrial Engineering)

Suripto Sugondo (Public Relations Manager)

This company was officially inaugurated on 23 August

1976 when the government of Indonesia implemented a
decision ot 5 April 1976 to centralise all existing facilities
in the establishment of a single new aircraft industry under
the direction of Prof Dr-lng B. J. Habibie. The Hrst capital
of PT Nurtanio was provided by combining the assets of
Pertamina's Advanced Technology and Aeronautical
Division with those of the former Nurtanio Aircraft Indus-
try (LIPNUR: see 1977-78 Jane's), which was pioneered
by the late Air Marshal Nurtanio Pringgoadisurjo. Nurtanio built NBO-105 helicopter, operated by the Indonesian Air Force for search and rescue duties
Nurtanio also has a weapons system division, located in
Tasikmalaya. West Java, which develops and produces the The new facility is scheduled to be fully operational by joint company known as NTT (New Transport Tech-
weaponry fitted to Nurtanio aircraft built for military cus- early 1985. By that time Nurtanio will be manufacturing nologies), with its headquarters in Munich. Its Hrst ven-
tomers. components for the Airtech CN-235 (see International tures will be a small helicopter (the NBO 109) and, proba-
Construction of a new 38-5 hectare (95 acre) main section), as well as continuing licence manufacture of the bly, a training aircraft.
production facility (Project Nurtanio 11) was scheduled for NC-212 Aviocar, NBO-105. NAS-332 Super Puma,
completion by 1984. This will have 22-25 hectares (54-62 NBell-4 2 and MBB/Kawasaki NBK-
1 7, as described in
1 1
AIRTECH (CASA/NURTANIO) CN-235
acres) of covered space housing computerised main stores. the following entries. It also expects to undertake subcon- Nurtanio and CASA (see Spanish section) are develop-
a sheet metal and machining shop, shops for composites tract work for Boeing. The present (1984) workforce of ing jointly a 35/39-passenger transport aircraft of their
and surface treatment, large production hangars, compu- approx 10.750 employees is expected to increase to own design, known as the CN-235. Details of this aircraft
terand R&D centres, a training centre, a ten-storey man- 12.000 by 1986. can be found under the Airtech heading in the Inter-
agement office, social amenities and a health centre. With MBB ol West Germany, Nurtanio has set up a new national section.
 PT NURTANIO / AERITALIA/AERMACCHI/EMBRAER — AIRCRAFT: INDONESIA / INTERNATIONAL 97

NURTANIO (CASA) NC-212 AVIOCAR

Tlic C'-2I2 Amcicji I\\ iii-tuibo|iiop mulli-puipiisc
transport aircraft has been maniilactiireci in Indonesia

since 1976, under licence trom CASA ot Spain (which

see). Indonesian built A\iocars ha\e the designation
NC-212.
Niirtanio bmit 29 NC-2I2-I()() series AMOcars before
switching production to the current NC-212-200 version,
of which 5S had been delivered by January 1 9K4 for duties
which include civil passenger and cargo carrying, LAPES
airdropping (low altitude parachute extraction system),
military transport, search and rescue, maritime patrol,
medical evacuation, photographic, survey, and rain-
making. Domestic and foreign operators include the
Indonesian armed forces, Merpati Nusantara Airlines,
Pelita Air Service, Bouraq Airlines, Deraya Air Taxi,
Dirgantara Air Serv ice. Sabang Merauke Raya Air Char-
ter, Indonesian Air Transport, the Thai Ministry of
Agriculture, and .-Xir Cniani

NURTANIO (MBB) NBO-105

The BO 105 helicopter has been manufactured in

Indonesia since 1976. under licence from ol the MBB

Federal Republic of Germany (which see). Indonesian
designation is NBO-105.
By early 9S4 a total of 69 NBO- ()5s had been deliv-
1 1
First NAS-332 Super Puma assembled by Nurtanio
ered. Customers are the Indonesian Army. Navy and Air
Force, Air Service, the Indonesian Forestry
Pelita
Department. Indonesian Immigration Department,
Indonesian Search and Rescue Agency. Gudang Garam.
Gunung Madu. and the Indonesian Civil Aviation Train-
ing Centre.

MBB/NURTANIO BN-109
Linder this designation. MBB anti Nurtanio are
developing a small new two-seat helicopter.

NURTANIO (AEROSPATIALE)
NSA-330 PUMA and NAS-332 SUPER PUMA
Nurtanio began assembling tlie SA ?<M)} Puma in I 9,S I

delivering lour to Pelita Air Service by mid-19K2 and

seven to the Indonesian Air Force by early 19S,'?. Produc-
tion was then switched to the AS ?i?i2 Super Puma.
Rollout of the first Nurtanio assembled NAS-332 for
Pelita Air Service took place on 22 April 1983. Total
orders tor the NAS-332 had reached 69 by the beginning
of 1984. from the Indonesian armed forces. Forestry
Department. Pelita and Dera/ona. Nurtanio was
scheduled to deli\ er lour N a\S-332s to Pelita during 1 984.

NURTANIO (BELL) NBELL-412

A agreement for Nurtanio to manufacture the
licence
Bell Model 412 (see US section) was signed in November
1982. It covers the partial manufacture and assembly of
more than 100 Bell 412s. Orders have been placed by the
Indonesian armed forces and private operators. Nurtanio
built aircraft are designated NBell-412.

NURTANIO (MBB/KAWASAKI) NBK-117 Nurtanio-Bell NBell-412 twin-turbine helicopter

Undera contract signed with MBB m No\ ember 982, 1 Indonesian aircraft, which have been ordered by govern-
Nurtanio is to manufacture under licence, beginning in ment agencies and private operators, will be designated
1985. the BK 117 helicopter (see International section). NBK-117.

INTERNATIONAL PROGRAMMES
AERITALIA/AERMACCHI/EMBRAER when required, of carrying out missions which would Currently in progress, this calls for the manufacture of
Participating Companies:
otherwise require use of both the Tornado and F-104S. six prototypes, plus one complete airframe lor static test-
Aeritalia (Combat Aircraft Group), Corso Marche 41
Responding to this AMI specihcation, design studies ing. This phase is. in turn, divided into two sub-phases.
10146 Turin, Italy
were initiated by Aeritalia in 1977. Earlier that year the One calls for the completion of four flying prototypes, of
Telephone: (Oil) 33321
Brazilian Air Force (For<;a Aerea Brasileira) had made which two represent the Brazilian Air Force version;
will
Telex: 221076 AERITOR
known a broadly similar requirement, called A-X, for a AM-X (built by Aeritalia
the other includes the static test
Aermacchi SpA, Via Sanvito 80 (Casella Postale 246),
single-seat attack to supplement its AT-26
aircraft at Turin) and the remaining two flying prototypes. Static
21100 Varese, Italy
Xavantes (Brazilian Aermacchi M,B.326GBs). Col-
built testing was expected to begin by the end of 1983; in
Telephone: (0332) 254111
Telex: 380070 AERMAC I
laboration between EMBRAER and Aermacchi on this addition, selected components for fatigue testing will be
project, involving an Aermacchi design known as the completed by each of the three manufacturers. The wing
EMBRAER (Empresa Brasileira de Aeronautica SA), M.B.340, had been discussed during the hrst half of 1977, torsion box test specimen will be built and tested by
Av Brig Faria Lima 2170, Caixa Postal 343. 12200
and a decision on whether to go ahead with it was expected EMBRAER in advance of the lirst flight.
Sao Jose dos Campos. SP, Brazil
by the end of that year. The lirst prototype was rolled out at Aeritalia's Turin
Telephone: (123) 21 5400
In the meantime, the AMI issued its own attack aircraft facility on 12 February 1984. and made its initial flight on
Telex: (391) 1133589 EBAE BR or (391) 1133917
specihcation. an early result of which was the conclusion of 1 5 May. On 1June 984. on its litth flight, it was lost in a
1

EBAE BR a co-operation agreement between Aeritalia and Aer- crash. The second prototype, rolled out at Aermacchi's
AM-X Programme Manager:
macchi in mid-1978, marking the beginning of an 18- Venegono plant on 5 July, was due to make its first flight in
Ing Domenico Covelli (Aeritalia)
month project definition phase of the aircraft now known September 1984. These aircraft, which are aerodynamic
AM-X Integration Manager:
as the AM-X. A major milestone was the Italian Air prototypes, will be followed at roughly three-monthly
Ing Giorgio Danieli (Aeritalia)
Force's selection October 1 978 of the Rolls-Royce Spey
in intervals by No. 3 (Italy, with full avionics and external
AM-X Mk 807 turbofan engine as the power plant for the AM-X. stores). No. 4 (first in Brazil). No. 5 (Italy) and No. 6
The AM-X. when it enters service in 1987, will repres- In March 1980. soon after completion of tlie definition (Brazil), this last prototype being scheduled to fly in the
ent the outcome of an Italian Air Force specification phase, the Brazilian government conlirmed its intention of Autumn of 1985. A total ot 1,4()() flight hours are due to
drawn up ten years By that date the Aeronautica
earlier. taking part in the AM-X programme, and four months be completed during the development phase, with the
Militare Italiana's G91Rs, G91Ys and F-104Gs are later EMBRAER became an industrial partner of the two main flight test programme ending in the closing months ol
expected to have reached the end of their useful life, so Italian manufacturers. The development phase, initiated 1987.
that the AMI's two combat types will be
basic front-line in January 1981. was followed two months later by an Based on present stated requirements lor the air forces
the Tornado in the interdictor/strike and reconnaissance initial memorandum of understanding between the two air ol Italy and Brazil, series productuin of the AM-X is
roles, and the Aeritalia-built F-104S for all-weather inter- forces concerned. A second MoU, signed in October expected to occupy the period 1985-1990. Deliveries are
ception. To complement these types, the AMI decided I981 covers the joint development and production phases
, planned to begin in late 986, to ensure initial operational
1

that a need existed for a small tactical fighter-bomber, of the AM-X on a fully collaborative basis; a third was to capability by the second half of 1987 and lull service in
optimised for direct air reconnaissance and weapons sup- be signed during 1983, laying down the terms of that |9,SS-89. The work split will give Aeritalia, the pro-
port of friendly ground and naval forces but capable also. collaboration during the development phase. gramme leader. 46 per cent (luselage centre-section, nose
98 INTERNATIONAL: AIRCRAFT — AERITALIA/AERMACCHI/EMBRAER
1 ,000 litres (220 Imp gallons) capacity can be carried on

each of the inboard underwing pylons, and up to 500

litres ( 1 1 Imp gallons) on each of the outboard pylons.
Single-point pressure or gravity refuelling of internal
and external tanks. Provision for in-flight refuelling,
ArroMMODATioN: Pilot only, on Martin-Baker Mk lOL
zero/zero ejection seat; 18° downward view over nose.
One-piece wraparound windscreen; one-piece hinged
canopy, opening sideways to starboard. Cockpit pres-
surised and air-conditioned. Two-seat combat
trainer/night attack version under study.
Systems: Microtecnica environmental control system
(ECS) provides air-conditioning of cockpit, avionics
and reconnaissance pallets, cockpit pressurisation, air
intake and inlet guide vane anti-icing, windscreen
demisting, and anti-g systems. Duplicated redundant
hydraulic systems, driven by engine gearbox, operate at
pressure of 207 bars (3,000 Ib/sq in) for actuation of
primary flight control system, flaps, spoilers, landing
gear, wheel brakes, anti-skid system, nosewheel steer-
ing and gun operation. Primary electrical system AC
power (1 15/200 Vat fixed frequency of 400Hz) supplied
Aeritalia/Aermacchi/EMBRAER AM-X, under development for the air forces of Italy and Brazil (Pilot Press) by two 30kVA IDG generators, with two transformer-
rectifier units for conversion to 28V DC; 36Ah nickel-
radome, and rudder, elevators, flaps, ailerons and
tin Wings: Cantilever shoulder-wing monoplane, with
cadmium battery for emergency use, to provide power
spoilers); Aermacchi will have 24 percent (forward fusel- sweepback of 31° on leading-edges, 27° 30' at quarter
for essential systems in the event of primary and secon-
age, including gun and avionics integration, canopy, and chord, and thickness/chord ratio of 12'^f. Three-spar
dary electrical system failure. Fiat FA 150 Argo aux-
tailcone); and EMBRAER 30 percent (air intakes, wings, torsion box structure, machined from solid aluminium
iliary power unit for engine starting. Liquid oxygen
wing leading-edge slats, tailplane, wing pylons and fuel alloy with integrally stiffened skins. Three-point
system.
tanks). There will be single source component manufac- attachment of each wing to fuselage main frames.
Avionics and Equipment: Avionics and equipment are
ture only, but hnal assembly lines will be set up in both Leading-edge slats (two segments each side) over most
divided intosix main subsystems: (1) UHF and VHF
Italy and Brazil. To co-ordinate and oversee the pro- of span, and two-segment double-slotted Fowler flaps
com, and IFF; (2) navigation (Litton Italia inertial sys-
gramme the three industrial partners have formed a Com- over approx two-thirds of each trailing-edge, are oper-
tem, with Tacan and standby AHRS, for Italian Air
itate Direttivo Congiunto (joint management committee), ated electrically and actuated hydraulically. Forward of
Force; VOR/ILS for Brazil); (3) Litton computer based
within which are three key groups devoted to programme each pair of flaps is a pair of hydraulically actuated
weapons aiming and delivery, incorporating an
management, technical integration, and flight operations. spoilers, deployed separately in inboard and outboard
Elta/FIAR range-only radar and OMI/Selenia stores
The series production phase entails building 266 aircraft pairs. These are controlled electronically by
management system; (4) digital data display
— 187 for the Aeronautica Militare Italiana and 79 for the Aeritalia/GEC Avionics flight control computer, (OMl/Selenia head-up, multi-function head-down, and
Forga Aerea Brasileira. In the Italian Air Force the AM-X and serve also as airbrakes/lift dumpers. Hydraulically
weapons/nav); (5) data processing, with Microtecnica
is intended to take over duties performed at present by the actuated ailerons, with manual reversion. No tabs.
digital air data computer; and (6) Elettronica active and
G9 1 R, due to be phased out of its close air support role by Fuselage: Conventional semi-monocoque oval-section
passive ECM, including fin mounted radar warning
1986-87; the G91 Y interdictor, also due for phase-out by structure, built chiefly of aluminium alloy. Forward sec-
receiver. The ranging radar, known as Pointer, is an I/J
1 986-87 and the F- 1 04G and S Starhghter, scheduled for tion incorporates main avionics and equipment bays,
;

band set modified from the Elta (Israel) EL/M-2021

replacement in the strike role by 1987-88. The close air airborne systems, gun(s), nose landing gear and cockpit;
and built in Italy by FIAR; it will fly first, in the third
support and interdiction tasks will be undertaken fully by central section includes engine air intake ducts, main
AM-X prototype, in early 1985. In terms of redundancy
the AM-X, while counter air duties will be shared with the landing gear and engine bay. Extreme rear fuselage,
and monitoring, the avionics are designed to permit
longer-range Tornado; the 187 aircraft to be ordered will complete with tailplane, is detachable for access to
successful completion of mission, even in the event of
be sufhcient to equip eight squadrons. engine.
initial failure. Modular design and space provisions
The Brazilian Air Force's initial requirement is for 79 Tail Unit: Sweptback fin (of carbonfibre) and rudder.
within the aircraft permit retrofitting of alternative sys-
aircraft. These will differ primarily in avionics and weapon Variable incidence tailplane, mid-mounted on fuselage.
tems if and when required. All avionics/equipment
delivery systems, and will have two internally mounted 30 Tailplane and rudder movement controlled electron-
packages are pallet mounted to facilitate removal and
mm cannon instead of the single multi-barrel 20 mm ically by Aeritalia/GEC Avionics flight control com-
replacement, and are positioned to allow rapid access
weapon of the Italian version. puter. Hydraulically actuated carbonfibre elevators,
for routine maintenance and change of configuration.
Export examples should be available by 1988. AM-X"s with manual reversion. No elevator or rudder tabs.
Armament and Operational Equipment: One M61A1
modular design, coupled with sophisticated avionics and Landing Gear: Hydraulically retractable tricycle type, of
multi-barrel 20 mm
cannon, with 350 rds, in port side of
other airborne systems, is expected to give it the flexibility Messier-Hispano-Bugatti levered suspension design,
lower forward fuselage (one 30 mm DEFA 553 cannon
to undertake additional roles, such as ECM or combat built in Italyby Magnaghi (nose unit) and (main ERAM on each side in aircraft for Brazilian Air Force). Single
training, if these should be wanted later. It will be capable units). Single wheel and oleo-pneumatic shock absorber
twin-pylon stores attachment point under fuselage, on
of carrying out missions at high subsonic speed and very on each unit. Nose unit retracts forward; main units
centreline, plus two attachments under each wing, and
low altitude, by day and night, in poor visibility, and if retract forward and inward, turning through approx 90°
wingtip rails for two AIM-9L Sidewinder or similar
necessary from bases with poorly equipped or partially to lie almost flat in underside of engine air intake trunks.
infra-red air-to-air missiles. Fuselage and inboard
damaged runways. Basic requirements included good Nosewheel is hydraulically steerable (60° to left and underwing hardpoints each stressed for loads of up to
take-off and landing performance, good penetration right), self-centering, and
with anti-shimmy
fitted
907 kg (2,000 lb), outboard underwing points for 454
capability, and a proven, in-production power plant device. Mainwheel tyres size 670 x 210-12, pressure
kg (1,000 lb) each. Total external stores load 3,500 kg
requiring a minimum of adaptation to the AM-X airframe. 9-65 bars (140 Ib/sq in); nosewheel tyre size 18 x 5-5-8.
(7,716 lb). Attack weapons can include free-fall or
The primary have manual rever-
flying control surfaces Hydraulic brakes and anti-skid system. No brake-chute.
retarded Mk 82/83/84 bombs, cluster bombs, air-to-
sion, to provide a fly-home capability even if both of the Prototypes fitted with runway arrester hook.
surface missiles (including area denial, anti-radiation
two independent hydraulic systems become inoperative. Power Plant: One 491 kN (11,030 lb st) Rolls-Royce
and anti-shipping weapons), electro-optical precision
The following description applies to the prototypes: Spey Mk 807 non-afterburning turbofan engine, built guided munitions, and rocket launchers. For reconnais-
Type: Single-seat close air support, battlefield interdic- under license in Italy by Fiat, Piaggio and Alfa Romeo.
sance missions, three alternative and interchangeable
tion,anti-shipping and reconnaissance aircraft, with Fuel in compartmented fuselage tank and two integral
pallet mounted photographic systems (panoramic, TV
secondary capability for offensive counter air. wing tanks. Auxiliary underwing fuel tanks of up to
and photogrammetric) can be carried, installed inter-
nally in forward fuselage; an external infra-
red/optronics pod can be carried on the centreline
pylon. Each of these systems is fully compatible with the
aircraft, and not affect operational capability; the
will
be able to carry out reconnais-
aircraft will therefore
sance missions without effect upon its normal navig-
Camera bay is
ation/attack and self defence capabilities.
in lower starboard side of fuselage, forward of main-
wheel bay.
Dimensions, external:
Wing span:
excl wingtip missiles and rails 8-874 m (29 ft 1 V2 in)

over missiles 1000 m (32 ft 9Vi in)

Wing aspect ratio 3-75
Wing taper ratio 0-5
Length overall 13-575 m (44 ft 6'/2 in)
Length of fuselage 12-55 m (41 ft 2 in)

Height overall 4-576 m (15 ft 'A in)

Tailplane span approx 5-20 m (17 ft OVj in)
Wheel track 2-15 m (7 ft Oy4 in)
Wheelbase 4-71 m (15 ft SVi in)

Area:
Wings, gross 21-00 m= (226-04 sq ft)

Weights and Loadings:

Operational weight empty 6,000 kg (13,228 lb)

Max external stores load 3,500 kg (7,716 lb)

Typical mission T-O weight 10,750 kg (23,700 lb)

Max T-O weight 11,500 kg (25,353 lb)

Second prototype of the Italian-Brazilian AM-X single-seat multi-purpose combat aircraft Normal landing weight 7,000 kg (15,432 lb)
 AERITALIA/AERMACCHI/EMBRAER / AIRBUS — AIRCRAFT: INTERNATIONAL 99

Combat wing loading ('clean') Min ground turninu radius: B with 2.720 kg (6.000 lb) ot external stores:
3H5 kg'm- (78-9 Ib-sq tt| A.^B 11 00 m (36 tt 1 in) hi-lo-hi 2S0 nm (520 km: 320 miles)
Max wing loailing 547-5 kg m' (112-2 lb sq tt) lo-lo-lo 200 nm (370 km: 230 miles)
Max power loading 234-2 kg kN (2-3 lb/lb st) Attack radius, with allowance for 5 min combat o\er
Ferry range with two 1.000 litre (220 Imp gallon) drop
PERhoRMANfE (A: at 10,750 kg: 23.700 lb mission T-O target and 10'< fuel reserves:
tanks. 10' - reserves:
weight. B: at max T-O weight.
^ IS.A in both cases): A with 907 kg (2.000 lb) of external stores: .A 1.600 nm (2.965 km: .840 milesi
950 m (3.120
1

T-O run at S L: B ft) hi-lo-hi 480 nm (S90 km: 550 miles)

T-O to 15 m (50 ft) at SL: B 1.525 m (5.000 ft| lo-lo-lo 300 nm (555 km: 345 miles) t; limits -t-7-33 -3-0

AIRBUS Other projected Airbus dev elopments include the TA9. An extensive weight reduction programme, including
AIRBUS INDUSTRIE TAU and TA12. Details of these can be tound in the simplihed systems and the use of composite materials for
1982-83 Jane's. Work on them continues. some secondary structural components, allows greater
Avenue Lucien Servant), BP No. 33. 31700 Blagnac.
payload capacity with very little change in empty weight.
France
AIRBUS A300 Performance improvements. offering better
Telephone: (61) 93 33 33
The early history ol the A300 programme has appeared payload/range capability and greater fuel economy, result
Telex: AI TO 530526 F
in previous editions of Jane's. from a comprehensive drag clean-up' programme.
Paris Office: 12bis avenue Bosquet. 75007 Pans. France
The A300. a Bl (F-WUAB. later F-OCAZ) made
hrst Dehnition of the -600 was completed in 1980 and the
Telephone: 551 40 95
Its on 28 October 1972. and was followed by the
hrst flight first order, from Saudi Arabian Airlines for 1 1 A300-600s
Airframe Prime Contractors:
second Bl (F-WL'AC) on 5 February 1973. The Bl was (with JT9D-7R4H1 engines), was received in December
A6rospatiale, 37 boulevard de Montmorency. 75781
described in detail in the 1971-72 Jane's. Initial cer- of that year.The -600 has since been ordered by Abu
Pans Cedex 16. France
tihcation covered automatic approach and landing in Dhabi (two). Kuwait Airways (three -600Cs) and Thai
Deutsche Airbus GmbH, 8000 Munchen 81.
Category II weather conditions. Certihcalion for Category International (four -600s). First delivery (to Saudia)
Arabellastrasse 30. Posttach 810260. Federal
IIIA automatic approach and landing was granted on 30 26 March 1984
Republic of Germany
September 1974. A300-600ER. Extended range version of -600. for
British Aerospace PLC Aircraft Group, Richmond
have been or are being built:
Tiie lollowing versions introduction in 1986. Wingtip fences added, additional
Road. Kingston upon Thames. Surrey KT2 50S.
A300B2-100. Initial production version. Type cer- fuel'tnm tank in tailplane. carbon brakes, greater use of
England
Chairman ge Si rerv isory Board: Dr Franz-Josef Strauss
tihcated by DGAC
and LB A on 15 March 1974: entered composites, and other improvements.
service, with Air France, on 23 May 1974. Thirty A300C and F. Convertible and freighter versions:
President and Chief Execitive: Bernard Lathiere
delivered: details in 1983-84 Jane''.. described separately.
ExEciTivE Vice-President and Genfkai Manager:
A300B2-200. Basically as B2-l()0. but with leading- By July 1984 a total ot 246 A300s (including
I

Roger Beteille
edge Krueger flaps, and same wheels and brakes as B4. 20 600s) had been ordered, of which 23 had been del- 1

Senior Vice-Presidents:
First flew on 30 July 976. First delivery, to South African
I ivered. Customers as listed in 1983-84 June's except:
J. Roeder (Technical)
Airwavs. 23 November 1976. Twenty-lour ordered, Air Guinee (C4-200) 1
P. G. Pailleret (Commercial)
including three B2-200FF for \'ASP with two-man tor- Libyan Arab Airlines (2 B4. 2 C4) 4
Jurgen Thomas (Industrial)
ward facing cockpit. Described in 1983-84 Jane's. Singapore Airlines (B4-200) 8
G. \ille (Finance and Administration)
A300B2-300. Basically as B2-200. but increased zero- Thai International (8 B4-100.
B. Ziegler (Flight and Support)
tuel and landing weights tor increased payload and multi- 2 B4-200. 4 -600) 14
Programme Managers:
stop flexibility Four deliv ered to SAS. later conv erted to
, Trans European Airways (Belgium) (1 Bl. B4) 2 I

D. G. Brown (Future Projects)

B4-10()s Aerospatiale is responsible tor manufacturing the entire
J. Macadam (A320)
A300B4-100. Basic longer-range version. Developed nose section (including the flight deck), lower centre fusel-
J. Thomas (A300/A3IO)
Irom original A300B2. with Krueger flaps: hrst flown on age and engine pylons, and lor hnal assembly. is MBB
Airbus Industrie was set up in December 1970 as a 26 December 1974. French and West German cer- responsible for manufacturing the forward fuselage, bet-
Groupement dlnteret Economique to manage the tihcation granted 26 March 1975. FAAType Approval 30 ween the flight deck and wing box. the upper centre lusel-
development, manufacture, marketing and support of a June 1976. Entered service on 1 June 1975. Sixty-six age. the rear fuselage and the v ertical tail surfaces. British
twin-engined large-capacity short/medium-range trans- ordered, plus converted B2-300s. details in 1983-84 Aerospace has design responsibility tor the wings, builds
port aircraft known as the A300. This management now Jtme's the wing hxed structures, and is working in collaboration
extends to the A310 and A320 included in this entry. A300B4-200. Compared with -100 series, has re- with Fokker. which is building the wingtips and wing mov -
Airbus Industrie is responsible for all work on these pro- inforced wings and fuselage, improved landing gear, ing surfaces. Wing assembly is done by MBB. CASA
grammes by the partner companies, made up of Aero- optional additional fuel tank in rear cargo hold, and higher manufactures the horizontal tail surfaces, the port and
spatiale of France, which has a 37 9' interest in the A300
r l-O weight. Most widely used version to date, with 100 starboard forward passenger doors and the landing gear
and A310 programmes, MBB (through Deutsche Airbus) ordered by July 1984. including -200C convertible and
1 doors.
of West Germany (37 9' O. British Aerospace PLC 200FF (forward facing cockpit) versions. Described in The following description applies to the A300-600.
(20'O, and CASA of Spain (4-2'r). Fokker (Nether- detail in 1983-84 Jane's. except where indicated:
lands) is an associate in the A300 and A3 10 programmes: A300-600. Advanced version of B4-200. and major Type: Large-capacity wide-bodied medium-range trans-
and Belairbus (Belgium) in the programme for the A3I0. production version from early 1984. First flown (F- port.
Some of the Deutsche Airbus work on the A300/A310 is WZLR) on 8 July 1983. and certihcated (with JT9D- Wings: Cantilever mid-wing monoplane. Thickness/chord
subcontracted to the Italian aerospace industry, and some 7R4H1 engines) on 9 March 1984. Incorporates a number ratio 10-5^. Sweepback 28' at quarter-chord. Primary
.

BAe work to the Australian industry. A320 work is shared of improvements, including increased passenger and two-spar box structure, integral with fuselage and
36 ''r to Aerospatiale. 32' to MBB via Deutsche Airbus,
( freight capacity. Modihcations include use ol rear fuselage incorporating fail-safe principles, built of high strength
26'( to British Aerospace and 6'< to CASA, developed tor A3 10. shorter by two frame pitches in aluminium alloy except tor spoilers, flap track fairings
Large A300 and A3 10 sections are flown from their unpressurised section than that of 100/200 series A300s. and wing/fuselage fairings, which are of composite mat-
places of manufacture in Europe to the hnal assembly line with 0-52 m (1 ft 9 in) extension of parallel section of erials. Third spar across inboard sections. Machined

in Toulouse on board Super Guppy outsize cargo aircraft. fuselage to restore tail moment arm. Passenger capacity skin with open-sectioned stringers. Each wing has
After assembly, painting in customers' colour scheme is thus increased by two seat rows for increase in overall three-section leading-edge slats (cambered fence on
carried out at Toulouse. Aircraft are then flown to Ham- length equivalent to onlyOther one frame pitch. each outboard segment and no slat cutout over the
burg for installation of interior furnishings and equipment improvements include forward facing two-man cockpit engine pylon), and three cambered tabless flaps on
before returning to Toulouse for hnal customer accep- with CRT displays, new digital av ionics, new braking con- trailing-edge: a Krueger flap on the leading-edge wing
tance. trol system, and new APU. root: and an all-speed aileron between inboard flap and

Airbus A300-600 twin-turbofan transport in the insignia of Saudi Arabian Airlines, launch customer for this current version
100 INTERNATIONAL: AIRCRAFT — AIRBUS
outer pair. Tv,o spoilers (outboard) and five airbrakes The A300-600 has currently been ordered with the independent circuits, operating simultaneously. Fluid
forward of flaps, all ot which can be used as lift dumpers. following engines: used IS a Hre resistant phosphate-ester type, working at a
The flaps extend over 84 per cent of each half span, and Two 249 kN (56.000 lb st| General Electric CF6- pressure of 207 bars (3,000 Ib/sq in). The three circuits
increase the wing chord by 25 per cent when fully 80C2-A. Pratt & Whitney JT9D-7R4H1 and Pratt & provide triplex power for primary flying controls: if any
extended. The all-speed aileron is deflected downward Whitney PW4156: and circuit fails, full control of the aircraft
is retained with-

automatically 9° 2' on each side when the flaps are Two 258 kN (58,000 lb st) Pratt & Whitney PW405M. It out any necessity for action by the crew. All three cir-
operated. Drive mechanisms for flaps and slats are simi- can also be powered by two Rolls-Royce RB211- cuits supply the ailerons, rudder and elevators: 'blue'
lar to one another, each powered by twin motors driving 524D4A engines. circuit additionally supplies spoiler 7, spoiler/airbrake
ball screwjacks on each surface with built-in protection General Electric engines are assembled under licence 4, airbrake 1, yaw damper and slats: 'green' circuit
against asymmetric operation. Two slat positions for by SNECMA: some components are also licence built additionally supplies spoiler 6, flaps, Krueger flaps,
take-off and landing. Pre-selection of the airbrake/lift by SNECMA France and MTU (West Germany ). The
( ) slats, landing gear, wheel brakes, steering, tailplane
dump lever allows automatic extension of the lift dum- whole power plant assembly below the engine/pylon trim, artihcial feel, and roll/pitch/yaw AP: 'yellow' cir-
pers on touchdown. Primary control surfaces (ailerons, interface is virtually identical to that of the McDonnell cuit additionally supplies spoiler 5. spoiler/airbrake 3,
elevators and rudder) are fully powered by mechani- Douglas DC- 10-30, and nacelles are supplied by airbrake wheel brakes, cargo doors, artificial
2, flaps,
cally controlled hydraulic servos (three per surface); McDonnell Douglas. Nacelles for Pratt & Whitney feel, yaw damper, and roll/pitch/yaw AP.
tailplane trim,
secondary control surfaces (spoilers, airbrakes, flaps engines are manufactured by Rohr (West Germany) Each circuit normally powered by engine driven self-
and slats) fully hydraulically powered, with electrical and are interchangeable with those of JT9D-59 pow- regulating pumps, one on each engine for the green
control. Anti-icing of wing leading-edges, outboard of ered DC- 10-40 aircraft and JT9D-70 powered Boeing circuit and one each for the blue and yellow circuits.
engine pods, is by hot air bled from engines. 747s. Ram air turbine driven pump provides standby hyd-
Fuel two integral tanks in each wing, and fifth integral
in raulicpower should both engines become inoperative.
Fuselage: Conventional semi-monocoque pressurised
structure of circular cross-section, with frames and open
tank wing centre-section, giving total usable capacity
in Main power is supplied under normal flight
electrical
of 62.900 litres (13.836 Imp gallons). Two standard conditions by two integrated drive generators, one on
Z-section stringers. Built mainly of high strength
refuelling points beneath starboard wing, outboard of each engine. A third (auxiliary generator, driven by the
aluminium alloy, with steel or titanium for some major )

components. Skin panels integrally machined in areas of

engine pylons: similar pair optional under port wing. APU. can replace either of the main generators, having
Accommodation: Crew of two on flight deck, plus two the same electromagnetic components but not the
high stress.Honeycomb panels or restricted glasshbre
observer's seats. Seating for up to 375 passengers in constant-speed drive. Each generator is rated at
laminates for secondary structures.
main cabin in six, seven, eight or nine-abreast layout 90kVA, with overload ratings of 112-5kVA for 5 min
Tail Unit: Cantilever structure, with sweepback on all
with two aisles. Typical layouts include one gallev and and 150kVA for 5 s. The APU generator is driven at
surfaces. Construction mainly of metal except for fin
two toilets forward, two galleys in mid-cabin, and one constant speed through a gearbox. Three unregulated
leading/trailing-edges. fin tip, fin/fuselage fairings, rud-
galley and four toilets at rear. Typical mixed class layout transformer-rectiher units (TRLIs) supply 28V DC
der, tailplane trailing-edge and elevator leading-edge power. Three 25Ah nickel-cadmium batteries are used
has 267 seats, six/eight abreast at 96/86 cm (38/34 in)
panels, tailplane and elevator tips, and access panels to
seat pitch. Typical economy class layout for 285 passen- for emergency supply and APU starting. Emergency
elevator actuator, which are made of composites. Vari-
gers nine-abreast at 86 cm (34 in) pitch. Up to 345 electrical power taken from main aircraft batteries and
able incidence tailplane is actuated by a fail-safe ball
passengers can be carried at 76 cm (30 in) seat pitch in an emergency static inverter, providing single-phase
screwjack, driven by two independent hydraulic motors
nine-abreast single-class high density layout. Closed 115V 400Hz output for flight instruments, navigation,
which are electrically controlled with an additional overhead baggage lockers on each side (total capacity communications and lighting when power is not avail-
mechanical input. No anti-icing of leading-edges. 10-48 m': 370 cu ft) and in double-sided central installa- able from normal sources. Hot air anti-icing of engines,
Landing Gear: Hydraulically retractable tricycle type, tion (total capacity 8-27 m': 292 cu ft), giving 004 to engine air intakes, and outer segments of leading-edge
of Messier-Hispano-Bugatti design, with Messier- 007 m' (1-3 to 2-32 cu ft) per passenger in typical slats. Electrical heating for anti-icing flight deck front

Hispano-Bugatti/Liebherr/Dowty shock absorbers and economy layout. Two outward parallel-opening Type A windscreens, demisting flight deck side windows, and
wheels standard. Twin-wheel nose unit retracts for- plug type passenger doors ahead of wing leading-edge for sensors, pitot probes and static ports, and waste
ward, main units inward into fuselage. Free-fall exten- on each side, and one on each side at rear. Type III water drain masts. Garrett GTCP 331-250F APU in
sion. Nosewheel doors and mainwheel leg fairing doors emergency exit on each side aft of wing. Underfloor tailcone. exhausting upward. The installation incorpo-
are of composite materials. Nose gear is structurally baggage/cargo holds fore and aft of wings, with doors on rates APU noise attenuation. Fire protection system is
identical to - 1 00/200 series: main gear is generally rein- starboard side. Forward hold will accommodate twelve self-contained, and hrewall panels protect main struc-
forced, with a new-design hinge arm and a new pitch LD3 containers, or four 2-43 x 31 7 m
(96 x 125 in) or, ture from an APU fire. APU provides bleed air to
damper hydraulic and electrical Each
installation. optionally. 2 24 x 3 17 m (88 x 125 in) pallets, or pneumatic system, and drives an auxiliary AC generator
four-wheel main unit comprises two tandem mounted engine modules. Rear hold will accommodate ten LD3 during ground and in-flight operation. Independence of
bogies, interchangeable left with right. Standard bogie containers. Additional bulk loading of freight provided A300-600 from external sources on ground (up to
size is 927 x 1,397 mm(36'/i x 55 in): wider bogie of for inan extreme rear compartment with usable volume 2,590 m: 8,500 ft) is assured by power available from
978 X 1,524 mm(38'/2 x 60 in) is optional. Mainwheel of 17-3 m' (611 cu ft). Alternatively, the rear hold can APU to drive a 90kVA oil spray cooled generator, and
tyres size 49 x 17-20 (standard) or 49 x 19-20 (wide be arranged optionally to carry eleven LD3 containers, to supply bleed air for main engine start or air-
bogie), with respective pressures of 12-4 and IIT bars with bulk cargo capacity reduced to 8-6 m' (303 cu ft). conditioning system. Modular box system provides pas-
(180 and 161 Ib/sq in). Nosewheel tyres size 40 x 14- The bulk cargo compartment can be used for the trans- senger oxygen to all installation areas.
16, pressure 9-4 bars (136 Ib/sq in). Steering angles port of livestock. Entire accommodation is pressurised, Avionics and Eoltpment: Standard communications
65°/95°. Messier- Hispano-Bugatti/Liebherr/Dowty including freight, baggage and avionics compartments. avionics include two VHF sets, one HF. one Selcal
hydraulic disc brakes standard on all mainwheels. Systems: Air supply for air-conditioning system taken system, interphone and passenger address systems,
Normal braking powered by 'green' hydraulic system, from engine bleed and/or APU via two high pressure groundcrew call system, and voice recorder. Radio
controlled electrically through two master valves and points. Conditioned air can also be supplied direct to navigation avionics include two DME interrogators,
monitored by a brake system control box to provide cabin by two low pressure ground connections. Ram air two VOR receivers, two ATC transponders, one ADF,
anti-skid protection. Standby braking (powered inlet for fresh air ventilation when packs not in use. two marker beacon receivers, two ILS receivers,
automatically by 'yellow' hydraulic system if normal A300-600 pressure control system (max differential weather radar, and two radio altimeters. Full provisions
'green' system supply fails) controlled through a dual 0-574 bars: 8-32 Ib/sq in consists of two identical, inde-
) for second weather radar and GPWS: space provisions
metering valve: anti-skid protection is ensured through pendent, automatic systems (one active, one standby). for one or two HF. third VF-IF: structural provision for
same box as normal system, with emergency pressure Sw itchover from one to the other is automatic after each such future systems as a discrete address beacon system.
supplied to brakes by accumulators charged from 'yel- flight and in case of active system failure. In each system, Two Sperry digital air data computers standard. Most
low' system. Automatic braking system optional. Dup- pressure is controlled by two electric outflow valves, its other avionics are to customer's requirements, only
lex anti-skid units fitted, with a third standby hydraulic function depending on pre-programmed cabin pressure those related to the blind landing system (ILS and radio
supply for wheel brakes. Bendix or Goodrich wheels altitude and rate of change of cabin pressure, aircraft and supplied by the manufac-
altimeter) being selected
and brakes available optionally. altitude, and preselected landing airfield elevation. turer. New to the A300-600
are six identical and inter-
Power Plant: Underwing location of the power plant Automatic pre-pressurisation of cabin before take-off is changeable CRT electronic displays (four EFIS and two
enables the A300 to use any advanced technology provided, to prevent noticeable pressure fluctuation ECAM: electronic flight instrument system and elec-
turbofan engine in the 222 -5 kN( 50,000 lb thrust) class. during take-off. Hydraulic system comprises three fully tronic centralised aircraft monitor), plus digitalised
electromechanical instruments with liquid crystal dis-
plays. The basic digital automatic flight control system
comprises a single flight control computer (FCC) for
flight director and autopilot functions, a single thrust
control computer (TCC) for speed and thrust controf,
and two flight augmentation computers (FACs) to pro-
vide yaw damping, electric pitch trim, and flight
envelope monitoring and protection. Options include
second FCC (for Cat. Ill automatic landing): second
TCC: two flight management computers (FMCs) and
two control display units for full flight management
system; windscreen guidance display by adding optical
device in glareshield; and addition of delayed flap
approach (DFA) to TCC for decelerated approach.
Basic aircraft is also fitted with an ARINC 717 data
recording system, comprising a digital flight data acquis-
ition unit, digital flight data recorder, three-axis linear
accelerometer, and flight data entry panel. An optional
speed reference system with built-in windshear protec-
tion is available. Dual automatic landing system pro-
vides coupled approach and automatic landing facilities
suitable for Category 11 operation.
Dimensions, external:
Wing span 44-84 m (147 ft in) 1

Wing aspect ratio 7-73

Length overall 54-08 m (177 ft 5 in)
Length of fuselage 53-30 m (174 ft 10'/2 in)

Airbus A300-600 wide-bodied medium-range transport (JT9D engines) (rUni Press) Fuselage: Max diameter 5-64 m (18 ft 6 in)
 AIRBUS — AIRCRAFT: INTERNATIONAL 101

Height o\erall Id 62 m (54 ft 6'2 in)

Tailplanc span m (53 ft 4 16-26 in)
Wheel track m (31 6 9-60 ft in)
Wheelbase (c/1 of shock absorhers) K-60 m (61 ft 1 in)
Passengers doors (each): Height 1-93 m (6 ft 4 in)
Width 07 m (3 6 1 ft in)
Height to sill: tud 4-60 m (15 ft 1 in)
centre 4 SO m (15 9 ft in)
rear 5 50 m (IS 0'2 ft in)
Emergency exits (each); Height 1-60 m (5 3 ft in)
Width '
0-61 m (2 ft in)
Height to sill 4 S7 m (15 10 ft in)
Underfloor cargo door (twd):
Height 171 m (5 ft Tz in)
Width 2-69 m (S ft 10 in)
Height to sill 3-07 m (10 ft 1 in)
Underfloor cargo door (rear):
Height 171 m (5 ft 7 '
: in)
Width 1 SI m (5 ft 11 U in)
Height to sill 3-41 m (11 It 2'4 in)
Underfloor cargo door (extreme rear):
Height (projected) 0-95 m (3 tt I in)
Width 0-95 m (3 It I in)
Height to sill 3-56 ft S m (11 in)
Dimensions, internal (82-100/200. B4-100/200);
Cabin, excl flight deck: First A300-600C convertible, one of three for Kuwait Airways
Length 40 2 m (131 tt II I in)
Max width 5 2S m 7 ft 4 ( 1 iii)
Landing field max
landing weight:
length at pure Ircighter: A 79.345 kg (174,926 lb)

Max height 2-54 m (S ft 4 in)

PW engines ,536 m (5,040 ft) 1 B 78,675 kg (173,448 lb)
Range with 267 passengers and baggage, reserves for Manutacturer's weight empty (optional):
Underfloor cargo hold:
200 nm (,370 km; 230 mile) diversion: passenger mode: A 81,931 kg (180,627 lb)
Length: fwd 10-60 m (34 ft 9'/4 in)

rear m (26
7-95 ft 1 in)
PW engines freight mode: A 82,892 kg (182.745 lb)
3-40 m (1 3.545 nm (6.570 km; 4,082 miles) pure treighter: A 79,685 kg (175.675 lb)
extreme rear 1 ft 2 in)
Max height 76 m (5 1 ft 9 in) GE engines Operating weight empty (basic):
4-20 m (13 3,730 nm (6,912 km; 4,295 miles) passenger mode: A 89.416 kg (197.I2S lb)
Max width ft 9' 4 in)
Underfloor cargo hold \oliime:
Oi'ERATiONAi Noise Levels (FAR Pt 36): B 89,004 kg (196,220 lb)
fwd 75 m' (2.652 cu
I tt)
T-O: PW 94 EPNdB freight mode: A 83,598 kg (184.302 lb)
rear 55-0 m' (1,942 cu tt)
GE 93 5 EPNdB B 83.347 kg (183.748 lb)
extreme rear 17-3 m' (611 cu It)
Approach: PW 101-0 EPNdB pure treighter: A 80.051 kg (176.482 lb)

Areas: GE 100 5 EPNdB B 79.750 kg (175. SIS lb)

Wings, gross 260-0 m' (2,79S-6 sq tt) Sideline: PW 97 5 EPNdB Operating weight empty (optional):
GE 98-0 EPNdB passenger mode: A 89,756 kg (197,878 lb)
Leading-edge slats (total) 30-30 m' (326-15 sq ft)
Ireight mode: A 83,938 kg (185,051 lb)
Krueger flaps (total) 1-115 m' (12-00 sq ft) AIRBUS A300C and A300F
pure Ireighter: A 80,391 kg (177,232 lb)
Trailing-edge flaps (total) 47-30 m- (509-13 sq ft) The A300C4 is a convertible version of the A300B4,
Max payload (structural) (basic):
All-speed ailerons (total) 7-06 m' (75 99 sq tt) with the same range of power plant options. Mam differ-
5-396 m-^ (5S-0S sq ft) passenger mode: A 34,584 kg (76.245 lb)
Spoilers (total) ences are a large forward upper deck cargo door, a rein-
Airbrakes (total) 12-59 m- (135-52 sq ft) B 40.996 kg (90,381 lb)
lorced cabin floor, a smoke detection system in the main
freight mode: A 40,402 kg (89,071 lb)
Fin 45-20 m' (486-53 sq ft) cabin, and an interior trim adaptable to the freighter role.
Rudder 13-57 nr (146-07 sq ft)
B 46,653 kg (102,852 lb)
The upper deck cargo door is on the opposite side to that
pure treighter: A 43,949 kg (96,891 lb)
Horizontal tail surfaces (total) 64-0 m- (68S-89 sq ft) of the forward underfloor hold, enabling loading or
Weights and Loadings: (A: JT9D-7R4H1 engines; B: B 50,250 kg (I 10.782 lb)
unloading to be carried out simultaneously at all positions.
CF6-80C engines):
Max payload (structural) (optional):
The A300F4 freighter is similar to the C4, but with all
passenger mode: A 36,244 kg (79.904 lb)
Manufacturer's weight empty: passenger provisions removed completely and the cabin
Ireight mode: A 42.062 kg (92.731 lb)
A '

79.780 kg (175,884 lb) windows replaced by metal blanking plates. The first
pure freighter: A 45,609 kg (100.550 lb)
B 80,544 kg (177.569 lb) A300C4 (c/n S3, a -200 for Hapag-Lloyd of West Ger-
'Operating weight empty;
Max T-O weight: A. basic 157.500 kg (347.230 lb)
" many) made its initial flight in mid- 1979 and was delivered
A. optional 165,000 kg (363,765 lb)
A SS,92S kg (196.052 lb) in January 1980. South African Airways also has one
B. basic 165.000 kg (363.765 lb)
B 89.715 kg (197,787 lb) C4-200. Further details of the convertible and freighter
Max landing weight:
'Max payload (structural): \crsions of the A300B4 can be found in the 1983-84
A. basic 134.000 kg (295,420 lb)
A 41.072 kg (90.548 lb) June's.
A. optional 136.000 kg (299,830 lb)
B 40,285 kg (88.813 lb) The current A300-600 series is in C and F
also available
B, basic 138.000 kg (304.240 lb)
Underfloor cargo capacity: versions, the first customer Kuwait Airways
being
Max zero-fuel weight:
containerised 31,300 kg (69.005 lb) (three -60OCs). to whom deliveries began on 30 May
124.000 kg (273.375 lb)
A. basic
bulk 2.800 kg (6.173 lb) 1984.
A, optional 126.000 kg (277.780 lb)
Max usable fuel 50,499 kg (111,331 lb) The -600C can be converted to passenger or mixed
B, basic 130,000 kg (286,600 lb)
Max T-O weight 165,000 kg (363,760 lb) passenger/cargo configuration. Typical options include
incl weight <yf underfloor carfid huld iDiiltiinci', and pcillel\
Max ramp weight 165.900 kg (365,745 lb) accommodation mainly eight-abreast seating) for up to
(in
Perlormanc e:
Max landing weight 138.000 kg (304,240 lb) 297 passengers on the upper deck; or 145 passengers
Range with max (structural) payload, allowances for
Max zero-fuel weight 130,000 kg (286.600 lb) (seven/eight abreast) plus six 2-44 x 3-17 m (96 x 125 in)
ground manoeuvring, 30 min hold at 460 m (1,500
Max wing loading 635 kg/m- (130-0 Ib/sq ft) pallets; or 83 passengers plus nine 96 x 1 25 in pallets: up
ft), no diversion:
Max power loading; to twenty 2-24 x 3-1 7 m (88 x 125 in) pallets; or five 88 x
A, basic 2,040 nm (3,780 km; 2,349 miles)
56.000 lb St engines 331-6 kg/kN (3-25 lb/lb st) 125 in plus nine 96 x 1 25 in pallets. Standard upper deck
B, basic 2,400 nm (4.447 km; 2.763 miles)
58,000 lb St engines 320-4 kg/kN (3-14 lb/lb st) configurations for the -600F include fifteen 88 x 125 in or
A. optional 2,500 nm (4,633 km; 2,879 miles)
Willi typical 2,S5-seal till-cconomy Uiyoul fourteen 96 x 125 in pallets, or six of the former plus nine
Performance (at max T-O weight except where indi- of the latter. In an optional configuration, the -600F can AIRBUS A310
cated): carry up to twenty-one 88 x 125 in pallets on the upper The A310 was launched in July 1978. Compared with
Max operating speed (Vmo) from S/L to 8,075 m deck. The loading system, consisting of ball mats, roller the A300B2/B4- 00 and 200 series, the cabin is shorter by
1

(26.500 ft) 345 knots (639 km/h; 397 mph) CAS tracks and electrical drive units, is fitted to the existing seat 1 1 frames and the overall fuselage by 3 frames. The cabin
I

Max operating Mach number (Mmo) rails, and a 9g barrier net is installed in the front of the thus normally seats from 210-234 passengers, although
above 8,075 m (26.500 ft) 0-82 cabin. the aircraft is certificated for up to 280 persons. The A31
Max cruising speed at 7.620 m (25,000 ft) Dimensions, external: As A300-600, plus: retains the same fuselage cross-section as the A300. thus
480 knots (890 km/h; 553 mph) Upper deck cargo door (fwd, port): being able to carry standard LD3 containers two abreast,
Typical high-speed cruise at 9,145 m (30.000 ft) Height (projected) 2-57 m (8 SVi in)
ft and/or standard pallets installed crosswise. Convertible
Mach 0-82 (484 knots; 897 km/h; 557 mph) Width 3-58 m (11 ft 9 in) and freighter versions are available.
Typical long-range cruising speed at 9.450 m (31.000 Height to sill 4-91 m (16 ft in) 1 The A3 10 also has new, advanced technology wings, ol
ft) Mach 0-80 (472 knots; 875 km/h; 543 mph) Dimensions, internal (A: C4/F4-200, B: -600C/F): reduced span and area; new and smaller horizontal tail
Approach speed at max landing weight Cabin upper deck usable for cargo (convertible, except surfaces; common pylons able to support all types of Gen-
134 knots (248 km/h; 154 mph) where indicated): eral Electric and Pratt & Whitney engines offered; and
Max operating altitude 12,200 m (40,000 tt) Length: A 31 78 m (104 ft 3 in) landing gear modified to cater for these changes in size and
Min ground turning radius (wingtips) B 33-45 m (109 ft 9 in) weight. It was the lirst model to feature Airbus Industrie's
m (109 ft 11 ',4 in)
33-51 Min height: A, B 2-01 m (6 ft 7 in) advanced two-man FFCC flight deck.
Runway LCN at max T-O weight (A: flexible pavement Max height: A, B 2-22 m (7 ft 3 V2 in) Manufacturing breakdown of the A3 10 differs in minor
of 51 cm; 20 in thickness, B: rigid pavement of 76 cm; Volume: A 180-5-221-5 m' (6,374-7,822 cu ft) respects from that of the A300. Aerospatiale builds the
30 in radius of relative stiffness): B (600C) 192-203 m" (6.780-7,169 cu ft) nose section (including flight deck), lower centre-fuselage
49 X 17-20 tyres: A 85 B (600F) 231-245 m' (8,158-8,652 cu ft) and wing box, engine pylons, and CFRP airbrakes. is MBB
B 74 Wn(,ins: responsible lor the forward passenger cabin, upper
49 X 19-20 tyres, wide bogie: A 76 Manufacturer's weight empty (basic): centre-fuselage, rear fuselage, fin and rudder, flaps and
passenger mode: A CFRP spoilers and lift dumpers, and lor wing
' '

B 67 81 ,591 kg ( 79,877
I lb) Map tracks,
T-O field length (S/L, ISA + 15X): B 81.231 kg (179,084 lb) assembly. BAe Chester produces the wing fixed struc-
PW engines 2,347 m (7.700 It) ticight mode: A 82,552 kg (181.996 lb) tures. CASA's contribution includes the horizontal tail

GE engines 2,540 m (8,333 It) b' 82.272 kg (181.379 lb) surlaces, nose-gear and mainwhecl iloors, aiul lorward
102 INTERNATIONAL: AIRCRAFT — AIRBUS
2-24 X 3-17 m (88 x 125 in) standard pallets; the
enlarged cargo door, optional on the A300, is standard
on the A3 10, enabling 2-44 x 3-17 m (96 x 125 in)
pallets to be loaded. Rear hold will accommodate six
LD3 containers, with an optional seventh LD3 or LDl
position.
Systems; Garrett GTCP 331-250 APU. Air-conditioning
system, powered by compressed air from engines, APU,
or a ground supply unit, comprises two separate packs;
air is distributed to flight deck, three separate cabin
zones, electrical and electronic equipment, avionics bay
and bulk cargo compartment. 'Ventilation of forward
cargo compartments optional. Pressurisation system has
a max normal differential of 0-57 bars (8-25 Ib/sq in).
Air supply for wing ice protection, engine starting and
thrust reverser system is bled from various stages of the-
engine compressors, or supplied by the APU or a
ground supply unit. Hydraulic system (three fully inde-
pendent circuits operating at 207 bars; 3,000 Ib/sq in
under normal conditions) is similar to that of A300, with
some modifications. Electrical system, similar to that of
A300, 1 1 5/200V 400Hz con-
consists of a three-phase
stant frequency AC system
and a 28V DC system. Two
90kVA engine driven brushless generators for normal
single-channel operation, with automatic transfer of
busbars in the event of a generator failure. Each has an
overload rating of 135kVA for 5 min and 180kVA for
Airbus A310 short/medium-range transport aircraft (Pilot Press) 5 s. A third (identical) AC generator, directly driven at
constant speed by the APU, can be used during ground
passenger doors. Fokker manufactures the CFRP main and bottom load-carrying skins. Three-section operations, and also in flight to compensate for the loss
landing gear leg doors, wingtips. all-speed ailerons, and leading-edge slats on each wing over almost full span, of one or both engine driven generators. Any one
CFRP flap track fairings. The wing leading-edge slats and with no cutout over engine pylon; Krueger flap between generator can provide sufficient power to operate all
wmg/fuselage fairings are produced by Belairbus. Landing inboard slat and wing root. Fowler trailing-edge flap on equipment and systems necessary for an indefinite
gear is by Messier-Hispano-Bugatti. outboard section of each wing; vaned Fowler flap period of safe flight. DC power is generated via three
The A3 10 can be powered by General Electric, Pratt & inboard. All-speed aileron between flaps on each wing. 150A transformer-rectifiers. Three nickel-cadmium
Whitney or Rolls-Royce turbofan engines. The customers Electrically signalled spoilers for roll control. Two inde- batteries are supplied. Flight crew oxygen system fed
announced up to mid-1984 have selected for their aircraft pendent computer systems with different software pro- from rechargeable pressure bottle of 2,166 litres (76-5
the General Electric CF6-80A3 or the Pratt & Whitney vide redundancy and operational safety. Two airbrakes cu ft) capacity. Standard options are a second 76-5 cu ft

JT9D-7R4D1 and -7R4E1; the aircraft has been cer- between root and engine, two airbrakes outboard of bottle, a 3,256 litre (115 cu ft) bottle, and an external
tificated with these types of engine. engine, and three spoilers outboard of outer airbrakes, filling connection. Emergency oxygen sets for passen-

The prototype A3 10 (F-WZLH) flew for the first time on each wing; all 14 surfaces are used also as lift gers and cabin attendants. Anti-icing of outer wing
on 3 April 1982. This aircraft, and the second A3 10 dumpers. Delta shaped wingtip fences to be standard leading-edge slats and engine air intakes by hot air bled
(F-WZLl, May 1982), are powered by
first flight 13 on -200 and -300 from 1985. Outer slat leading-edges from engines; and of pitot probes, static ports and
JT9D-7R4 A3 10, which flew for the first
engines; the third de-iced by engine bleed air. plates, and sensors, by electric heating.
time on 5 August 1982, has CF6-80A3 engines. Simul- Fuselage; Generally similar to A300B4, except for re- Avionics and Equipment; Basic standard flight deck dis-
taneous French and German certification was awarded on duced length (see introductory copy), resulting in dele- plays include flight guidance, navigation, configuration
1 1 March 1983, and UKcertihcation January 1984. The
in tion of two passenger doors. Redesigned rear fuselage, and engine management/monitoring information pre-
hrst aircraft for Lufthansa and Swissair were handed over between parallel section and tailcone, allowing pressure sented by electro-mechanical indicators, and an elec-
on 29 March 1983, entering service on 12 and 21 April bulkhead to be moved rearward. tronic centralised aircraft monitoring (ECAM) system
respectively. Certification to JAR Category llIA was Tail Unit; Vertical surfaces as for A300; horizontal sur- unique to Airbus Industrie; warning information pre-
awarded by the French and German authorities on 28 and faces similar to A300, but with slightly reduced dimen- sented by conventional warning lights and on a master
29 September 1983. sions and area. A3 10-300 fin box will be made of CFRP. warning CRT; system information presented on a sys-
The following versions have been announced: Landing Gear; Hydraulically retractable tricycle type. tem CRT. Electronic flight instrument system comprises
A310-200. Basic passenger version. Twin-wheel steerable nose unit (steering angle 65°/95°) a CRT primary flight display, replacing the ADI and
A310-200C. Convertible version; ordered by Martinair. as for A300. New main gear by Messier-Hispano- radio altimeter, and a CRT navigation display replacing
A310-200F. Freighter version. Bugatti, each bogie comprising two tandem mounted the HSl and weather radar. The latter displays data
A310-300. Long-range version, for entry into service in twin-wheel units. Retraction as for A300. Undertail from the flight management system (map mode, flight
November 1985. Extra range is provided by an increased bumper beneath rear fuselage, to protect structure data display). A flight data recorder is also installed.
basic max T-O weight (150,000 kg; 330,695 lb) and against excessive nose-up attitude during T-O and land- Head-up display is optional. The basic aircraft is fitted

greater fuel capacity (61,260 litres; 13,475 Imp gallons). ing. Standard tyre sizes; main, 46 x 16-20, pressure with an AIDS (airborne integrated data system provid- )

Higher ma\T-0 weight optional. The extra fuel capacity 11-2 bars (163 Ib/sq in); nose, 40 x 14-16, pressure 90 ing a basic 80-parameter system (40 mandatory plus 40
is in the tailplane, which allows flight phase CG control for bars (131 Ib/sq Two
options for low-pressure tyres
in). additional) with an option to extend the system to 160
added fuel efficiency. Range with 220 passengers and on main units; (1) size 49 x 17-20, pressure 9-8 bars parameters. Standard com system includes HF radio
standard reserves is up to 4,560 nm (8,450 km; 5,250 (143 Ib/sq in); (2) size 49 x 19-20, pressure 8-9 bars (ARINC 719) (full provision); two VHF transceivers
miles). Ordered by Swissair. The A3 10-300, due to fly in (129 Ib/sq in). Messier-Hispano-Bugatti brakes and and space provision for a third (all to ARINC 716);
July 1985, will introduce as standard the delta shaped anti-skid units standard; Bendix type optional on Selcal system (ARINC 714); passenger address system
wingtip fences developed by BAe and test flown in 1983 A3 10-200. Carbon brakes on A3 10-300 (and, later, as (the amplifier conforming to ARINC 715); audio sys-
on an A3 10-200 testbed. This drag-reducing feature will retrofit for A3 10-200). tems, comprising service interphone, audio integrating
become standard also on the A310-200 from late 1985, Power Plant; Currently ordered or available with the and flight interphone systems, and a ground crew call
and may be added on the A300-600. following turbofan engines; circuit. Digital navigation system, to ARINC 429 and
By 1 July 1984 firm orders for 109 A3 10s had been Two 213-5 kN (48,000 lb st) Pratt & Whitney JT9D- ARINC 600, includes ADF (ARINC 712); two radio
received, of which 34 had been delivered. Customers are 7R4D1; or altimeters (ARINC 707); two DME (ARINC 709); two
as follows; Two kN (50,000 lb st) General Electric CF6-
222-4 ATC transponders (ARINC 718); two VOR, one
Air Algerie (A310-200) 2 80A3 or CF6-80C2A2, or Pratt & Whitney JT9D- including marker beacon receiver (ARINC 711);
Air France (A310-200) 5 7R4E1. Can also be powered by Rolls-Royce RB211- weather radar (ARINC 708); two ILS (ARINC 710);
Austrian Airlines (A310-200) 2 524B4. and three AHRS (ARINC 705 ). Options include a sec-
British Caledonian Airways (A310-200) 3 Total usable fuel capacity 55,100 litres (12,120 Imp ond ADF; two or three IRS (ARINC 704); Omega
Cyprus Airways (A310-200) 3 gallons) in A3 10-200. Increased to 61,260 litres system; and a second weather radar. The digital
KLM (Netherlands) (A310-200) 10 (13,475 Impgallons) in A310-300, with additional fuel automatic flight control system (AFCS), in its basic
Kuwait Airways (A310-200) 8 tankage in tailplane. Two refuelling points, one beneath definition, comprises a single flight control computer
Libyan Arab Airlines (model not disclosed) 4 each wing outboard of engine. (FCC) for automatic flight control (to ARINC 701 ); a
Lufthansa (West Germany) (A310-200) 25 Accommodation; Crew of two in forward facing crew single thrust control computer (TCC) for speed and
Martinair (Netherlands) cockpit (FFCC). Provision for third and fourth crew thrust control (to ARINC 703); and a duplicated flight
(1 A310-200, 2 A310-200C) 3 seats. Standard cabin arranged for 210-265 seats in augmentation computer (to ARINC 701). The flight
Middle East Airlines (A310-200) 5 six/seven/eight-abreast layout, at pitch of 96-5-103 cm management system (to ARINC 702 comprises a com- )

Nigeria Airways (A310-200) 4 (38-40 in) first class, 76, 81 or 86 cm (30, 32 or 34 m) puter unit and control display unit. The FCC, function-
Sabena (Belgium) (A310-200) 3 economy class. Nine-abreast seating at 76 cm (30 in) ing as autopilot, flight director and speed reference sys-
Singapore Airlines (A3 10-200) 6 pitch for 280 passengers in high-density configuration. tem, has the following basic modes; pitch hold, head-
Swissair (6 A310-200, 4 A310-300) 10 Standard layout has galley and toilet at forward end of ing/roll altitude hold, altitude hold, altitude acquire,
VASP (Brazil)(A310-200) 9 cabin, plus larger galley and four toilets at rear. Depend- level change, vertical speed select and hold, heading
Wardair International (Canada) ing upon customer requirements, a second toilet and select, VOR,
heading, take-off and go-around. The
(model not defined) 6 galley can be added forward, and an additional galley installation of a second FCC will provide Cat. Ill auto-
Undisclosed 1 aft. Toilets and galleys can be located at the forward end lands. The TCC provides the following functions; per-
Type; Large-capacity wide-bodied medium/extended- at the class divider position. Overhead baggage stowage manent computation of Nl or EPR limits, autothrottle

range transport. as for A3 00, rising to average of 0-07 m' (2-33 cu ft) per functions, throttle pusher with windshear protection,
Wings; Cantilever mid-wmg monoplane. Thickness/chord passenger with optional central stowage in 212-seat speed and angle of attack protection, and a test function.
ratio 15-2^r at root, 11-8'f at 'break' in trailing-edge, layout. Four passenger doors only, one forward and one A delayed flap approach mode is available as an option.
and 10-8ff at tip. Dihedral at trailing-edge 11° 8' aft on each side. Type 1 emergency exit over wing on Dimensions, external;
(inboard) and 4° 3' (outboard). Incidence 5° 3' at root. each side. Underfloor baggage/cargo holds fore and aft Wing span 43-89 m (144 ft in)

Sweepback 28° at quarter-chord. Wing box is two-spar of wings, each with door on starboard side. Forward Wing chord; at root 8-38 m (27 ft 6 in)
multi-rib structure of high strength light alloy, with top hold will accommodate eight LD3 containers or three at tip 2-18 m (7 ft PA in)
 AIRBUS — AIRCRAFT: INTERNATIONAL 103

Airbus A310-200 in the livery of Air France

Wing aspect ratio 8'8 Max structural payload:

AIRBUS A320
Length overall 46-66
(153 ft 1 m in) A, basic:
Length of fuselage 4513 m (148 ft 0% in) GE engines 32.393 kg (71,414 lb) The A32() an entirely new short/medium-range,
is

Fuselage: Max diameter 5-64 m (18 ft 6 in) PW engines 32.068 kg (70,698 lb) single-aisle, twin-turbotan commercial transport aircraft,

Height overall 15-80 m (51 ft 10 in) A, options 1 & 2; making optimum use of advanced design concepts, mod-
Tailplane span 16-26 m (53 ft 4'/4 in) GE engines 35.022 kg (77.210 lb) ern production techniques, new materials, advanced dig-
Wheel track 9-60 m (31 ft 6 in) PW engines 34,697 kg (76,494 lb) ital avionics, and etiicient systems design. Among a

Wheelbase (c/1 of shock absorbers) B, basic and option 1

number of technological 'hrsts', it will be the first subsonic
15-21 m (49 It lO'j in) GE engines 36.232 kg (79,878 lb) commercial aircraft to have control by fly by wire (FBW)
Passenger door (fwd, port); PW engines 36,555 kg (80,590 lb) throughout normal flight, a centralised maintenance sys-
Height 1-93 m (6 4 ft in) Max fuel; A 44,236 kg (97,524 lb) tem (BITE and FIDS: built-in test equipment and fault
Width 107 m (3 ft 6 in) B 49,452 kg (109,023 lb) identification and detection system); side-stick controls in

Height to sill at OWE 4 54 m (14 tt IOV4 in) Max T-O weight; A, basic 132,000 kg (291,010 lb) the cockpit, in place of control columns; and composite

Passenger door (rear, port): A, option 1 138,600 kg (305,560 lb) materials for major elements ot primary structure, includ-
Height 1-93 m (6 ft 4 in) A, option 2 142,000 kg (313,055 lb) ing the fin and horizontal tailplane. Wing design incorp-

Width 1-07 m (3 ft 6 in) B, basic 150,000 kg (330,695 lb) orates the latest advances in technology, as well as exper-
Height to sill at OWE4-85 m (15 ft 11 in) B, option 1 153,000 kg (337,305 lb) ience from the wingot the A3 10. and the A320 will otter
Servicing doors (fwd and rear, stbd): Max landing weight: significant commonality with other Airbus Industrie air-

As corresponding passenger doors A, basic 118.500 kg (261,250 lb) craft, where this is cost-etfective.

Upper deck cargo door (A3 OOP): As A300C4/F4 1 A, options 1 & 2 121,500 kg (267,860 lb) Compared with existing single-aisle aircraft, the lusel-
Emergencv exits (overwing, port and stbd, each): B, basic and option 1 123,000 kg (271,165 lb) age cross-section is significantly increased, permitting the
"

Height 1-39 m (4 ft e'A in) Max zero-fuel weight: use of wider triple seats to provide higher standards of
Width 0-67 m (2 ft 2' 2 in) A. basic 108,500 kg (239,200 lb) passenger comfort; five-abreast business class seating pro-
Underfioor cargo door (fwd): A, options 1 & 2 111,500 kg (245,815 lb) vides a standard equal to that offered as first class on major
Height 171m (5 ft 7'- in) B, basic and option 1 113,000 kg (249,120 lb) competitive aircraft. In addition, the wider aisle permits
Width 2-69 m (8 ft 10 in) Performance: quicker turnrounds. Overhead stowage space is superior
Height to sill at OWE 2 611 m (8 ft 6V4 in) Max operating speed: all versions to that available on existing aircraft of similar capacity,
Underfioor cargo door (rear): 0-84 (360 knots; 667 km/h; 414 mph CAS)
Mach and provides ample carry-on baggage space; best use of
Height 1-71 m (5 ft 7V2 in) Typical high-speed cruise at 9,145 m (30,000 ft) the underseat space tor baggage is provided by improved
Width 1-81 m (5 tt 1
1
'A in) Mach 0-82 (483 knots; 895 km/h; 556 mph) seat design and optimised positioning of the seat rails. The

Height to sill at OWE 2 72 m (8 ft 1 1 in) Typical long-range cruise at 11,275 m (37,000 ft) fuselage double-bubble cross-section provides increased
Underfioor cargo door (aft bulk hold): Mach 0-78 (447 knots; 828 km/h; 515 mph) baggage/cargo hold volume and working height, and the
Height 0-95 m 1 '/: in) Approach speed at landing weight of 118,500 kg ability to carry containers derived from the standard inter-
(3 ft

Width 0-95 m (3 ft 1 1/2 in) (261,250 lb) 132 knots (245 km/h; 152 mph) line LD3 type. As the base is the same as that of the LD3,
Height to sill at OWE 2-751 m (9 ft O'A in) Approach speed landing weight of 104,325 kg
at all existing wide-body aircraft and ground handling
(230,000 lb) (OWE plus 237 passengers plus equipment can accept these containers without
Dimensions, internal;
reserves) 124 knots (230 km/h; 143 mph) modification.
Cabin, excl flight deck:
T-O field length at max T-O weight of 132,000 kg Two versions of the A320 are available initially, with
Length 33-24 m (109 ft 0% in)
(291,010 lb), S/L, ISA + 15°C; and without a wing centre-section fuel tank. Convertible
Max width 5-28 m (17 ft 4 m)
CF6-80A3 1,768 m (5,800 ft) and all-freight versions, with a large upper deck cargo
Max height 2-33 m (7 ft 7% in)
door, are offered.
Volume 2100 m' (7,416-1 cu ft)
JT9D-7R4D1 1,777 m (5,830 ft)
Landing held length (S/L airport); The side-stick controller was flight tested on Airbus
Fwd cargo hold: Length 7-63 m (25 ft 0'/2 in)
Industrie's A300 testbed aircraft (c/n 3), in a programme
4-18 m (13 at landing weight of 1 18,500 kg (261,250 lb):
Max width ft 8'/2 in)
CF6-80A3 1,478 m (4,850 ft) that began on 14 September and was completed success-
Height 1-71 m (5 ft 71/4 in)
JT9D-7R4D1 1.494 m (4,900 ft) fully in December 1983. Full go-ahead to develop and
Volume 50-3 m' (1.776-3 cu ft)
at landing weight of 104,325 kg (230,000 lb):
build the A320 was confirmed on 2 March 1984.
Rear cargo hold: Length 5-033 m (16 ft 6V4 in)
CF6-80A3 and JT9D-7R4D1 1,341 m (4,400 ft) Four aircraft are to be used in the flight test programme,
Max width 4-17 m
(13 ft 81/4 in)
the first of which is due to fly in March 1987; one static test
Height 1-67 m (5 ft 5% in) Runway LCN at max T-O weight (A: 20 in flexible
pavement, B: 30 in radius rigid pavement); and one fatigue test airframe will also be completed. Cer-
Volume 34-5 m' (1.218-4 cu ft)
A, standard mainwheel tyres 64 tification, anticipated for February 1988, will be for two-
Aft bulk hold: Volume 17-3 m' (610-9 cu ft)
A, option 1 mainwheel tyres 61 crew operation and Category IIIB all-weather landings.
Total overall cargo volume 102-1 m' (3,605-6 cu ft)
A, option 2 mainwheel tyres 55 Entry into service will follow in the Spring of 1988.
Areas: Aerospatiale building the front fuselage (forward ot the
B, standard mainwheel tyres 59 is
Wings, gross 219 m' (2,357-3 sq ft) wing leading-edge), the centre wing box. engine pylons,
B, option mainwheel tyres
1 55
Vertical tail surfaces (total) 45-2 m' (486-5 sq ft)
and IS responsible for final assembly. The centre and rear
B, option 2 mainwheel tyres 50
Horizontal surfaces (total) 64-0 m' (688-9 sq
tail ft)
Range at typical airline OWE
plus 218 passengers and fuselage, wing flaps, fin, rudder, and commercial furnish-
Weights (A: A310-200, B: A310-300): baggage, international reserves for 200 nm (370 km; ing are undertaken by MBB. British Aerospace builds the
Operating weight empty; 230 mile) diversion: wings, including all moving surfaces except the flaps,
A, basic; A, basic 2,800 nm (5,189 km; 3,224 miles) assisted by Belairbus, which produces the leading-edge
GE engines 76,107 kg (167,787 lb) A, option 1 3,500 nm (6,486 km; 4,030 miles) slats. CASA is responsible tor the tailplane, elevators,
PW engines 76,432 kg (168,503 lb) A, option 2 3,800 nm (7.042 km; 4,376 miles) main landing gear doors, and sheet metal work for parts of
A, options 1 & 2: B. basic and option 1
the rear fuselage.
GE engines 76,478 kg (168,605 lb) 4,600 nm (8,525 km; 5.297 miles) Orders and options for the A320 totalled 96 by 1

PW engines 76,803 kg (169,321 lb) B. option 1 plus additional fuel' August 1984, from the following operators:
B, basic and option 1 5.000 nm (9.266 km; 5,757 miles) Orders Options
GE engines 76,768 kg (169,244 lb) "Oplion for additional fuel capacity of 7,000 Hires (1,540 Air France 25 25
PW engines 76,445 kg (168,532 lb) Imp gallons) for A3I0-200 and -300 Air Inter (France) 10 10
104 INTERNATIONAL: AIRCRAFT — AIRBUS / AIRTECH
BritishCaledonian Airways 7 3
Cyprus Airways 4 4
Inex-Adria (Yugoslavia) 5 3
Type: Twin-turbofan short/medium-range transport.
Wings: Cantilever low/mid-wing monoplane, with 5° 6'
36" dihedral and 25° sweepback at quarter-chord.
Five-segment leading-edge slats (one inboard and tour
outboard of engine pylon) over almost full span. These
and most of fixed portion of wing are of aluminium alloy
construction. Composite materials are used for the tixed
leading/trailing-edge panels, trailing-edge flaps, flap
fairings, spoilers, ailerons, and wing/fuselage fairings.
Roll spoilers, in four segments on each wing, are located
forward of the outboard flaps; the inner pair of spoilers
on each side act also as lift dumpers. There are two-
segment speed brakes forward of each inboard flap.
Ailerons, spoilers, flaps, slats and speed brakes are con-
trolled electrically by the fly by wire control system,
acting via hydraulic actuators.
Flselace: Semi-monocoque pressurised structure, of
mainly circular cross-section. Constructionally similar
to that of A300/A310, but makes some use of advanced
aluminium/lithium alloys. Nosecone (radome) man-
ufactured from composite materials.
Tail Unit: Cantilever structure, with sweepback on all
surfaces (35° on fin, 28° on tailplane and 6° dihedral on )

tailplane. Entire vertical and horizontal surfaces are

fabricated from composite materials. Elevators are con-
trolled and tailplane trimmed electrically, with hyd-
Airbus A320-200 twin-turbofan single-aisle 150/179-seat transport iFiloi Press)

raulic actuation, by the FBW system; if elevator control

is lost through electrical failure, the tailplane can be instead of a control column and hand wheel. The quad- Overwing emergency exits (two port and two stbd),
trimmed mechanically to act as a backup pitch control ruplex FBW system operates, via hydraulic jacks, all each:
surface. Rudder is excluded from FBW system, in order primary and secondary flight controls, except for the Height 1-02 m (3 ft4y4 in)
to provide directional control by conventional mechan- rudder and tailplane trim. The pilot's pitch and roll Width 0-51 m (1 ft 8 in)
ical means if ailerons are lost due to FBW system tailure. commands are applied through the side-stick controller Underfloor baggage/cargo hold doors (stbd, fwd and
Electric rudder trim. via two different types of computer. These have a rear), each: Height 1-249 m (4 ft 1-2 in)
Landing Gear; Hydraulically retractable tricycle type, redundant architecture to provide safety levels as least Width 1-82 m (5 ft 11 ',2 in)

with twin wheels and oleo-pneumatic shock absorber on as high as those of the mechanical systems they replace.
Dimensions, internal:
The flight control system incorporates flight envelope
each unit. Main
units retract inward into wing/body Cabin: Max width 3-696 m (12 ft 1 '-2 in)
nose unit retracts forward. Main land- protection features to a degree that cannot be achieved
fairing; steerable Max height 2 22 m (7 ft 4 in)
with conventional mechanical control systems, and the
ing gear doors and fairings are ot composite materials. Baggage/cargo hold volume:
Mainwheels have size 46 x 16-20 in radial tyres as systems's computers will not allow the aircraft's struc-
front 13-87 m' (490 cu tt)
standard; conventional crossply tyres (46 x 16-20,49 x tural and aerodynamic limitations to be exceeded: even
rear 26-16 m' (924 cu ft)
17-20 or 49 x 19-20 in) are optional. Nosewheel tyres it the pilot pushes the side-stick fully forward, it is
impossible to go beyond the aircraft's maximum design Areas:
size 30 X 8-8-15 in standard, with size 32 x 11-5-15 in
speed. Similarly, the A320 will have angle of attack Wings, gross 122-0 m' (1,313-2 sq ft)
available optionally. Carbon brakes standard.
protection: if the pilot pulls the side-stick fully back, he Vertical tail surfaces (total) 21-5 m' (231-4 sq ft)
Power Plant: Two 1 kN (23.500-25,000 lb st)
04-5-1 1 1 -2
will just achieve maximum lift from the wing and no Horizontal tail surfaces (total) 31-0 m- (333-7 sq ft)
class CFM International CFM56-5 turbofan engines for
more, and therefore will be unable to stall the aircraft. Weights and Loading:
first aircraft delivery in Spring 1988, or lAE V250()
Other systems include standard air-conditioning, pres- Operating weight empty 37.457 kg (82,578 lb)
engines for first aircraft delivery in Spring 1989. Dual-
surisation, hydraulic, electrical, oxygen and fire detec- Max
channel FADEC (full authority digital engine control) passenger payload (incl baggage)
tion systems, and a new and more efficient APU. 14,880 kg (32,805 lb)
system on each engine standard. Initial standard fuel
capacity 15,906 litres (3,499 Imp gallons); option for A\ ionics: Fully equipped digital avionics fit, to ARINC Max structural payload 19,543 kg (43,085 lb)

additional 8,035 litres (1,767 Imp gallons) in wing 700 series specification, including advanced digital Max T-O weight 66,000 kg (145.505 lb)

centre.-section tank.Composite materials used in con- automatic flight control and flight management systems. Max ramp weight 66.400 kg (146,385 lb)

struction of engine cowlings and pylon fairings. Each pilot has two electronic flight instrumentation sys- Max landing weight 61,000 kg (134,480 lb)

Accommodation: Standard crew of two on flight deck, tem (EFIS) displays: a primary flight display and a Max zero-fuel weight 57,000 kg (125,665 lb)

with one (optionally two) forward-facing folding seats

navigation display. Between these two pairs of displays Max wing loading 539 kg/m' (110-5 Ib/sq ft)

are two electronic centralised aircraft monitor (ECAM) PERfORMANtE (estimated):

for additional crew members; seats for four cabin atten-
179 passengers, depending upon
up displays unique to Airbus Industrie and de\eloped from T-O nm
dants. Seating for to distance for 1.000 (1,850 km; 1,150 mile)
the ECAM systems on the A3 10 and A300-600. The
layout, with locations at front and rear of cabin for range:
larger size ot the A320 displays allows the upper one to
galley(s) and toilet(s). Typical mixed class 150- at S/L, ISA: CFM56-5 1,418 m (4,650 ft)

passenger layout would have 12 seats four-abreast at incorporate engine performance and warnings. The V2500 1,433m (4,700 ft)

91-5 cm (36 in) pitch in 'super first' and 138 six-abreast lower display carries warning and system svnoptic diag- at 610 m (2.000 ft), ISA + 20°C:
at 81 cm (32 in) pitch economy class; or 152 six-abreast
rams. CFM56-5 1,723 m (5.650 ft)

seats (84 business + 68 economy) at 86 and 78 cm (34 Dimensions, external: V2500 1,707 m (5,600 ft)

and 31 in) pitch respectively. Single class economy lay- Wing span 33-91 m (111 ft 3 in) Landing distance for 1.000 nm range:
out could offer 164 seats at 81 cm (32 in) pitch, or up to Wing aspect ratio 9-39 CFM56-5, V2500 1,342 m (4,400 ft)

179 in high-density configuration. Passenger doors at Length overall 37-57 m (123 ft 3 in) Runway LCN (20 in flexible pavement) at max T-O
front and rear ot cabin on port side, forward one having Fuselage: Max width 3-95 m
(12 ft 11 '/2 in) weight:
optional integral airstairs; service door opposite each of Max depth 4-14 m (13 ft 7 in) standard (46 x 16-20 tyres) 64
these on starboard side. Two overwing emergency exits Tailplane span 12-45 m (40 ft 10 in) optional (49 x 17-20 tyres) 58
each side. Forward and rear underfloor baggage/cargo Wheel track (c/1 of shock struts) 7-59 m (24 ft 11 in) optional (49 x 19-20 tyres) 54
holds, plus overhead lockers; with 164 seats, overhead Wheelbase 12-63 m (41 ft 5 in) Range at max T-O weight:
stowage space per seat is 0059 m' (2-1 cu ft). Passenger doors (port, fvvd and rear), each: ISA, zero wind, typical international rules, mixed
Mechanised cargo loading system available, allowing up Height 1-83 m (6 ft in) class (150 seats):
to seven LD3-46 (LD3 base) containers to be carried in Width 0-81 m (2 ft 8 in) CFM56-5 2.000 nm (3,706 km; 2,303 miles)
freight holds. Height to sill 3-415 m (11 ft 2V2 in) V2500 2,075 nm (3,845 km; 2,389 miles)
Systems: The A320 is the first subsonic commercial air- Service doors (stbd. fwd and rear), each: with optional centre-section tank and increased
craft to be equipped for fly by wire (FBW) control Height 1-83 m (6 ft in) design weights:
throughout the entire normal flight regime, and the first Width 81 m (2 ft 8 in) CFM56-5 3,100 nm (5,745 km; 3,569 miles)
to have a side-stick controller (one for each pilot) Height to sill 3-415 m (11 ft 2V2 in) V2500 3,150 nm (5,837 km; 3,627 miles)

AIRTECH Telephone: Bandung (022) 613662, 613835 and PK-XNC), plus static and fatigue test airframes. Simul-
AIRCRAFT TECHNOLOGY INDUSTRIES 613836 taneous rollouts were made on 10 September 1983, and
Rey Francisco 4. Apartado 193. Madrid 8, Spain Telex: 28295 NUR BDG first flights took place on 1 November (CASA) and 30
1

President: Prof Dr-lng B. J. Habibie Airtech is a joint company formed by CASA of Spain December 1983 (Nurtanio). The Spanish prototype,
Vice-President: Dr Carlos Mann Ridruejo and PT Nurtanio of Indonesia to develop a 40/44- which had completed about 150 hours" flying by Sep-
Participating Companies: passenger twin-turboprop transport aircraft. Design and tember 1984, now embodies a number of modifications

Construcciones Aeronauticas SA. Rey Francisco production work is shared 50-50 between the two com- made desirable as a result of initial flight testing. These will
4.
panies. eventually be incorporated also on the Nurtanio pro-
Apartado 193. Madrid 8. Spam
totype, which had completed about 15 hours by the same
Telephone: 247 25 00
Telex: 27418 CASA E
AIRTECH (CASA/NURTANIO) CN-235 FAR Pts 25 and 36. JAR 25,
date. Certification will be to
Preliminary design of the CN-235 was initiated in and ICAO Annex Intended production rate is three
16.
PT Industri Pesawat Terbang Nurtanio. Lanuma January 1980. Detail design work began a year later, and per month in each country. CASA markets the aircraft in
Husein Sastranegara (Husein Sastrancgara Air Force prototype construction started in May 1981. Two proto- America and Europe. Nurtanio in Asia, with other mar-
Base), Jalan Pajajaran 154, Bandung, Indonesia types have been built, one in each country (ECT-100 and kets shared as appropriate.
 AIRTECH — AIRCRAFT: INTERNATIONAL 105

CASA builds the wing centre-section, inboard flaps,

forward and centre fuselage; the outer wings, outboard
flaps, ailerons, rear tusehige and tail surfaces are built by
Nurtanio. Numerical control machinery is used exten-
si\ely in the CN-2.'!.'i's manufacture. Design has been
optimised tor short-haul operations, enablmg the CN-2.35
to fly four 100 nm (lH.'i km; 1 mile) stage lengths, with
1 ."i

reserves, before needing to refuel, and to operate from

either paved runways or unprepared strips. The general
conhguration provides for extending the fuselage, if
required in the future, to carry up to 60 passengers.
By March 1984, firm orders for the CN-2.'?5 totalled
I 10, for the Indonesian operators Deraya Air Taxi (10),
Merpati Nusantara Airlines (14) and Pelita Air Service
(10); the Indonesian Air Force (.'^2) and Na\y (18); the
Spanish airline Aviaco (22); and the Royal Saudi Air
Force (4). Options were then held by Merpati (14),
Prinair of Puerto Rico (5), and Automotores Salta of
Argentina (4).
Type: Twin-turboprop commuter and utility transport.
Wings; Cantilever high-wing monoplane. NACA
65 i-218
aerofoil section. Constant chord centre-section, without
dihedral; .1° dihedral on tapered outer panels. Incidence
3°.Sweepback .3° 51 .36" at quarter-chord. Three main
'

assemblies each consist of a machined fail-safe mam box Airtech (CASA/NurtanIo) CN-235 twin-turboprop commuter transport il'ilot I'ress)

structure of aluminium/copper alloy, with main spars at

15 and 55 per cent chord, plus leading- and traihng-
litres (1,158 Imp gallons; 1,392 US gallons). Single EHSI-85 HSI, two Collins ERMI-85 RMI, one Collins
edge structures. Inboard flaps on centre-section, out-
pressure refuelling point in starboard main landing gear ADS-65, one Collins ALT-55B radio altimeter, one
fairing; gravity filling point in top of each tank. Propeller Collins FGS-65 flight director, one Fairchild F-800
board flap segments and ailerons on outer panels. Fail-
safe attachment of centre-section to top of fuselage;
braking permits engine to be used as an on-ground flight A-IOOA cockpit
data recorder, and one Fairchild
large wing/fuselage fairing, made of composites. Chem- APLI. Oil capacity 14 litres (31 Imp gallons; 3-7 US \oice recorder. CRT ADIs and HSIs
displays for

made up of a gallons). optional. Other options include second TDR-90,

ically milled skins. Leading-edges each
and skin panels. Flap segments each ha\ e
false spar, ribs A( ( ommodation: Crew of two on flight deck, plus cabin
DME-41, and ADF-60A, plus Collins HF-220 com
radio. Telephonies PACIS PA system, Collins RNS-300
a machined aluminium spar, two sheet metal ribs of attendant. Accommodation in commuter version for 40
radar navigation, and one Collins APS-65 digital
aluminium/z-inc alloy, and leading/trailing-edges of passengers in four-abreast seating, at 81 cm (32 in)
composite materials (glassfibre laminates with honey- pitch, with 20 seats each side of central aisle. Altern-
autopilot. Space provisions for GPWS and altitude pre-
sentation. Navigation lights, anti-collision strobe lights,
comb core). Inboard and outboard pairs are inter- ative configuration has 44 seats at 76 cm (30 in) pitch.
changeable port/starboard. Flaps are single-slotted and Toilet, wardrobe and galley standard. Pressurised bag-
600W landing light in front end of each mam landing
gear fairing, taxi lights, ice inspection lights, emergency
actuated hydraulically by Dowty Rotol irreversible gage compartment at rear of cabin, aft of movable bulk-
door lights, flight deck and flight deck emergency lights,
jacks. Ailerons, of similar construction to flaps, are stat- head; additional stowage in overhead lockers. Can also
cabin and baggage compartment lights, individual pas-
ically and dynamically balanced and have duplicated be equipped as mixed passenger/cargo combi (eg, 18
senger reading lights, and instrument panel white light-
flight controls. Mechanically operated servo tab in port passengers and two LD3 containers), or tor all-cargo
ing, are all standard.
aileron, electrically actuated trim tab m
starboard aile- operation, carrying four standard LD3 containers, five
ron. Raked wingtips are of glassHbre. Pneumatic boot LD2s, or two 2-24 m
(88 in) wide pallets; or for military Dimensions, external:
anti-icing of leatling-edges outboard of engine nacelles. duties, carrying up to 41 troops or paratroops. Other Wing span 2581 m (84 ft 8 in

Fuselage: Conventional fail-safe pressurised semi- options include layouts for aeromedical or aerial photo- Wing chord: at root 300 m (9 ft 10 m
monocoque structure (including baggage compart- graphic duties. Main passenger door, with integral at tip 1 -20 m (3 ft 1 1 '/4 in

ment), built mainly of aluminium/copper and stairs, aft ot wing on port side, serving also as a Type 1
Wing aspect ratio 1 1

aluminium/zinc alloy longerons, frames, stringers and emergency exit. Type III emergency exit facing this Length overall 21-353 m (70 ft 0% in

skin panels. Flattened circular cross-section, upswept at door on starboard side. Service door (forward, star- Length of fuselage 20-90 m (68 ft 7 in

rear. Glasshbre nose radome, reinforced with board) has built-m stairs, and serves also as a Type I
Fuselage: Max width 2-90 m (9 tt 6 in

glasshbre/Nomex honeycomb/glassfibre sandwich, for- emergency exit, or as passenger door in combi version; a Max depth 2-615 m (8 ft 7 in

ward of front pressure bulkhead. Forward pressurised second Type III exit is provided, opposite this door, on Height overall 8-177 m (26 ft 10 in

section includes flight deck and bulkhead at front ot the port side. Wide ventral door/cargo ramp in under- Tailplane span 11-00 m (36 It 1 in

passenger cabin. Central (passenger cabin) section is 9 1

upswept rear fuselage, for loading of bulky cargo.
side of Wheel track (c/1 of mainwheels) 3-90 m (12 ft 9',; in

frames long, at 508 mm

(20 in) pitch. Rear fuselage, 15 Accommodation fully air-conditioned and pressurised. Wheelbase 6-919 m
(22 ft 8' 2 in

frames long, includes rear cargo ramp and door, bag- Propeller diameter 3-35 m (11 ft m
Systems: Hamilton Standard air-conditioning system,
gage compartment, and the tailcone, which incorporates Propeller ground clearance 1-658 m (5 ft 5'/4
in
using engine compressor bleed air. Garrett electro-
the rear pressure bulkhead. Composite fairings on Distance between propeller centres
pneumatic pressurisation system (max differential 0-25
fuselage sides house some equipment and systems, in 7-00 m (22 ft '-- in
bars; 3-6 Ib/sq in) giving cabin environment of 2,440 m
1 1

addition to retracted main landing gear. Passenger door (port, rear) and service door (stbd
(8,000 ft) up to operating altitude of 6,100 m (20,000
Tail Unit: Cantilev er structure, comprising sweptback fin fwd):
ft). Hydraulic system, operating at nominal pressure of

and statically and dynamically balanced rudder, large 207 bars (3,000 Ib/sq in), comprises two engine driven, Height 1-70 m (5 ft 7 in

dorsal Hn, and non-swept hxed incidence tailplane with variable displacement axial electric pumps, a self pres-
Width 0-70 m (2 ft 3'/, in

statically and dynamically balanced elevators. Mam hn Height to sill 1-215 m (4 ft in

surising standby mechanical pump, and a modular unit
and tailplane boxes are two-spar aluminium/copper incorporating connectors, filters and valves; system is Ventral upper door (rear); Length 2-366 m (7 ft 9'/4 in

alloy structures, with detachable leading-edges and employed for actuation of wing flaps, landing gear Width 2-349 m (7 ft 8V2 in

glassfibre tips. Rudder and elevators have glassfibre skin extension/retraction, wheel brakes, emergency and Ventral ramp/door (rear): Length 3-042 m (9 ft 1 Vi 1 in

and Nomex honeycomb core. Rudder and elevators parking brakes, nosewheel steering, cargo ramp and Width 2-349 m (7 ft 8'/: in

actuated mechanically. Mechanically operated servo door, and propeller braking. Accumulator for backup Type III emergency exits (port, fwd, and stbd, rear):
Height 0-91 m (3 ft
tab in rudder and starboard elevator; electrically braking system. No pneumatic system. DC primary in
Width 0-51 m (1 ft 8 in
actuated trim tab in rudder and port elevator. Pneu- electrical system powered by two 400A Auxilec engine
matic boot anti-icing of fin and tailplane leading-edges. driven starter/generators, with two 45Ah nickel- Dimensions, internal:
Landing Gear: Messier-Hispano-Bugatti retractable cadmium batteries for engine starting and 30 min Cabin, excl flight deck: Length 9-65 m (31 ft 8 in
tricycle type with levered suspension, suitable for oper- (minimum) emergency power for essential services. Max width 2-70 m (8 ft 10': m
ation from semi-prepared runways. Electrically control- Constant frequency single-phase AC power (1 I5/26V) Width at floor 2-366 m (7 ft 9 in
led hydraulic extension/retraction, with mechanical provided at 400Hz by three 600VA inverters (two for Max height 1-90 m (6 ft 2 '.'4 in
backup system for emergency use. Oleo-pneumatic normal operation plus one standby); two three-phase Floor area 22-12 m^ (238-1 sq ft

shock absorber in each unit. Each main unit comprises engine driven alternators for 115V variable frequency Volume 43-22 m" (l-'i26-3 cu ft

two wheels in tandem, retracting rearward into fairing AC power. Fixed oxygen installation for flight crew Baggage compartment \olume 7 () m" (247 2 cu ft

on side of fuselage. Mamwheels semi-exposed when (single cylinder at 124 bars; 1,800 Ib/sq in pressure);
retracted. Single steerable nosewheel retracts forward three portable units and individual masks for cabin Areas:
Wings, gross 60-00 m- (645-8 sq It
into unpressurised bay under flight deck. Dunlop 28 x attendant and passengers. Pneumatic boot anti-icing of
Ailerons (total, inci tabs) 3-56 m- (38-3 sq ft
9'00-12 (12 ply rating) tubeless mainwheel tyres stan- wing (outboard of engine nacelles), fin and tailplane
Trailing-edge flaps (total) 10-87 m- (117-0 sq ft
dard, pressure 517 bars (75 Ib/sq in); low pressure leading-edges. Electric anti-icing of propellers, engine
deck windscreen, pitot tubes and angle Fin, incI dorsal fin 7-13 m- (76-75 sq ft
mainwheel tyres optional, size 11-00-12/10, pressure air intakes, flight
No APU: starboard engine, with Rudder, incl tabs 3-98 m- (42-8 sq ft
3-45 bars (50 Ib/sq in). Dunlop 24 x 7-7 (12 ply rating) ot attack indicators.
propeller braking, can be used to fulfil this function. Tailplane 16-06 m- (172-9 sq ft
tubeless nosewheel tyre, pressure 5-65 bars (82 Ib/sq
Elevators (total, incl tabs) 5-14 m- (55-3 sq ft
Dunlop hydraulic differential disc brakes; Dunlop
in). Hand type tire extinguishers on
deck (one) and in
flight

anti-skid units on main gear. passenger cabin (two); smoke detector in baggage com- Weights and Loadings (civil \ersion):
Power Plant; Two General Electric CT7-7 turboprop partment. Engine fire detection and extinguishing sys- Operating weight empty 9,400 kg (20,725 lb
tem.
engines, each flat kW
(1,700 shp) (S/L,
rated at 1,268 Max fuel load 4,000 kg (8,818 lb
ISA) for take-off and driving a Hamilton Standard Amonics ANI5 Equipment; Standard avionics include two Max payload; passengers 4,200 kg (9,260 lb

14-RF21 four-blade constant-speed propeller with full Collins VHF-22 com radios, one Telephonies DADS cargo 5,000 kg (11,025 lb

feathering and reverse-pitch capability. Blades are of crew interphone, one Collins TDR-90 ATC transpon- Max T-O weight 14,400 kg (31,745 lb

glassfibre, with metal spar and urethane foam core. Fuel der, two Collins VIR-32 VOR/ILS/marker beacon Max ramp weight 14,450 kg (31,855 lb
in two 1,042 litre (229 Imp gallon; 275 US gallon) receivers, one Collins DME-41 one Collins ADF-60A,
, Max zero-fuel weight 13,600 kg (29,980 lb
integral main tanks in wing centre-section and two one Collins WXR-300 weather radar, two Collins Max landing weight 14,200 kg (31,305 lb

1,592 litre (350 Imp gallon; 421 US gallon) integral 332D-11T vertical gyros, twii Collins MCS-65 direc- Max wing loading 240-0 kg/m-' (49 15 lb;sq ft
auxiliary outer-wing tanks; total fuel capacity 5,268 tional gyros, two Collins EADI-85 ADI, two Collins Max power loading 5-68 kg/kW (9 34 lb shp
106 INTERNATIONAL: AIRCRAFT — AIRTECH / AIR

The Indonesian assembled prototype of the Alrtech (CASA/Nurtanio) CN-235 commuter and utility transport aircraft

Weights and Loadings (military version): As for civil Service ceiling, one engine out 4,270 m (14,000 tt) Performance (military version, estimated at max T-O
version except: T-O to 10-7 m
(35 ft) at S/L 686 m (2,250 ft) weight, ISA, except where indicated):
Operating weight empty (typical) Landing from 15 m (50 ft) at S/L 587 m (1,925 ft) As for civil version except:
7,665 kg (16.K9S lb) Range with reserves for 100 nm (185 km. 115 mile) Service ceiling, one engine out 4,725 m (15,500 ft)

Max payload 4.135 kg (9, 116 lb) diversion and 45 min hold: Range with 45 mm reserves:
Periormange (civil version at max T-O weight, ISA, with 44 passengers with max payload, max cruising speed at 5,485 m
except where indicated): 418 nm (775 km: 481 miles) (18,000 ft) 518 nm (960 km: 596 miles)
Max cruising speed at 4,575 m (15,000 ft) Range with 45 min reserves only: with 1,000 kg (2,205 lb) payload, long-range cruising
244 knots (452 km/h: 280 mph) with max cargo payload speed at 6,100 m (20,000 ft)
Service ceiling 7,925 m (26,000 tt) 324 nm (600 km; 373 miles) 2,398 nm (4,445 km: 2.762 miles)

ATR Airworthiness Requirement JAR 25 for the certification Ratier-Figeac hydraulic actuator, on each trailing-edge.
AVIONS DE TRANSPORT REGIONAL of transport aircraft. Choice of the Pratt &
Whitney Ailerons actuated mechanically by cables and push/pull
316 route de Bayonne, Toulouse, France Canada PW120 turboprop as the aircraft's power plant rods; no servos. Flaps and ailerons of carbon/epoxy
Postal Address: BP 31107, 31026 Toulouse Cedex, was announced on 8 June 1981. construction, with aluminium frames and spars. Electr-
France Basic design targets are good economy, a high level of ically actuated automatic trim tab in each aileron.
Telephone: (61) 49 11 22 performance. Cat. II instrument landing capability,
field Kleber-Colombes pneumatic de-icing of leading-edges
Telex: SNIAS 531 546 F and a wide-body standard of comfort. The fully outboard of engine nacelles.
Board oi Directors: pressurised cabin will provide four-abreast seating for up Fuselage; Conventional semi-monocoque fail-safe struc-
Henri Martre (Aerospatiale) (alternate Chairman, and to 50 passengers at 76 cm (30 in pitch, with a galley, toilet,
) ture of light alloy unit construction, employing main and
Chief Executive Officer) and two baggage/cargo compartments. Development pos- secondary frames and longitudinally disposed skin
sibilities include an initial 'stretch' (ATR ST) to carry 58 panels. Basically circular cross-section throughout most
Renato Bonifacio (Aeritalia) (alternate Chairman, and
Managing Director) or 62 passengers, a passenger/cargo version, an all-freight of length. Crew, passenger and baggage/cargo com-
Yves Barbe (Aerospatiale) (Executive Vice-President) version (ATR 42F). maritime patrol and 'mini-AWACS' partments pressurised.
Fausto Cereti (Aeritalia) (General Manager) versions, and commercial or military transport versions Tail Unit: Cantilever structure, with sweptback vertical
Management Committee: with rear loading capability. surfaces (attached to rearmost fuselage frame) and
Jean-Paul Pierson (Aerospatiale) (Chief Executive Two development aircraft are being built, plus one static non-swept horizontal surfaces. Fixed incidence tail-
Officer. Aircraft Group) and one fatigue test airframe. First flight was made by plane mounted near tip of fin. Construction mainly of
Jean-Paul Perrais (Aerospatiale) (Vice-President. F-WEGAon 16 August 1984. with the second aircraft due aluminium alloys, with fin and tailplane leading-edges
ATR 42 Programme) to fly at the end of October. US (FAR Pt 25) and Euro- of Nida Nomex glassfibre sandwich. Mechanically
Giovanni Sarzotti (Aeritalia) (Joint General Manager pean (JAR 25) certification is anticipated in the third actuated mass balanced rudder and elevators. Electr-
and ATR 42 Consortium President) quarter of 1985, to enable deliveries to begin in the fourth ically actuated automatic trim tab in rudder and each

Massimo Rizzo (Aeritalia) (General Secretary) quarter of that year. Aeritalia is responsible for the entire elevator. Kleber-Colombes pneumatic de-icing of tail-
fuselage, including the tail unit and landing gear; and for plane leading-edges.
Launching of the ATR 42 programme was announced
at the beginning of November 1981, following a simul-
the hydraulic, air-conditioning and pressurisation systems. Landing Gear; Hydraulically retractable tricycle type, of

taneous decision on 29 October by the boards of directors Aerospatiale undertakes design and construction of the Messier-Hispano-Bugatti/Magnaghi/Nardi trailing-arm
wings; layout of the flight deck and cabin; and is also design, with twin wheels and oleo-pneumatic shock
of Aerospatiale (France) and Aeritalia (Italy) to go ahead
with this new twin-turboprop transport aircraft. The deci- responsible for power plant, electrical system, flight con- absorber on each unit. Nose unit retracts forward, main
trols and de-icing system installation, and for final assem- units inward into fuselage and large underf uselage fair-
sion was confirmed on 4 November 1981 by the signature
bly and flight testing of the civil passenger versions. ing. Goodyear multi-disc brakes and Hydro-Aire anti-
of a new co-operative agreement for equal sharing of ATR
42 programme work and costs, and for the setting up of a Aeritalia will assemble and flight test any cargo/military skid units on main gear. No brake cooling. Goodyear

Groupement d'lnteret Economique (pooling of common variants with a rear loading ramp. Initial production plans mainwheel tyres, size 32 x 8-8-lOPR, pressure 717
economic interest) to manage the programme. This GIE are for an output of 1 1 aircraft by the end of 1985, 28 in bars (104 Ib/sq in). Low pressure tyres optional, requir-
was formally established on 5 February 1982, and has its 1986, and 38 1987. Construction of the first 50 aircraft
in ing modification to underfuselage fairing. Goodyear
headquarters in Toulouse. has been authorised, and approval for the next 25 was nosewheel tyres, size 450 x 190-5TL, pressure 414
ATR corresponds to the expected in the Autumn of 1984. bars (60 Ib/sq in).
initial letters of the French and
Italian words for 'regional transport aircraft', and 42 to
By April 1984 Aerospatiale and Aeritalia had received Power Plant: Two Pratt & Whitney Canada PW120
a total of 41 firm orders and 18 options for the ATR 42. turboprop engines, each flat rated at 1,342 kW (1,800
the seating capacity of the basic aircraft at 81 cm (32 in)
pitch. A combined Aerospatiale/Aeritalia design group Type: Twin-turboprop regional transport aircraft. shp) and driving a Hamilton Standard 14SF four-blade
is

working at Toulouse to complete the definition of the Wings: Cantilever high-wing monoplane. Aerospatiale propeller with composite material blades. Fuel in two

aircraft; computer-aided design and manufacturing tech- RA-XXX-43 wing section, derived from 43 NACA integral tanks formed by wing spar box, total capacity

niques are being used throughout. series, with thickness/chord ratio of 18''r at root and 5.700 litres (1.254 Imp gallons). Single pressure refuel-
13' at tip. Two-spar fail-safe metal wings, constructed
r ling point in starboard wing leading-edge. Gravity
ATR 42 of aluminium alloys, with leading-edges of Nida Nomex refuelling points in wing upper surface. Oil capacity 40
The ATR 42 high-wing twin-turboprop transport
is a glassfibre sandwich. Constant chord centre-section and litres (8-8 Imp gallons).
aircraft embodying a number of advanced technology fea- tapered outer panels. Dihedral 2° 30' on outer panels. Accommodation: Crew of two on flight deck, with
tures in the fields of aerodynamics, structures and equip- No sweepback at quarter-chord. Two-segment double- optional third seat for observer. Seating for 42 passen-
ment. Design is to FAR Pt 25 and to European Joint slotted single-rotation flaps, each segment with its own gers at 81 cm (32 in) pitch; or 46, 48 or 50 passengers at
 ATR — AIRCRAFT: INTERNATIONAL 107

First prototype of the Aerospatiale/Aeritalia ATR 42 short-haul commuter transport (two PSiWC 120 turboprop engines)

76 cm
(30 in) pitch, in tour-abreast layout with central
aisle. Passenger door, with integral steps, at rear of
cabin on port side. Main baggage/cargo compartment
between flight deck and passenger cabin, with access
from inside cabin and separate loading door on port
side. Rear baggage/cargo compartment, toilet, galley,
wardrobe, and seat for cabin attendant, aft of passenger
cabin, with service door on starboard side. Additional
baggage space provided by ov erhead bins and underseat
stowage. Entire accommodation, including bag-
gage/cargo compartments, pressurised and air-
conditioned. Passenger/cargo \ersion (42 passengers or
hve LD3 containers) fitted with ball transfer plates aft,
roller tracks, and anti-crash net at front of cabin.
Emergency escape hatch for crew in roof of flight deck.
Emergency exit for passengers via rear passenger and
service doors, and by additional exits on each side at
front of cabin.
Systems: Garrett air-conditioning and Softair pressuris-
ation systems, utilising engine bleed air. Pressurisation
system (max differential 41 bars; 6 Ib/sq in provides )

cabin altitude of 2,000 m (6,560 ft) at flight altitudes of

up to 7,620 m (25,000 ft), and a sea level cabin envi-
ronment at flight levels up to 4,025 m (13,200 ft). Two
independent hydraulic systems, each driven by an elec-
trically operated Abex pump and separated by an inter-
connecting valve controlled from the flight deck, for
actuation of wmg flaps, landing gear, propeller braking, A6rospatiale/Aeritalia ATR 42 twin-turboprop regional transport aircraft (Piloi Press)

wheel brakes and nosewheel steering. Kleber-Colombes

pneumatic system for de-icing of outer wing leading- Passenger door (rear, port): Max payload 4,891 kg (10,782 lb)
edges, tailplane leading-edges, and engine air intakes. Height 1-75 m (5 ft 9 in Max T-O weight 15,750 kg (34,725 lb)
Main electrical system is 28V DC. supplied by two Width 0-75 m (2 ft 5 '/2 in Max ramp weight 15,770 kg (34,765 lb)
Auxilec 12kW engine driven starter/generators and a Height to sill (at OWE) 1-375 m (4 ft 6'/4 in Max zero-fuel weight 14,500 kg (31,965 lb)
43Ah nickel-cadmium battery, with two solid state sta- Service door (rear, stbd): Height 1-22 m (4 ft in Max landing weight 15,300 kg (33,730 lb)
tic 5/26V single-phase AC supply, and a
inverters for 1 1 Width 0-61 m (2 ft in Max wing loading 288-9 kg/m^ (59-17 Ib/sq ft)

third (standby) inverter for 115V only. A 115/200V Height to sill 1 -375 m (4 ft 6'/4 in Max power loading 5-87 kg/kW (9-64 Ib/shp)
three-phase supply from two 20kVA frequency-wild Cargo/baggage door (fwd, port): Peri-ormance (estimated, to FAR Pt 25, incl Amendment
engine driven alternators is used for anti-icing of Height 1-53 m (5 ft O'A in-) 42, PWlOO/2 engines, ISA, except where indicated):
windscreen, flight deck side windows, stall warning and Width 1-275 m (4 ft I'A in Max cruising speed at 6,100 m (20,000 ft)
airspeed indicator pitots. and for de-icing of pitot tubes, Height to sill (at OWE) 1-15 m (3 ft 9'/4 in 275 knots (510 km/h: 317 mph)
propeller blades and spinners. Garrett APU optional. Emergency exits (fwd, each): Normal max operating speed
Avionics: King Gold Crown 111 com/nav equipment stan- Height 0-91 m (3 ft in Mach 0-55 (250 knots; 463 km/h; 288 mph CAS)
dard, Collins Pro Line 11 optional. Other standard Width 0-51 m (1 ft 8 in Stalling speed: flaps up
avionics include Sperry autopilot/flight director, Sperry Crew emergency hatch (flight deck roof): 96 knots (178 km/h; 111 mph)
P-800 weather radar, dual Sperry air data computers Length 0-51 m (1 ft 8 in 53° flap 72 knots (133 km/h; 83 mph)
and attitude/heading reference system with ASCB, Width 0-483 m (1 ft 7 in Max rate of climb at S/L 567 m (1,860 ft)/min
GPWS, radio altimeter, and DFDR. Electronic flight Dimensions, internal: Rate of climb at S/L, one engine out
instrumentation system (R/Nav, microwave landing sys- Cabin: 198 m (650 ft)/min
tem. Omega nav and HF com) optional. Standard Length (excl flight deck, incl baggage compartments Cruise ceiling (91-5 m; 300 ft/min rate of climb)
avionics package includes two VHP, two 13-85 m (45 ft 5y4 in 7,620 m (25,000 ft)

VOR/ILS/marker beacon receivers, radio compass, Max width 2-57 m (8 ft S'A in Service ceiling, one engine out, at 97 per cent of max
radio altimeter. DME, ATC transponder, cockpit voice Max width at floor 2-26 m (7 ft 5 in T-O weight, ISA 4,025 m (13,200 ft)

recorder, intercom, PA system, and equipment to FAR Max height 1-91 m (6 S'A ft in T-O balanced held length at max T-O weight:
Pt 121. Volume 44-8 m' (1.582 cu ft at S/L 1,080 m (3,545 ft)

Dimensions, external: Baggage/cargo compartment volume: at 915 m (3,000 ft) (ISA + 10°C)
Wing span 2705 m (88 ft 9 in) front (max) 5-8 m' (204-8 cu ft 1,315 m (4,315 It)

Wing chord: at root 2-57 m (8 ft 51/4 in) front (50 passengers) 3-5 m' (123-6 cu ft Landing field length at S/L, at max landing weight
at tip 1-41 m (4 ft 7'/2 in) rear 2-7 m' (95-3 cu ft 960 m (3,150 ft)

Wing aspect ratio 11 08 overhead bins 1-5 m' (53 cu ft Min ground turning radius 17-08 m (56 ft 0'/2 in)
Length overall 26-30 m (86 ft 3'/2 in) Areas: Max range with 46 passengers, reserves for 87 nm (161
Fuselage: Max width 2-865 m (9 ft 41/2 in) Wings, gross 54-5 m' (586-6 sq ft km; 100 mile) diversion and 45 min hold
Height overall 7-586 m (24 ft lO^A in) Vertical tail surfaces (total, excl dorsal fin) 950 nm (1,760 km; 1,094 miles)
Tailplane span m (23 ll'/4
7-31 ft in) 12-5 m' (134-5 sq ft Range with max fuel, reserves as above
Wheel track (c/1 of shock struts)4-10 m (13 5'/2 ft in) Horizontal tail surfaces (total) 10-3 m' (110-9 sq ft 2,500 nm (4,633 km; 2,878 miles)
Wheelbase 8-78 m (28 9% ft in) Weights and Loadings: Block time for 200 nm (370 km; 230 mile) stage length
Propeller diameter 3-96 m (13 ft in) Operating weight empty (incl FAR 121 equipment) at max cruising speed at 6,100 m (20,000 ft), IFR
Distance between propeller centres 8-10 m (26 7 ft in) 9,609 kg (21,184 lb reserves 55 min
Propeller/fuselage clearance 0-82 m (2 8 'A ft in) Max fuel load 4,500 kg (9,920 lb Block fuel for above 456 kg (1,005 lb)
108 INTERNATIONAL: AIRCRAFT — DASSAULT-BREGUET/DORNIER
DASSAULT-BREGUET/DORNIER
AlRhRAMl PRIMh CONIRAtTORS:
Avions Marcel Dassault/Breguet Aviation, 27 rue du
Protesseur Pauchet, BP 32, 92420 Vaucresson,
France
Telephone: 741 7921
Telex: AMADAS 203944 F
Dornier GmbH, Posttach 1420. 7990 Friedrichshafen.
Federal Republic of Germany
Telephone: (07545) 82307
Telex: 0734372
On
22 July 1969 the French and Federal German gov-
ernments announced a joint requirement tor a new sub-
sonic basic/advanced training and light attack aircraft to
enter service with their armed forces in the 970s. Each 1

government had a potential requirement for about 200

such aircraft, to replace Magister, Lockheed T-33A and
Mystere IV-A trainers, and Fiat G91 attack aircraft, then
in service.
On 24 July 1970, it was announced that the Alpha Jet
had been selected to meet the requirement. The pro-
Dassault-Breguet/Dornier Alpha Jet basic/advanced jet trainer of the Royal Moroccan Air Force
gramme received joint French-West German government
approval in late 1972; approval to proceed with the pro- (from 20 March 1980), JaboG 43 at Oldenburg (from have a long, narrow strake above the dorsal spine fairing
duction phase was annininced on 26 March 1975. January 1981), and JaboG 41 at Husum (from January to house the antenna for this equipment. All-flying tail-

DASSAULT-BREGUET/DORNIER ALPHA JET 1982), replacing Fiat G91Rs in the close support and plane, with trimmable and lAS-controlled artiHcial feel

Dassault-Breguet and Dormer are jointly producing the reconnaissance roles. Each of these units is allocated 51 system. Glassflbre fin tip and tailplane tips. Double-
aircraft. Eighteen others are assigned to the newly formed body irreversible hydraulic servo-actuated rudder, with
Alpha Jet, with Dassault-Breguet as main contractor and
(1 983 ) JaboG 44, after having been used previously at the trimmable artificial feel system. Yaw damper on close
Dornier as industrial collaborator, the total workload
being shared primarily between the two groups.
Luftwaffe base at Beja in Portugal for weapons training. support versions. A rudder and tailplane of CFRP have
All production Alpha Jets have identical structure,
Alternative close support version, developed by been developed and flight tested.

power plant, landing gear and standard equipment; there Dassault-Breguet and first flown tm 9 April 1982. Equip- Landing Gear: Forward retracting tricycle type, of
ped with new nav/attack system which includes inertial
are assembly lines in France, West Germany and Egypt. Messier-Hispano-Bugatti/Liebherr design. All units
The outer wings, tail unit, rear fuselage, landing gear doors platform, head-up display, laser rangefinder in modihed retract hydraulically, main units into underside of
nosecone, and radar altimeter. Ordered by Egypt (15) and engine air intake trunks. Single wheel and low-pressure
and cold-flow e,xhaust are manufactured in West Ger-
many; the forward and centre fuselage (with integrated
Cameroun (6) by mid-1984. Egyptian Air Force version, tyre (approx 4 bars; 58 Ib/sq in al normal T-O weight)
wing centre-section) are manufactured in France. Fusel- designated MS2, is being co-produced with Aircraft Fac- on each unit. Tyre sizes 615 x 255-10 on main units,
tory No. 36 at Helwan, near Cairo (see AOI entry in 380 X 150-4 on nose unit. Steel disc brakes and anti-
age nosecones and wing flaps are manufactured in Bel-
Egyptian section): eleven are being co-produced, follow-
gium by SABCA. The power plant prime contractors are skid units on main gear (Minispad or Modistop).
ing delivery in 1983 of four French built MS2s.
Turbomeca and SNECMA in France, and MTU and KUD Emergency braking system. Hydraulic nosewheel steer-
in West Germany; and, for the landing gear, Messier-
Alpha Jet NGEA (Nouvelle Generation pour I'Ecole et ing and arrester hook on close support version. Nose-
I'Appui). Improved attack version, incorporating the wheel offset to starboard to permit ground firing from
Hispano-Bugatti in France and Liebherr Aero Technik in
West Germany. nav/attack system already developed fortheMS2; uprated gun pod.
Larzac 04-C20 engines, developing 7-13 per cent more
Four flying prototypes were built, plus two airframes for Power Plant: Standard installation of two SNECMA/
static and tatigue testing. The 01 made its first flight, at
power than C6 version of earlier Alpha Jets; capability of
Turbomeca Larzac 04-C6 turbofan engines, each rated
carrying Magic 2 air-to-air missiles, plus auxiliary fuel
Istres, on 26 October 1973; all four had flown by the end at 13-24 kN (2,976 lb st), mounted on sides of fuselage.
tanks of up to 625 litres (137-5 Imp gallons) on inboard
of 1974. Details of the prototypes can be found in the Alternative option (on any Alpha Jet) for 14-12 kN
1978-79 and earlier editions of Jcine\. and of Dormer's underwing stations and 450 litres (99 Imp gallons) on
(3,1 75 lb st) Larzac 04-C20 turbofans, which are stan-
inboard or outboard stations.
DSFC and TST national experimental programmes in the dard on the NGEA version. Splitter plate m front of
1982-83 edition. Existing prototypes continue to be used By mid-1984 more than 400 of the 500 Alpha Jets then
each intake. Fuel two integral tanks in outer wings,
in
on order had been delivered.
as testbeds for various programmes, including armament one in centre-section and three fuselage tanks. Internal
Tvpt:; Tandem two-seat basic, low-altitude and advanced
testing and development of the Larzac 04-C20 engine. fuel capacity 1,900 litres (418 Imp gallons) or 2.070
There are tour versions of the Alpha Jet, as follows; jet trainer and close support and battlefield reconnais-
litres(455 Imp gallons). Provision for 310 or 450 litre
Advanced trainer/light attack version (formerly sance aircraft.
(68 or 99 Imp gallon) capacity drop tank on each outer
known as Alpha Jet E). Ordered tor the air forces of Wings: Cantilever shouider-wmg monoplane, with 6" wing pylon, plus (on NGEA) a 450 or 625 litre (99 or
France (175), Belgium (33), Egypt (30. designated MSI ), anhedral from roots. Thickness/chord ratio 10-2''r at 137 5 Imp gallon) tank on each inboard wing pylon.
Ivory Coast (7), Morocco (24), Nigeria (24), Oatar (6) root, 8-6'^> at tip. Sweepback 28° at quarter-chord.
Pressure refuelling standard for all tanks, including drop
and Togo (5). Those tor Nigeria are from German assem- All-metal numerically or chemically milled structure, tanks. Gravity system for fuselage tanks and drop tanks.
bly line, others from French production; 26 of Egyptian consisting of two
main wing panels bolted to a centre Pressure refuelling point near starboard engine air
MSls being assembled in Egypt, at Helwan (which see). frame. Extended chord on outer wings. Hydraulically intake. Fuel system incorporates provision for inverted
First production aircraft (El for French Air Force) flown actuated Fowler slotted flaps on each trailing-edge. flying.
on 4 November 1977; deliveries, starting with E2, began Ailerons actuated by double-body irreversible hyd-
Accommodation: Two persons in tandem, in pressurised
in the Summer of 1978. In service by January 1984 with
1 raulic servo, with trimmable artificial feel system.
cockpit under individual upward opening canopies.
Groupement-Ecole 314 at Tours (61 aircraft); the Pat- Fuselage; All-metal semi-monocoque structure, numer- Dual controls standard. Rear seat (for instructor in
rouille Salon de Provence; five
de France (14 aircraft) at ically or chemically milled, of basically oval cross-
trainer versions) is elevated. French trainer versions
aircraft at Mont-de-Marsan; and 30 with the 8e Escadre section. Built in three sections; nose (including cockpit),
fitted with Martin-Baker AJRM4 ejection seats, oper-
de Transformation at Cazaux to replace Mystere V-As in I centre-section (including engine air intake trunks and able (including ejection through canopy) zero height
at
the weapons training role. A further 25 remain to be main landing gear housings) and rear (including engine and speeds down to 90 knots (167 km/h; 104 mph).
ordered for GE 314. The 150th French Air Force Alpha mounts and tail assembly). Narrow strake on each side
Martin-Baker BION zero/zero seats in aircraft for Bel-
Jet was delivered 1984. Aircraft for Belgian Air
in early of nose of aircraft with no nav/attack system. Pomted gium, El ON in those for Egypt and OlON in those for
Force, assembled by SABCA and delivered in 1978-80, nose, with pitot probe, on Luftwaffe close support ver- Oatar. Aircraft for West Germany fitted with licence
serve with Nos. 2 and 7 Squadrons. sion. Electrically controlled, hydraulically actuated air-
built (by MBB) Stencel S-1I1-S3AJ zero/zero ejection
Close support version (formerly known as Alpha Jet brake on each sideof rear upper fuselage, of carbonhbre seats. Baggage compartment in tailcone, with door on
A). Ordered tor Federal German Luftwaffe (175). First reinforced epoxy resin.
starboard side.
flown (Al) on 12 April 1978; deliveries began in mid- Tail Unil; Cantilever type, of similar construction to
Systems: Cockpit air-conditioning and demisting system.
March 1979 and were completed on 26 January 1983. wings, with 45° sweepback on fin leading-edge and 30°
Cabin pressure differential 30 bars (4-3 Ib/sq in). Two
These now equip Jagdbombergeschwader
aircraft on tailplane leading-edge. Dorsal spine fairing between
independent and redundant hydraulic systems, each
(hghter-bomber groups) JaboG 49 at Furstenfeldbruck cockpit and fin. Aircraft equipped with radio compass
207 bars (3,000 Ib/sq in), with engine driven pumps
(emergency electric pump on one circuit), for actuating
control surfaces, landing gear, brakes, flaps, airbrakes,
and (when Htted) nosewheel steering. Pneumatic sys-
tem, for cockpit pressurisation and air-conditioning,
occupants' pressure suits and fuel tank pressurisation, is
supplied by compressed air from engines. Main electric
power supplied by two 28 V 9kW starter/generators, one
on each engine. Circuit includes a 36 Ah nickel-
cadmium battery for self-starting and two static inver-
ters for supplying 1 15V AC power at 400Hz to auxiliary
systems. External ground DC power receptacle in port
engine air intake trunk. Hydraulic and electrical systems
can be sustained by either engine in the event of the
other engine becoming inoperative. Liquid him anti-
icing system; de-icing by electrical heater mats. Oxygen
mask for each occupant, supplied by liquid oxygen con-
verter of 10 litres (2-2 Imp gallons) capacity.
Emergency gaseous oxygen bottle for each occupant.
Avionics and Eoiipment; Large avionics bays in rear
fuselage, containing most of the radio and navigation
equipment. Standard avionics, according to version,
MS2 close support version of the Alpha Jet, in Egyptian Air Force insignia include V/UHF and VHF or UHF transceivers.
 DASSAULT-BREGUET/DORNIER / EFA — AIRCRAFT: INTERNATIONAL 109

IFF/SIF, VOR/ILS/marker beacon receiver, Tacan,

radio compass, gyro platform and intercom. Landing
light on starboard mainwheel leg, taxying light on port
leg. SFIM .S^O gyro platform,
Basic French \ersion has
Thomson-CSF 902 weapon aimmg computer, LMT
micro-Tacan, EAS 720 VOR/ILS/marker beacon
rcccncr, TEAM com radio and intercom, and ESD
.VtOd IFF/SlF. West German \ersion has Kaiser/VDO
KM 80S head-up display, TRT 6- IK radar alti- AHV
meter, Lear Siegler LSI ftOOO E attitude and heading
reference system, and Litef LDN Doppler navigation
system with LR-l4Ui na\igation computer, Litef ABE
control unit and Tcledyne Ryan speed sensor. Elet-
tronica (Italy) HCM. SEL
Mitac/Sctac Tacan with ILS,
Siemens .SIR 700 IFl 'Sit Becker V CS 220 intercom, ,

Rohde und Schvvar/ XT 301 com radio, and EAS IMT I

56.'; BDHI. NGEA version has Sagem Uliss KI inertral

platform (replacing SFIM 550). Thomson-CSF VE

1 IOC head-up display (replacing Thomson-CSF 902),
plus Thomson-CSF TM\' 630 laser rangeMnder, TRT
AHV 9 radar altimeter and ESD Digibus digital multi-
plexed avionics databus.
Armament and Eouipmeni: More than 50
Oi'iiRAiioNAi
weapon conligurations
for training and
Alpha Jet close support version, with scrap views showing noses of advanced trainer/light attack version
different basic
(centre left) and MS2 (centre right), plus rear fuselage with dorsal antenna fairing il'ilai /Viss)
tactical air support missions have been qualihed for
Alpha Jet users. For armament training and close sup- Length overall; trainer 12-29 m (40 It 3% in) Landing speed noimal landing weight
at
port, the Alpha .let can be equipped w ith an underfusel- close support \crsion. incl probe 92 knots (170 km/h; 106 mph)
age detachable pod containing a 30 mm DEFA or 27 13 23 m (43 It 5 in) Stalling speed; flaps and landing gear up
mm Mauser cannon with \50 rds; or an underfuselage Height overall (at normal 1 -O weight) 16 knots (216 km/h; 134 mph)
1

pylon for one 250 kg bomb, one 400 kg modular bomb, 419 m 9 m) flaps and landing gear down
(13 ft
or a target towing system. Pro\ ision also for two hard- Tailplane span 4-33 m (14 ft 2'2 in) 90 knots (167 km/h; 104 mph)
points under each wing, with non-jeltiscmable adaptor 3,420 m (11,220 tt)/min
Wheel track 2-71 m (8 ft 10% in) Max rale ol climb at S/L
pvlons. On these can be carried Ml 55 launchers tor
Wheelbase 4-72 m (15 ft 5''4 in) Rate ol climb at S/L. one engine out. at 4.782 kg
eighteen 6S mm rockets; HE or retarded bombs of 50. (10.542 lb) AllW, in landing cimliguration
125, 250 or 400 kg; 625 lb cluster dispensers; 690 or Areas;
Wings, gross 17 50 m- (188-4 sq ft)
330 m (1.085 lt)/mm
S25 lb special purpose tanks; practice launchers for Time to 9,145 m (30.000 It) less than 7 min
Ailerons (total) 04 m" (1 1 19 sq It)
bombs or rockets; Dassault-Breguet CC-420 under-
1

Trailing-edge flaps (total) 2 86 m- (30-78 sq

Service ceiling 14.630 m (48.00(1 ft)
wing 30 mm
gun pods, each with 180 rds; or two 310. ft)
T-O run 410 ni (1.345 ft)
Airbrakes (total) 0-74 m' (7-97 sq ft)
450 or 625 litre (68, 99 or 137-5 Imp gallon drop tanks )
Landing run 610 m (2.000 ft)
Fin 2 97 m- (31-97 sq ft)
(see Power Plant paragraph). Provision for air-to-air or Low altitude radius ol action (trainer);
air-to-surlace missiles such as Magic or Maverick, or
Rudder 0-62 m- (6-67 sq ft)

Horizontal tail surlaces (total) 3 94 nr (42-41 sq ft)

clean', max internal fuel 291 nm (540 km; 335 miles)
reconnaissance pod. Total load tor all five stations 2,500 with external tanks 361 nm (670 km; 416 miles)
kg (5,510 lb). Dassault-Breguet CEM-1 (combined Weioiiis: High altitude radius ol actum (trainer), reserves of 15'vi^
external multistorc) earners can be attached to inboard Weight emptv. equipped; internal luel;
underwing pylons, permitting simultaneous carriage of trainer ' 3,345 kg (7,374 lb)
clean', max internal luel
mixed fuel/bomb/rocket loads, including six rockets and close support version 3,515 kg (7,749 lb)
664 nm
(1,230 km; 764 miles)
four practice bombs, or eighteen rockets with one 500 lb Fuel load (internal) 1,520 kg (3,351 lb)
with external tanks 782 nm
(1,450 km; 901 miles)
bomb, or six penetration bombs, or grenades or other or 1,655 kg (3,648 lb)
Lo-lo-lo mission radius (close support version), incl
stores. A special version of the CEM-1 allows carriage Fuel load (external) 500 kg (1,102 lb)
combat at max continuous thrust and 54 nm (100 km;
of a reconnaissance pod containing four cameras (three or 720 kg (1,587 lb)
62 mile) dash;
Omera 61 cameras and an Omera 40 panoramic cam- or 1,440 kg (3,174 lb)
with bellv gun pod and underwing weapons
era) and a decoy launcher. Luftwaffe aircraft equipped Max external load 2,500 kg (5,510 lb)
210 nm (390 km; 242 miles)
with ML A\ lation twin stores carriers. CBLS 200 prac- Normal T-O weight; with belly gun pod, underwing weapons and external
tice bomb and rocket launcher carriers, and ejector trainer, -clean' 5,000 kg (11,023 lb)
tanks 340 nm (630 km; 391 miles)
release units. Fire control system for air-to-air or air- Max T-O weight; Hi-lo-hi mission radius (close support version), incl
to-ground hring, dive bombing and low-level bombing. with external stores 8,000 kg (17,637 lb)
combat at max continuous thrust and 54 nm (100 km;
Firing by trainee pilot (in front seat) is governed by a
PERroRMANC E (at normal clean' T-O weight, except where 62 mile) dash;
safety interlock system controlled by the instructor, with belly gun pod and underwing weapons
indicated);
which energises the forward station trigger circuit and m 315 nm (583 km; 363 miles)
Max level speed at 10,000 (32,800 ft);
illuminates a lire clearance indicator in the trainee's Larzac 04-C6 Mach 0-85 with belly gun pod, underwing weapons and external
cockpit. Thomson-CSF
and gun camera in sight French
Lar/ac 04-C20 Mach 86 tanks 580 nm (1,075 km; 668 miles)
version; Kaiser/\'DO KM 808 sight and gun camera in 450 litre external
Max level speed at S/L; Ferry range (internal luel and four
West German attack version; Thomson-CSF gun Larzac 04-C6 540 knots (1.000 km/h; 621 mph) tanks) more than 2,160 nm (4.000 km; 2.485 miles)
camera in NGEA version. Larzac 04-C20 560 knots (1.038 km/h; 645 mph) Endurance (internal fuel only);
Dimensions, external; Max speed tor flap and landing gear extension low altitude more than 2 h 30 min
Wing span 911 m (29 It I0'4 in) 200 knots (370 km/h; 230 mph) high altitude more than 3 h 30 min
Wing aspect ratio 4 8 Approach speed 110 knots (204 km/h; 127 mph) i; limits (ultimate) +I2/-6-4

EFA
EUROPEAN FIGHTER AIRCRAFT
The airehiefsof staff of live European nations France, —
West Germany, Italy, Spain and the UK agreed and —
issued in December 1983 an outline staff target for a new
combat aircraft to enter service with all hve air forces in
the mid-1990s. National design teams from Dassault-
Breguet. MBB, Aeritalia. CASA and British Aerospace
willcollaborate in developing and harmonising individual
national requirements, possibly incorporating some of the
design aspects and technology that will become available
in the latter 980s via the
1 ACX
and EAP programmes (see
French and UK sections). A six-month feasibility study
was initiated in July 1984.
The EFA will be conhgured primarily for the air defence
role, but with a strong secondary capability for air-to-
surface attack. Some 800 aircraft are expected to be
required, in the approximate ratio of 200 for France. 250
for Germany, 100 each for Italy and Spain, and 150-200
for Great Britain; a proportion of two-seat trainer ver-
sions would be included in these totals. General conHgur-
ation appears likely to be that of a single-Hnned canard
delta, powered by two high bypass ratio turbofan engines
in the 89-1 II kN'(20.000-25.'oOO lb st) class. First flight is

envisaged for 1990 or 1991, to permit entrv into service in

1995.
The following description, which obviously should be
regarded as provisional at this stage, is based on the out-
line staff target agreed in December 1983:
Type; Single-seat, extremely agile STOL fighter, with sec-
ondary ground attack capability. British Aerospace's initial design submission for the European Fighter Aircraft (EFA) project
 ,

110 INTERNATIONAL: AIRCRAFT — EFA / EHI

AlR^RAME: Yet to be dclined. but expected to be ot canard Doppler radar with an interception range of 50-80 nm Weights (approx):
delta configuration, possibly with compound sweep on (92-5-148 km: 57-5-92 miles), able to acquire at least Weight empty 9,500 kg (20,945 lb)
main wing, designed tor optimum STOL
and air-to-air 85 per cent of probable targets (including eight targets Internal fuel load 4,000 kg (8,818 lb)
combat capability. Will incorporate advanced simultaneously), and to direct lookdown/shootdown External stores load (weapons and/or fuel)
aerodynamics, and likely to make extensive use of com- and snap-up weapons against them. Other radar 4,500 kg (9,920 lb)
posite materials. requirements include velocity and single-target search, Max T-O weight 7,000 kg (37.480 1 lb)
Power Plant: Two advanced technology, high bypass track-while-scan and range-while-scan, target priority Design Performance:
ratio afterburning turbotan engines, in 89-111 kN processing, automatic weapons selection, and recom- Max level speed more than Mach 1-8
(20,000-25,000 lb) thrust class, mounted side by side in mended combat tactics display. mode, will
In attack T-O and landing distance with full and two
internal fuel
rear fuselage, possibly with ventral intake(s). Possible have capability for ground mapping/ranging and terrain AMRAAM plus two ASRAAM or Sidewinder
candidate engines include Turbo Union RBI 99 or avoidance, but not terrain following. Internal ECM, ISX
missiles, ISA + 500 m (1,640 ft)
derivative, Snecma MH8, Rolls-Royce XG40 and Gen- Armament (interceptor): Internally mounted cannon, Combat radius (estimated)
eral Electric F404. In-flight refuelling capability plus up to six Matra Mica (France only), or a mix of six 250-300 nm (463-556 km; 288-345 miles)
required. AMRAAM and ASRAAM/Sidewinder air-to-air mis- f>
limits with full internal fuel and two AMRAAM
Avionics: Primary sensor is to be a multi-mode pulse- siles. missiles -(-9/-3

EHI
EH INDUSTRIES LIMITED
Granville House, 132-135 Sloane Street, London SWIX
9BB, England
Telephone: 01 730 7243
Telex: 291600 EHILON
Directors:
Cav del lavoro Conte Corrado Agusta (co-Chairman)
The Rt Hon Lord Aldington, PC. KCMG, CBE, DSO
(co-Chairman)
Sir Basil Blackwell, MA, BSc(Eng), FEng, FIMechE,
FRAeS, FBIM
Dott Ing L. Passim (Managing)
B. Lovera
A. V. N. Reed
R. Teti
Secretary: I. S. Anderson
Particihating Companies:
Costruzioni Aeronautiche Giovanni Agusta SpA,
21017 Cascina Costa di Samarate. Gallarate, Italv
Telephone: (0331 229111 )

Telex: 332569
Westland Helicopters Ltd, Yeovil, Somerset BA20
2YB, England
Telephone: Yeovil (0935) 75222
Telex: 46277
This company was formed in June 1980 by Westland Basic naval ASW version of the EH 101 multi-role helicopter (Piloi Press)
Helicopters and Agusta to undertake the joint develop-
from land bases, large and small vessels (including mer- Type: MuIti-roIe helicopter.
ment, production and marketing ot a new anti-submarine
chant ships), and oil rigs. It will be capable of launch and Rotor System: Five-blade main rotor, hub of which is
warfare helicopter, for which the Royal Navy and Italian
recovery from a frigate ol 3.445 tonnes (3.500 tons). In sea designed on multiple load path concept, incorporating
Navy both have a requirement. Such a programme was
state 6. with the ship on any heading and in wind speeds, fail-safe principles, and Is formed from composite mat-
initiatedby Westland In the UK in 1977 in response to
from any direction, of up to 50 knots (93 km/h; 57 mph). erials surrounding a metal core. Blades, also of com-
Naval Staff Requirement 6646, leading to the 34 WG Primary roles of the maritime version will be anti- posite construction, have an advanced aerofoil section,
helicopter described under that company's heading in the
submarine warfare, anti-ship surveillance and tracking, special high-speed tips resulting from British Experi-
1979-80 Vmic's.
anti-surface-vessel. amphibious operations, and search mental Rotor Programme (BERP). and are attached to
The EH 101 is now being developed to meet the
and rescue. Other roles Include airborne early warning, hub by multi-path loading including elastomeric bear-
detailed requirements of both navies, and for other civil,
vertical replenishment, and electronic countermeasures ings. Naval version has fully automatic powered folding
military and naval roles. British and Italian government
(deception, jamming and missile seduction). For the of main rotor blades (optional on other versions) and
approval for the nine-month project dehnition phase was
Royal Navy, the EH 101 has been specified as equipment tail rotor pylon, with manual system for emergency
given on 1 2 June 1 98 1 and full programme go-ahead was
,

for Its Type 23 general purpose frigates; it has also been backup. Electric de-icing of rotor blades standard on
announced by the two governments on 25 January 1984.
announced that the helicopter will operate from 'Invin- naval version, optional on other versions. Four-blade
A formal contract tor the naval version was signed on 7
cible' class aircraft carriers. Royal Fleet Auxiliaries and tail rotor, mounted on port side of tail rotor pylon.
March 1984. The programme is being handled on behalf
other ships, as well as from land bases. Initial requirements Rotor Drive: Front drive directly into main gearbox from
of both governments by the British Ministry of Defence.
are reportedly 50 for the Royal Navy and 38 for the Italian all three engines, with all gears straddle mounted for
Technical responsibility rests with Westland Helicopters
Navy. greater rigidity. External driveshaft to tail rotor gear-
and Agusta, each of which has a SQ' < interest in EHI.
It is envisaged that a commercial EH 101 would be box. Main transmission system, being developed under
Subcontractors include Fiat Aviazione, which will develop
the main transmission system. Westland has design leader-
operated by a crew of three, including a steward, and carry subcontract by Flat Aviazione. is rated at 3.400 kW
30 passengers. The utility version, in a logistic transport (4,560 shp).
ship for the commercial version, and Agusta for the rear
conhguration. would incorporate a rear loading ramp for Flselage and Tail Unit: For general appearance, see
loading utility version; the naval version is being
the direct in-loading of vehicles and cargo, and would be accompanying three-view drawing. Metal skinned front
developed jointly by the two companies for their respec-
able to airlift a payload of almost six tons: alternatively, a and centre fuselage common to all three versions.
tive navies.
total of 28 troops could be carried. The design philosophy Modified rear fuselage and slimmer tailboom on utility
EH INDUSTRIES EH 101 of the EH 101 is aimed at providing significant improve- version, to accommodate rear-loading ramp/door in
In the Spring of 1977 the MoD(Navy) completed a ments in safety, availability, operating costs and perfor- underside. Tailcone and tail rotor pylon of composite
series of feasibility studies for a new ASW helicopter, and mance. This is achieved through the use of three engines construction; on naval version, this folds forward and
to examine what sensors and performance standards it and higher power margins, damage tolerant airframe and downward so that starboard half of tailplane passes
would require. dynamic structure, greater system redundancy, and underneath rear fuselage. Small ventral fin under tail-
Westland's WG
34 design, marginally smaller than the onboard health monitoring systems. One major capability cone.
Sea King but with substantially more payload capability, is zero-scheduled take-off held length to full Category A Landing Gear: Fully retractable tricycle type, with single
was selected by the MoD (Navy) for development in the rules for much of the weight, altitude and temperature mainwheels and twin-wheel nose unit. Main units
late Summer of 1978. The Italian Navy, although It would range. This will enable new applications to be exploited in retract into fairings on sides of fuselage.
place emphasis more on shore-based than shipboard congested areas. Power Plant: Three General Electric CT7 turboshaft
operation, has a requirement broadly similar to that of the Ten pre-production aircraft are planned, one of which engines pre-production aircraft, currently rated at
In
Royal Navy, and In 980 Westland and Agusta decided to
1 will be used for ground tests. Of the other nine, four (PPl 1,289 kW(1,729 shp) max contingency, 1,262 kW
combine forces in a joint design, the EH 101, to meet the 2, 4 and 7 will be used to qualify the basic aircraft, the first
) (1,693 shp) intermediate and 1.071 kW (1,437 shp)
requirements ol both services and for other military and one being scheduled to make Its initial flight in late 1986. max continuous. Engine rating for commercial version
civil applications. Development ot this helicopter is now A fifth EH 101 (PP3) will be used by Westland to speed not yet decided, but reportedly will be approx 20 per
proceeding in three basic versions: naval, commercial the award of civil certlhcation. which is planned for late cent higher. Computerised fuel management system.
transport, and utility. The commercial version is expected 1989. Aircraft PP5 and PP6 will be devoted respectively to Accommodation: One or two pilots on flight deck (aircraft
to enter service first, followed shortly afterwards by the development of the Royal Navy and Italian Navy versions; will be certlHcated for single-pilot operation). ASW
naval version. PP8 and PP9 will be used for reliability proving and will version will normally also carry observer and acoustics
The EH 101 will have three engines, and will incorp- serve as demonstrators for the commercial and utility ver- systems operator. Commercial version able to accom-
orate composite materials, plus the latest available elec- sions. All nine are expected to fly within about two years of modate 30 passengers, four abreast at approx seat pitch
tronics and data handling systems. The physical dimen- the hrst flight. First deliveries of the commercial version of 76 cm (30 in), plus cabin attendant, with toilet, galley
sions of the helicopter are limited by frigate hangar size. are planned for late 1989, and hrst naval deliveries for and baggage facilities (including overhead bins). Utility
Extensive market research showed that this also matches 1990. Aircraft will be produced by single source manufac- version can accommodate up to 28 combat-equipped
the requirement for civil use. especially for the offshore ture of components, with a hnal assembly line in each troops or equivalent cargo. Main passenger
support role, and systems developed for operation to and country. Major design responsibilities at present include door/emergency exit at front on port side (commercial
from the pitching deck of a frigate at sea are equally valid Westland for the front fuselage and main rotor blades; and utility versions), with additional emergency exit on
for the pitching deck of an offshore platform. Agusta for the rear fuselage, rotor head, hydraulic system each side of cabin at rear, above main landing gear
The naval EH 101 is designed for fully autonomous and part of the electrical system; and Fiat for the main sponson. Large sliding door at mid-cabin position on
all-weather day and night operations, and will operate gearbox. starboard side. Baggage bay aft of cabin on commercial
 EHI / EUROCOPTER — AIRCRAFT: INTERNATIONAL 1 1

transport version, with external access via door on port in RN aircraft) in a 'chin' radome, plus dipping sonar, Height, main rotor and tail pylon folded
side.Cargo loading ramp/door at rear of cabin on utility two sonobuoy dispensers, advanced sonobuoy proces- 5-18 m (17 tt in)
version. sing equipment, and an external rescue hoist. ASST Dimensions, internal:
Systems: Three independent hydraulic systems, providing (anti-ship surveillance and tracking) version will carry Cabin: Length 6-50 m (21 tt 4 in)
(irst and second failure survival for main flying controls. equipment for tactical surveillance and OTH (over the Max width 2-50 m (8 ft 2'-: in)
Primary system is 1.'>/200V three-phase AC,
electrical 1 horizon) targeting, to locate and relay to a co-operating Width at floor 2 39 m (7 ft 10 m)
powered by two 2()/45kVA brushless, oilspray-cooled trigate the position of a target vessel, and for midcourse Max height 1 82 m (5 ft 1 I '2 in)
generators driven by accessory gearbox, plus a third, guidance of the frigate's missiles. On missions involving Areas;
separately driven standby alternator. Provision for the patrol of an exclusive economic zone it can also, with Main rotor disc 271-72 m' (2,924-8 sq ft)
APU for main engine starting, and to drive accessory suitable radar, monitor every hour all surface contacts Tail rotor disc 12 57 m- (135-3 sq ft)
gearbox and hydraulic power without run-
for electric within an area of 77,700 km'^ (30,000 sq miles); can Weights (A: naval version, B: commercial version, C:
ning main engines. patrol an FEZ 400 x 200 nm (740 x 370 km; 460 x utility version):
Avionics: Avionics system is based on two MIL-STD- 230 miles) twice in one sortie; and can effect boarding Basic weight empty approx 7,031 kg (15,500 lb)
1553B multiplex data buses which link the basic aircraft and inspection of surface vessels during fishery protec- Operating weight empty 8,618 kg (19,000 lb)
management and mission systems. Main processing tion and anti-smuggling missions. ASV version is Max fuel weight (internal tanks only):
element of the management system is a dual redundant designed to carry air-to-surface missiles and other B 3,855 kg (8,500 lb)
aircraft management computer, which carries out weapons, for use as appropriate, from strikes against Disposable load; A 6,083 kg (13,410 lb)
navigation, control and display management, perfor- major units using sea-skimming anti-ship missiles to B (cargo) 6,699 kg (14.769 lb)
mance, 'health' and usage monitoring computation; it small-arms deterrence of smugglers. Various duties in C 6,548 kg (14,436 lb)
also controls the basic bus. Other basic aircraft system amphibious operations could include personnel/stores Max T-O weight: A 13,000 kg (28,660 lb)
elements are the dual duplex digital AFCS; a complex transportation (eg, 24 combat-equipped troops and B 14,290 kg (31.500 lb)
military communications subsystem; and Doppler, iner- their stores over a 200 nm; 370 km; 230 mile radius), Perlormance (estimated);
tial, global positioning and other navigation sensors. casualty evacuation, surveillance over the beachhead, Never-exceed speed at 915 m (3,000 ft), ISA
Advanced flight deck makes extensive use of colour and logistic support. In logistic support the EH 101 can 174 knots (322 km/h; 200 mph)
CRTs for flight navigation and systems display, and carry internal loads or up to 6,804 kg (15,000 lb) on an Typical operational cruising speed at S/L, ISA
features multi-function keyboard control. Main proces- external sling. 160 knots (296 km/h; 184 mph)
sing element of the naval version mission system is the Dimensions, external: T-O distance at max T-O weight
dual redundant mission computer, which carries out Main rotor diameter 18-59 m (61 ft in) approx 213 m (700 ft)
tracking, sensor management, control and display man- Tail rotor diameter 4 00 m (13 ft 1 Va in) Range with zero take-off distance (Category A rules),
agement, and controls the mission bus. AFCS will Length overall, both rotors turning IFR reserves:
include electronic ADI and HSl. Avionics will wherever 22-90 m (75 ft 1': in) B, 30 passengers 300 nm (556 km; 345 miles)
possible conform to ARINC 700 and 429 standards. Length, main rotor and tail pylon folded Still air range, with reserves;
Armament and Operational Eulipment (naval and 15-85 m (52 ft in) B, 30 passengers 550 nm (1,020 km; 633 miles)
military utility versions): Naval version able to carry up Width, main rotor and tail pylon folded B, 20 passengers 750 nm (1,390 km; 863 miles)
to four homing torpedoes (probably Marconi Stingray 5-49 m (18 ft in) Ferry range 1,000 nm (1,850 km; 1,150 miles)
in RN version) or other weapons. ASW version will Height overall, both rotors turning Endurance on station for dunking cycle with full

have 360° search radar (probably Ferranti Blue Kestrel 6-50 m (21 ft 4 in) weapon and mission load: A 5 h

EUROCOPTER The co-operation programme involves

helicopter design, from which three versions
a single basic
will be
configuration which permits almost unrestricted instal-
lation of a sight. Development to date
mast-mounted
Headqi arters; Pans
developed. These are; has been by MBB, company and Federal German
using
Participating Companies:
HAP (Helicoptere d'Appui et de Protection). Escort Defence Ministry funding. Main features are a compact,
Messerschmitt-Bdikow-Blohm GmbH. Helicopter
and fire support version for French Army, for delivery robust construction, low aerodynamic drag, a very small
and Military Aircraft Division, Ottobrunn bei
Mijnchen, 8000 Munchen 80, Postfach 801140,
from 1992. Armed with a 30 mm
GIAT AM-3078 auto- number of parts, and ease of maintenance. Develop-
matic cannon in undernose turret. Releasable weapons, on ment ot new blade aerofoil sections and geometries
Federal Republic of Germany
wingtip pylons only, comprise tour Matra Mistral infra-red promises performance improvements ot about 10 per
Telephone: (089) 6000 2945
homing air-to-air missiles, or two pods each with twenty- cent over most present-day systems, and will provide
Telex: 5287 740 mbb d
Aerospatiale, 37 boulevard de Montmorency. 75781
two 68 mm
rockets. Roof mounted sensors. Prototype the agility needed in typical anti-tank missions, le in

(04) due to fly m December 1987. extreme nap-of-the-earth flights. Three-blade compo-
Paris Cedex 16, France
PAH-2 (Panzerabwehr Hubschrauber, 2nd generation ). site tail mounted on starboard side. Principal
rotor,
Telephone: 524 43 21
Anti-tank version for West German Army, for delivery features of main transmission are separate load paths,
Telex: AISPA 620059 F
from 1993. No nose gun turret. Wings further forward high dry-run capability (up to 30 min), and compatibil-
Management Board;
than on HAP, with four underwing pylons for up to eight ity with the mast-mounted sight.
Dieter Halff (MBB) (Chief Executive Officer)
Hot anti-tank missiles (inboard) and four Stinger 2 air- Wings, Fuselage and Tail Unit; Conventional semi-
Jean Bregeault (Aerospatiale) (Deputy Chief
to-air missiles for self-defence (outboard). Combined monocoque structures, meeting criteria lor safety, crash
Executive)
nose-mounted sight for pilot and gunner. Will later have, resistance (to MlL-STD-1290 standards), and damage
Dr Carl-Peter Fichtmuller (MBB)
in addition to Hot, the capability to carry up to eight tolerance (survivable against hits from weapons of up to
Michel Thomas (Aerospatiale)
Euromissile Dynamics Group ATGW-3 (third generation 23 mm calibre). Stub wings, with anhedral on outer
Dr Fritz Ramjoue (MBB)
anti-tank guided weapons) long-range 'fire and forget' panels, for releasable weapons; on PAH-2 and HAC-
Jean-Claude Sieffer (Aerospatiale)
infra-red homing missiles. Prototype (03) due to fly in 3G, wings are mounted further forward than on HAP
EUROCOPTER HAP/PAH-2/HAC-3G December 1987. version, in line with rotor mast. Sweptback fin/tail rotor
Following approval of a Franco-German co-operation HAC-3G (Helicoptere Anti-Char, 3rd generation). pylon and underfin; horizontal stabiliser mounted low
programme on the basis of industry proposals, the defence Anti-tank version for French Army, for delivery from on main fin.
ministers of West Germany and France signed on 29 May 1996. Forward-mounted wings, as on PAH-2, with up to Landing Gear; Non-retractable tailwheel type, with
1984 a memorandum of understanding covering the four ATGW-3s inboard. Mast-mounted sight for gunner. single wheel on each unit.
development of a new anti-tank helicopter for service with Retains nose-mounted night vision sensor for pilot. Pro- Power Plant: Two 900 kW ,200 shp) MTU/Turbomeca
( 1

their two armies in the 990s. Systems leadership lies with

1 totype (07) due to fly in January 1993. MTM 385-R turboshaft engines, mounted side by side
MBB, with Aerospatiale as co-contractor, although the Seven development aircraft are expected to be built, above centre-fuselage. Self-sealing fuel tanks, with
work will be shared between these two companies on an including two unarmed aerodynamic prototypes to flight explosion suppression.
equal basis. test the common basic airframe. First flight is expected to Accommodation; Crew of two in tandem, with pilot
Executive authority for the programme is the Bun- take place in mid-1987. Requirements have been esti- (France) or weapons system operator (Germany) in
desamt Wehrtechnik und Beschaffung (German fed-
fijr mated at 212 PAH-2s for Germany, 75 HAPs and 140 front according to national preference. Impact-
eral defence technology and procurement agency). MBB HAC-3Gs for France. absorbing seats. Flat-plate cockpit transparencies.
and Aerospatiale have set up a joint company known as Type; Twin-engined anti-tank helicopter. Systems: Mechanical primary control, with electrical (fly
Eurocopter, with headquarters Pans, for the bilateral
in Rotor System and Drive; Four-blade rigid main rotor, by wire) backup.
management of this programme, which will involve a total with composite blades, offset hinges and elastomeric Avionics; Essential characteristics will be common to
of 400 or more aircraft for the two countries. Eurocopter is bearings. Rotor head consists of two fibre composite both French and German versions, and mainly Euro-
controlled by a joint board. starplates bolted together with a titanium spacer, a pean in origin. Systems architecture will be based on

Models of the Eurocopter HAP (left) and PAH-2 armed helicopters for the armies of France and West Germany
112 INTERNATIONAL: AIRCRAFT — EUROCOPTER / GATES/PIAGGIO
integrated digital a\ lonies ineorpiiratmg a 1553B data Dimension, f.xtf.knai.: Performance (estimated):
two symbol generators, a
bus, multiple ciiekpit displays, Main rotor diameter l.VOO m (42 It V'j inl Cruising speed: HAP l.'il knots (280 km/h; 74 1 mph)
central operating unit, and a decentralised computer. PAH-2 LI.S knots (250 km/h; K^S mph)
Four-axis autopilot. Comprehensive ECM. including Weights: HAC-.tG
radar/laser warning receivers and ehatt/flare dispensers. Mission T-O weight approx 4.«()1)kg (1(),.'^H2 lb| 13,S-1.S1 knots (2.50-280 km/h; 15.5-174 mph)
Arm.^ment: As listed under model descriptions. Design max T-O weight 5.(X)0 kg (11,023 lb) Endurance, inel 20 min reserves 2 h 50 min

GATES/PIAGGIO which serves as a forward wing rather than a traditional G (modihed) section at root.PE 1332 G
section at tip;
canard surface, by producing a positive component of lift thickness/chord ratio 13'(. Dihedral 2° from roots.
AlRIRAMF CoNlRAl loRS:
which not only assists the main wing in supporting the Incidence 0°. Sweepforward at quarter-chord -0° 47'.
Gates Learjet Corporation, PO Box 11186, Tucson,
aircraft but allows the latter to be reduced in size, thereby Integrally machined skins and spars of aluminium alloy;
Arizona 85734-1186, USA
also reducing cruise drag and fuel consumption. main spar forms an Integral fail-safe structural unit with
Telephone: (602) 746 5100
Piaggio is responsible for design, development and rear pressure bulkhead and main landing gear.
Telex: 666408
manufacture of the wings, rear fuselage, tail unit and Trailing-edge flaps (outboard of engine nacelles) and
Industrie Aeronautiche e Meccaniche Rinaldo
engine nacelles. Gates Learjet has responsibility for the balanced ailerons are of all-composite construction.
Piaggio SpA, Via Cibrario 4, 16154 Genoa, Italy
entire fuselage forward of the rear pressure bulkhead, and Trim tab in starboard aileron. Hot air anti-icing of out-
Telephone: (010) 600831
each partner is responsible for all systems located within board leading-edges.
Telex: 270695AERPIA I

its own There will be assembly lines in

part of the airframe. Foreplanes; All-composite tail-safe fixed incidence ( + 3°)
GATES/PIAGGIO GP-180 both Italy and the USA. While most of the GP-i80 is ot foreplane at tip of nose, with 5° anhedral. fitted with
First details ol new turboprop powered business
this conventional metal construction, the nosecone, entire tail all-composite single-slotted auxiliary trailing-edge
aircraft were announced in October 1983, at the NBAA unit, engine nacelles, wing moving surfaces and landing flaps. Foreplane has Piaggio PE 1 300 G aerofoil section,
annual meeting at Dallas, Texas. The major change since gear doors are built of composite materials; thickness/chord ratio 13°. and 0° sweepback at 50 per
that date has been to specify Pratt & Whitney PT6A-66 graphite/epoxy (carbontibre) in areas of high stress and cent chord. Electrical anti-icing of foreplane leading-
engines to power the aircraft, instead ot the lower rated Kevlar/epoxy elsewhere. These parts of the airlrame 48 — edges. Auxiliary flaps do not control the aircraft in pitch,
PT6A-61s originally selected. This was done to improve components in all. representing about 10 per cent of the but are primarily to assist lift, being coupled with the
and ensure the initial performance goals, including par- aircraft's operating weight empty —
are manutactured mam wing flaps and deflecting with them to offset
ticularly the aircraft's speed in a climb. under subcontract by Sikorsky Aircraft and supplied to changes in trim.
As can be seen from accompanying three-view
the both manufacturers. The first batch of six shipsets of com- Fuselage: Circular-section pressurised fail-safe structure
drawing, the GP-180 is advanced aerodynamic
of posite components was delivered in mid- 1984. of mainly metal construction (machined and bonded
configuration, the major design features being the adop- The Hrst GP-180. assembly of which was to begin at aluminium alloy), with rear pressure bulkhead in line
tion of a 'three lifting surfaces' concept, to reduce cruise Piaggio's Finale Ligure plant in late 1984, will be an with wing main spar. Nosecone, baggage door and land-
drag and fuel consumption, and placement of the engines aerodynamic prototype, and is expected to make its initial ing gear doors are built of composite materials. Two
aft of the rear bulkhead to minimise engine noise levels in flight in June 1985. Gates Learjet. which is also complet- small metal ventral fins under tailcone.
the cabin. Initial research and development leading to the ing the structural test airlrame. will build the second flying Tail Unit; All-sweptback. all-composite T tail, with
present design was begun by Piaggio in 1979, and Gates prototype at its Wichita. Kansas, facility. This aircraft will anhedral tailplane and balanced ele\ators and rudder.
Learjet became a partner in the programme in 1983. be used primarily tor systems testing and in certilication ot Trim tab in rudder and each elevator. No tail unit anti-
Extensive wind tunnel testing has been conducted, the the avionics; it is expected to fly during the second half of icing.
most recent being in the Boeing transonic tunnel at 1985. Landing Gear: Hydraulically retractable tricycle type,
Seattle, Washington. More than 20 GP-180s had been ordered by the Spring with single-wheel main units and twin-wheel nose unit.
Primary lifting surface is the mam wing, which is of 984. Current plans are to achieve Italian RAI and US
1 Mam units retract rearward into sides of fuselage; nose
situated just above the mid position (to avoid drag- (FAR Pt 23) certlhcation in December 1986. enabling unit retracts forward. Dowty hydraulic shock absorbers.
inducing bulges in the circular-section tuselage) and, by customer deliveries to begin during the first quarter of Tyre sizes 6-50-10 (main) and 500-4 (nose). Carbon
virtue of the pusher' engine installation, has an unbroken 1987. brakes.
leading-edge. The second lifting surface is the horizontal T T>pe: Twin-turboprop corporate transport. Power Plant; Two 597 kW (800 shp) (flat rated) Pratt &
tailplane and elevator, which provides orthodox control Wings; Cantilever non-swept mid-wing monoplane. Whitney Canada PT6A-66 turboprop engines, each
from a conventional location. The third is the foreplane, tapered on leading- andtrailing-edges. Piaggio PE 1491 mounted above the wing in an all-composite nacelle and
driving a four-blade fully-feathering reversible-pitch
pusher propeller with spinner. Propeller blades de-iced
by engine exhaust. Fuel in one 700 litre (154 Imp gal-
lon; 185 US gallon) tank in tuselage and two 450 litre
(99 Imp gallon; 19 US gallon) wing tanks; total fuel
1

capacity 1 ,600 litres (352 Imp gallons; 423 US gallons).

Single pressure refuelling point in upper part of fusel-
age.
AtcoMMODATiON: Crew one or two on flight deck, plus
of
cabin attendant. Seating in main cabin tor five to nine

passengers, with galley, toilet, storage area and cabin

attendant's seat standard. Rectangular cabin windows,
including one emergency exit on starboard side. Pas-
senger door at front on port side. Baggage compartment
aft of rear pressure bulkhead, with door immediately aft
of wing on port side. Entire accommodation pressurised
and air-conditioned.
Systems; Bleed air environmental control system, with
max pressure differential of 0-62 bars (90 Ib/sq in).
Single hydraulic system, driven by electric motor. No
Mockup of the six/ten-passenger GP-180 executive transport
pneumatic system. Electrical system powered by two
starter/generators and a nickel-cadmium battery. Basic
version has 0-62 m' (22 cu ft) oxygen system. Hot air
anti-icing of main wing outer leading-edges; electrical
anti-icing lor foreplane and windscreen.
Avionics and Eoliii'MEni; Standard com/nav equipment
(Collins Pro Line or other, to customer's requirements).
Blind-flying instrumentation standard.
Dimensions, external;
Wing span 13-64 m
(44 ft 9 in)

Foreplane span 3-281 m (10 ft 9' 4 in)

Wing chord; at root 1-79 m (5 ft 10': in)

at tip 0-63 m (2 ft 0'4 in)

Foreplane chord; at root 0-786 m (2 ft 7 in)

at tip 0-55 m (1 ft 9-.y in)

Wing aspect ratio 1 1-8

Foreplane aspect ratio 4-9

Length overall 14168 m (46 5% in) ft

Length of fuselage 12-528 m (41 "A in) ft 1

Fuselage; Max width 1-95 m (6 4 'A in) ft

Height overall 3-907 m (12 9% in) ft

Tailplane span 4-184 m (13 8'/4 m) ft

Wheel track 2-844 m (9 4 in) ft

Wheelbase 5-808 m (19 in) ft 0-',i

Propeller diameter 2-159 m (7 ft in) 1

Propeller ground clearance 0-778 m (2 6% in) ft

Distance between propeller centres

4-13 m (13 ft 6'2 in)

Passenger door (fwd. port);

Height 1-30 m (4 ft 3 '/4 in)

Width 0-74 m (2 ft 5 in)

Gates/Piaggio GP-180 twin-turboprop corporate transport (Pilot Press) Height to sill 0-577 m (1 ft 10 V4 in)
 GATES/PIAGGIO / MBB/KAWASAKI — AIRCRAFT: INTERNATIONAL 1 1

Baggage door (rear, port): Fin 3-681 m- (39-62 sq ft) Max level and rnax eruising speed at 8.230 m (27.000
Tleighl 0-64 111 (2 tt 1
'4 m) Rndder, inel tab 1-05 m' (1 1-30 sq ft) It) 400 knots (740 km/h; 460 mph)
Width ()-70 m (2 ft 3'.; in) Tailplane 2-485 m= (26-75 sq ft) Eeon eruismg speed at 12,500 m (41,000 It)
Height lo sill 1 38.'? m (4 ft 6' in) Elevators (total, inel tabs) -349 nr (14-52 sq
I ft) 320 knots (593 km/h; 368 mph)
Emergcnev e\it (stbd): Height 066.^ m (2 ft 2' J in) Wek.iits and Loadings (estimated): Stalling speed, power olf:
Width 4S5 m (1 tt 7 in) Weight empty, equipped 2,812 kg
(6,200 lb) flaps up 105 knots (195 km/h: 121 mph) CAS
Max payload 907 kg
(2,000 lb) flaps down 90 knots (167 km/h: 104 mph) CAS
Dimensions, inii rnai :

Max fuel load 1,215 kg

(2,680 lb)
m
Cabin: Length 6 (K) m (19 tt N'4 in) Max rate ot elimb at S/L 1,112 (3,650 lt)/min
Max T-O weight 4,445 kg
(9,800 lb)
Max width 1S5 m (6 ft ()'4 in) Rate of elinib at S/L, one engine out
1-75 m (5
Max ramp weight 4,486 kg (9,890 lb)
Ma\ height ft 9 in)
Max landing weight 4,223 kg (9.310 lb)
381 m (1,250 lt)/min
Volume l()-48 m' (370 eii ft)
Max /ero-fuel weight 3,810 kg (8,400 lb)
Service ceiling 13,410 m (44,000 ft)
Baggage eompartnient \oUime 119 m' (42 en tt) Service ceiling, one engine out 9.750 m (32,000 It)
Max wing loading 282-04 kg/m- (57-8 Ib/sq ft)
Areas: Max power loading 3-73 kg/kW (6-12 Ib/shp) T-O to 15 m (50 It) 735 m (2,415 ft)

Wings, gross 1 5-76 m- (169-64 sq ft) PERrORMANi (estimated, at max T-O weight exeept
fc Landing from 15 m (50 ft) at max landing weight
Ailerons (total, inel tab) 0-66 m- (710 sq ft) where indieated): 610 m (2,000 ft)

Trailing-edge flaps (total) 1 601 m^ (17-23 sq ft) Max operating Maeh number 0-67 Range with NBAA
IFR reserves;
Foreplane 1 607 m- (17-30 sq tt) Max operating speed with max payload 880 nm (1,630 km; 1.013 miles)
Foreplane Haps (total) O-.SX? m- (6-30 sq ft) 260 knots (482 km.h; 299 mph) HAS with max luel 2.160 nm (4.000 km; 2.485 miles)

MBB/KAWASAKI
AiRiRXMi Primi Conirmiors:
Messerschmitt-Bdikow-Blohm GmbH, Helicopter
and Mililarv Aircialt Group. Ottobrun bei
Munehen. 8(ioO Munchen 80. Postfach 801140.
Federal Republic of Germany
Tclcplioiic: (089) 6000 2945
TcU'\: 5287470 nibb d
Kawasaki Heavy Industries Ltd, World Trade Center
Building. 4-1 Hamamatsii-cho 2-chonie. Minato-ku.
Tokvo. Japan
Tele'i'liouc: Tokvo (03) 435 2971
Telex: 242 4371 KAWAJLl J

MBB/KAWASAKI BK 117
Following nearK two years ol negotiations, an agree-
ment was signed on 25 ebruarv 977 between MBB and
I 1

Kawasaki to develop jointly a multi-purpose helicopter

known as the BK 17. This superseded two earlier, sep-
1

arate projects known as the BO 107 and the MBB

Kawasaki KH-7.
Both civil and military applications are foreseen, and
the BK 7 has a number ot components and accessories
1 1

interchangeable with those of the BO 105. Its rotor MBB German production BK 117, in police force livery

head is identical to that ot the BO 1 05. from which aircraft

the principle ol the hydraulic boost system is also adapted. tail rotor. Main rotor has a titanium head, to which are Pt 29. IS generally similar to that ol BO 105. main

The transmission based on that deseloped by Kawasaki

is
attached hingeless. tail-safe GRP blades of NACA components being ot semi-monocoque riveted
for its earlier KH-7 design. The two-blade tail rotor is 23012/23010 (modihed) section with a stainless steel aluminium construction with single curvature sheets
mounted on the central tin. forward ot which is a horizon- anti-erosion strip on each leading-edge. Provision for and bonded aluminium sandwich panels. Secondary
tal stabiliser carrying twin endplate hns.
folding two blades of main rotor. Main rotor rpm: 383. components are compound curvature shells with sand-
Development costs of the BK 117 programme are Two-blade semi-rigid (teetering) tail rotor, mounted wich panels and Kevlar skins. Floor extends throughout
shared equally between the two companies, with support on port side ot vertical lin and rotating clockwise cockpit, cabin and cargo compartment at same level.
for MBB in the form of a loan trom the West German when viewed trom that side. Blades are ot GRP. with Engine deck forms root of cargo compartment and.
government. MBB is responsible tor production of the high impact resistance and MBB-S102E
perform- adjacent to engine bays, is ot titanium to ser\e as a
main and tail rotor systems, tailboom and tail unit, skid ance/noise-optimised section. Tail rotor rpm: 2.169. lircwall.

landing gear, hydraulic system, engine hrewall and cowl- RoioR Drive: Each engine has separate drive input into Tail Unit; Semi-monocoque tailboom. ot tapered conical
ings, power-amplihed controls and systems integration: Kawasaki KB 03 main transmission via single bevel gear section, attached integrally to engine deck at forward

Kawasaki is responsible for the fuselage, transmission, and collector. Transmission rated at 632 kW (848 shp) end. Rear end, which is detachable, carries main hn/tail
fuel and electrical systems, and standard items of equip- lor twin-engine take-off and max continuous operation; rotor support, and horizontal stabiliser with endplate
ment. and. for single-engine operation, at 442 kW (592 shp) hns set at an offset angle. General design similar to that
Four prototypes were built, ot which the Hrst was used at for 2 : mm. 405 kW (543 shp) for 30 mm. and 368 kW
'
ol BO 105, except tor shape ot outer hns.

Gifu in Japan as a ground test vehicle, and the fourth for (493 shp) max continuous. Auxiliary drives for acces- Landing Gear; Non-retractable tubular skid type, ot
static and fatigue testing. Initial flight testing was under- sories. Dual redundant lubrication system. aluminium construction, similar to that ol BO 105.
taken by the second and third prototypes, which flew for Fi selage: Of typical pod shaped configuration, compris- Skids are detachable Irom cross-tubes. Ground hand-
the hrst time, in West Germanv and Japan respectively, on ing flight deck, cabin, cargo compartment and engine ling wheels standard. Emergency flotation gear, settling

13 June 1979 (D-HBKA) and 10 August 1979 (JO- deck. Structure, designed to fulfil requirements of FAR protectors and snow skids available optionally.

0003). An S-01 pre-production aircraft (D-HBKB) was

completed in West Germany, and made its hrst flight on 6
March 1981. This aircraft, together with the third proto-
type Japan (later modihed and known as the P5),
in
undertook the certiheation flying programme. The ventral
hn originally htted to the two prototypes is removed on
this and the production BK 117.
The hrst production BK 7 to fly was a Kawasaki built
I I

aircraft (JOlOOl). which flew for the hrst time on 24

December 1981. The hrst aircraft from the MBB produc-
tion line (D-HBKC) flew on 23 April 1982. German LBA
type certiheation was granted on 9 December 1982, fol-
lowed by Japanese certiheation on 17 December 1982.
Certiheation is to FAR Pt 29. Category A. including
Amendment 16. FAA certiheation was granted on 29
March 1983. and was to be followed in 1984 by British
CAA and Canadian DoT certiheation.
The BK 117 is manufactured by the single source
method, each company producing the components which
it has developed, which are then exchanged. There are two

final assembly lines, one at the MBB plant in Donauwcirth

and one at Kawasaki's Gifu factory. An agreement was
signed with MBB in November 1982 whereby PT Nur-
tanio of Indonesia (which see) will manufacture the BK
117 under licence from 1985.
Deliveries to customers, from German and Japanese
production, began in early 1983. By 1 January 1984 ten
BK 17s had been delivered from the German assembly
1

lineand four from that in Japan.

Type: Twin-turbine multi-purpose helicopter.
Rotor System; Four-blade 'System Bolkow' rigid main
rotor; head identical to that of BO 105: main rotor
blades similar to those of BO 105, but larger. Two-blade MBB/Kawasaki BK 117 twin-turboshaft multi-purpose helicopter (I'llni /Vcss)
1 14 INTERNATIONAL: AIRCRAFT — MBB/KAWASAKI / MCDONNELL DOUGLAS/BAe
Power Plant: Two Avco Lycoming LTS 101-650B-1 ation packages; and stability augmentation system. Max height 1-29 m (4 ft 2% in)
turboshatt engines, each rated at 441 kW (592 shp) for Standard basic equipment includes annunciator panel, Volume 3-20 m' (1130 cu ft)

2": minOEl and 30 min OEI, and 410 kW (550shp) for master caution light, rotor rpm/engine fail warning con- Cargo compartment: Length 1-05 m (3 5Vi ft in)
take-off and max contmuous. Fuel m four flexible blad- trol unit, fuel quantity indicator and low level sensor, Max width 1-21 m (3 ft 11 V2 in)
der tanks (forward and aft mam tanks, with two supply outside air temperature indicator, clock, engine and Max height 1-22 m (4 ft in)
tanks between), m compartments under cabin floor. transmission oil pressure and temperature indicators, Volume 1-30 m' (45-9 cu ft)
Two independent fuel feed systems for the engines and a two exhaust temperature indicators, dual torque indi- Areas;
common main fuel tank. Total standard fuel capacity cator, triple tachometer, two Nl tachometers, mast Main rotor disc 9503 m' (1,022-9 sq ft)
608 litres (133-75 Imp gallons). Provision for two 200 moment indicator, instrument panel lights, cock- Tail rotor disc 2-88 m^ (31 03 sq ft)
litre (44 Imp gallon) auxiliary tanks and an additional pit/cabin/cargo compartment dome lights, utility lights, Weights;
enlarged main fuel tank of 100 litres (22Imp gallons), emergency exit lights, position lights, anti-collision Weight empty, equipped 1,658 kg (3,655 lb)
raising total capacity to 1,108 litres (24375 Imp gal- warning light, retractable landing light, portable flash- Fuel:
lons). light, ground handling wheels, pilot's windscreen wiper, standard usable at best range speed
Accommodation: Pilot and up to six (executive version) or floor covering, interior panelling and sound insulation, 478-5 kg (1.055 lb)
seven passengers (standard or offshore IFR-equipped ashtrays, map/document case, tiedown rings in cabin inci auxiliary tanks 878-5 kg (1.937 lb)
versions). High-density layouts available for up to ten and cargo compartment, engine compartment fire warn- Max T-O weight:
passengers in addition to pilot. Provision for two-pilot ing indicator, engine Hre extinguishing system, portable internal payload 2,850 kg (6.283 lb)
operation. Jettisonable forward hinged door on each kit, and single colour exterior
hre extinguisher, hrst aid external payload 3.000 kg (6.614 lb)
side of flight deck, each with openable window. Jetti- paint scheme. Optional equipment includes high- Performance (at max T-O weight. ISA);
sonable rearward sliding passenger door on each side of density seating arrangement, bleed air heating system, Never-exceed speed at S/L
cabin, lockable m open position. Fixed steps on each fuel dump valve, two long-range fuel tanks, emergency 150 knots (278 km/h; 173 mph)
side.Two hinged, clamshell doors at rear of cabin, pro- flotation gear, settling protectors, snow skids, main Max cruising speed at S/L
viding access to cargo compartment. Rear cabin window rotor blade folding kit. non-retractable landing light, 136 knots (251 km/h; 156 mph)
on each side. Aircraft can be equipped, according to dual pilot operation kit, stretcher installation, external Econ cruising speed at S/L
mission, for offshore, medical evacuation (pilot, plus cargo hook, rescue hoist. SX 16 remotely controlled 124 knots (230 km/h; 143 mph)
one or two stretchers and two attendants), Hrefighting, searchlight, external loudspeaker, and sand filter. Spe- Max forward rate of climb at S/L 594 m (1,950 ft)/min
search and rescue, law enforcement, cargo transport or cial optional equipment planned to include special mis- Max operating altitude 4,570 m (15,000 ft)
other operations. Cabin floor hatch optional. sion kits for rescue, law enforcement and VIP transport. Service ceiling, one engine out, 46 m (150 ft)/min climb
Systems: Ram air and electrical ventilation system. Fully Dimensions, external: reserve 2,650 m (8,695 ft)
redundant tandem hydraulic boost system (one operat-
Main rotor diameter 1100 m (36 ft 1 in)
Hovering ceiling IGE; no wind 3,000 m (9,840 ft)
ing and one standby for flight controls. Main DC elec- 17 knot crosswind 2,010 m (6,595 ft)
)
Tail rotor diameter 1-916 m (6 3V2 ft in)
trical power from two I50A 28V starter/generators
m (1 0'/2 Hovering ceiling OGE 2,500 m (8,200 ft)
Mam rotor blade chord 0-32 ft in)
(one on each engine) and a 24V 25Ah nickel-cadmium Tail rotor blade chord 0-18 m (7-1 in)
Range at S/L with pilot and 7 passengers, standard fuel.
battery. AC
power can be provided optionally by two Length overall, main and tail rotors turning
no reserves 270 nm (500 km; 310 miles)
independent inverters. Emergency busbar provides Ferry range at S/L with max auxiliary fuel of 500 litres
13-00 m (42 ft 8 in)
direct battery power to essential services in event of a (110 Imp gallons), no reserves
Length of fuselage, tail rotor blades vertical
double generator failure. External DC power recept- 9-98 m (32 ft 9 in)
504 nm (935 km; 581 miles)
acle.
Fuselage: Max width 1-60 m (5 ft 3 in)
Endurance, conditions as above 3 h min
Avionics and Eol ipment: Basic aircraft has instrument-
Height overall, main and rotors turning
ation for single-pilot VFR operation, including airspeed
tail

3-83 m 7 in)
BK 117 IMPROVEMENT PROGRAMME
(12 ft
indicator, electrically heated pitot tube, altimeter, rate
Height to top of main rotor head 3-36 m (1 1 ft O'A in)
MBB anticipated by mid-1984 German type
that
of climb indicator, 10 cm (4 in) attitude indicator, turn approval would be forthcoming for an increased max T-O
Height to top of main fin 3-30 m (10 ft 10 in)
and slip indicator, directional gyro, RMl. and magnetic Tailplane span (over endplate fins) 2-69 m (8 ft 10 in)
weight (with internal payload) of 3,193 kg (7,040 lb) for
compass. Dual controls and dual VFR instrumentation the BK 1 17, permitting also an increase of 343 kg (757 lb)
Tail rotor ground clearance 1-90 m (6 ft 2% in)
available optionally. Com/nav and other avionics avail- in useful load. If this is approved, it is proposed to develop
Width over skids 2-50 m (8 ft 2 V2 in)
able to customer's requirements, including VHF and an improved tail rotor, with wider blades and greater
HF transceivers; nav, RNav, ADF
and VLF/Omega Dimensions, internal; diameter, and possibly to ht a more powerful version of the
systems; radar altimeter; encoding altimeter; DME. Passenger cabin; Length 2-02 m (6 ft 7V2 in) LTS 101 engine with enhanced 'hot and high' airfield
ATC transponder; multi-mode radar; IFR instrument- Max width 1-49 m (4 ft 10'/2 in) performance.

gramme, declaring that there was "not enough common and parts of the fuselage and unit; adoption of a
MCDONNELL DOUGLAS/BAe ground" between the US and UK requirements. Subse- supercritical section wing; addition of
tail

lift improvement
Airframe Prime Contractors:
quently, McDonnell Douglas and Hawker Sid- devices (LIDS) comprising under-gun-pod strakes and a
McDonnell Douglas Corporation, Box 516, St Louis, deley/BritishAerospace pursued their own separate lines retractable fence panel forward of the pods, to augment
Missouri 63166, USA of development, both aimed broadly at doubling the lift wing trailing-edge flaps and
for vertical take-off; larger
Telephone: (314) 232 0232 payload/radius capability of the Harrier/AV-8A without drooped ailerons; redesigned forward fuselage and cock-
Telex: 44-857
departing too radically (or expensively) from the existing pit; redesigned engine air intakes to provide more
British Aerospace PLC Aircraft Group, Richmond
airframe/engine combination. VTO/STO and more efhcient cruise; and the
thrust
Road, Kingston upon Thames, Surrey KT2 50S, As a hrst step, McDonnell Douglas and the USMC Hughes Angle Rate Bombing System developed for the
England modified two AV-8 As as prototype YA V-8Bs. The hrst of A-4M Skyhawk. The leading-edge root extensions
Telephone: 01 546 7741 these (Bureau No. 158394) flew for the hrst time on 9 (LERX) developed originally by British Aerospace for the
Telex: 23726
November 1978, and the second ( 1 58395 on 19 February
) UK-designed Big Wing Harrier (see 1980-81 Jane's)ha\e
Vice-President and AV-8 Programme Manager;
1979. Prototype demonstration was completed in Summer also been adopted as standard, although they are now only
Edwin A. Harper (McDonnell Douglas) 1979. in 185 test flights totalling 173 flying hours, during 55 per cent of the size originally proposed. This feature
which the two aircraft met or exceeded all performance willadd considerably to the AV-8B's instantaneous turn
MCDONNELL DOUGLAS/BRITISH requirements specihed by the Marine Corps and Naval Air rate, enhancing still further its air combat capability for
AEROSPACE HARRIER II
SystemsCommand. both operators. The landing gear is strengthened to cater
US Marine Corps designation: AV-8B Aimof the AV-8B, which is known as the Harrier 11, is to for the higher operating weights and greater external
RAF designation; Harrier GR. Mk 5 achieve the improved performance capability required of stores loads made possible by these changes.
Initial enthusiasm of the US Marine Corps for the the original AV-16A proposal by aerodynamic means, Four full scale development (FSD) AV-8Bs were
AV-8 A Harrier was intensihed after the evolution of suc- while retaining the same basic F402 (Pegasus 1 1 engine, ) ordered on 12 April 1979, and the hrst of these (Bureau
cessful air combat manoeuvring techniques, using VIFF thus saving the cost of developing the Pegasus 15 origi- No. 161396) made its initial flight, without LERX htted,
(vectoring in forward flight) an early — priority USMC nally considered necessary for the advanced version. on 5 November 1981. The remaining three FSD aircraft
— and efforts to secure an enhanced version resulted in
Its However, the Pegasus llF-35 engine, offering some 8-9 (161397/8/9) made their hrst flights on 17 April, 9 April
the Anglo-American studies for an Advanced Harrier
first kN (2,000 lb St) more power than the Pegasus 11-21 and 4 June 1 982 respectively, and the hrst pilot production
as long ago as 1973. Then referred to popularly by the currently specihed, is a potential power plant for possible AV-8B (161573) on 29 August 1983, US Navy oper-
invented designation AV-16A (implying twice the cap- future developments of the AV-8B. ational evaluation was under way in 1984. Two airframes
ability of the AV-8A), these foundered when, in March Features of the American design are the use of graphite have completed structural and fatigue testing.
1975, the British government opted out of a joint pro- epoxy (carbonhbre) composite materials for the wings. A new type of autopilot, known as a stability augment-
ation and attitude hold system, has been developed for the
AV-8B by McDonnell Douglas. At the beginning of 1983,
this a company test pilot to make a completely
was used by
automatic 'hands off vertical landing from 15 m (50 ft).
The autopilot is manufactured by Sperry.
The decision to commit the AV-8B to production was
announced on 24 August 1981, at which time the British
Ministry of Defence and the main industrial partners in the
programme indicated initial requirements of 257 for the
USMC and 60 for the RAF, the latter to be designated
Harrier GR. MkB.The total USMC requirement is for 328
production aircraft, of which 12 were ordered in FY 1982
and 2 1 in FY 983 The FY 984 budget request included
1 . 1

funding for a further 27 AV-8Bs, and production is plan-

ned to continue into the early 1990s. The AV-8B is plan-
ned to re-equip three fleet operational AV-8A/C squad-
rons (VMA-23 1 VMA-542 and VMA-5 1 3 ), one training
,

squadron (VMAT-203) and five A-4 Skyhawk squadrons

by 1989. The first pilot production AV-8B was delivered
to the USMC in October 1983 and initial operational
First pilot production AV-8B, in the markings of US Marine Corps training squadron VMAT-203 capability (IOC) is scheduled for late 1985.
 MCDONNELL DOUGLAS/BAe — AIRCRAFT: INTERNATIONAL 1 1

First export customer for the Harrier II is the govern-

ment of Spain, which is acquiring 12 AV-SBs to supple-
ment Its carrier-based AV-8A Matadors. Deliveries are
due to begm m late ly^h.
To support the AV'-KB traming requirement the Marine
Corps also requires, in the mid-1980s, 27 two-seat TAV-
8Bs. and development ot this \ersion was expected to
heginin early 19S4, first flight is scheduled for 1987. The
TAV-MB will have a longer forward fuselage and taller
than the AV-MB, with two cockpits m tandem.
vertical tail
For weapons training it will be able to carry Mk 76 practice
bombs, LAU-68 rocket launchers or 1,135 litre (300 US
gallon) external kiel tanks. BAe will be the major subcon-
tractor for the TAV-8B.
Deli\eries of the GR. Mk Royal Air Force,
5 to the
scheduled to begin be preceded by two
in late 1986, will
development aircraft for weapons system certification
flying, plus — since most GR. Mk 5s are expected to be
based in RAF Germany — a fatigue test airframe to clear
i the aircraft for the rigorous central European low-level
operating environment.
Work split on the airframe for the AV-8B Harrier II is
60 per cent to McDonnell Douglas and 40 per cent to
British Aerospace; the GR.Mk 5 work split is 50 per cent
to each manufacturer. On any tuture third parly orders
McDonnell Douglas would make 75 per cent of the air- Model of the projected TAV-8B two-seat training version of the Harrier
craft deliveries and British Aerospace 25 per cent. Each
manufacturer is responsible for the systems in those parts main landing gear unit. During VTOL modes the 'box' F402-RR-404A engine; Production AV-8Bs have an
of the airframe which are its concern, and tor their install lormed by these surfaces, which are made of composite F402-RR-406 rated at 95-64 kN (21,500 lb st) (96-75
f ation. British Aerospace provides the complete reaction materials, traps the cushion ot air bounced off the kN; 2 1,750 lb St Pegasus Mk 105 in Harrier GR. Mk 5 ).

I control system for all aircraft in the programme, and ground by the engine exhaust, providing sufficient add- Zero-scarf front nozzles. Production aircratt air intakes
'

undertakes hnal assembly of aircraft tor the RAF. itional litt to enable the AV-8B to take ott vertically at a have an elliptical lip shape, leading-edges reinforced
McDonnell Douglas assembles the aircraft tor the LISMC. gross weight equal to its maximum hovering gross against bird strikes, and a single row ol auxiliary intake
Total programme value is estimated at $9,100 million lor weight. Access to engine through top ot tuselage, doors instead ol the double row on FSD and pilot pro-
US production and SI, 400 million for UK manufacture; immediately ahead ot wing. Large forward hinged air- duction aircraft. Enlarged integral tuel tanks in wings,
planned peak production rates are four and a half and two brake beneath fuselage, aft of rear main landing gear raising total internal tuel capacity (fuselage and wing
aircraft per month respectively. bay. Jet reaction control valves in nose and tailcone. tanks) from approx 2,775 litres (733 US gallons; 610
Rolls-Royce has an agreement with Pratt & Whitney McDonnell Douglas is responsible for manutacture of Imp gallons) in the AV-8A to (1,100 US
4,163 litres
under which the American company will manutacture up all forward and forward centre-fuselages, including gallons; 915 Imp gallons) in the AV-8B. Retractable
to 25 per cent by \alue ol the engines lor the USMC nosecones, air intakes, heatshields, engine access doors, in-flight retuelling probe. Each ol the lour inner under-
aircraft. Rolls-Royce will build the remainder. The pro- and forward fuel tanks; and lor the underfuselage fences wing stations capable ol carrying a 1,135 litre (300 US
duction engine IS the F402-RR-406 (Pegasus Mk 105), an and strakes. British Aerospace builds, tor all aircraft, gallon; 250 Imp gallon) auxiliary tuel tank.
improved version ot the Pegasus 1 1 with three main tea- the rear centre and rear fuselages, including blast and A( ( ommodaiion: Pilot only, on zero/zero ejection seat
tures designed to offer substantially increased engine lite heatshields, centre and rear fuel tanks, dorsal air (Stencel for USMC, Martin-Baker lor RAF), in pres-
and reduced peacetime operating costs. Zero-scarf (non- intakes,and tail bullets. Fuselage assembly is by surised, heated and air-conditioned cockpit. AV-8B
slanted exit) front nozzles (first tested on a YAV-8B) McDonnell Douglas for USMC and by BAe for RAF cockpit raised approx 30-5 cm (12 in) by comparison
direct the exhaust gases more efficiently; a revised swan- aircraft. with AV-8A/YAV-8B, with redesigned one-piece
neck intermediate casing improves airflow from the fan to Taii One-piece variable incidence tailplane, with
LInit: wraparound windscreen (thicker on RAF aircraft than
the compressor, reducing pressure losses; and a more marked anhedral, differing in plantorm trom that ol on those for LISMC) and rearward sliding bubble
efficient shrouded LP turbine improves specific fuel con- AV-8A in having constant sweep on leading-edges and canopy, to improve all-round field ol view. Windscreen
sumption. Beyond the current production engine, growth reduced sweep on trailing-edges. Tailplane is built de-icing and windscreen wiper. Windscreens and
engines may offer some 8-9 kN (2,000 lb) more thrust. mainly of graphite epoxy, with aluminium alloy tips and canopies for all aircraft manufactured by McDonnell
Growth engines will also form the basis of a supersonic leading-edges, and is operated by Fairey tandem Douglas.
engine using plenum chamber burning (PCB), and all four irreversible hydraulic jacks. Aluminium alloy fin, with Systems; Full details not yet announced, but generally
major airframe/engine partners are already engaged in a dielectric tip; manually operated graphite epoxy com- similar to those of Harrier/Sea Harrier (see UK sec-
jointly funded R&D programme for the eventual posite rudder, with inset trim tab. Dorsal airscoop, at tion). Announced systems include Westinghouse
development ot a supersonic V/STOL combat aircraft. A base of fin, for equipment bay cooling system. Ventral variable speed constant frequency (VSCF) solid state
digital engine control system (DECS) tor the F402 is fin under rear tuselage. Fins and rudders for all aircraft, electrical system, Lucas Mk 4 gas turbine starter/APU,
under design by Dowty and Smiths Industries. Flight test- and tailplanes for RAF aircraft, built by BAe; tailplanes General Dynamics/Bendix onboard oxygen generating
ing of the DECS on the AV-8B was scheduled to begin in tor USMC aircraft built by McDonnell Douglas. system (OBOGS), and Graviner Firewire fire detection
1984. Future F402 engine development for advanced ver- Landing Gear: Retractable bicycle type of Dowty Rotol system.
sions of the AV-8B will increase static thrust by up to 6-7 design, permitting operation from rough unprepared Amonics and Equipment: Include dual Collins
kN (1,500 lb) over that of the production engine. Also surfaces of very low CBR (California Bearing Ratio). AN/ARC-159 UHF/VHF com, improved attitude and
under development is a supersonic engine, using PCB, for Hydraulic actuation, with nitrogen bottle for emergency heading reference system, Litton AN/ASN-I30A iner-
incorporation in future supersonic V/STOL combat air- extension. Single steerable nosewheel retracts forward, tial navigation system, AN/ARN-84 Tacan, Garrett

craft. twin coupled main-wheels rearward, into fuselage. digital air data computer, Conrac Corpn fibre optic
The following description applies to the pilot produc- Small outrigger units, at approx mid span between flaps com/nav/identification data converter, radar altimeter,
tion AV-8B and the Harrier GR. Mk 5: and ailerons, retract rearward into streamline pods. forward/rearward looking radarwarning receiver,
Type: Single-seat V/STOL close support and (RAF only) Telescopic oleo-pneumatic main and outrigger gear; Goodyear flare/chafi dispenser (in lower rear fuselage),
reconnaissance aircraft. levered suspension nosewheel leg. Dunlop wheels, Bendix AN/APX-IOO IFF, visual landing aids. Smiths
Wings: Cantilever shoulder-wing monoplane. Low aspect tyres, multi-disc carbon brakes and anti-skid system. Industries dual combining glass head-up display and
ratio sweptback wings, with non-swept inboard Mainwheel tyres (size 260 x 7-75-1 300) and nose- symbol generator, CRT multi-purpose display, and
trailing-edges and curved leading-edge root extensions wheel tyre (size 260 x 8-75-11) all have pressure of (RAF aircraft only) moving map display. Main weapon
(LERX). Span and area increased by approx 20 percent 8-62 bars (125 Ib/sq in). Outrigger tyres are size 13-5 x delivery system for AV-8B and GR.Mk 5 is the Hughes
and 14-5 per cent respectively compared with 6-00-4-00, pressure 10-34 bars (150 Ib/sq in). McDon- Aircraft Angle Rate Bombing System, mounted in the
Harrier/AV-8A. Supercritical aerofoil section, with nell Douglas responsible for entire landing gear system. nose and comprising a dual-mode (TV and laser) target
thickness/chord ratio of 11 5''/ at root, 7-5 '< at tip. Power Plant: One 94-21 kN (21,180 lb st) Rolls-Royce seeker/tracker, linked to the head-up display via IBM
Leading-edge sweep 10° less than that of Harrier/AV- F402-RR-404 (Pegasus 11) vectored-thrust turbofan digital computer. Computer controlled Sperry
8A. Marked anhedral. One-piece structure, of mixed engine in FSD aircraft; pilot production AV-8Bs have autopilot. Self-contained pitch and roll autostabilisation
construction, with extensive use of graphite epoxy
(carbonfibre) and other composite materials in the main
multi-spar torsion box, ribs, skins, flaps, ailerons,
LERX, and outrigger pods and fairings. Leading-edges
(reinforced against bird strikes) and wingtips of
aluminium alloy. Wide chord single-slotted trailing-
edge flaps, with flap slot closure doors. Drooping ail-

erons, actuated by Fairey hydraulic jacks. Jet reaction

control valve at each wingtip. LERX for RAF aircraft
manufactured by BAe; all other wing manufacture and
assembly by McDonnell Douglas.
Fuselage: Conventional semi-monocoque safe-life struc-
ture of frames and stringers, generally similar to that of
AV-8A, but longer, due to provision of a new forward
fuselage built largely of graphite epoxy composite mat-
erial. Centre and rear fuselage mainly of aluminium
alloy, except for forward and rear underfuselage heat
shields, and small area immediately forward of the
windscreen, which are of titanium. Lift augmenting
underfuselage devices consist of a fixed strake on each
of the two ventral gun packs, plus a retractable fence
between forward edges of gun packs, just aft of forward McDonnell Douglas/BAe AV-SB Harrier II V/STOL close support aircraft (I'lloi l'n's\l
116 INTERNATIONAL: AIRCRAFT — MCDONNELL DOUGLAS/BAe / PANAVIA
computer, with built-in rate gyroscopes and added Length merall 14 12 m (46 ft 4 in) MCDONNELL DOUGLAS/BRITISH
electronic package to interface with forward reaction Height overall 3-55 m (11 ft 7V4 in) AEROSPACE US NAVY HAWK
control no/zle. Instrumentation mcUides airspeed indi- Tailplane span 4-24 m (13 ft II in) US Navy designation: T-45
cator, altimeter, angle ol attack mdicator, attitude indi- Outrigger wheel track 518 m (17 ft in) In November 1981. the British Aerospace Hawk (see
cator, cabin pressure altitude indicator, clock, flap pos- Areas: UK section) was selected, out of six designs, m the LIS
ition indicator, horizontal situation indicator, standby Wings, excl LERX, gross 21-37 m^ (230 sq ft) Navy's VTXTS competition lor an
undergraduate jet pilot
compass, turn and slip indicator, and vertical speed LERX (total) 0-78 m' (8-4 sq ft) trainer, expected to replace the T-2C Buckeye and
and is

indicator. Other equipment includes anti-collision, Ailerons (total) 1 15 m^ (12-4 sq ft) TA-4J Skyhawk. The Navy intended originally to acquire
approach, formation, landing gear
in-flight refuelling, Trailing-edge flaps (total) 2-88 m- (31 sq ft) 54 'dry" Hawks, lacking arrester gear and catapult capabil-
position, position, and auxiliary exterior lights; and con- Ventral fixed strakes (total) m^ (5-5
0-51 sq ft) ity, under the designation T-45B, before equipping with

sole, instrument panel and other internal lighting. RAF Ventral retractable fence (LIDS) 0-24 m^ (2-6 sq ft) carrier capable T-45 A 'wet' Hawks (see 1983-84 June's).
aircraft will have an accident data recorder. Ventral airbrake 0-42 m= (4-5 sq ft) Instead, all aircraft will now be carrier capable.
Armament and Operationai Ei.u itmeni: Two under- Fin 2-47 m- (26-6 sq ft) For the VTXTS programme, since renamed T-45 Train-
fuselage gun/ammunition packs, mounting a live-barrel Rudder, excl tab 0-49 m- (5 3 sq ft) ing System. British Aerospace is teamed with McDonnell
25 mm cannon based on the General Electric GAU- Tailplane 4-51 m- (48-5 sq ft) Douglas and Sperry Flight Systems to prov ide a complete
12/U, with .100 rounds, in the AV-8B: or two 25 mm Weights: training package, including aircraft, academics,
Royal Ordnance Factories cannon (derived from the Basic operating weight empty: simulators, manuals and support. Aircraft and support
30 mmAden) in the GR. Mk 5. Single 454 kg .000 lb) ( 1 AV-KB 5.861 kg (12.922 lb) represented about 85 per cent of the total acquisition cost.
stores point on fuselage centreline,between gun packs. GR. Mk 5 5.783 kg (12.75(1 lb) McDonnell Douglas is prime contractor to the US Navy
Three stores stations under each wing on AV-SB. the Max fuel: internal only 3,402 kg (7,500 lb) for the programme, with British Aerospace as principal
inner one capable of carrying a 907 kg (2.000 lb) store, internal and external 7.180 kg (15.829 lb) subcontractor for the airframe and Sperry as principal
the centre one 454 kg (1.000 lb), and the outer one 2S6 Max external stores 4.173 kg (9.200 lb) subcontractor tor simulators. The T-45 will be built jointly
kg (630 lb). The tour inner wing stations are 'wet', Basic flight design gross weight for 7t; operation by BAe in the UK
and McDonnell Douglas m the USA.
permitting the carriage of auxiliary fuel tanks. Including 10,410 kg (22.950 lb) with hnal assembly at the Douglas Aircraft Corporation
fuel, stores, weapons and ammunition, and water injec- Max T-O weight: plant. Long Beach, California.
tion for the engine, the maximum useful load for vertical 366 m (1,200 ft) STO 13.494 kg (29.750 lb) Following the announcement in 1981. work has con-
take-off IS approximately 3,062 kg (6,750 lb), and for S/L VTO, ISA 8.867 kg (19.550 lb) tinued on system definition, leading to an expected full-
short take-off nearly 7,710 kg (17,0(10 lb). Typical S/L VTO. 32°C 8.702 kg (19.185 lb) scale development go-ahead in 1984. first flight in 1987
weapons include two or four AIM-9L Sidewinder, Design max landing weight 8.799 kg (19.400 lb) and entry into service in the second half of 990. To meet 1

Magic or AGM-65E Maverick missiles; up to 16.500 lb Max vertical landing weight 7.938 kg (17.500 lb) LIS Navy requirements, the Hawk is to be modified for
general purpose bombs. 12 cluster bombs, ten Paveway Performanc e: aircraft carrier operations, and will have a strengthened
laser guided bombs, ten hre bombs, ten rocket pods, Max Mach number in level flight: at altitude IT landing gear with provision tor nosewheel-tow catapult
four chatt or flare pods, or (in addition to the under- at S/L 0-89 (590 knots; 1.093 km/h; 679 mph) launch, an arrester hook, and avionics and cockpit display
fuselage gun packs) two underwinggun pods. ML Avia- STOL T-O run at max T-O weight 366 m (1.200 ft) compatible with future US Navy operational aircraft.
tion BRU-36/A bomb release units standard on all ver- Operational radius with external loads shown: The T-45 will also have two fuselage side airbrakes,
sions. Provision for AN/ALO-164 defensive ECM pod short T-O (305 m; 1.000 ft), twelve Mk 82 Snakeye instead of the standard British underfuselage installation,
on centreline pylon (AV-8B). RAF aircraft will have bombs, internal luel. 1 h loiter and carbonhbre composites are to be used for the
two additional underwing weapon stations, for more than 150 nm (278 km; 172 miles) nosecone. equipment bay access doors and nosewheel
Sidewinder air-to-air missiles, ahead of the outrigger hi-lo-hi. short T-O (305 m; 1.000 ft), seven Mk 82 doors. A 24-24 kN (5.450 lb st) Rolls-Royce Turbomeca
wheel fairings; a nose-mounted infra-red reconnais- Snakeye bombs, external fuel tanks, no loiter Adour Mk 861-49 engine, using on an average training
sance sensor, and a Marconi Defence Systems Zeus (payload of 1,814 kg; 4,000 lb) mission 622 kg (1.370 lb) of fuel an hour, will give US
internal ECM system comprising an advanced radar 600 nm (l,f 12 km; 691 miles) Na\y Hawks a fuel consumption only some 40 per cent of
warning receiver, and a multi-mode jammer with a Combat air patrol endurance at 100 nm (185 km; 115 that of existing TA-4J and T-2C training aircraft. Empty
Northrop RF transmitter. miles) from base 3 h weight of the US Navy Hawk is estimated at 3,972 kg
Dimensions, external: Unrefuelled ferry range, with four 300 US gallon exter- (8,756 lb), with a max T-O weight of 5,642 kg (12,440 lb),
Wing span 9-25 m (30 ft 4 in) nal tanks 2.060 nm (3.817 km; 2.372 miles) max level speed of Mach 0-85 and approach speed of 12 1
Wing aspect ratio 4() g limits +7()/-2-8 knots (224 km/h; 139 mph).

known as the BN 109. An

automotive engine (possibly Nurtanio each hold 5(1 per cent of the shares. Objectives of
NTT Porsche or BMW) in the 200-250 kW (268-335 hp) range NTT will be to develop, produce and market aircraft, such
NEW TRANSPORT TECHNOLOGIES LTD would power the aircraft, which would have a three-blade as the BN 109 and a light training aircraft, and special
Munich, Federal Republic of Germany main rotor and empty and max T-O weights of approx 650 equipment. MBB will also provide technical support in the
was announced in April 1984 that MSB (West Ger-
It kg (1,433 lb) and 1,200 kg (2,645 lb) respectively. flight test and certihcation of the Airtech (CASA/
many) and PT Nurtanio (Indonesia) had signed an agree- Furthermore, it was agreed to set up a joint company. Nurtanio) CN-235.
ment to develop a small, four-seat light helicopter to be NTT. with headquarters in Munich, in which MBB and

PANAVIA
PANAVIA AIRCRAFT GmbH
8 Munchen 86. Postfach 860629. Arahellastrasse 16,
Federal Republic of Germany
Telephone: (089) 92171
Telex: 05 29 825
Directors:
Dott Fausto Cereti (Aeritalia) (Chairman)
I. R. Yates (BAe) (Deputy Chairman)

Dr Carl Peter Fichtmuller (MBB) (Deputy Chairman)

R. H. Evans (BAe)
Dr 1. A. M. Hall (BAe)
F. E. Roe (BAe)
Dott G. D. Cantele (Aeritalia)
Dott M. Crosio (Aeritalia)
Dott M. Pellerie (Aeritalia)
F. Forster-Steinberg (MBB)
O. Friedrich (MBB)
H. Pluckthun (MBB)
Manaoini. Dire( tor: Hans-Joachim Klapperich
Deputy Mana(,ing Director: J. A, Thornber
FiNCTioNAi Directors:
J. L. Dell (Flight Operations)
M. Schelle (Finance and Contracts)
Prof Dr R. Riccius (Marketing)
M. C. Steer (Procurement)
A. Morra (Product Support)
K. Knauer (Project Director. IDS)
G. Willox (Project Director. ADV)
B. Young (Systems Engineering. Warton)
A. Herold (Systems Engineering, Munich)
Public Relations Manager: F. Oelwein
Panavia was formed on 26 March 1969 to design,
develop and produce an all-weather combat aircraft for Two Tornado GR. Mk Is of No. IX Squadron, Royal Air Force, each carrying four 1,000 lb bombs, two drop tanks
the air forces of the United Kingdom, the Federal Repub- and two ECM pods
lic of Germany and Italy, and the Federal German Navy.

The name Tornado for this aircraft was adopted ofHcially three component companies of Panavia are British Aero- The Federal German, British and Italian governments
in March 1976. This programme is one of the largest space PLC (42-5 'V participation). MBB (42-5 '7) and set up a joint organisation known as NAMMO (NATO
European industrial programmes ever undertaken. The Aeritalia (15'^^). MRCA Management and production Organisation). This
 PANAVIA — AIRCRAFT: INTERNATIONAL 117

Tornado interdictor/strike aircraft of the Federal German Navy's Marinefliegergeschwader 1

has its executive agency NAMMA (NATO MRCA Man- Jagcl began con\erting to the Tornado on 2 July 19x2, man Na\ y Tornados is four MBB Kormoran anti-shipping
agement Agency) in the same buildmg as Panavia. in followed by JaboG 31 'Boelcke' at Norvenich in the Sum- missiles. Italy'sTornados are expected to be equipped
Munich. mer of 1983 and JaboG 32 at Lechfeld in 1984. with the Selenia Aspide lA air-to-air missile.
On 29 July 1976 the three governments signed a The Italian Air Force will receive 100 Tornados (99 Initial bomb aiming and loft bombing trials were com-
Memorandum of Understanding for the production of S09 production aircraft plus the No. 14 pre-series Tornado pleted during 1980. Bomb aiming resulted in all four
Tornados, enabling the three partner countries to embark brought up to production standard). Of these. 54 will be bombs bcing'target hits' or'close', ie within a few yardsof
upon the production programme. used to replace F/RF-104G aircraft in the air superiority, a target some 3()5 m (10 ft) in diameter. During lolt
ground attack and reconnaissance roles. Of the remainder. bombing trials, four out of the seven bombs tossed' some
PANAVIA TORNADO IDS 34 will be kept in reserve and 12 will be equipped as dual 5 to 6-4 km (3 to 4 miles) at a 3()5 m (10 ft) target landed
RAF designation: Tornado GR. Mk 1 control trainers. First unit to be equipped is the 154° within 9 1 m (30 ft) of the aiming mark.
The Tornado is a twin-engined two-seat supersonic air- Gruppo (Squadron) of 6° Stormo (Wing) at Brescia- The following details apply to the basic IDS production
craft capable of fulHlling the agreed operational require- Ghedi, which received its first Tornados in the Autumn of version:
ments of its three sponsoring countries. The use of a vari- 1982. Second is the 156° Gruppo (36° Stormo) at Gioia Type: Twin-engined all-weather multi-purpose combat
able geometry wing, and avionics which enable the aircraft del Colle (Bari); third is the 155° Grupo, also at Ghedi. aircraft.
to fly 'blind' in all weathers, day and night, at very low Tornados also serve with the 3° Gruppo Efficienza Vel- WiNds: Cantilever shoulder-wing monoplane. All-metal
level, with automatic terrain following, give it the neces- ivoli (a maintenance squadron) at Cameri. near Milan. wings, of variable geometry, the outer panels having a
sary flexibility to achieve all-weather penetration. It was reported in the Spring of 1984 that the Royal leading-edge sweep of 25° in the fully forward position
The aircraft is intended to fulfil six major requirements, Saudi Air Force was negotiating for two squadrons of IDS and 67° when fully swept. Fixed inboard portions have a
some of which are shared by more than one of the part- Tornados, possibly involving diversion of some aircraft leading-edge sweep of 60°. Wing carry-through box is of
ners. These are: scheduled for delivery to the RAF and their replacement electron-beam-welded titanium alloy; majority of
(a) Close air support/battlefield interdiction by later production aircraft. remaining wing structure is of aluminium alloy, with
(b) Interdiction/counter air strike Design of the Tornado was completed in August 1972. integrally stiffened skin. There is a Krueger flap on the
(c) Air superiority —
Nine flying prototypes were built four in the UK. three in leading-edge of each wing glove box. The wings each
(d) Interception/air defence West Germany and two in Italy. The first prototype pivot hydraulically, on Teflon plated bearings, from a
(e)Naval strike (D-9591 ), assembled by MBB. made its first flight at Mar- point in the centre-section just outboard of the fuselage.
(f) Reconnaissance ching, West Germanv. on 14 August 1974. Details of afl The root of the outer wing mates with the pivot pm
The 809 aircraft to be produced for the participating nine prototypes can be found in the 1978-79 and earlier through attachment members made of titanium alloy
nations, which include four of the six pre-series aircraft editionsof yo/ie'.v. and of the six pre-series Tornados in the and hxed to the upper and lower light alloy panels of the
brought up to production standard and three proto- ADV 1980-81 and earlier editions. outer wing box, and a so-called round rib', also of
types, will comprise 644 of the IDS (interdictor strike) By 1 January 1 984 prototype, pre-series and production titanium alloy, transmitting the normal aerodynamic
version, and 165 examples of the ADV (air defence var- Tornados had accumulated a total of 70,000 hours' flying. force. Sweep actuators are of the ballscrew type, with
iant, described separately) for the RAF. A total of 643 During test flights the Tornado has been flown at indicated hydraulic motor drive. In the event of wing sweep fail-

Tornados will be operational aircraft, and 63 will be dual 1 airspeeds of up to 800 knots (1,480 km/h; 920 mph) at ure, the aircraft can land safely with the wings fully

control trainers with full operational capability. Revised comparati\ely low levels, and hasexceeded Mach 2 at high swept. High-lift devices im the outer wings include full

annual production rates announced in 1982 were; UK 44, altitude. A Tornado of No. I,\ Squadron RAF has made a span leading-edge slats (three sections on each side),
West Germany 42, and Italy (unchanged) 24. The present nonstop flight of 12 hours. full span double-slotted fixed-vane trailing-edge flaps

manufacturing programme is due to be completed in 1989. Six production contracts have been placed tor the Tor- (four sections each side), and spoilers (two on upper
The RAF is to have 385 Tornados, of which 220 will be nado, Details of the first four were given in the 1982-83 surface on each side). Spoilers give augmented roll con-
of the GR. Mk 1 interdictor/strike version and 165 of the Jane's: second batch deliveries were completed in August trol at unswept and intermediate wing positions at low

F. Mk 2 air defence variant. When deliveries are com- 1982 (UK and Germany) and November 1982 (Italy). speed, and also act as lift dumpers after touchdown. All
pleted, about two-thirds of the RAF's front line aircraft Third batch deliveries to UK and Germany began in Sep- flying control surfaces actuated by electrically control-
willbe Tornados. Squadron deli%eries began on 6 January tember 1982; fourth batch deliveries started in January led tandem hydraulic jacks. No ailerons. Entire oiitei
1982 with the handingo\er of ZA586 to No. IX Squadron 1984. The hfth contract, placed in August 1982. is for 171 wings, including control surfaces, are Italian built.

(formerly flying Vulcans) at RAF Honington. Suffolk, aircraft, and the sixth, placed in January 1984. is for 155 Aeritalia having prime responsibility for final assembly
which became Strike Command's first operational Tor- aircraft, bringing the total to 805. Four of the early IDS and production, assisted by Aermacchi. Aeronavali
nado squadron on 1 June 1982. It has been followed by pre-series batch will eventually be brought up to produc- Venezia. Piaggio. Saca and SIAl-Marchetti as sub-
No. 617 Squadron ('Dam Busters') and No. 27 Squadron, tion standard (one for Great Britain, two for Germany, contractors. Microtecnica (Italy) is prime subcontractor
both at RAF Marham. Norfolk, and by Nos. ,\V and 16 one for Italy) to make up the original 809 three-nation for the wing sweep system.
Squadrons at RAF Laarbruch in Germany. The IDS Tor- programme production total. Fuselage; Conventionai all-metal semi-monocoque
nado has replaced both the Vulcan and German-based The first British production Tornado made its initial structure, mainly of aluminium alloy, built in three main
Buccaneers in the overland strike and reconnaissance flight on 10 July 1979. the Hrst West German on 27 July sections. MBB is prime contractor for the centre fusel-
roles. Later, the air defence version will succeed the Phan- 1979, and the first Italian on 25 September 1981. Initial age section, including the engine air intake ducts and
tom and Lightning; and finally the Tornado will replace production aircraft have RB199-34R-04 Mk 101 engines. wing centre-section box and pi\ot mechanism. T his task
the Buccaneer for maritime strike tasks. A total of seven More than 330 production Tornados had been delivered includes responsibility for the surface interface between
Tornado GR. Mk strike/attack squadrons and a further
1 by May 1984, of which more than 130 were for the RAF. the movable wing and the fixed portion, to ensure both a
GR. Mk 1reconnaissance squadron will eventually be By August 1982 all 50 Tornados allocated to the Tri- smooth and slender external contour and proper sealing
based in RAF Germany. One reconnaissance and two national Tornado Training Establishment (TTTE) at RAF against aerodynamic pressure over a range of wing
strike/attack squadrons of GR. Mk I s, plus aircraft of the Cottesmore had been delivered. This unit was formally sweep positions. The present design uses hbre re-
Tornado Weapons Conversion Unit, will be based in the opened on 29 January 1981 and completed 20,000 Tor- inforced plastics in these areas, and an elastic seal
UK. In 1984, RAF GR. Mk West Germany
Is based in nado flying RAl weapons training
hours on 20 July 1983. between the outer wings and the fuselage sides. Respon-
were being modilied weapons;
to carry tactical nuclear is Tornado Weapons Con\ersion L'nit
carried out at the sibility for the front fuselage, including both cockpits,
they are also the first RAF Tornados to be equipped with (TWCU) at RAF Honington, Suffolk, which was formally and lor the rear fuselage, including the engine install-
the Hunting JP 233 anti-airfield weapon. opened on 8 January 1982 with its full complement of 22 ation, IS undertaken by BAe (Warlon). Radar-
The Luftwaffe is to receive 212 Tornados, to replace the aircraft. An RAF Tornado Operational Evaluation Unit transparent nosecone by AEG-Telefunken, assisted by
Lockheed F-104G in the battleheld interdiction, counter (TOEU) was opened at the A & AEE, Boscombe Down, Aeritalia and BAe. hinges sideways to starboard to

air and close air support roles. Four groups (JaboG 31, 32, on September 1983.
1 pros ide access to ground mapping and terrain follow ing
33 and 34) and one training squadron are to be equipped. Nominal max weapons load of the IDS Tornado is more radar antennae. Slice ol fuselage immediately aft of
The 1 12 for Marinefliegergeschwader and 2 of the Fed- 1 than 8,165 kg (18,000 lb), carried on seven fuselage and nosecone also hinges sideways to starboard, to pro\ ide
eral German Navy are being equipped for strike missions wing hardpoints: one centreline pylon fitted with a single access to forward a\ ionics hay and;or rear of radar.
against sea and coastal targets, and for reconnaissance. ejection release unit (ERU ), two fuselage shoulder pylons Door type airbrake on each side at top ol rear fuselage.
Deliveries to the German weapons training unit (WaKo) each with three ERLIs, and, under each wing, one inboard Iaii IInii; Cantile\er all-metal structure, consisting of

at Erding, near Munich, began in February 1982; this unit and one outboard pylon each with a single ERU. The BAe single sweptback two-spar fin and rudder, and low-set
moved to Jever, in northern Germany, in the Summer of Sea Eagle air-to-surface missile can be carried by the all-moving horizontal surfaces ('tailerons') which oper-
1983, to form the nucleus of a new JaboG 38. MFG at I RAF's GR. Mk Primary armament of the Federal Ger-
I . ate together for pitch ccuUiol ami dilleienlialU for loll
118 INTERNATIONAL: AIRCRAFT — PANAVIA
system (CSAS), incorporating fly by wire and auto-
stabilisation; GEC Avionics/Aeritalia autopilot and
flight director (APFD). using two self-monitoring digi-
tal computers; GEC Avionics triplex transducer unit
(TTU), with analog computing and sensor channels;
GEC Avionics terrain following E-scope (TFE),
produced in partnership with Selenia; Fairey/GEC
Avionics quadruplex electro-hydraulic actuator; and
Microtecnica air data set. The APFD provides pre-
selected attitude, heading or barometric height hold,
heading and track acquisition, and Mach number or
airspeed hold with autothrottle. Flight director operates
in parallel with, and can be used as backup for, the

autopilot, as a duplex digital system with an extensive

range of modes. Automatic approach, terrain following
and radio height-holding modes are also available.
Other instrumentation includes Smiths horizontal situ-
ation indicator, vertical speed indicator and standby
altimeter; Lital standby attitude and heading reference
system; SEL (with Setae) or (in UK aircraft) GEC
Avionics AD2770 (without Setae) Tacan; Cossor CILS
75 ILS; Bodenseewerk attitude director indicator;
Dormer System flight data recorder.
Overall responsibility for the avionics rests with

Panavia Tornado IDS multi-role combat aircraft (f'lloi Press)

Panavia, with EASAMS (UK) as the avionics prime
contractor, and ESG (Germany) and SIA (Italy) as
control, assisted by use of the wing spoilers when the spoilers, rudder and taileron control. Provision for subcontractors. The
avionics systems, while standar-
wings are not fully swept. Rudder and tailerons actuated reversion to single-engine drive of both systems, via a dised as far as possible, retain the flexibility necessary to
hy electrically controlled tandem hydraulic jacks. Pas- mechanical cross-connection between the two engine perform the various roles required. They provide accu-
sive ECM antenna fairing near top of tin. Ram air intake auxiliary gearboxes, in the event of a single engine fail- rate low- and high-level navigation; precision visual
for heat exchanger at base of hn. Entire tail unit is the ure. In the event of a double engine flameout, an attack on ground targets in blind and poor weather
responsibility of BAe. Four tailerons of carbonhbre emergency pump in No. 1 system has sufficient duration conditions; air-to-ground and air-to-air attack with a
composite, 1 7 per cent lighter than the standard metal for re-entry into the engine cold relight boundary. Fly- wide variety of weapons; manually controlled and
ones, have been developed by MBB and BAe. Two were ing control circuits are protected from loss of fluid due to automatic attack; and comprehensive onboard check-
for structural and fatigue testing; the other pair began leaks in other circuits by isolating valves which shut off out and mission data recording; with minimisation of
flight testing on prototype P07 on 8 November 19X2. the utility circuits if the reservoir contents drop below a ground support facilities at bases and the front line.
Landing Gear: Hydraulically retractable tricycle type, predetermined safety limit level. Electrical system con- Armament: Fixed armament comprises two 27 mm
with forward retracting twin-wheel steerable nose unit. sists of a 115/200V AC three-phase 400Hz constant- IWKA-Mauser cannon, one in each side of the lower
Single-wheel mam units retract forward and upward frequency subsystem and a 28 V DC subsystem. Power is forward fuselage, with 180 rds/gun. Other armament
into centre section of fuselage. Emergency extension generated by two automatically controlled oil-cooled varies according to version, with emphasis on the ability
system, using nitrogen gas pressure. Development and brushless AC generators integrated with a constant to carry a wide range of advanced non-nuclear weapons
manufacture of the complete landing gear and speed drive unit and driven by the engines via an acces- on three underfuselage attachments and up to four
associated hydraulics is headed by Dowty Rotol (UK). sory gearbox. Normally, each engine drives its own swivelling hardpoints beneath the outer wings. A
Dunlop aluminium alloy wheels, hydraulic multi-disc accessory gearbox, but provision is also made for either GEC Avionics/Selenia stores management system is
brakes and low-pressure tyres (to permit operation engine to drive the opposite gearbox through a cross- fitted; Sandall Mace 355 and 762 (14 and 30 in) mm
from soft, semi-prepared surfaces) and Goodyear anti- drive system. In the event of a generator failure, the ejector release units, and ML Aviation CBLS 200 prac-
skid units. Mainwheel tyres size 30 x 1 1 50-145, Type remaining unit can supply the total aircraft load. Both tice bomb carriers, are standard. The battlefield inter-
Vlll (20 ply); nosewheel tyres size IH x 5 5, Type Vlll gearboxes and generators can be driven by APU when diction version capable of carrying defensive 'streu-
is

(12 ply). Runway arrester hook beneath rear of fusel- aircraft is on ground. The generators supply two main waffen' (scatter weapons) such as the W- 1 mun- MBB M
age. AC busbars and an AC essential busbar. DC power is itions dispenser, and of carrying weapons to suit 'hard'
Power Plant: Two Turbo-Union RB199-34R provided from two fan-cooled TRUs (power being or 'soft' targets. The naval and interdictor strike ver-
Mk 101
turbofan engines derived from the main AC system), these feeding power sions have provision for carrying additional, externally
in initial production aircraft, each
to two main DC busbars, one essential DC busbar and a mounted fuel tanks. For German Navy and Italian Air
rated at more than 400 kN (9,000 lb st) dry and more
than 71-2 kN (16,000 lb st) with afterburning, htted battery busbar. Either TRU can supply total aircraft DC Force Tornados, MBB
has developed (first flight 14
with bucket type thrust reversers and installed in rear load. A fifth DC busbar is provided for maintenance April 1981) a multi-sensor reconnaissance pod to be

fuselage with downward opening doors for servicing and purposes only. Battery is a rechargeable nickel- carried on the centreline pylon. Some RAF Tornados
engine change. Mk
103 engines, offering approx 5 per
cadmium type, and provides power for basic flightline will be fitted with internal reconnaissance equipment.

cent more thrust, introduced on to production line from servicing and for starting APU. main
In the event of Among weapons already specified for, or suitable
the

engine number 761 in May 19,S3; 100 modihcation kits electrical system or double TRU connected
failure, it is for carriage by, the IDS Tornado are the Sidewinder
automatically to the essential services busbar to supply air-to-air missile; JP 233 low-altitude airfield attack
ordered by RAF in 1983 to upgrade its Mk 101 engined
aircraft to Mk 103 standard. All integral fuel in multi-
essential electrical loads. Normalair- munition dispenser, Paveway laser guided bomb,
cell Uniroyal self-sealing integral fuselage tanks and/or
Garrett/Draegerwerk/OMI demand type oxygen sys- AS. 30, Maverick, GBU-15, Sea Eagle and Kormoran
wing box tanks, all htted with press-m fuel sampling and tem, using a 10 litre (2-2 Imp gallon) lox converter. air-to-surface missiles; napalm; BL-755 Mks and 2 1

water dram plugs, and all refuelled from a single-point Emergency oxygen system on each seat. KHD
installed 600 lb cluster bombs; MW-1 munitions dispenser; Mk
NATO connector. Detachable and retractable in-flight accessory drive gearboxes and Rotax/Lucas/Siemens 83 or other ,000 lb bombs; 'smart' or retarded bombs;
1

refuelling probe can be mounted on starboard side of

integrated drive generator. GEC
Avionics flow meter- BLU-IB 750 lb fire bombs; Matra 250 kg ballistic and
fuselage, adjacent to cockpit. System also designed to
ing system. Eichweber fuel gauging system and Flight retarded bombs; Lepus flare bombs; LAU-51A and
accept a buddy-to-buddy refuelling pack. Provision for
Refuelling flexible couplings. Graviner fire detection LR-25 rocket launchers; active or passive ECM pods;
drop tanks of various and extinguishing systems. Rotax contractors. Smiths Pave Spike pods; data link pods; and chaff/flare dispen-
sizes up to 1,500 litres (330 Imp
gallons) to be carried beneath fuselage
engine speed and temperature indicators. sers.External fuel tanks (see 'Power Plant' paragraph)
and outer wings.
Dowty Fuel Systems/Lucas/Microtecnica afterburning Avionics and Eouipment: Communications equipment can also be carried.
includes Plessey PTR 1721 (UK and Italy) or Rohde Dimensions, external:
AEG-Telefunken intake de-icing
fuel control system.
system. und Schwarz (West Germany) UFIF/VHF transceiver; Wing span: fully spread m (45 ft 7'/2
13-91 in)
AEG-Telefunken UHF/ADF (UK and West Germany fully swept 8-60 m (28 ft 2 V2 in)
Accommodation: Crew on tandem Martin-Baker
of two
only); SIT/Siemens emergency UHF with Rohde und Length overall 16-72 m (54 ft lO'A in)
Mk lOA zero/zero ejection seats under Kopper- Schwarz switch; BAe HF/SSB aerial tuning unit; Rohde Height overafl 5-95 m (19 ft 6'/4 in)
schmidt/AIT one-piece canopy, which is hinged at rear
und Schwarz (UK and West Germany) or Montedel Tailplane span 6-80 m (22 ft 3'/2 in)
and opens upward. Flat centre armoured windscreen
(Italy) HF/SSB radio; Ultra communications control Wheel track 3-10 m (10 ft 2 in)
panel and curved side panels, built by Lucas Aerospace,
incorporate Sierracote electrically conductive heating
system; GEC Avionics suppression unit
central Wheelbase 6-20 m (20 ft 4 in)
(CSU); Epsylon voice recorder; Chelton UHF com- Weights and Loading:
him for windscreen anti-icing and demisting. Canopy
munications and landing system aerials. Weight empty, equipped 14,091 kg (31,065 lb)
(and windscreen m emergency) demisted by engine
Primary self-contained nav/attack system includes Max external fuel approx 5,850 kg (12,900 lb)
bleed air. Windscreen is hinged at front and can be
Texas Instruments multi-mode forward looking ground Nominal max weapon load
opened forward and upward, allowing access to back of
mapping radar; Ferranti FIN 1010 three-axis digital approx 9,000 kg (19,840 lb)
pilot's instrument panel. Seats provide safe escape at
inertial navigationsystem (DINS) and combined radar Max T-O weight:
zero altitude and at speeds from zero up to 630 knots
display; Decca Type 72 Doppler radar system, with •clean', full internal fuel 20,41 1 kg (45,000 lb)
(1,166 km/h; 725 mph) IAS.
Kalman filtering of the Doppler and inertial inputs for with external stores approx 27,215 kg (60,000 lb)
Systems: Cockpit air-conditioned and pressurised (max extreme navigational accuracy; Microtecnica air data Performance:
differential 0-36 bars; 5-25 Ib/sq in) by Normalair- computer; Litef Spirit 3 64K central digital computer; Max Mach number in level flight at altitude, 'clean' 2-2
Garrett conventional air cycle system (with bootstrap Aentalia radio/radar altimeter; Smiths/Teldix/OMI Max level speed, 'clean'
cold air unit) using engine bleed air with ram air pre- electronic head-up display with Davall camera; Ferranti above 800 knots (1,480 km/h; 920 mph) IAS
cooler, Marston intercooler, and Teddington temper- nose mounted laser rangefinder and marked target Max speed with external stores
level
ature control system. Nordmicro/BAe/Microtecnica seeker; GEC Avionics TV tabular display, produced Mach 0-92 (600 knots; 1,112 km/h; 691 mph)
air intake control system, and Dowty Boulton in partnership with AEG and Selenia; Astronautics Landing speed approx 1 15 knots (213 km/h; 132 mph)
Paul/Liebherr Aerotechnik engine intake ramp control (USA) bearing distance heading indicator and contour Time to 9,145 m (30,000 ft) from brake release
actuators. Two separate independent hydraulic systems, map display. Defensive equipment includes Siemens less than 2 min
one driven by each engine, provide fully duplicated (West Germany) or CossorSSR-3 100 (UK) IFF trans- Automatic terrain following down to 61 m (200 ft)
power for wing sweep, flaps, slats, spoilers, airbrakes, ponder; Elettronica passive warning radar; MSDS/Ples- Required runway length less than 900 m (2,950 ft)
landing gear, tailerons and rudder. Main system sey/Decca Sky Shadow active ECM system. Landing run 370 m (1,215 ft)
includes Vickers pump, Dowty accumulators and Teves Flight control system includes a GEC Avionics/ Max 360° rapid roll clearance with full lateral control
power pack. Fairey Hydraulics system for actuation of Bodenseewerk triplex command stability augmentation 4-Og
 PAISIAVIA — AIRCRAFT: INTERNATIONAL 119

Radius of action with heavy weapons load, hi-lo-lo-hi

750 nm (1,390 km; 863 miles)
Ferry range approx 2,100 nm (3,H90 km: 2,420 miles)
g limit +7-5
PANAVIA TORNADO ECR
Pana\ and MBB were studymg in early 984 an ECR
ia 1

(electronic combat and reconnaissance) version of the IDS

Tornado, armed with Texas Instruments anti- HARM
radiation missiles. A HARM-equipped Tornado is due to
begin flight testing in mid-1985. The ECR version would
probably be conligured to carry H ARMs and Sidewinders
on the inboard wing stations, with an ECM pod (star-
board) and chaff/flare dispenser (port) on the outboard
pylons. Additional HARMs, or Kormoran anti-shipping
missiles, could be carried on the underfuselage stations,

PANAVIA TORNADO ADV

RAF designation: Tornado F. Mk 2
A possible air defence role for the Tornado was con-
sidered by the RAF when the interdictor/strike (IDS)
programme was inaugurated in 1 968, and low-key studies
leading to an air defence variant (ADV) were initiated in
the following year. These were given impetus in 1971,
when the Ministry of Defence issued Air Staff Target
(AST) 395 covering the development of an interceptor
with a new advanced technology radar and XJ521 Sky
Flash air-to-air missiles. Changes from the IDS Tornado
were to be minimal, and costs kept as low as [xissible.
It soon became clear that a conhguration using the

existing RBI 99 engines and having the four Sky Flash

missiles on underwing pylons would have too high a drag
factor and would not meet the performance requirement.
The solution adopted was therefore to semi-submerge the
Sky Flash in tandem pairs under the fuselage, and to
anticipate further performance benehts from ongoing Third prototype of the RAF's Tornado F. Mk 2 air defence variant in pale grey camouflage, in combat air patrol
development of the RBI 99 engine. configuration with four underfuselage Sky Flash missiles, plus a Sidewinder missile and auxiliary fuel tank
Full scale development of the Tornado ADV was under each wing
authorised on 4 March 1976, and the RAF will include
difterent tor the initial production contract to include integration flight trials with prototype Foxhunter radar
165 of this long-range interceptor model, designated F.
funding for three prototypes of the fighter version. These completed in 1982. Made first flight with B' model pre-
Mk 2, in its total procurement ot 385 Tornados, to re- are identified by the manufacturer as the AOI to A03, as production Foxhunter in March 1983.
equip two Lightning squadrons and seven squadrons of
follows: The initial batch of 18 production F. Mk 2s, powered by
Phantoms.
AOI (RAF serial number ZA254). Single-stick aircraft, Mk 103 engines, is under construction. The first two,
Most of the ADV Tornados will be based in the United known as ATOOl and AT002 (RAF serial numbers
primarily for handling, performance and general systems
Kingdom (including two squadrons at Leuchars in Scot- ZD899/900), are conversion trainers, and were rolled out
assessment; flown on 27 October 1979. Powered by
first
land, two at Binbrook, Lincolnshire, and three at Leem-
RB199 Mk 101 engines, uprated to Mk 103 performance on 28 March 1984. First flights were made on 12 April and
ing, Yorkshire), for air defence of the UK and to protect
level. Not fitted with Foxhunter radar. Has extended flight 5 March 1984 respectively. They were delivered to the
the northern and western approaches of NATO. The F.
envelope clearance to an IAS of 800 knots (1,480 km/h: Aeroplane and Armament Experimental Establishment
Mk 2, equipped with a tactical display that can cover the 920 mph), and has exceeded Mach 2 at high altitude. Spin at Boscombe Down in the Summer of 1984, and C of A
entire North Sea, will also fulHI the RAF's commitments
prevention and incidence limiting system (SPIES) instal- (Controller of Aircraft) clearance for initial operational
to provide long-range air defence ot Britain's maritime
led and flown on initial assessment. Rapid rolling capabil- capability was expected in early 1985. Meanwhile, inSep-
forces, over a wide UK defence region extending from the
ity demonstrated in all parts of the flight envelope and in tember 1984 deliveries were scheduled to begin
Atlantic approaches to the Baltic and from Iceland to the
all configurations. Predicted rates of roll in full stick rolls at to the Operational Conversion Unit at RAF Coningsby,
English Channel: and to contribute towards air defence in
high g demonstrated at all altitudes. Flutter envelope Lincolnshire, where training will begin in early 1985.
the Central Region of Europe. It will be able to loiter on
clearance programme (to Mach 216) completed in A second batch of 52 Tornado F. Mk 2s was ordered in
patrol for several hours, using in-fiight refuellingwhen
October 1982. Delivered to A & AEE, Boscombe Down, August 1982 and the third batch ot 92 in January 1984,
necessary, and to detect, identify and destroy enemy air-
in early 1 983 for RAF aircrew assessment of handling and bringing the total (including prototypes) to 165. Second
craft approaching at supersonic speeds at high, medium or
engine performance. Full envelope clearance for Sky batch aircraft will have RB199-34R Mk 104 engines with
low altitudes, using its snap-up/snap-down missiles. Its fire
Flash missile achieved by end of 1983. extended afterburner nozzles, and will introduce auto-
control system will be able to engage multiple targets in
A02 (ZA267; first flight 18 July 1980). Twin-stick air- matic wing sweep (AWS) and an automatic manoeuvre
rapid succession: its weapons systems will be highly resis-
craft with full avionics fit, model pre-
including 'B' device system (AMDS).
tant to enemy ECM: and it will be able to operate from
production Foxhunter radar: assigned primarily to arm- Type: Twin-engined all-weather air defence interceptor.
damaged airfields by virtue of its good short-field perfor-
ament assessment. Firing programme ot unguided Sky Wings: Similar to IDS version except that fixed inboard
mance. Supersonic acceleration is better than that of the
Flash begun in November 1981 later taken over by AOI
, portions also have a leading-edge sweep of 67° and the
IDS version. A genuine long-range autonomous capability
first firing of guided Sky Flash, by A02, in early 1984. Krueger leading-edge flaps are deleted. Nineteenth and
will enable it to operate more than 350 nm (645 km: 400
Mauser gun firing trials completed successfully, covering subsequent ADV aircraft will be fitted with automatic
miles) from its base at night, in bad weather, in heavy
the subsonic flight envelope above 200 knots (370 km/h: wing sweep (AWS) and automatic manoeuvre device
ECM conditions, against multiple targets at low level. 230 mph) from zerog to the angle of attack limit, and up to system (AMDS). With AWS, four different wing
Two main airframe modifications distinguish the ADV 9,140 m (30,000 ft). Refitted m early 1983 with Mk 101 D sweeps can be scheduled (25° at speeds up to Mach 0-73,
from the IDS version. The principal one is a 1-34 m (4 ft
engines (prototype for Mk 103) and extended afterburner 45° from there up to Mach 0-88, 58° up to Mach 0-95.
4% in) increase in fuselage length, forward of the front nozzles; first flight in this form April 1983. Re-flown 24 and 67° above Mach 0-95), enabling specific excess
cockpit to accommodate the longer radome of the GEC February 1984 after refit with Mk 103Ds (prototype for power at transonic speeds and turning capability at sub-
avionics AI-24 Foxhunter radar, and a small 'stretch"
Mk 104). sonic speeds to be maximised. Buffet-free handling can
aft of the rear cockpit to allow the four Sky Flash missiles
A03 (ZA283: first flight 18 November
1980). Single- be maintained, to the limits defined by the SPIES, by use
to be carried in two tandem pairs. The other is that the
stick aircraft with full avionics, for radar and avionics of the AMDS, which schedules with wing incidence to
fixed inboard portions of the wings are extended forward
systems test programme. Radar and weapons system deploy either flaps and slats at 25° sweep angle or slats
at the leading-edges (sweep angle 67° instead of 60°), to
give increased chord and compensate for the shift in the
CG. These changes also benefit performance by reducing
drag, especially at supersonic speed, compared with the
IDS version. Extension of the fuselage provides additional
space for avionics and for an additional 10 per cent of
200 Imp gallons).
internal fuel (909 litres:
Other changes include deletion of one of the two
IWKA-Mauser 27 mm cannon: installation of RB199 Mk
103 engines in the first 18 production aircraft and, there-
after,Mk 104 engines with extended nozzles, increased
reheat combat thrust, and a digital engine control unit
(DECU): fitting of a ram air turbine, radar-dedicated cold
air unit, and an internally mounted retractable in-flight
refuelling probe: addition of a head-down display for the
pilot, and replacement of the navigator's wet-hlm head-
down display recorder with a displayed data video recor-
der: fitment of a second Ferranti 1010 inertial navigator:
integration with the radar of a new Cossor IFF inter-
rogator; incorporation (when its development is com-
pleted) of a Singer-Kearfott data link system: and
introduction of new
cockpit displays and redesign of
symbology, together with an increase in computer storage
capacity.
Although possessing some 80 per cent commonality
IDS version, the Tornado F. Mk 2 was sufficiently
with the Panavia Tornado F, Mk 2, with new, lengthened, afterburner nozzles il'floi /Vc.v.v)
120 INTERNATIONAL: AIRCRAFT — PANAVIA / SAAB-FAIRCHILD

only at 45° sweep. Beyond 45', both flaps and slats are Doppler radar with terrain following, Ferranti laser ual attack. The Sky Flash missiles, each fitted with an
scheduled 'in'. rangehnder and marked target seeker, and Lital standby MSDS monopulse seeker head, can engage targets at
Fl'SEI age: Generally as forIDS version, but lengthened attitude and heading reference system. high altitude or down to 75 m (250 ft|, in the face of
forward of front cockpit and aft of rear cockpit.
slightly The ADVs primary airborne interception system is hea\y ECM, and at standoff ranges of more than 25 nm
Nosecone hinged in two places, providing access to front based on a nose-mounted GEC Avionics AI-24 (46 km; 29 miles). A new release system, designed
and rear of Foxhunter radar. Foxhunter multi-mode track-while-scan pulse-Doppler specially for Sky Flash, permits the missile to be fired
radar with FMICW (frequency modulated interrupted over the Tornado's full flight envelope. Furthermore,
Tail Unit: As IDS version. On I9th and subsequent air-
continuous wave), with which is integrated a new Cossor the missile is highly capable of tracking targets in a
craft, with extended afterburner nozzles, base of rudder
IFF-3500 interrogator and a radar signal processor to ground clutter environment, and of discriminating bet-
will be recontoured to clear the repositioned thrust
reversers, and tailerons to clear the revised rear fuselage
suppress ground clutter. This system enables the aircraft ween closely spaced targets. A Thorn EMI active prox-
to detect targets more than 100 nm IK5 km: 1 15 miles)
( imity fusing system allows these benehts to be realised
outline.
away, and to track several targets simultaneously. A fully in snap-down attacks against targets flying at very
Landing Gear: As IDS version. Nosewheel steering
augmentation system to minimise 'wander' on landing.
ground mapping mode for navigation backup is also low For the future, the
le\ el. ADV
will be able to carry,
available. Ferranti is subcontractor tor the Foxhunter instead of Sky Flash and Sidewinder, up to six Hughes
Power Plant: Two Turbo-Union RB199-34R Mk 103 transmitter and aerial scanning mechanism. A pilot's AIM-20 AMRAAM medium-range and four
afterburning turbofan engines in first 18 production head-down display is added, a displayed data video BAe/Bodenseewerk ASRAAM short-range air-to-air
ADVs; 19th and subsequent aircraft will have Mk 104 recorder (DD'VR) replaces the navigator's wet-film dis- missiles; studies being undertaken for a 1553B multi-
engines with 360 mm
(14 in) extension to afterburner
play recorder, and an MSDS Hermes modular radar plex digital data bus associated with these weapons.
nozzles to increase reheat thrust. Compared with Mk homing and warning receiver (RHWR) is added. Dimensions, external: As for IDS version, except:
101 engine in early production IDS Tornados, the Mk Head-up/head-down displays are on front instrument Length overall 1806 m (59 ft 3 in)
103 will increase both dry and reheat thrust by 5 to 10 panel only, radar control and data link presentations on Weights: As for IDS version except:
percent; reheat combat thrust ot the Mk 104 engine will rear panel only: both panels have weapon control and Weight empty, equipped
be increased by 7 per cent compared with that of the Mk RHWR A FH A AC driven 3
displays. Ferranti 31 in approx 14.500 kg (31,970 lb)
103. Max internal fuel capacity increased to approx addition to providing Nominal max weapon load
horizon gyro in the rear cockpit, in
10,000 litres (2,200 Imp gallons). Internally mounted,
an attitude display for the navigator, feeds pitch and roll approx 8,500 kg (18,740 lb)
fully retractable in-fiight refuelling probe in port side ot
signals to other avionics systems in the aircraft in certain Performance:
nose, adjacent to cockpit. Provision for drop tanks ot Max Mach number
modes. Analog electronic engine control unit on aircraft attained in level flight at altitude,
1,500 or 2,250 litres (330 or 495 Imp gallons) capacity with Mk 103 engines will be replaced by Lucas digital 'clean' 2T6
on four underwing stations.
unit (DECU) on second batch aircraft powered by Mk
all
Max speed attained, 'clean'
level
Accommodation: As for IDS version. 104 engines. ESM (electronic surveillance measures) 800 knots (1.480 km/h: 920 mph) IAS
Systems: Generally as described for IDS version, with the and ECCM are standard: a Singer-Kearfott ECM- Rotation speed, depending on ALIW
addition of a radar-dedicated cold air unit to cool the resistant data link system, interoperable with other 145-160 knots (269-297 km/h: 167-184 mph)
Foxhunter radar, and a pop-up ram air turbine to assist NATO systems, is under development for installation Normal touchdown speed
recovery in the event of engine flameout at high altitude later. Because of its comprehensive avionics the Tor- 115 knots (213 km/h: 132 mph)
in azoom climb. nado AD'V can contribute significantly to the transfer of Demonstrated roll rate at 750 knots (1,390 km/h: 864
Avionics and Eouipmeni: Among those in the IDS Tor- vital information over the entire tactical area and can, if mph) and up to 4i; 180°/s
nado which are retained in the ADV are the communi- necessary, partially fuUil the roles of both AEW
and T-O run:
cations equipment (Plessey VHF/UHF transceiver, ground based radar. with normal weapon and tuel load
SIT/Siemens emergency UHF, Rohde und Schwar/ Armament and Operational Ei.il ipment: Fixed arm- 760 m (2,500 ft)
HF/SSB, Ultra communications control system and ament of one 27 mmIWKA-Mauser cannon in star- ferry conflguration (four 1,500 litre drop tanks and
Epsylon cockpit voice recorder); GEC Avionics trip- board side of lower forward fuselage. Four BAe full weapon load) approx 1,525 m (5,000 ft)
by wire command stability augmentation system
lex fly Dynamics Sky Flash semi-active radar homing Landing run, with thrust reversal 370 m (1,215 ft)
and autopilot/flight director system (modified lor medium-range air-to-air missiles are semi-recessed 'Endurance
increased roll rate and reduced pitch stick forces): Litef under the centre-fuselage, carried on internally 2 h combat air patrol at 300-400 nm (555-740 km:
Spirit 3 central computer (with capacity
digital mounted Frazer-Nash launchers; one or two European 345-460 miles) from base, incl time for interception
increased from 64K to 12HK) and data transmission built NWC AIM-9L Sidewinder infra-red homing and 10 min combat
system; Smiths electronic head-up and navigator's short-range air-to-air missiles on each of the inboard
head-down display: Ferranti FIN 1010 inertial navig- underwing stations. All four underwing stations are ! .?00 litre drop tanks <iiid lutving more
''
Prototype, using
ation system (to which is added a second 1010 to wet' for the carriage of auxiliary fuel tanks. Smiths than ol internal fuel left at end of mission, has
5'^r

monitor the head-up display); GEC Avionics Tacan; Industries/Computing Devices Company missile man- demonstrated a CA F of 2 h 20 at 325 nm (602 km: mm
Cossor ILS: and Cossor IFF transponder. Those deleted agement system (MMS), which also controls tank jetti- 374 miles I from base, in a total flight time nj 4 h 13 mm
include the Texas Instruments nose radar, Dacca 72 son, has provision for pilot override, optimised for vis- without in-flight refuelling

SAAB-FAIRCHILD SAAB-FAIRCHILD 340 Flight testing of the CT7 engine and Dowty Rotol com-
SAAB-FAIRCHILD AIRCRAFT LTD First details of thistwin-turboprop transport aircraft posite propellers began in September 1982, in a Gulf-
l.eworth Hinise. 14-16 Sheet Street, Windsor. Berkshire were announced in January 1980. Engine selection was stream I testbed aircraft. The first prototype Saab-
SL4 IBG, England announced in June, and the project definition phase was Fairchild 340 (SE-ISF) made its hrst flight on 25 January
Telephone: (07535) 59991 completed in September 1980, when agreement was 1983; it was followed on 1 1 May by the second prototype
Telex: 847 815 SFIWIN G reached for a full go-ahead on joint design, development, (SE-ISA), and by the third aircraft (SE-ISB) on 25 August
President: George F. Cudahy production and marketing programmes. 1983. Static and fatigue test airframes have been com-
Executive Vice-President: Tomy Hjorth Design emphasis is on simplicity of systems, operation pleted in the USA and Sweden respectively.
and maintenance, with quick turnarounds made possible The fourth (first production) Saab-Fairchild 340 (SE-
Airframe Prime Contractors: by a number of built-in features to make the aircraft E04) flew for the hrst time on 5 March 1984, and Swedish
Saab-Scania Aktiebolag, S-581 88 Linkiiping,
May
independent of ground handling equipment. It is designed type certihcation was awarded on 30 1 984, by which
Sweden specially tor short-haul low-density routes, and is avail- time two more aircraft had been completed. The cer-
Telephone: 46 13 18 00 00 was by nine other European countries
able in both airliner and corporate transport versions, tihcation ratified
Telex: 50040 SAABLGS
with General Electric CT7-5A and CT7-7E engines and the US FAA on 29 June 1984. First delivery, of the
Fairchild Industries Inc, 20301 Century Boulevard, respectively. hfth aircraft, was to Crossair of Switzerland, with whom

Germantown, Maryland 20874, USA

Telephone: (301) 428 6000

Marketing:
Saab-Fairchild International, Leworth House, 14-16
Sheet Street, Wirttisor, Berkshire SL4 IBG, England
Telephone: (07535) 59991
Telex: 847 815 SFIWIN G
Saab-Fairchild International, PO Box 17188, Dulles
International Airport, Washington, DC 20041, USA
Telephone: (703) 661 8422
Fairchild Aircraft Corporation, PO Box 32486, San
Antonio, Texas 78284, USA (corporate sales. North
America)
Telephone: (512) 824 9684

Saab-Scania and Fairchild Industries announced in

January 1980 that the two companies had signed an
agreement jointly to develop, produce and market a new
transport aircraft. This aircraft, the Saab-Fairchild 340, is

the hrst collaborative venture of its kind between mem-

European and US aerospace industries, and is
bers of the
certificated to bothFAR and JAR standards. Fairchild
Republic builds the wings, tail unit and engine nacelles;
Saab-Scania is responsible for fuselage construction, hnal
assembly, flight testing and certification. A 25,000 m*
(269,100 sq ft) factory at Linkoping, for final assembly of
the Saab-Fairchild 340, was completed in July 1982. Saab-Fairchild 340 airliner, which entered service in 1984 ll'iloi I'ressj
 SAAB-FAIRCHILD — AIRCRAFT: INTERNATIONAL 121

The second production Saab-Fairchild 340 twin-turboprop transport, which entered airline service in June 1984, in the insignia of Crossair of Switzerland

the 340 entered scheduled \er\ice (in l> June 14,S4; the (1 ,63(1 shp) mituilK and 1 .26N kW ( ,7(l)lshp) tnim late (2,000-3,000 lb sq in), lor actuation ol landing gear,
sixth aircraft was dehvered in July to Comair, the first US 1984. Dowty Rotolfour-blade slow-turning constant- wheel and propeller braking, nosewheel steering, anti-
customer, and entered ser\ ice in August 1984. The first speed propellers, each with spinner and skid control and wing flaps. Electrical power supplied by
corporate 340 was due to be deli\ered. to a LIS customer, glasshbre/polyurethane foam/carbonfibre moulded two 28V 40()A DC engine driven starter/generators,
in early 1985. In early 1984 the lirsl prototype was fitted blades. Corporate version has 1,193 kW (1.600 shp) each connected to a separate busbar. One main solid
temporarily with wmglets for an experimental flight test CT7-7E engines. Fuel in two integral tanks in each state inverter provides I5\' AC power at 40011/. Two
I

programme, and this feature may be offered as an option outer wing; total capacity 3.33 litres (733 Imp gallons;
I 27Ah (optionally 37Ah) nickel-cadmium batteries for
on future production aircraft, to impro\e take-off, climb 880 US gallons). Single-point pressure refuelling inlet ground power and engine starting. Pneumatic boot de-
and payload performance, particularly at 'hot and high' in starboard outer wing panel. Overwing gravity retuel- icing ol outer wing and tailplane leading-edges, using
airports. Meanwhile, engine power rating was due to be ling point in each wing. Engine intake ducts ot Kevlar engine bleed air. Flight deck windows have electric
increased from 1 .2 1 5 kW ( 1 ,630 shp to .268 k
) 1 (1 ,700 W sandwich. anti-icing and electrically driven windscreen wipers.
shp) in the airliner version from late 1984. A( ( OMMorJATiON: Two pilots and provision for observer Electric anti- icing is provided also for engine air intakes,
By Spring 1984 orders and options totalled just over on flight deck; attendant's seat (forward, port) in pas- propellers and pitot heads. Demisting by means of air-
100, of which approximately half were from L'S custom- senger cabin. Main cabin accommodates up to 35 pas- conditioning system. Plug-in connections for oxygen
ers; the remainder were from operators in Europe, the sengers, in eleven rows of three, with aisle, and two masks. Kidde engine tire detection system.
Middle East. Asia/Australasia and Latin America. rearward lacing seats on starboard side at front. One AvioNKs AND Eorii'MLNi: Standard avionics include all
Approximately 20 per cent of the orders were for the rearward facing seat can be replaced by an optional equipment required lor FAR Pt 121 operations. The
corporate version. galley module or baggage/wardrobe module; the two aircraft is equipped as standard with King Gold Crown
Tvi'e:Twin-turboprop transport aircraft. modules can replace both seats. Seat pitch 76 cm (30 m). III com/nav radios, and a Collins integrated digital flight

Wings: Cantilever low-wing monoplane. Wing sections Standard provision tor galley, wardrobe or storage guidance and autopilot system (EGAS) consisting of
NASA MS(1)-0316 at root, MS(1)-0312 at tip. with module on port side at front of cabin, regardless of attitude and heading reference units, electronic (CRT)
thickness/chord ratios of 16'< and 12'( respectively. installations on starboard side. Movable bulkhead aft of flight display units, tail-passive autopilot/flight director
Dihedral 7° from roots. Incidence 2° at root. Sweepback last row of seats. Toilet at rear ot cabin. Aircraft can be system, colour weather radar, air data system with servo
3° 36' at quarter-chord. Tapered two-spar wings converted quickly to various passenger/freight comb- instruments, and radio altimeter. Lucas Aerospace elec-
embodying fail-safe principles. Stringers and skins ot inations (eg. 15 passengers and 1.814 kg; 4.000 lb ot troluminescent flight deck instrument panel array.
2024/7075 aluminium alloy. Wing-root/fuselage fair- cargo). A 16-seat corporate/executive version is also in Dowty Electronics microprocessor-based flight deck
ings of Kevlar sandwich. Hydraulically actuated single- production. Passenger door at front of cabin on port central warning system. Rosemount pitot static tubes,
aluminium alloy spars,
slotted trailing-edge flaps with side, Type II emergency exit
with separate airstair. total temperature sensors and warning system.
stall

honeycomb panels faced with aluminium sheet, and opposite this on starboard side; Type III emergency exit Provision for additional avionics to customer's require-
leading/trailing-edges of Kevlar. Ailerons are of Kevlar. over wing on each side. Baggage space under each pas- ments. Landing light in each wing leading-edge.
with glassHbre leading-edges. operated
Electrically senger seat; overhead storage bins optional. Main bag- Dimensions, external:
geared/trim tab in each aileron. Pneumatic boot de- gage/cargo compartment aft of passenger cabin, with Wing span 21-44 m (70 It 4 in)

icing of leading-edges outboard of engine nacelles. large door on port side. Entire accommodation pres- Wing chord: at root 2-837 m (9 It 3 7 in)
Winglets.each 106 m (3 ft5'j in) high, may be optional surised, including baggage compartment. at tip 1 0645 m (3 ft 5-9 in)
on production aircraft. Systems: Hamilton Standard environmental control sys- Wing aspect ratio 11
Fl'Selage: Conventional fail-safe/safe-life semi- tem (max pressure differential 0-48 bars; 70 Ib/sq in) Length overall m (64 ft 8
19-71 in)
monocoque pressurised metal structure, of circular maintains a S/L cabin environment up to an altitude of Fuselage: Max diameter 2-31 m (7 ft 7 in)
cross-section. Built in three portions: nose (inci flight 3,660 m (12,000 ft) and a 1,525 m (5,000 ft) environ- Height overall 6-87 m (22 ft 6V2 in)
deck), passenger compartment, and tail section (incor- ment up to the max cruising altitude of 7,620 m (25,000 Wheel track 6 71 m (22 ft in)
porating baggage compartment). All doors of ft). Hydraulic system, operating at 138-207 bars Wheelbase 7 27 m (23 lOU tt in)
aluminium honeycomb. Nosecone and cabin floor of
glassfibre/glassfibre sandwich.

Tail Unit: Cantilever structure, with sweptback vertical

and non-swept horizontal surfaces, the latter having
marked dihedral. Fin integral with fuselage. Construc-
tion similar to that of wings, with tailplaneand lin of
aluminium honeycomb. Rudder and elevators are of
Kevlar, with glassfibre leading-edges. Geared/trim tab
in rudder and each elevator. Pneumatic boot de-icing of

tailplane leading-edges.
Landing Gear: Retractable tricycle type, of AP Precision
Hydraulics design and manufacture, with twin
Goodyear wheels and oleo-pneumatic shock absorber
on each unit. Hydraulic actuation. All units retract for-
ward, main units into engine nacelles. Mainwheel doors
of Kevlar sandwich. Hydraulically steerable nose unit
(60° to left andright), with shimmy damper. Main-
wheel tyres 24 x 7-7-10, pressure 6-89 bars (100
size
Ib/sq in); nose wheel tyres size 18 x 6-0-6, pressure 3-79
bars (55 Ib/sq in). Independent Goodyear carbon hyd-
raulic disc brakes on main units, with anti-skid control.
Power Plant: Two General Electric CT7-5A turboprop
engines in airliner version, each rated at 1,215 kW The first Saab-Fairchild 340, evaluating winglets proposed as optional extras on production aircraft
 )

122 INTERNATIONAL: AIRCRAFT — SAAB-FAIRCHILD / SEPECAT

Propeller diameter: initially 3 20 m (10 tt 6 in) Tailplane 13-30 m- (14316 sq ft) FAR Pt 25 required T-O held length:
airliner (from late 1984) 3-35 m (11 tt in) Eleyators (total, incI tabs) 3-46 m- (37-24 sq ft) at S/L. ISA 1.220 m (4,000 ft)

Propeller ground clearance 0-5X m (1 ft 11 in) Weights and Loadings: at S/L, ISA +15°C 1,340 m (4,400 ft)

Distance between propeller centres Typical operating weight empty 7,711 kg (17,000 lb) at 1.525 m (5.000 ft). ISA 1,570 m (5.150 ft)

671 m (22 It in) Max payload (weight limited) 3,402 kg (7,500 lb) at 1.525 m (5,000 ft). ISA +15°C
Passenger door: Height l-60m (5 ft 3 in) Max fuel load 2,676 kg (5,900 lb) 2.135 m (7,000 ft)
Width 0-69 m (2 ft 3 in) Max ramp weight 12,383 kg (27,300 lb) FAR Pt 25 landing held length max
landing weight
at
Height to sill 1-63 m (5 ft 4 in) Max T-O weight 12.247 kg (27,000 lb) (S/L, ISA) 1.220 m (4.000 ft)
Cargo door: Height 1-29 m (4 ft 3 in) Max landing weight 12,020 kg (26,500 lb) Landing held length at 10,205 kg (22,500 lb) landing
Width 135 m (4 ft 5 in) Max /ero-tuel weight 11.113 kg (24.500 lb) weight: at S/L ! ,036 m (3,400 ft)

Height to sill 1-63 m (5 tt 4 in) Max wing loading 292-94 kg/m= (60-0 Ib/sq ft) at 1,525 m (5,000 ft) 1.158 m (3,800 ft)
Emergency exit (twd, stbd): Max power loading (airliner yersion, initial rating) Mm ground turning radius 15 17 m (49 ft 9-2 in)
Height 1-32 m (4 ft 4 in) 5-04 kg/kW (8-28 Ib/shp) Runway LCN: flexible pavement 8
Width 0-51 m (1 ft 8 in) Performance (at max T-O weight, ISA, except where rigid pavement 10
Emergency exits (oyerwing. each indicated):
Typical Mission Performance (200 nm; 370 km; 230
Height 91 m (3 ft in) Max operating speed (Vmo)
mile stage with 35 passengers and baggage, T-O weight
Width 0-51 m (1 ft 8 in) 250 knots (463 km/h; 288 mph) EAS
of 11,491 kg; 25.334 lb):
Max operating Mach No. (Mmo) 0-5
Block speed at 5,180 m (17,000 ft)
Dimensions, internal: Max cruising speed at 4.575 m (15,000 ft), AUW of
214 knots (397 km/h; 246 mph)
Cabin, excl flight deck, inci toilet and galley: 11,657 kg (25,700 lb)
Required T-O held length (S/L, ISA) 1 ,097 m (3.600 ft)
Length 10 57 m (34 ft 8 in) 274 knots (508 km/h; 315 mph)
Block fuel 381 kg (839 lb)
Max width 2-16 m (7 tt 1 in) Econ cruising speed at 7.620 m (25.000 ft)
Reserve fuel for 100 nm (185 km; 115 mile) diversion
Width at floor 1 -70 m (5 ft 7 in) 252 knots (467 km/h; 290 mph)
and 45 min hold 372 kg (820 lb)
Max height 1-83 m (6 ft in) .Stalling speed: 0° flap 102 knots (189 km/h; 118 mph)
Block time 56 min
Baggage/cargo compartment yolume T-O flap setting 91 knots (169 km/h; 105 mph)
6-4 m- (225-0 cu ft) approach flap setting 87 knots (162 km/h; 101 mph) Operational Noise Levels (FAR Pt 36 and ICAO Annex
Areas: landing flap setting 81 knots (151 km/h; 94 mph) 16);
Wings, gross 41-81 m- (450-0 sq ft) Max rate of climb at S/L 536 m (1.760 ft)/min T-O: CT7-5A 85 7 EPNdB
Ailerons (total) 2 12 m' (22-84 sq ft) Rate of climb at S/L. one engine out CT7-7E 85-8 EPNdB
Trailmg-edge flaps (total) 8-07 m' (86-84 sq ft) 158 m (520 ft)/min Sideline: CT7-5A 87-6 EPNdB
Fin, incI dorsal hn 10-405 m- (112-0 sq ft) Service ceiling 7,620 m (25,000 ft) CT7-7E K7-4 EPNdB
Rudder, incI tab 2-72 m' (29-27 sq ft) Service ceiling, one engine out 3,290 m (10.800 ft) Approach; CT7-5A. -7E 89-6 EPNdB

SEPECAT
SOCIETY europEenne de production de
L'AVION E.C.A.T.
AiRiKAMi Companils:
British Aerospace PLC Aircraft Group, Richmond
Road. Kingston upon Thames, Surrey KT2 50S.
England
Tflcplionc: 01 546 7741
Avions Marcel Dassault/Breguet Aviation, BP 32.
92420 Vaucrcsson. France
Telephone: 741 79 21
Directors:
1. R. Yates (President)

P. E. Jaillard (Vice-President)
J. Bonnet
C. Edelstenne
M. Berjon
R. H. Evans
J. Glover Two-seat Jaguar International In the three-tone camouflage of the Nigerian Air Force
Public Relations:
All 402 aircraft from the original orders for the Royal Thomson-CSF Agave; up
multi-purpose radar such as the
G. B. Hill (BAe) Air Force (202) and Armee de I" Air (200) had been to four anti-shippingweapons such as Sea Eagle. Har-
C. P. Rafhn (Dassault-Breguet)
delivered by the end ot 1981, as described in the 1982-83 poon. Exocet and Kormoran on the underwmg and under-
This Anglo-French company was formed in May 1966 and earlier editions of Jane's: one additional two-seat fuselage hardpoints; and night sensors such as low light
by Breguet Aviation and British Aircraft Corporation, to Jaguar B for the RAF was delivered in late 1982. These level TV.
design and produce the Jaguar supersonic strike aircraft were delivered with 22-75/32-5 kN (5,115/7,305 orders for Jaguar International were placed by
Initial
fighter/trainer. The Jaguar project was initiated by the lb st) Adour Mk 102 turbofan engines. Between 1978 and the Sultan ofOman's Air Force (12) and Ecuadorean Air
Defence Mmistriesol Britain and France on I7May 1965. 1984, RAF Jaguars were rehtted with uprated Adour Mk Force (12), each order including two two-seaters. These
The two governments appointed an ollicial Jaguar Man- 104 engines, equivalent to the Mk 804 which powered aircraft were powered byAdour Mk 804 engines.
agement Committee to look after their interests. early Jaguar Internationals. Deliveries to Ecuador were made in January-November
SEPECAT is the complementary industrial organisation. Jaguar International is the export \ersion ol the aircraft, 1977. and to Oman between March 1977 and July 1978.
the lirst example of which (G27- 266) made its initial flight SOAFaircraft are Htted with a GEC Avionics 920ATC
SEPECAT JAGUAR INTERNATIONAL on 19 August 1976. This version has Adour Mk 804 or NAVWASS computer and carry AIM-9P Sidewinder air-
The Jaguar was designed by Breguet and BAe to meet a more powerful Mk 811 engines, which give improved to-air missiles on the outboard underwmg pylons.
common requirement French and British air forces,
of the combat performance with substantially enhanced man- Deliveries to Oman of a further 12. powered by Adour Mk
laid down in early 1965. which called for a dual role oeuvrability and acceleration in the low-level speed range. 81 1 engines, were completed by November 1983.
aircraft to be used as an advanced and operational trainer Other customer options include overwing pylons compat- Under 1979 agreement, an initial batch of 40 Jaguar
a
and a tactical support aircraft. ible with Matra R. 550 Magic or similar doghght missiles; a Internationals with Adour Mk 804 engines was purchased
from Britain by the Indian government: the agreement
provides tor a further 45 (with Mk 811 engines) to be
assembled in India from European built components,
leading eventually to full manufacture of 31 additional
aircraft under licence by Hindustan Aeronautics Ltd,
Bangalore. The hrst Jaguar assembled at Bangalore
(JS136) made its initial flight on 31 March 1982. As an
interim measure, the Indian Air Force borrowed 18 RAF
Jaguars, the hrst two of which were handed o\eron 19 July
1979. By early 1984, hfteen of these (including one two-
seater) had been returned. The Indian Air Force's hrst
Jaguar squadron (No. 14) became operational by the
Summer of 1980, and the second (No, 5) in August 1981.
All 40 European built Jaguars for India had been deli-
vered by the end of 1982. Those assigned to anti-shipping
duty will have nose mounted Agave radar and air-to-
surface missiles. The most recent customer for the Jaguar
International is the Nigerian Air Force, which ordered 18
in 1983. Total Jaguar sales by mid- 1984 amounted to 573.

Type: Single-seat tactical support aircraft and two-seat

operational or advanced trainer.
Wings: Cantilever shoulder-wing monoplane. Anhedral
3°. Sweepback 40° at quarter-chord. All-metal two-spar
torsion box structure; skin machined from solid
aluminium alloy, with integral stiffeners. Entire wing
British built. Main portion built as single unit, with
SEPECAT Jaguar International single-seat strike aircraft, with additional side view (top) of two-seat version three-point attachment to each side of fuselage. Outer
and scrap view of version with Agave nose radar and Ferranti 105 laser (Hilot t'ressi panels fitted with slat which also gives effect of extended
 SEPECAT — AIRCRAFT: INTERNATIONAL 1 23

chord leading-cdgc. No control by

iiilerons: lateral
two-section spoilers, lorvvard ol outer flap on each wing,
in association (at low speeds) with dillerential tailplane.
Hydraulically operated (by screw jack) full span
double-slotted trailing-edge flaps. Fairey Hydraulics
powered flying controls. Leading-edge slats can be used
in combat. A carbonlibre wing has been undergoing

static testing at BAe Warton since 1983.

Fuselage: All-metal structure, mainly aluminium, built in
three main units and making use of sandwich panels
and, around the cockpit(s), honeycomb panels. Local
use of titanium alloy in engine bay area. Forward and
centre fuselage, up to and including main undercarriage
bays, and including cockpit(s), main systems install-
ations, forward fuel tanks and landing gear, are of
French construction. Air intakes, and entire fuselage aft
of mainwheel bays, including engine installation, rear
fuel tanks and complete tail assembly, are British built.
Two door type airbrakes under rear fuselage,
immediately aft of each mainwheel well. Structure and
systems, aft of cockpit(s), identical for single-seat and
two-seat versions.
Tail Unit: Cantilever all-metal two-spar structure,
covered with aluminium alloy sandwich panels. Rudder
and outer panels and trailing-edge of tailplane have
honeycomb core. Sweepback at quarter-chord 40° on
horizontal, 43° on vertical surfaces. All-moving slab
type tailplane, with two halves of
10° anhedral, the BAe Warton's Jaguar Active Control Technology (ACT) demonstrator, in full CCV form with leading-edge
which can operate differentially supplement the to strakes and provision for fuselage ballast
spoilers. No separate elevators. Fairey Hydraulics pow-
ered flying controls. Ventral Hns beneath rear fuselage. addition to human pilot manoeuvre demands. Power Max level 1 1,000 m (36,000 ft)
speed at
Entire tail unit British built. controls are all of duplex tandem arrangement, with Mach(917 knots; 1,699 km/h; 1,056 mph)
1-6
Landing Gear:
Messier-Hispano-Bugatti retractable mechanical and electrical servo-valves of Fairey platen Landing speed 115 knots (213 km/h; 132 mph)
tricycle type, all unitshaving Dunlop wheels and low- design. Air-to-air combat capability can be enhanced by T-O run: 'clean" 565 m (1,855 ft)
pressure tyres for rough Held operation. Hydraulic inclusion of roll/yaw dampers, to increase lateral stab- with four 1,000 lb bombs 880 m (2,890 ft)
retraction, with oleo-pneumatic shock absorbers. For- ility, and by increasing slat and flap angles. with eight 1,000 lb bombs 1,250 m (4,100 ft)
ward retracting main units each have twin wheels, tyre Avionics and Operational Eolmi'MEnt: Differ according T-O to 15 m (50 ft) with typical tactical load
size 615 X 225-10, pressure 5-8 bars (H4 Ib/sq in).
to individual customer requirements; details are gener- 940 m (3,085 ft)
Wheels pivot during retraction to stow horizontally in ally still classified, but first 40 for India have a Smiths
Landing from 15 m (50 ft) with typical tactical load
bottom of fuselage. Single rearward retracting nose- head-up display similar to that in RAF Jaguars. Indian 785 m (2,575 ft)
wheel, with tyre size 550 x 250-6 and pressure 3-9 bars Landing run:
assembled Jaguars will have a raster cursive head-up
(57 Ib/sq in). Twin landing/taxying lights in nosewheel display, Sagem inertial navigation and weapon aiming
normal weight, with brake-chute 470 m (1,540 ft)

door. Dunlop hydraulic brakes. Anti-skid units and system, and a Ferranti COMED
2045 combined map normal weight, without brake-chute
arrester hook standard. Irvin brake parachute of 5-5 m 680 m (2,230 ft)
and electronic display.
(18 ft OV2 in) diameter in fuselage tailcone. overload weight, with brake-chute
Power Plant: Two Rolls-Royce Turbomeca Adour Mk
Armament: Two 30 mm Aden or DEFA 553 cannon in
670 m (2,200 ft)
lower fuselage aft of cockpit in single-seater; single
804 turbofan engines, rated at 23-7 kN (5,320 lb st) dry Typical attack radius, internal fuel only:
Aden gun on port side in two-seater. One stores
and 35-75 kN (8,040 lb st) with afterburning, in aircraft hi-lo-hi 460 nm (852 km; 530 miles)
attachment on fuselage centreline and two under each
for Ecuador, India (tirst 40)and Oman (Hrst 12). Adour lo-lo-lo 290 nm (537 km; 334 miles)
wing. Centreline and inboard wing points can each carry
Mk 8 1 1 rated at 246 kN (5,520 lb st dry and 41-23 kN
, )
up to 1,134 kg (2,500 lb) of weapons, outboard under-
Typical attack radius with external fuel:
(9,270 lb st) with afterburning, in remaining aircraft for hi-lo-hi 760 nm (1,408 km; 875 miles)
wing points up to 567 kg (1,250 lb) each. Maximum
India, second 12 for Oman and those for Nigeria. Fixed lo-lo-lo 495 nm (917 km; 570 miles)
external stores load, including overwing loads, 4,763 kg
geometry air intake on each side of fuselage aft of cock- Ferry range with external fuel
(10,500 lb). Typical alternative loads include one Mar-
pit. Fuel in six tanks, one in each wing and four in 1,902 nm (3,524 km; 2,190 miles)
tel AS. 37 anti-radar missile and two 1,200 litre (264
fuselage. Total internal fuel capacity 4,200 litres (924 g limits +8-6/-H2 (ultimate)
Imp gallon) drop tanks; eight 1,000 lb bombs; various
Imp gallons). Armour protection for critical fuel system BAe WARTON ACT JAGUAR
combinations of free-fall and retarded bombs. Hunting
components. In basic tactical sortie the loss of fuel from
BL755 or Beluga cluster bombs, Matra R.550 Magic 1977, after encouraging results from studies by
In
one tank at halfway point would not prevent aircraft
missiles and air-to-surface rockets, including the 68 mm British Aerospace'sWarton Division, the decision to pro-
from regaining its base. Provision for carrying three
SNEB rocket; a reconnaissance camera pack; or two ceed with an ACT (active control technology programme )
auxiliary drop tanks, each of 1,200 litres (264 Imp gal-
drop tanks. Jaguar International can also carry two was made by the British Ministry of Defence, which has
lons) capacity, on fuselage and inboard wing pylons.
Matra Magic air-to-air missiles on overwing pylons; funded the programme and provided support throughout.
Provision for in-flight refuelling, with retractable probe
aircraft for Oman carry two AIM-9P Sidewinders on An RAF Jaguar GR. Mk 1 (XX765) was loaned as the
forward of cockpit on starboard side.
outboard underwing pylons. testbed aircraft, in which BAe installed an advanced digi-
Accommodation (trainer): Crew of two in tandem on tal quadruplex fly by wire control system. First flown on 20
Dimensions, external:
Martin-Baker 9B Mk II zero/zero ejection seats. Indi- October 1981, the FBW Jaguar is a one-off research vehi-
vidual rearward hinged canopies. Rear seat 38 cm (15 Wing span 8-69m (28 ft 6 in)
cle, and is not intended as a production Jaguar version, but
higher than Windscreen bulletproof Wing chord: at root 3-58m (11 ft 9 in)
in) front seat. the ACT system, once proven, will be an essential element
against 7-5 mm at tip 113 m (3 ft S'/i in)
rifle fire. of the EAP (Experimental Aircraft Programme, see UK
Wing aspect ratio 312
Accommodation (single-seater): Enclosed cockpit for section currently under construction at BAe Warton, and
)
Length overall, inci probe:
pilot, with rearward hinged canopy and Martin-Baker of other future combat aircraft.
single-seat 16-83 m (55 ft 2'/2 in)
E9B (Ecuador), 09B (Oman) or IN9B (India) ejection
two-seat 17-53 m (57 ft 6V4 in) The FBW Jaguar was the first fully practical digital ACT
seat as in two-seaters. Bulletproof windscreen, as in aircraft to fly with equipment made to production stan-
Length overall, excl probe:
two-seat version. 15-52 m dard. It does not have, and does not require, any form of
single-seat (50 ft 11 in)
Systems: Air-conditioning and pressurisation systems reversionary control, as it is capable of surviving automat-
two-seat 16-42 m (53 ft IOV2 in)
maintain automatically, throughout the flight envelope, ically all probable failures. Details of the FBW system
Height overall 4-89 m
(16 ft O'/z in)
comfortable operating conditions for crew, and also 4-53 m (14 ft lO'A in)
were given in the 1983-84 Jane's. Major subcontractors
Tailplane span
control temperature in certain equipment bays. Two were the Combat Aircraft Controls Division of GEC
Wheel track 2-41 m (7 ft 11 in)
independent hydraulic systems, powered by two Vick- Avionics (electronic control system, including high-speed
Wheelbase 5-69 m (18 ft 8 in)
ers engine driven pumps. Hydraulic pressure 207 bars digital computers), and Dowty Boulton Paul (electro-
Areas: hydraulic actuator controls for spoilers, rudder and tail-
(3,000 Ib/sq in). First system (port engine) supplies one
Wings, gross 24-18 m^ (260-27 sq ft)
channel of each actuator for flying controls, hydraulic plane).
Leading-edge slats (total) 1-05 m^ (11-30 sq ft)
motors which actuate flaps and slats, landing gear After a series of flight trials in stable configuration, with
retraction and extension, brakes and anti-skid units.
Trailing-edge flaps (total) 412 m' (44-35 sq ft)
and without external stores, the Jaguar testbed was
Spoilers (total) 0-90 m' (9-67 sq ft)
Second system supplies other half of each flying control destabilised initially to -4 percent in the pitch axis, by the
Vertical tail surfaces (total) 3-90 m' (42-00 sq ft)
actuator, two further hydraulic motors actuating slats use of a quarter of a ton of rear fuselage ballast, and flight
Horizontal tail surfaces (total) 7-80 m' (83-96 sq ft)
and flaps, airbrake and landing gear emergency exten- testing in unstable configuration began in early 1983. The
sion jacks, nosewheel steering and wheel brakes. In Weights and Loadings: fitting of fixed wing leading-edge strakes to move the
addition, there an emergency hydraulic power trans-
is
Typical weight empty 7,000 kg (15,432 lb) centre of forward was completed in early 1984, the
lift

fer unit. Electrical power provided by two ISkVA AC Normal T-O weight (single-seater, with full internal fuel aircraft thus becoming a control configured vehicle (CCV)
generators, either of which can sustain functional and and ammunition for built-in cannon) for the remainder of its test programme. First flight in this
operational equipment without load shedding. DC 10,954 kg (24,149 lb) configuration was made on 15 March 1984, With strakes,
power provided by two 4kW transformer-rectifiers. Max T-O weight with external stores 300 kg (66 lb) of ballast and two inboard underw ing fuel
1

Emergency power for essential instruments provided by 15,700 kg (34,612 lb) tanks installed, it was subsequently flown to the maximum
15Ah battery and static inverter. De-icing, ram clear- Max wing loading 649-3 kg/m' (133 Ib/sq ft) planned instability of -10 per cent, a magnitude which
ance and demisting standard. Liquid oxygen system, Max power loading: could not be controlled by a human pilot without total
which also pressurises pilot's anti-g suit. Jaguar is fully Adour Mk 804 219-6 kg/kN (2-15 lb/lb st) reliance on the electronic ACT system. Flight trials indi-

power controlled in all three axes and is automatically Adour Mk 81 209-9 kg/kN (2-06 lb/lb st) cated that the strakes give a marked improvement in per-

stabilised as a weapons platform by gyros which sense PERrORMANCE: formance, especially at low speeds during take-off and
disturbances and feed appropriate correcting data Max level speed at S/L landing. There is less drag and a significant improvement
through a computer to the power control assemblies, in Mach 11 (729 knots; 1,350 km/h; 840 mph) in turn rate, with impressive control responses.
124 INTERNATIONAL: AIRCRAFT — SOKO/CNIAR
SOKO/CNIAR Single-seat close support and ground attack aircraft,
T'l I't; units. All units retract forward into fuselage. lAv Bacau
two-stage oleo-pneumatic shock absorber
with secondary capability as low level interceptor. in each unit.
l'\Ktl( ll'ANIS:
SOKO, MoM;ir, ViigoslaMa Combat capable two-seat versions used also for Mainwheelsand tubeless tyres on both A and B versions
advanced flying and weapon training. are size 615 x 225 x 254 mm, pressure 5-2 bars (75-4
Centrul National al Industrie! Aeronautice Romane,
Caica Victiirci l(i3, 70(1(10 Bucharest. Ronuinia
Wings; Cantilever shoulder-wing monoplane, of NACA Ib/sq in), Nosewheel and tubeless tyre are size 551 x
65A-008 (modified) section and low aspect ratio. 250 X 152-4 mm, pressure 3 bars (45 Ib/sq in), on A
1

SOKO/CNIAR ORAO (EAGLE)/IAR-93 Anhedral 3° 30' from roots. Incidence 0°. Sweepback versions; and size 451 x 190 x 127 mm, pressure 3-8
This twin-jet close support and ground attack aircraft is 35° at quarter-chord and appro.x 43° on outer leading- bars (551 Ib/sq in), on B models. Flydraulic disc brakes
in production to meet a joint rcc|iiirenient of the air forces edges. Inboard leading-edges extended forward on each mainwheel unit, and electrically operated anti-
of Romania and Yugoslavia. In the latter country it is (sweepback approx 70°) on production single- artd skid system. Bullet fairing at base ot rudder contains a
known as the Orao (Eagle); Romania it is known as the
in two-seaters, but not on prototypes or pre-production hydraulically deployed 4-2 m
(13 ft 9': in) diameter
IAR-93. The joint programme is known as'Yurom" (from aircraft. Two-spar structure of aluminium alloy, with braking parachute.
y'i(goslavia-/?()mania). ribs, stringers and partially machined skin. Wing spar Power Plant (A versions); Two 17-79 kN (4,000 lb st)
The Orao/lAR-93 was designed jointly by Yugoslav box forms integral fuel tanks on B versions; A models Turbomecanica/ORAO (licence built Rolls-Royce)
engineers from the V'azduhoplovno Tehnicki Institut in have rubber fuel cells, forward of which are sandwich Viper Mk 632-4 R non-afterburning turbojets, mounted
1

Zarkovo, near Belgrade, and by Romanian engineers panels. Hydraulically actuated (EEMCO system) two- side by side in rear fuselage; air intake on each side of
from the InstitutuI de Mecanicu Fluidelor si Constructs segment aluminium alloy leading-edge slats. Two small fuselage, below cockpit canopy. Fuel in seven fuselage
Aerospatiale Bucharest. Design fiegan in 197(1, and
in boundary layer fences on upper surface of each wing. tanks and two collector tanks, with combined capacity
manufacture of a single-seat prototype was started simul- Hydraulically operated wide chord plain ailerons and of 2,480 litres (545 5 Imp gallons) and two 235 litre
taneously in the two countries in 1972. A Hrst flight in each semi-Fowler traihng-edge flaps, all of aluminium alloy; (51 -75 Imp gallon) wing tanks; total internal fuel capac-
country was made on 31 October 1974. SOKO and ailerons have Dowty servo-actuators. No tabs. ity 2,950 litres(649 Imp gallons). Provision for carrying

CNIAR each then completed a two-seat prototype, these Fuselage: Conventional all-metal, partially fail-safe three 540 litre (119 Imp gallon) auxiliary fuel tanks
making simultaneous first flights on 29 January 1977. In semi-monocoque structure of aluminium alloy. Hyd- (500 litre; 1 10 Imp gallon on Orao), one on undertusel-
that year construction began in each country of a pre- raulically actuated door type perforated airbrake under age stores attachment and one inboard under each wing.
production batch of 15 aircraft, the first of these making fuselage on each side, forward of mainwheel bays. Nar- Pressure refuelling point m fuselage; gravity refuelling
their initial flights in 978. The IAR-93 entered the series
1 row strake on each side of nose (not on prototypes). points in fuselage and each external tank.
production phase in 979, and the Orao about a year later.
1 Dorsal spine fairing houses circuits, systems and flight Power Plant (B versions): Two Turbomecanica/ORAO
Twenty IAR-93As and 165 IAR-93Bs have been controls. Pen nib' fairing above exhaust nozzles. Rear (licence built Rolls-Royce) Viper Mk 633-41 turbojets
ordered for the Romanian Air Force. These differ primar- portion of fuselage detachable to facilitate access for
is
each rated at 17-79 kN (4,000 Ibst) dry and 22 24 kN
ily in power plant, the IAR-93As having a non- engine maintenance and removal. (5,000 lb St) with afterburning.
afterburning Rolls-Royce Viper Mk 632 turbojet engine Tail Unit: Cantilever all-metal structure, with sweepback
ArroMMODATioN: Single-seat or tandem two-seat cock-
and the B models a Viper Mk 633 with a licence-built on all surfaces. Low-set all-moving tailplane. Small dor-
with Martin-Baker zero/zero seat for each occup-
pit(s),
afterburner. Yugoslav models are designated Orao 1 and sal hn. Auxiliary ventral hn on each side beneath rear
ant (RUIOJ in IAR-93, YUlOJ in Orao), capable of
Orao 2 Other differences are detailed in the
respectively. fuselage (single-seat production versions). Conven-
Canopy
ejection through canopy. of single-seat lAR-
wings, fuselage, and systems descriptions which
tail unit tional stressed skin construction, of aluminium alloy on
93A hinged at rear and actuated electrically to open
is
follow. Single- and two-seat \ersions of both the A and B development aircraft and A model
production versions;
upward: single-seat 1AR-93B, and both two-seaters,
models are included in the order totals, the two-seaters B \ersions have honeycomb rudder and tailplane.
have manually opened canopies opening sideways to
having almost the same operational capabilities as the Development and early production aircraft have anti-
starboard. All accommodation pressurised, heated and
single-seat versions, despite the lengthened front fuselage. flutter weights on tailplane tips; these are intended to be
air-conditioned. Dual controls in two-seat versions.
The first production 1AR-93A made its initial flight in deleted on definitne production models. Tailplane and
Systems: Bootstrap type environmental control system for
1981, and eight had been completed by the Spring of rudder controlled by Dowty servo-actuators. Trim tab
cockpit pressurisation (max differential 0-214 bars; 3-1
1982; up to mid-1983, the IAR-93B had' still to make its in rudder on prototypes, deleted on pre-production and
Ib/sq in), air-conditioning, and windscreen de-
first flight. The following details and description apply production models.
mainly to the Romanian IAR-93 production versions, Landing Gear: Hydraulically retractable tricycle type ot icing/demisting. Two independent hydraulic systems,
each of 207 bars (3,000 Ib/sq in) pressure, for actuation
except where indicated. The first production Yugoslav Messier-Hispano-Bugatti design, with single-wheel
of leading-edge slats, trailing-edge flaps, ailerons, tail-
Orao 2 made its initial flight in 1984. hydraulically steerable nose unit and twin-wheel main
plane, rudder, airbrakes, landing gear extension/retrac-
tion, mainwheel brakes, nosewheel steering, brake-
chute, and afterburner nozzles. No pneumatic system.
Main electrical system is 28V DC, supplied by two
Lucas BC-0107 9k W
engine driven starter/generators
through two voltage regulators and a switching system,
and a 36Ah battery; two 700VA static inverters for AC
power at 400Hz. Oxygen system for crew.
Avionics and Eouipment: Standard avionics include
VHF/UHF air-to-air and air-to-ground com radio
(20W transmission power); gyro unit, radio altimeter,
radio compass and marker beacon receiver; IFF; and
GEC Avionics three-axis stability augmentation sys-
tem, incorporating a basic bank/attitude hold autopilot
and emergency wings-level facility. Landing light under
nose, forward of nosewheel bay; taxying light on nose-
wheel shock strut.
Arma.meni: Two 23 mm GSh-23L twin-barrel cannon in
lower front fuselage, below engine air intakes, with 200
rds/gun. Gun camera and Ferranti D282 gyro gunsight.
Five external stores stations, of which the inboard
underwing pair and the fuselage centreline station are
each stressed for loads up to 5 00 kg 1 1 02 lb outboard ( , ) ;

underwing stations stressed for up to 300 kg (661 lb)

each. Max
external stores load 1,500 kg (3,307 lb).
Typical weapon loads can include two or three 500 kg
bombs; four or Ave 250 kg bombs; tour multiple carriers
each with three 100 kg bombs; two such multiple car-
Romanian production two-seat example of the IAR-93A tactical fighter, showing the wing leading-edge
riers plus two L-57-16MD launchers each with sixteen
root extensions and absence of ventral fins
57mm rockets; four L-57-16MD launchers; four laun-
mm, one 128 mm or one 240
chers each with two 122
mm rocket; a GSh-23L cannon pod with four L-
57-16MD rocket launchers; four 250 kg KPT-150 or
similar munition dispensers; or four L-57-32 launchers
each with tliirtv-two 57 mm rockets. Centreline and
inboard underwing points are each plumbed to carry a

540 or 500 litre (119 or 110 Imp gallon) drop tank;

centreline point also capable of carrying a camera or
infra-red reconnaissance pod or a night illumination
pod.
Dimensions, external;
Wing span 9 62 m (31 ft 6'4 in)

Wing chord: at root 4-20 ni ( i 3 It 9'k in)

at tip 1-40 m (4 tt 7'n in)

Wing aspect ratio 3 56

Length overall, incl probe:
single-seater 14-90 m (48 ft fOS in)

Length of fuselage:
single-seater 13m (45 9'ih
96 ft in)

Fuselage: Max width m (5 6'/8

1-68 ft m)
Height overall 4-45 m (14 I'M ft in)

Tailplane span 4-72 m (15 5% ft in)

Wheel track (c/1 of shock struts) 2-50 m (8 2V2 ft in)

Production configuration of the single-seat IAR-93B close support/ground attack aircraft, with additional side Wheelbase: single-seater 5-42 m (17 9"8 ft in)

view (top) of two-seat version of the IAR-93A ll'ilm I'rcss) two-seater approx 6-50 m (21 4 ft in)
 SOKO/CNIAR / TRANSALL — AIRCRAFT: INTERNATIONAL 1 25

Areas:
Wings, gross 2600 m- (279H6 sq tt)

Ailerons (totiil) 1 42 ni- (2()-67 sq tt)

Trailing-cilge tl;ips (totiil) -VI 3m- (33-69 sq tt)

Ueadnig-cdgc slats (total) 1-56 m- (16-79 sq ft)

lin 2-67 m- (28-74 sq tt)

Riiddei. incl tab 0-8S m- (9-47 sq tt)

Tailplane 7-62 m- (S2-02 sq tt)

WiK.ius AND Loadings (A: 1AR-93A, B: IAR-93B. C

Orao 2):
Weight empty, equipped: A 6,1.'=.U kg (13..V'^.S lb)

B 5.900 kg (13.007 lb)

C 5.7.50 kg (12.676 lb)
Max internal tnel: A 2,457 kg (5,416 lb)
B 2,447 kg (5,395 lb)
C 2,450 kg (5,401 lb)
Max external stores load: A B 1,500 kg (3,307 lb)
C 2,800 kg (6.173 lb)
Basie operating weight: A 8.826 kg (19.458 lb)
B 8.597 kg (18.953 lb)
T-O weight clean': C 8,450 kg (18,629 lb)
Max T-O weight: A 10,326 kg (22.765 lb)
B 10,097 kg (22,260 lb)
C 1.250 kg (24.800 lb)
1

Max landing weight: A 8.826 kg (19,458 lb)

Single-seat SOKO Orao 1 of the Yugoslav Air Force, with underfuselage surveillance pod
B 8,597 kg (18,953 lb)
Max wing loading: A 397 kg/m- (81-3 Ib/sq tt) 3.96t) m
(12.992 lt)/min 700 m (2.296 tt)

B 388 kg/m- (79-5 Ib/sq tt) 4.200 m

(13.780 ft)/min 1.050 m (3.445 tt)

Max power loading: A 289 8 kg/kN (2-84 lb/lb st Service ceiling: A 10.500 m (34.450 ft) Landing run witli brake chute C 670 m (2.200 tt)

B 227-5 kg/kN (2-23 lb/lb st) B 12.500 m (41.010 tt) Mission radius (1AR-93B):
PERroRMANCE (A and B at max T-O weight: 1AR-93B C 13.500 m (44.300 ft) lo-lo-lo with lour rocket launchers, 5 min o\er target

estimated. C at 8,450 kg; 18.629 lb T-O weight): Mm ground turning radius 700 m (22 ft 11': in) 140 nm (260 km: 161 miles)
Max le\el speed at S/L: T-O Rin: A 1.500 m (4.921 It) hi-hi-hi patrol with three 500 kg ( ,102 lb) auxiliary
A 577 knots (1.070 km/h: 665 mph) B 1.030 m (3.379 ft) 45 min over target
fuel tanks,
B. C 626 knots (1.160 km/h: 721 mph) C 500 m (1,640 tt) 205 nm (380 km; 236 miles)
Max cruising speed at 7.000 m (22.965 It): T-O to 15 m (50 It): A 1.600 m (5.249 It) lo-lo-hi with two rocket launchers, six 100 kg bombs
A .'^94 knots (730 km/h: 453 mph) B 1.100 m (3.609 ft) and one 500 kg auxiliary fuel tank, 10 mm over
Stalling speed at S/L: C 820 m (2.690 ft) target 243 nm (450 km: 280 miles)
A 130 knots (241 km/h. 150 mph) Landing trom 15 m (50 It): A 1.650 m (5.413 ft) hi-hi-hi with lour 250 kg bombs and one 500 kg

B 150 knots (278 km/h: 173 mph) B 1.600 m (5.249 It) auxiliary tuel tank. 5 mm over target
C 148 knots (274 km/h: 171 mph) C 1.500 m (4.920 It) 286 nm (530 km; 329 miles)
Max rate of climb at S/L: A 2.040 m (6.693 tt)/min Landing run: A 720 ni (2.362 It) ,t,' limit -I-7-0

TRANSALL South Africa and Turkey. Initial production, of the C-160 The French Air Force placed an initial order for 25

ARBEITSGEMEINSCHAFT TRANSALL D (90). C-160 F (50). C-160 T (20) and C-160 Z (9), was (increased to 29in 1982). Ten were fitted at the outset
shared between the three participating companies and with in-flight refuelling equipment (hose reel and drogue
AiRrRAME Companies:
ended in 972, as described in earlier editions of June's.
1 type ) in the port mam landing gear fairing to permit their
Aerospatiale, 37 boulevard de Montmorency, 75781
Production of a second series was authorised in 1977 to operation as tankers: live others incorporate provisions
Paris Cedex 16. France
meet an additional French order and requests from other for thisequipment and are capable of rapid adaptation to
Telephone: 524 43 21
countries. Under a new industrial agreement, signed on 29 the tanker roleif needed. All have a 4-00 m 3 ft 2 in) ( 1

Telex: 620059 F
October 1976, current production is shared between receiver boom mounted above and behind the flight deck.
MBB, PO Box 950109. 2103 Hamburg 95. Federal Aerospatiale (50'^f) and the two German companies They are capable of refuelling carrier based aircraft of the
Republic of Germany
(50'(). with a single final assembly line at Toulouse. French Navy, as well as French Air Force combat aircraft.
Telephone: (040) 747 5164
Aerospatiale builds the wings, wing/fuselage fairings, Deliveries to the French Air Force totalled 15 by February
Telex: 217684
fuselage doors, emergency exits and engine nacelles. The 1984. when the producticm rate was one every two
Programme DiREnoR:
fuselage, main landing gear fairings and all tail surfaces are months.
Jacques Hablot (Aerospatiale)
built by MBB. The engines, as before, are manufactured First flight ot the lirst aircraft of the new series took
jomtly'by Rolls-Royce, SNECMA, MTU
and FN-Herstal. place at Toulouse on 9 April 1981. Deliveries to the
TRANSALL C-160 (Second Series) Components are airlifted to Toulouse by Super Guppy French Air Force began on 10 December 1981, and the
The Transall (Transporter Allianz) group was formed in transport for final assembly and flight testing. The main aircraft is in service with Escadrons /64 Beam" and 2/64
1
"

January 1959 by MBB. Aerospatiale and VFW, to under- improvements in this second production series are Anjou" of the 64e Escadre de Transport at Evreux. The
take joint development and production of the C-160 updated avionics, and extended range resulting from a four additional aircraft ordered in 1982 are intended for
twin-turboprop military transport for the French and reinforced wing with an optional additional fuel tank in the operation as communications relay aircraft on behalf of
German air forces. Others were built for the air forces of centre-section. the nation's nuclear deterrent forces trom 987. To ensure 1

In-flight refuelling demonstration by new-production Transall C-160s of the French Air Force
126 INTERNATIONAL: AIRCRAFT — TRANSALL
Dimensions, internal:
Cabin, excl flight deck and ramp:
Length 13-51 m (44 tt4 in)
Max width 3 15 m (10 tt 3': in)
Max height 2 9S m (9 tt 8'; in)
Floor area 42 6 in- (458 5 sq ft)
Volume 1150 m' (4,061 cu ft)
Cabin, inci ramp: Length 17 21 m (56 ft 6 in)
Floor area 5425 m- (584 sq ft)
Volume 139 9 m' (4,940 cu tt)

Areas:
Wings, gross 160-00 m- .722 ( 1 sq tt)
Ailerons (total) 6-88 m- (74 06 sq ft)

Trailing-edge flaps (total, extended)

34-54 m- (371 8 sq tt)
Spoilers (total) 0-80 m' (8-61 sq tt)
Fin: excl dorsal fin 29-50 m- (317-5 sq tt)
incI dorsal Mn 36-00 m- (387 5 sq tt)

Rudder 10 20 m- (109-8 sq tt)

Tailplane 33-50 m' (360 6 sq tt)

Elevators 10 30 m- (110 9 sq tt)

Weights and Loadings:

Min operating weight empty 28.000 kg (61.730 lb)
Typical operating weight emptv
'
Transall C-160 tanker/transport, in production for the French Air Force (I'lloi I'ress 29.000 kg (63,935 lb)
Max payload 16,000 kg (35,275 lb)
maximum and ettecti\eness m a nuclear
sur\ nability and on the ground. Power assisted controls. Paratroop Max T-b weight 51,000 kg (112.435 lb)
combat cn\ ironment. the aircraft w ill be equipped as flight door on each side immediately aft of the landing gear Max /ero-tuel weight 45.000 kg (99.210 lb)
reluelling tankers/receivers. They will be designated lairings: hydraulically operated rear loading ramp. The Max landing weight 47.000 kg (103.615 lb)
Astart6 (A\ion-station-relais de transmissions excep- floor and all doors are at truckbed height. The floor is Max wing loading 319 kg m' (65 34 Ib/sq tt)
tionelles) and will be operated under the overall Ramses provided with lashing points ot 5.000 kg (11,023 lb) Max power loading 5 61 kg kW (9 22 Ib'ehp)
(reseau amont maille strategique et de survie) pro- capacity, arranged in a 5 1 cm (20 in) grid, and 1 2,000 kg Perlormance (at max T-O weight except where indi-
gramme. Equipment includes a US built VLF system, (26,455 lb) capacity on the sidewalls, and is stressed to cated):
installed by Thomson-CSF. ot the kind htted to Tacamo carry large military vehicles. Loads which cannot be Never-exceed speed:
EC-130sof the US
Navy. driven in can be taken on board rapidly by an automatic
at 4,875-9,145 m (16,000-30,000 tt) Mach 0-64
In addition to the French order, three second-series translation and stowing system. Individual loads of up to below 4,875 m (16,000 ft)
Transalls have been de!i\ered to the Indonesian govern- 8.000 kg(l 7,637 lb) can be airdropped, including drops 320 knots (593 km/h: 368 mph)
ment, and are operated by Pelita Air Service to assist in the at low altitude (3-9 m: 10-30 ft) or during touch-and- Max level speed at 4,875 m (16,000 ft)
country's transmigration ot inhabitants from Java to less go.
277 knots (513 km/h: 319 mph)
heavily populated islands. Three more are on order.
S^sTE.MS: Normalair-Garrett pressurisationand air- Stalling speed, flaps down
Conversion kits or modifications are being offered tor
conditioning system, differential 302-0-322 bars 95 knots (177 km/h: 110 mph)
maritime sur\eillance (C-160S) and electronic surveil-
(4 38-4 67 Ib'sq in). Two separate primary hydraulic Max rate of climb at S/L 396 m (1,300 ft)/min
lance (C-160SE) versions, both described separately,
systems, pressure 175 bars (2,500 Ib/sq in), for flying Rate of climb at S/L, one engine out
photographic reconnaissance (with vertical and oblique 91 m (300 ft)/min
controls, loading ramp, landing gear, wheel brakes,
cameras), airborne command, VIP transport, hrehghting Service ceiling at 45,000 kg (99.210 lb) AUW
flaps, spoilers, airbrakes, nosewheel steering and other
and anti-pollution missions (w ith a 2 ton liquid dropping Two more systems, pressure 8,230 m (27,000 ft)
1
auxiliaries. 1 75 bars (2,538
capability), and tor aeromedical duties. An airborne early
Ib/sq in), for emergency and ground services, as well as a Service ceiling, one engine out at 45,000 kg (99,210 lb)
warning version, designated C-160AAA (avion d'alerte AUW
handpump driven emergency system. AC electrical sys- 3,050 m (10,000 ft)
avancee), has also been proposed. This would have nose
tem includes two 60kVA 380-580Hz generators, one T-O run, 20° flap 715 m (2,346 ft)
and tail radomes similar to those ot the British Aerospace 60kVA 400H7 generator and two 9kVA 400Hz T-O to 10-5 m (35 tt), 20° flap 990 m (3,248 ft)
Nimrod AEW. Mk 3. generators. 28V DC system and 40Ah batteries. Landing from 15 m (50 ft), 40° flap, at max landing
The following description applies to the current stan-
Garrett GTCP-85-160A APU in forward part of port weight without propeller reversal 869 m (2,850 ft)
dard tanker/transport version: Landing run, normal 550 m (1,800 ft)
main undercarriage fairing.
Tvfe: Twin-engined turboprop transport. Min ground turning radius 28-60 m (93 ft 10 in)
Wings: Cantilever high-wing monoplane. Dihedral on Avionics and Eolipment: Socrat TRAP- 138 VHF: TRT
TRAP-139 UHF: LMT 3527C Range, reserve of 5''^ initial fuel, allowance for 30 mm
outer wings 3° 26'. All-metal two-spar structure or Collins 628T-1 HF:
TEAM AS-1227B PA system: TEAM TF-AP 14 inter-
hold at S/L, OWE
of 29,000 kg (63,935 lb):
designed on tail-safe principles. Wing in three sections, with 8,000 kg (17,640 lb) payload
comprising a centre-section, which carries the engines,
com: EAS RNA-720 VOR/ILS. Collins NRAN-19 or
DF 206 ADF: LMT DM-820 or Collins 860E-5 (with- 2,750 nm (5,095 km. 3,166 miles)
and two outer panels. All-metal ailerons and hydrauli- with 16,000 kg (35,275 lb) payload
out micro-Tacan) DME: LMT-3560 or Collins 621 A-
callyoperated double-slotted flaps. Hydraulically oper-
6A ATC transponder: Omera ORB-37 weather radar: 1,000 nm (1,853 km; 1,151 miles)
ated airbrakes (inboard, above and below wings) and Max ferry range with centre-section wing lank
spoilers (outboard) forward ot flaps on each wing. Elec-
TRT AHV-6 radio altimeter. EAS RM-671 or Collins
4,780 nm (8,858 km: 5,504 miles)
5 Z-4 marker beacon receiver: Jaeger 60571 or Jaeger
1
trical de-icing of leading-edges.
Flselage: Aluminium alloy (2024-T3) semi-monocoque 64111 encoding altimeter: SFIM CADV automatic
structure ot circular basic section, flattened at the bot-
flight control system, incorporating two vertical gyros, TRANSALL C-160
tom, and designed on tail-safe principles. Underside ot
two gyro-compasses, PA-5 1 autopilot and D V-86 flight (SURVEILLANCE VERSIONS)
director: and ESD RDN-72 Doppler navigation radar.
upswept rear fuselage lowers to form loading ramp for By means of modular conversion kits, existing or new-
vehicles.
Export version available with LMT micro-Tacan: Col- production Transalls can be adapted to a surveillance role.
Tail Unit: Cantilever aluminium alloy (2024-T3) struc- lins DF-301E UHF/DF (with UHF com system); Sercel Two versions have been proposed:
ture. Large dorsal hn.
Crouzet type Equinox Omega; and TRT APS-500 C-160S. Maritime surveillance version, with
Landing Gear: Retractable tricycle type, built by GPWS. Thomson-CSF Varan search radar, observers' windows,
Messier-Hispano-Bugatti and Liebherr-Aerotechnik. Dimensions, external: cameras, flush windows, searchlight, rescue equipment,
Hydraulic retraction and hydraulic/pneumatic shock Wing span 40-00 m (131 It 3 in) multi-purpose launcher, VHF/DF and low- altitude navig-
absorption. Each mam unit comprises two pairs of Wing chord: at root 4-84 m (15 ft 10'; in) ation system.
wheels in tandem and is mounted inside a tairing on the at tip 2-428 m (7 ft 1 1 '/2 in) C-160SE. Electronic surveillance version, with FLIR,
side of the fuselage. Wheels can be raised to lower the mean 4 176 m (13 ft 8'; in) SLAR and electronic warfare (elint and comint) systems.
fuselage tor loading. Steerable twin-wheel nose unit. Wing aspect ratio 10 In this version, the search radar can be replaced by a
Mainwheel tyres size 1500 x 16: nosewheel tyres size Length overall, excl probe 32-40 m (106 ft 3'/2 in) retractable ventral radar for 360° scan.
12-5 X 6. Tyre pressure 3-79 bars (55 Ib/sq in) on main
1 Fuselage: Max diameter 4-30 m (14 ft 1 '.4 in) The following details apply to the C-160S:
units, 314 bars (45-5 Ib/sq in) on nose unit. Messier- Height overall 1 65 m (38 ft IVi
1 in) Airerame and Power Plant: Generally similar to stan-
Hispano-Bugatti brakes. Tailplane span 14 50 m (47 ft 7 in) dard C-160, except as described under model listings.
Power Plant: Two 4,549 kW (6,100 ehp) Rolls-Royce Wheel track 5-10 m (16 ft 9 in) Accommodation: Flight crew of three (pilot, co-pilot and
Tyne RTy.20 Mk 22 turboprop engines, each driving a Wheelbase 10 48 m (34 ft 4': in) flight engineer). Basic four-man tactical crew (two radar
Ratier Forest built BAe Dynamics 4/8000/6 four-blade Propeller diameter 5-49 m (18 ft in) navigators and two observers), plus additional members
constant-speed tully-feathering reversible-pitch pro- Distance between propeller centres as required or as relief crew. Observers' bubble win-
peller. Single-point pressure refuelling: gravity refuel- 10-90 m (35 ft 9V4 in) dows located at floor level on port side, and in forward
ling available optionally. Fuel in four integral wing tanks Crew door (fwd, port): Height 1-22 m (4 ft in) emergency exit on starboard side.
with total capacity of 19,050 litres (4,190 Imp gallons). Width 62 m (2 ft OV2 in) Avionics and Eouipment: Two Socrat 4600 VHF com,
Addititmal wing centre-section tank optional, capacity Paratroop door (each side): single TRT ERA-8250 UHF com, Collins 628-Tl HF
9,000 litres (1,980 imp gallons). Boom for m-fligh't Height 1-90 m (6 tt 2': m) com, loudspeaker and interphone. SFlM-51 autopilot:
refuelling. Hose reel and drogue type in-flight refuelling Width 0-90 m (3 ft in) SFENA flight director system; two EAS RNA-720
tanker equipment optional. Watcr-methanol usable Rear loading ramp: Length 3 70 m (12 ft 1 V2 in) VOR/ILS: Collins 51 Z-4 marker beacon receiver;
capacity 318 5 litres (70 Imp gallons). Oil capacity Width 3-15 m (10 ft 3'/2 in) Collms-Socrat DF-206 ADF; twin SFM VG-75 control
(total) 68-4 litres (15 Imp gallons). Emergency exits: gyros and amplifier; two SFIM CG-512-5 heading data
Accommodation: Pressurised accommodation for crew of Main hold, fwd, stbd side (one): generators: LMT-3592D micro-Tacan; Omera ORB-
three, comprising pilot, co-pilot and flight engineer. Height '0-88 m (2 ft 10'/2 in) 32 or Thomson-CSF Varan TMV-118B multi-mode
Typical payloads include 93 troops or 61-88 fully Width 0-54 m (1 ft 9'/4 in) radar, with 224° scan; ESD RDN-72 Doppler;
equipped paratroops: 62 stretchers and four attendants; Flight deck roof (one): roof of main hold, fwd (one): Crouzet-Nadir navigation computer; Collins 621A-6
armoured vehicles, tanks and tractors not exceeding and two in root of main hold at rear (one each side of ATC transponder: Jaeger 61320 encoding altimeter;
max permissible payload weight. Flight deck and cargo dorsal tin): Height 0-54 m (1 ft 9'/4 in) TRT AHV-6 radio altimeter; and SFENA 7054
compartment air-conditioned and pressurised in flight Width 0-64 m (2 ft 1 '4 in) emergency horizon.
 TRANSALL / lAI — AIRCRAFT: INTERNATIONAL ISRAEL / 127

Operational Equipment: Two Omera cameras, mounted parachute. This container can also be used to parachute PERtoRMANC F (at max T-O weight):
in lobe on each side of rear fuselage, linked to the 60 kg ( 1 of supplies to ships and ground forces; (2)
.32 lb) Optimum 70 knots (31 km/h; 196 mph)
patrol speed 1 .S

navigation computer and capable of contmuous or SAR system, jettisonable via paratroop doors; (.3) 12-7 Range at optimum patrol speed
intermittent (manual) operation. Sixteen or 32 flares in cm (5 in) diameter universal launch tube, on port side at 3.000 nm (5.560 km; 3.455 miles)
port main landing gear fairing, with observer actuated rear of cabin, for dropping markers (luminous floats or Ferry range with crew of 4 and max payload. standard
Alkan ejectors. Three alternative sea rescue systems: radio markers) without need to open fuselage doors. reserves 1.000 nm (1.853 km; 1,151 miles)
(1 )a cylindrical container accommodating a pneumatic Weights: As standard version except: Endurance at optimum patrol speed, at 500 nm (926
raft, float line, extractor parachute and stabilising Operating weight empty 29.830 kg (6.'). 763 lb) km; 576 miles) from base 14 h

ISRAEL
Kfir, and research into materials, structures and electronic machine-guns, with 180 rds/gun; an external bomb rack
lAI countermeasures. It is now developing a new single-seat for (typically) two 50 kg high speed smoke bombs or two
ISRAEL AIRCRAFT INDUSTRIES LTD strike tighterknown as the Lavi. 50 kg general purpose bombs with high speed tail; and
Ben-Gurion International Airport. 70100 Lydda (Lod) The Electronics Division incorporates Elta Electronics four underwing attachments for two (inboard) and four
Telephone: 03 973 1 1
Industries. MBT Weapons Systems, Tamam Precision (outboard) rocket launchers. Other external stores, at cus-
Telex: Isravia 031114 Instruments, MLM Systems Engineering and Integration, tomer's option, can include minigun pods. Mk 81 bombs,
and Magal Detection and Alert Systems. It specialises in photographic pods, flares and flare dispensers, and land
President: Shalom Nimrod Ariav
the design, development and production of sophisticated and sea survival kits. Max T-O weight ot the Improved
ExECiiTivE Vice-Presidents:
electronic equipment such as airborne, ground and ship- Fouga IS 3,400 kg (7,495 lb).
M Keret
borne communications and radars, transceivers and
A. Ostrinski lAI AMIT FOUGA
navigational aids, general communications equipment,
Vice-Presidents: Israeli Air Force name: Tzoukit
automatic test systems, and such electronic medical
M. Ortasse (General Manager, Electronics Division) The AMIT Fouga (Advanced Multi-mission Improved
devices as cardiac resuscitation instruments. MBT partic-
A. E^roni (General Manager, Bedek Aviation Trainer) was engineered by lAI to Israeli Air Force
ipated in the development of the Division's Gabriel ship-
Division) requirements, to remain as the standard lAF trainer dur-
borne surface-to-surface missile system, among others, as
M. Blumkine (General Manager. Engineering Division) ing the 1980s. It is, in effect, completely rebuilt and
well as of an electronic warning lence and an audible bomb
Y. Ben-Bassat (General Manager. Aircraft modernised, and is a dedicated trainer with all armament
release altimeter. Tamam
manufactures and assembles
Manufacturing Division) removed. Some 250 modihcations are incorporated,
high precision electromechanical components and servo-
B. Lapidoth (General Manager, Combined including all of those described for the Improved Fouga
systems for such mechanisms as aerosystems, torque
Technologies Division) plus a redesigned cockpit and instrument layout, improved
motors and gyroscopes.
N. Hassid (Finance) environmental control system, automatic starting system,
Ramta Structures and Systems, SHL Servo- Hydraulics, new electrical power supply, liquid oxygen system, and a
Mrs. H. Ron (General Counsel)
MATA Helicopters. Golan Industries, and PML Precision warning and failure system. Two prototypes were flight
Y. Ben-Zvi (Internal Auditor)
Mechanisms make up the Combined Technologies Divi-
Company Spokesman: Doron Suslik tested in 1981, and deliveries to the lAF were continuing
sion. This designs, develops and manufactures hydraulic
in 1984.
This company was established m 1953 as Bedek Air- and fuel system components, hydraulic flight control
craft Company. The change of name, to Israel Aircraft servo-systems, landing gears and brake systems; produces lAI MIRAGE MODIFICATIONS
Industries, was made on 1 April 1967. air actuated chucks, miniature gears, clutches and brakes; lAI marketing a retrofit kit designed to increase, at
IS

lAl employs approx 20,000 people in all its facilities, manufactures ground support equipment, stainless steel relatively low cost, the combat capability and survivability
which occupy a total covered floor area of 500.000 m' tanks, the Dabur and Dvora patrol boats and the RBY of Mirage type aircraft. The basic airframe modihcations
(5,38 1 .950 sq ft). It is licensed by the Israel Civ il Aviation armoured vehicle; manufactures high precision metal consist of installation ot Kfir type foreplanes and Khr
Administration. US Federal Aviation Administration. products tor the aircraft and military industries; and pro- standard landing gear, the former permitting either a sub-
British Civil Aviation Authority and the Israeli Air Force, duces electronic assemblies and subassemblies lor aircraft. stantial reduction (305-457 m; 1 ,000-1 ,500 ft) in T-O run
among others, as an approved repair station and main- Through its Military Aircraft Marketing Group, lAI or a 907 kg (2,000 lb) increase in T-O gross weight, and
tenance organisation. offers a number ot services to foreign customers, based on the latter an increase in max T-O weight to 16,330 kg
Israel Aircraft Industries underwent a major reorg- the considerable capability of its hve mam divisions. (36.000 lb). The foreplanes also offer a marked improve-
anisation in the latter part of 1 977. and now comprises Hve Among these are combat aircraft upgrading, a retroht ment in maximum air turning radius (from .036 m; 3,400 1

divisions, as follows: package that can include improved systems, engines, ft to 610 m; 2,000 ft at 4,575 m; 15,000 ft altitude);

Bedek Aviation Division, incorporating Turbo- avionics, design conhguration and structures. This has improved sustained turn, a vastly extended usable angle of
chrome, is an internationally approved multi-faceted proved a successful export item, and programmes are attack and low-speed envelope; and much improved hand-
single-site civiland military aircraft service centre. Present available for Mirage. Skyhawk. Hunter. Phantom. North- ling qualities. By reducing air loads on the wings and
prograinmes include the turnaround inspection, overhaul, rop F-5 and other types. Another service is the OFT fuselage, they extend the fatigue life of the airframe.
repair, retrohtting. outfitting and testing of more than 30 (operational flight trainer), a simulator tor procedure and An additional fuselage fuel tank can be installed aft of
types of aircraft, including the Boeing 707, 727. 737, 747, cockpit training; weapon delivery and navigation training; the cockpit, and a Khr type nose provides additional space
767, McDonnell Douglas DC-8, DC-9, DC-10, Lockheed and ILS, VOR and GCA approach and landing. for avionics such as control and stability augmentation
C-130. and F-4, F-15 and F-16 Hghters; 28 types of civil systems. Other avionics include a radar warning system,
lAI IMPROVED FOUGA
and military engines, including the JT3D. JT8D. J79, with omnidirectional threat analysis and cockpit display,
Based on its experience in manufacturing the Aero-
FlOO, T56 and T53; and 8,000 types of components, and a WDNS-34I fully inertial weapon delivery and
spatiale (Fouga) Magister, lAI is offering an Improved
accessories and systems. Offshore workload includes the navigation system with head-up operation in all air-to-
Fouga with a multi-mission capability for basic and
supply of total technical support to several international surface and air-to-air modes. Additional external stores
advanced flying training, navigation training, jet opera-
operators. The division holds warranty and/or approved stations are provided, and flare/chatf dispensers can be
tional transition, armament training, tactical acrobatic and
service centre approvals from many of the world's leading installed under the rear fuselage.
formation training, ground support, counter-insurgency
component manufacturers. Bedek has refurbished and
resold numerous Boeing 707/720s, often after conversion
and reconnaissance duties. This has the 4-71 kN (1,058 lb lAI SKYHAWK MODIFICATIONS
St) Turbomeca Marbore VI engine as standard, although Major airframe improvements ottered by lAI's
from passenger to cargo conhguration, a modihcation
the lower-powered (3-92 kN; 882 lb st) Marbore IIM3 can Skyhawk retroht programme include a lite extension
developed jointly by Boeing and Bedek Aviation.
be installed if required. overhaul, replacement of all wiring, prov ision ot dual disc
Bedek Aviation has a total floor area of more than
Improvements include a full overhaul and 5,000 hour brakes on the mainwheels, a steerable nosewheel, addition
92,903 m' (1,000,000 sq ft). Its workforce includes more
life extension of the airframe, including corrosion protec- of wing lift spoilers, an extra hardpoint under each
than 3,500 technicians, engineers and supporting person-
tion; easier maintainability and greater reliability; better wing, extension of the tailpipe (to change the heat sign-
nel.
braking; improved instrumentation and avionics (VHF, ature and make the tailpipe more survivable and easier to
The Aircraft Manufacturing Division produces the
UHF, audio, Tacan/DME and IFF as standard, others to repair), and addition of a brake-chute in a fairing beneath
Khr hghter, the Arava STOL transport, the turbofan pow-
customer's requirements); renewal of wiring; installation the rear fuselage. The wing root cannon are of increased
ered Westwind business aircraft and the Scout mini-RPV.
of anti-collision lights and (optionally) a coloured smoke calibre (30 mm instead of 20 mm), and a weapons delivery
In addition, it engaged in the manufacture of a vast
is
system. and navigation system (WDNS) similar to that in the Mir-
variety of spares and assemblies for aircraft and jet
engines, to meet Israeli Air Force requirements. Most
Armament may include twin 7 62 mm Browning age package is installed. Additional space for lighter-

recently this has included 58 sets of conformal fuel tanks

for the McDonnell Douglas F-15. As a subcontractor to
many US and European aircraft manufacturers, the Div-
ision produces major aircraft structures, flight control sur-
faces, cargo loading systems and spares.
The Engineering Division, the largest establishment of
its kind in Israel, employs some 1,800 technical, scientihc

and other skilled personnel. It is responsible for engineer-

ing research, design, development and testing of aero-
space systems. It provides engineering support in system

analysis, aerodynamics, materials and processing, landing

and control systems, and in structural, flight and environ-
mental testing. The Division performed modihcation and
production support for the manufacture of the Magister
jet trainer for the lAF; and major structural conversions of
the Boeing Model 377, for military applications such as
swing-tail freighter and hose refuelling tanker. It designed
and developed the Arava STOL transport aircraft and
developed the 1123 and 1 124 Westwind.
The Division is or has recently been engaged in a variety
of programmes which include development of the Astra
business jet, a fly by wire system for flight testing in the lAI AMIT Fouga (Tzoukit) of the Israeli Air Force
128 ISRAEL: AIRCRAFT — lAI
lAI KFIR (LION CUB)
A
prototype of the KMr was flown in 1973, before the
outbreak of the October 'Yom Kippur' war, and details
were made public ofhcially for the hrst time on 14 April
1975. when two examples were displayed at Ben-Gurion
Airport.
The Ktir utilises a basic airframe similar to that of the
Dassault Mirage 5. the mam changes being a shorter but
larger-diameter rear tuselage. to accommodate the J79
engine: an enlarged and flattened undersurtace to the
forward portion of the tuselage: introduction of four small
fuselage airscoops, plus a larger dorsal airscoop in place of
the triangular dorsal hn, to provide cooling air for the
alterburner: and a strengthened landing gear, with
longer-stroke oleos. Internal changes include a redesigned
cockpit layout, addition ol Israeli built avionics, and
revised tankage compared with the Mirage 5.
luel
Intended tor both air delence and ground attack roles, the
Klir retains the standard Mirage lixed armament ot two 30
mm DEFA cannon, and can carry a variety of external
weapons including Rafael Shafrir 2 air-to-air missiles.
Two squadrons of the Israeli Air Force were equipped
lAI modified McDonnell Douglas A-4 Skyhawk, with extended nose and tail, underwing spoilers, provisions for with this initial version, which was (and still is) known
Gabriel missiles, and other changes simply as the Kfir.
A modilied version known as the Kfir-C2 entered pro-
weight a\)onics is made a\ailahle in an extended nose New Elta multi-mode pulse-Doppler radar, developed duction in 1 974. This has a number of changes, including
eompartnient and in tlie saddleback' hump att of the trom the EL/M-202IB, will include automatic target non-retractable, sweptback toreplanes just aft of the
cockpit. As with the Mirage, flare and chaff dispensers can acquisition and track-while-scan in the air-to-air mode,
engine air intakes: a small strake on each side of the
be installed under the rear fuselage, forward ot the hrake- and beam-sharpened ground mapping/terrain avoid- extreme nose: and extended wing leading-edges, created
chute tairing. ance and sea search in the air-to-surface mode. The by increasing the chord on approximately the outer 40 per
radar's coherent transmitter and stable multi-channel cent of each wing. The foreplanes can be detached for
lAI LAVI (YOUNG LION) receiver will ensure reliable lookdown pertormance missions not requiring high manoeuvrability. Some of
In the I y90s the La\ expected to become the work-
i is over a broad band ol trequencies, as well as high resol- these modihcations (but specilically not the canard sur-
horse ot the Israeli Air Force, which is understood to have ution mapping. Its programmable signal processor, laces) have been fitted retrospectively to early model Klirs
a requirement for at least 300, including about 60 backed by a network ol distributed, embedded comput- in service. Thus — since the C in the C2 designation stands
combat-capable two-seat trainers. Emphasis will be on the ers, will provide optimum allocation of computer power for 'canard' — it is incorrect to refer to the aircraft so
close air support and interdiction roles, with a secondary and considerable flexibility for algorithm updating and modihed as Kfir-Cls, as has been done in the past.
capability for air-to-air sell-defence to and Irom the system growth. Advanced inertial navigation system The modihcations were designed to improve the air-
target. Design characteristics include high-speed pene- and weapons delivery system. craft's doglighting manoeuv rability at the lower end of the
tration, high manoeuvrability, lirst-pass bombing accur- Armament: Four underwing hardpoints tor air-to-surtace speed range and to enhance take-off and landing perfor-
acy, and battle damage tolerance for safe recovery. missiles, bombs, rockets and other stores: inboard pair mance. It is claimed that, in particular, they give a better
Now m the linal design stages, the Lav will be slightly
i 'wet' for carriage ol auxiliary luel tanks. LInderluselage sustained turning performance, with improved lateral,
smaller than the General Dynamics F-16. and will have attachments for up to six Mk HO series bombs. Intra-red longitudinal and directional control: contribute to a very
delta main wings and canard surfaces, incorporating air-to-air missile at each wingtip. low gust response at all operational altitudes, especially at
pro\en state of the art technology. Approx 20 per cent ot Dimensions, external: very low level; offer improved handling qualities at all
the structure, by weight, will be built of composite materi- Wing span .S 71 m (2N It 7 in) angles of attack, high g loadings, and low speeds; reduce
als. This will include many components made from Length overall 14-39 m (47 It 2': in) take-oil and landing distances, and landing speeds; and
graphite epoxy (carbonhbre), such as wing skins and sub- Height overall 5-28 m (17 tt 4 in) permit a more stable (and, if required, a steeper)
structure, the \ertical tail, the all-mo\ ing torejilanes, con- Wheel track 2-31 m (7 It 7 in) approach, with a flatter angle of approach and touchdown.
trol surlaces, and various doors and panels. In most cases, Wheelbase 3 86 m (12 It 8 in) Later versions of the C2 have Elta EL/M-2()01B nose
development and initial production ol such advanced Area: radar in an extended nose, increasing the overall length by
technok)gy components will take place in the USA. before Wings, gross 32-50 m- (349-8 sq tt) 0-80 m (2 ft 7' 2 in).
series manufacture is transterred to Israel. Production ol WekjHis and Loading: A two-seat version, known as the Kfir-TC2, was flown
composites be undertaken eventually by
will MMCA
Ltd. Max fuel: internal 2,721 kg (6,000 lb) for the time in February 1981, and is now in service.
lirst
a new subsidiary of lAI based at Beer-Sheva. external 4,164 kg (9,180 lb) Overall dimensions, power plant and performance are
Deliveries of the Lavi are planned to begin in 19H9. Max ordnance (excl air-to-air missiles) similar to those of the single-seat version, except tor the
initially to replace the Israeli Air Force's A-4 Skyhawks 2.721 kg (6.000 lb) insertion of a 0-84 m (2 tt 9 in plug in the forward fuselage
)

and later the Khr-C2/C7. The two-seat version will Max external load 7,257 kg (16,000 lb) to accommodate a second cockpit in tandem. The nose is
replace Skyhawks and F-4 Phantoms at present used in the T-O weight: basic 9,664 kg (21,305 lb) drooped order to maintain a good held of view trom
in
training role. Series production is intended to be at the max 17,010 kg (37,500 lb) both seats, and the second cockpit accommodates addi-
initial rate ot one per month, increasing to .?0-.^6 per year Max wing loading 523 kg/m- (107 Ib/sq tt) tional systems not present in the single-scat version.
by the mid-1990s. Thrust/weight ratio II Further details of the C2 and TC2 can be found in the
Prototype construction was authorised by the Israeli PERtORMANCE (estimated): 1983-84 and earlier editions of Jane's.
government in early 1982. Five development aircraft are Max speed above
level ,000 m (36,000
1 1 ft) Deliveries began in Summer 1983 of the Kfir-C7, an
reportedly to be built, including three two-seaters; Hrst Mach 1 85 (1,060 knots: 1,964 km/h. 1. 22 1 mph) improved version of the C2 in which the principal differ-
flight IS expected in early 19S6. Low-altitude penetration speed: ences are higher augmented thrust, increased
The following details apply to the single-seat Lavi: two infra-red missiles and eight 750 lb Mk 117 payload/range capability, and a new HOTAS (hands on
Type; Single-seat close air support and interdiction air- bombs 538 knots (997 km/h: 619 mph) throttle and stick) cockpit installation tacilitated by new
craft, with secondary capability tor air delence. two intra-red missiles and two 2,000 lb Mk 84 av ionics. The C7 is now the principal production version.
Wings and Foreplanes: Cantilever low-wing monoplane. bombs 597 knots (1,106 km/h: 1,274 mph) A two-seat Kfir-TC7 is also being produced.
Close coupled "swept delta' main wings, plus all-mov ing Air turning rate at Mach 8 at 4,575 m (15,000 ft): More than 200 Klirs, ol all versions, are thought to have
foreplanes of similar planlorm. Leading-edge flaps over sustained I3-2°/s been built by 1984, with production continuing. The Col-
outer half of each wing. Substructure and skins ot max 24-3°/s ombian Air Force is receiv ing 2 Khr-C2s and conv erting
1

carbonlibre. First 50 shipsets ot wings to be designed, Combat radius at low altitude with eight 750 lb bombs 16 Mirage 5s to Khr standard.
developed and produced by Grumman Aerospace Cor- and two air-to-air missiles The following description applies to the Klir-C7:
poration. 244 nm (452 km: 281 miles) Type: Single-seat interceptor, long range patrol lighter
FiSEiAGE: Conventional semi-monocoque structure, ,!, limit +yo and ground attack aircraft.
incorporating composite materials as well as metal.
Tail LInit: Sweptback tin and rudder: Grumman produc-
ing Mrst 50 carbontibre lins. No horizontal tail surlaces.
Landing Gear: Retractable tricycle type, with single
wheel on each unit.
Power Plant: One 92 kN (20.680 lb st) Pratt & Whit-
ney PWI120 afterburning turbojet engine, most of
which IS expected to be manufactured under licence by
Bet Shemesh F.ngines Ltd. Ventral 'chin' intake based
on that ot General Dynamics F-16. Max luel capacity
7:JH) litres (732 Imp gallons: KKO L'S gallons) internal-
ly, 5,095 litres (1.I2I Imp gallons: 1.346 US gallons)

externally.
Ac (ommodation: Pilot only, on ejection seal, undertear-
drop' cockpit canopy.
Avionics: Electronic warfare self-protection system, by
Elta Electronics, to provide rapid threat idenlilication
and flexible response. This computer-based, lully
automatic system will use active and passive counter-
measures, including internal and externally podded
power-managed noise and deception jammers. Wide
angle diffractive optics head-up display, plus three
head-down CRT displays, one of which will be in colour.
Lear-Sicglcr/Mabat quadruple-redundant digital fly by
wire flight control system, with limited analog backup. lAI Lavi close support, strike and air defence fighter (Pilot I'ress. provisional)
 lAI — AIRCRAFT: ISRAEL 129

WiNCs: Cantilever low-wing monoplane of delta plan-

lorm, with conical camber. Thickness/chord ratio 4-5 '<
to 3-5'(. Anhedral 1°. Incidence 1°. Sweepback on
leading-edges 60° 35'. All-metal torsion box structure,
with stressed skin of machmed panels with integral stif-

feners.Two-section elevons on each trailing-edge, with

smaller elevator/trim flap inboard of inner elevon. Ele-
vons powered by hydraulic jacks; trim flaps are servo-
assisted. Small, hinged plate type airbrake above and
below each wing, near leading-edge. Extended chord on
outer leading-edges. Small leading-edge fence on some
aircraft, at approx one-third span.
FoREPLANES: Detachable sweptback canard surface above
and forward of each wing, near top lip of engine air
intake.
Fuselage: All-metal semi-monocoque structure,
'waisted' in accordance with area rule. Cross-section of
forward fuselage has a wider and flatter undersurface
than that of Mirage 5. Nosecone built of locally
developed composite materials, with a small horizontal
strake or 'body fence" on each side near the tip. UHF
antenna under front of fuselage, forward of nosewheel
door. Enlarged diameter rear fuselage, compared with
Mirage 5, with approx 0-61 m (2 ft) shorter tailpipe.
Ventral fairing under rear of fuselage.
lAI Kfir-TC2 two-seater, with drooped and lengthened nose
Tail Unit: Cantilever all-metal fin; rudder powered by
hydraulic jack, with servo-assisted trim. UHF antenna lookup/lookdown capability, Doppler beam-sharpened Wing chord at root 8-04 m (26 ft 4 1/2 in)
in tip of fin. Triangular-section dorsal airscoop forward mapping, terrain avoidance/following and sea search Wing aspect ratio 1 94
of fin, to provide cold air for afterburner cooling. No modes. Foreplane span 3 73 m (12 ft 3 in)
horizontal tail surfaces. Armament: Fixed armament of one lAl built 30 mm Length overall, inci probe: C7 15-65 m (51 ft 4'/4 in)
Landing Gear; Retractable tricycle type, with single SHL DEFA 552 cannon in underside of each engine air TC7 16-36 m (53 ft 8 in)
wheel on each unit. Electrically operated hydraulic intake 140 rds/gun). Nine hardpctints (five under fusel-
( Height overall 4-55 m (14 ft 11 '/4 in)
actuation, nose unit retracting rearward, main units age and two under each wing) for up to 5,775 kg 12,730 ( Wheel track 3-20 m (10 ft 6 in)
inward into fuselage. Longer-stroke oleos than on Mir- lb) of external weapons, ECM pods or drop tanks. For Wheelbase: C7 4-87 m (15 ft 11 '74 in)
age 5, and all units strengthened to permit higher interception duties, one Rafael Shafrir 2 infra-red hom- TC7 4-50 m (14 ft 9 in)
operating weights. Low-pressure tubeless tyres on all ing air-to-air missile can be carried under each outer Areas:
units. Main-gear leg fairings shorter than on Mirage; wing.Ground attack version can carry a 3.000 lb Ml 18 Wings, gross 34-8 m' (374-6 sq ft)
inner portion of each main-leg door is integral with bomb, two 800 or 1,000 lb bombs, up to four 500 lb Foreplanes (total) 1-66 m^ (17-87 sq ft)
fuselage mounted wheel door. Steerable nosewheel, bombs, or an air-to-surface missile under the fuselage, Weights and Loading:
with anti-shimmy damper. Oleo-pneumatic shock and two 1,000 lb or six 500 lb bombs (conventional or Weight empty (interceptor. estimated)
absorbers, SHL hydraulic disc brakes and anti-skid 'concrete dibber' type) under the wings. Alternative 7.285 kg (16.060 lb)
units. Braking parachute in bullet fairing below rudder. weapons can include IMI rocket pods; napalm; or Max fuel: internal 2,572 kg (5,670 lb)
Power Plant: One General Electric J79-J1E turbojet Shrike. Maverick or GBU-15 type air-to-surface mis- external 3,075 kg (6,780 lb)
engine (modified GE-17), with variable area nozzle, siles. Typical combat weight:
rated at 52-89 kN (11,890 lb st) dry and 8407 kN Dimensions, external: interceptor, 50^ i interna I fuel, two Shafrir missiles
(18,900 lb St) with afterburning. Air intakes enlarged, Wing span 8-22 m (26 ft 1 1 '/i in) 9,390 kg (20,700 lb)
compared with Mirage 5, to allow for higher mass flow.
Adjustable half-cone centrebody in each air intake.
Internal fuel in five fuselage and four integral wing
tanks. Total internal capacity 3,243 litres (713 Imp
gallons). Refuelling point on top of fuselage, above
forward upper tank. Wet points for the carriage of one
or two drop tanks beneath each wing, and one under
fuselage; these tanks may be of 500, 600, 825, 1,300 or
1,700 litres (110, 132, 181-5, 286 or 374 Imp gallons)
capacity. Max external fuel capacity 3,900 litres (858
Imp gallons). C7 has provision for boom/receptacle or
probe/drogue in-flight refuelling system.
Accommodation: Pilot only, on Martin-Baker ILIOP
zero/zero ejection seat, under rearward hinged upward
opening canopy. Cockpit pressurised, heated and air-
conditioned. Two seats in tandem in TC7.
Systems: Two separate environmental control systems
(ECS), one (using engine bleed air) for cockpit heating,
pressurisation and air-conditioning, and one for
avionics compartments. Two independent hydraulic
systems, probably of 207 bars (3,000 Ib/sq in) pressure.
No. 1 system actuates flying control surfaces and landing
gear; No. 2 actuates flying controls, airbrakes, landing
gear, wheel brakes and utilities. Fully redundant prim-
ary AC electrical system, with two 15kVA (115V
400Hz) alternators, each driven by a CSD (constant
speed drive) unit, and a 750VA Oram static inverter
connected for split-bus non-synchronised operation. lAI Kfir-C2 (General Electric J79-J1E afterburning turbojet engine) (Hiloi Press)
DC system includes two Elta 200A 28V transformer-
rectifiers and a 24V 40Ah nickel-cadmium battery.
External AC and DC power receptacles. Oxygen system
for pilot.
Avionics and Equipment: C2 fitted with MET twin-
computer flight control system (ASW-41 control
augmentation and ASW-42 stability augmentation sys-
tems), with Tamam inertial measurement unit (IMU),
angle of attack transmitter and indicator, and
accelerometer indicator. Elbit S-8600 multi-mode
navigation (Singer-Kearfott licence) and weapons
delivery system or lAI/Elbit WDNS-141 or -341
weapons delivery and navigation system, Tamam cen-
tral air data computer, Elta EL-2001B X-band air-to-
air and air-to-surface pulse-Doppler ranging radar,
IFF/SIF and fire control, Israel Electro-optics head-up
display and automatic gunsight. Two Elta AN/ARC-51
UHF transceivers. Twin landing lights on nosewheel
leg; anti-collision light in fin leading-edge. C7 differs in
having an improved HOTAS
(hands on throttle and
stick) cockpit installation, facilitated by avionics which
include a WDNS-341 as standard, a computerised
stores management and release system, video subsys-
tems, 'smart weapons' delivery capability, and updated
electronic warfare systems. can have EL-2001 rang-
It

ing radar replaced by Elta EL/M-2021 or equivalent

advanced pulse-Doppler fire control radar, with lAI Kfir-C7 multi-mission combat aircraft, armed with bombs and Shafrir air-to-air missiles
130 ISRAEL: AIRCRAFT — lAI
Interceptor, two 500 drop tanks, two Shafrir
litre

missiles 11,603 kg (25,580 lb)

combat air patrol, three 1,300 litre drop tanks, two
Shafrir missiles 14,270 kg (31,460 lb)
ground attack, two 1 ,300 litre drop tanks, seven 500
lb bombs, two Shafrir missiles
14,670 kg (32,340 lb)
Max combat T-O weight 16,200 kg (35,715 lb)
Wing loading at 9,390 kg (20,700 lb) combat weight
270 kg/m^ (55-3 Ib/sq ft)
Thrust/weight ratio at 9,390 kg (20,700 lb) combat
weight 0-91
Performance:
Max level speed above 11,000 m (36,000 ft)

over Mach 2-3 (1,317 knots; 2,440 km/h; 1,516 mph)

Max sustained level speed at height, 'clean' Mach 20
Max level speed at S/L, 'clean'
750 knots (1,389 km/h; 863 mph)
Max S/L
rate of climb at 14,000 m (45,930 ft)/min
Time to 15,240 m
(50,000 ft), full internal fuel, two
Shafrir missiles 5 min 10 s
Height attainable in zoom climb
22.860 m (75,000 ft)
Stabilised ceiling (combat conhguration)
17,680 m (58,000 ft)
lAI 201 Arava twin-turboprop STOL light military transport (tt/or Press)
T-O run at max T-O weight 1,450 m (4,750 ft)
Landing from 15 m (50 ft) at 11.566 kg (25,500 lb) CertiHcated by FAA under SFAR Pt 4 1 on 1 7 November radome, rearward facing scanners mounted on the fusel-
landing weight 1 ,555 m (5,100 ft) 1980 and SFAR Pt 41C
October 1982. Intended
in age tailcone. a 60kVA APU for additional electrical
Landing run at 11.566 kg (25,500 lb) landing primarily for US commuter market. First customer was power generation, and numerous blade and whip type
weight 1,280 m (4,200 ft) Airspur of Los Angeles, which ordered a cargo version antennae above and below fuselage, on top of tailbooms,
Combat radius. 20 min fuel reserves; (marketed in USA as Cargo Commuterliner) in June and elsewhere. Customers for the lAl 201 (all versions)
interceptor, one 825 litre and two 1,300 litre drop 1981, and the hrst of these entered service in March 1982. include the Israeli Air Force (14), Bolivian Air Force (5),
two Shafrir missiles
tanks, Four had been delivered to Airspur by September 1983. Colombian Air Force (3), Ecuadorean Army (6) and Navy
419 nm (776 km; 482 miles) lAI 102. Initial production civil transport version, based (3), Guatemalan Air Force (10), Honduran Air Force (3),
combat air patrol, one 1 ,300 litre and two ,700 litre 1 on lAl 101 certiHcated by
; Aviation Administ-
Israel Civil Liberian Air Force (1), Mexican Air Force (10),
drop tanks, two Shafrir missiles, incl 60 min loiter ration in April 1976. Accommodation for 20 passengers in Nicaraguan Air Force (2). Salvadorean Air Force (4).
476 nm (882 km; 548 miles) airline-standard four-abreast conHguration, with toilet. Venezuelan Army (2 ), and other countries in Africa. Asia
ground attack, hi-lo-hi, two 800 lb and two 500 lb Available also in a VIP conHguration for up to 12 passen- and South America.
bombs, two Shafrir missiles, one 1 ,300 litre and two gers, as an all-cargo transport, as a medical clinic for flying lAI 202. Modified version, described in 1979-80 and
1,700 litre drop tanks doctor services, and in versions for mapping, mining earlier editions of Jane's. Differs principally in being
640 nm (1,186 km; 737 miles) research, rainmaking and bridge construction, as flying longer, and in having a fully 'wet' wing with wingtip wing-
g limit +1 laboratories for agriculture and health ministries, and for lets, and a boundary layer fence just inboard of each tip.

lAI 101, 102 and 201 ARAVA supplying oil prospecting units. Total of 15 sold by Sep- Powered by 559 kW (750 shp) PT6A-36 engines; single-
tember 1983, including eight in Argentina and Hve m point pressure refuelling system. The winglet modification
Design of the Arava light STOL transport started in
Africa. One of the Argentine Aravas (LV-MRR) was (but not the increased fuel capacity) is available as a
1966, and construction of a prototype began towards the
end of that year. This airframe was used for structural adapted in that country by CATA
to a water bomber retrofit modification of existing Aravas. Several lAI 202s

configuration, with a 209 kg (461 lb) self-transportable operate in South America.

testing; it was followed by two flying prototypes, of which
water tank installation loaded into the cabin via the fusel- The following description applies to the lAl 201, except
the hrst (4X-1AI) made its initial flight on 27 November
age tailcone. The installation can deliver approx 2-72 ton- where otherwise indicated:
1969 and the second (4X-IAA) on 8 May 1971.
nes (3 US tons) of water in 4 Type: Twin-turboprop STOL light military transport.
The Arava was first certiHcated as a civil aircraft, by the s.
Wings; Braced high-wing monoplane, with single stream-
FAA in April 1972. This version, designated lAl 101, did lAI 201. Military transport version, based on lAI 101.
not go into production, but formed the basis for the initial Prototype (4X-1AB) Hrst flew on 7 March 1972. Standard
line section strut each side. Wing section NACA
equipment enables a wide variety of missions to be under-
63(215)A 417. Dihedral 1° 30'. Incidence 0° 27'. No
production lAI 102 (civil) and lAl 201 (military) trans-
sweepback. Light alloy two-spar torsion box structure.
port versions. taken. Total of 63 sold by September 1983, including
Frise light alloy ailerons. Electrically operated double-
The following models of the Arava are currently avail- some equipped for maritime surveillance duties, fitted
with either an AD-9 modification to extend the range and
slotted light alloy flaps. Scoop type light alloy spoilers,
able:
for lateral control, above wing at 71 per cent chord.
lAI 101B. Updated version, with PT6A-36 engines and detection capability of the standard search/weather radar,
Electrically actuated trim tab in port aileron.
accommodation for 19 passengers or more than 2,360 kg or a more advanced detection system. Available also in
Fuselage; Conventional semi-monocoque light alloy
(5,200 lb) of cargo. Improved cabin interior, and electronic warfare conHguration. with various pallet-
mounted elint and ESM packages, ventral 'dustbin'
structure of stringers, frames and single-skin panels.
enhanced performance at higher ambient temperatures.
Tail Unit; Cantilever light alloy structure, with twin fins
and rudders, carried on twin booms extending rearward
from engine nacelles. Fixed incidence tailplane. Geared
tab and electrically actuated trim tab in elevator and
geared trim tab in each rudder. Tailbooms are built by
lAl Combined Technologies Division.
Landing Gear: Non-retractable tricycle type, of Servo-
Hydraulics Lod manufacture, with single mainwheels
and steerable nosewheel. Mainwheels carried on twin
struts, incorporating oleo-pneumatic shock absorbers.
Mainwheels size 11-00-12, tyre pressure 3-31 bars (48
Ib/sq in); nosewheel size 9-00-6, tyre pressure 2-90 bars
(42 Ib/sq in). Disc brakes on main units.
Power Plant; Two 559 kW (750 shp) Pratt & Whitney
Canada PT6A-34 turboprop engines, each driving
a Hartzell HC-B3TN three-blade hydraulically
actuated fully-feathering reversible-pitch metal
propeller. (PT6A-36 engines of same T-O rating in lAl
lOlB and lAI 202.) Electric de-icing of propellers
lAI 101B cargo and commuter version of the Arava twin-turboprop transport aircraft optional. Two integral fuel tanks in each wing, with total
usable capacity of 1,663 litres (366 Imp gallons). Four
overwing refuelling points. Optional pressure refuelling
point behind fuselage/strut fairing. Two cabin mounted
tanks, each of 1 ,022 litres (225 Imp gallons), are avail-
able optionally for self-ferry flights.
Accommodation Crew: of one or two on flight deck, with
door on starboard side. Airline type seating for up to 20
passengers in lAl 102 and 201 (19 in lAl lOlB, 24 in
lAl 202), plus toilet. IAI201 can accommodate 24 fully
equipped troops (30 in lAI 202), or 16 paratroops and 2
dispatchers (20 3 in I AI 202 ). Outward opening door
-I-

at rear of cabin, opposite which, at floor level, is an

emergency exit/baggage door on the starboard side.
Rear doors are built by lAl Combined Technologies
Division. Fuselage tailcone is hinged to swing sideways
through more than 90° to provide unrestricted access to
main cabin. Alternative interior configurations avail-
able for ambulance role (12 stretchers and 2 medical
attendants in lAI 201; 12 stretchers and 5 medical
attendants/sitting patients in lAI 202); as all-freight
lAI 202 Arava transport, fitted with winglets transport carrying (typically) a Jeep mounted recoil-less
 lAI — AIRCRAFT: ISRAEL 131

rifle and its four-man crew; or as a maritime patrol

aircraft fitted witli search radar and other special
equipment Emergency exit on each side, forward of
wing leading-edge.
Systems: Hydraulic system (pressure 72 bars; 2,500 Ib/sq1

in) for brakes and nosewheel steering only. Electrical

system includes two 2SV 170A DC engine driven
starter/generators, a28V 40Ah nickel-cadmium bat-
tery,and two 250VA 15/26V 400Hz static inverters.
1

Avionics and Eiji'ii'MENr; Blind-flying instrumentation

standard. Optional avionics include VHP. VOR/ILS,
ADF, marker beacon
AvioNKS
manually
receiver and PA system.
(electronic warfare version): Elta EL/L-8310
operated elint/ESM
ence/surveillance) system (L-8311 or L-8312 systems
(electronic intellig-
> :»
optional); Elta EL/K-7010 jamming system; plus
60kVA generator to provide necessary
auxiliary
additional electrical power.
Armament: Optional 0-50 in Browning machine-gun pack
on each side of fuselage, above a pylon for a pod con-
taining six 82 mm rockets. Rearward linng machine-gun
optional. Librascopc gunsight.
Dimensions, external:
Wing span 20-96 m (68 ft 9 in
Wing chord (constant) 209 m (6 ft lO'j in

Wing aspect ratio l(

lAI 1124 Westwjnd I twin-turbofan executive light transport ll'iloi I'ressl

Length overall 13(13 m (42 ft 9 in

Length of fuselage pod: 201 9-33 m (30 ft 7 in

202 10-23 m (33 ft 6% in
Diameter of fuselage 2-50 m (8 ft 2 in
Height overall 5-21 m (17 ft 1 in

Tailplane span (c/1 ot tailbooms) 5-21 m (1 7 ft 1 in

Wheel track 4-01 m (13 ft 2 in
Wheelbase: 201 4-62 m (15 ft 2 in

202 5-12 m (16 ft 9',2 in

Propeller diameter 2-59 m (8 ft 6 in
Propeller ground clearance 1 75 m (5 ft 9 in
Crew door (fwd, stbd): Height 93 m (3 ft 0' ; in
Width 0-48 m (I ft 7 in
Passenger door (rear, port):
Height 1-57 m (5 ft 2 in
Width 0-62 m (2 ft 0'/2 in

Airdrop opening, tailcone removed;

Height -75 m (5 ft 9 1 in
Width 2-33 m (7 ft 8 in
Emergency/baggage door (rear, stbd):
Height 1-12 m (3 ft 8 in
Width 0-61 m (2 ft in lAI 1124A Westwind 2, with Sigma' wings, tip tanks and winglets
Emergency window
'
exits (each):
Height 0-66 m (2 ft 2 in Range with max tuel, 45 min reserves: (45,000 ft). Available for specihc operational require-
Width 0-48 m (1 ft 7 in 201 570 nm (1,056 km; 656 miles) ments, with equipment to customer's specilication.
Dimensions, internal; 202 870 nm (1,612 km; 1,002 miles) Preliminary design and evaluation studies of a second
Cabin, excl flight deck and hinged tailcone: generation Sea Scan have been completed by lAl. In
Length: 201 3 87 m (12 ft 8 in lAI 1124 WESTWIND addition to its routine anti-terrorist low-level maritime
202 4-77 m (15 ft 73-4 in Navy designation; 1124N Sea Scan
Israeli patrol functions, the new Sea Scan multi-mission maritime
Max width 2-33 m (7 ft 8 in The Westwind had its origins in the Jet Commander patrol aircraft (MPA) can be deployed lor ASW, signal
Max height 1-75 m
9 (5 ft in designed in the USA by Mr Ted Smith and flown for the intelligence (sigint) and anti-shipping air-to-surface mis-
Floor area: 201 7-16 m^ (77-07 sq ft hrst time on 27 January 1963. Production was transferred sile attack operations. In the ASW role, search, detection,
202 8-83 m' (95 05 sq ft in 1968 to Israel Aircraft Industries, which has continued and attack are carried out using
tracking, identification
Volume: 201 12-7 mM449-2 cu ft to develop and market successively improved versions. high performance maritime search radar, ESM. sono-
202 16-3 m' (575-6 cu ft A total of 186 early model Jet Commander/Commo- buoys. onboard signal analysis, colour multi-purpose dis-
Baggage compartment volume 2-60 m' (91-8 cu ft dore Jet/1123 Westwind executive aircraft, with General plays (MPDs), trailing MAD. long-range gyro stabilised
Tailcone volume 3 20 m' (113 cu ft Electric CJ610 turbojet engines, were built by Aero sighting system (GSSS
and torpedos. Search, localisation
),

Areas; Commander in the USA (150) and lAI (36). Details of and attack at 100 nm (185 km; 115 miles) from base can
Wings, gross 43-68 m' (470-2 sq ft these have appeared in previous editions of Jane's. Air- be performed for approx 5 h, enabling a landing back at
Ailerons (total) 1-75 m' (18-84 sq ft craft from c/n 1 87 onwards have Garrett TFE731 turbofan base with 45 mm reserve fuel. Replacing torpedos with
Trailing-edge flaps (total) 8-80 m' (94-72 sq ft engines and are designated as follows; Gabriel Mk 111 air-to-surface missiles, and removing some
Spoilers (total) 0-85 m^ (9-2 sq ft 1124 Westwind. Initial turbofan powered production specific ASW mission equipment (sonobuoys, etc), MAD
Fins (total) 4-86 m^ (52-31 sq ft version, introduced in 1975. Described in detail in 1978- allows anti-shipping missile attacks to be made from a
Rudders (total, inci tabs) 3-44 m' (37-03 sq ft 79 Vane'i. Total of 53 built (c/n 187-239), of which c/n 239 standoff range of 32 nm (60 km; 37 miles) at distances
Tailplane 9-36 m^ (100-75 sq ft became prototype for 1124A Westwind 2. greater than 1,000 nm (1,853 km; 1,151 miles) from base.
Elevator, incI tabs 2-79 m' (3003 sq ft 1124 Westwind I. Current basic turbofan powered Comint, elint and IDF equipment installed in the aircraft
Weights and Loadings; production version, announced in September 1978 and permits long-range high-altitude sigint operations with an
Basic operating weight empty 3,999 kg (8,816 lb introduced from c/n 240 onwards. Improved version of endurance of more than 8 h.
Max payload 2,351 kg (5,184 lb 1 124 Westwind. differing chiefly in having an optional 31 7 1 124A Westwind 2. Developed version of Westwind 1

Max T-O and landing weight 6,804 kg (15,000 lb kg (700 lb) increase in fuel load, installed in a removable for improved 'hot and high' field performance, range and
Max zero-fuel weight 6,350 kg (14,000 lb tank in the forward baggage compartment; an increase of economy of operation. Prototype (4X-CMK, c/n 239)
Max wing loading 153-5 kg/m' (31-44 Ib/sq ft approx 5 per cent in cabin useful volume, achieved by flown for time on 24 April 1979. Certificated by
first
Max power loading 6-08 kg/kW (10-00 Ib/shp relocation of some avionics and by lowering the floor in the Israeli CAA on 11 December 1979 and by FA A on 17
Performance (at max T-O weight): toilet compartment; RCA Primus 400 colour weather April 1980. New modified 'Sigma' wing of lAl section,
Never-exceed speed 215 knots (397 km/h; 247 mph radar as standard; and improved fuel and environmental NASA type winglets above tip tanks, flat (instead of
Max level speed at 3,050 m (10,000 ft) control systems. Four aircraft operated by Rhein- 'trenched' ) cabin floor, increased seated headroom, airline
176 knots (326 km/h; 203 mph Flugzeugbau are equipped for target towing on behalf of type flushing toilet, relocated overhead passenger service
Max cruising speed at 3,050 m (10,000 ft) the West German armed forces. units, and other improvements. First delivery (of the
172 knots (319 km/h; 198 mph 1124N Sea Scan. Maritime version, announced in prototype, to Helicol of Colombia) made on 16 May 1980.
Econ cruising speed at 3,050 m (10,000 ft) 1 976. Three delivered to Israeli Navy in 977 for coastal
1 In production. Total of 49 delivered by early 1983.
168 knots (311 km/h; 193 mph patrol, tactical support and anti-terrorist duties were later Deliveries of turbofan powered Westwinds (all ver-
Stalling speed: flaps up 75 knots (140 km/h; 87 mph brought up to 1 124N standard and equipped with thrust sions) totalled 1 95 by early 1 983, the latest date for which
flaps down 62 knots (1 15 km/h; 72 mph reversers, single-point pressure refuelling, anti-corrosion details have been given. The following description applies
Max rate of climb at S/L 393 m (1,290 ft)/min protection, fuselage-side stores pylons, bubble windows, to both the 1124 Westwind I and 1124A Westwind 2,
Rate of climb at S/L, one engine out Litton APS-504(V)2 360° search radar. Global GNS- except where a specific version is indicated;
55 m (180 ft)/min 500A VLF/Omega navigation system, operators' con- Type: Twin-turbofan business transport.
Service ceiling 7,620 m (25,000 ft) soles, galley, and toilet. The prototype (4X-CJA) was Wings: Cantilever mid-wing monoplane. Wing section
Service ceiling, one engine out 2,375 m (7,800 ft) illustrated in the 1982-83 Jane's. A low-altitude search NACA 64A212 on Westwind lAI modified Sigma
1, 1

STOL T-O run 293 m (960 ft) range of 1,379 nm (2,555 km; 1,588 miles), and search on Westwind 2. Dihedral 2°. Incidence 1° at root, - l°at
STOL T-O to 15 m (50 ft) 463 m (1,520 ft) endurance of more than 6 h 30 min, enables the Sea Scan tip. Sweepback 4° 37' at quarter-chord. Aluminium
STOL landing from 1 5 m (50 ft) 469 m (1 ,540 ft) to cover a search area of 82,740 nm- (268,056 km'; alloy flush riveted two-spar fail-safe structure. Manually
STOL landing run 250 m (820 ft) 103,496 sq miles) along a 60 nm (1 1 1 km; 69 mile) search operated all-metal ailerons. Electrically operated all-
Range with max payload, 45 min reserves; band at a height of 915 m (3,000 ft). Increased search metal double-slotted Fowler trailing-edge flaps.
201 151 nm (280 km; 174 miles) range and endurance to 2.500 nm (4,633 km; 2,878 miles) Drooped and cambered glassfibre covered leading-
202 340 nm (630 km; 392 miles) and over 8 h can be attained at altitudes up to 13,715 m edges (Westwind only). Electrically operated trim tab
I
 6

132 ISRAEL: AIRCRAFT — lAI

in port aileron. Hydraulically actuated speed brake and radar,and dual Sperry C-14 compass system. Collins Max fuel: B 4,345 kg (9,580 lb
two lift dumpers above each wing, forward of flap. All FCS-105 flight control system (FD-109Z flight director Max payload: A 1,496 kg (3,300 lb
skins chemically milled and fully sealed. All primary and AP-105 autopilot). Canadian Marconi CMA-734 A (optional) 1,542 kg (3,400 lb
control surfaces, including aileron tab, are fully mass Omega navigation system approved for use in US and B 1,474 kg (3,250 1b
balanced. Goodyear pneumatic de-icing boots stan- North Atlantic airspace. Max T-O weight: A 10,365 kg (22,850 1b
dard. Permanently attached wingtip fuel tanks, with Avionics and
Equipment (Westwind 2): Standard A (optional), B 10,660 kg (23,500 lb
(Westwind 2 only) NASA
type winglet on upper sur- avionics and equipment (all Collins except where indi- Max ramp weight: A 10,430 kg (23,000 lb
face. cated) include dual VHF-20A VHF com, dual VIR- A (optional), B 10,725 kg (23,650 lb
Fuselage: All-metal semi-monocoque flush riveted struc- 30A VHF nav, lAl nav switching system, FCS-80 flight Max landing weight: A, B 8,620 kg (19,000 lb
ture of aluminium alloy and steel sheet, with chemically control system, FDS-85 flight director, APS-80 Max zero-fuel weight; A, B 7,485 kg (16,500 lb
milled skins. Built in two main sections and joined at autopilot, ADS-80 air data system, FMS-90 navigation Max cabin floor loading 976 kg/m^ (200 Ib/sq ft
rear pressure bulkhead. Forward section, except for DME-40 DME, ADF-60A ADF, dual RMI-36
system, Max wing loading: A 361-73 kg/m' (74-13 Ib/sq ft
nosecone, is fully pressurised and fail-safe. RMIs, dual TDR-90 transponders, ALT-50A radio A (optional), B 37202 kg/m' (76-23 Ib/sq ft
Tail Unit: Cantilever all-metal structure, with 28° sweep- altimeter, AL1-80A encoding altimeter (pilot), Max power loading: A 314 kg/kN (3-09 lb/lb st
back at tailplane quarter-chord and 35° sweepback at fin Kollsman B4420 digital altimeter (co-pilot), MSI-80C A (optional), B 324 kg/kN (3-18 lb/lb st
quarter-chord. Variable incidence tailplane, actuated Mach/airspeed indicator (pilot), IDC Mach/airspeed Performance (Westwind I, at max T-O weight of 10,365
electrically. Manually operated statically balanced indicator (co-pilot), VNI-80A vertical nav indicator kg; 22,850 lb, except where indicated);
elevators and rudder. Electrically operated trim tab in (pilot), Teledyne SLZ-9706-DGLE vertical nav indi- Max level speed,S/L to 5,900 m (19,400 ft)
rudder. Goodyear pneumatic de-icing boots on tail- cator (co-pilot), PRE-80A preselector/alerter, dual 471 knots (872 km/h; 542 mph)
plane leading-edges. 346B-3 audio systems, RNS-300 radar navigation sys- Max operating speed, S/L to 5,900 m (19,400 ft)
Landing Gear: Hydraulically retractable tricycle type, tem, WXR-300 weather radar, Teledyne SLZ-9618-5 360 knots (666 km/h; 414 mph) IAS
mainwheels retracting outward into wings, twin nose- angle of attack system, dual Sperry C-14 compasses, Max operating Mach No. from 5,900 m (19,400 ft) to
wheels rearward. No doors over mainwheels when HSI-84 co-pilot's HSI, Sperry GH-14B co-pilot's 13,725 m (45,000 ft) Mach 0-765
retracted. Oleo-pneumatic shock absorbers. Single attitude gyro, J.E.T. Al -804 standby attitude gyro, and Econ cruising speed at 12,500 m (41,000 ft)
wheels on main units, pressure (Westwind 1) 10-69 bars Davco 81 1 -B digital clock. Landing light in nose of each 400 knots (741 km/h; 460 mph)
(155 Ib/sq in). Nose unit steerable and self-centering. wingtip tank. Optional avionics include dual VHF-20B Stalling speed, flaps and landing gear down, at max
Nosewheel tyre pressure (Westwind 1) 3-45 bars (50 (instead of VHF-20A) and single VHF-251 VHF com; landing weight 99 knots (183 km/h; 1 14 mph) CAS
Ib/sq in ). Westwind 2 has Goodyear wheels, with size 1 HF-718U-5 and HF-220 HF com; Litton LTN-211, Max rate of climb at S/L 1,524 m (5,000 ft)/min
X 4-4 (main) and 24 x 9-50-10-5 tyres (nose), pressures LRN-85 or Global GNS-500A-2 VLF/Omega
Collins Max operating altitude 13,715 m (45,000 ft)
9-86 and 3-79 bars (143 and 55 Ib/sq in) respectively. nav; secondFDS-85, second ADC-80J for co-pilot's FAA T-O balanced field length 1,495 m (4,900 ft)
Goodyear multiple-disc brakes, with Hydro-Aire fully FDS-85, and comparator warning annunciator system; T-O balanced field length at 8,1 65 kg (1 8,000 lb) AUW
modulated anti-skid system having automatic com- second ADF-60A, second DME-40, FPA-80 Flight 945 m (3,100 ft)
puter/sensor to prevent wheel lock and maintain brake Profile ADV, Collins TA1-80A SAT/TAS indicator, Landing distance from 15 m (50 ft) at max landing
effectiveness. Parking brake. DRI-55 digital radio altimeter, ALT-55B (instead of weight, with thrust reversal 625 m (2,050 ft)
Power Plant: Two 16-46 kN (3,700 lb st) Garrett ALT-50A) radio altimeter; Fairchild 5424-501 flight Landing distance from 15 m (50 ft) at 6,350 kg (14,000
TFE731-3-100G turbofan engines, with Grumman data recorder; Fairchild A-lOO cockpit voice recorder; lb) AUW, with thrust reversal 518 m (1,700 ft)
thrust reversers, pod mounted on each side of rear Kollsman ALT B4515 encoding altimeter
co-pilot's Range with 7 passengers and baggage, IFR reserves
fuselage. 85 per cent of wing area forms an integral fuel (instead of B4420); Davco 811-B co-pilot's digital more than 2,150 nm (3,983 km; 2,475 miles)
tank, and additional fuel is carried separately in wingtip clock, Hobbs hour meter. Dome and Margolin ELT-6 Max range with 2 passengers and baggage, 45 min
tanks and single rear fuselage tank. Total usable capac- emergency locator transmitter, Devore Tel-Tail lights, reserves
ity (Westwind 1) of 4,920 litres (1,082 Imp gallons; Wulfsberg Flitefone III system, and ICD cabin display. more than 2,600 nm (4,815 km; 2,993 miles)
1,300 US gallons), including wingtip tanks. Increased Dimensions, external; Range with long-range fuel tank. 5 passengers and bag-
weight option permits additional 317 kg (700 lb) of fuel Wing span: incl tip tanks 13-65 m (44 ft 9y2 in) gage, IFR reserves, at T-O weight of 10,660 kg
(397 litres; 87 Imp gallons; 105 US gallons) to be car- excl tip tanks 13-16 m (43 ft 2 in) (23,500 lb) 2,400 nm (4,446 km; 2,763 miles)
ried in a removable tank in forward baggage compart- Wing chord: at root 3-20 m
(10 ft 6 in) Range with long-range fuel tank, 2 passengers and bag-
ment. Capacity increased on Westwind 2, with 2,089 at tip: Westwind I 1-07 m (3 ft 6 in) gage, 45 min reserves, at T-O weight of 10,660 kg
litres (460 Imp gallons; 552 US gallons) in each main Westwind 2 1-17 m (3 ft 10-232 in) (23,500 lb) 2,900 nm (5,373 km; 3,339 miles)
wing tank, 428 litres (94 Imp gallons; 1 13 US gallons) in Wing aspect ratio 6-51 Performance (Westwind 2, at max T-O weight except
each wingtip tank, and 379 litres (83 Imp gallons; 100 Length overall 15-93 m (52 ft 3 in) where indicated):
US gallons) in rear fuselage auxiliary tank, giving total Fuselage: Max width 1-57 (5 m ft 2 in) Never-exceed, max level and max cruising speed at
usable capacity of 5,413 litres (1,191 Imp gallons; 1,430 Max depth 1-83 (6 m ft in) 8,840 m (29,000 ft)469 knots (868 km/h; 539 mph)
US gallons). Single-point pressure refuelling on star- Height overall 4-81 m (15 ft 9V2 m) Econ cruising speed between 11,890 and 12,500 m
board side of fuselage gravity points in each wing upper
; Tailplane span 6-40 m (21 ft in) (39,000-41,000 ft)
surface, each tip tank, and for fuselage auxiliary tank. Wheel track 3-35 m (11 ft in) 390 knots (723 km/h; 449 mph)
Oil capacity 5-7 litres (1-25 Imp gallons; 1-5 US gallons) Wheelbase 7-79 m (25 ft 6% in) Stalling speed at max landing weight, flaps down,
per engine. Passenger door: Height 1-32 m (4 ft 4 in) engines idhng 99 knots (184 km/h; 114 mph) CAS
Accommodation: Standard seating for pilot, co-pilot and Width 0-61 m (2 ft in) Max rate of climb at S/L 1,524 m (5,000 ft)/min
seven passengers, or up to a maximum of ten passen- Height to sill 0-51 m (1 ft 8 in) Rate of climb at S/L, one engine out
gers, in pressurised and air-conditioned cabin. Elliptical Baggage compartment door (main): 250 m (820 ft)/min
cabin section in Westwind 2 increases seated headroom Height 0-61 m (2 ft in) Max certificated ceiling 13,715 m (45,000 ft)
and allows a flat rather than 'trenched' cabin floor, an Width 0-56 m (1 ft 10 in) Service ceiling, one engine out:
and improved placing of the
airline type flushing toilet, Height to sill 0-91 m (3 ft m) at 9,072 kg (20,000 lb) gross weight
overhead passenger service units. Standard passenger Baggage compartment door (rear): 6,400 m (21,000 ft)
layout comprises six individual tracked and swivelling Height 0-38 m (1 ft 3 in) at 7,030 kg (15,500 lb) gross weight
seats, with two tables, plus a one-person divan. Fully Width 0-51 m (1 ft 8 m) 9,450 m (31,000 ft)
enclosed toilet compartment at rear of cabin on star- Height to sill 1-27 m (4 ft 2 in) Min ground turning radius 14-50 m (47 7 in)
ft

board side. Plug type door, at front on port side, pro- Emergency exits (each): T-O run 1,218 m (3,995 ft)
vides access to both cabin and flight deck. Emergency Height 0-66 m (2 ft 2 in) T-O balanced field length 1,600 m (5,250 ft)
exit on each side, forward of wing. Pressurised baggage Width 0-51 m (1 ft 8 m) Landing from 15 m (50 ft) at max landing weight
compartment in rear of cabin, adjacent to toilet; two Dimensions, internal: 747 m (2,450 ft)
heated but unpressurised compartments for up to 476 Cabin, incl flight deck and toilet: Landing run at max landing weight 534 m (1,750 ft)
kg (1,050 lb) of baggage in rear of fuselage, each with Length (Westwind 2) 6-08 m (19 ft IIV4 in) Range, NBAA VFR reserves:
separate external access on port side. Cabin, excl flight deck: with max payload (10 passengers)
Systems: Garrett three-spool freewheeling turbine air- Length: Westwind I 4-72 m (15 ft 6 in) 2,390 nm (4,430 km; 2,750 miles)
conditioning system: pressurisation differential 0-61 Westwind 2 4-74 m (15 ft 61/2 in) with max fuel and 4 passengers
bars (8-8 Ib/sq in) normal, 0-62 bars (9-0 Ib/sq in) max- Max width 1-45 m (4 ft 9 in) 2,905 nm (5,385 km; 3,345 miles)
imum. Primary hydraulic system, pressure 138 bars Max height 1-50 m (4 ft 1 1 in) Operational Noise Levels (FAR Pt 36 at max T-O
(2,000 Ib/sq in), operates through two engine driven Floor area 6-52 m^ (70-2 sq ft) weight):
pumps to actuate landing gear, wheel brakes, nosewheel Volume 9-83 m' (347 cu ft) TO:
steering, speed brakes, lift dumpers and thrust revers- Baggage compartments: fwd (main) 1-13 m' (40 cu ft) Westwind I, normal MTOW 84-2 EPNdB
ers. Electricallyoperated emergency system, pressure rear 0-40 m' (14 cu ft) Westwind 2 851 EPNdB
69 bars (1,000 Ib/sq in), for brakes only. Pneumatic cabin 0-25 m' (9 cu ft) Approach:
system, using engine bleed air, for wing and tailplane Areas (A: Westwind I, B: Westwind 2): Westwind 1, normal MTOW 930 EPNdB
de-icing boots only. DC electrical system with two 350A Wings, gross 28-64 m^ (308-26 sq ft) Westwind 2 92-8 EPNdB
28V engine driven starter/generators and two 28V Ailerons (total) 1-43 m^ (15-40 sq ft) Sideline:
37Ah long life nickel-cadmium batteries. One main bus Trailing-edge flaps (total): A 3-86 m' (41-58 sq ft) Westwind I, normal MTOW 88-4 EPNdB
for each generator, connected to the central battery bus. B 3-85 m^ (41-40 sq ft) Westwind 2 88-5 EPNdB
Two 1 kVA solid state static inverters provide 115V AC Speed brakes/lift dumpers (total)
power at 400Hz, each being independently capable of 1-37 m^ (14-80 sq ft) lAI 1125 ASTRA
supplying the entire AC load if required. Engine air Fin: A 3-52 m' (37-94 sq ft) Known 125 Westwind, the Astra is a
originally as the 1

intakes anti-iced by engine bleed air. Oxygen system B 3-02 m^ (32-52 sq ft) more fuel-efficient, environmentally acceptable develop-
supplied by pressurised cylinder of 1-36 m' (48 cu ft) Rudder, incl tab: A 0-99 m^ (10-66 sq ft) ment of the Westwind series, featuring also an improved
capacity. Electrically heated windscreen, pitot system B 1-02 mM 11-00 sq ft) standard of passenger comfort. In effect, only the tail unit
and angle of attack sensor. Engine fire extinguishing Tailplane: A 4-87 m^ (52-42 sq ft) and engine nacelles remain virtually unchanged from the
system. No APU. B 4-86 m^ (52-28 sq ft) Westwind airframe. The major difference from the West-
Avionics and Equipment (Westwind 1): Full dual IFR Elevators 1-64 m^ (n-66 sq ft) wind is to be found in the wings, which have a new-design
instrumentation standard, including Collins dual Weights and Loadings (A: Westwind I, B: Westwind 2): aerofoil section, are sweptback, and are mounted low on
VHF-20A com, dual V1R-30A nav, dual DME-40 and Weight empty, equipped: A 5,578 kg (12,300 lb) the fuselage. Whereas the Westwind's mid-mounted wings
ADF-60A. Other avionics include Collins NCS-31A Basic operating weight empty: pass through the rear of the passenger cabin, those of the
radar navigation and control system (Global Navigation A (typical) 5,760 kg (12,700 lb) Astra pass beneath the cabin floor, so avoiding interrup-
NS-500A VLF in Sea Scan), RCA
Primus 400 weather B 6,010 kg (13,250 lb) tion of the available internal space. This relocation results
 lAI / AERITALIA — AIRCRAFT: ISRAEL / ITALY 1 33

in a deeper fuselage profile, allowing 25 cm (8 in) more

cabin headroom than in the Westwind 2. The cabin is
nearly 0-61 m (2 ft) longer and 5 cm (2 in) wider than in the
Westwind, but otherwise the fuselage is little changed
structurally except for a 50 8 cm (20 in) longer nose pro-
viding more space for avionics.
Design of the Sigma 2 wing section, a computer-assisted
improvement by lAI of the Sigma 1 section employed in
the Westwind 2, is intended to provide more efhcient
high-subsonic cruising flight over long ranges, with
reduced operatmg costs. Construction makes wider use
than the Westwind of composite materials, notably for the
control surfaces.
Development plans for the Astra were announced at the
NBAA show in 979. Work on a full scale mockup began
1

in 1980, and on the hrst of two flying prototypes in April

1982. This aircraft (4X-WIN,c/n 4001) made its hrst flight

on 19 March 1984. The second Astra was flown for the
first time in August 1984, and is being used for avionics,

icing and noise tests. The third airframe is for static and
fatigue testing. Certification, to FAR 25 and 36 and u ^ /!- / rr
1
r—< ^—^-^ 7

y ^^^
Pts
SFAR Pt 27, is anticipated by the end of August 1985,
with deliveries to begin about two months
At the later.
I .-i ^
5^-^
time of first rollout,
American distributor
orders had been placed by I Al's North
for ten Astras.
Type: Twin-turbofan business transport.
'/ -^ ^ " —.^
-'^tr* ^"ZZZZ^^^^^^^^'^

Wings: Cantilever low-wing monoplane, with sweptback

leading-edges (34° inboard, 25° on outer panels) and
outboard trailing-edges. Thin, high-efficiency Sigma 2 lAI 1125 Astra business transport (two Garrett TFE731-3B-100G turbofan engines) f/'/fo/ Press)
aerofoil section, of lAl design. One-piece fail-safe
structure, mainly of aluminium alloys, incorporates
machined ribs and wing skin panels and is attached to
underfuselage by four main and five secondary frames.
Wing/fuselage fairings are of Kevlar, wingtips and
inboard leading-edges of Kevlar and Nomex. Automa-
tic leading-edge slats, interconnected with mechanically

actuated trailing-edge flaps. Spoilers/lift dumpers for-

ward of Ailerons of carbonhbre with Nomex
flaps.
honeycomb core, are operated manually with hydraulic
boost. No winglets or tip tanks.
Fuselage: Generally similar structurally to that of West-
wind 2 except in wing carry-through area. Constant
cross-section throughout passenger cabin. Nosecone of
composite materials, flight deck windows of laminated
polycarbonate.
Tail Unit: Generally similar to that of Westwind 2. No
dorsal fin. Manually operated elevators and rudder.
Trim tab in rudder; electric trim for elevators, linked to
flap operation.
Landing Gear: Retractable tricycle type, of SHL (Servo
Hydraulics) design, with twin wheels on each unit. Hyd-
raulic extension, retraction and nosewheel steering;
hydraulic brakes.
Power Plant: Two 16-23 kN (3,650 lb st) Garrett
First prototype of the lAI Astra twin-turbofan business transport
TFE731-3B-100G turbofan engines, with Grumman
thrust reversers, pod-mounted in Grumman nacelle on Avionics and Equipment: Collins EFIS-85 electronic Max usable fuel: A 3,901 kg (8,600 lb)
each side of rear fuselage. Standard fuel load contained flight instrument system standard; digital com/nav B 4,205 kg (9,270 lb)
in integral tank in each wing, plus upper and lower tanks avionics can be interfaced with FMS-90 flight manage- Max payload 1,510 kg (3,330 lb)
in centre-fuselage. Additional fuel in two 189 litre (50 ment system. APS-80 autopilot and dual FCS-80 or Max ramp weight 10,727 kg (23,650 lb)
US gallon) tanks installed in upper forward area of Global GNS-1000 flight directors standard. Max T-O weight 10,659 kg (23,500 lb)
baggage compartment. Single-point pressure refuelling. Dimensions, external: Max landing weight 9,389 kg (20,700 lb)
Accommodation: Crew of two on flight deck. Standard Wing span 16-05 m (52 ft 8 in) Max zero-fuel weight 7,257 kg (16,000 lb)
accommodation in pressurised cabin for six persons, two Wing aspect ratio 8-76
Performance (estimated at max T-O weight, ISA):
in forward facing seats at front and four in "club" layout; Length overall 16-94m (55 ft 7 in)
Max cruising speed at 10 670 m (35,000 ft)
galley, coatrack and toilet at rear. Maximum accommo- Fuselage: Max width 1-57m (5 ft 2 in)
473 knots (876 km/h; 545 mph)
dation for nine passengers. Trenched aisle and domed Max depth 1-905 m (6 ft 3 in)
5-54 m (18
Max operating speed
roof give increase of 25 cm (8 in) in cabin max height. Height overall ft 2 in)
Mach 0-85 or 360 knots (667 km/h; 414 mph)
Plug type airstair door at front on port side; emergency Tailplane span 6-40 m (21 ft in)
Max rate of climb at S/L 1,085 m (3,560 ft)/mm
exit over wing on each side. Heated baggage compart- Wheel track (c/1 of shock struts) 2-77 m (9 ft 1 in)
Rate of climb at S/L, one engine out
ment passenger cabin, with external access. Cabin
aft of Wheelbase 7-34 m (24 ft 1 in)
335 m (1,100 ft)/mm
soundproofing improved compared with Westwind 2. Dimensions, internal:
Max certification altitude 13,715 m (45,000 ft)
Systems: Garrett environmental control system, with Cabin: Length: incl flight deck 6-86 m (22 ft 6 in)
T-O balanced field length 1,630 m (5,350 ft)
normal pressure differential of 0-615 bars (8-9 Ib/sq in). excl flight deck 5-23 m (17 ft 2 in)
Main and backup hydraulic systems for actuation of Max width 1-45 m (4 ft 9 in)
Landing field length 754 m (2,475 ft)

Range with max fuel,and 5 passengers, with reserves:

brakes, landing gear, nosewheel steering, spoilers/lift Max height 1-70 m (5 ft 7 in)
at Mach 0-80 2,665 nm (4,939 km; 3,069 miles)
dumpers, aileron boosters and thrust reversers. Either Baggage compartment volume 1-56 m' (55 cu ft)
at Mach 0-72 3,337 nm (6,184 km; 3,842 miles)
system alone is sufficient for manoeuvring the aircraft, Area:
and flight can be maintained manually even after total Wings, gross 29-40 mM316-6 sq ft) Operational Noise Levels (FAR Pt 36 at max T-O
loss of hydraulic power. Electrical system comprises Weights (A: without/B: with, long-range fuel tank): weight, estimated):
two 28V 300A starter/generators, two 1 kVA solid state Basic operating weight empty (typical): TO 88 EPNdB
inverters and two 24Ah nickel-cadmium batteries; 28V A 5,747 kg (12,670 lb) Approach 92 EPNdB
DC external power receptacle standard. B 5,793 kg (12,770 lb) Sideline 88 EPNdB

ITALY
AERITALIA Deputy Chairman and General Manager: Ing Renato Bonifacio
Ing Fausto Cereti Fabiano Fabiani
AERITALIA—SOCIETA AEROSPAZIALE
Joint General Managers; Ing Giovanni Sarzotti Ing Fausto Cereti
ITALIANA p.A.
Dott Michele Crosio Ing Fabrizio Antonini
Piazzale Vincenzo Tecchio 51 A (Casella Postale 3065),
Deputy General Managers: Ing Carlo Briotti
80125 Naples
Dott Franco Capanna (Economics and Finance) Ing Donato Capitanio
Telephone: (081) 7252111
Ing Amedeo Caporaletti (Transport Aircraft Group) Ing Giulio Ciampolini
Telex: N. 710370 AERIT Ing Roberto Mannu (Marketing) Ing Corrado Innocenti
Honorary Chairman: Amb Egidio Ortona Secretary General: Dott Massimo Rizzo Ing Francesco La Via
Chairman of the Board and Managing Director: Board of Directors: Prof Carlo Pace
Ing Renato Bonifacio Amb Egidio Ortona Gen Fulvio Ristori
134 ITALY: AIRCRAFT — AERITALIA
Ing Beppe Sacchi combat aircraft) air superiority fighter, in partnership with laboratories for equipment development, particularly for
Dott Antonio De Caro other European companies: manufacture and systems electromagnetic performance evaluation and for radiation
Executive Directors: integration of space vehicles: manufacture of carbonfibre tests. Activities include development and manufacturing

Ing Giandomenico Cantele (Combat Aircraft Group) structural components (ailerons and rudders) for the Boe- of airborne and spaceborne electronic equipment, and
Ing Stefano Abba (Space Systems and Alternative ing 767: and design, development, manufacture and test- instrumentation for Aeritalia's vehicles and for the inter-
Energies Group) ing of an improved weapon system for the F-104S. Other national market. The Group also produces optronic and
Ing Nino D'Angelo (Overhaul, Modification and activities include the repair, overhaul and maintenance of electronic equipment and sensors, both for the military
Maintenance Group) F-104G, TF-104G and F-104S aircraft. market and for civil (eg ecological mapping and biomedi-
Ing Carlo Rosini (General Aviation Group) cal) applications. The Group's own repair and overhaul
Ing Carlo Scaglia (Avionics Systems and Equipment TRANSPORT AIRCRAFT GROUP facilities provide adequate support for its own products.

Group) Headouarters and Naples Area Works: 80038

Ing Ugo Sacerdote (General Affairs)
SPACE SYSTEMS AND ALTERNATIVE
Pomigliano d'Arco, Naples ENERGIES GROUP
Ing Federico Dalla Volta (External Relations) Telephone: (081) 8451111
Ing Riccardo Mautino (New Programmes Headquarters and Turin Works: Corso Marche 41,
Telex: N. 710082 and 710522 (AERITPOM)
Development) 10146 Turin
Capodichino Works: Via del Riposo alia Doganella,
Dott Eusebio Brancatisano (Finance) Telephone: (Oil) 33321
Aeroporto di Capodichino, 80144 Naples
Dott Gianni Cantini (Control, Administration and
Telex: 221235
Telephone: (081) 7817111
Accounts) This is Group
responsible for Aeritalia's space
Telex: N. 710356
Ing Ciro Cirillo (Strategic Planning) taking part as a full partner in the international
activities,
Casoria Works: S. S. Sanitica km. 8700, Casoria, Naples
Dott Giovanni Dall'Anese (Economic Planning and programmes of the European Space Agency (ESA),and is
Telephone: (081) 7583222
Investment Valuations) involved in national programmes, sponsored by the Minis-
FoGGiA Works: Zona ASI, Localita Incoronata
Dott Claudio Gobbi (Personnel) try for Scientific Research and the National Research
Telephone: (0881) 38951
Ing Roberto Lucarelli (Information Systems) Council (CNR). In addition the Group is engaged in a
Telex: 810213
Ing Marcello Scolaris (Quality Assurance) variety of alternative energy research programmes for the
Aeritalia's principal activities in the Naples area com-
Ing Giuseppe Napoli (Asst General Manager for production of electric power, exploiting such natural ele-
prise construction of the complete series of fuselage struc-
Special Affairs) ments as the wind and Sun.
tural panels and moving surfaces for the McDonnell Doug-
Ing Francesco Nunziata (Organisation Analysis)
las MD-80: fuselage upper panels and the vertical tail OVERHAUL, MODIFICATION AND
Cesare Falessi (Mass Media) surfaces for the DC-10 commercial airliner and KC-lOA
company which was formed on
MAINTENANCE GROUP
Aeritalia is a joint stock aerial tanker: engine support pylons for the Boeing 747:
Headquarters: Via Cupa Principe 105, 80100 Naples
12 November 1969 by an equal shareholding of Fiat and numerous components for the Boeing 767 (see earlier Telephone: (081) 7817111
IRI-Finmeccanica, to combine Fiat's aerospace activities paragraph in this introduction); fuselages, outboard ail- Telex: 722089
(except those which concerned aero engines) with those of erons, trailing-edge flaps, spoilers and fins, and manufac-
Venice Works: Via Triestina 214, 30030 Tessera, Venice
Aerfer and Salmoiraghi of the Finmeccanica group. The ture, assembly and flight testing, of the Aeritalia G222.
Telephone: (041) 964044
company became fully operational under the new title on 1 Activities now also include design and manufacture of the
Telex: 410446
January 1972. On 28 September 1976 IRI-Finmeccanica complete fuselage and tail unit of the ATR 42 regional Capodichino Works: Via del Riposo alia Doganella,
purchased the Aeritalia stock owned by Fiat, thus acquir- transport aircraft.
Capodichino, 80144 Naples
ing complete control of the company's stock capital. The Foggia Works, which went into production in April
Telephone: (081) 7817111
Aeritalia has a total workforce of approx 13,000. 1982, is dedicated mainly to the manufacture of structural
Caselle Works: Caselle Turin Airport, 10072 Caselle,
Aeritalia's organisation is based upon a centralised gen- components in carbonfibre, aramid fibre and other com- Turin
eral management and seven operational groups: Combat posite materials.
Telephone: (Oil) 991362
Aircraft Group: Transport Aircraft Group; Avionics Sys-
Telex: 220411
tems and Equipment Group: Space Systems and Alter- GENERAL AVIATION GROUP This Group is responsible for providing full product
native Energies Group: Overhaul, Modification and Headolarters: Piazzale Vincenzo Tecchio 51/A, 80125
support services for Aeritalia built aircraft: co-ordinating
Maintenance Group: General Aviation Group: and RPVs Naples the overhaul, modification and maintenance activities of
and Missiles Group. Telephone: (081) 7252111
Aeritalia's plants; running the activities in the overhaul
Following an inter-company agreement on 2 June 1 978, Works: Via Cava, 80026 Casoria (Naples)
Aeritalia and Aeronautica Macchi (which see) are con-
and maintenance field of Officine Aeronavali Venezia:
Telephone: (081) 7596311
tinuing, with EMBRAER of Brazil, the development
and developing international co-operation in the field of
Telex: 720199 PARTNA I
airframe overhaul and modifications. The principal activ-
phase of the AM-X strike fighter, under an Italian
Activities of the General Aviation Group are directed ity at Capodichino involves IRAN work on Aeritalia
Defence Ministry contract. In August 1978 Aeritalia and
towards the commercialisation of aircraft for the general (Fiat) G91R, T and Y aircraft of the Italian Air Force.
Boeing of the USA signed a formal agreement under
aviation market, and for civil protection (eg, anti-
which Aeritalia is responsible for designing and manufac-
pollution, patrol and fire observation). Design and pro- OFFICINE AERONAVALI VENEZIA SpA
turing components for the Boeing 767 airframe, including
duction activities are undertaken by Partenavia, under
nosecones, wing leading-edge slats, spoilers, outboard Head Office: Via Triestina 214, 30030 Tessera, Venice
which heading descriptions of all current aircraft pro-
ailerons and trailing-edge flaps, and the elevators, fin and Telephone: (041) 964044
grammes of the Group can be found.
rudder. The first set of these items was delivered to Boeing Telex: 410446 AERNAV I

by March 1981 for final assembly. President: Ing Beppe Sacchi

Aeritalia is also a 50-50 partner with Aerospatiale of AVIONICS SYSTEMS AND EQUIPMENT Vice-President: Ing Giovanni Sarzotti
France in the ATR 42 regional transport aircraft pro- GROUP Managing Director: Ing Nino D'Angelo
gramme, described in the International section. HEADgUARTERS AND Caselle Works: 10072 Caselle, General Manager: Gen Renzo Roda
In the Summer of 1981, following a general reorganis- Turin This company, located on Venice International Airport,
ation of the Italian aerospace industry, Aeritalia acquired Telephone: (Oil) 991362 has for more than 35 years provided airframe overhaul,
shareholdings of lOO'^f Aeronavali Venezia, 60' i
in in Telex: AITCEA 210086 maintenance, modification and inspection support on a
Partenavia, and 50*"^ Meteor. A 25 '^r holding
in in Nerviano Works: Viale Europa, 20014 Nerviano, Milan broad range of aircraft types including the Lockheed Her-
Aeronautica Macchi was acquired in 1983. Telephone: (0331) 587330 cules, Breguet Atlantic, McDonnell Douglas DC-8
Telex: AITNER 330675 (including freighter conversion) and DC-9, Boeing 707
COMBAT AIRCRAFT GROUP Since its creation within the Fiat Aircraft Division, and and 737, Fokker F27 and F28, Cessna Citation, Aero-
Headquarters and Turin Works: Corso Marche 41, subsequently with the merger with Filotecnica Sal- spatiale Caravelle and Dassault-Breguet Falcon 20. Dur-
10146 Turin moiraghi, the activities of this Group have been extended ing 1981 Officine Aeronavali Venezia was acquired by
Telephone: (Oil) 33321 to include research, development and integration of Aeritalia, with the object of expanding the former's capac-
Telex: N. 221076 (AERITOR) avionic systems on prototype and series aircraft as well as ity in airframe modification and overhaul, utilising
Caselle Works: Turin Airport, 10100 Turin production of electronic equipment and systems, both Aeritalia's engineering support; and establishing at
Telephone: (Oil) 991362 based on original design and under licence. The Group Aeronavali an industrial focus for international co-
Telex: 210095 takes an important role in Italian and international space operation in the overhaul/modification field.
The Turin area factories are engaged in the design, programmes. Design work includes mainly aerospace and
manufacture and testing of the AM-X combat aircraft: military systems, but extends also to cover civil systems RPVs and MISSILES GROUP
design and manufacture of outer (movable) wings, final such as airport automation and biomedics. The Group has Headquarters: Piazzale Tecchio 51, 80125 Naples
assembly and flight testing of the Panavia Tornado: adequate computing facilities, real-time simul-
scientific Telephone: (081) 7252111
definition, design and development of the ACA (agile ation and systems integration capabilities, and Activities include those of Meteor SpA (which see).

EFA (EUROPEAN FIGHTER AIRCRAFT) section), for which it is responsible for the radomes, the project stage. Two unpressurised prototypes were built of
Aeritalia is collaborating in the design of this new gen- entire outer wings, including control surfaces, and the final the military transport version, of which the first (MM582)
eration fighter, all available details of which can be found assembly of aircraft for the Italian Air Force. made its initial flight on 18 July 1970 and the second
in the International section.
AERITALIA (LOCKHEED) F-104S (MM583)on22 July 1971. The first prototype was handed
over to the Italian Air Force on 21 December 1971 for
AM-X Aeritalia 246 production F-104S Starfighters
built
A operational evaluation. One airframe was completed for
description and illustration of this joint Italian- under Lockheed licence, including 40 for the Turkish Air
staticand one for fatigue testing.
Brazilian attack aircraft programme, involving Aeritalia, Force, before ending production in March 1979. Those of
Several major Italian airframe companies share in the
Aermacchi and EMBRAER, can be found in the Inter- the Italian Air Force are in service with the 4°, 5°, 6°, 9°,
construction programme, including Aermacchi (outer
national section of this edition. 36°, 51° and 53° Wings.
wings); Piaggio (wing centre-section); SIAI-Marchetti
ATR 42 In 1982 Aeritalia began development of a weapons
(tail unit); CIRSEA (landing gear); and 1AM (miscel-
Aeritalia an equal partner with Aerospatiale of system updating to increase capability in the interception
is laneous airframe components). Other structural compo-
France in developing this new regional transport aircraft, and interdiction/strike roles. This programme has not yet
nents are contributed by Hellenic Aerospace Industries.
which is due to fly in 1984. A full description and illustr- been funded; brief details can be found in the 1983-84
Fuselages are built by Aeritalia's Transport Aircraft
ation appear under the ATR heading in the International Jane's.
Group, in the Pomigliano d'Arco Works near Naples: final
section. AERITALIA G222 assembly takes place at the Capodichino Works, Naples.
TORNADO Designed by Ing Giuseppe Gabrielli, the Aeritalia (orig- The following versions have been built:
Aeritalia has a 15% participation in the manufacturing inally Fiat) G222 was conceived in four separate G222. Standard military transport, to which the detailed
programme for the Panavia Tornado (see International configurations, three of which were halted at the research description mainly applies. First delivery of a production
 AERITALIA — AIRCRAFT: ITALY 135

Aeritalia G222 twin-turboprop transport aircraft of tfie Venezuelan Army

G222 was made in November 1976 to the air force of vered to Italian Air Force, which has used them exten- version, and could be reconhgured for the basic transport
Dubai, which ordered one. This was followed in 1977 by sively and successfully in many parts of Italy. role in a very short time.
the first of three for the Argentine Army, and in early 1981 G222T. Version with Rolls-Royce Tyne turboprop By the end of 1984 Aeritalia planned to complete the
by two for the Somali Air Force. Two others originally engines (see under 'Power Plant' for details), larger- prototype phase of a marine oil spill control version, with
ordered by Somalia were later cancelled. This version also diameter propellers and higher operating weights; other an easily installed and removed tank holding 7,500 kg
ordered by Venezuelan Army (two) and Air Force (six), differences noted under Systems' and 'Performance' in (16,535 lb) of oil dispersanl. Basic role ol this version is
and Nigerian Air Force (hve); deliveries to these countries main description. Produced initially for Libyan Arab Air the spraying of oil dispersant chemical on spillage pollu-
began in Autumn \9Hy. Principal customer is the Italian Force, by whom it is known as G222L, to overcome US tions at sea, although its use for spraying agricultural insec-
Air Force, which has 38 standard G222s on order, of embargo on export of General Electric engines to that ticide IS also foreseen. Aeritalia is also studying an Eartfi
which 35 had been delivered by 1 January 1984. The hrst country, and flown for the first time on 13 May 1980. resources version, equipped with an integrated aerial
G222 for the Italian Air Force (MM62101) flew on 23 Libyan order for 20 includes two in VIP transport reconnaissance system for remote sensing of the environ-
December 1975. and deliveries began on 21 April 1978. conhguration; deliveries began in February 1981 and had ment. Possible applications include mapping of mineral
These aircraft are in service with the 46a Aerobrigata at been completed by December 1983. and hydrological resources and glaciers, and identihcation
Pisa-San Giusto, and are operated primarily in the roles of G222VS (Versione Speciale). Electronic warfare ver- of polluted areas, archaeological areas and vegetal dis-
troop, paratroop and cargo transport, or for aeromedical sion, first flown in prototype form on 9 March 1 978. Carry- eases.
duties. Six quick-change kits, produced by Aeritalia, are ing a pilot, co-pilot and up to ten systems operators, it has a The following description applies to the standard G222
held by the Italian Air Force for in-the-held conversions to modihed cabin htted with racks and consoles for detection, transport version, except where indicated:
the aeromedical configuration. This latter version has signal processing and data recording equipment, and an
Type: Twin-turboprop general purpose transport aircraft.
been used in recent years in support of Red Cross relief electrical system providing up to 40kW of power for its
operations in Kampuchea, Peru and elsewhere. operation. Externally distinguishable by small 'thimble' Wings: Cantilever high-wing monoplane, with max thick-
G222R/M. Radio/radar calibration version (Radio Mis- radome beneath the nose and a larger doughnut' radome ness/chord ratio of \5',. Dihedral 2° 30' on outer
ure). equipped for flights below 3,050 m (10,000 ft) to on top of the tail lin. Two ordered by Italian Air Force, ol panels. Aluminium alloy three-spar fail-safe box struc-
calibrate airport flight paths and radio assistance, enabling which one had been delivered by March 1983; in service ture, built in three portions. One-piece constant chord
ittocheck VOR, ILS, DME,Tacan, PAR, non-directional with the 71° Gruppo at Pratica di Mare. Dimensions, centre-section hts into recess in top of fuselage and is
beacons, marker beacon receivers and air trafhc control weights and performance are similar to those of the stan- secured by bolts at six mam points. Outer panels tapered
systems, in addition to VHFand UHF radio transmissions. dard troop transport. on leading- and trailmg-edges. Upper surface skins are
Onboard equipment includes separate receivers and dis- Of the total of 83 G222s ordered (all versions), 66 had of 7075-T6 alloy, lower surface skins of 2024-T3 alloy.
plays, a central computer to collect inertial navigation data been delivered by 1 June 1984, with production continu- All control surfaces have bonded metal skins with metal
(updated continually by DME), and data on the state of ing at the rate of 1 1 per year. honeycomb core. Double-slotted flaps extend over 60
the radio aid(s) being calibrated. Only one equipment In addition to the foregoing, Aeritalia is actively study- per cent of trailing-edge. Two-section hydraulically
operator is necessary, in addition to the two-man flight ing further versions of the G222. The first of these is a actuated spoilers ahead of each outboard flap segment,
crew, and ample space remains in the rear of the hold to 'light' airborne early warning/AWACS version. The sec- used also as lift dumpers on landing. Spoilers and flaps
carry a Jeep type vehicle for ground based operations. This ond IS a version for maritime patrol and possible fully powered by tandem hydraulic actuators. Manually

version has an optional secondary capability to perform ASW/ASV missions, and the third launch aircraft for
is a operated ailerons, each with inset servo tab. Pneumati-
survey missions, at altitudes between 6,100 and 7,620 m RPVs. This last project, known as Quiver, would have a cally inflated de-icing boots on outer leading-edges,

(20,000 and 25,000 ft), for multiple control of flight path dorsal radome similar to (but smaller than) that of the using engine bleed air.
assistance. First flight of a G222R/M took place in AWACS version, and would be able to carry up to six Fuselage: Pressurised fail-safe structure of aluminium
October 1982; the Italian Air Force has ordered four, of Meteor Mirach-100 jet powered RPVs beneath the outer alloy stressed skin construction and circular cross-
which two had been delivered by January 1984. Dimen-
1 wings (see photograph in RPVs & Targets section). Two section. Easily removable stiffened floor panels.
sions, weights and performance are similar to those of the versions are being studied of a G222 air tanker, for in-
Tail Unit: Cantilever safe-life structure of aluminium
standard troop transport. flight refuelling of either two or one combat aircraft, cap-
alloy, with sweptback three-spar hn and slightly swept
G222SAA. Firefighting version (Sistema Aeronautico able (with minimum modifications to the basic transport)
two-spar variable incidence tailplane. Pneumatically
Antincendio), with specially designed modular dispersal of transferring up to 5,500 kg (12,125 lb) of fuel. A kit
inflated de-icing boots on fin and tailplane leading-
system for water or retardant (see Equipment' paragraph
'
enabling the basic aircraft itself to be refuelled in flight is
edges, using engine bleed air. Rudder and elevators of
later), testing of which was completed in 1976. Six deli- also being studied. The G222 tanker is not a dedicated
metal honeycomb construction. Two tabs in each
elevator; no rudder tabs. Rudder fully powered by tan-
dem hydraulic actuators; elevators operated manually.
Landing Gear: Hydraulically retractable tricycle type,
suitable for use from prepared runways, semi-prepared
strips or grass fields. Messier-Hispano-Bugatti design,
built under licence by CIRSEA (Nardi-Magnaghi).
Steerable twin-wheel nose unit retracts forward. Main
units, each consisting of two single wheels in tandem,
retract into fairings on sides of fuselage. Oleo-
pneumatic shock absorbers. Gear can be lowered by
gravity in emergency, the nose unit being aided by
aerodynamic action and the mam units by the shock
absorbers, which remain compressed in the retracted
position. Oleo pressure in shock absorbers is adjustable
to permit variation in height and attitude of cabin floor
from ground. Low-pressure tubeless tyres on all units,
size 37-91 x 12-35 in (Type III) on mainwheels, 27 56
X 10-51 in (Type III) on nosewheels. Tyre pressures
4-41 bars (64 Ib/sq in) on main units, 3-92 bars (56-88
Ib/sq in) on nose unit. Hydraulic multi-disc brakes.

Power Piani (except G222T): Two Fiat built General

Electric T64-GE-P4D turboprop engines, each flat
Aeritalia G222 twin-turboprop general purpose military transport aircraft (I'llot I'rcss) rated at 2,535 kW (3,400 shp) at ISA + 25°C and
 1

136 ITALY: AIRCRAFT — AERITALIA

Propeller diameter;
except G222T 4-42 m (14 ft 6 in)
G222T 4-88 m (16 ft in)
Distance between propeller centres
9-50 m (31 ft 2 in)
Rear-loading ramp/door: Width 2-45 m (8 ft OV2 in)
Height 2-25 m (7 ft 4'/: in)

Dimensions, internal:
Main cabin: Length 8-58 m (28 ft PA in)
Width 2-45 m (8 ft OV2 in)
Height 2-25 m (7 ft 4 '/2 in)
Floor area; excl ramp 21-00 m' (226-0 sq ft)
ramp
incl 25-68 m' (276-4 sq ft)
Volume 58-0 m' (2,048 cu ft)

Areas:
Wings, gross 82-00 m^ (882-6 sq ft)

Ailerons (total) 3-65 m' (39-29 sq ft)

Trailing-edge flaps (total) 18-40 m' (198-06 sq ft)

Spoilers (total) 1-65 m' (17-76 sq ft)

Fin (incl dorsal fin) 12-19 m' (131-21 sq ft)

Rudder 7-02 mM75-56 sq ft)

Tailplane 19-09 m^ (205-48 sq ft)

Elevators (total) 4-61 m^ (49-62 sq ft)

Weights and Loadings (standard version except where

indicated):
Weight empty 14,590 kg (32,165 lb)
Weight empty, equipped 15,400 kg (33,950 lb)
Operating weight empty:
standard and SAA 15.700 kg (34.610 lb)
G222T 18.000 kg (39,685 lb)
Max payload (cargo) 9,000 kg (19,840 lb)
Equipment module (SAA) 2,200 kg (4,850 lb)
Retardant (SAA) 6,800 kg (14,990 lb)
Aeritalia G222s (standard transport version) of the Italian Air Force
Max fuel load 9,400 kg (20,725 lb)
driving a Hamilton Standard 63E60-27 three-blade 113 3 kW (152 hp) APU, installed in starboard main Fuel (SAA) 3,330 kg (7,340 lb)
variable- and reversible-pitch propeller with spinner. landing gear fairing, provides power for engine starting, Max T-O weight:
Fuel in integral tanks: two in the outer wings, combined hydraulic pump and alternator actuation, air- standard and SAA 28,000 kg (61,730 lb)

capacity 6,800 litres (1,495 Imp gallons), and two conditioning on ground, and all hydraulic and electrical G222T 29,000 kg (63,935 lb)

centre-section tanks, combined capacity 5.200 litres systems necessary for loading and unloading on ground. Max landing weight:
(1,143 Imp gallons), with cross-feed provision to either Two independent hydraulic systems, each of 207 bars standard and SAA 26,500 kg (58,420 lb)

engine. Total overall fuel capacity 12,000 litres (2,638 (3,000 Ib/sq in) pressure. No. 1 system actuates flaps, G222T 27,200 kg (59,965 lb)
Imp gallons). Single pressure refuelling point in star- spoilers, rudder, wheel brakes and (in emergency only) Max zero-fuel weight 24,400 kg (53,790 lb)
board main landing gear fairing. Overwing gravity landing gear extension; No. 2 system actuates flaps, Max cargo floor loading 750 kg/m' (155 Ib/sq ft)
refuelling point above each tank. spoilers, rudder, wheel brakes, nosewheel steering, Max wing loading 341-5 kg/m^ (69-9 Ib/sq ft)
Power Plant (G222T): Two 3,624 kW (4,860 shp) landing gear extension and retraction, rear ramp/door Max power loading:
Rolls-Royce Tyne RTy.20 Mk 801 turboprop engines, and windscreen wipers. Auxiliary hydraulic system, fed except G222T 5-52 kg/kW (9-08 Ib/shp)
with BAeDG 4/7000/6 four-blade variable-pitch pro- by APU powered pump, can take over from No. 2 G222T 4-00 kg/kW (6-58 Ib/shp)
pellers. Fuel system and capacity as for standard ver- system in flight, if both main systems fail, to operate Performance (standard G222 transport, at max T-O
sion. essential services. In addition, a standby handpump is weight except where indicated):
Accommodation: Normal crew of three (two pilots and provided for emergency use to lower the landing gear Max level speed:
radio operator/flight engineer) on flight deck. Provision and, on the ground, to operate the ramp/door and park- G222 at 4,575 m (15,000 ft)
for loadmaster or jumpmaster when required. Standard ing brakes. Three 45kVA alternators (60kVA in 291 knots (540 km/h; 336 mph)
troop transport version has 32 foldaway sidewall seats G222T), one driven by each engine through constant- G222T at 9,150 m (30,000 ft)
and 21 stowable seats for 53 fully equipped troops, and speed drive units and one by the APU, provide 310 knots (574 km/h; 357 mph)
carries two 20-man life rafts stowed in the
also 115/200V three-phase AC electrical power at 400Hz. Long-range cruising speed:
wing/fuselage fairing and a single 9-man life raft in the 28V DC powei is supplied from the main AC buses via G222 at 6,000 m (19,680 ft)
cargo compartment. Paratroop transport version can two transformer-rectifiers, with 24V 34Ah nickel- 237 knots (439 km/h; 273 mph)
carry up to 42 fully equipped paratroops, and is fitted cadmium battery and static mverter for standby and G222T at 9,150 m (30,000 ft)
with the 32 sidewall seats and life rafts as in the troop emergency power. External AC power socket. Electric 300 knots (556 km/h; 345 mph)
transport version, plus ten stowable seats, door jump de-icing of spinners (except G222T) and propeller Airdrop speed (paratroops or cargo)
platforms and static lines. Cargo transport version can leading-edges. Engine intakes anti-iced by electrical/ 110-140 knots (204-259 km/h; 127-161 mph) IAS
accept standard pallets of up to 2-24 m (7 ft 4 in) wide, hot air system. Liquid oxygen system for crew and pas- Drop speed (G222SAA, T-O configuration)
and can carry up to 9,000 kg (19,840 lb) of freight. sengers (with cabin wall outlets); this system can be 120 knots (222 km/h; 138 mph)
Provision is made for 1 35 cargo tiedown points, on a 5 replaced by a gaseous oxygen system if required. Stalling speed, flaps and landing gear down
cm (20 in square NATO standard grid, and a 1 ,500 kg
) Emergency oxygen system available for all occupants in 84 knots (155 km/h; 97 mph)
(3,306 lb) capacity cargo hoist. Typical Italian military the event of a pressurisation failure. Time to height:
equipment loads can include two CL-52 light trucks: Avionics and Equipment: Standard communications G222 to 4,500 m (14,760 ft) 8 min 35 s
one CL-52 with a 105 mm L4 howitzer or one-ton equipment includes 3,500-channel UHF, two 1,360- G222T to 4,575 m (15,000 ft) 6 min 48 s
trailer; Fiat AR-59 Campagnola reconnaissance vehicle Max rate of climb at S/L 520 m (1,705 ft)/min
channel VHF-AM, 920-channel VHF-FM, 28,000-
with 106 mm
recoillessgunor250 kg (550 lb) trailer; or channel HF/SSB, crew intercom and PA system. Navig- Rate of climb at S/L, one engine out;
five standard A-22 freight containers. In the aero-
ation equipment includes Omega system, with TAS
G222 125 m
(410 ft)/min
medical role the G222
can accommodate 36 stretchers,
computer, autopilot, flight director, two compasses, and
G222T 305 m
(1,000 ft )/min
two sitting patients and four medical attendants. A sec- Service ceiling 7,620 m (25,000 ft)
two vertical gyros; and an integrated ground based sys-
ond can be installed, and provision can be made to
toilet
tem incorporating two VOR, marker beacon receiver, Service ceiling, one engine out:
increase the water supply and to install electrical points
two ILS, ADF, two Tacan or DME, and horizontal G222 5,000 m (16,400 ft)

and hooks for medical treatment bottles. In this version, situation indicator. Other avionics include Meteo
G222T 4,725 m (15,500 ft)

the cabin oxygen system is available to all stretcher

weather radar, with secondary terrain mapping mode; Optimum height above ground during drop
positions. Crew door is forward of cabin on port side. (G222SAA) 50-100 m (165-330 ft)
radar altimeter; and IFF/ATC transponder including
Passenger doors, at front and rear of main cabin on T-O run: G222 662 m (2,172 ft)
altitude reporting. Provision for head-up display. Land-
starboard side and at rear on port side, can be used also G222T 649 m (2,130 ft)
ing light on nosewheel leg.
as emergency exits. Two emergency hatches in cabin T-O to 15 m (50 ft):
roof, forward and aft of wing carry-through structure.
Equipment (G222SAA): Modular palletised firefighting G222, G222T 1,000 m (3,280 ft)
pack can be installed in under two hours without any m G222T 775 m
Hydraulically operated rear loading ramp and upward Landing from 15 (50 ft): (2,543 ft)
modification to the basic transport aircraft. The module
opening door in underside of upswept rear fuselage, G222T 655 m (2,150 ft)
consists of a 6,300 litre (1,385 Imp gallon tank and four
which can be opened in flight for airdrop operations. In )
Landing run at max landing weight:
pressurised air containers to activate the pneumatic m (1,788 ft)
545
cargo version, five loads of up to 1,000 kg (2,205 lb) G222
actuators and discharge the retardant through the rear m (1,240 ft)
each can be airdropped from rear opening, or a single G222T 378
load of up to 5,000 kg (1 1,023 lb). Paratroop jumps can
ramp/door opening via two nozzles. Length of area Accelerate/stop distance 1,200 m (3,937 ft)
covered averages 300 m (985 ft). 20-80 m (68
be made either from this opening or from the rear side Min ground turning radius 3 in) ft

doors. Windscreens and quarter-light panels are de-iced Dimensions, external: Range with max payload, optimum cruising speed and
and demisted electrically. Wipers and screen wash for Wing span 28-70 m (94 ft 2 in) height: G222 740 nm (1,371 km; 852 miles)
both windscreens. Entire accommodation pressurised Wing chord: at root 3-40 m (1 1 ft I % in) G222T 1,020 nm (1,890 km; 1,174 miles)
and air-conditioned. at tip 1-685 m (5 ft 6Vi in) Range with 36 stretchers and 4 medical attendants:
Systems: Pressurisation system maintains a cabin differen- Wing aspect ratio 9-15 G222 1,349 nm (2,500 km; 1,553 miles)
tial of 0-41 bars (5-97 Ib/sq in), giving a 1,200 m (3,940 Length overall 22-70 m (74 ft 5'/2 in) Range with max retardant load:
ft) environment at altitudes up to 6,000 m (19,680 ft). Height overall 9 80 m (32 ft 1 % in) G222SAA 540 nm (1,000 km; 621 miles)
Air-conditioning system uses engine bleed air (air sup- Fuselage: Max diameter 3-55 m (11 ft 7% in) Ferry range with max fuel:
plied by centrifugal compressor in G222T) during flight; Tailplane span 12-40 m (40 ft H'A in) G222 2,500 nm (4,633 km; 2,879 miles)
on ground, it is fed by compressor bleed air from APU Wheel track 3-668 m (12 ft OV2 in) G222T 2,750 nm (5,096 km; 3,166 miles)
to provide cabin heating to a minimum of 1 8°C. Garrett Wheelbase (to c/1 of main units) 6-23 m (20 ft 5 'A in)
g limit +2-5
 AERONAUTICA MACCHI / AERMACCHI — AIRCRAFT: ITALY 137

Vice-President and Managing Director: all of its operating activities to a newly

AERONAUTICA MACCHI Gen Ing Mario Matacotta
and transferring
formed, wholly owned company known as Aermacchi
AERONAUTICA MACCHI SpA Financial Director: Dott Gino Bavastro SpA. The group includes, besides Aermacchi SpA, other
Corso Vittorio Emanuele 1?. 20122 Milan
Commercial Director: Dott Ing Giovanni Cattaneo subsidiary companies operating in the fields of airframe
Telephone: (02) 792696 and 702020 Industrial Development Director: Dott Ing Gianluigi and equipment manufacturing, precision machining and
della Torre electronic data processing. Aeronautica Macchi, the hold-
Offices: Via Sanvito Silvestro 80. CP 246, 2 1 1 00 Varese
The original Macchi company was founded in 1913 in ing company, co-ordinates the corporate strategies in
Telephone: (0332) 287700
Varese, and its first aeroplane was built in that ye,ar. On 1 Hnance, commercial and industrial investments. A 25 "^i
President: Dott Fabrizio Foresio January 1981 the Aeronautica Macchi group reorganised holding in Aeronautica Macchi was acquired by Aeritalia
Vice-President: Dott Ing Renato Bonifacio its structure, transforming itself into a holding company in 1983.

AERMACCHI
AERMACCHI SpA (Subsidiary of Aeronautica
Macchi SpA)
Via Sanvito Silvestro 80. CP 246. 21 100 Varese
Telephone: (0332) 254111
Telex: 380070 AERMAC I

President: Dott Fabrizio Foresio

Managing Directors:
Dott Ing Ermanno Bazzocchi
Gen Ing Mario Matacotta
General Manager: Dott Ing Giulio Cesare Valdonio
Commercial Director: Dott Ing Giovanni Cattaneo
Technical Manager: Dott Ing Alberto Notari
Aermacchi is the aircraft manufacturing company of the
Aeronautica Macchi group. The company plants at V'en-
egono airfield occupy a total area of 270.000 m'
(2,906.260 sq tt|, including 33,000 m- (355,210 sq ft) ol
covered space; the flight test centre has covered space of
5,100 m- (54,900 sq ft) in a total area of 28,000 m-
(301,390 sq ft). Total workforce at the end of 1983 was
Camouflaged MB. 339A of the Italian Air Force, for emergency close air support duties
approximately 2,500.
The M.B. 339A two-seat trainer is in series production failure. Hydraulically actuated single-slotted flaps, Provision for two drop tanks, each of 325 litres (71-5
for the Italian Air Force and for export. A single-seat operated by push/pull rods. Imp gallons) capacity, on centre underwing stations.
version, the M.B. 339K Veltro 2. is also in production. It selage: All-metal semi-monocoque structure, built in Anti-icing system for engine air intakes.
Other activ ities include the manufacture of wings for the two main portions: forward (nose to engine mounting Accommodation: Crew of two in tandem, on Martin-
Aeritalia G222 transport aircraft and underwing pylons bulkhead), and rear (engine bulkhead to tailcone). Baker ITIOF zero/zero ejection seats in pressurised
for the Panavia Tornado: Aermacchi is also active in the Forward portion built of C section frames, four C sec- cockpit. Rear seat elevated 32 5 cm (12'/4 in). Rearview
field of aerospace ground equipment, with a complete line tion spars, longitudinal L and skin
section stringers, mirror for each occupant. Two-piece moulded trans-
of hydraulic, electric and pneumatic ground carts for ser- panels. Rear section manufactured entirely from parent jettisonable canopy, opening sideways to star-
vicing civil and military aircraft. aluminium alloy except for firewall and most of tailcone, board.
which are of stainless steel; four-bolt attachment to Systems: Pressurisation system max differential 0-24 bars
(3-5 Ib/sq in). Bootstrap type air-conditioning system,
AM-X forward fuselage to facilitate access to engine. Hydraul-
ically actuated, electrically controlled airbrake under which also provides air for windscreen and canopy
Aermacchi teamed with Aeritalia and EMBRAER in
is
centre of fuselage, just forward of CG. demisting. Hydraulic system, pressure 172-5 bars
developing the AM-X combat aircraft (see International
Tail Unit: Cantilever all-metal structure, of similar con- (2,500 Ib/sq in), for actuation of flaps, aileron servos,
section) for the Italian and Brazilian air forces.
struction to wings. Slightly sweptback vertical surfaces. airbrake, landing gear, wheel brakes and nosewheel
Rudder and elevators are statically balanced, each hav- steering. Backup system for wheel brakes and
AERMACCHI M.B. 339A ing an electrically actuated dual-purpose balance and emergency extension of landing gear. Main electrical
The M.B. 339A is a tandem two-seat trainer/ground trim tab. Two auxiliary fins under rear fuselage. DC power from one 28V 9kW engine driven starter/
attack aircraft, powered by a Piaggio built Rolls-Royce Landing Gear: Hydraulically retractable tricycle type, generator and one 28V 6kW secondary generator. Two
Viper 632 engine. with oleo-pneumatic shock absorbers; suitable for 24V 22Ah nickel-cadmium batteries for engine start-
The first of two M.B. 339X prototypes (MM588)
flying
operation from semi-prepared runways. Nosewheel Fixed frequency 115/26V AC power from two
ing.
was flown for the hrst time on 2 August 976. The second 600VA single phase static inverters. External power
retracts forward, main units outward into wings.
1 1

aircraft (MM589). which made its first flight on 20 May Hydraulically steerable nosewheel. Low-pressure receptacle. Low
pressure demand type oxygen system,
1977, was built to pre-production standard: the third air- mainwheel tubeless tyres size 545 x 175-10 (12 ply operating28 bars (400 Ib/sq in).
at
frame was used for static and fatigue testmg. The first rating); nosewheel tubeless tyre size 380 x 150-4 (6 ply Avionics and Eouipment: Typical avionics installation
production aircraft made its initial flight on 20 July 1978. rating). Emergency extension system. Hydraulic disc includes Collins AN/ARC- 159(V)-2, or Magnavox
and the first of 100 M.B. 339As for the Italian Air Force brakes with anti-skid system. AN/ARC-150(V). or Magnavox AN/ARC-164(V)
were handed over for pre-service trials on 8 August 1979. Power Plant: One Rolls-Royce Viper Mk 632-43 turbo- UHF transceiver; Collins AN/ARC-186(V) VHF/AM
The M.B. 339A has been in service with the 14th Radio jet engine, rated at 1 7-8 kN (4,000 lb st). Engines built and FM or Collins 618M-3A VHF/AM transceiver:
Aids Survey and Electronic Warfare Wing and the Scuola in Italy under Rolls-Royce licence; final assembly by Collins ICS-200 interphone; Collins AN/ARN-1 18(V)
di Volo Basico Iniziale Aviogetti at Lecce Galatina in Tacan or Collins 860E-5 DME; Collins 5IRV-4B
Piaggio. Fuel in two-cell rubber fuselage tank, capacity
southern Italy since 1981. In 1982 fifteen M.B. 339PANs 781 litres (172 Imp gallons), and two integral wingtip VOR/ILS and MKl-3 marker beacon receiver; Collins
(Pattuglia Acrobatica Nazionale) were delivered to the DF-206 ADF; GEC AD-620C com-
tanks, combined capacity 632 litres (139 Imp gallons). Avionics
Italian Air Force aerobatic team, the Frecce Tricolori.
Total internal capacity 1,413 litres (311 Imp gallons) puterised area and dead reckoning navigation system:
which began using the type on 27 April 1982. The PAN usable. Single-point pressure refuelling receptacle in and Bendix AN/APX- 100( V) IFF. Standard instrumen-
aircraft have the wmgtip tanks deleted (to facilitate form-
port side of fuselage, below wing trailing-edge. Gravity tation includes ARU-2B/A attitude director indicator,
ation keeping) and a smoke generating system installed, AOU-6/A HSI. Sperry AS-339 attitude and heading
refuelling points on top of fuselage and each tip tank.
but are otherwise similar to the standard M.B. 339A. In
September 1982 the Italian Air Force received the first of
a number of camouflaged M.B. 339As. which are to be
used as an emergency close air support force.
Ten M.B. 339As were delivered to the Argentine Navy
in 1980, and 16 to the Peruvian Air Force in 1981-82.

Deliveries of 12 to the Royal Malaysian Air Force began

in November 1983, and were scheduled to begin in mid-

1984 of four for Dubai and 12 for Nigeria.

Type: Two-seat basic and advanced trainer and ground
attack aircraft.
Airframe: Structural design criteria based on MIL-A-
8860A: 8g limit load factor in 'clean' configuration.
Cockpit designed for 40.000 pressurisation cycles. Ser-
vice life requirement 10,000 flying hours and 20,000
landings in the training role. Entire structure specially
treated to prevent corrosion.
Wings: Cantilever low/mid-wing monoplane. Wing sec-
tion NACA 64A-114 (mod) at centreline, NACA
64A-212 (mod) at tip. Leading-edge swept back W"
18'. Sweepback quarter-chord 8° 29'. All-metal
at
stressed skin structure, with single main spar and aux-
iliary rear spar, built in two portions and bolted to

fuselage. Skin stiffened by spanwise stringers, closely

spaced ribs, and false ribs. Wingtip tanks permanently
attached. Single fence on each wing at approx two-
thirds span. Servo powered ailerons embody 'Irving'
type aerodynamic balance provisions, and are statically
balanced along their entire span. Balance tabs facilitate
reversion to manual operation in the event of servo Aermacchi M.B. 339A two-seat jet trainer and light attack aircraft (I'llot t'rcwi
138 ITALY: AIRCRAFT — AERMACCHI
reference system, AG-5 standby attitude indicator, and Wing aspect ratio 5-26 Landing speed 89 knots (165 km/h; 103 mph) IAS
system. Retractable landing light beneath
flight director Length overall 10-972 m (36 ft in) Stalling speed 80 knots (149 km/h; 93 mph)
port wing; taxying light on nosewheel leg. Height overall 3-994 m (13 ft 1 'A in) Max rate of climb at S/L 2,010 m (6,595 ft)/min
Armament and Operational Eouipment: Up to 1,815 kg Elevator span 4-08 m (13 ft 4% in) Time to 9,150 m (30,000 ft) 7 min 6 s
(4,000 lb) of external stores can be carried on six Wheel track 2-483 m (8 ft 1% in) Service ceiling (30-5 m; 100 ft/min rate of climb)
underwing hardpoints, the inner four of which are stres- Wheelbase 4-369 m (14 ft 4 in) 14,630 m (48,000 ft)
sed for loads of up to 454 kg (1,000 lb) each and the Areas: Min ground turning radius 8-45 m (27 ft 8% in)
outer two for up to 340 kg (750 lb) each. Provisions are Wings, gross 19-30 m^ (207-74 sq ft) T-O run at S/L:
made, on the two inner stations, for the installation of Ailerons (total) 1-328 m^ (14-29 sq ft) clean' T-O weight 465 m (1,525 ft)
two Macchi gun pods, each containing either a 30 mm Trailing-edge flaps (total) 2-21m^ (23-79 sq ft) max T-O weight 915 m (3.000 ft)
DEFA 553 cannon with 120rds, ora 12 7 mm AN/M-3 Airbrake 0-68 m' (7-32 sq ft) Landing run at S/L, ISA 415 m (1,362 ft)
machine-gun with 350 rds. Other typical loads can Fin 2-370 m' (25-51 sq ft) Max range without drop tanks
include two Matra 550 Magic or AIM-9 Sidewinder Rudder, incl tab 0-610 m^ (6-57 sq ft) 950 nm (1,760 km; 1,094 miles)
air-to-air missiles on the two outer stations; four 1,000 Tailplane 3-380 m' (36-38 sq ft) Max ferry range with two underwing drop tanks. 10%
lb or six 750 lb bombs; six SUU-llA/A 7-62 mm Elevators (total, incl tabs) 0-979 m' (10-54 sq ft) reserves 1.140 nm (2,110 km; 1,310 miles)
Minigun pods with 1,500 rds/pod; six Matra 155 laun- Weights and Loading: Max endurance without drop tanks 2 h 50 min
chers, each for eighteen 68 mm rockets; six Matra F-2 Weight empty, equipped 3,125 kg (6,889 lb) Max endurance at 7,620 m (25,000 ft) with two under-
practice launchers, each for six 68 mm rockets; six Basic operating weight empty 3.136 kg (6,913 lb) wing drop tanks. 10*^7 reserves 3 h 45 min
LAU-68/A or LAU-32G launchers, each for seven 2-75 Fuel load (internal, usable) 1,100 kg (2,425 lb) g limits -I-8-0/-4-0
in Aerea AL-25-50 or AL-1 8-50 launchers,
rockets; six T-O weight, clean' 4,400 kg (9,700 lb) Pereormance (armed configuration, at T-O weights given
each with twenty-five or eighteen 50 mm rockets respec- Typical T-O
weights with armament indicated: earlier):
tively; SIX Aerea AL-12-80 launchers, each with twelve A: four Mk 82 bombs and two drop tanks Radius of action, hi-lo-hi (no run-in or run-out):
81 mm LAU-IO/A launchers, each with
rockets; four 5.895 kg (13,000 lb) A 320 nm (593 km; 368 miles)
four 5 Zuni rockets; four Thomson-Brandt 100-4
in B: six Mk
82 bombs 5,895 kg (13,000 lb) B 212 nm (393 km; 244 miles)
launchers, each with four 100 mm Thomson-Brandt C: two Macchi 30 mm
gun pods, two LR-25-0 rocket C 275 nm (510 km; 317 miles)
rockets; six Aerea BRD bomb/rocket dispensers; six launchers and two drop tanks 5,808 kg (12,805 lb) D 305 nm
351 miles) (565 km;
Aermacchi 11829-003 bomb/flare dispensers; six D: four LR-25-0 launchers and two drop tanks E 165 nm
190 miles) (306 km;
Thomson-Brandt 14-3-M2 adaptors, each with six 100 5.642 kg (12,440 lb) Radius of action, lo-lo-lo (no run-in or run-out):
mm anti-runway bombs or 120 mm tactical support E: six LR-25-0 launchers 5,323 kg (11,735 lb) A 200 nm (371 km; 230 miles)
bombs; or two 325 litre (71-5 Imp gallon) drop-tanks; Max T-O weight with external stores B 146 nm (271 km; 168 miles)
or a photographic pod with four 70 mm Vinten cameras; 5,895 kg (13,000 lb) C 190 nm (352 km; 219 miles)
or a single underwing Elettronica ECM pod, combined Wing loading (50 per cent fuel) D 193 nm (358 km; 222 miles)
with a rear fuselage flare/chaff dispenser, onboard 205 kglm' (42-00 Ib/sq ft) E 123 nm (228 km; 142 miles)
RHAW receiver and indicators, and ECM antennae in Performance (at clean' T-O weight, ISA, except where
the nose and rear of the port wingtip tank. Provision for indicated): AERMACCHI M.B. 339K VELTRO 2
Aeritalia 8.105.924 fixed reflector sight or Saab RGS 2 IAS limit/Mach limit (GREYHOUND)
gyroscopic gunsight; a gunsight can also be installed in Mach 0-85 (500 knots; 926 km/h; 575 mph) The Veltro 2, which perpetuates the name of the Macchi
rear cockpit, to enable instructor to evaluate man- Max level speed
S/L at M.C. 205V fighter of the second World War, is a single-
oeuvres performed by student pilot. All gunsights can 485 knots (898 km/h; 558 mph) IAS seat development of the M.B. 339A, optimised for the
be equipped with fully automatic Teledyne TSC 1 16-2 Max level speed at 9,150 m (30,000 ft) roles of light close air support and operational training. It
gun camera. Head-up display system under study. Pro- Mach 0-77 (441 knots; 817 km/h; 508 mph) IS based on experience gained in the production and oper-

vision for towing type A-6B (1-83 x 914 m; 6 x 30 ft) Max speed for landing gear extension ation of the MB. 326K. The M.B. 339K private venture
aerial banner target; tow attachment point on inner 175 knots (324 km/h; 201 mph) IAS prototype (I-BITE) flew for the first time on 30 May 1980,
surface of ventral airbrake. T-O speed 100 knots (185 km/h; 115 mph) powered by a 7-8 kN (4,000 lb st) Viper Mk 632 engine,
1

Dimensions, external: Approach speed over 15 m (50 ft) obstacle and has since undertaken successfully many weapon firing
Wing span over tip tanks 10-858 m (35 ft 7'/2 in) 98 knots (182 km/h; 113 mph) IAS and compatibility trials. Construction of an initial produc-
tion batch of ten began in 1981.
The airframe of the MB. 339A is retained, except for a
new forward fuselage with redesigned single-seat cockpit
and internally mounted cannon armament; the other
major changes in the production M.B. 339K concern the
power and the avionics and equipment relevant to
plant,
the different rolesperformed by the Veltro 2. Flight test-
ing with the Viper Mk 680 engine in the second prototype
M.B. 339A took place between the Spring of 1983 and
Summer of 984. and this engine will be available for the
1

|iroduction M.B. 339K from early 1985. The following

description applies to the basic M.B. 339K; operational
capability can. at customer's option, be extended by adopt-
head-up display, cockpit
ing such additional features as a
TV display. ECM.
and other improved avionics.
Type: Single-seat ground attack aircraft and operational
trainer.
Airframe: Structural design criteria based on MIL-A-
8860 series of specifications; -F8/-4g limit load factor in
'clean' configuration. With spectrum based on
a fatigue
the ground attack life will be more
role only, service
than 5,000 flying hours with 10,000 landings. Entire
structure is specially treated to prevent corrosion.
Wings: As M.B. 339A.
Fuselage: As M.B. 339A, except for modified forward
Prototype Aermacchi M.B. 339K Veltro 2 light close air support aircraft, developed from the two-seat M.B. 339A section.
Tail Unit: As M.B. 339A.
Landing Gear: Similar to M.B. 339A.
Power Plant: One 19 8 kN (4,450 lb st) Rolls-Royce
Viper Mk 680 turbojet engine. Fuel in one fuselage
tank, consisting of three rubber cells with a total capac-
ity of 1,030 litres (226-5 Imp gallons), and two constant
section integral wingtip tanks with a combined capacity
of 1,020 litres (224-5 Imp gallons). Total usable internal
fuel capacity 2,050 litres (451 Imp gallons).
Accommodation: on Martin-Baker ITIOF
Pilot only,
zero/zero ejection seat in pressurised cockpit. Rearview
mirror standard. One-piece moulded transparent jett-
isonable canopy, opening sideways to starboard.
Systems: As M.B. 339A.
Avionics and Equipment: Typical avionics as listed for

M.B. 339A, plus Collins AN/ARA-50 UHF/DF. Stan-

dard instrumentation includes Astronautics ARU-
2B/A attitude director indicator; AOU-6/A horizontal
situation indicator and flight director system; Sperry
P-140 attitude and heading reference system; and
Microtecnica AG-5 standby attitude indicator. Retract-
able landing light beneath port wing; taxying light on
nosewheel leg.
Armament and Operational Eol ipment: Two 30 mm
DEFA cannon, with 120 rds/gun, mounted internally in
lower forward fuselage, with external fairings. Firing
rate 1.200 rds/min. Loads on six underwing hardpoints
generally as for M.B. 339A. and is cleared for operation
Aermacchi M.B. 339K Veltro 2 light ground attack aircraft (I'iloi I'ress) with rockets of 50 mm (SNIA). 68 mm, 81 mm
 AERMACCHI / AGUSTA — AIRCRAFT: ITALY 139

(SNORA), 100 mm
(Thomson-Brandt). 2 75 m and 5 Max T-O weight with external stores AERMACCHI M.B. 339 (UPRATED VERSION)
500 Ih Mk S2 and R bombs, 00 mm
m calibre, and with 1 6,350 kg (14,000 lb) Aermacchi de\eloping a new version of its M.B. 339
is

Thomson-Brandt special runway demolition bombs, trainer/combat aircraft. Intended for both hrst-line com-
120 mm close air support bombs, 250 lb Expal BPR bat training and attack duties, this will have a 10 per cent
bombs and 500 lb Matra bombs. Saab-Scania RGS 2 Periormance (with full gun ammunition load): uprated Viper 680-43 turbojet, giving 19-8 kN (4.450 lb
gunsight, with gyro lead computer; gunsight can be Max limiting Mach number 0X5 St), and an advanced nav/attack system that includes an
equipped with a lully automatic Teledyne TSC 116-2 Never-exceed speed 500 knots (927 km/h; 575 mph) inertial navigation system, head-up display, weapon aim-
gun camera. Provision for towmg type A-6B (1X3 x Max level speed at S/L ing computer and stores management system. Due to fly in
Q 14 m; 6 x .10 ft) aerial banner target. 4«6 knots (900 km/h; 560 mph) IAS 1985, it will be made available in both single-seat and
Landing speed 95 knots (176 km/h; 109 mph) IAS two-seat configurations, the latter with a in each HLD
Dimensions, external: As tor M.B.339A except: Max rate of climb at S/L 2,400 m (7,S75 ft)/min cockpit. It will retain the 339K's standard provision tor
Wing span over tip tanks 1 1-22 m (36 ft 9'/i in)
Service ceiling 14,000 m (46,000 ft) two 30 mm guns in the fuselage and six hardpoints for
Length overall 10«5 m (35 It 7 in)
T-O run: -clean' 5K0 m ( 1 ,900 ft) external stores.
at max T-O weight of 6,350 kg (14,000 lb) Aermacchi is aiming at a unit acquisition cost only 10
Areas: As for M.B. 339A.
910 m (2,985 ft) per cent higher than that of a standard M.B. 339. No mam
Weights: Landing run 450 m (1 ,475 ft) computer is required. Instead, a Doppler mertial reter-
Weight empty, equipped 3,245 kg (7,154 lb) Combat radius with two 30 mm cannon (125 rds/gun) ence unit is matched with strapdown INS. a nav/attack
Fuel load (internal, usable, with circular-section tip and tour 500 lb Mk f<2 bombs (total military load data computer and weapon aiming computer. This is
tanks) l,5f<2 kg (3,4Kf< lb) 1,08« kg; 2,400 lb): expected to ensure much improved accuracy at reasonable
Max external stores load 1,935 kg (4,266 lb) lo-lo-lo 205 nm (380 km; 236 miles) cost. A laser rangelinder may be added later, and a multi-

T-O weight 'clean', incl ammunition for internal guns hi-lo-hi 340 nm (630 km; 391 miles) function CRT display for electro-optical weapons like

5,050 kg (11,133 lb) f,

limits 4-80/-40 Maverick will be available to any customer requesting it.

AGUSTA AVIATION CORPORATION Sviluppo Avio Sistemi SpA

AGUSTA support in North and Central America)
(marketing and
Via Montecchio 2, 21010 Vi//ola Ticino
AGUSTA SpA Telephone: (0331) 230826
Red Lion and Norcom Roads, Philadelphia, Penn-
21017 Cascina Costa di Samarate (VA)
sylvania 19154, USA Telex: 332554 CAVIZ I

Telephone: (0331) 229111 SpA)

Telephone: (215) 245 8860 OMI (Ottico Meccanica Italians
Telex: 332569 AGUCA I

Telex:6851178 AGUSTA PHA Via della Vasca Navale 79/81, 00145 Rome
Ofuces:
DIVISIONE ELICOTTERI (Helicopter Division) Telephone: (06) 547881
Via Caldera 21. 20153 Milan
Managing Director: Dott Ing Bruno Lo\era Telex: 610137 SAROMI I

Telephone: (02) 452751

Costruzioni Aeronautiche Giovanni Agusta SpA OMICA (OMI Corporation of America)
Telex: 333280 AGUMI I
See tollowing entry 1319 Powhatan Street, Alexandria, Virginia 22314,
Via Abru/zi II. 00187 Rome USA
EM (Elicotterl Meridionali SpA)
Telephone: (06) 48901
See pages 146-147 Telephone: (730) 549 4064
Telex: 614398 AGURO I

EH Industries Ltd (50', holding) Telex: 809141 OMICA ALE

Via Sicilia43, 00187 Rome
See International section FOMB (Fonderie ed Officine Meccaniche di
Telephone: (06) 48901 Benevento SpA)
DIVISIONE AEROPLANI (Aircraft Division)
Telex: 614398 AGURO
Managing Director: Dott Ing Paolo Bella\ita Contrada Ponte Valentino, 82100 Benevento
Chairman and CuiEr Execltive Ofucer: Telephone: (0824) 43477
SIAI-Marchetti SpA
Dott Ing Raffaello Teti
See pages 147-1 51 Telex: 710667 FOMBEN I

Vice-President. Inter-Dimsional Co-ordination:

Industria Aeronautica Meridionale SpA MV (Meccanica Verghera SpA)
Dott Ing Arnaldo Antichi
Contrada Santa Teresa Pinti, 72100 Brindisi (aircraft Viale Adriatico 50, 21010 Verghera di Samarate
Formed originally in 1977. the Agusta Group (see co-production, and overhaul of aircraft and (VA) (product support for MV Agusta motor-
1980-81 Jane's) completely reorganised its structure from cycles)
helicopters)
1 January 1981 under a new holding company known as Telephone: (0331) 228200
Telephone: (0831) 8911
Agusta SpA. The present structure is as follows: Telex: 860026 lAMBR I SISDA (Society Italiana Sistemi d'Addestramento
CAPRONI VIZZOLA COSTRUZIONI AERONAUTICHE pA)
AGUSTA INTERNATIONAL SA SpA Aeroporto Ciampino, 00040 Rome (maintenance,
Avenue Louise 523. Boite 9. 1050 Brussels, Belgium See pages 151-152 overhaul and training systems for aircraft and
(aviation support services) DIVISIONE SISTEMI ED ATTIVITA VARIE (Diversified helicopters, in equal partnership with Aeritalia and
Telephone: (02) 6485515 Activities and Systems Division) Elettronica)
Telex: 63349 AGINT B Managing Director: Dot Ing Giuseppe Bertolazzi Telephone: (06) 600281 and 600282

COSTRUZIONI AERONAUTICHE
GIOVANNI AGUSTA SpA
21017 Cascina Costa di Samarate (VA)
Telephone: (0331) 229111
Telex: 332569 AGUCA I

Commercial Offices:
Via Caldera 21, 20153 Milan
Telephone: (02) 452751
Telex: 333280 AGUMI I

President and Chairman of the Board:

Dott Ing Raffaello Teti
General Manager: Dott Ing Michele Ferraioli
This company was established in 1907 by Giovanni
Agusta and built many experimental and production air-
craft before the second World War.
In 1952 Agusta acquired a licence to manufacture the
Bell Model 47 helicopter and the hrst Agusta built Model
47G made its initial flight on 22 May 1954. Agusta A 109A Mk II general purpose helicopter in its air ambulance configuration
In addition to the A 109A and A 129 of its own design,
Ambulair. Military and naval versions are described sep- By mid-1984 more than 250 of all models had been
Agusta is producing under licence the Bell Models 205, delivered. An agreement was signed in 1 983 under which
arately.
206 and 212. It collaborated with Bell Helicopter Textron The Hrst of three A 109 flying prototypes flew for the Hellenic Aerospace Industries (see Greek section) is
(see US section) in developing the Model 412 version of
hrst time on 4 August 1971. RAI and FAA certification manufacturing major fuselage components for 77 Mk lis
the Bell 2 12. and has developed its own multi-role military
for VFR operation was announced on 1 June 1975, and between 1984-87.
version of this aircraft (the Griffon ). Both of these are also
deliveries of the original A 109A production aircraft The following description applies to the A 109A Mk II:
in production. Under licence from Sikorsky, production of
started in early 1976. Certihcation for IFR single-pilot Type: Twin-engined general purpose helicopter.
S-61A and SH-3D helicopters began in 1967. and man- operation was obtained on 20 January 1977. Certihcation Rotor System: Fully articulated four-blade single main
ufacture of the HH-3F(S-61R) started in 1974; Agusta is
has also been granted in Canada. France, West Germany, rotor and port side two-blade semi-rigid delta-hinged
now the sole production source of these aircraft. Agusta is the Philippines, Sweden, Switzerland and the UK. tail rotor. Main rotor blades have a 'droop snoot'
developing its own AS-61N1 short-fuselage derivative of
Approximately 1 50 of this initial version, described in the aerofoil section, with thickness/chord ratios of 1 1 S'l at
S-61N, produces under licence the Boe-
the civil Sikorsky
1981-82 Jane's, were 6'^(
built. root and and are attached to hub by ten-
at tip,
ing Vertol CH-47C Chinook helicopter, and is collaborat-
Deliveries of the uprated A 109A Mk II began in Sep- sion/torsion straps. They are of aluminium alloy bonded
ing with Westland Helicopters of the UK in developing the
tember 1 98 1 This has an increase
. in transmission rating, a construction, with a honeycomb core, have swept tips,
EH 101 three-turboshaft helicopter (see under EHl in the new tail rotor driveshaft with two-point suspension, and leading-edge strips, and are
stainless steel tip caps
International section).
increased tail rotor blade life and from
reliability resulting A manual blade folding
protected against corrosion.
use of new Nomex core material and improved bonding capability and rotor brake are optional. Tail rotor
AGUSTA A 109A Mk II techniques, new self-damping engine mounts, new blades are of aluminium alloy, bonded at the trailing-
The basic version of the Agusta A 109A high-speed, integral-design oil coolers and blowers, a structurally edge. with a Nomex honeycomb core and stainless steel
high-performance twin-engined helicopter accommo- redesigned tailboom, higher-pressure hydraulic system, leading-edge strip.

dates a pilot and seven passengers, and has a large baggage improved avionics and instrument layout, additional Rotor Drive: Main transmission assembly housed in fair-
compartment m the rear of the fuselage. Alternatively, the access panels, and a removable floor in the baggage com- ing above passenger cabin, driving main rotor through a
A 109A can be adapted for freight carrying, as an ambul- partment. In 1983 Agusta introduced a utility version of coupling gearbox and 90° two-stage (15-62:1) main
ance, or for search and rescue and other duties. The EMS the Mk II, with less sophisticated interior and instrument- reduction gearbox. Take-off drive from coupling gear-
(emergency medical service) version is known as the ation. box drives tail rotor via an output shaft and tail rotor
140 ITALY: AIRCRAFT — AGUSTA
gearbox. Transmission ratings 552 kW (740 shp) for
take-off and max continuous twin-engined operation,
with max contmgency rating of 607 kW (K14 shp) for 6
s. Ratings for single-engined operation are 336 kW (450

shp) for take-off (5 mm

limit), 313 kW (420 shp) max
continuous, and 336 kW (450 shp) max contingency for
10 s. Main rotor/engine rpm ratio 1:15-62; tail
rotor/engine rpm ratio 1:2X0.
Fuselage and Tail Unit: Pod and boom type, of
aluminium alloy construction, built in four main sec-
tions: nose, cockpit, passenger cabin and tailboom.
Sweptback vertical hns (above and below tailboom),
and non-swept elevator, mid-mounted on tailboom
forward of tins. Elevator linked to collective pitch con-
trol.

Landing Gear: Retractable tricycle type, with oleo-

pneumatic shock absorber in each unit. Single main-
wheels and castoring (45° each side of centre) and self-
centering nosewheel. Hydraulic retraction, nosewheel
forward, mainwheels upward into fuselage. Hydraulic
emergency extension and locking. Disc brakes on Agusta A 109A Mk II multi-role military version, with roof mounted sight (Giovanni Masino)
mainwheels. All tyres are of tubeless type, and of same
Avionics: Standard instrumentation, plus Collins avionics Typical T-O weight:
size (650 x 6) and pressure (5-9 bars; X5 Ib/sq in).
for VFR or IFR operation, to customer's requirements, oil support (IFR)
offshore 2,596 kg (5,723 lb)
Tailskid under ventral Hn. Emergency pop-out flotation
mcluding VHF-20A VHF-AM com (dual in IFR ver- ambulance (IFR) 2,409 kg (5,311 lb)
gear and hxed snow skis optional.
AG-06 intercom, V1R-31A VOR/ILS with
sion), Max normal T-O weight 2,450 kg (5,400 lb)
Power Plant: Two Allison 250-C2OB turboshaft engines VOR/LOC, glideslope and marker beacon receiver, Max certificated T-O weight 2,600 kg (5.732 lb)
(each 313 kW; 420 shp for 5 min forT-O, 29>< kW; 400
TDR-90 ATC transponder, ADF-60A ADF and Max disc loading 27-4 kg/m- (5-60 Ib/sq ft)
shp max continuous power, 276 kW; 370 shp max cruise DME-40 DME. Optional avionics include Sperry Max power loading 4-15 kg/kW (6-82 Ib/shp)
power, derated to 258 kW; 346 shp for twin-engine
AA-300 radio altimeter with LGCS, Helcis II flight
Performance ISA
except where indicated. A:
(S/L,
operation), mounted side by side in upper rear fuselage
director and autotrim, AFCS, pilot's navigation instru- AUW of 2,250 kg; 4,960 lb, B:of 2,450 kg;AUW
and separated from passenger cabin and from each
ments, co-pilot's flight and navigation instruments,
other by hrewalls. Two bladder fuel tanks in lower rear
standby attitude indicator, two- or three-axis autopilot,
5,400 lb, C: AUW
of 2,600 kg; 5.732 lb):

fuselage, combined capacity 560 litres (123 Imp gal- Never-exceed speed:
Bendix/FIAR RDR-1500 or Sperry Primus 300SL
A, B, C
lons), of which 550 litres (121 Imp gallons) are usable. 168 knots (311 km/h; 193 mph)
weather radar, and Loran or Omega navigation system,
Refuelling point in each side of fuselage, near top of Max cruising speed:
depending on requirement. A
each tank. Oil capacity 7-7 litres (1-7 Imp gallons) for 154 knots (285 km/h; 177 mph)
EyiTPMENT: Depending upon mission, may include inter-
each engine and 1 2 litres (2-6 Imp gallons) for transmis- B, C 150 knots (278 km/h; 172 mph)
nal cargo platform, external cargo sling, externally
sion. Provision for internal auxiliary tanks containing up
Econ cruising speed:
mounted rescue hoist, first aid kit, stretchers, Chadwick A, B, C 126 knots (233 km/h; 145 mph)
to 165 litres (36-3 Imp gallons) of fuel.
water bomber container for 208 or 584 litres (45-75 or
Accommodation: Crew of one or two on flight deck, with
Max A
rate of climb at S/L: 643 m (2,110 ft)/min
128-5 Imp gallons) of water or fire retardant, or
B 555 m (1,820 ft )/min
pilot seated on right. Dual controls optional. Mam cabin equipment for exploration, thermal mapping, survey, or C 503 m (1,650 ft)/min
seats up to six passengers on three forward or rearward powerline control duties.
Rate of climb at S/L, one engine out:
facing seats in centre, plus three forward facing seats at Dimensions, external:
A A 152 m (500 ft)/mm
rear. seventh passenger can be carried in lieu of Mam rotor diameter II 00 m (36 ft 1 m B 108 m (355 ft)/mm
second crew member. Four/rtve-seat VIP layout avail- Tail rotor diameter 2-03 m (6 8 in
C 78 m (255 ft)/min
ft

able, with refreshment and music centre. Forward open- Length overall, rotors turning 1305 m (42 9% in
Service ceiling, 30-5 m ( 00 ft)/min rate of climb, at max
ft
1
ing crew door and passenger door on each side. Large Length of fuselage 10-706 m (35 Wi in
4,575 m (15,000 ft)
ft
continuous power: A, B
space at rear of cabin for up to 150 kg (331 lb) of Fuselage: Max width 1 -42 m (4 ft 8 in
C 4,450 m (14,600 ft)
baggage, with access via forward opening door on port Height over tail fin 3-30 m (10 ft 10 in
Service ceiling, one engine out, 30-5 m (100 ft)/min rate
side. Centre row of seats removable to permit use as Elevator span 2-88 m (9 ft 51/2 m of climb, at max continuous power:
freight transport. Ambulair version can accommodate Width over mainwheels 2-45 m (8 ft OV2 in
one stretcher installed crosswise (by replacing standard
C 1,675 m (5,500 ft)
Wheelbase 3-535 m (11 ft 71/4 in
Hovering ceiling IGE: A 3,750 m (12,300 ft)
doors with 'bubble' and complete medical
doors), Passenger doors (each): Height 1-06 m 5%
(3 ft in
B 2,985 m (9,800 ft)
equipment including oxygen cylinders (enough for three Width 1-15 m (3 ft 91/4 in
C 2,410 m (7,900 ft)
hours' use), oxygen/air-oxygen respirator with flow- Height to sill 0-65 m (2 ft 1 Vi in
Hovering ceiling OGE: A 2,880 m (9,450 ft)
meter humidifier, ECG with monitoring equipment, Baggage door (port, rear):
B 2,072 m (6,800 ft)
and equipment for intensive care. In addition to pilot(s) Height 0-51 m 8 in
(1
C 1,493 m (4,900
ft
ft)
and patient, two medical attendants can be accommo- Width 1-00 m (3 ft 31/4 in
Range with max standard fuel, no reserves:
dated in this version. In an alternative heli-ambulance Dimensions, internal:
A 350 nm (648 km; 402 miles)
configuration, a second litter patient can be carried Cabin, excl flight deck: Length 1-63 m (5 ft 4 'A in
B 341 nm (631 km; 392 miles)
instead of some of the intensive care equipment. In a Max width -32 m (4 4 in
cargo role, external freight can be transported on a CO
1 ft
C 332 nm (615 km; 382 miles)
Max height 1-28 m (4 ft 2'/2 in
Endurance with max fuel, no reserves: A 3 h 12 min
hook. Sliding doors can be installed for rescue missions. Volume 2-82 m' (100 cu ft
B 3 h 2 min
Systems: Two independent Magnaghi hydraulic
identical Baggage compartment volume 0-52 m-' (18-4 cu ft
C 2 h 57 min
systems, pressure 107 bars (1,550 Ib/sq in), supply dual Areas:
flight servo-controls and provide emergency power in Main rotor blades (each) 1-84 m- (19-8 sq ft
AGUSTA A 109A Mk (MILITARY,II NAVAL
the event of engine failure. A utility system connected to Tail rotor blades (each) 0-203 m^ (2-185 sq ft
and POLICE VERSIONS)
No. 2 servo-hydraulic system provides power to actuate Main rotor disc 95-03 m^ (1,022-9 sq ft
Several non-commercial versions of the A 109A have
landing gear, wheel and rotor braking, nosewheel lock- Tail rotor disc 3-24 m= (34-87 sq ft
been or are being developed by Agusta. In general, their
ing, and emergency backup. 28V DC electrical system, Weights and Loadings:
configuration, structure and power plant are similar to
using two 30V 150A engine driven starter/generators, Basic weight empty, equipped
those of the standard civil production versions, although
and one 24V 13 Ah nickel-cadmium battery (22 Ah standard 1,418 kg (3,126 lb specially modified versions can be made available if
heavy duty battery on IFR version). Single phase AC offshore oil support (IFR) 1,604 kg (3,536 lb required. Features of some or all military and naval ver-
power at 400Hz supplied by two 1 15/26V 250V A solid ambulance (IFR) 1,647 kg (3,631 lb sions include, as standard, dual controls and instrument-
state static inverters. Third inverter as emergency back- firefighting 1,596 kg (3,518 lb ation; rotor brake; tail rotor control magnetic brake; slid-
up on IFR version. External power receptacle. Engine Max external slung load 907 kg (2,000 lb ing doors; environmental control system; emergency flot-
anti-icing system, using engine bleed air. Max baggage 150 kg (331 lb ation gear; armoured seats; heavy duty battery; particle
separator; external cargo hook; multi-purpose universal
supports for external stores; rescue hoist; and high-load
cargo floor. The naval versions, specially configured for
shipboard compatibility, can be equipped with four-axis
AFCS, radar altimeter, internal auxiliary fuel tanks, non-
retractable landing gear, search radar, anchorage points
for deck lashings, and an automatic navigation system.
The principal military, naval and other non-commercial
versions available or under development are as follows:
Aerial scout. For forward area combat reconnaissance;
command and direction of attack helicopter team; support
of covert operations; artillery observation and adjust-
ment; radio relay; and emergency rescue of combat air-
crew. Can be armed with a flexibly mounted 7-62 mm or
12-7 mm machine-gun. with stabilised sight, plus two
XM157 launchers (each with seven 2-75 in rockets). Nor-
mal crew of three.
Light attack against tanks and other hard-point targets
such as air defence weapons, vehicles and bunkers. Has
been demonstrated with Hughes M65 TOW
system incor-
porating undernose telescopic sight unit (TSU), plus four
or eight Hughes BGM-71 A TOW
missiles. Normal crew
Agusta A 109A Mk II twin-engined general purpose helicopter (Pilot Press) of two.
 AGUSTA — AIRCRAFT: ITALY 141

Light attack against soft-point targets such as auto- Armament/equipment/payload: Intended for operation by a pilot and gunner in its
matic weapons and/or troop formations. Various combin- ambulance (1 medical attendant) 80 kg (176 lb) primary combat role, the A 109K has already proved its
ations of armament include a pintle mounted 7-62 MG3 air defence (8 missiles) 150 kg (331 lb) capability during firing trials in Belgium. The first proto-
mm m each doorway, with 600 rds/gun; a
machme-gun anti-tank (8 missiles) 196 kg (432 lb) type flew for the first time in April 1983, and differed from
flexible,remotely controlled externally mounted 7-62 mm ESM/ECM (radar warning, deception jammer, noise the basic A 109A only in having the standard Allison
gun with ,000 rds; twin trainable, remotely controlled
1 jammer, ESM equipment) 270 kg (595 lb) 250-C20B turboshaft engines replaced by Arriel IKs. The
externally mounted MG.ls, with a total of 2,500 rds; two scout (2 podded 12 7 mm and 2 pintle mounted 7-62 second prototype, which began flying in March 1984, is
external pods each containing one or two 7-62 mm mm machine-guns) 287 kg (633 lb) fully representative of the planned production version.
machine-guns or one 12-7 mm
gun, with varying ammuni- attack (2 podded 12 7 mm machine-guns and 14 Agusta expects to achieve certification of the A 109K in
tion capacities; or two gun pods and two launchers each for rockets in pods) 344 kg (758 lb) mid-1985, permitting deliveries to begin in the following
six 68 mm, seven 70, 75 or 81 mm, or fourteen, eighteen or utility (7 equipped troops) 630 kg (1,389 lb) Autumn.
twenty-eight 50 mm rockets. Normal crew of two. Fuel: utility 330 kg (728 lb) Differences by comparison with the standard A 109
Command and control. For target designation and scout 423 kg (932 lb) Mk II are as follows:
direction ol helicopter attack force. Can be armed with attack 446 kg (983 lb) Type: Twin-engined multi-role helicopter.
combination of rockets and flexible machine-guns, as anti-tank kg (1,001 lb) 454 Rotor System: New tail rotor of slightly reduced diam-
described in preceding paragraph. air defence, ambulance kg (1.190 lb) 540 eter, with high-efficiency Wortmann aerofoil section.
Utility. With accommodation or equipment for up to ESM/ECM kg (1,197 lb) 543 Each tail rotor blade is of stainless steel, with Nomex
seven troops; two stretcher patients and two medical Mirach kg (1,561 lb) 708 honeycomb core, and is attached to the hub by two
attendants; externally mounted electrically operated 227 T-O weight: ambulance 2,330 kg (5,136 lb) bolts. All main and tail rotor blades are protected
kg (500 lb) capacity rescue hoist above rear door on star- air defence 2,500 kg (5,512 lb) against sand erosion by a nickel leading-edge sheath.
board side; or underfuselage hook for 907 kg (2.000 lb) scout, attack, anti-tank, Mirach, ESM/ECM, utility Bearings are also protected against sand damage.
slung load. (= max T-O weight) 2,600 kg (5,732 lb) Rotor Drive: Main transmission uprated to 608 kW (816
Mirach. Version with external launch pylons for two Performance (S/L, ISA, except where indicated. A: shp) for take-off and max continuous twin-engined
Meteor Mirach- 00 remotely piloted vehicles (see RPVs
1 AUW of 2,250 kg; 4,960 lb, B: AUW
of 2,450 kg; operation. Ratings for single-engined operation are 41
and Targets section), for battleHeld surveillance, recon- 5,400 lb, C: AUW
of 2,600 kg; 5,732 lb): As civil Mk II kW (550 shp) for 2 5 minutes, and 373 kW (500 shp)
naissance, target acquisition, elint, ECM, attack on except: max continuous.
ground or naval targets, and enemy defence saturation or Max cruising speed: A 155 knots (287 km/h; 178 mph) Fuselage: Nose lengthened by 40 cm (15% in) and fitted
decoy. After launch, the helicopter acts as relay station for B 150 knots (278 km/h; 173 mph) with an upward hinged door on each side, for access to
the RPV, locates and retrieves it after the mission, and C 147 knots (272 km/h; 169 mph) avionics. Provision for ECM or other sensors on nose.
transports (on the external cargo hook) back to base.
it Econ cruising speed: Landing Gear: Non-retractable tricycle type, giving
Second auxiliary fuel tank, of 140 kg (309 lb) capacity. A 126 knots (233 km/h; 145 mph) increased clearance between fuselage and ground.
ESM/ECM. Electronic warfare version, for military and B 125 knots (232 km/h; 144 mph) Changes restricted to replacement of nose leg actuator
naval use. Available in two basic forms: with passive ESM C 124 knots (230 km/h; 143 mph) by a fixed strut, and replacement of each main leg
equipment only in cabin, plus weapon systems if required; Max rate of climb at S/L: A 640 m (2,100 ft)/min actuator by a fixed strut and a V
support frame.
and with passive ESM plus modularised active ECM Rate of climb at S/L, one engine out: Power Plant: Two Turbomeca IK turboshaft
Arriel
(jamming), plus any required weapons. Passive ECM A 158 m (520 ft)/min engines, each rated at 539 kW (723 shp) for 2-5
include radar warning and locating equipment, inter- Service ceiling, 30-5 m (100ft)/min rate of climb, at max minutes, 522 kW (700 shp) for take-off (5 minutes) and
ferometer, and an electromagnetic emission analyser. continuous power: A 5,485 m (18,000 ft) 436 kW (585 shp) max cruise power. Engine particle
Provision for chaff dispenser to be mounted on tailboom. B 4,575 m (15,000 ft) separator added. Standard fuel capacity 700 litres ( 1 54
Naval. Primary naval missions are anti-surface vessel, C 4,450 m (14,600 ft) Imp gallons).
electronic warfare, standoff missile guidance, reconnais- Service ceiling, one engine out, conditions as above: Accommodation: Normal crew of two for combat mis-
sance, and anti-submarine classification. Secondary A 2,440 m (8,000 ft) comprising pilot (on right) and gunner. Up to six
sions,
capabilities for search and rescue, troop transportation, B 1,675 m (5,500 ft) passengers in cabin of utility version. Smaller instru-
ambulance, flying crane, coastguard patrol, and inter-ship C 1.128 m (3.700 ft) ment panel to improve forward view.
liaison duties. Configurations for electronic warfare and Range with max standard fuel, no reserves: Systems: Lighter-weight hydraulic and electrical systems.
utility roles are generally similar to those described in A 320 nm (593 km; 368 miles) 28V DC system supplied by two I60A star-
electrical
preceding 'Utility' and 'ESM/ECM' paragraphs. There is B 310 nm (574 km; 357 miles) ter/generators, with27Ah nickel-cadmium battery and
standard accommodation for a two- or three-man crew, C 300 nm (556 km; 345 miles) external power socket. Three-phase AC power at 400
and complete instrumentation for day and night sea oper- Range with max standard fuel, 10 min reserves: Hz supplied by 6kVA 115V engine driven alternator
ation in all weathers; AFCS is supplied by the standard Mirach 360 nm (667 km; 414 miles) and single-phase AC by a 250VA solid state inverter.
hydraulic systems, and MAD
by the self-contained third Endurance with max standard fuel, no reserves: Second alternator optional.
system. Electrical system capacity is increased to cater for A 3 h 43 min Avionics: Basic installation comprises dual UHF/VHF
higher power demand; a four-axis cross-country autopilot B 3 h 30 mm AM-FM, AN/ARN-126 VOR/LOC/ILS, Col-
Collins
system and emergency flotation gear are optional. C 3 h 1 5 min Ims ADF-60, AG-06 intercom, SIT 421 IFF transpon-
For the ASW
role, specialised equipment includes one Endurance with max standard fuel, 10 min reserves: der, Sperry three-axis AFCS and AN/ASN-75 nav
or two homing torpedoes and six marine markers. Detec- Mirach 4 h 30 min compass system.
tion of the submarine can be carried out either by the Armament (optional): Total of four stores attachments,
parent ship (in which case the A 1 09 is acting as a weapon two on each side of cabin, on outriggers. Typical loads
carrier system) or by the helicopter's onboard retractable AGUSTA A 109K include two 7-62 mm or 12-7 mm gun pods or up to eight
classification and localisation equipment (MAD). For the Agusta is developing a multi-role hot and high" variant
'
TOW anti-armour missiles (with roof mounted sight),
ASV role the naval A 109 carries a high performance of the A 109A Mk aimed specifically at the military
II, plus a 7-62 or 12-7 mm
side-firing gun in cabin.
long-range search radar with high discrimination in rough market in the Middle East and Africa. The A I09K has Dimensions, external:
sea conditions. The surface attack is performed with two 539 kW (723 shp) Turbomeca Arriel IK turboshafts Tail rotor diameter 200 m (6 ft 6Va in)
AS. 12 or AM- 10 air-to-surface wire-guided missiles. For (instead of the A 109's usual 313 kW; 420 shp Allisons), Length of fuselage 11106 m (36 ft 5V4 in)
the TG-2 (standoff missile guidance) mission, the helicop- an uprated transmission, a new stainless steel tail rotor of Area:
ter equipped with a special system to control and guide a
is Wortmann section, a 40 cm (15% in) nose 'stretch' to Tail rotor disc 3-143 m' (33-83 sq ft)

ship-launched Otomat missile. For armed patrol, the naval house additional avionics, a taller and non-retractable Weights and Loadings:
A 109 is equipped with a search radar and armament landing gear, and special protection against damage by Weight empty 1,595 kg (3,517 lb)
to customer's requirements. The coastguard patrol sand. Max T-O weight 2,850 kg (6,283 lb)
configuration includes a search radar, a special installation
for external high efficiency loudspeakers, and a search-
light.
Police and other patrol duties. For police patrol
(including armed patrol) and surveillance, coastal patrol,
pollution patrol, overland and oversea search and rescue,
forestry patrol and firefighting, and similar utility missions.
Principal equipment for SAR versions includes search
radar, rescue hoist, stretcher/first aid kits, radar altimeter,
skisor emergency flotation gear, AFCS, and flare/smoke
grenades. For aerial patrol it can include 360° radar,
automatic stability control system, external loudspeakers,
FLIR, pollution monitoring equipment, system for spray-
ing chemical retardants, and other items depending upon
requirements of mission.
Rotor Drive: As for civil A 109A Mk II, except for
twin-engined max contingency rating of 638 kW (856
shp) and 5-min single-engined T-O rating of 313 kW
(420 shp).
Typical Weights (military Mk II):
Basic weight empty 1,418 kg (3,126 lb)
Weight empty, equipped:
utility 1,560 kg (3,439 lb)
ESM/ECM 1,627 kg (3,587 lb)
ambulance 1,630 kg (3,594 lb)
scout, attack, air defence 1,650 kg (3,638 lb)
anti-tank 1,790 kg (3,946 lb)
Crew: utility, ambulance (1) 80 kg (176 lb)
attack, anti-tank, air defence, ESM/ECM (2)
160 kg (353 lb)
scout (3) 240 kg (529 lb) Second prototype of the Agusta A 109K, armed for weapon firing trials
142 ITALY: AIRCRAFT — AGUSTA
Max disc loading 300 kg/m' (615 Ib/sq ft) weapons, and will have lull night/bad weather combat steel leading-edge, and are tolerant to 12 7 mm hits.

Max power loading 2 64 kg/kW (4 34 Ib/shp) capability. It is also suitable lor the advanced scouting Rotor Drive; Transmission rating 895 kW (1,200 shp)
Periormance (preliminary, at max T-O weight except role. Agusta has proposed possible export versions with (two engines). 626 kW (840 shp) for single-engined
where indicated); diflerent engines (General Electric T700-GE-701 or -401) operation; power input into transmission is at 27.000
*Max level speed at S/L. 'clean': and/or alternative avionics and equipment. rpm. All driveshafts. components and couplings ballist-
ISA 138 knots (255 km/h; 159 mph) Funding to date (70 per cent by the Italian government ically tolerant to 12-7 mm hits. Main transmission has

ISA + 20°C 140 knots (259 km/h; 161 mph) and 30 per cent by Agusta) covers the building ot tour integral independent oil cooling system; intermediate
*Max cruising speed at S/L. at average weight, 'clean'; flying prototypes, a ground test aircraft and one for static and tail rotor gearboxes are grease lubricated. Trans-
ISA 141 knots (261 km/h; 162 mph) and fatigue tests. The ground test vehicle was completed in mission and gearboxes are designed to continue to
ISA + 20°C 144 knots (266 km/h; 166 mph) early 984, followed by first flights of the second and third
1 operate safely tor at least 30 min without oil (45 min
*'*Econ cruising speed at S/L, at average weight, clean'; prototypes in February and June 1984. The flight test already demonstrated). Accessory gearbox forward of
ISA 127 knots (235 km/h; 146 mph) programme is planned to total 1,500 hours, and to con- main transmission. In normal operation, accessories are
ISA + 20°C 130 knots (240 km/h; 149 mph) tinue into 1985. driven by main gear train, but on ground they can be
Max rate of climb at S/L; Italiangovernment approval has been given for an ini- engaged by a pilot actuated clutch which connects No. 1

ISA or ISA + 20°C 503 m (1,650 tt)/min tialproduction batch of 66 A 129s, of which 60 will equip engine to the accessory section without engaging the
Rate of climb at S/L. one engine out; two Italian Army Aviation operational squadrons, the rotors. Rotor brake lifted, to stop rotors quickly while
ISA or ISA + 20°C 167 m (550 ft)/min other six being used for training. Subject to a production the two engines run at ground idle, one driving the
Service ceiling; go-ahead, scheduled to follow the completion of flight accessories.
ISA or ISA + 20°C 6,100 m (20,000 It) testing, the A 129 is planned to enter service in 1986. A Wings; Cantilever mid mounted stub wings, built of com-
Service ceiling, one engine out; requirement exists for an additional 30 aircraft, plus posite materials, aft of rear cockpit in plane of main
ISA 2.770 m (9,100 ft) reserves, to equip a third operational squadron. The first rotor mast.
ISA + 20X 1.950 m (6,400 ft) production Mangusta was expected to be ready by early Fuselage; Conventional semi-monocoque structure ot
Hovermg ceiling IGE; ISA 5,300 m (17,400 ft) 1985, permitting deliveries to start in the third quarter of aluminium alloy longerons and frames. Honeycomb
ISA + 20°C 4,575 m (15,000 ft) 1986. panels in centre-fuselage and fuel tank areas. Compo-
Hovering ceiling OGE; ISA 3.140 m (10.3(J0 ft) The following description applies to the A 129 proto- site materials, making up 45 per cent ot total fuselage

ISA + 20°C 2,560 m (8,400 tt) types, except where indicated; weight (excluding engine) and 16 1 per cent of total
Max range at S/L, 'clean'; Type; Light anti-tank, attack and ad\anced scout empty weight, are used for nosecone, tailboom. tail
ISA 290 nm
(537 km; 333 miles) helicopter. rotor pylon, engine nacelles, canopy frame and mainte-
ISA + 20°C 284 nm
(526 km; 326 miles) Rotor System; Fully articulated four-blade main rotor nance panels. Total 'wetted' surface area of airframe
* reduced by y ktiols (17 kmlli: II mph I with two gun and two-blade semi-rigid delta-hinged tail rotor, each (excl blades and hub) is 50 m- (538 2 sq ft), of which 35
pods jilted with elastomeric bearings and low-noise tips (various tip m^ (376-7 sq ft) (70 per cent) are of composite materi-
** reduced by 6 knots ill km/h: 7 mph I with two gun pods designs to be evaluated before production ). Main rotor als. Small and narrow frontal area. Rollover bulkhead in

jittcd blades, which have a very low vibration level, each no;.e and rollover bar in forward fuselage for crew pro-
consist of a glassfibre spar, Nomex honeycomb leading- tection;armour protection for vital areas of power
AGUSTA A 129 MANGUSTA (MONGOOSE) and trailmg-edge, stainless steel leading-edge abrasion plant.Overall inlra-red-absorbing paint finish. Air-
Preliminary design of this light anti-armour helicopter, strip, frangible tip, and skin ot composite materials. frame has a ballistic tolerance against 12-7 mm
originally as a derivative of the A 109A. began in 1978. They are designed to have a ballistic tolerance against armour-piercing ammunition, and meets the crashwor-
This was soon replaced by an all-new design, which hits from 12 7 mm ammunition, but are expected also to thiness standards of MlL-STD-1290 (vertical velocity
underwent several changes ot configuration before reach- have considerable tolerance against 23 hits. Hub mm changes of up to 11-2 m. 36-75 ft/s and longitudinal
ing Its final form in 1980. The first A 129 (MM 590/E.I. has a swashplate ot glassfibre composites; all mechan- changes of up to 13 1 m; 43 ft/s).
901 made an official first flight on 15 September 1983,
) ical linkages and moving parts are housed inside the Tail Unit; Sweptback main fin. with tail rotor mounted
piloted by Comandante Luciano Forzani, following two rotor mast to eliminate foreign object damage, decrease near top on port side. Small underfin, serving also as
earlier 'unofficial' flights. icing problems, and reduce radar signature. There are mount for tailwheel. Tailplane mid-mounted on tail-
Initially, the A 129 is intended for service with the no lubricated bearings in the rotor head. Main rotor boom in line with fin leading-edges. All tail surfaces
ItalianArmy, primarily for specialised attack against actuators by Dowty Boulton Paul/Nardi. Tail rotor built ofcomposite materials.
armoured targets with anti-tank or area suppression blades are also of composite materials, with a stainless Landing Gear; Non-retractable tailwheel type, of
Magnaghi/Messier-Hispano-Bugatti design, with single
wheel on each unit. Hydraulic shock strut in each main
unit. Gear designed to withstand hard landings at des-
cent rates of up to 4 6 m (15 tt)/s.

Power Pi ant; Rolls-Royce Gem 2 Mk 004D turbo-

Two 1

shaft engines, each with a max continuous rating ot

607-5 kW (815 shp) for normal twin-engined operation,
intermediate contingency rating of 667 kW (894 shp)
for 1h, a max contingency rating of 708 kW (952 shp)
for 2'/; min; and an emergency rating (S/L, ISA) of 772
kW (1,035 shp) for 20 s. Production aircraft will have
engines licence built partially in Italy by Piaggio. Two
separate fuel systems, with crossfeed capability; inter-
changeable self-sealing and crash resistant tanks, self-
sealing lines, and digital fuel feed control. Tanks can be
foam-filled for fire protection. Smgle-point pressure
refuelling. Infra-red exhaust suppression system and
low engine noise levels. Separate independent lubrica-
tion oil cooling system for each engine. Provision for
auxiliary (self-ferry) fuel tanks on inboard underwing
stations.
Accommodation: Pilot and co-pilot/gunner in separate
cockpits tandem. Elevated rear (pilot's) cockpit.
in
Each cockpit has a flat plate low-glint canopy with
upward hinged door panels on starboard side and Exp-
losive Technology blow-out side panel for exit in
emergency. Energy absorbing armoured seats (to
MIL-S-58095 standards).
Systems: Hydraulic system includes three main circuits
dedicated to flight controls and two independent circuits
Agusta A 129 light anti-tank, attack and advanced scout helicopter iPilot Press) for rotor and wheel braking. Main system operates at
pressure of 207 bars (3.000 Ib/sq in) and is fed by three
independent power groups, two integrated and driven
mechanically by the main transmission, the third integ-
rated and driven by the tail rotor gearbox. Dual
actuators are provided for main and tail rotor flight
controls. Electrical system includes dual fly by wire sys-
tems as backup for mechanical control system. Separate
fly by wire control system for tail rotor, with mechanical

backup. Full automatic stabilisation equipment stan-

dard. Automatic fire extinguishing system.
Avionics and Operational Eqi'IPMENt: All main func-
tions of the helicopter are handled and monitored by a
fully integrated Flarris Corporation digital multiplex
system (first installation in prototype 003) which con-
trols com, nav. flight director, autopilot, fly by wire,
transmission and engine condition monitoring,
fuel/hydraulic/electrical systems monitoring, aircraft
performance, caution and warning systems, and rocket
fire control. The IMS (integrated multiplex system) is

managed by two redundant central computers, each

capable of operating the system independently. They
are backed by two interface units which pick up outputs
from sensors and avionic equipment and transfer them,
Agusta A 129 armed attack helicopter (first prototype) via a system of redundant 1553B data buses, to the main
 AGUSTA — AIRCRAFT: ITALY 143

computers for real-time processing. Processed informa- Max disc loading 33-3 kg/m^ (6-8 Ib/sq ft) lower cabin and external noise levels; new luel system,
tion presented to the pilot and co-pilot/gunner on
is Max power loading 305 kg/kW (50 Ib/shp) increasing capacity by 64 litres (17 LIS gallons); roomier
separate graphic/alphanumeric liead-down multi- Periormance (estimated): cabin with lowered seats and bulged windows; max range
function displays (MFDs) with standard mulli-function At mission T-O weight of 3.700 kg (8,157 lb), at 2,000 at 1,525 m (5,000 ft) with max fuel and max payload (no
keyboards lor easy access to information, includmg area m (6,560 ft), lSA-t-20°C, except where indicated, the reserves) ot 386 nm (715 km; 444 miles).
navigation and synthetic waypoint map, weapons status A 129 is designed to meet the following performance AGUSTA-BELL 212
and selection, radio tuning and mode selection, caution requirements:
The Agusta-Bell 212 is a twin-engined utility transport
and warning, and display of aircraft performance. The Dash speed 170 knots (315 km/h; 196 mph)
helicopter particularly suited to military or civilian pas-
IMS computer can store up to 100 waypoints, or a Max levelspeed at S/L 145 knots (270 km/h; 168 mph)
senger transport duties. Its general configuration is similar
maximum ot ten flight plans with an average of ten Cruising speed 143 knots (265 km/h: 165 mph)
to that of the Bell Model 2 1 2 Twin Two-'Twelve, described
waypoints each, and 100 pre-set frecjuencies and modes Max rate of climb at S/L 637 m (2,090 ft)/min
in the US section.
for HF, VHP and L'HF radio management. Navigation Hovering ceiling: IGE 3,290 m (10.800 It)
Recent customers for the AB 212 have included the
is controlled by the navigation computer ol the IMS OGE 2,390 m (7.850 ft)
Spanish Army (four), Morocco (hve), Austrian Army
coupled to a GEC
Avionics Doppler radar and a radar Basic 2 h 30 mm
mission prohle with 8 TOW
and 20 mm
(24), Somali Air Force (four) and Italian Army.
altimeter. Synthetic map presentation of waypoints, fuel reserves
shown on
The extensively modihed AB 212ASW naval version is
target areas and dangerous areas is the pilot's Fly 54 nm (100 km; 62 miles) to battle area, mainly in
described separately.
or co-pilot's MFD. NOE mode, 90 min loiter (incl 45 mm hovering),
Dimensions, externai As Bell Model 212 except:
:

The A 129 has a full day/night operational capability, and return to base
Mam rotor diameter 14-63 m (48 tt in)
with equipment designed to give both crew members a Max endurance, no reserves 3 h mm Length overall, rotors turning 17 40 m (57 ft 1 in)
\iew outside the helicopter irrespective ot light condi- g limits -I-3-5/-0
Area:
tions. A Honeywell pilot's night \ision system (PNVS)
AGUSTA-BELL 205 Mam rotor disc 168-1 m- (1,809-5 sq ft)
allows nap-of-the-earth (NOE) flight by night, a picture
The Agusta-Bell 205 is a multi-purpose utility helicop- WEK.ins: As Bell Model 212 except:
of the world outside being generated by the FLIR sys-
ter, corresponding to the I'H-l D/llH-1 H versions Weight empty (standard) 2.630 kg (5,800 lb)
tem inside the 'nose' of the PNVS
(which is mounted at
Periormance (at AUW
described under the Bell heading in the US section. It is ot 4,536 kg; 10,000 lb, ISA);
the nose of the aircraft) and presented to the pilot
htted with IFR and night flying instruments, and for nor- Cruising speed at S/L
through the monocle of his Honeywell integrated hel-
mal operation only one pilot is needed. Power plant is a 110 knots (204 km/h; 127 mph)
met and display sighting system (IHADSS). Symbology
1 ,044 kW ( .400 shp) Avco Lycoming T53-L-1 3B turbo-
1 Max rate ol climb at S/L 567 m (1,860 ft)/min
containing the information required for the flight is
superimposed onto the image, giving a true head-up
shaft engine, flat rated at 820 k W 1 1 00 shp
( . for take-off.
) Service ceiling 5,180 m (17,000 tt)
The AB 205 is in service with the Italian armed forces Hovering ceiling: IGE 3,960 m (13,000 ft)
reference. The co-pilot/gunner is also equipped with an
TOW and has been ordered by many other countries. Production OGE 3,050 m (10,000 ft)
IHADSS. For night anti-tank engagements, the
was continuing in 1984. Max range at 1,525 m (5.000 ft) with standard fuel, no
M65 target acquisition and missile guidance unit will be
Weights: As Bell Model 205 except: reserves:
augmented by a FLIR, either the US FACTS (FLIR
Weight empty (standard) 2,177 kg (4,800 lb| on two engines 267 nm (494 km. 307 miles)
Augmented Cobra TOW
Sight) or an equivalent Euro-
PERroRMANC E (at max T-O weight, ISA): on one engine 318 nm (589 km; 366 miles)
pean system. This vision equipment can also be used
Max level speed at S/L AGUSTA-BELL 212ASW
during daylight, especially the integrated helmet sight,
120 knots (222 km/h; 138 mph)
which provides automatic weapon aiming and reduces TheAB 2 12ASW an extensively niodilied version of
is
Cruising speed 110 knots (204 km/h; 127 mph)
reaction time against unexpected targets. Although not the AB 212, intended primarily lor anti-submarine search
Max rate of climb at S/L 512 m (1.680 ft)/min
yet requested by the Italian Army, the A 1 29 has provi- and attack missions, and on surface vessels, but
for attacks
Service ceiling 4.575 m (15.000 It)
sion to install a mast mounted sight (MMS) lor target suitable also for search and rescue and utility roles. It
Max range, standard tanks, no reserves
acquisition, TOW missile tracking, laser ranging, laser
312 nm (580 km; 360 miles)
benelits from considerable naval operational experience
designation (eg for Hellhre launch), and automatic laser gained with the smgle-engined AB 204AS, and can oper-
Max endurance, standard tanks, no reserves
tracking of targets designated by other air or ground ate from the same small ship decks. More than 100 are in
3 h 48 min
lasers. An MMS would give the A 129 greater flexibility service worldwide; recent customers include the Greek
and survivability by allowing it to aim and Mre from AGUSTA-BELL 206B JETRANGER III Navy, which ordered 12, and Turkish Navy (12 in both
behind trees or other terrain features. Feasibility studies The JetRanger has been manufactured under licence ASW and ASV configurations).
for an MMS have already been carried out successfully from Bell since the end of 1967; deliveries began in 1972 Apart trom some local strengthening and the provision
by Agusta in co-operation with Martin Marietta. ot the Agusta-Bell 206B JetRanger II, and ot the Jet- ol deck mooring equipment, the airframe structure
Active and passive self-protection systems (ECCM Ranger 111 at the end of 1978. A description of the Jet- remains essentially similar to that of the commercial
and ECM) will be standard on the Italian Army A 129. Ranger III appears under the Bell entry in the US section. Model 212 and military UH-IN, described under the Bell
Passive electronic warfare systems will include an Approx 1,000 JetRangers had been built by Agusta by the entry in the US section. Main differences trom the civil
Elettronica/E-Systems or Perkin-Elmer radar warning beginning of 1982. Agusta-Bell 212 are as follows:
receiver, and a Perkin-Elmer laser warning receiver, A new version of the JetRanger 111, which became Tvi'E: Twin-engined anti-submarine and anti-surtace-
which can detect enemy radars or lasers locked on to the available in1984. incorporates the following improve- vessel helicopter.
helicopter and signal them to the crew for evasiv e action ments: a modihed Allison engine (250-C20J), offering PnuFR Pia,nt: One Pratt & Whitney Canada PT6T-6
or the appropriate use of active countermeasures. The
latter will include an ITT radar jammer and Sanders
infra-red jammer, and a Tracor chaff/flare dispenser.
Armament: Four underwing attachments, inner pair stres-
sed for loads of up to 300 kg (661 lb) each, outer pair (at
wingtips) for up to 200 kg (441 lb) each. All stations
incorporate articulation which allows pylon to be ele-
vated 3° and depressed 12° from armament datum line.
Initial armament of up to eight Hughes BGM-71A
TOW wire-guided anti-tank missiles (two, three or four
in pod suspended from each wingtip station); with these

can be carried, on the inboard stations, either two 7 62,

12-7 or 20 mm
gun pods, or two launchers each for
seven 2-75 in air-to-surface rockets. For general attack
missions, rocket launchers can be carried on all four
stations (two nineteen-tube plus two seven-tube).
Alternatively,is able to carry six Rockwell AGM-1 14A

Hellhre anti-tank missiles (three beneath each wingtip);

two Stinger type air-to-air missiles; eight Hot missiles:
two gun pods plus two nineteen-tube rocket launchers;
or grenade launchers.
Dimensions, external: First Agusta-Bell 212 of a recent order by the Italian Army
Main rotor diameter 11-90 m (39 ft 0'/2 in)
Tail rotor diameter 2-24 m (7 ft 4 'A in)
Wing span 3-20 m (10 ft 6 in)
Width over TOW pods 3-60 m (11 ft 9% in)
Length overall, both rotors turning
14-29 m (46 ft 10'/2 in)
Length ot fuselage 12-275 m (40 ft 3 'A in)
Fuselage: Max width 0-95 m (3 ft \'a in)
Height over tail hn. tail rotor horizontal
2-65 m (8 ft X'/4 in)

Height over tail, tail rotor turning

3-315 m (10 ft IOV2 in)
Height to top of rotor head 35 m (11 ft
3 in)
Tailplane span 3-00 m (9 ft 10 in)
Wheel track 2-20 m (7 ft 3 '/2 in)
Wheelbase 6-955 m (22 ft 9^4 in)
Areas:
Main rotor disc 111-2 m' (1,196-95 sq ft)

Tail rotor disc 3-94 m^ (42-42 sq ft)

Weights and Loadings:

Weight empty, equipped 2,529 kg (5,575 lb)
Max internal fuel load 650 kg (1,433 lb)
Max external weapons load 1,000 kg (2.205 lb)
Max design T-O weight 3,700 kg (8.157 lb) Electronic warfare version of the Agusta-Bell 212ASW in the insignia of the Greek Navy
 r

144 ITALY: AIRCRAFT — AGUSTA

Turbo Twin Pac, rated at 1 .398 kW ( 1 ,875 shp). Protec-
tion against salt water corrosion. Provision tor one
internal or two external auxiliary fuel tanks.
Accommodation: Normal crew of three or four. Volume
of cabin Is 61 m' (215 cu ft), with floor area of 50 m^
(54 sq ft). With sonar installed, volume is reduced to 51
m" (ISO cu ft). Naval 212 can accommodate two pilots
and seven passengers; or two pilots, four stretcher
patients and attendant. Single sliding door, with jett-
isonable emergency exit panel, on each side.
Systems: Standard duplicated hydraulic systems for flight
controls, as in AB 212. The hydraulic system operates
the automatic flight control system. Self-contained hyd-
raulic system for operation of sonar, rescue hoist and
other utilities. Electrical system capacity Increased to
cater for higher power demand (28V DC, and three
phase 200/1 1 5 V or single phase 26V AC at 400Hz); the
two standard generators are integrated with a 20kVA
alternator.
Avionics and Equipment: Complete Instrumentation for
day and night sea operation In all weathers. Avionics
installed are UHF transceiver, HF transceiver, and
Agusta AG-03-M intercom, for communications; Agusta-Bell Griffon built for the Uga ndan Army Air Force (Giovunni Mu.sino)
ADF, Tacan and homing UHF, for navigation assis- Performance (at max T-O weight except where indicated, A prototype of the Griffon was flown for the first time In
tance: radar altimeter, Doppler radar, ASW navigation
ISA): August 1982, and the first customer delivery was made in
computer, and automatic flight control system with
Never-exceed speed 130 knots (240 km/h; 150 mph) January 1983. Customers Include the Spanish Army,
General Electric SR-3 gyro platform, Agusta ASE-
Max level speed at S/L which has ordered 24. The Griffon differs from the stan-
531 A automatic stabilisation equipment and Agusta
106 knots (196 km/h; 122 mph) dard civil Model 412 in the following respects:
AATH-547A automatic approach to hover, for Max cruising speed with armament Type: Multi-purpose military helicopter.
automatic navigation: IFF/SIF transponder; search
100 knots (185 km/h; 115 mph) Rotor System and Drive: As for civil Model 412.
radar and radar transponder; data link: and Bendix
AN/AOS-13B/F sonar for ASW search.
Max rate of climb at S/L: A 396 m (1,300 ft)/min Airframe: Generally similar to civil Model 412, but with
Rate of climb at S/L, one engine out: reinforced impact-absorbing landing gear.
Armament and Operational Egi ipment: Weapons may
A 61 m (200 ft)/min Power Plant: One 1,342 kW (1,800 shp) Pratt & Whit-
consist of two Motofides 244 AS or two Mk 44/46
Hovering ceiling IGE: A 3,200 m (10,500 ft) ney Canada PT6T-3B Turbo Twin Pac (single-engine
homing torpedoes, or two Marte Mk 2 or Sea Skua type
Hovering celling OGE: ratings 764 kW; 1 ,025 shp for 2 '/. min and 723 kW; 970
air-to-surface missiles. Rescue hoist, capacity 270 kg
(600 lb), standard. Provisions for auxiliary Installations
A at AUW of 4,763 kg (10,500 lb) shp for 30 min), as In civil Model 412. Fuel system and
396 m (1,300 ft) capacity as for Model 412 (821 litres; 217 US gallons),
such as a 2,270 kg (5,000 lb) capacity cargo sling.
Search endurance (A) with 50''< at 90 knots (167 km/h; but fuel Is contained In crash resistant self-sealing tanks,
Inflatable emergency pontoons, internal and external
103 mph) cruise and 50''f hovering OGE, 10' three aft of cabin and two under cabin floor. Single-
auxiliary fuel tanks, according to mission.
ASW Mission: Basic sensor system employed for ASW
reserve fuel 3 h 1 2 mm point refuelling. Two 76 or 341 litre (20 or 90 US
Search range (B) with lO^f reserve fuel gallon) auxiliary fuel tanks optional.
search and attack is an AOS- 8 low-frequency variable
1
332 nm (615 km; 382 miles) Accommodation: One or two pilots on flight deck, on
depth sonar, with a max operating depth of 137 m (450
Endurance (B), no reserves 4 h 7 min energy-absorbing, armour protected seats. Fourteen
ft). Automatic navigation system permits positioning of
Endurance (C) at 90 knots (167 km/h: 103 mph) search crash-attenuating troop seats in main cabin In personnel
helicopter over any desired dip' point of a complex
speed 5 h 4 min transport roles, six patients and two medical attendants
search pattern. Position of helicopter, computed by
Max range with auxiliary tanks, 100 knots (185 km/h; in ambulance version, or up to 1,814 kg (4,000 lb) of
automatic navigation system, is integrated with sonar
1 15 mph) cruise at S/L, 15'- reserves cargo or other equipment. Space for 181 kg (400 lb) of
target information In radar tactical display where both
360 nm (667 km; 414 miles) baggage In tailboom. Total of 51 fittings in cabin floor
surface and underwater tactical situations can be con-
Max endurance with auxiliary tanks, no reserves for attachment of seats, stretchers, internal hoist or
tinuously monitored. Additional navigation and tactical
5 h min other special equipment.
information provided by UHF direction finding equip-
ment, from an A/A mode-capable Tacan and a radar
AGUSTA-BELL 412 and GRIFFON Systems: Generally as for Bell 212/412. Electrical system
The first Model 412 was flown for
Bell prototype of the supplied by two independent 30V 200A DC starter/
transponder. Automatic flight control system (AFCS)
the first August 1979, and customer deliveries
time in generators (derated to 150A) and 34Ah nickel-
integrates basic automatic stabilisation equipment with
signal output from radar altimeter, Doppler radar,
began In January 1981. Licence production by Agusta was cadmium battery, with three 250VA single-phase solid

sonar cable angle signals, and outputs from dry cable initiated later that year, and civil versions for a variety of state inverters for AC power.
applications are now available from the Italian manufac- Avionics and Equipment: Typical avionics can include
transducer. Effectiveness of this system results in
turer. A description of the basic civil Model 412 can be UHF/VHF (FM-AM) and HF secure voice com, ADF,
hands-off flight from cruise condition to sonar hover in
all weathers and under rough sea conditions. Specially
found under the Bell entry in the US section of this edition. VHF/UHF-DF, radar altimeter, IFF, DME, Tacan,
designed cockpit display shows pilots all flight para- Agusta has also developed Its own multi-purpose milit- VOR. navigation system, radar, Doppler radar, and

meters for each phase of ASW

operation. Attack mis-
ary version of the helicopter, known as the Griffon, for four-axis AFCS. Optional avionics include AN/APR-
sion is carried out with two homing torpedoes, or with
such applications as direct hre support, area suppression, 39 radar warning receiver, laser warning receiver and
scouting and reconnaissance, air defence, assault trans- pulse-Doppler radar missile detector system for passive
depth charges.
ASV Mission: For this mission AB 2 12ASW carries a high port, combat equipment transport, and battlefield sup- warning of threats; active countermeasures options
performance long-range search radar, with very port. Special features Include high-energy-absorbing land- include AN/ALO-144 ECM set, AN/ALO-136 radar
efficient scanner design and Installation possessing high
ing gear, energy attenuating seats for crew and troops (the jammer, and ECM
decoy system. A 272 kg (600 lb)
discrimination in rough sea conditions. Provisions made
former also armour protected), and crash resistant self- capacity external rescue hoist can be fitted for search

to permit incorporation of future radar system sealing fuel tanks. Other survivability options can Include and rescue mission, and an external hook for cargo,
passive (radar and laser warning, and missile detection) battlefield support and other duties. Other optional
developments. Automatic navigation systems and
search radar are integrated to permit continuously
and active (ECM, radar jammer and decoy) systems, and a equipment includes auxiliary fuel tanks, emergency
variety of ordnance can be carried. The Griffon is capable floats, rotor brake, heavy duty heater, heated
updated picture of tactical situation. Provisions also
of performing medevac, tactical support, logistic trans- windscreen, loudspeakers, spectrolab, and searchlight,
incorporated for Installation of the most advanced ECM
port, search and rescue, and patrol duties, and of being depending upon mission.
systems. Surface attack is performed with air-to-surface
missiles of the Marte Mk 2 or Sea Skua type.
used effectively against surface ships, tanks and other Armament: A variety of external weapon options for the
Standoff Missile Guidance Mission: In this mission the armoured vehicles. Griffon includes two 25 mm
Oerlikon cannon, four or
AB 21 2ASW, with special equipment, can provide mid-
course passive guidance for the ship launched Otomat 2
surface-to-surface missile. Equipment includes an
SMA/APS series 360° search radar and a TG-2 real-
time target data transmission system for guidance of the
missile.
Dimensions, external: As AB 212, except:
Max width: with torpedoes 3-95 m (12 ft 11 V2 in)
with missiles 4T7 m (13 ft S'A in)
Weights (A: ASW mission with Mk 46 torpedoes; B:
ASV mission with AS. 12 missiles; C: search and rescue
mission; all at S/L, ISA):
Weight empty, equipped:
A, B, C 3,420 kg (7,540 lb)
Crew of three: A, B, C 240 kg (529 lb)
Mission equipment:
A (two Mk 46 torpedoes) 490 kg (1,080 lb)
B (AS. 12 installation and XM-58 sight)
180 kg (396 lb)
C (rescue hoist) 40 kg (89 lb)
Full fuel(normal tanks) 1,021 kg (2,250 lb)
Auxiliary external tanks 32 kg (70 lb)
Auxiliary fuel 356 kg (785 lb)
Mission T-O weight: A 5,070 kg (11,176 lb)
B 4,973 kg (10,961 lb)
C 4,937 kg (10,883 lb) Agusta-Bell Griffon military helicopter, derived from the Bell Model 412 (Pilot Press)
 AGUSTA — AIRCRAFT: ITALY 145

eight TOW anti-tank missiles, two launchers each with

nineteen 2 75 in SNORA rockets, two 12 7 mm
machine-gun pods, four air-to-air or air defence sup-
pression missiles, or, for attacking surface vessels, four
Sea Skua or similar air-to-surface missiles.
Weights:
Weight empty, equipped (standard conHguration)
2,841 kg (6,263 lb)
Max T-O weight (1 1,600 lb) 5,261 kg
Performance (at max T-O weight, ISA):
Never-exceed speed at S/L
140 knots (259 km/h; 161 mph)
Max level speed at S/L 122 knots (226 km/h; 140 mph)
Econ cruising speed:
at S/L 122 knots (226 km/h; 140 mph)
at 1 ,500 m (4,920 ft 25 knots (232 km/h; 44 mph
) 1 1

at 3,000 m (9,840 ft) 123 knots (228 km/h; 142 mph)

Max rate of climb at S/L 438 (1,437 ft)/min m
Rate of climb at S/L, one engine out
168 m (551 ft)/min
Service ceiling, 30 m (100 ft)/min climb rate
5,180 m (17,000 ft)
Service ceiling, one engine out, 30 m (100 )/min climb
ft

rate 2,320 m (7,610 ft)

Hovering ceiling: IGE 1,250 m (4,100 ft)
Agusta-Sikorsky ASH-3H ASW helicopter, one of four ordered by Brazilian Navy
OGE 670 m (2,200 ft)
Range with max standard fuel at appropriate econ cruis-
door at rear of flight deck on port side. Large loading Tail rotor diameter 3-23 m (10 ft 7 in

no reserves:
ing speed (see above),
door at rear of cabin on starboard side. Distance between rotor centres 11-10 m (36 ft 5 in
Systems: Three main hydraulic systems. Primary and aux- Length overall, both rotors turning
at S/L 220 nm (407 km; 253 miles)
at 1,500 m (4,920 ft) 249 nm (461 km; 287 miles) iliary systems operate main rotor control. Utility system 21-91 m (71 ft 10-7 in

at 3,000 m (9,840 ft) 269 nm (498 km; 310 miles) for landing gear, winches and blade folding, pressure Length of fuselage 16-69
ft 9 m (54 in

Range with auxiliary internal fuel, no reserves

207 bars (3,000 Ib/sq in). Electrical system includes two Length, main rotor and pylon folded
tail

20kVA 200V three phase 4()0Hz engine driven 14-40 m (47 ft 3 in

420 nm (778 km; 483 miles)
generators, a 26V single phase AC supply fed from the Width, rotors folded 4-98 m (16 ft 4 in
Max endurance: at S/L 2 h 30 min
aircraft's 22Ah nickel-cadmium battery through an Height to top of rotor head 4-74 m (15 ft 6'/2
at 1,500 m (4,920 ft) 2 h 42 min
in
inverter, and DC power provided as a secondary system Height overall, main rotor and tail pylon folded
from two 200A transformer-rectifier units. 4-93 m (16 ft 2 in

AGUSTA-SIKORSKY AS-61 and ASH-3H Armament and Operational Euuipmeni (ASW/ASV Height overall, tail rotor turning 5-23 m (17 ft 2 in

During 1967, Ag^ista began the construction under roles): As equipped for these roles the ASH-3H is a Wheel track 3-96 m (13 ft in

licence of Sikorsky S-61 and SH-3D helicopters. all-weather weapons system, capable of
fully integrated Wheelbase 7-18 m (23 ft 6 1/2 in

Deliveries of anti-submarine ASH-3Ds to the Italian operating independently of surface vessels, and has the Crew door (fwd, port): Height 1-68 m (5 ft 6 in

Navy began 1969. Additional orders have since been

in following equipment and weapons to achieve this task: Width 0-91 m (3 ft in

placed, both for the Italian armed forces and for other low-frequency 360° depth AOS-18/AOS-1 3F sonar; Height to sill 1-14 m (3 ft 9 in

navies, in various configurations including ASW, VIP Doppler radar and ASW automatic navigation system; Main cabin door (stbd): Height 1-52 m (5 ft in

transport and rescue. Recent customers include the navies SMA/APS-7()7 radar with one or two transceivers, with Width 1-73 m (5 ft 8 in
of Brazil (four) and Argentina (two). The VIP transport 'chin" radome for 360° coverage; radio altimeter; Height to sill 1-14 m (3 ft 9 in

version, designated SH-3D/TS (Trasporto Speciale), AFCS; marine markers and smoke floats; two or four Areas:
serves with the 31° Stormo of the Italian Air Force and homing torpedoes (A 244 AS, Mk 44 or Mk 46); or four Main rotor blades (each) 4-14 m- (44-54 sq ft

with some foreign air forces. Current production naval depth charges. The AFCS provides three-axis stabilis- Tail rotor blades (each) 0-22 m' (2-38 sq ft

versions are to SH-3H standard. ation in pilot-controlled manoeuvres, attitude hold, Main rotor disc 280-5 m- (3,019 sq ft

Apart from some local strengthening, uprated engines heading hold and height hold in cruising flight; control- Tail rotor disc 8-20 m^ (88-30 sq ft

and an improved horizontal tail surface, the Agusta built led transition manoeuvres to and from hover; automatic Stabiliser 1-86 m' (20-00 sq ft

airframe remains essentially similar to that of the Sikorsky height control and plan position control in the hover; Weights:
built SH-3D/H (see 1982-83 Janes). Sikorsky production and trim facility. According to the threat, the Agusta Internal load capacity (cargo) 2,720 kg (6,000 lb

has ended. The Agusta SH-3H is capable of operation in SH-3H can be equipped with medium-range (four Max external load capacity (with low response sling)
the roles of anti-submarine search, classification and AS. 12 air-to-surface wire-guided) missiles or long- 3,630 kg (8,000 lb
strike; anti-surface-vessel (ASV); anti-surface-missile range (two Marte Mk 2 or Exocet AM39/Harpoon Max T-O weight 9,525 kg (21 ,000 lb
defence (ASMD); electronic warfare (EW); tactical troop type) missiles. The Oto Melara Marte Mk 2 is an all- Performance (at max T-O weight):
lift; search and rescue (SAR); vertical replenishment; and weather day and night 'Hre and forget' anti-ship missile Never-exceed speed 144 knots (267 km/h; 165 mph
casualty evacuation. with a range of 13-5 nm (25 km; 15-5 miles); guidance: Typical cruising speed 120 knots (222 km/h; 138 mph
The following description applies to the ASH-3H: sea skimming in elevation, terminal radar active homing Max rate of climb at S/L 670 m (2,200 ft)/min
Type: Twin-engined amphibious all-weather anti- in azimuth. The SMA/APS-707 radar has been specially Service ceiling 3,720 m (12,200 ft
submarine helicopter. designed to operate in a dense electronic emission en- Hovering ceiling: IGE 2,500 m (8,200 ft
Rotor System: Five-blade main and tail rotors. All-metal vironment and has a special interface to draw out target OGE 1,130 m (3,700 ft
main rotor. Flanged cuffs
fully articulated oil lubricated data to feed the computer for the long-range missiles. Range with 31 troops 314 nm (582 km; 362 miles
on blades bolted matching flanges on all-steel rotor
to Provisions are also incorporated for the installation of Range with max standard fuel
head. Main rotor blades are interchangeable and are MAD and the most advanced EW systems. 630 nm (1,166 km; 725 miles)
provided with an automatic folding system. Rotor brake Operational Equipment (Search and rescue and trans-
standard. All-metal tail rotor. port roles): Search radar, and variable speed hydraulic AGUSTA-SIKORSKY AS-61N1 SILVER
Rotor Drive: Both engines drive through freewheel units rescue hoist of 272 kg (600 lb) capacity mounted above Manufacture by Sikorsky of the S-61L and S-61N
and rotor brake to main gearbox. Steel driveshafts. Tail starboard side cargo door. commercial helicopters ended in 1 980, after completion of
rotor shaft driven through intermediate and tail gear- Dimensions, external: 13 of the former and 123 of the latter model. Production
boxes. Accessories driven by power take-off on tail Main rotor diameter 18-90 m (62 ft in) rights to the S-61N have been acquired by Agusta, which
rotor shaft. Main rotor engine rpm ratio 1 93-43. Tail : Main rotor blade chord 0-46 m (I ft 6V4 in) plans to begin deliveries of a modified version, designated
rotor engine rpm ratio 1 : 16-7.
Fuselage: Single step boat hull of all-metal semi-
monocoque construction. Tail section folds to reduce
stowage requirements.
Tail Surface: Fixed strut braced stabiliser on starboard
side of tail section.
Landing Gear: Amphibious. Land gear consists of two
twin-wheel main units, which are retracted rearward
hydraulically into stabilising floats, and non-retractable
tailwheel. Oleo-pneumatic shock absorbers. Main-
wheels and tubeless tyres size 6-50-10 type III, pressure
4-83 bars (70 Ib/sq in). Tailwheel and tyre size 6-00-6.
Hydraulic disc brakes. Boat hull and pop-out floating
bags in stabilising floats permit emergency operation
from water.
Power Plant: Two 1,118 kW (1,500 shp) General Elec-
tric T58-GE-100 turboshaft engines, mounted side by
side above the cabin. An optional anti-ice/sand shield
can be provided. Fuel in underfloor bag tanks with a
total capacity of 3,180 htres (840 US gallons). Internal
auxiliary fuel tank may be fitted for long-range ferry
purposes. Pressure and gravity refuelling points.
Accommodation: Crew of four in ASW role (pilot, co-
pilot and two sonar operators); accommodation for up
to 31 paratroops in troop lift role, 15 stretchers and a
medical attendant in casualty evacuation configuration,
and up to 25 survivors in SAR role. Dual controls. Crew Agusta-Sikorsky AS-61N1 Silver commercial transport helicopter (I'iloi Press)
146 ITALY: AIRCRAFT — AGUSTA (EM)

Prototype of the Agusta-Sikorsky AS-61N1 Silver, first flown on 25 July 1984

AS-61N1 Silver, after certification by the RAI, CAA Performan(E (estimated); port side of fuselage. Total oil capacity 26-5 litres (7 US
(UK) and FAA. Operating radius (ISA at S/L) with ten passengers or gallons).
Agusta's research suggested that the best chance of 907 kg (2,000 lb) payload, 45 mm reserves plus 5 ''r of Accommodation: Crew of two side by side on flight deck,
success would be obtained by a version with greater range internal fuel 275 nm (510 km. 316 miles) with dual controls. Provision for flight engineer or
and slightly less seating capacity than the standard S-61N, attendant Accommodation for up to 15 stretchers or
and these factors account for the two principal differences AGUSTA-SIKORSKY HH-3F (S-61R) 2,270 kg (5,000 lb) of cargo. Jettisonable sliding door
in the AS-61N1 version. The fuselage is shortened by -27 1 Agusta began production of this multi-purpose search on starboard side at front of cabin. Internal door bet-
m (4 ft 2 in), reducing maximum seating capacity from 30 and rescue helicopter in 1974, and deliveries began in ween cabin and flight deck. Hydraulically operated rear
passengers to 28, and internal fuel capacity is increased to 1976. Twenty were built for the Italian Air Force and a loading ramp, in two hinged sections, giving opening
3,482 litres (766 Imp gallons; 920 US gallons). The Silver further ten are in production for foreign customers. with minimum width of 1 -73 m (5 ft 8 in) and headroom
is being tailored primarily to carry 24 passengers over Sikorsky manufacture of the S-61R has ended. of up to 2-21 m (7 ft 3 in).
distances of up to 550 nm 1 ,019 km; 633 miles). Initially,
(
Type: Twin-engined amphibious helicopter. Systems: Primary and auxiliary hydraulic systems, pres-
the standard S-6 N power plant of two
1 1 9 kW ( 1 ,500
1 , 1 Rotor System: Five-blade fully articulated mam rotor of sure 103-5 bars (1,500 Ib/sq in), for flying control ser-
shp) General Electric CT5 8- 140- 1/2 turboshaft engines is all-metal construction. Flanged cuffson blades bolted to vos. Utility hydraulic system, pressure 207 bars (3,000
retained; a developed version, possibly with 1,312 kW matching flanges on rotor head. Control by rotating and Ib/sq in), for landing gear, rear ramp and winches.
(1,760 shp) General Electric CT7 turboshafts, is under stationary swashplates. Blades do not fold. Rotor brake Pneumatic system, pressure 207 bars (3,000 Ib/sq in),
consideration for introduction in about 1985. Other fea- standard. Conventional tail rotor with five aluminium for emergency blow-down landing gear extension. Elec-
tures being considered include rotor blades manufactured blades. trical system includes 24V 22Ah battery, two 20kVA
from composite materials. Rotor Drive: Twin turbines drive through freewheeling 115V AC generators and one 300A DC generator.
The prototype flew for the first time on 25 July 1984. units and rotor brake to main gearbox. Steel driveshafts. APU standard.
Three others, configured for offshore oil rig support, were Tail rotor shaft driven through intermediate gearbox Dimensions, external:
nearing completion at that time. and tail gearbox. Main rotor/engine rpm ratio 1 : 93-43. Main rotor diameter 18-90 m (62 ft in)
rpm ratio
Tail rotor/engine 16-7. 1 :
Main rotor blade chord 0-46 m (1 ft 6Vi in)
Dimensions, external; Fuselage: All-metal semi-monocoque structure of pod Tail rotor diameter 3-15 m (10 ft 4 in)
Main rotor diameter 18-90 m (62 ft in)
and boom type. Cabin of basic square section. Distance between rotor centres 11-22 m (36 ft 10 in)
Length of fuselage 17-97 m (58 ft 11 '/2 in)
Tail Surface: Strut braced horizontal stabiliser on star- Length overall, excl radome 22-25 m (73 ft in)
Height over tail rotor 5-24 m (17 ft 2"4 in)
board side of tail rotor pylon. Length of fuselage 17-45 m (57 ft 3 in)
Width over sponsons 5-82 m (19 ft I'l in)
Landing Gear: Hydraulically retractable tricycle type, Width over landing gear 4-82 m (15 ft 10 in)
with twin wheels on each unit. Mamwheels retract for- Height to top of rotor head 4-90 m (16 ft 1 in)
Dimensions, internal;
ward each of which provides 2,176 kg
into sponsons, Height overall 5-51 m (18 ft 1 in)
Cabin, excl flight deck: Length 8-26 m (27 tt 1 '
a in)
(4.797 lb) of buoyancy and, with boat hull, permits Wheel track 4-06 m (13 ft 4 in)
Baggage compartment volume 2-26 m' (80 cu ft)
amphibious operation. Oleo-pneumatic shock absor- Wheelbase m (17
5-21 ft 1 in)

Area; bers. All wheels and tyres tubeless Type 111 rib, size 22-1 Cabin door (fwd, stbd): Height 1-65 m (5 ft 41/4 in)
X 6-50-10, pressure 6-55 bars (95 Ib/sq in). Hydraulic 1-22 m (4
Mam rotor disc 280-5 m- (3,019 sq ft) Width ft in)
disc brakes. Height to sill 1-27 m (4 ft 2 in)
Weights (estimated): Power Plant: Two 1,118 kW (1.500 shp) General Elec- Rear ramp: Length 4-29 m (14 ft 1 in)
Max useful load (offshore configuration) tric T58-GE-5 turboshaft engines, mounted side by side Width 1-85 m (6 ft 1 in)
3,560 kg (7,850 lb) above cabin, immediately forward of main transmission. Dimensions, internal:
Max T-O weight (internal payload) Fuel in two bladder tanks beneath cabin floor; forward Cabin (excl flight deck)
9,525 kg (21,000 lb) tank capacity 1.2(J4 litres (318 US gallons), rear tank Length 7-89 m (25 ft 10'/2 in)
Max T-O weight with slung load capacity 1 ,226 litres (324 US gallons). Total fuel capac- Max width 1-98 m (6 ft 6 in)
10,205 kg (22,500 lb) 2.430 US gallons). Refuelling point on
ity litres (642 Max height 1-91 m (6 ft 3 in)
Floor area approx 15-16 m^ (168 sq ft)

Volume approx 29-73 m' (1,050 cu ft)

Areas:
Main rotor blades (each) 3-71 m^ (39-9 sq ft)

Tail rotor blades (each) 0-22 m' (2-35 sq ft)

Main rotor disc 280-5 m- (3,019 sq ft)

Tail rotor disc 7-80 m- (83-9 sq ft)

Stabiliser 2-51 m- (27-0 sq ft)

Weights:.
Weight empty 6,010 kg (13,255 lb)
Normal T-O weight 9.635 kg (21,247 lb)
Max TO weight 10,000 kg (22.050 lb)
Performance (at normal T-O weight):
Max level speed at S/L
141 knots (261 km/h; 162 mph)
Cruising speed for max range
125 knots (232 km/h; 144 mph)
Max rate of climb at S/L 400 m (1,310 ft)/min
Service ceiling 3,385 m (1 1.100 ft)
Hovermg ceiling IGE 1,250 m (4,100 ft)
Mm ground turning radius 11-29 m (37 ft OV2 in)
Runway LCN at max T-O weight approx 4-75
Range with max fuel, 10 '~f reserves
Agusta-Sikorsky HH-3F (S-61R) search and rescue helicopter of the Italian Air Force 404 nm (748 km; 465 miles)

EM (ELICOTTERI MERIDIONALI SpA) President: Cav del lavoro Conte Corrado Agusta activities consisted of overhauling helicopters of the
Via Giovanni Agusta 1, 03100 Frosinone Generai Manager: Dott Ing Italo Omero Romiti Italianarmed forces and other organisations, and the
Telephone: (0775) 82801 This company was formed with assistance from Agusta manufacture of helicopter components and sub-
Telex: 611377 ELMEF I and began to operate in October 1967. Initially, its assemblies. In 1968 EM acquired rights to the co-
 AGUSTA (EM / SIAI-MARCHETTI) — AIRCRAFT: ITALY 147

production, marketing and servicing of the Boeing Vertol

CH-47C Chinook transport helicopter lor customers in
Italy and several foreign countries. Italian production of
the CH-47C airframe is undertaken by SIAI-Marchetti.
HM, whose works occupy a total area of more than
300,000 m' (3,229,1 70 sq participates in the manufac-
ft),

turing programmes Agusta A lO^A Mk II and

for the
A 129, Agusta-Bell 205, 206B and 212, and Agusta-
Sikorsky SH-3H helicopters. It has complete facilities for
overhaul, repair and field assistance EM is the designated
overhaul organisation for all types of Italian Army
helicopter, and is also distributor in Italy for the Allison
250 series of turboshaft engines.
A new factory was completed in August 1 9H3 at

Anagni, 25 km (15-5 miles) from the main facilities at

Frosinone. It has a total area of 2 1 8,000 m' (2,346,550 sq
including 18,000 m- (193,750 sq ft) of covered space,
ft),

and is intended entirely for the production of composite Italian built Italian Army Boeing Vertol CH-47C with wheel/ski landing gear (Giovunni Masimi)
materials, especially rotor blades and other structure for ation. Total sales had reached 152 by the Spring of 1983, were subsequently sold to Egypt; the other 1 have been 1

helicopters. customers including the armed forcesof Greece (10), Italy accepted by the LIS Army.
(28), Libya (20), Morocco (9) and Tanzania (2). Only 24 Meridionali has developed, jointly with Hosp Ital SpA
of the 50 ordered in 1977 by the Imperial Iranian Air of Milan, an ESFC (emergency surgery flying centre) ver-
EM (BOEING VERTOL) CH-47C Force had been delivered betore the change of regime two sion of the Chinook for use as a mobile hospital. No orders
manufacture of the CH-47C began in the Spring
Italian years later and the subsequent embargo on the sale of US for this version had been placed by early 1984; details of
of 1970, initially to meet an order for Italian Army Avi- military equipment to that country. Of the remainder, 15 the ESFC can be found in the 1983-84 Jane's.

SIAI-MARCHETTI SpA
Via Indipendenza 2, 21018 Sesto Calende (VA)
Telephone: (0331) 924421
Telex: 332601 SIAIAV I

President: Cav del lavoro Conte Corrado Agusta

VirE-PRESiDENT: Ing Pietro Fascione
Managing Director; Dott Ing C. Camposampiero
Advertising Manager: Alberto Menozzi
Aerodrome and Main Works: Vergiate (Varese)
Other Works: Sesto Calende (Varese) and Malpensa
Rome Oeeke: Via Barberini 36. 00187 Rome
Telephone: (06) 48281 I
omcA
Founded in 1915. the SIAl-Marchetti company was
known originally as Savoia-Marchetti. producing a wide
range of military and civil landplanes and flying-boats. Its

current products include and military light aircraft of

civil

its own design or development. Since the 970s it has been I

engaged in the co-production with Agusta ol Boeing Vcr-

torCH-47C, Bell 204/205/212/412, and Sikorsky S-61 A. SIAl-Marchetti SF.260C three-seat aerobatic light aircraft ((ii<nanni Muuiin)
SH-3D/H and HH-3F helicopters. On January 9M it 1 1

combined with Industria Aeronautica Mcndionale. under

Air Force (20 SF.26()MC) and Zambian Air Force der. Military models have rcintorccd tail unit/fuselage
a single management and with SI AI-Marchetti as the lead-
(9 SF.260MZ). joints compared with SF.260C. Rudder and elevator
ing company, to form the Aircraft Division of Agusta SpA.
SF.260W Warrior. Trainer/tactical support version ol operated by cables. Controllable trim tab in starboard
SIAI-Marchetti is engaged in the overhaul and repair ol
SF.260M. first flown (1-SJAV) in May 1972. Two or tour hall ol elevator; ground adjustable tab on rudder.
various types of large aircraft (notably the C-130 Her-
underwing pylons, for up to 300 kg (661 lb) of external
cules) serving with the Italian Air Force, and the C-130s Landing Gear: Electrically retractable tricycle type, with
stores, and cockpit stores selection panel. Able to under-
and DHC-5 Buffalos of the Zaire Air Force. It also par- manual emergency actuation. Inward retracting main
take a wide variety of roles, including low -level strike;
programmes for the
ticipates in national or multi-national gear, ol trailing arm type, and rearward retracting nose
forward air control; forward air support; armed reconnais-
AeritaliaG222, Panavia Tornado. AM-X. Airbus A300- unit, each embodying Magnaghi oleo-pneumatic shock
sance; and liaison. Also meets same requirements as absorber (type 2/22028 in main units). Each welded
600 and A3 0, Boeing 767, Dassault-Breguet Falcon 00
1 1
SF.260M for use as a trainer. One aircraft (described in
steel tube mam leg hinged to the main and rear spars.
and Lockheed TriStar. is
1980-81 and completed as
earlier editions of Jane's)
The company's works at Sesto Calende. Vergiate and Nose unit is of leg and fork type, with coaxial shock
SF.260SW Sea Warrior surveillance/SARsupply ver- absorber and torque strut. Cleveland P/N 3080A main-
Malpensa total 1.370,267 m^ 14,749.41 6 sq ft) in area, of
(
sion. Customers include the Dubai Air Wing (1 wheels, with size 600-6 tube and tyre (6-ply rating),
which 119.494 m' (1.286,221 sq ft) are covered, and
SF.260WD). Irish Air Corps (I SF.260WE). Philippine
1
pressure 2-45 bars (35-5 Ib/sq in). Cleveland P/N 40-
employ nearly 4.000 people.
Air Force (16 SF.260WP). Somali Air Force (16 77A nosewheel. with size 500-5 tube and tyre (6-ply
SIAI-MARCHETTI SF.260 SF.260WS). Tunisian Air Force (18 SF.260WT). Union 1-96 bars (28-4 Ib/sq in). Cleveland
rating), pressure
The prototype for the SF.260 series, known as the of Burma Air Force (10 SF.260WB). Comoros Military
P/N 3000-500 independent hydraulic single-disc brake
F.250, was designed by Dott Ing Stelio Frati and built by Aviation (3 SF.260WC) and Zimbabwe Air Force (17).
and parking brake on each mainwheel. Nosewheel
Aviamilano. Flown for the first time on 15 July 1964, it SF.260TP. Turboprop powered development. steering (20° to left or right) is operated directly by the
was powered by a 186-5 kW (250 hp) Avco Lycoming Described separately.
rudder pedals, to which it is linked by pushrods. LJp-lock
engine and was certificated for acrobatic flying. A descrip- By mid- 1984 more than 800 civil and military SF.260s secures main gear in retracted position during flight;
tion appeared 1965-66 Jane's.
in the of all models had been ordered, of which most were for
anti-retraction system prevents main gear from retract-
The version developed initially, for civil production, was export. Production (all versions, including the SF.260TP)
ing whenever strut is compressed by weight of aircraft.
manufactured, at first under licence from Aviamilano, by was at the rate of four to six per month in 1984.
Compared with SF.260C. the military models have a
SIAI-Marchetti. and is designated SF.260. It received The following description is generally applicable to all
reinforced nosewheel drag brace attachment and land-
FAA type approval on 1 April 1966. Subsequently piston engined models unless otherwise stated;
ing gear retraction supports; increased use of light alloy
SIAl-Marchetti became the official holder of the type Type: Two/three-seat fully aerobatic military light aircraft.
forgings. instead of welded steel, in certain landing gear
certificate and of all manufacturing rights in the SF.260. Wings: Cantilever low-wing monoplane. Wing section components; and an improved retraction locking
Descriptions of the civil SF.260A and SF.260B can be NACA 64,-212 (modified) at root, NACA
64,-210
mechanism. On all models, the mooring point beneath
found in the 1980-81 and earlier editions of Jane's. Cur- (modified) at tip. Dihedral 6° 20' from roots (5° on
the rear fuselage acts as a tail bumper.
rent models are as follows: SF.260C). Incidence 2° 45' at root, 0° at tip. No sweep-
SF.260C. Three-seat civil version, certificated by RAl back. All-metal light alloy safe-life structure, with single Power Plant: One 194 kW (260 hp) Avco Lycoming
and FAA on 23 October and 30 December 1976 respec- main spar and two portions
auxiliary rear spar, built in O-540-E4A5 flat-six engine, driving a Hartzell HC-
tively. Approx 40 civil SF.260s (including A and B mod- bolted together at centreline and attached to fuselage by C2YK-1BF/8477-8R two-blade constant-speed metal
els) built by 1984. Deliveries of SF.260C include four to six bolts. Press-formed ribs, with dimpled stiffening
propeller with spinner. IO-540 engine available option-
ally. Fuel in two light alloy tanks in wings, capacity of
Alitalia for pilot training, ten to private pilots in the USA, holes. Skin, which is butt joined and flush riveted, stif-
two to Air Inter Maroc. and 13 to Sabena. fened by stringers between main and rear spars. Diffe- each 49-5 litres (10-9 Imp gallons); and two permanent
SF.260M. Two/three-seat military trainer, developed rentially operating Frise light alloy mass balanced aile- wingtip tanks, capacity of each 72 litres (15-85 Imp
from civil SF.260A and first flown on 10 October 1970. rons, and electrically actuated light alloy single-slotted gallons). Total internal fuel capacity 243 litres (53-5

Introduced a number of important structural and flaps. Flaps operated by torque tube and mechanical
Imp gallons), of which 235 litres (51-7 Imp gallons) are

aerodynamic improvements, many of which were subse- linkage, ailerons by pushrods and cables. Servo tab in usable. Individual refuelling point on top of each tank.
quently applied to later models. Meets requirements for In addition, SF.260W may be fitted with two 80 litre
each aileron.
basic flying training; instrument flying; aerobatics, includ- Fuselage: Semi-monocoque safe-life structure of frames, (1 7-5 Imp gallon) auxiliary tanks on underwing pylons.

Oil capacity (all models) -4 litres (2-5 Imp gallons).

ing deliberate spinning and recovery; night flying; navig- stringers and flush riveted skin, exclusively of light alloy 1 1

ation flying; and formation flying. except for welded steel tube engine mounting, glassfibre Accommodation (SF.260C): Three seats in enclosed
Production has included orders from the Italian Air front panel of engine cowling, stainless steel firewall and cockpit, two side by side in front, one at rear. Two
Force (33 SF.260AM). Belgian Air Force (36 SF.260M). detachable glassfibre tailcone. children with a combined weight not exceeding 13 kg 1

Bolivian Air Force (6). Brunei Air Wing (2), Union of Taii Unit: Cantilever light alloy safe-life structure, with (250 lb) may occupy rear seat. One-piece fully trans-
Burma Air Force ( 1 SF.260MB). Burundi Air Force (3), sweptback vertical surfaces, fixed incidence tailplane parent rearward sliding Plexiglas canopy, with rubber
Libyan Arab Air Force (240 SF.260ML). Philippine Air and one-piece elevator. Two-spar lin and one-piece cord canopy release. Baggage compartment, capacity
Force (32 SF.260MP), Singapore Air Force (28 tailplane, bolted to fuselage; single-spar elevator, stat- 40 kg (88 lb), behind rear seat. Cabin carpeted, heated
SF.260MS), Royal Thai Air Force (18 SF.260MT). Zaire ically and aerodynamically balanced, and balanced rud- and ventilated; walls thermally insulated and sound-
148 ITALY: AIRCRAFT — AGUSTA (SIAI-MARCHETTI)
proofed by a glassfibre lining. Slots at base of Max depth 1042 m (3 ft 5 in Max cruising speed (75% power):
windscreen admit air for windscreen defrosting. Height overall 2-41 m (7 ft 1 1 in C at 3,050 m (10,000 ft)
Accommodation (SF.260M; W
similar): Side by side front Elevator span 301 m (9 ft lO'A in 178 knots (330 km/h; 205 mph)
seats (for instructor and pupil in SF.260M), with third Wheel track 2-274 m (7 ft 5 V2 in M at 1,500 m (4,925 ft)

seat centrally at rear. Front seats individually adjustable Wheelbase 1-66 m (5 ft 51/4 in 162 knots (300 km/h; 186 mph)
fore and aft, with forward folding backs and provision Propeller diameter 1-93 m (6 4 ft in W at 1,500 m (4,925 ft)

for back type parachute packs. Dual controls standard. Propeller ground clearance 0-32 m (1 ft OVi in 152 knots (281 km/h; 175 mph)
All three seats equipped with lap belts and shoulder Dimensions, internal: Stalling speed, flaps and landing gear up:
harnesses. Baggage compartment aft of rear seat. Upper Cabin: Length 1-66 m (5 ft 5V4 in M 74 knots (137 km/h; 86 mph)
portion of canopy tinted. Emergency canopy release Max width 100 m (3 ft 3 'A in W 88 knots (163 km/h; 102 mph)
handle for each front seat occupant. Steel tube Height (seat cushion to canopy) Stalling speed, flaps and landing gear down:
windscreen frame for protection in the event of an over- 0-98 m (3 ft 21/2 in C 60 knots (111 km/h; 70 mph)
turn. Volume 1-50 m' (53 cu ft M 68 knots (126 km/h; 79 mph)
Systems (SF.260M; other models generally similar): Hyd- Baggage compartment volume 0-18 m' (6-36 cu ft W 72 knots (134 km/h; 83 mph)
raulic equipment for mainwheel brakes only. No Areas: Max rate of climb at S/L: C 546 m (1,791 ft)/min
pneumatic system. 24V DC electrical system of single- Wings, gross 10-10 m^ (108-70 sq ft M 457 m (1,500 ft)/min
conductor negative earth type, including 70A Prestolite Ailerons (total, inci tabs) 0-762 m= (8-20 sq ft W 381 m (1,250 ft)/min
engine mounted alternator/rectifier and 24 V 24 Ah Var- Trailing-edge flaps (total) 1-18 m' (12-70 sq ft Time to 1,500 m (4,925 ft): M 4 min s

ley battery, for engine starting, flap and landing gear Fin 0-76 m- (8-18 sq ft W 6 min 20 s
actuation, fuel booster pumps, electronics and lighting. Dorsal fin 0-16 mMl-72 sq ft Time to 2,300 m (7,550 ft): M 6 min 50 s

Sealed battery compartment in rear of fuselage on port Rudder, incl tab 0-60 m' (6-46 sq ft W 10 min 20 s

side. Connection of an external power source automat- Tailplane 1-46 mM15-70 sq ft Time to 3,000 m (9,850 ft): M 10 min s

ically disconnects the battery. Heating system for car- Elevator, incl tab 0-96 m^ (10-30 sq ft W 18 min 40 s
burettor air intake. Emergency electrical system for Weights and Loadings: Service ceiling: C 5,790 m (19,000 ft)
extending landing gear if normal electrical actuation Manufacturer's basic weight empty: M 4,665 m (15,300 ft)

fails; provision for mechanical extension in the event of M 755 kg (1,664 lb W 4,480 m (14,700 ft)

total electrical failure. Cabin heating, and windscreen W 770 kg (1,697 lb T-O run at S/L: C 480 m (1,575 ft)

de-icing and demisting, by heat exchanger using engine Weight empty, equipped: C 755 kg (1,664 lb M 384 m (1,260 ft)

exhaust air. Additional manually controlled warm air M 815 kg (1,797 lb T-O to 15 m (50 ft) at S/L: M 606 m (1,988 ft)

outlets for general cabin heating. Oxygen system W 830 kg (1,830 lb W 825 m (2,707 ft)

optional. Fuel: Landing from 15 m (50 ft) at S/L:

Avionics and Equipment (SF.260M; W
generally simi- in-wing and wingtip tanks (all versions) C 445 m (1,460 ft)

lar): Basic instrumentation and military equipment to 169 kg (372-5 lb M 539 m (1,768 ft)

customer's requirements. Blind-flying instrumentation underwing tanks (W only) 114 kg (251-5 lb W 645 m (2,116 ft)

and communications equipment optional: typical selec- Typical mission weights: Landing run at S/L: C, M 345 m (1,132 ft)

tion includes dual Collins 20B VHF com; Collins VIR- M, trainer ('clean') 1,140 kg (2,513 lb Operational radius:
31 A VHF nav; Collins ADF-60A ADF; Collins TDR- W, two 47 kg (103-5 machine-gun pods and ful
lb) W, 6 h 25 min single-seat armed patrol mission at
90 ATC transponder; Collins PN-101 compass; ID- internal fuel 1,163 kg (2,564 lb 1,163 kg (2,564 lb) AUW, incl 5 h 35 min over
90-000 RMl; and Gemelli AG04-1 intercom. Landing W, one Alkan 500B cartridge thrower, one two operating area, 20 kg (44 lb) fuel reserves
light in nose, below spinner. Instrument panel can be camera reconnaissance pod and full internal fuel 50 nm (92 km; 57 miles)
slid rearward to provide access to rear of instruments. 1,182 kg (2,605 lb W, 3 h 38 min single-seat strike mission, incl two 5
Armament (SF.260W): Two or four underwing hard- W, trainer with 94 kg (207 lb) external stores min loiters over separate en-route target areas, 20
points, able to carry external stores on NATO standard 1,249 kg (2,753 lb kg (44 lb) fuel reserves
pylons up to a maximum of 300 kg (661 lb) when flown W, self-ferry with two 83 litre (18-25 Imp gallon 250 nm (463 km; 287 miles)
as a single-seater. Typical alternative loads can include underwing tanks 1,285 kg (2,833 lb W, 4 h 54 min single-seat strike mission, incl 5 min
one or two SIAI gun pods, each with one or two 7-62 W, two 125 kg bombs and 150 kg (331 lb) interna over target area, 20 kg (44 lb) fuel reserves
mm FN machine-guns and 500 rds; two Aerea AL-8-70 fuel 1,300 kg (2,866 lb 300 nm (556 km; 345 miles)
launchers each with eight 2-75 in rockets; two LAU-32 W, two AL-8-70 rocket launchers and 160 kg (353 W, 4 h 30 min single-seat photo-reconnaissance mis-
launchers each with seven 2-75 in rockets; two Aerea lb) internal fuel 1,300 kg (2,866 lb sion at 1,182 kg (2,605 lb) AUW, incl three 1 h
AL-18-50 launchers each with eighteen 2 in rockets; Max T-O weight: loiters over separate en-route operating areas, 20
two Aerea AL-8-68 launchers each with eight 68 mm C, Acrobatic 1,000 kg (2,205 lb kg (44 lb) fuel reserves
rockets; two Aerea AL-6-80 launchers each with six 81 M, Acrobatic 1,100 kg (2,425 lb 150 nm (278 km; 172 miles)
mm rockets; two LUU-2/B parachute flares; two SAMP C, Utihty 1,102 kg (2,430 1b W, 6 h 3 min two-seat self-ferry mission with two 83
EU 32 1 25 kg general purpose bombs or EU 13 1 20 kg M, Utility 1,200 kg (2,645 lb litre ( 1 8-25 Imp gallon) underwing tanks, at 1 ,285
fragmentation bombs; two SAMP EU 70 50 kg general W, max permitted 1,300 kg (2,866 lb kg (2,833 lb) AUW, 30 kg (66 lb) fuel reserves
purpose bombs; Mk 76 1 1 kg practice bombs; two cart- Max wing loading: C 109 kg/m- (22-4 Ib/sq ft 926 nm (1,716 km; 1,066 miles)
ridge throwers for 70 mm
multi-purpose cartridges, M 119 kg/m= (24-4 Ib/sq ft Range with max fuel:
F 725 flares, or F 130 smoke cartridges; one or two W 129 kg/m= (26-4 Ib/sq ft C (two-seat) 805 nm (1,490 km; 925 miles)
photo-reconnaissance pods with two 70 mm
automatic Max power loading: C 5-68 kg/kW (9-33 Ib/hp M (two-seat) 890 nm (1,650 km; 1,025 miles)
cameras; two supply containers; or two 80 litre (17-5 M 6-19 kg/kW (10-17 Ib/hp g limits (M):
Imp gallon) auxiliary fuel tanks. W 6-70 kg/kW (11-01 Ib/hp at max Acrobatic T-O weight -l-6-O/ — 3-0
Dimensions, external: Performance (C at AUW of 1,102 kg; 2,430 lb, M a at max Utility T-O weight without external load
Wing span over tip tanks 8-35 m (27 ft 4% in) AUW of 1,200 kg; 2,645 lb, W at 1,300 kg; 2,866 lb, + 4-4/— 2-2
Wing chord: at root 1-60 m (5 ft 3 in) except where indicated): SIAI-MARCHETTI SF.260TP
mean aerodynamic 1-325 m (4 ft AVi in) Never-exceed speed: First flown in July 1980, the SF.260TP is a turboprop
at tip 0-784 m (2 ft 678 in) M 235 knots (436 km/h; 271 mph) powered development of the SF.260M/W, the airframe
Wing aspect ratio (excl tip-tanks) 6-33 Max level speed at S/L: remaining virtually unchanged aft of the firewall except for
Wing taper ratio 2-24 C 187 knots (347 km/h; 215 mph) substitution of an inset rudder trim tab and provision of an
Length overall 710 m (23 ft 31/2 in) M 180 knots (333 km/h; 207 mph) automatic fuel feed system. It has been available since
Fuselage: Max width 1-10 m (3 ft IVt in) W 165 knots (305 km/h; 190 mph) early 1982, both as a conversion kit for existing SF.260s
and as a new-production aircraft. Three prototypes were
built.
By mid- 1984 orders for the SF.260TP had been
received from the Dubai Air Wing (5), Haiti Airways (6),
and the Ethiopia (more than 20) and Zim-
air forces of
babwe (5). Thirty SF.260TPs had reportedly been deli-
vered by Spring 1984.
Airframe: As SF.260M/W, except for increased overall
length and provision of trim tab in rudder.
Power Plant: One Allison 250-BI7C turboprop engine,
flat rated at 261 kW
(350 shp) and driving a Hartzell
HC-B3TF-7A/T10173-25R three-blade constant-
speed fully-feathering and reversible-pitch propeller
with spinner. Fuel capacity as for SF.260M/W; auto-
matic fuel feed system. Oil capacity 7 litres (1-5 Imp
gallons).
Accommodation, Systems, Avionics and Equipment:
Generally as for SF.260.
Dimensions, external and internal, and Areas:
As for SF.260 except:
Length overall 7-40 m (24 ft 31/4 in)
Weights and Loadings: As for SF.260M/W except:
Weight empty, equipped 750 kg (1,654 lb)
Max power loading:
trainer 4-60 kg/kW (7-56 Ib/shp)
Warrior 4-98 kg/kW (8-19 Ib/shp)
Performance (at trainer Utility T-O weight of 1,200 kg;
2,645 lb, ISA):
Never-exceed speed 236 knots (437 km/h; 271 mph)
SIAI-Marchetti SF.260TP turboprop trainer, with additional side view (centre) of piston engined SF.260IVI Max level speed at 3,050 m (10,000 ft)
(Pilot Press) 228 knots (422 km/h; 262 mph)
 AGUSTA (SIAI-MARCHETTI) — AIRCRAFT: ITALY 149

" aWMB driven starter/generators, with a 24V 22Ah nickel-

cadmium battery for independent engine starting and
emergencies. AC power, 115V at 400Hz, is provided
when required by a static inverter. External power
receptacle standard.
AvioNK s: Wide range of IFR com/nav avionics available,
to customer's requirements. Typical installation
includes VHF, UHF and HF com, ADF,
VOR/LOC/ILS, DME and ATC transponder. Options
include Omega nav system, weather radar, three-axis
autopilot and flight director.
EoLiiPMENT: Can be provided with pylons for external
stores,two under outer wings and two under mainwheel
stub-wings at junction with fuselage. Each inboard
pylon is stressed for a 300 kg (661 lb) load, each out-
board one for 100 kg (220 lb). The underwing points are
'wet', permitting the carriage of auxiliary fuel tanks.
Cabin floor rollers (two longitudinal rows) and balls in
cargo version. Twelve inward facing seats in troop
SIAI-Marchetti SF.260TP (Allison 250-B17C turboprop engine) (Anna Hogg)
transport/parachutist Can be equipped for
version.
target towing, with floor mounted winch, 2,000 m
(6,560 ft) of cable, electric power unit 100A/28V DC),
(

and miss-distance indicator system; with undertail hook

for towing one or more gliders; with one or two Wild or
Zeiss type photogrammetric automatic cameras (plus
additional avionics at customer's option); with equip-
ment for in-flight inspection and calibration of ground
radio/navigation aids; or with appropriate sensors,
radar warning receiver and underwing chaff dispensers
for elint, sigint or other ECM
missions. Other
specialised applications include agricultural duties (two
underwing chemical tanks or single underfuselage tank,
plus bubble type and additional lower windows in pilot's
door, windscreen and nose-gear wire cutters, ceiling
mounted airscoop, and anti-corrosion paint finish). The
maritime surveillance version can be equipped with
Third SIAI-Marchetti SF.600TP, completed by General Avia with retractable landing gear (Giovanni Masinoj nose mounted 360° scan Bendix RDR-1400 search and
Max cruising speed at 2,440 m (8,000 wheels and tyres same size, 700-6, tyre navigation radar, underfuselage side/down-looking sur-
ft) unit. All five
216 knots (400 km/h; 24X mph) pressure 2-48 bars (36 Ib/sqin). Hydraulic disc brakes
veillance radar, bellymounted panoramic camera and
Econ cruising speed at 4,575 m
(15,000 ft) on main units. Retractable-gear version also available. forward looking oblique camera, FLIR or low light level
170 knots (315 km/h; 195 mph) TV camera under fuselage or in an underwing pod,
Power Plant: Two 313 kW (420 shp) Allison 250-B17C Omega-VLF area navigation system, advanced com-
Stalling speed at S/L, flaps down, power off turboprop engines, each driving a Hartzell three-blade
68 knots (126 km/h; 79 mph) pass system, periscopic sextant, bubble side windows for
constant-speed fully-feathering reversible-pitch propel-
Max rate of climb at S/L 661 m (2,170 ft)/mm observers, and a searchlight. External stores can include
ler. Fuel in four identical outer-wing tanks, total capac-
Service ceiling 8,535 m (28,000 ft) auxiliary fuel tanks, weapons and survival gear.
ity 1,100 litres (242 Imp gallons). Self-sealing tanks
T-O run 298 m (978 ft) Dimensions, external:
optional on military versions. Provision for underwing
T-O to 15 m (50 ft) 467 m (1,532 ft) Wing span 1500 m (49 ft 2'/2 in
tanks, total capacity 600 litres (132 Imp gallons). Oil
Landing from 15 m (50 ft) 533 m (1,749 ft) Wing chord (constant) 1-60 m (5 ft 3 in
capacity 11-4 litres (2-5 Imp gallons).
Wing 9-37
Landing run, without reverse pitch 307 m (1,007 ft) aspect ratio
ArroMMODATiON: Pilot and co-pilot or passenger on flight Length overall 1215 m (39 IOV2 m
Range at 4,570 m (15,000 ft) with max fuel, 30 min ft

deck. Dual controls standard. Cabin accommodates up Height overall 4-60 m (15 ft 1
reserves 512 nm (949 km; 589 miles) in
to nine passengers at 100 cm (40 in) seat pitch (2-2-2- Tailplane span 5-89 m (19 ft 4 in
SIAI-MARCHETTI 3); six passengers in VIP version, with reclining seats, Wheel track 2-40 m (7 ft 10'/2 in
SF.600TP CANGURO (KANGAROO) folding tables, bar and toilet; or 12 paratroops; or four Wheelbase 4-88 m (16 ft in
The prototype F.600 Canguro (1-CANG), built by stretcher patients and two medical attendants; or Propeller diameter 203 m (6 ft 8 in
General AvIa and powered by 261 kW (350 hp) Avco freight. Baggage compartment at rear of cabin in stan- Crew door (fwd, port): Height 114 m 9 in
(3 ft
Lycoming T1O-540-J flat-six piston engines, made its first dard passenger version; in centre of cabin, opposite Width 0-86 m (2 ft 10 in
on 30 December 1978. This aircraft was described
flight toilet, in VIP version; rear compartment used to store Height to sill 0-90 m (2 ft 1 1 '/2 in
under the General Avia heading \n the 1979-80 Jane's. folding passenger seats when converted for cargo use. Cargo door (rear, port):
SlAl-Marchetti began flight testing the Canguro in Forward door on port side for crew. Wider, sliding door Height 113 m (3 81/2ft in
1979, and is responsible for certification and production. atrear on port side for passenger and freight loading and Width 1-49 m (4 ft 10% in
The basic aircraft is offered with non-retractable landing paratroop dropping, with smaller forward opening door Height to sill 90 m (2 ft V2 1 1 in
gear and two Allison turboprop engines; major options opposite this on starboard side. Cargo version can Dimensions, internal:
mclude retractable landmg gear and a swing-tail rear accept three 1-30 x 15 x 107 m (51 x 45 x 42 in)
1
Cabin, excl flight deck: Length 505 m (16 ft 6% in
fuselage. The can be adapted for a variety of roles
aircraft containers, two of size 2 -20 x 1 5 x 1 07 m (87 x 45 x
•
1
Width 1-23 m (4 OV2 ft in
which include passenger or cargo transport, paratroop 42 in), or a single 4-50 x 115 x 107 m (177 x 45 x 42 Height 1-27 m (4 ft 2 in
transport, air ambulance, maritime surveillance, elec- container loaded via swing
in) tail. Floor area 60 m' (64-6 sq ft
tronic intelligence, and agricultural duties. The prototype, Systems; Standard cabin heating/defrosting system uses Volume 7-90 m' (279 cu ft
refitted with 313 kW (420 shp) Allison 250-B17C
engine bleed air; ventilation is provided by ram air; Areas:
engines, made its first flight in this form on 8 April 1981. freon air-conditioning system optional. Primary electri- Wings, gross 2400 m^ (258-3 sq ft
By the Spring of 1 984 it had accumulated about 500 hours' cal system is 28V DC, powered by two 150A engine Fin 1-69 mM1819sqft
flying (including about 300 hours with Allison engines),
and a further 100 hours had been flown by the second
aircraft. The third (I-KANG), converted by General Avia,
is in retractable-gear configuration, and the fourth Can-
guro was scheduled to fly in Autumn 1984. RAI and FAA
certification of the basic version was expected by the end
of 1984.
Production of an initial batch of 20 Canguros has been
authorised.
Type: Twin-turboprop passenger, cargo, ambulance and
general utility transport.
Wings: Cantilever high-wing monoplane. Wing section
NASA GAW-1, with \T~( thickness/chord ratio.
Dihedral 2°. Incidence (constant) 1° 30'. All-metal
riveted structure in aluminium alloy, with stressed skin.
Centre-section has main spar and two auxiliary spars;
outboard of engines, wings have two spars. All-metal
ailerons and electrically operated double-slotted flaps.
Electrically operated trim tab in port aileron.
Fuselage: Aluminium alloy semi-monocoque structure of
frames, stringers, bulkheads and stressed skin. Swing-
tail rear fuselage available optionally.
Tail Unit: Cantilever all-metal stressed skin structure.
Trim tabs in rudder (actuated mechanically) and each
elevator (electrically/mechanically operated). Small
dorsal fin.

Landing Gear: Non-retractable tricycle gear, of trailing

arm type, with oleo-pneumatic shock absorber in each
unit. Twin-wheel main units, mounted on small stub-
wings attached to fuselage floor; single steerable nose SIAI-Marchetti SF.600TP (two Allison 250-B17C turboprop engines) (nioi I're.ss)
150 ITALY: AIRCRAFT — AGUSTA (SIAI-MARCHETTI)
Wings: Cantilever shoulder-wing monoplane, with super-
critical section evolved by computer with the assistance
of the US universities of New York and Kansas. Thick-
ness/chord ratio 15% at root. 13'; at tip. Incidence 2°
13' at root. -1° Anhedral 2° from roots.
17' at tip.
Sweepback 15° 30' at quarter-chord. Two-spar metal
torsion box structure, forming integral fuel tank;
attached to fuselage by four bolts. Upper and lower
skins each formed by two one-piece panels joined along
centreline and to the spars. Hydraulically actuated
ailerons and large area electrically actuated Fowler flaps
on trailing-edges. Trim tab in each aileron; servo tab in
port aileron.

Fuselage: Conventional metal and glassfibre semi-

monocoque structure. Hydraulically actuated airbrake
under centre-fuselage. Equipment bay in nose. Large
First prototype SF.600TP Canguro turboprop engined utility transport quick-disconnect panel at rear, for rapid engine access
or removal.
Rudder 1-35 m- (14-53 sq tt) Landing run:
Tail Unit: Cantilever metal structure. Sweptback Hn and
Tailplane 3-68 m^ (39-61 sq ft) without propeller reversal 250 m (820 ft)
horn balanced rudder; electrically actuated variable
Elevator 2-76 m^ (29-71 sq ft) with propeller reversal 170 m (558 ft)
incidence tailplane has sweptback leading-edge. Horn
Weights and Loadings: Range with max cargo payload
balanced elevators, each with inset trim tab.
Weight empty, equipped (cargo) 1.800 kg (3.968 lb) 324 nm (600 km; 372 miles)
Operating weight empty 1.947 kg (4,292 lb) Range with max fuel: Landing Gear: Hydraulically retractable tricycle type, of
Max payload (cargo) 1.050 kg (2,315 lb) internal fuel and 500 kg (1,102 lb) payload Messier-Hispano-Bugatti/Magnaghi design. Oleo-
Max external load 800 kg .763 lb)
( 1
853 nm (1,580 km; 981 miles) pneumatic shock absorber in each unit. All units retract
Max T-O weight: internal fuel 3.300 kg (7.275 lb) internal and external fuel, IFR reserves forward into fuselage (main units turning through 90° to
internal and external fuel 3,700 kg (8,157 lb) 1,214 nm (2,250 km; 1,398 miles) lie flat in undersides of engine air intake trunks). Main-

Max cargo floor loading 400 kg/m' (81-93 Ib/sq ft) g limits (Normal category) -I-3-8/-1-52 wheels size 6-50-8; nosewheel size 5-00-5. Designed for
Max wing loading 154-2 kg/m' (31-6 Ib/sq ft) SIAI-MARCHETTI S.211 sink rate of 4 m 3 ft)/s. Wheel brakes actuated hyd-
( 1

Max power loading 5-91 kg/kW (9-71 Ib/shp) raulically. independently of main hydraulic system.
This lightweight, low-cost basic trainer and light attack
Provision for emergency free-fall extension.
Performante (estimated at max T-O weight, internal fuel aircraft was Hrst revealed in the form of a model at the
only, except where indicated): Paris Air Show May/June 1977. Two flying prototypes
in Power Plant: One 1 M2 kN (2.500 lb st) Pratt & Whit-
Max m (5,000 ft), max cruise
cruising speed at 1,525 were built initially, and the Hrst ot these (1-SlTF) made its ney Canada JT15D-4C non-afterburning turbofan
power 165 knots (306 km/h; 190 mph) initial flight on April 1 98
1 The second (1-SIJF), with a
1 . engine (-4 in first prototype), mounted in rear of fusel-
Cruising speed (75'f power) at 3,050 m (10,000 ft) less square-cut tailpipe, flew later that year, and these two age; lateral intake each side of fuselage, with splitter
155 knots (287 km/h; 178 mph) aircraft had completed a total of approx 250 hours flying plate. Fuel in 650 (143 Imp gallon) integral wing
litre

Stalling speed, flaps down by the Autumn of 1982. Intake splitter plates are fitted to tank and 150 litre (33 Imp gallon) fuselage tank; total
59 knots (109 km/h: 68 mph) which made its Hrst flight in
the third prototype (1-TFSI). capacity 800 litres (176 Imp gallons). Single gravity
Max rate of climb at S/L 462 m (1.515 ft)/min the Spring of 1983,and to the production version. refuelling point in top surface of starboard wing. Elec-
Rate ot climb at S/L, one engine out Customer deliveries were scheduled to begin in the tric fuel pump for engine starting and emergency use.
175 m (574 ft)/min Summer of 1984, the Hrst recipients reportedly being the Provision for two 350 litre (77 Impgallon) drop tanks
Service ceiling 7,315 m (24,000 ft) air forces of Singapore (six, with options on a further 20) on inboard underwing stores points. Oil capacity 10 kg
Service ceiling, one engine out 3,350 m (1 1,000 ft) and Haiti (four). (22 lb).

T-O run 255 m (837 ft) Features of the design are the safe stalling and spinning
Accommodation: Seats for two persons in tandem in pres-
T-O to 5 m (50 ft)
1 390 m ,280 ft)
( 1 characteristics, and the very low airframe weight, made
surised and air-conditioned cockpit under one-piece
Landing from 15 m (50 ft): possible by the fact that some 61 per cent of the external
framed canopy opening sideways to starboard: pupil in
without propeller reversal 381 m (1,250 ft) surfaces aremade from composite materials.
front, instructor on rear seat elevated 28 cm (11 in).
with propeller reversal , 300 m (985 ft) Type: Two-seat basic trainer and light attack aircraft.
Internal transparent screen between seats. Martin-
Baker Mk 8 ejection seats for both occupants, capable
of operation at all altitudes and at speeds between 60-
400knots(l 1-741 km/h;69-461 mph), including ejec-
1

tion through canopy; capable of conversion in field to

Martin-Baker ITIOLA zero/zero seats by addition of
rocket assistance.

Systems: Environmental control system for cockpit pres-

surisation and air-conditioning, using engine bleed air.
Max pressure differential 0-29 bars (4-2 Ib/sq in). Hyd-
raulic system, pressure 207 bars (3,000 Ib/sq in), for
actuation of airbrake, landing gear, freon compressor
and aileron boost, and independent actuation of wheel
brakes. Primary electrical system is 28V DC. using an
engine driven starter/generator; nickel-cadmium bat-
tery; two static inverters supply AC power for instru-
ments and avionics. External power receptacle in port
side of lower fuselage aft of wing. Demand type main
oxygen system, at 124 bars (1.800 Ib/sq in) pressure,
sufficient to supply both occupants for 4 hours, plus
bottles for emergency oxygen supply.

Avionics and Equipment: To customer's requirements.

Communications system has. as standard, dual U/VHF
and one HF/SSB, ali with dual control. BAe Dynamics
AN16/D suppressed HE antenna. Choice of ADF,
DME. Tacan. VOR/ILS or R/Nav; IFF. flight director
and radio altimeter standard. Provision for Doppler
radar, nose-mounted attack radar, head-up display,
SIAI-Marchetti S.211 basic trainer and light attack aircraft, prototype configuration (Pilot Press)
radar warning system and ECM. Landing and taxying
lights (in inboard wing leading-edges of first two pro-
totypes) relocated at wingtips on production aircraft.

Armament: Four underwing hardpoints. stressed for loads

of up to 300 kg (660 inboard. 150 kg (330 lb)
lb)
outboard; max external load 600 kg (1.320 lb). Typical
loads can include four single- or twin-gun 7 62 mm
machine-gun pods, four 12-7 mm
gun pods, or (inboard
only) two 20 mm
gun pods; four AL-18-50 (18 x 50
mm), Matra F2 (6 x 68 mm), LAU-32 (7 x 2-75 in), or
AL-6-80 (6 X 81 mm) rocket launchers, or (inboard
only) two Matra 155(18 x 68 mm) SNORA RWK-020
(12 X 81 mm) or 100 mm
rocket launchers; four bombs
or practice bombs of up to 1 50 kg size, or (inboard only)
two bombs or napalm containers of up to 300 kg; four
74 mm cartridge throwers; or (inboard only) two
photo-reconnaissance pods each with four cameras and
infra-red linescan; or (inboard only) two 350 litre (77

itt*^'
•" --"" '.^ Imp gallon) auxiliary fuel tanks.

Third prototype of the SIAI-Marchetti S.211, showing the intake splitter plates and relocated landing lights that Dimensions, external:
characterise the production version (diovanni Masino) Wing span 8-43 m (27 ft 8 in)
 AGUSTA (SIAI-MARCHETTI / CAPRONI) — AIRCRAFT: ITALY 1 51

Wing chord: at root 2151 m (7 ft 0% in) Pereormance (at T-O weight of 2,500 kg; 5,51 1 lb except (incl 5 min over target), 60 kg (132 lb) of fuel

at tip 100 m (3 ft 3 'A where indicated): remaining 300 nm (556 km; 345 miles)
mean aerodynamic 1-646 m (5 ft AVa Never-exceed speed lo-lo-lo, out and back at 250 knots (463 km/h; 288

Wing aspect ratio 5 Mach 0-80 (400 knots; 740 km/h; 460 mph EAS) mph) at less than 305 m (1,000 ft), 1 h 5 min
Length overall 9-31 m (30 ft 6'/2 Max cruising speed at 7,620 m (25,000 ft) mission (incl 5 min over target), 60 kg (132 lb) of
Height overall 3-80 m (12 ft 5'/2 360 knots (667 km/h; 414 mph) fuel remaining 125 nm (231 km; 144 miles)
Tailplane span 3-96 m (13 ft Stalling speed, flaps down Ferry range (AUW of 3,100 kg; 6,834 lb, max interna!
Wheel track 2-29 m (7 ft 6 74 knots (138 km/h; 86 mph) and external fuel) at 270 knots (500 km/h; 31 1 mph)
Wheelbase 4-02 m (13 ft 2 'A Max rate of climb at S/L 1,280 m (4,200 ft)/min at 9,145 m (30,000 ft), 90 kg 1 98 lb) of fuel remain-
(

Areas: Service ceiling 12,200 m (40,000 ft) ing 1,340 nm (2,483 km; 1,543 miles)
Wings, gross 12-60 mM135-63 sq T-O run (S/L, ISA) 400 m (1,315 ft) Endurance, 30 min reserves 3 h 50 min

Airbrake 0-42 m' (4-52 sq T-O to 15 m (50 ft) 500 m (1,640 ft) Sustained g limit at 4,575 m (15,000 ft) 3-4

Vertical tail surfaces (total) 201 m' (21-64 sq Landing from 15 m (50 ft) 704 m (2,310 ft) Design g limits -I-6/-3

Horizontal tail surfaces (total) 3-378 m' (36-36 sq Landing run (S/L, ISA) approx 366 m (1,200 ft)

Weights: Min air turning radius at S/L

Weight empty, equipped 1,615 kg (3,560 less than 305 m (1,000 ft)

Max usable fuel (internal and external) Typical attack radius with four rocket launchers, AUW SIAI-MARCHETTI S.700 CORMORANO
1,130 kg (2,491 of 3,100 kg (6,834 lb): SF.600TP
Details of this amphibian development of the
Max T-O weight: trainer, 'clean' 2,500 kg (5,511 hi-lo-hi, out and back at 265 knots (491 km/h; 305 Canguro were given in the 1983-84 Jane's. Further work
armed version 3,100 kg (6,834 mph) at 9,145 m (30,000 ft), 2 h 50 min mission on this programme has been suspended.

CAPRONI VIZZOLA COSTRUZIONI

AERONAUTICHE SpA
(Subisidiary of Agusta SpA)
Via Per Tornavento 15, 21019 Soninia Lombardo
Telephone: (0331) 230 826
Telex:332554 CAVIZ I

General Manager: Dott Ing Luciano Ferrante

The Caproni company, formed in 1910, is the oldest
Italian aircraft manufacturer. Its works at Vizzola Ticino
.'--•n^Mft"
have approx 30,000 m' (322,917 sq ft) of covered space,
and are adjacent to Malpensa Airport. They are equipped
to manufacture complete structural subassemblies for
helicopters and medium-sized hxed-wing aircraft. Cap-
roni Vizzola designed and built the C22J described in the
main Aircraft section, and also produces ground support
equipment for General Electric T64/CT64, J79, J85 and
CF6 and Turbo Union RB.199 turbojet and turbofan
engines.
In the pursuance of the proposed aerospace industry
reorganisation outlined by the Italian government, a
100 ""f holding in Caproni Vizzola was acquired by Agusta I^-*^
in 1983.

CAPRONI VIZZOLA C22J First pre-production Caproni Vizzola C22J, equipped with underwing stores

The C22J is a two-seat lightweight training aircraft, inlet of glasshbre in top of fuselage, att ot cockpits. kg; 551 lb) for gunnery/weapon training, photographic
developed by Caproni Vizzola as a private venture. Its Tailboom is of light alloy. reconnaissance and target towing missions. Typical
configuration bears a close resemblance to that iif the Tail Unit: Cantilever T tail, tailplane being of light alloy loads include one auxiliary fuel tank and one three-
company's A-21SJ Calif jet powered sailplane (see stressed skin construction. Full span balanced elevator camera pod; two auxiliary fuel tanks; two 7-62 gun mm
1983-84 and earlier Jane's): construction is largely ot is a chemically milled extrusion, and has spring trim, pods and 500 rds of ammunition; two Simpres AL-18-
metal, with the forward fuselage skin, some fairings and actuated by an Industria electrical system located in the 50 pods with eighteen 2 in rockets; four SAMP EU70
other unstressed areas of glassHbre. A prototype (1- hn. All-metal two-spar stressed skin hn, bolted to tail- 50 kg general purpose bombs; four Mk 70 1 1 kg or
CAVJ). powered by 1-0 kN (220 lb st) TRS 18-046 boom. All control surfaces operated by push/pull rods. M38-A2 50 kg practice bombs; or two Dornier DATS 1

engines, made its first flight on 21 July 1980. No tabs. Rudder pedals adjustable in flight. 50 kg towed targets.
Intended primarily for student pilot screening, basic and Landing Gear: Retractable tricycle type, actuated elec- Dimensions, external:
proficiency training, the C22J is also suitable for ECM trically with manual backup. All units retract forward Wing span 9-20 m (30 ft 2V4 in)
evaluation, ground and air navaid calibration, ecological into fuselage. Cantilever sprung main legs, of glasshbre Wing chord (constant) 0-90 m (2 ft 1 '/2 in) 1

survey and high-speed liaison. It can be converted easily epoxy; rubber-in-torsion shock absorption on nose unit. Wing aspect ratio 1 1 -06

for photographic survey duties, or for use as an RPV. Cleveland mainwheels, with Goodyear size 5-00-5 tyres Length overall 6-26 m (20 6y2 ft in)

The pre-seriesC22J (I-GIAC) made its initial flight

first (6 ply rating), pressure 3-0 bars (43-5 Ib/sq in). Tost Fuselage: Max width 1-228 m (4 ft 0'/2 in)

on 17 February 1983, and differs from the prototype in nosewheel, with Tost tyre size 260 x 85 (4 ply mm Height overall I-88 m (6 2 ft in)

having shorter span wings, with tip tanks, and more power- rating), pressure 2-5 bars (36-3 Ib/sq in). Cleveland Tailplane span 2-66 m (8 ft 8% in)
ful TRS 18-083 engines. Three more pre-production independent hydraulic disc brakes on mainwheels. Wheel track 1-81 m (5 ft Vi 1 1 in)

C22Js were then under construction. Certihcation under Steerable nosewheel, linked to rudder pedals. Safety Wheelbase 1-81 m (5 'A ft 1
1
in)

FAR Pt 23 (Utility and Acrobatic categories) was lock for up and down positions. Electrical warning sys- Areas:
expected by July 984, to be followed by production of an
1 tem. Wings, gross 7-65 m- (82-35 sq ft)

initial batch of 20 aircraft. Power Plant: Two Microturbo TRS 18-083 turbojet Ailerons (total) 0-718 m' (7-73 sq ft)

Plans have been made by Agusta (SIAI-Marchetti) to engines, each rated at 1-45 kN (326 lb st) for take-off Trailing-edge flaps (total) 0-824 m' (8-87 sq ft)

develop a C22R mini-stealth" version of the aircraft for and I -28 kN (288 lb st) max continuous, mounted side Airbrakes/spoilers (total) 0-572 m' (6-16 sq ft)

tactical intelligence gathering, reconnaissance and for- by side in fuselage aft of cockpits. Production version Fin 0-808 m^ (8-70 sq ft)

ward air control roles. The C22R, it is claimed, would have may alternatively be Htted with KHD T 317 turbojets. Rudder 0-225 m^ (2-42 sq ft)

extremely low infra-red and electromagnetic signatures, Integral fuel tank in each wing leading-edge, combined Tailplane 1-40 m- (1507 sq ft)

and be less susceptible to ECM

than an RPV. The piloted capacity 290 litres (64 Imp gallons), and two 70 litre Elevator 0-338 m' (3-64 sq ft)

C22R could be launched (with rocket motorboost) from a (15-5 Imp gallon) wingtip tanks. Total fuel capacity 430 Weights and Loading:
mobile platform, and recovered by an arrester system. litres (95 Imp gallons). Fuel system incorporates fusel- Weight empty 738 kg (1,627 lb)

The following description applies to the pre-production age collector tank which permits inverted flight. Refuel- Max fuel load 360 kg (794 lb)

C22J: ling point at each wingtip. Provision for two 112 litre Max T-O and landing weight 1,255 kg (2,767 lb)

Type: Two-seat basic training aircraft. (24-5 Imp gallon) underwing drop tanks. Oil capacity Max wing loading 164-0 kg/m- (33-59 Ib/sq ft)

Wings: Cantilever shoulder-wing monoplane. Constant 0-8 litres (1-4 Imp pints). Performance (at max T-O weight):
chord wings, of Wortmann FX-67K-170 section. Af roMMODATiON: Seats for two persons side by
side under Max permissible diving speed
Dihedral 2°. Incidence 1°9'. Nosweepback. Single-spar jettisonable canopy which hinged at rear and opens
is 325 knots (602 km/h; 374 mph)
two panels and joined on centreline,
structure, built as upward. Seats are semi-supine. Dual controls on pro- Max operating speed
with aluminium alloy skin and extruded leading-edge. duction version. Single instrument panel and centre 300 knots (556 km/h; 345 mph)
Electrically actuated trailing-edge plain flaps can be set console, eliminating need for dual instruments and Max cruising speed at S/L
in any position throughout their full range of movement. avionics. Cockpit heated, ventilated and demisted. 260 knots (482 km/h; 299 mph)
Flaps operate in conjunction with aluminium alloy air- Systems: Hydraulic system for mainwheel brakes only. No Max design manoeuvring speed
brakes/spoilers, of which there is one in the upper sur- pneumatic system. Electrical system is 28V DC, incor- 234 knots (433 km/h; 269 mph)
face of each wing, forward of the flap. Airbrakes are porating two Microturbo l-5kW or l-2kW star- KHD Max diving speed with airbrakes fully deployed
opened manually, but move with the flaps to provide ter/generators and a 24V 18Ah lead-acid battery. 214 knots (396 km/h; 246 mph)
balanced control. Aerodynamically balanced ailerons Cockpit ventilation and demisting by heat exchangers Econ m (10,000 ft)
cruising speed at 3,050
operate differentially and are drooped to provide add- on jetpipes. Demand type low-pressure oxygen system, 175 knots (324 km/h; 202 mph)
itional flap area. All movable surfaces are of extruded capacity 8-5 litres (0-3 cu ft), for each occupant. Max speed for landing gear extension
aluminium alloy, and are operated by push/pull rods. No AvioNK s AND Equipment: Avionics bay in top of fuselage, 157 knots (290 km/h; 180 mph)
tabs. aft of cockpits. Collins Microline radio. Pro Line flight Stalling speed, flaps down, power off
Fuselage: Tadpole shaped structure, designed as a lam- director, navigation, landing and anti-collision lights, 74 knots (137 km/h; 85 mph) EAS
inar lifting body. Primary load-bearing keel and wing standard. Max rate of climb at S/L 600 m ,970 ft)/min
( 1

spar pickup cross-structure is of light alloy, inside Armament: Provision for two standard NATO underwing Rate of climb at S/L, one engine out
moulded glassfibre shell. NACA type flush engine air pylons, for a wide range of stores (max external load 250 177 m (580 ft)/min
1 52 ITALY: AIRCRAFT — AGUSTA (CAPRONI) / GENERAL AVIA
Time to climb to 5,000 m
(16,400 ft) 10 min T-O to 15 m (50 ft) at 1,500 m (4,920 ft), ISA, zero
Service ceiling 7,620 m (25,000 ft) wind 1,000 m (3,280 ft)
Service ceiling, one engine out 5,500 m (18,045 ft) Max range with wingtip tanks
T-O run at S/L, ISA, zero wind 650 m (2,133 ft) 700 nm (1.296 km; 805 miles)
T-O to 15 m (50 ft), conditions as above Max endurance 3 h
880 m (2,887 ft) g limits + 70/-3-5

BREDANARDI Dott Raffaello Teti

BREDANARDI COSTRUZIONI At Monteprandone (AP) BredaNardi continues to pro-
AERONAUTICHE SpA duce, under licence from Hughes Helicopters of the USA.
Monteprandone (AP), Casella Postale 108, 63039 San the NH-300C, NH-500D and NH-500MD light helicop-
Benedetto del Tronto (Ascoli Piceno) ters. Descriptions of the Model 500 series can be found
under the HHI heading in the US section of this edition,
Telephone: (0735) 67421 (5 lines)
and of the Model 300C under the Schweizer heading.
Telex: 560165 BRENAR I
Sales continue for agricultural work (mainly of the
President: Rag Felice Cimini NH-300C) and training. A decision was awaited in early
Vice-Presidents: 1984 on the purchase of 20 helicopters, for training, by the
Cav del lavoro Conte Corrado Agusta Greek Armv. NH-500D (Hughes Model 500D) built by BredaNardi

GENERAL AVIA
GENERAL AVIA COSTRUZIONI
AERONAUTICHE SRL
Via Trieste 22-24. 20096 Pioltello. Milan
Telephone: (02) 9266774
Technical Director: Dott Ing Stelio Frati
Secretary-Treasurer: Lamberto Frati
Technical: Renato Cairo
Public Relations: Carla Bielli
Dott Ing Stelio Frati is well known for the many success-
ful light which, as a freelance designer, he has
aircraft
developed since 1950. These have been built in prototype
and production series by several Italian manufacturers,
and have included the Procaer F15 Picchio and the F.250.
now manufactured by SIAI-Marchetti as the SF.260.
General Avia was established by Dott Ing Frati in early
1970, primarily to develop prototypes of his own design
for production by other companies. These have included
the F15F. a derivative of the Procaer F15E Picchio. and
the F.20 Pegaso. both of which were described in the
1981-82 Jane's. General Avia developed and built the
prototype of the Canguro transport aircraft described
under the Agusta (SIAI-Marchetti) heading in this sec-
tion. In 1983 it developed for SIAl-Marchetti a retracta-
ble landing gear version of the Canguro, which was exhi- General Avia F.3500 Sparviero proposed twin-turbofan commuter transport (Piloi Press)

bited statically at the Paris Air Show that year. By the

Spring of 1984 this aircraft had begun flight evaluation,
Tail Unit: Cantilever all-metal structure with flush Dimensions, external:
and a second aircraft (c/n 004) with the same configuration
was almost complete.
riveted skin. Fixed incidence tailplane. Trim tabs in Wing span over tip tanks 10-34 m (33 ft 11 in

rudder and each elevator. Anti-icing optional. Wing chord: at root 1-65 m (5 ft 5 in
GENERAL AVIA F.20 TP CONDOR Landing Gear: Retractable tricycle type, with single at tip 1-50 m (4 ft 11 in
Developed from the F.20 Pegaso six-seat light business wheel on each unit. Nosewheel steerable 18° to left and Wing aspect ratio 6-67
twin (1981-82 Jane's), the Condor is a four-seat turbo- right. Electric actuation, with manual backup. Oleo- Length overall 8-925 m (29 ft 3 'A in
prop powered aircraft intended for such military applic- pneumatic shock absorbers. Mainwheels and tyres size Height overall 3-50 m (II ft 5% in
ations as weapon training, long-range maritime sur\'eil- 700-6. pressure 3-24 bars (47 Ib/sq in): nosewheel and Tailplane span 4-80 m (15 ft 9 in
lance, search and rescue, anti-armour, and ground attack. tyre size 600-6, pressure 1-86 bars (27 Ib/sq in). Cleve- Wheel track 3-50 m (11 ft 5% in
It can be equipped with two stores pylons under each wing, land brakes. Wheelbase 2-40 m (7 ft 10'/2 in
the outer one on each side being capable of carrying a 300 Power Plant: Two 298 kW (400 shp) Allison 25Q-B17B Propeller diameter 2-03 m (6 ft 8 in
litre(66 Imp gallon) auxiliary fuel tank. turboprop engines, each driving a Hartzell HC-B3TF- Min propeller ground clearance 0-18 m (7 in
The prototype (I-GEAC) flew for the rtrst time on 7 7A/T10173-2IR three-blade propeller with spinner. Distance between propeller centres
May 1983. and shortly afterwards was granted a special Total internal fuel capacity 600 litres (1 32 Imp gallons); 3-42 m (11 ft 2'/2 in
airworthiness certificate, enabling it to appear at the Paris provision for a further 600 litres (132 Imp gallons) to be Dimensions, internal:
Air Show later that month. carried in two underwing auxiliary tanks. Oil capacity Cabin: Max length 3-66 m (12 ft in

Type: Twin-turboprop general purpose military aircraft. 16 Imp gallons).

litres (3-5 Max width 1-17 m (3 ft 10 in
Wings: Cantilever low-wing monoplane. Wing section Accommodation: Normal seating for four persons, includ- Max height 1-13 m (3 8'/2ft in

NACA 652-415. Dihedral 5° from roots. Incidence 1° ing pilot, in two pairs under rearward sliding moulded Areas:
45'. All-metal single-spar structure in light alloy, with transparent canopy. Space for baggage in rear fuselage Wings, gross 16-02 mM 172-4 sq ft

flush riveted stressed skin. Differentially operated all- and rear of each engine nacelle. Cabin heated, venti- Ailerons (total) 1-42 m^ (15-28 sq ft

metal ailerons and electrically actuated double-slotted lated, and soundproofed with glass-wool insulation. Trailing-edge flaps (total) 1-59 mM17-13 sq ft

metal trailing-edge flaps. Anti-icing optional. Avionics and Eoiiipment: IFR instrumentation and dual Fin 1-24 mM13-35 sq ft

Fuselage: All-metal semi-monocoque structure, with controls standard; other installations to customer's Rudder, incl tab 0-79 m' (8-50 sq ft

flush riveted aluminium alloy skin. requirements. Tailplane 2-88 m^ (31 -00 sq ft

Elevators, incl tabs 2-28 m^ (24-54 sq ft

Weights and Loadings (A: without external stores: B

with external stores):
Weight empty, equipped: A 1.400 kg (3.086 lb

Max T-O and landing weight: A 2.400 kg (5.291 lb

B 2.700 kg (5,952 lb

Max wing loading: A 149-8 kg/m' (30-68 Ib/sq ft

B 168-5 kg/m- (34-51 Ib/sq ft

Max power loading: A 403 kg/kW (6-61 Ib/shp

B 4-53 kg/kW (7-44 Ib/shp
Performance (estimated at max T-O weight withou
external stores, except where indicated):
Never-exceed speed 280 knots (519 km/h; 322 mph
Max level speed at S/L 248 knots (460 km/h; 286 mph
Max cruising speed (75 ', power) at 3.050 m (10.000 ft)
234 knots (435 km/h; 270 mph
Econ cruising speed (60'"f power) at 3.050 m (10,000
ft) 210 knots (390 km/h; 242 mph
Stalling speed, flaps down
70 knots (130 km/h; 81 mph
Max rate of climb at S/L 900 m (2,950 ft)/min
Rate of climb at S/L, one engine out
300 m (985 ft)/min
Service ceiling 8,500 m (27,900 ft)
Prototype General Avia F.20 TP Condor (two Allison 250-B17B turboprop engines) Service ceiling, one engine out 3.600 m (1 1,800 ft)
 GENERAL AVIA / PARTENAVIA — AIRCRAFT: ITALY 1 53

T-O run: wheel. Accommodation in the pressurised fuselage is for a Max T-O weight 8,500 kg (18,740 lb)
without external stores 180 m (590 ft) flight crew of two plus up to 19 passengers and a galley Max wing loading 226-6 kg/m^ (46-43 Ib/sq ft)

with external stores 220 m (720 It) unit;max pressure differential is 0-32 bars (4-6 Ib/sq in). Max power loading 318-6 kg/kN (3-12 lb/lb st)

Landing run 260 m (853 ft) Power Plant: Two 13-34 kN (3,000 lb st) Pratt & Periorman( E (estimated at max T-O weight):
Combat radius with 900 kg ( 1 ,984 lb) ot external stores Whitney Canada JT15D-5 turbofan engines, in Max level speed at (lO.OOO ft)
3,050 m
216 nm (400 km; 248 miles) underwing pods. Fuel capacity 3,500 litres (770 Imp 350 knots (648 km/h; 402 niph)
Range: gallons). Max cruising speed at 4,575 m (15,000 ft)
without external stores Dimensions, external: 315 knots (583 km/h; 362 mph)
836 nm (1,550 km; 963 miles) Wing span 19-40 m (63 ft IVa in) Econ cruising speed at 6,100 m (20,000 ft)
with externa! stores Wing aspect ratio 10-04 280 knots (518 km/h; 322 mph)
1.673 nm (3,100 km; 1,926 miles) Length overall 15-20 m (49 ft lO'/i in) Stalling speed, flaps down
Height overall 5-60 m (18 ft 4V2 in) 70 knots (130 km/h; 81 mph)
GENERAL AVIA F.3500 SPARVIERO (HAWK) Tailplane span 6-40 m (21 ft in) Max rate of climb at S/L 762 m (2,500 ft)/min
Design of this twin-turbofan commuter transport began Dimensions, internal: Rate of climb at S/L, one engine out
in 1983; its general appearance is shown in the accom- Cabin: Length 6-60 m (2 1 ft 8 in) 228 m (750 ft)/min
panying three-view draw ing. Evaluation of potential mar- Max width 1-80 m (5 ft 10'4 in) Service ceiling 10,670 m (35,000 ft)
kets, and the possibility of a manufacturing partnership, Max height 1-80 m (5 ft lOVj in) Service ceiling, one engine out 5,485 m (18,000 ft)
were taking place in the Spring of 1984. Area: T-O run 390 m (1,280 ft)
The Sparviero is of conventional aluminium alloy con- Wings, gross 37-50 m- (403-65 sq ft) Landing run 365 m (1,198 ft)
struction, with flush riveted skin. The retractable landing Weights and Loadings (estimated): Range: max payload 430 nm (796 km; 495 miles)
gear is actuated hydraulically, and has a steerable nose- Weight empty, equipped 4,800 kg (10,582 lb) max fuel 970 nm (1,796 km; 1,116 miles)

PARTENAVIA
PARTENAVIA COSTRUZIONI AERONAUTICHE
SpA
Via Cava, CP 2179, 80026 Casoria (Naples)
Telephone: (081) 7596311 (PBX)
Telex: 720199 PARTNA 1

President: Prof Ing Luigi Pascale

Board of Directors:
Ing Giulio Ciampolini
Ing Beppe Sacchi
Ing Giovanni Sarzotti
Dott Franco Capanna
Ing Carlo Rosini
Gen Fulvio Ristori
Ermanno Raffetto
Ing
General Manager, and Executive Directgr, Aeritalia
General Aviation Group: Ing Carlo Rosini
Asst General Manager: Ing Nino Pascale
This company was founded in 1957 by Prof Ing Luigi
Pascale and his brother, Ing Nino Pascale, and has since
designed by Prof Ing Pascale.
built a series of light aircraft
It came under the control of Aeritalia, through the latter's
Partenavia P.66T Charlie Trainer two-seat basic training aircraft (Avco Lycoming 0-235 engine)
General Aviation Group, in July 1981. Two Stalling speed: flaps up 49 knots
(91 km/h; 57 mph)
blade constant-speed propeller. integral fuel tanks
Since 1974 Partenavia has occupied a 12,000 m-^ down 42 knots (78 km/h; 49 mph)
in wing roots, total usable capacity 136 litres (30 Imp flaps
(129,165 sq ft) facility on Capodichino Airport, Naples, gallons). Refuelling points above wings. Oil capacity 5 6 Max rate of climb at S/L 235 m (770 ft)/min
where it is concentrating on production of the P.68C and 4,1 15 m (13,500 ft)
Imp gallons).
litres (1-2 Service ceiling
P.68C-TC Victor twin-engined seven-seat light aircraft, Accommodation: Enclosed cabin seating pilot and one T-O run 250 m (820 ft)
its derivative the Observer, the new turboprop powered
passenger side by side. Two forward hinged doors, one T-O to 15 m (50 ft) 530 m (1,740 ft)
Spartacus, and the P.66T Charlie Trainer. Under Landing from 15 m (50 ft) 410 m (l,.f45 ft)
by each seat. Baggage space aft of seats. Dual controls,
development are a maritime patrol version of the Spar- heating, ventilation and soundproofing standard. Range, allowances for start, taxi, take-off, climb and
tacus, and the Pulsar, a pressurised version of the Spar-
AviONK s and Eouipment: Optional avicmics include King descent, 45 min reserves:
tacus with retractable landing gear.
KX 175. KY 195,KMA20, KN73,KN77,KR85,KN with 200 kg (441 lb) payload
65A, KT 76, KI 225, KI 266, KI 201C and KNl 520. 100 nm (185 km; 115 miles)
PARTENAVIA P.66C-160 CHARLIE with max fuel 420 nm (778 km; 483 miles)
No blind-flying instrumentation.
The Charlie two/four-seat basic training aircraft is an
Dimensions, external: PARTENAVIA VICTOR
improved version of the P.64B/P.66B Oscar series (see
Wing span 9-99 m (32 ft 9'M
1975-76 Jane's). The prototype P.66C, with a 112 kW The original P. 68, designed by Prof Ing Luigi Pascale in
Wing chord (constant) 1-36 m (4 ft 5 '/2
1968, was described in the 1975-76 Jane's. From it was
(150 hp) Avco Lycoming O-360-A1A engine, flew in
Wing aspect ratio 7
early January 1976. and was certificated in Spring 1976. developed the P.68B Victor twin-engined light transport,
Length overall 7-16 m (23 6 ft
which entered production in Partenavia's factory at
The P.66C-160 Charlie was chosen by the Aero Club 6-40 m (21
Length of fuselage ft
d' Italia as standard basic trainer for aero clubs
the Naples Airport in the Spring of 1974.
Height overall 2-77 m (9 ft 1
throughout and 108 were built. A description and
Italy, Details of the P.68B, P.68C-R, P. 68 floatplane/amph-
Tailplane span 310 m (10 ft 2
illustration can be found in the 1983-84 Jane's. ibian and P.68R can be found in the 1980-81 and earlier
Wheel track 210 m (6 IOV2 ft
The following versions are currently in
editions of Jane's.
Wheelbase 1-51 m (4 11 V2
PARTENAVIA P.66T CHARLIE TRAINER ft
production:
Propeller diameter 1-83 m (6 ft
This two-seat improved version of the P.66C- 60 Char- 1 P.68C. Improved version of P.68B, with lengthened
Propeller ground clearance 0-34 m (1 I'/2 ft
lie made its first flight in the Spring of 1 983 It incorporates nose, increased fuel capacity, and several internal changes.
0-96 m (3
.

Doors (each): Height 2 ft

newly designed wingtips, and is powered by an 84 kW (113 0-62 m (2
Detailed description applies primarily to this version,
Width OV2 ft
hp) Avco Lycoming 0-235 flat-four engine. No further which superseded the P.68B (1979-80 Jane's) in late
Height to sill 0-69 m (2 ft 3
examples had been ordered or built by early 1984. 1979.
Dimensions, internal:
Type: Two-seat light monoplane. P.68C-TC. Similar to P.68C, but with 156-5 kW (210
Cabin: Max length 2-20 m (7 ft IVi. in
Wings: Braced high-wing monoplane with single stream- hp) Avco Lycoming TO-360-C1A6D turbocharged
Max width 0-90 m (2 ft 1 1 V2 in
line section bracing strut each side. Wing section NACA engines initially. Current (1984) aircraft have TlO-360-
Max height 1-30 m (4 ft 3 in
63A.-515. Dihedral 1°30'. Incidence at root l°40'.No
2-0 m- (21-53 sq ft
A1C6D engines with fuel injection. Certificated in June
Floor area
sweepback. Stressed skin two-spar torsion box structure 1980. In production; 21 delivered by beginning of 1984.
Volume 2-5 m' (88-29 cu ft
of aluminium alloy, with one-piece GRP moulded P.68 Observer. Special observation version; described
Baggage space, aft of seats 0-3 m' (10-59 cu ft
leading-edges. Ailerons and electrically operated slot- separately.
ted trailing-edge flaps of similar construction to wings.
Areas: By 1 984 Partenavia had delivered 300
the beginning of
Wings, gross 13-40 m' (144-2 sq ft
No tabs. aircraft of theP.68 series, most of them for export to
Ailerons (total) 0-90 m^ (9-69 sq ft
Fuselage: Forward portion, to rear of cabin, has a welded operators in more than 20 countries. Production was con-
steel tube basic structure to which are attached light
Trailing-edge flaps (total) 1-00 m^ (10-76 sq ft
tinuing in 1984 at the rate of approx 50 a year (all ver-
Fin 0-70 m^ (7-53 sq ft
alloy skin panels. Rear fuselage is of conventional light sions).
alloy stressed skin construction.
Rudder 0-50 m^ (5-38 sq ft
Type: Six/seven-seat light transport and trainer.
Tailplane, incl tab 2-10 m' (22-60 sq ft
Tail Unit: Cantilever stressed skin metal torsion box Wings: Cantilever high-wing monoplane. Wing section
structure with sweptback vertical surfaces. All-moving
Weights and Loadings: NACA 63,-515. Dihedral 1°. Incidence 1° 30'. No
tailplane in two symmetrical halves joined by steel
Weight empty 580 kg (1,278 lb
sweepback. Stressed skin two-spar torsion box structure
Geared trim tab.
cross-tube. Max T-O and landing weight 820 kg (1,808 lb
of aluminium alloy. All-metal ailerons and electrically
Landing Gear: Non-retractable tricy^.e type, with steer-
Max wing loading 61-2 kg/m- (12-53 Ib/sq ft
operated single-slotted trailing-edge flaps. Hoerner
Max power loading 7-26 kg/kW (16-0 Ib/hp
able nosewheel. main legs.
Cantilever spring steel GRP wingtips. No tabs.
Oleo-pneumatic nosewheel shock absorber. Van Sickle Performance (at max T-O weight, ISA): Fuselage: Conventional all-metal semi-monocoque
wheels (size 40-77B nose, 40-86B main) and McCreary Never-exceed speed structure of frames and longerons, with four main long-
tyres (size 5-00-5 five-ply on nosewheel, 6-00-6 six-ply 167 knots (309 km/h; 192 mph) IAS erons and stressed skin covering. Fuselage/wing inter-
on main units). Cleveland type 30-18 hydraulic disc Max level and max cruising speed at S/L section mainly of GRP.
brakes. 120 knots (222 km/h; 138 mph) Tail Unit: Cantilever stressed skin metal structure. All-
Power Plant: One 84 kW (113 hp) Avco Lycoming Econ cruising speed at 2,135 m (7,000 ft) moving tailplane, in two symmetrical halves joined by
0-235-N2A flat-four engine, driving a Sensenich two- 105 knots (194 km/h; 121 mph) steel cross-tube and of constant chord except for
154 ITALY: AIRCRAFT — PARTENAVIA
floor panel for photogrammetric camera, including
periscope sight hatch, second airspeed indicator, second
gyro horizon, chronometer, second altimeter, pilot's
and co-pilot's vertically adjustable seats, alcohol
windscreen de-icing, heated stall warning indicator, all-
leather interior, forced ventilation blower, ice light and
second oil cooler.
Dimensions, external:
Wing span 1200 m (39 ft 4V2 in)
Wing chord (constant) 1-55 m (5 ft 1 in)
Wing aspect ratio 7-742
Length overafl 9-55 m (31 ft 4 in)
Height overall 3-40 m (1 1 ft 1% in)
Tailplane span 3-90 m (12 ft 9V2 in)
Wheel track 2-40 m (7 ft IOV2 in)
Wheelbase 3-50 m (1 1 ft 5% in)
Propeller diameter 1 -88m (6 ft 2 in)
Distance between propeller centres4T0 m (13 ft 5 '/2 in)
Baggage door, stbd: Height 0-80 m (2 ft 7'/2 in)
Width 0-80 m (2 ft 7V2 in)

Dimensions, internal:
Cabin: Length 3-58 m (11 ft 9 in)
Max width 1-16 m (3 ft 9'/2 in)
Max height 1 -20 m (3 ft 1 1 'A in)
Baggage space 0-56 m' (20 cu ft)

Areas:
Wings, gross 18-60 m' (200-2 sq ft)

Ailerons (total) 1-79 m^ (19-27 sq ft)

Partenavia P.68C Victor, with additional side view (centre) of P.68C-TC (Pilot Press) Trailing-edge flaps (total) 2-37 m^ (25-51 sq ft)

Fin 1-59 m^ (17-11 sq ft)

increase at leading-edge roots. Balance tab in tailplane stretchers or other loads can be carried when all pas-
Rudder, incl tab 0-44 m' (4-74 sq ft)
trailing-edge, over80 per cent of span. Sweptback tin senger seats are removed. Dual controls, cabin heating, Tailplane, incl tab 4-41 m' (47-47 sq ft)
and rudder, with small dorsal tin. Trim tab in rudder. ventilation and soundproofing standard.
Landing Gear: Non-retractable tricycle type, with steer- Systems: Electrical power supplied by two 24 V 70A alter- Weights and Loadings:
able nosewheel. Cantilever spring steel main legs. nators and a 24V 17Ah battery. No hydraulic system.
Weight empty: C 1.230 kg (2,711 lb)
Oleo-pneumatic shock-absorber on nosewheel. Cleve- Goodrich pneumatic de-icing system optional. C-TC 1,300 kg (2.866 lb)
land mainwheels, type 40-96, with Pirelli eight-ply tyres Avionics and Eouipment (P.68C): Wide range of Collins Max T-O weight: C, C-TC 1,990 kg (4,387 lb)
size 600-6. Goodyear six-ply nosewheel tyre, size Micro Line or King Silver Crown avionics, and Edo- Max landing weight: C, C-TC 1,890 kg (4,166 lb)
500-5. Cleveland type 30-61 hydraulic disc brakes. Aire Mitchell Century 111 autopilot, to customer's Max wing loading: C, C-TC 107 kg/m' (21-9 Ib/sq ft)
Parking brake. Streamline wheel fairings standard. requirements. Provision for SunAir ASB 00 HF radio.
1
Max power loading: C 6-68 kg/kW (10-97 Ib/hp)
Power Plant (P.68C); Two 149 kW (200 hp) Avco Standard equipment includes airspeed indicator, gyro C-TC 6-36 kg/kW (10-45 Ib/hp)

Lycoming 1O-360-A 1 B6 flat-four engines, each driving horizon, directional gyro, two cylinder head temper- Performance (at max T-O weight):
a Hartzell HC-C2YK-2C/C-7666A-4 two-blade ature gauges, clock, exhaust gas temperature indicator, Max level speed:
constant-speed tully-feathering propeller with spinner. outside air temperature gauge, rate of climb indicator, C at S/L 174 knots (322 km/h; 200 mph)
Integral fuel tank in each wing, total capacity 538 litres sensitive altimeter, electrical turn rate indicator, inertia C-TC at 5,335 m (17,500 ft)
(1 18 Imp gallons), of which 520 litres ( 14 Imp gallons)
1 reel shoulder harness for pilot and co-pilot, stall warn- 195 knots (361 km/h; 224 mph)
are usable. Refuelling point above each wing. Oil capac- ing system, four upholstered seats with back pockets, Max cruising speed (75 '^f power):
ity 15 litres (3 3 Imp gallons). and one bench seat with folding back (with safety belts C at 2,290 m (7,500 ft)
Arc OMMODATiON; Seating for seven persons in cabin, on all seats), cabin hre extinguisher, six individual fresh 166 knots (307 km/h; 191 mph)
including pilot, two rows of two seats and a rear bench
in air outlets and six floor warm air vents, windscreen C-TC at 6,100 m (20,000 ft)
seat for three persons. A 'club' seating arrangement is defrosters, cabin soundprooHng. annunciator panel 183 knots (339 km/h; 21 1 mph)
available optionally, having the two middle seats facing warning lights, two map lights, individual reading lights, C-TC at 3,660 m (12,000 ft)
rearward with a folding table between them and the individual instrument panel floodlights with rheostat, 172 knots (318 km/h; 198 mph)
bench seat. Front seats are of the adjustable sliding type. anti-collision strobe lighl. two landing/taxying lights, Cruising speed (65 'r power):
Access to all seats via large forward opening car type navigation lights, anti-static kit. external power recep- C at 3,350 m (11,000 ft)
door on port side at front of cabin. Up to 181 kg (400 lb) tacle, oil coolers with thermostatic control, quick drain 161 knots (298 km/h; 185 mph)
of baggage can be carried in compartment aft of rear fuel and oil and towbar. Optional equipment
valves, C-TC at 3,050 m (10.000 ft)
bench seat. Access to baggage compartment trom inside includes Janitrol 45.000 BTU combustion heater, wing 158 knots (293 km/h; 182 mph)
cabin, or via large forward hinged door on starboard and tail pneumatic de-icing system, electrothermal Cruising speed (55 'r power):
side at rear, which serves also as emergency exit. Two propeller de-icing system. 0-46 x 0-58 m 18 x 23 in)( C at 3,660 m (12.000 ft)
150 knots (278 km/h; 173 mph)
C-TC at 3,050 m (10,000 ft)
147 knots (272 km/h; 169 mph)
Stalling speed, flaps up:
C. C-TC 65 knots (120 km/h; 75 mph)
Stalling speed, flapsdown:
C. C-TC 58 knots (106 km/h; 66 mph)
Max rate of climb at S/L: C 457 m (1,500 ft)/min
C-TC 472 m (1.550 ft )/min
Rate of climb at S/L, one engine out:
C 82 m (270 ft)/min
C-TC 88 m (290 ft)/min
Service ceiling: C 5.850 m (19,200 ft)

C-TC 7,620 m (25,000 ft)

Service ceiling, one engine

^
out:
C 2,100 m (6,900 ft)

C-TC 4,420 m (14,500 ft)

T-O run: C, C-TC 230 m (755 ft)

T-O to 15 m (50 ft): C 396 m (1,300 ft)

C-TC 385 m (1.263 ft)

Landing from 15 m (50 ft):

C, C-TC 488 m (1.600 ft)

Landing run: C. C-TC 215 m (705 ft)

Accelerate/stop distance: C 473 m (1.550 ft)

C-TC 510 m (1.673 ft)

Optimum cruising range (C). 45 min reserves:

75 'r power at 2,290 m (7,500 ft)
1,050 nm (1.945 km; 1,209 miles)
65'V power at 3,350 m (1 1,000 ft)
1.140 nm (2.112 km; 1.312 miles)
55'< power 3,660 m (12.000 ft)
at
1.210 nm (2.242 km; 1.393 miles)
Optimum cruising range (C-TC) at 3.660 m (12,000 ft),
45 min reserves:
75'r power 775 nm (1,436 km; 892 miles)
65% power 940 nm (1,742 km; 1,082 miles)
55% power 1,020 nm (1,890 km; 1,175 miles)
Range with max fuel (C-TC):
65% power at 6,400 m (21,000 ft)

Partenavia P.68C-TC Victor six/seven-seat light aircraft 1,100 nm (2,037 km; 1,266 miles)
 PARTENAVIA — lARCRAFT: ITALY 155

PARTENAVIA P.68 OBSERVER

Dfxeloped originjilly in collaboration with Sportavia-
Ptitzer, the Observer has a forward and downward view
for the crew equal to that of a helicopter. The Plexiglas
nose, cockpit and associated structure were designed by
Sportavia-Piitzer; the prototype (D-GERD) was con-
structed at that company's Dahlemer-Binz factory, and
first flew on 20 February 1976.

With Its good low-speed handling characteristics, the

Obser\er is considered to be capable of performing many
roles allocated normally to helicopters. It is intended par-
ticularly for patroland observation operations.
The first Partenavia built Observer was flown in the
Spring of 1980, and certihcation was obtained in June of
that year. Improvements have since been made to the
flight deck and instrument panel. By the beginning of 984 1

eight Observers had been delivered, to customers in Afri-

ca, Australia, Western Europe, and North and South
America. The Observer was then being evaluated by a
number of potential customers in several countries for
such specific duties as anti-pollution patrol, trafhc surveil-
lance and fish shoal location. Observer production repres- Partenavia P.68 Observer equipped with Electronique Aerospatiale ATAL television surveillance system
20 per cent of the P.68 assembly line output.
ents nearly (Wdlliiiiii); Wagner I

Dimensions, external: As P.68C except: mainwheel tyres In the event of primary electrical failure, power is sup-
ply), pressure 1-93 bars (28 Ib/sq in);
Length overall 9-3.S m (30 ft 8 in)
size6-50-8 (8 ply), pressure 1-72 bars (25 Ib/sq in). plied by a 24V 29Ah lead-acid battery (self-sufficient
Wheelbase 3-80 m (12 ft 5'/2 in| for engine starting), and an inverter for 15/26V AC
Cleveland 30-139 brakes. 1

Weights and Loadings: Power Plant: Two Allison 250-8 7C turboprop engines,
1 power. Electric de-icing of engine air intakes standard;
Weight empty 1,280 kg (2,822 lb)
each flat rated at 244-5 kW (328 shp) for T-O and de-icing of propellers, pitt)t and stall detector, pneu-
Max T-O weight 1,960 kg (4,321 lb)
max continuous operation. Hartzell HC-B3TF- matic boot de-icing of outer wing leading-edges, and
Max wing loading 105-3 kg/m^ (21-58 Ib/sq ft)
7A/T10173B-2IR three-blade constant-speed fully- oxygen system, are optional. No hydraulic or pneumatic
Max power loading 6-58 kg/kW (10-80 Ib/hp) system.
feathering reversible-pitch metal propellers with spin-
Performance (at max T-O weight): AvioNK s: Collins Microline or King Silver Crown, to cus-
ners. Fuel in two 380 litre (83-6 Imp gallon) tanks in
Max level speed at S/L 174 knots (322 km/h;200mph) wings and a 40 litre 8-8 Imp gallon) tank in each engine tomer's requirements. Typical installations include HF
Cruising speed: 840 (185 Imp gallons). com, DME, weather radar (Sperry or Bendix),
nacelle. Total capacity litres
75ff power 2,285 m (7,500 ft)
at autopilot, and Narco ELT.
Two 100 litre (22 Imp gallon) underwing tanks option-
165 knots (306 km/h; 190 mph) 1-4 Armament and Operational Eul^ipment (military ver-
al. Refuelling point at each wingtip. Oil capacity 1

65'f power at 3,350 m (1 1,000 ft) Two underwing hardpoints, each of 182 kg (400
litres (2-5 imp gallons) per engine. sion):
160 knots (296 km/h; 184 mph) lb) capacity, with standard NATO MA-4A racks. Typ-
Accommodation: Seating for eight or nine persons,
55'f power at 3,660 m (12,000 ft) ical loads may include two SUU-llB/A 7-62 mm
including pilot. Forward opening doors on starboard
149 knots (276 km/h; 171 mph) Minigun pods, lour LAU-32B/A rocket launchers (each
deck (crew ), on port side at centre of cabin
side of flight
Stalling speed, flaps up 64 knots (118 km/h; 74 mph) containing seven rockets), two 400 lb bombs, flare dis-
(passengers), and at rear of cabin on starboard side
Stalling speed, flaps down pensers, air-to-surface missiles, supply containers, or
(passengers and emergency exit). Dual controls, cabin
56 knots (101 km/h; 64 mph)
heating, ventilation and soundproofing standard. Air- auxiliary fuel tanks.
Max rate of climb at S/L 488 m (1,600 ft)/min Dimensions, external:
conditioning optional.
Rate of climb at S/L, one engine out m
Systems: Primary electrical power supplied by two 150A Wing span 12-00 (39 ft 4'/2 in)
98 m (320 ft)/min m
28 V DC starter/generators and two voltage regulators. Wing chord, constant I 55 (5 ft 1 in)
Service ceiling 6,100 m (20,000 ft)
Service ceiling, one engine out 2,375 m (7,800 ft)
T-O run 229 m (750 ft)
T-O to 15 m (50 ft) 387 m (1,270 ft)
Landing from 15 m (50 ft) 479 m (1,570 ft)
Landing run 210 m (690 ft)
Accelerate/stop distance 473 m (1,550 ft)
Optimum cruising range, 45 min reserves:
15' c power at 2,285 m (7,500 ft)
1,060 nm (1,964 km; 1,220 miles)
65 ff power at 3,350 m (1 1,000 ft)
1,140 nm (2,1 12 km; 1,312 miles)
55 f, power at 3,660 m (12,000 ft)
1,200 nm (2,224 km; 1,382 miles)

PARTENAVIA SPARTACUS SERIES 300

This eight/nme-seat turboprop derivative of the Victor,
known originally as the P.68 Turbo, is the hrst aircraft to
be developed by Partenavia in a joint programme with
Aeritalia. A (1-PAIT, known then as
six-seat prototype
the AP 68TP) flew for the hrst time on September 1 1

1978. Certihcation of this aircraft, which had a retractable

landing gear, was obtained on 8 June 1981. The second
aircraft (I-RAIP), with eight/nine seats and non-
retractable gear, was designated AP 68TP Series 100; it
made its initial on 20 November 1981 and was
flight
Partenavia Spartacus Series 300 (two Allison 250-B17C turboprop engines)
certihcated on 12 July 1982. Both of these aircraft, which
had all-moving tailplanes, were lost during flight testing,
and were superseded by the Series 300 Spartacus, with
fixed tailplane and separate elevators, of which two exam-
ples had been completed by the Spring of 983. The hrst of1

these (1-RAIK) made its initial flight on I April 1983.

Italian RAl certihcation was obtained in the following
December, and production was at the rate of two per
month in early 1984. FAA certihcation was announced in
May 1984.
The Spartacus Series 300 is intended as a multi-role
aircraft with low operating costs. The spectrum of possible
missions includes air taxi, liaison, executive, cargo trans-
port, coastal patrol, aerial survey, ambulance, and train-
ing. Underwing hardpoints are available on request.
Type: Twin-turboprop general purpose transport.
Wings: As described for P.68C Victor. Trim tab in star-
board aileron. Goodrich pneumatic boot de-icing of
leading-edges optional.
Fuselage: Similar to P.68C, but slightly longer.
Tail Unit: Vertical incidence surfaces similar to P.68C,
but of increased chord. Fixed tailplane with separate
elevators; geared tab in port elevator. Pneumatic boot
de-icing of leading-edges.
Landing Gear: Non-retractable tricycle type, with single
wheel on each unit. Oleo-dynamic shock absorption on
nose unit, leaf springs on main gear, both of Partenavia
manufacture. Cleveland wheels, sizes 40-77B (nose)
and 40-163EA (main). Nosewheel tyre size 500-5 (6 Partenavia Spartacus Series 300 twin-turboprop general purpose transport (Hiloi I'rcss)
1 56 ITALY: AIRCRAFT — PARTENAVIA / PIAGGIO
Wing aspect ratio 7-742 Max rate of climb at S/L 627 m (2.057 ft)/min Dimensions, external: As for Spartacus. except:
Length overall 9-90 m (32 ft 5% in) Rate of climb at S/L. one engine out 158 m (520 ft)/min Wing span over tip tanks 12-30 m (40 ft 4V4 in)
Length of fuselage 8-71 m (28 ft 7 in) Service ceiling 7.620 m (25.000 ft) Length overall 10-70 m (35 ft 1 'A in)
Fuselage: Max width 1-20 m (3 11 ft 1/4 in) Service ceiling, one engine out 4.575 m (15,000 ft) Length of fuselage 9-30 m (30 ft 6 in)
Height overall 3-65 m (11 ft 11% in) T-O run 232 m (760 ft) Fuselage;
Tailplane span 401 m (13 ft 2 in) T-O to 15 m (50 ft) 387 m (1,270 ft) Max width (over mainwheel fairings) 1 -45 m (4 ft 9 in)
Wheel track 2-40 m (7 ft IOV2 in) Landing from 15 m (50 ft) 436 m (1,430 ft) Height overall 3-54 m (11 ft 71/4 in)
Wheelbase 3-80 m (12 ft 5V2 in) Landing run 241 m (790 ft) Wheel track 2-30 m (7 ft 6V2 in)
Propeller diameter 203 m (6 8 ft in) Range at 180 knots (333 km/h; 207 mph) at 3,660 m Wheelbase 3-30 m (10 ft 10 in)
Propeller ground clearance 0-74 m (2 ft 5 in) (12,000 ft), allowances for start, taxi, take-off, des- Propeller ground clearance 0-70 m (2 ft 3 ¥2 in)
Distance between propeller centres cent, and 45 min reserves at long-range power: Distance between propeller centres
403 m (13 ft 2% in) with max payload 340 nm (630 km; 391 miles) 4-10 m (13 ft 5V2 in)
Passenger door (port): Height 103 m (3 ft 4V2 in) with max fuel 870 nm (1,612 km; 1,002 miles) Passenger door (port): Height 1-10 m (3 ft 7*74 in)
Width 0-80 m (2 ft 7V2 in)
PARTENAVIA SPARTACUS Width 0-70 m (2 ft 3 '/2 in)
Height to sill 0-65 m (2 ft 1 'h in)
(MARITIME PATROL VERSION) Height to sill 0-80 m (2 ft 7 y2 in)
Passenger/emergency door (stbd): Dimensions, internal:
0-95 m (3 A maritime patrol version of the Spartacus with
Height ft 1 V2 in) Cabin, excl flight deck and baggage compartment;
retractable landing gear (LRAIZ, c/n 6) made its first
Width 0-90 m (2 ft IIV2 in)
flight in early July 1984.
Length 2-90 m (9 ft 6 in)
Height to sill 0-65 m (2
ft 1 Vi in) Max width 1 -25 m (4 ft 1 'A in)
Dimensions, internal: PARTENAVIA PULSAR Max height 1-28 m (4 ft 2 V2 in)
Cabin: The Pulsar is a pressurised, retractable landing gear Floor area 4-50 m^ (48-44 sq ft)
Length, excl flight deck and baggage compartment version of the Spartacus developed for the executive mar- Volume 5-00 m' (176-57 cu ft)
2-95 m (9 ft 8 in) ket. Design began in March 1983, but prototype construc- Baggage compartment volume 0-48 m' (16-95 cu ft)

Max width 1 12 m (3 ft 8 in) tion had not begun by February 1984. It is reported that Areas; As for Spartacus, except:
Max height 1 -20 m (3 ft 1 1 'A in) first flight is planned for 1986. Wings, gross 19-10 mM205-6 sq ft)

Floor area 3-30 m^ (35-52 sq ft) Airframe: As for Spartacus except for lengthened fusel- Weights and Loadings (estimated);
Volume 4-00 m' (141-26 cu ft) age, pressurised flight deck/cabin, and addition of wing- Basic operating weight empty 1,770 kg (3.902 lb)
Baggage compartment volume 0-55 m' (19-42 cu ft) tip fuel tanks. Flettner tab on rudder. Max fuel load 875 kg (1,929 lb)
Areas: Landing Gear: Hydraulically retractable tricycle type Max payload 710 kg (1,565 lb)
Wings, gross 18-60 mM200-2 sq ft) (main units inward, nose unit forward), with Partenavia Max T-O weight 3,000 kg (6,613 lb)
Ailerons (total) 1-76 m^ (18-94 sq ft) oleo-pneumatic shock absorbers. Cleveland wheels on Max ramp weight 3,025 kg (6,669 lb)
Trailing-edge flaps (total) 2-42 m' (26-05 sq ft) all units; McCreary tyres, sizes 504-2 x 175-3 x 203-2 Max zero-fuel weight 2,404 kg (5,300 lb)
Fin 2-90 mM31-22 sq ft) mm (main) and 444-5 x 160-0 x 152-4 mm (nose). Tyre Max landing weight 2,850 kg (6,283 lb)
Rudder, incl tab 1-64 mM17-65 sq ft) pressures 4-62 bars (67 Ib/sq in) on mainwheels, 1-45 Max wing loading 157 kg/m- (32-16 Ib/sq ft)
Tailplane 3-76 m^ (40-47 sq ft) bars (21 Ib/sq in) on nosewheel. Cleveland 30-66 Max power loading 4-79 kg/kW (7-87 Ib/shp)
Elevators (total) 1-30 m= (13-99 sq ft) brakes. PERFORMANfE (estimated at max T-O weight);
Weights and Loadings: Power Plant: As for Spartacus. but rated at 313 kW (420 Never-exceed speed
Weight empty, equipped 1,490 kg (3.285 lb) shp) per engine. Fuel in two 386 litre (85 Imp gallon) 200 knots (370 km/h; 230 mph) IAS
Max fuel load 640 kg (1.411 lb) tanks in wings, two 121 litre (26-6 Imp gallon) wingtip Max level and max cruising speed at 2.440 m (8,000
Max payload 834 kg (1,838 lb) tanks, and a 38 litre (8-4 Imp gallon) tank in each engine ft) 222 knots (411 km/h; 256 mph)
Max T-O weight 2,600 kg (5,732 lb) nacelle. Total fuel capacity 1,090 litres (240 Imp gal- Econ cruising speed at 6,100 m (20,000 ft)
Max ramp weight 2,625 kg (5.787 lb) lons). Oil capacity 8-5 litres (1-9 Imp gallons) per 205 knots (380 km/h; 236 mph)
Max landing weight 2,470 kg (5,445 lb) engine. Stalling speed; flaps up 84 knots (156 km/h; 97 mph)
Max zero-fuel weight 2,404 kg (5,300 lb) ArroMMODATiON: Pilot only on flight deck; six or seven flaps down 71 knots (132 km/h; 82 mph)
Max wing loading 139-8 kg/m' (28-6 Ib/sq ft) passengers. Passenger door on port side, aft of wing. Max rate of climb at S/L 610 m (2,000 ft)/min
Max
power loading 5-32 kg/kW (8-73 Ib/shp) Accommodation pressurised, heated and ventilated. Rate of climb at S/L, one engine out 149 m (490 ft)/min
PERFORMANrE (at max T-O weight): Systems: Fairchild pressurisation system (max differential Service ceilmg 8,230 m (27,000 ft)
Max operating speed 0-34 bars; 50 Ib/sq in). Single hydraulic system, for Service ceiling, one engine out 4,420 m (14,500 ft)
200 knots (370 km/h; 230 mph) IAS landing gear actuation. Otherwise as for Spartacus. T-O run 262 m (860 ft)
Max and max cruising speed at 3,050 m (10,000
level Avionics: Range of King avionics includes 24-00 KMA T-O to 15 m (50 ft) 439 m (1,440 ft)
ft) 210 knots (389 km/h; 242 mph) audio panel, dual KY 196-00 VHFcom, dual KN 53-00 Landing from 15 m (50 ft) 520 m (1,705 ft)
Econ cruising speed at 4.575 m (15,000 ft) VHF nav. KR 87-03 ADF, KCS 55-A integrated Range, allowances for start, taxi, take-off, climb,
172 knots (319 km/h; 198 mph) instrument panel, Kl 204-02 VOR/ILS indicator, KT descent, and 45 min reserves:
Stalling speed: flaps up 80 knots (149 km/h; 93 mph) 764-01 transponder and KN 72-00 receiver. No blind- with max payload 800 nm (1,482 km; 921 miles)
flaps down 66 knots (123 km/h; 76 mph) flying instrumentation. with max fuel 1,100 nm (2,038 km; 1,266 miles)

PIAGGIO
INDUSTRIE AERONAUTICHE E MECCANICHE
RINALDO PIAGGIO SpA
Via Cibrario 4, 16154 Genoa
Telephone: (010) 600831
Telex: 270695 AERPIA I

Branch Office; Via A, Gramsci 34, Rome

Works: Genoa and Finale Ligure
Chairman and Managing Director;
Dott Rinaldo Piaggio
Vice-President: Ing Umberto Barnato
Director General: Ing Enrico Graziani
Director of International Programmes:
Ing Bruno Mori
Director of Operations; Ing Roberto Vianson
Technical Director, Aircraft: Ing Alessandro Mazzoni
Marketing Director: Comm;iiaci G. B. Pizzinato
The original Piaggio company began the construction of
aeroplanes in its Genoa-Sestri plant in 1916, and later in
the Finale Ligure works. The present company was
formed on 29 February 1 964, and has since operated as an
independent concern. It employs about 1.500 people and
has a total covered works area (Genoa-Sestri and Finale- R. Piaggio P.166-DL3 MTR twin-turboprop aircrew trainer in the Insignia of Alitalia
Ligure) of approx 100,000 m- (1,076,390 sq ft). In add-
ition to building aircraft of its own design. Piaggio is Current version is the turboprop powered P.166-DL3, Type; Twin-turboprop light transport.
producing components for the Aeritalia G222, Panavia which flew for the first time on 3 July 1976, and received Wings; Shoulder gull-wing cantilever monoplane. NACA
Tornado, Boeing 767 and McDonnell Douglas DC-10. FA A and RAI certification in 1978. It can be configured 230 wing section. Dihedral 21° 30' on inner portion, 2°
The company is organised into two production Div- and equipped for a wide variety of duties, including exec- 30' on outer wings. Incidence 2° 43' at root. Sweepback
isions: the activities of the Aero-Engine Division are utive transport ( EXC) transport and dropping of up to ten
;
7° 30' at quarter-chord. Aluminium alloy flush riveted

described in the appropriate section of this edition. paratroops (PAR); air ambulance for two stretchers and torsion box structure, with single main spar and aux-
two medical attendants (AMB); multi-engine aircrew iliary rear spar. All-metal slotted ailerons, with geared
GATES/PIAGGIO GP-180
training (MTR); light tactical transport (LTT); arpied and trim tab in starboard aileron. All-metal hydraul-
Details of this twin-turboprop corporate transport can
military counter-insurgency, field support, and search and ically actuated slotted flaps. Rubber boot leading-edge
be found in the International part of this section.
rescue (AML); maritime reconnaissance (MAR); de-icing optional.
R. PIAGGIO P.166-DL3 environmental control and geophysical survey (ECS); Fuselage: Aluminium alloy flush riveted semi-
The 166 has been produced in several basic versions,
P. aerophotogrammetry (APH); and aerial firefighting monocoque structure of frames and L section extruded
of which the original piston engined P. 166 was described (AFF). Piaggio is currently building a batch of 16 P.166- stringers; no longerons.
in the 1963-64 Jane's\iUe P.166M, P.166B Portofino and DL3s, of which ten had been completed by February Tail Unit: Cantilever aluminium alloy structure, with
P.166Cmthe 1971 -72 ya«e'.v; the P.166Sm the 1974-75 1984: two for Alitalia, four for the Somali Air Force, and flush riveted smooth skin on fixed surfaces and beaded
Jane's\ and the P.166-DL2 in the 1978-79 Jane's. four for the Aeronautica Militare Italiana. skin on control surfaces. Rudder and elevators statically
 PIAGGIO / FUJI — AIRCRAFT: ITALY / JAPAN 1 57

and dynamically balanced. Geared and trim tabs in Systems: Hydraulic system, pressure 127 bars (1,840 Ib/sq Floor area 5-14 m^ (55-3 sq ft

elevators; trim tab in rudder Rubber boot leading-edge in), for landing gear, flap and brake actuation, nose- Volume 6-63 m' (234-1 cu ft

de-icing of tin and tailplane optional. wheel steering and lock, and (on APH version) actu- Utility compartment: Length 0-65 m (2 ft 1 V2 in

Landing Gear: Retractable tricycle type. Magnaghi ation of ventral doors. Handpump for emergency exten- Max width 1-52 m (5 ft in

oleo-pneumatic shock absorbers on all units. Hydraulic sion of landing gear. Standard electrical system is 28V Max height 1 -70 m (5 ft 7 in
actuation.Nosewheel retracts rearward, mam units DC, supplied by two engine driven starter/generators Volume 2-27 m' (80-2 cu ft

upward. Goodyear 24 x 7-7 mainwheels with size and a nickel-cadmium battery. External power recept- Baggage compartment volume 1-80 m' (63-6 cu ft

8-50-10 tyres, pressure 3-79 bars (55 Ib/sq in). acle. Static or rotary inverters, to supply AC power for
Areas:
Goodyear steerable and self-centering nosewheel with avionics and instruments, available optionally. Oxygen
Wings, gross 26-56 m- (285-9 sq ft
size 600-6 tyre, pressure 2-90 bars (42 Ib/sq in). system.
Ailerons (total) 1-95 m' (21-00 sq ft
Goodyear or Magnaghi hydraulic brakes.
Avionics: Standard avionics packages available to indi- Trailing-edge flaps (total) 2-38 m^ (25-60 sq ft
Power Plant: Two Avco Lycoming LTP 101-700 turbo-
vidual customer's requirements: minimum recom- Fin 1-62 m^ (17-44 sq ft
prop engines, each flat rated at 447-5 kW (600 shp) and mended package includes two VHF com, two VHF nav 1-23 m' (13-24
Rudder, incI tab sq ft
driving a Hartzell HC-B3TN-3DL/LT10282-9-5
(VOR/ILS), ADF, ATC transponder, compass system Tailplane 3-50 m^ (37-67 sq ft
three-blade constant-speed fully-feathering metal
and intercom. Optional avionics include radar, Elevators, incI tabs 1-29 m' (13-88 sq ft
pusher propeller. Fuel in two 212 litre (46-5 Impgallon)
autopilot, navigation system and synthesiser type HF
outer-wing main tanks, two 323 litre (71 Imp gallon) Weights and Loadings:
radio.
wingtip tanks, and a 1 18 litre (26 Imp gallon) fuselage Weight empty, equipped 2,650 kg (5,842 lb
collector tank; total standard internal fuel capacity Eouipment: According Ouickly
to mission configuration. Max fuel 1,139 kg (2,511 lb
1,188 litres (261 Imp gallons). Auxiliary fuel system interchangeable individual seats of various types, bench Max payload 1,073 kg (2,365 lb
available optionally, comprising a 236 litre (52 Imp seat, divan or stretchers for EXC, PAR, AMB, MTR Max T-O weight 4,300 kg (9,480 lb
gallon) fuselage tank, transfer pump and controls; with and LTT versions; strengthened floor in LTT. Four Max ramp weight 4,320 kg (9,524 lb
this installed, total usable fuel capacity is increased to underwing pylons standard on AML, for ordnance, Max zero-fuel weight 3,800 kg (8,377 lb
1,424 litres (3 13 Imp gallons). Gravity refuelling points supply containers and auxiliary fuel tanks. Four pylons Max landing weight 3,800 kg (8,377 lb
in each main tank and tip-tank. Provision for two 1 77 or and integrated search/detection/identification/plotting Max wing loading 162 kg/m- (33-2 Ib/sq ft
284 litre (39 or 62-5 Impgallon) underwing drop tanks. and reporting system on MAR. Magnetometer, multi- Max power loading 4-81 kg/kW (7-9 Ib/shp
Air intakes and propeller blades de-iced by engine scanner, multiple-head camera and associated equip-
exhaust. ment in ECS version. Two cameras, associated equip- Performance (at max TO weight except where indi-
Accommodation: Crew of two on raised flight deck, with ment, and ventral sliding door in APH, with option for cated):
dual controls. Aft of flight deck, accommodation con- four underwing pylons. Internal removable Never-exceed speed
sists of a passenger cabin, utility compartment and bag-
water/extinguisher container and rapid charge/dis- 220 knots (407 km/h; 253 mph) CAS
gage compartment. Access to flight deck is via pas- charge system for AFF. Max level and max cruising speed at 3,050 m (10,000
senger/cargo double door on port side, forward of wing, ft) 215 knots (400 km/h; 248 mph)
Dimensions, external:
or via individual crew door on each side of flight deck. Econ cruising speed at 3,660 m (12,000 ft)
External access to baggage compartment via port side
Wing span: without tip tanks 13-51 m (44 4 ft in)
162 knots (300 km/h; 186 mph)
door aft of wing. Passenger cabin extends from rear of
with tip tanks 14-69 m (48 2'/2 ft in)
Stalling speed:
flight deck to bulkhead at wing main spar; fitting of
Wing chord: at root 2-40 m (7 10'/2 ft in)
and landing gear up
flaps
at tip 1-15 m (3 9V4 ft m)
passenger carrying, cargo or other interiors is facilitated 86 knots (160 km/h; 99 mph) CAS
Wing aspect ratio 7-3
by two continuous rails on cabin floor, permitting con- flaps and landing gear down
siderable flexibility in standard or customised interior
Length overall 1 1 m (39
-88 ft in
75 knots (139 km/h; 87 mph) CAS
layouts. Standard seating for eight passengers, with
Height overall m (16
5-00 ft 5 in)
Max rate of climb at S/L 670 m (2,200 ft)/min
individual lighting, ventilation and oxygen controls.
Tailplane span m 16
5-10 ( ft 9 in)
Rate of climb at S/L, one engine out
Wheel track 2-66 m (8 ft 9 m)
Flight deck can be separated from passenger cabin by a 177 m (580 ft)/min
Wheelbase 4-71 m (15 5V2 in)
8,535 m (28,000 ft)
ft
screen. Door in bulkhead at rear of cabin provides Service ceiling
Propeller diameter 2-36 m (7 ft 9 in)
access to utility compartment, in which can be htted a Service ceiling, one engine out 4,270 m (14,000 ft)
Cabin door: Height -38 m (4
1 ft 6 in)
toilet, bar, or mission equipment for certain roles. T-O to 15 m (50 ft) 665 m (2,180 ft)
Width 1-28 m (4 ft 2 in)
Entire accommodation is heated, ventilated and sound- Landing from 15 m (50 ft) at max landing weight
proofed. Emergency exit forward of wing on starboard Dimensions, internal: 457 m (1,500 ft)
side. Windscreen hot-air demisting standard. Cabin, inci flight deck: Length 3-20 m (10 ft 6 in) Range, VFR:
Windscreen wipers, washers and methanol spray de- Max width 1-57 m (5 ft 2 in) with max payload 750 nm (1,390 km; 863 miles)
icing optional. Max height 1-76 m (5 ft 9 in) with max fuel 1.125 nm (2,084 km; 1,295 miles)

JAPAN
FUJI Utsunomiya Manufacturing Division Fuji is currently producing the Bell Model 204/205
FUJI HEAVY INDUSTRIES LTD (Fuji Jukogyo Yasumasa Honda (Division Manager, and Manager of series and AH- 1 S HueyCobra helicopters, as described in
Aircraft Plant) this entry. It is building wing main assemblies for the
KabushikI Kaisha)
Akitoshi Nagao (Manager, Aircraft Engineering Lockheed P-3C Orion maritime patrol aircraft being
Subaru Building, 7-2, 1-chome, Nishi-shinjuku,
Division) manufactured under licence in Japan for the JMSDF, and
Shinjuku-ku, Tokyo
main landing gear doors and some titanium airframe parts
Telephone: Tokyo (03) 347 2505 Fuji Heavy was established on 15 July
Industries Ltd
tor Japanese built McDonnell Douglas F-15J fighters del-
Telex: 232 2268 1953. It is Nakajima aircraft company,
a successor to the
which was established in 1914 and built 29,925 aircraft up
ivered to the JASDF. As a part of Japan's YX civil trans-
Chairman of the Board: Eiichi Ohara
port aircraft programme, Fuji is responsible, under sub-
President: Sadamichi Sasaki to the end of the second World War.
The present Utsunomiya Manufacturing Division (Air-
contract through the JADC (Japan Aircraft Development
Senior Executive Vice-President: Toshihiro Tajima
Corporation), for building wing/fuselage body fairings and
Utsunomiya Manlifacturing Division: 1-11, Yonan craft and Rolling Stock Plants) occupies a site of 531,541
main landing gear doors for the Boeing 767 jet transport.
1-chome, Utsunomiya, Tochigi 320 m- (5.721,455 sq ft) including a floor area of 186,137 m-
Telephone: (0286) 58 1111 (2,003,560 sq ft) and in 1984 employed approx 3.300 FUJI FA-200 AERO SUBARU
Utsunomiya Manufacturing Division Management: people. Production of the FA-200 began in March
1968, and
Aircraft Division Under from Cessna, Fuji produced 22 L-19E
licence 298 had been completed by February 1982, of which
1

Yoshio Akiyama (Managing Director) Bird Dog observation aircraft for the Japan Ground more than 1 70 were for export. No further examples had
Yasuo Kaneta (Director, and General Manager of Self-Defence Force. Under licence from Beech, it built been sold by Spring 1984, but the aircraft remains avail-
Aircraft Division) also the Beechcraft Mentor, and several modified versions able to order. A full description of all versions can be
Johei Manda (Manager, Planning & Administrative of the Mentor designated LM-1 Nikko, LM-2. KM, found in the 1979-80 Janes.
Staff Office, and General Manager, Commercial KM-2, KM-2B (JASDF T-3) and TL-1, as detailed in FUJI KM-2D
Marketing) previous editions of Jane's. The KM-2D, a turboprop
In early refitting a company owned
1984 Fuji was
Kenshi Miura (Manager, Aircraft Sales Dept) version of the KM-2B, was under development in 1984.
KM-2B 250-B17B turboprop in place of
with an Allison
the Avco Lycoming lGSO-480 piston engine. First flight
in KM-2D form was expected to take place in June 1984.
Sixty KM-2Bs
(1982-83 and earlier Jane's) are currently
in service with the JMSDF (designated T-3), and Fuji is

proposing that this fleet be re-engined with turboprops for

redelivery from 1987.

FUJI-BELL 204B/204B-2 and UH-1H

Japanese designation: HU-1H
Fuji is manufacturing Bell Model 204B and UH-IH
helicopters under sublicence from Mitsui and Co Ltd,
Bell's Japanese licensee. The first 204B covered by the
agreement arrived in Japan in kit form in May 1962 for
assembly. By March 1984 a total of 49 Fuji-Bell
204B/204B-2s had been produced for civilian operators.
Following the delivery of 90 HU-lBs (Japanese military
version of the 204B) to the Japan Ground Self-Defence
Force by early 1973, Fuji production continued with the
Fuji-Bell HU-1H medium helicopter of Japan's Ground Self-Defence Force UH-IH (military version of the Bell 205 and known in
1 58 JAPAN AIRCRAFT
:
— FUJI / KAWASAKI
Areas:
Main rotor disc 168-1 m' (1,809-.') sq ft)
Tail rotor disc 5-27 m- (56-75 sq ft)
Weights and Loadings:
Weight empty: 204B/B-2 2,177 kg (4,800 lb)
HU-IH 2,390 kg (5,270 lb)
Max T-O weight:
204B/B-2, internal load 3,855 kg (8,500 lb)
204B/B-2, external load 4.309 kg (9,500 lb)
HU-IH 4,309 kg (9,500 lb)
Max disc loading 25-6 kg/m- (5-25 Ib/sq ft)
Max power loading: 204B 5-25 kg/kW (8-64 Ib/shp)
204B-2, HU-IH 4-13 kg/kW (6-78 Ib/shp)
Performance (at max T-O weight)
Max level and cruising speed
110 knots (204 km/h; 127 mph
Max rate of climb at S/L:
204B 463 m (1,520 ft)/min
204B-2 588 m (1,930 ft)/min
HU-IH 488 m (1,600 ft)/min
Service ceiling: 204B 4,480 m (14,700 ft)
204B-2 5,790 m (19,000 ft)
HU-IH 3,840 m (12,600 ft)
Hovering ceiling IGE: 204B 2,985 m (9,800 ft)
204B-2 4,635 m (15.200 ft)
HU-IH 4.145 m (13.600 ft)
Hovering ceiling OGE: 04B 1,310 m (4,300 ft)
204B-2 3,200 m (10,500 ft)
Fuji built AH-1S HueyCobras of the JGSDF HU-IH 335 m (1.100 ft)
Range at S/L: 204B 206 nm (381 km; 237 miles)
Japan as the HU-IH), of wliich the hrst example Hew lor The following details apply to the standard Fuji-Bell
204B-2 207 nm (383 km; 238 miles)
the first lime on 17 July 1973. M5 had been ordered by 204B/204B-2/HU-1H:
March 1984. and a further tour had been approved in the
HU-IH 252 nm (467 km; 290 miles)

FY 1984 budget. Dimensions, external: FUJI-BELL AH-1S

The Fuji-Bell 204B is identical with that built by Bell Main rotor diameter 14-63 m (48 ft in In FY 982
1 was selected as prime contractor for a
Fuji
Helicopter Textron (see US section). It is powered by an Tail rotor diameter 259 m (8 ft 6 in licencemanufacturing programme for Bell AH-IS
820 kW (1,100 shp) Kawasaki built Avco Lycoming Length overall, tail rotor turning: HueyCobra anti-armour helicopters for the JGSDF;
T53-K-1 A turboshatt engine. The Fuji-Bell HU-1 H has
1 204B/B-2 m (44 7%
13 61 ft in Kawasaki is delivering the T53-K-703 engines for these
the same airframe and dynamic components as the Bell HU-IH m (44 10
1 3-67 ft in The hrst order, for 12 aircraft, was placed in FY
aircraft.
built UH-I H. but has a tractor tail rotor and is powered by Length of fuselage: 204B/B-2 12 31 m (40 4% ft in 1982. and deliveries of these are taking place in FY 1983
a 1.044 kW (1.400 shp) Kawasaki built Avco Lycoming HU-IH 12-37 m (40 7 ft in (six). 1984 (three) and 1985 (three). Five more aircraft
T53-K-13B engine. Height overall, tail rotor turning 4-42 m (14 6 ft in were approved in the FY 983 budget, and a further live in
1

InOctober 1973 Fuji developed a higher-powered Height to top of rotor head: FY f984. The JGSDF had previously purchased two Bell
204B-2 version of the 204B. Powered by a 1,044 kW 204B/B-2 3 77 m (12 ft 4Vj in built examples in 1977 and 1978 for operational evalu-
(1,400 shp) Kawasaki built Avco Lycoming KT.S313B HU-IH 3 98 m (13 ft 0% in ation.
turboshatt engine, it has the same basic airframe and Max width over landing skids: Current JGSDF plans are to purchase a total of 54
dynamic components as the 204B, but has a tractor tail 204B/B-2 2-64 m (8 ft 8 in AH-1 S. These will equip three anti-tank helicopter squad-
rotor. The hrst example of this version was delivered in HU-IH 2-60 m (8 ft 6 '72 in rons, with a surplus to provide attrition replacements and
earlv 1974, Tailplane span 2-84 m (9 ft 4 in aircraft for mechanic training.

KAWASAKI With effect from 1 April 1969, Kawasaki Aircraft Co Kawasaki is developing, as prime contractor, the Japan
KAWASAKI JUKOGYO KABUSHIKI KAISHA Ltd was amalgamated with the Kawasaki Dockyard Co Defence Agency's new XT-4 intermediate trainer to suc-
(Kawasaki Heavy Industries Ltd) Ltd and the Kawasaki Rolling Stock Mfg Co Ltd, to form ceed both the Lockheed T-33A (of which Kawasaki built
1-18 Nakamachi-Dori. 2-chome. Chuo-ku. Kobe Kawasaki Heavy Industries Ltd. The Aircraft Division of 210 under licence in 1956-59) and the Fuji T-1. The
the former Kawasaki Aircraft Co Ltd, which employs company has developed, jointly with MBB of West Ger-
Tokyo and Aircraft Groui' Oifk e: World Trade Center many, the BK 1 1 7 twin-engined multi-purpose helicopter
some 3,800 people, continues its activities as the Aircraft
Building. 4-1, Hamamatsu-cho 2-chome, Minato-ku,
Group of this company. Kawasaki has a 27-8''r holding in described in the International section.
Tokyo Nippi (which see). Kawasaki is prime contractor tor licence production of
Telephone: Tokyo (03) 435 2971
In addition to extensive overhaul work. Kawasaki has the Lockheed P-3C/Update II Orion. 75 of which are to be
Telex: 242-4371 KAWASAKI HEAVY TOKYO built many US aircraft under licence since 1955. including purchased by the JMSDF. Thirty-two of these have so far
Chairman: Zenji Umeda
48 Lockheed P2V-7 (P-2H) Neptune anti-submarine air- been ordered, with purchase of a further eight approved
President: Kenko Hasegawa
craft and 239 Bell Model 47 helicopters, plus another 21 1 for FY 1 984. The hrst three (US built) P-3Cs were handed
Executive Vk e-Presidents:
Model KH-4 helicopters developed from the Bell 47 by its over to the JMSDF in April 1981. The next four were
Yutaka Onishi
own design staff. From the Neptune it developed the P-2J assembled by Kawasaki from knocked-down assemblies;
Teruaki Yamada anti-submarine aircraft, of which it delivered one proto- the first of these made its initial flight on 17 March 1982,
Aircraft Group type and 82 production examples (see 1978-79 June's). and was delivered on 27 May to Fleet Squadron 51 at
Mana(,ing Director and Senior General Manager: Four P-2Js have since been converted to UP-2J conhgur- Atsugi Air Base. The remaining aircraft are being built
Masahiko Iwata ation with equipment for target towing. ECM and drone almost entirely in Japan. Kawasaki is responsible for build-
Director, Deputy Senior General Manager, and launch operations. It was planned to convert a hfth in FY ing the centre-fuselages, and for hnal assembly and flight
General Manager of Aircraft Sales Division: 1984. One P2V-7 was converted by Kawasaki, under testing. Participants in the programme include Fuji. Mit-
Yoshiji Hagura Japan Defence Agency contract, as an experimental subishi. Nippi and Shin Meiwa for the airframe, and IHl
Works: Gifu variable-stability aircraft (see 1981-82 Jane's). for the engines. Kawasaki is also a subcontractor for rear
fuselages, wings and tail units of the McDonnell Douglas
F-15J Eagles being licence built in Japan by Mitsubishi
(which see). As a part of Japan's YX civil transport aircraft
programme, Kawasaki is subcontracted to build forward
and mid fuselage sections, and wing ribs, for the Boeing
767 jet transport. The company has been nominated by
the JASDF as prime contractor for maintenance and sup-
port of its Grumman E-2C Hawkeye AEW and Lockheed
C-130 Hercules transport aircraft.
Kawasaki has exclusive rights to manufacture and sell
the twin-engined Boeing Vertol 107 Model II helicopter
and its own KV107IIA development of it. The Hughes
Model 369 (500. 500C and 5()0D) light observation
helicopter is alsci being manufactured by Kawasaki under
a licence agreement concluded in October 1967. By 1

March 1984 a total of 139 KV107 helicopters had been

delivered to customers in Japan and other countries
including Saudi Arabia, Sweden. Thailand and the USA;
and approx 2 1 Hughes 500s to government and commer-
cial operators Japan.
in
The FY 1 984 defence budget approved the purchase of
three Boeing Vertol CH-47 Chinook helicopters: two for
the GSDF and one for the ASDF. which have eventual
requirements for 39 and 15 respectively. The first two
aircraft will be US built, the third in CKD (component

Lockheed P-3C Orion for the JMSDF, assembled by Kawasaki knocked down) form for assembly in Japan. Kawasaki is
 KAWASAKI — AIRCRAFT: JAPAN 159

expected to receive the licence for local assembly of future

Chinooks ordered.
Kiiwasaki and Fuji have been selected as prime contrac-
tors lor Japanese assembly ol engines and airframes
respectively tor Bell AH- IS gunship helicopters for the
JGSD1-, as detailed under the Fuji entry in this section.
Kawasaki is engaged in missile development and pro-
duction; its aero engine activities are described in the
appropriate section of this edition.
KAWASAKI C-1
A full can be tound in the 48 -
description ol the C- 1 I I

82 June's. In 1983, Kawasaki began equipping a JASDF

C-1 with XJ/ALO-5 ECM
lor evaluation in an electronic
countermeasures role. With eight antenna housings in the
nose, tail, undersurlace and each side of the fuselage, it
was due to be delivered to the Air Proving Wing ot the
JASDF during the Winter ot 1984-8.'i.
The National Aerospace Laboratory (see NAL entry)
has built an experimental STOL aircraft utilising the air-
frame of a C- 1 . Another JASDF C- was retroHtted by the
1

Technical Research and Development Institute of the

Japan Defence Agency as a flying testbcd, which was used
from August 1982 to flight test the XF.1 turbolan engine
Model of the Kawasaki XT-4 twin-turbofan intermediate trainer
which will be installed in the Kawasaki XT-4. In 1984 the
same aircraft was to be used to flight test the FJR710 high windscreen and ime-piece upward opening canopy. KV107 to be produced by Kawasaki under this licence
bypass turbofan engine which powers the NAL Akusa Dual controls standard; rear (instructor's) seal ele- agreement flew for the first time in May 1962.
OSTOL research aircraft. vated. Stencel S1I1S-3ER ejection seats and Teledyne In 1965, Kawasaki obtained worldwide sales rights in

KAWASAKI XT-4 Micronetics canopy jettison system, licence built by the helicopter from The Boeing Company's Vertol Div-
Daicel Chemical Industries. Baggage compartment in ision. In November 1965, it was awarded a type certihcate
Kawasaki was named by the Japan Defence Agency on
4 September 1981 as the prime contractor to develop a rear fuselage, with external access via door on starboard KV107 by the FAA,
tor the

new intermediate trainer to replace Lockheed T-3,3 As and side. An improved model, the K\/107IIA, is available in any

Fuji T-1 A/Bs in service with the JASDF. The designation

S'lsrrMs: Shimadzu air-conditioning system; cockpit pres- ol theKV10711 forms, powered by two 1,044 kW (1,400
surisation system, fly by wire flight control system, with shp) General Electric CT58-I40-1 or Ishikawajima-
XT-4 has since been allocated officially to the type during
itsdevelopment. Lucas (Sumitomo) O-feel; hydraulic system; Clifton Harima CT58-1H1-140- turboshatt engines (max con-
1

Current plans call for procurement of about 200 pro- Precision (Tokyo Aircraft Instruments) onboard tinuous rating 932 kW; 1,250 shp), which give improved
duction T-4s, for pilot training, liaison and other duties. oxygen generating system. performance during VTOL and in hot and high' cond-

Funding was approved in the FY 198.1 defence budget to Anionics: Kaiser head-up display, Sperry air data com- itions. Fuel capacity 1,324 litres; 350 US gallons (stan-

procure three flying prototypes and a static test aircraft. A puter, Honeywell AHRS. Collins UHF/DF, Teledyne dard), 3,785 1,000 US gallons (max). A prototype
litres;

fourth prototype and second static test aircraft were

Electronics SIF, all built under licence in Japan. Domes- (JA9509) was converted from a standard KV107I1-2 and
approved for FY 1984. The hrst 49 aircraft are included in tic UHF com, Nip-
avionics include Mitsubishi Electric hrst flown on 3 April 1968. Type approval granted by

current hve-year (1983-87) defence planning. pon Electric Tacan, and Nagano intercom. JCAB on 26 September 968 and by FAA on 5 January
I I

The XT-4 is based on Kawasaki's K A-850 design, by an Armament: No built-in armament. Four Nippi pylons 1969.
engineering team led by Mr Kohki Isozaki. Mitsubishi under wings, and one under fuselage, for carriage of The following versions ol the KV10711 and IIA are
(centre and rear fuselage, engine air intakes and vertical drop tanks, target towing equipment, or ECM/chaff available:

tail) and Fuji (wings and nose) will each have a 30 percent
dispenser/air sampling pods. In weapons training role, KV107II-1. Basic utility helicopter. None yet built.

share in the production programme. Kawasaki, as prime can carry gun pods, three or four 500 lb practice bombs, KV 10711-2. Basic airline helicopter. Eleven built. Some
contractor, will build the torward fuselage and horizontal
or infra-red homing air-to-air missiles. now operated by Columbia Helicopters Incof USA (hve)

tail, and will be responsible tor hnal assembly and flight

Dimensions, external (approx): and AirLift Inc ot Japan (two). Prototype (JA9509)
test.
Wing span 1000 m (32 ft 95-4 in) upgraded as llA-2 prototype, currently used as a company
The general appearance of the XT-4 can be seen from Length overall 13 00m (42 ft 8 in) test aircraft.One K\/107IIA-2 delivered to AirLitt Inc in
the accompanying illustration. It will have high subsonic Height overall 500 m (16 ft 5 in) February 1981,
combat manoeuvrability, and will be able to carry external Akla (approx): KV107II-3. Mine countermeasures (MCM) helicopter
loads under the wings and fuselage.
Wings, gross 21-6 m' (232-5 sq ft) for JMSDF with extended range fuel tanks, towing hook

Basic design studies were completed in October 1982. Whgiits: and cargo sling. Nine delivered, including seven
and detail design by the Spring ot 1984. Subassembly ot
Weight empty 3.700 kg (8.157 lb) K\/107IIA-3s with uprated power. All of these are htted
the hrst prototype began in April, to be followed by that
T-O weight, clean' 5,500 kg (12,125 lb) with minesweeping and retrieval equipment and serve

for the second, third and fourth in July. August and

Max design T-O weight 7.500 kg (16,535 lb) with the 1th Air Wing of the JMSDF.
1 1

December 984. The Hrst of these is due to fly for the hrst
1
Plrlormance (estimated, m clean' conhguration. A: at KV107II-4. Tactical cargo/troop transport tor JGSDF,
time in August 198.'i; the remaining prototypes are T-Oweightof 4.700 kg; 10,361 lb with 50', fuel; B: at with foldable seats for 26 troops or 15 casualty litters.

scheduled to be delivered in December 1985. January T-O weight ot 5,500 kg; 12,125 lb): Strengthened floor for carrying heavy vehicles. Total of 60
1986 and February 1986. The static test aircraft are due Max level speed at 7,620 m (25,000 ft): delivered, including one equipped as a VIP transport. The

for delivery in January and December 1985. Flight testing A Mach 0-9 (540 knots; 1,000 km/h; 622 mph) last 18 aircralt were KV107IIA-4s with uprated power

will continue until the Autumn of 1986; operational Max level speed at S/L: plant, and tour of them arc lifted with extended-range fuel

evaluation will start at the end ot that year and continue A 500 knots (927 km/h; 576 mph) tanks.

until March 1988. Production, which is expected to begin Cruising speed: B Mach 0-75 KV107II-5. Long range search and rescue helicopter tor
during FY 1986. is planned to be at the rate of approxi- Stalling speed: A 90 knots (167 km/h; 104 mph) JASDF. Orders for 36 placed, of which 35 had been
mately 40 per year for hve years. Max rate of climb at S/L: B 3,050 m (10,000 tt)/min delivered by early 1984, including 21 uprated KV107IIA-
Type: Tandem two-seat intermediate jet trainer and Service ceiling: B 13,715 m (45,000 ft) 5s.Three more approved in FY 19X4 budget. Extended-
liaison aircraft. T-O to 15 m (50 ft), 35'C: B 750 m (2,460 ft) range fuel tank each side of fuselage, making total capacity
Wings: Cantile\er mid-wing monoplane, of supercritical Landing run: B 620 m (2,035 ft) 3.785 litres (1.000 US gallons). Extensive nav/com
section, with anhedral from roots. Sweepback 25° at
Range (B) at Mach 0-75 cruising speed: equipment, four searchlights, domed observatRm w indow
quarter-chord. Extended chord on outer panels, giving internal lucl only 750 nm (1,390 km; 863 miles) and rescue hoist. Eight aircraft for Swedish Navy and hve
leading-edge 'dog-tooth'. Flaps of advanced design. with two 120 US gallon drop tanks for JASDF have a Kawasaki/Boeing automatic flight con-

Teijin aileron servo-actuators. 900 nm (1,668 km; 1,036 miles) trol system. The Swedish aircraft, supplied in 1972-74,

Fuselage: Conventional semi-monocoque structure, have Kawasaki built airframes and rotor assemblies but
mainly of aluminium alloy, with minimal use of titanium
KAWASAKI (BOEING VERTOL) KV107II were htted in Sweden with Rolls-Royce Gnome HI 200
and KV107IIA turboshaft engines and a Decca navigation system. Details
in critical areas.
Tail Unit: Cantilever structure, with sweepback on all Swedish Navy designation: HKP 4C ot other equipment htted to Swedish aircraft as listed in

surfaces. All-moving tailplane. mid-mounted on rear Kawasaki has exclusive rights to manufacture and sell 1977-78 and 1983-84 Jcine\s.
fuselage, has CFRP spars, ribs and skins (except for the Boeing Vertol 107 Model 11 helicopter. The hrst KV107I1-6. De luxe transport version. None yet built.
leading-edge skin of aluminium alloy), and a Nomex
honeycomb core. Fin. dorsal hn and rudder of conven-
tional metal construction. Rudder and tailplane servo-
actuators by Mitsubishi.
Landing Gear: Sumitomo hydraulically retractable tri-

cycle type, witholeo-pneumatic shock absorber in each

unit. Single wheel and low pressure tyre on each unit.
Main units have Bendix (Kayaba) wheels and brakes,
and Hydro-Aire (Sumitomo) anii-skid units, and retract
inward. Steerable Kayaba nose unit retracts forward.
Power Plant: Two 16-28 kN (3,660 lb st)
Ishikawajima-Harima XF3-30 turbofan engines,
mounted side by side in centre-fuselage. Internal fuel in
three Japanese built Goodyear rubber bag tanks in
fuselage. Provision to carry one 757 litre (200 US gal-
lon) Shin Meiwa drop tank under fuselage, or two 454
or 568 litre (120 or 150 US gallon) drop tanks on
inboard underwing pylons.
Accommodation: Crew of two in tandem in pressurised
and air-conditioned cockpit with wraparound Kawasal<i KV107IIA-SM-2 ambulance helicopter for the Saudi Arabian Ministry of the Interior
 1 ,

160 JAPAN: AIRCRAFT — KAWASAKI / MITSUBISHI

KV107II-7. De luxe VIP transport with 6-1 1 seats. One
built; currently owned by Columbia Helicopters Inc of
USA.
KV107IIA-17. Long range passenger and cargo trans-
port version for Metropolitan Police Department; one
delivered in February 1473. Cabin divided into two com-

partments: front section with 12 passenger seats, rear

section capable of accommodating 2,268 kg (5,000 lb) of
cargo, six stretcher patients or 12 passengers.
KV107IIA-SM-1. Firehghting version for Saudi Arabian
Ministry of the Interior; seven delivered. All can be fitted
with specially designed equipment for various forms of
firehghting (foam agent, chemical powder, water, and
co-ordinated firehghting). For self-ferry flights the SM-1,
2, 3, and 4 can be fitted with an internally mounted 1 ,893
litre (500 US gallon) auxiliary fuel tank.
KV107IIA-SM-2, Rescue and aeromedical version for
Saudi Arabian Ministry of the Interior, with external
rescue hoist, medical equipment, stretcher kit and other
rescue gear; 303 litre (80 US gallon) additional fuel tank
can be mounted on each side of fuselage. Four delivered.
Kawasaki (Hughes) 0H-6D light helicopter of the JMSDF
KV107IIA-SM-3. De luxe VIP transport version for tral aisle. Airliner fitted with parcel rack and a rollout Performance (A: KV1071I-2 at 8,618 kg; 19,000 lb
Saudi Arabian Ministry of the Interior. Three ordered, of baggage container, with capacity of approximately 680 AUW. B: KV107IIA at same AUW):
which one delivered by March 1984. kg (1,500 lb), located in underside of rear fuselage. Never-exceed speed:
KV107IIA-SM-4. Air ambulance version for Saudi Ramp of utility model is power operated on the ground A, B 146 knots (270 km/h; 168 mph)
Arabian Ministry of the Interior, with survival and first aid or in flight and can be removed or left open to permit Max speed at S/L, normal rated power:
equipment. Two ordered, of which one delivered by carriage of extra-long cargo. A 136 knots (253 km/h; 157 mph)
March 1984. Avionics and Equipment: Standard avionics include B 137 knots (254 km/h; 158 mph)
The description which follows applies to the commercial stability augmentation system (SAS) and automatic Cruising speed at 1,525 m (5,000 ft):
KV 10711-2, except where indicated: speed trim system (AST). Optional avionics include A, B 130 knots (241 km/h; 150 mph)
Type: Twin-engined transport helicopter. automatic stabilisation equipment (ASE); automatic Max rate of climb at S/L:

Rotor System: Two three-blade rotors in tandem, rotat- flight control system (AFCS); Doppler radar; radio A, normal rated power 463 m (1,520 ft)/min
ing in opposite directions. Each blade is made up of a altimeter; HF, VHF and UHF radio; ADF; VOR/ILS; B 625 m (2,050 ft)/min
steel D spar to which is bonded a trailing-edge box Tacan; compass system and attitude director indicator Max vertical rate of climb at S/L;

constructed of aluminium ribs and glassfibre or system; and intercom system. B 381 m (1,250 ft)/min
aluminium skin. Dimensions, external: Service ceiling:

Rotor Drive: Power is transmitted from each engine

Rotor diameter (each) 15-24 m (50 ft in) A, normal rated power 4,575 m (15,000 ft)

through individually-overrunning clutches into the rear Length overall, both rotors turning B 5,180 m (17,000 ft)

25-40 m (83 ft 4 in) Service ceiling, one engine out:

transmission, which combines the engine outputs,
thereby providing a single power output to the inter- Length of fuselage 13-59 m (44 ft 7 in) A, military power, yaw, 248 rpm m (350
107 ft)

connecting shaft which enables both rotors to be driven Height to top of rear rotor head 5-13 m (16 ft 10 B 1,740 m (5,700 ft)

by either engine.
Wheel track (c/l of shock struts) 3-94 m (12 ft 1 1 in) Hovering ceiling IGE: A 2,895 m (9,500 ft)

Width over mainwheels 4-42 m (14 ft 6 in) B 3,565 m (11,700 ft)

Fuselage; Basically square-section semi-monocoque OGE: A 1,890 m (6,200
Wheelbase 7-59 m (24 ft 11 in) Hovering ceiling ft)
structure built and
primarily of high strength bare B 2,680 m (8,800
Passenger door (fwd): Height 1-60 m (5 ft 3 in) ft)
Alclad aluminium alloy. Transverse bulkheads and 38 m (126
Width 0-91 m (3 ft in) Min landing area (A, B): Length ft)
built-up frames support transmission, power plant and Width 23 m (75 ft)
Dimensions, internal:
landing gear. Loading ramp forms undersurface of T-O to 15 m (50 ft): B 131 m (430 ft)
Cabin, excl flight deck:
upswept rear fuselage on utility and military models. Landing from 15 m (50 one engine out:
Baggage container replaces ramp on airliner version.
Length 7-37 m (24 ft 2 in) ft),

Normal width 1-83 m (6 ft in)

B 84 m (275 ft)
Fuselage is sealed to permit operation from water. Range:
Max width 2-01 m (6 ft 7 in)
Landing Gear: Non-retractable tricycle type, with twin
Max height 1-83 m (6 ft in)
A with 3,000 kg (6,600 lb) payload, lO^f reserves
wheels on all three units. Oleo-pneumatic shock absor- 13-47 m^ (145 sq 94 nm (175 km; 109 miles)
Floor area ft)
bers. Tubeless tyres, size 18 x 5-5, pressure 10-34 bars
Volume (usable) 24-5 m' (865 cu ft)
B with standard fuel 192 nm (357 km; 222 miles)
(1501b/sq in), on all wheels. Disc brakes. Wheel/ski gear B with max fuel 592 nm (1,097 km; 682 miles)
Areas:
optional.
Rotor blades (each) 3-48 m- (37-50 sq ft) KAWASAKI (HUGHES) 369D/MODEL 500D
Power Plant (KV107II): Two 932 kW (1,250 shp) Gen- Rotor discs (total) 364-6 m= (3,925 sq ft) JGSDF/JMSDF designation: 0H-6D
eral CT58-1I0-1 or Ishikawajima-Harima
Electric Weights and Loadings: The Model 369D (500D) built by Kawasaki under
first
CT58-IHI-110-1 turboshaft engines, mounted side by Weight empty, equipped: licence from Hughes Helicopters was flown for the first
side at base of rear rotor pylon. Alternatively, two 11-2 4,868 kg (10,732 lb) time on 2 December 1977; JCAB Normal category cer-
Rolls-Royce Gnome H.1200 HKP 4C).
turboshafts (in llA-1 4,589 kg (10,118 lb) tification was awarded on 20 April 1978. Seven Model
Fuel tanks sponsons, capacity 1,324 litres (350 US
in
llA-2 5,250 kg (11,576 lb) 500Ds had been delivered for civil operation in Japan by
gallons). KV107I1A has more powerful CT58 engines March 1983. The JGSDF ordered 49 as OH-6Ds, all of
Max T-O and landing weight 8,618 kg (19,000 lb)
and provision for increased fuel capacity (see introduc- or 9,706 kg (21,400 lb) which had been delivered by the end of March 1984;
tory copy). Cabin floor loading (cargo) purchase of a further nine approved for FY 1984. The
Accommodation: Standard accommodation for two standard 976 kg/m- (200 Ib/sq ft) OH-6D has also been selected by the JMSDF, to replace
pilots,stewardess and 25 passengers in airliner version. optional 1,464 kg/m- (300 Ib/sq ft) its Bell 47G-2As in the training role. Three ordered, the
Seats in eight rows, in pairs on port side and single seats Max disc loading 23-6 kg/m^ (4-84 Ib/sq ft) first of which was delivered in December 1983; two more
on starboard side (two pairs at rear of cabin) with cen- Max power loading 4-62 kg/kW (7-6 Ib/shp) to be ordered in FY 1984.

General Manager, Special Vehicle Department: update F-4EJ equipment and weapon systems. The first
MITSUBISHI Taizo Yoshida upgraded F-4EJ Kai (modified) was flown on 17 July
MITSUBISHI JUKOGYO KABUSHIKI KAISHA Manager of MU-2 Administration Section: 1984. It has a Westinghouse AN/APG-66 nose radar,
(Mitsubishi Heavy Industries Ltd) Yukiya Naramoto advanced avionics of Japanese manufacture, and look-
5-1, Marunouchi 2-chome, Chiyoda-ku, Tokyo 100 General Manager, Nagoya Aircraft Works: down/shootdown capability with AIM-7F/M Sparrows or
Telephone: Tokyo (03) 212 31 1
Takaaki Yamada a newly developed medium-range air-to-air missile.
Telex: J22282 and J22443
Mitsubishi began the production of aircraft in the pres- Modified aircraft are expected to be redelivered in three
Nagoya Aircraft Works: 10, Oye-cho, Minato-ku, ent Oye plant of its Nagoya Engineering Works
1921 in batches from late 1987.
Nagoya 455 and manufactured a total of 18,000 aircraft of approxi- The JASDF is acquiring 155 McDonnell Douglas F-15
Chairman of Board of Directors: Masao Kanamori mately 1 00 different types during the 24 years prior to the Eagles, of which 12 (funded m FYs 1978, 1980 and 1982)
President: Soichiro Suenaga end of the second World War in 1945. The company was are US built two-seat F-15DJs. Ten of these had been
Executive Vice-Presidents: also one of the leading aero engine manufacturers in delivered by July 1983, to the Air Bases at Nyutabaru and
Keiji Kai Japan, and produced a total of 52,000 engines in the Chitose.The first ten single-seat F-1 5 Js comprised two US
Tsuruoka
Shinichi 1 ,000-2 ,500 hp range The conclusion of the Peace Treaty
.
built aircraft, followed by eight assembled in Japan from
Managing Director and General Manager of Aircraft in 1952 enabled the aircraft industry in Japan to recom- US supplied knocked-down assemblies. First aircraft of
and Special Vehicle Headquarters: mence, and in December of that year the company con- the latter batch flew on 26 August 1 98 1 and was delivered
Yoshio Sasaki structed its present Komaki South plant. This factory, on 11 December that year. Ninety-eight F-15Js have been
Asst General Manager of Aircraft and Special together with Mitsubishi's Oye, Daiko and Komaki North funded up to FY 1 984 in batches of 7 1 978), 30 1 980), 1 ( (

Vehicle Headquarters: Shigeichi Tanaka plants, was later consolidated as Nagoya Aircraft Works, 21 (1982), 13 (1983) and 17. First JASDF F-15 squadron
General Manager, Aircraft and Special Vehicle with a combined floor area of 552,463 m^ (5,946,666 sq was No. 202 at Nyutabaru, which was activated in
Administration Depariment: Toshio Hosokawa ft). December 1982 with 20F-15J/DJs. Other squadrons will
General Manager, Aircraft Department: Kawasaki as subcontractor, Mit-
In co-operation with be based at Chitose and Hyakuri. Mitsubishi is building
Toshiro Murai subishi was the JDA's prime contractor in producing the forward and centre-fuselages, and is responsible for
General Manager, Aircraft Equipment Department: F-4EJ Phantom tactical fighters for the JASDF, under final assembly and flight testing. Participants in the pro-

Shinichi Yomogisawa licence from McDonnell Douglas Corporation. The last of gramme include Fuji (landing gear doors), Kawasaki
General Manager, Space System Department: 140 F-4EJs was delivered to the JASDF on 20 May 1981; (wings and tail assembly), Nippi (pylons and missile laun-
Masahiko Hamada Mitsubishi is engaged currently in a major programme to chers). Shin Meiwa (drop tanks), Sumitomo (landing
 MITSUBISHI — AIRCRAFT: JAPAN 161

gear), and IHI (engines). The ECM

and radar warning
systems of all these aircraft are of Japanese design and
manufacture.
Mitsubishi holds licence agreements to manufacture the
Sikorsky S-61 S-61 B (HSS-2/2A/2B) and S-61 A helicop-
,

ters. Between 1 April 983 and 3 1 March 984 Mitsubishi

1 1

delivered six HSS-2Bs (for ASW) and one S-61 A (for

rescue) to the JMSDF. By the latter date it had
delivered to the JMSDF. for ASW and rescue, 105
helicopters of the HSS-2 series and 1 S-61 As, out of a 1

total order for 135 HSS-2/2A/2B/S-61 As. Seven

HSS-2 Bs and one S-61 A were approved in the FY 1984
budget.
Mitsubishi is producing the MU-2 twin-turboprop util-

ity and is prime contractor for the T-2 super-

transport;
sonic trainer and F- close support combat aircraft for the
1
28-8809
JASDF, with Fuji, Nippi and Shin Meiwa as principal
subcontractors. It is producing forward and rear fuselages
for the Lockheed P-3C Orions ordered by the JMSDF,
under subcontract to Kawasaki (which see). As a part of
Japan's YX civil transport aircraft programme, Mitsubishi
is subcontracted, through the JADC, to build rear pas-

senger cabin sections of the Boeing 767 jel transport. Part

of this work is, in turn, subcontracted by Mitsubishi to Shin
Licence assembled F-15J Eagles produced by Mitsubishi
Meiwa.
Mitsubishi's aero engine activities are described in the
appropriate section of this edition.

MITSUBISHI MU-2
The MU-2 is a twin-turboprop STOL multi-purpose
transport, the basic design of which was begun in 1960.
Prototype construction began in 1962 and the lirst aircraft
was flown on 14 September 1963. By March 1984. total 1

orders for the MU-2 series had reached 74.5. including 689
for export and 56 for Japanese customers. Fifteen versions
have been announced, ot which details have appeared in
the 1965-66 and subsequent editions ot Jane's. The two
current versions are the Marquise and Solitaire, which are
marketed worldwide (except in Japan) by Mitsubishi Air-
craft International. They are described under the MAI
entry in the US section of this edition.

MITSUBISHI MU-300
The MU-300 is marketed worldwide (except in Japan),

under the name Diamond I. by Mitsubishi Aircraft Inter-

national in the LISA. A full description of the aircraft can Mitsubishi experimental control configured vehicle (CCV) conversion of a T-2 trainer
be found under the MAI entrv in this edition.
type airbrakes under centre of fuselage, aft of main- age centreline and two under each wing for drop tanks
MITSUBISHI T-2
wheel bays. or other stores. Wingtip attachments for air-to-air mis-
The T-2. the hrst supersonic aircraft developed by the
Taii Unit: Cantilever all-metal structure. One-piece hyd- siles.
Japanese aircraft industry, is a twin-engined two-seat jet
swept tailplane, with 15°
raulically actuated all-moving Dimensions, exiernae:
trainer designed to meet the requirements of the JASDF.
anhedral. Inner leading-edges of titanium; outer Wing span 7-88 m (25 ft lO'A in)
Mitsubishi was selected as prime contractor for the
leading-edges of aluminium. Trailing-edges ot Wing chord: at rc-iot 4172 m (13 ft 8y4 in)
development programme in September 1967. Design,
aluminium honeycomb construction. Small ventral hn at tip 1133 m (3 ft 8'/2 in)
under the leadership of Dr Kenji Ikeda. was followed by
under each side of fuselage at rear. Hydraulically Wing aspect ratio 3
the completion of two XT-2 flying prototypes plus a static
actuated rudder. Wing taper ratio 3-7
test airlrame. The Hrst XT-2 19-5101) flew tor the hrst
(

Landing Gear: Hydraulically retractable tricycle type, Length overall, incl probe 17-85 m (58 ft 6% in)
time on 20 July 1971, and the second (29-5102) on 2
with pneumatic backup for emergency extension. Main Length of fuselage 17-31 m
(56 ft 9V2 in)
December 1971. These two aircraft were delivered to the
JASDF in December 1971 and March 1972 respectively units retract forward into fuselage, nose unit rearward. Height overall 4-39 m
(14 ft 5 in)
Single wheel on each unit.Nosewheel steerable through Tailplane span 4-33 m (14 ft IVi in)
for further flight testing. Two additional development air-
72°. Oleo-pneumatic shock absorbers. Nosewheel tyre Wheel track 2-82 m
(9 ft 3 in)
craft made their hrst flights on 28 April and 20 July 1972;
size 18 X 5-5 Type VII (14 ply rating), max pressure Wheelbase 5-72 m (18 ft 9 in)
the flight test programme was completed in March 1974.
14-82 bars (215 Ib/sq in); mainwheel tyres size 25 x Areas:
A was delivered in January 1975.
fatigue test airframe
Wings, gross m- (227-9
21 -17 sq
6-75 Type VII (18 ply rating), max pressure 20-69 bars ft)
Production orders have been placed for 92 T-2s (28 T-2
(300 Ib/sq in). Hydraulic brakes and Hydro-Aire anti- Airbrakes (total) 0-952 m' (10-25 sq ft)
advanced trainers, 62 T-2A combat trainers, plus two
skid units. Runway arrester hook beneath rear fuselage. Vertical tail surfaces (total, excl ventral hns)
development aircraft for the F-l close support Hghter
Brake parachute in tailcone. 5-00 m^ (53-82 sq ft)
version, described separately). Eighty T-2/2As had been
Power Plant: Two Rolls-Royce Turbomeca Adour Mk Horizontal tail surfaces (total) 6-70 m' (72-12 sq ft)
delivered by 31 March 1984, to the 4th Air Wing at
801 A turbofan engines, each rated at 22-75 kN (5,1 15
Weights:
Matsushima. In 1982, the JASDFs Blue Impulse acro-
Operational weight empty 6,307 kg (13,905 lb)
batic team received six T-2 As in place of its F-86F Sabres. lb St) dry and 32-49 kN (7,305 lb st) with afterburnmg,
mounted side by side in centre of fuselage. (Engines
Max T-O weight 12,800 kg (28,21 9 lb)
Mitsubishi, as prime contractor, is responsible for fusel-
licence built by Ishikawajima-Harima, under desig-
Performance (in clean' conhguration except where indi-
age construction, hnal assembly and flight testing of pro-
cated):
duction aircraft. Major programme subcontractors are nation TF40-1HI-80I A.) Fixed geometry air intake,
with auxiliary 'blow-in' intake doors, on each side of
Max level speed Mach 1-6
Fuji (wings and tail unit), Nippi (pylons and launchers)
fuselage aft of rear cockpit. Fuel in seven fuselage tanks
Max rate of climb at S/L 10,670 m (35,000 ft)/min
and Shin Meiwa (drop tanks).
with total capacity of 3.823 Imp Service ceilmg 15,240 m (50,000 ft)
Under contract to the Technical Research and litres (841 gallons;
1,010 US gallons). Pressure refuelling point in star-
T-O run 610 m (2,000 ft)
Development Institute, Mitsubishi has converted one T-2
as a.CCV (control conhgured vehicle). This aircraft is board side of fuselage, forward of mainwheel bay. Three MITSUBISHI T-2CCV
described separately. 821 litre (180 Imp gallon; 217 US gallon) auxiliary fuel The Technical Research and Development Institute of
The following description applies to the standard pro- tanks can be carried beneath the wings and fuselage. the Japan Defence Agency selected the T-2 in 1978 for
duction T-2/2A: Accommodation: Crew of two in tandem on Daiseru built use as a testbed with which to develop active flight control
TiiPE;Two-seat supersonic jet trainer. Weber ES-7J zero/zero ejection seats in pressurised and technologies and to obtain engineering data on them.
Wings: Cantilever all-metal shoulder-wing monoplane. air-conditioned cockpits, separated
by windscreen. Redesign of the T-2 testbed (29-5103) to control
Wing section NACA 65 series (modihed). Thick- Rear seat elevated 0-28 m (II in) above front seat. conhgured vehicle (CCV) configuration was started by
ness/chord ratio 4-669f. Anhedral 9° from roots. Individual manually operated rearward hinged jettison- Mitsubishi in April of that year.
Sweepback on leading-edges 68° at root, 42° 29' able canopies. Modifications include installation of triplex digital fly by
inboard of extended chord outer panels and 36° on Systems: Cockpit air-conditioning system. Two indepen- wire computers, flight control actuators, manoeuvring
outer panels; basic sweepback at quarter-chord 35° 47'. dent hydraulic systems, each 207 bars (3.000 Ib/sq in), flaps,and canard surfaces of carbonfibre reinforced plas-
Multi-spar torsion box machined from tapered thick for flight controls, landing gear and utilities. Pneumatic tics. CCV modes are to be in\estigated: control
Five
panels and constructed mainly of 7075 aluminium alloy. bottle for landing gear emergency extension. Primary augmentation, relaxed static stability, manoeuvre load
Electrically actuated aluminium honeycomb leading- electrical power from two 12/l5kVA AC generators. control, direct lift control, and direct side force control.
edge flaps, the outer portions of which have extended Avionics and Eolupment: Mitsubishi Electric J/ARC-51 Engineering work to modify the testbed aircraft began
chord. Electrically actuated all-metal single-slotted UHF. Nippon Electric J/ARN-53 Tacan and Toyo in April 1982. and first flight was made on 9 August 1983.

flaps, with aluminium honeycomb trailing-edges over Communication J/APX-IOI SIF/IFF. Mitsubishi Elec- The CCV was delivered to the JDA on 26 March 1984,
70 per cent of each half span. No conventional ailerons. tric J/AWG-1 1 search and ranging radar in nose, with and over the following two years will be test flown by the
Lateral control by hydraulically actuated all-metal Mitsubishi Electric (Thomson-CSF) head-up display in Air Proving Wing of the JASDF.
two-section slotted spoilers ahead of flaps. cockpit. Lear 5()I0BL attitude and heading reference The description of the standard T-2 applies also to the
Fuseiage: Conventional all-metal semi-monocoque system. Liquid oxygen equipment. CCV testbed, except in the following respects:
structure, mainly of 7075 aluminium alloy. Approx 10 Armament (combat trainer version): One Vulcan JM6I Ivi'E: Single-seat CCV research aiicralt.
per cent of structure, by weight, is of titanium, mostly multi-barrel 20 mm cannon in lower fuselage, aft of Wings: As for 1-2, but 'Haperons' are used also as man-
around engine bays. Two hydraulically actuated door cockpit on port side. Attachment point on underfusel- oeuvring flaps and direct lift control flaps. Horizontal
 1

1 62 JAPAN AIRCRAFT
:
— MITSUBISHI / NAL
MITSUBISHI F-1
Following the JASDFs decision to develop a single-seat
close air support fighter from the T-2 supersonic trainer,
design of this aircraft began in 1972. The second and third
production T-2 trainers (59-5106 and 59-5107) were
converted as prototypes, in which form they made their
first flights on 7 and ,1 June 1975 respectively. They were

delivered to the JASDF Air Proving Wing at Gifu in July

and August 1975, and after a year of flight test and evalu-
was type approved in November 1976
ation the aircraft
and designated F-1.
officially
Production orders had been placed by March 1984 for
74 F-ls, of an anticipated total order for 77. The first
production F-1 (70-K201 ) made its first flight on 16 June
1977, and was delivered to the JASDF on 26 September
1977. Sixty-nine F-ls had been delivered, to the 3rd
Squadron of the 3rd Air Wing at Misawa and the 8th Air
Wing at Tsuiki, by 31 March 1984.
Type: Single-seat close support fighter.
Airframe, Power Plant and Systems: Generally similar
to T-2, but with the rear cockpit area modified as
avionics compartment for bombing computer, inertial
navigation system and radar warning system.

Accommodation: Generally similar to T-2, but without

rear seat and with 'solid" fairing in place of second
canopy.
Mitsubishi F-1 single-seat close suDDort fighters of the JASDF Avionics and Eouipment: Dual UHF; Tacan; IFF/SIF;
Mitsubishi Electric J/AWG-12 nose mounted air-to-air
and air-to-ground radar, with Mitsubishi Electric
(Thomson-CSF) head-up display; Ferranti 6TNJ-F
inertial navigation system; radio altimeter; air data
computer; Mitsubishi Electric J/ASO- 1 fire control sys-
tem and bombing computer (replacing original fire con-
trol and bombing computer trom January 1982, for
compatibility with ASM-1 missile); strike camera sys-
tem; radar homing and warning system; attitude and
heading reference system.
Armament: Single JM61 multi-barrel 20 mm
cannon. One
underfuselage and four underwing hardpoints, as in
T-2, with detachable multiple ejector racks. Bombs of
500 or 750 lb can be carried on all Ave external stations,
up to a maximum weight of 2,721 kg (twelve 500 lb
bombs). Infra-red and laser guidance systems tor free-
fall 500 and 750 lb bombs were reported to be under

development by the JASDF in 1983-84. The four

underwing stations can each be used for rocket pods
such as the JLAU-3A (with nineteen 70 mm), RL-7
(seven 70 mm) and RL-4 (four 125 mm). Primary
weapon is the Mitsubishi ASM-1 air-to-surface missile,
Mitsubishi F-1 (two Rolls-Royce Turbom6ca Adour turbofan engines), with additional scrap view of two-seat of which two can be carried on underwing stations. For
nose of T-2 trainer (Pilot Press) air-to-air combat the F-1 can carry up to four AIM-9
Sidewinder missiles, one at each wingtip and one on
canard surfaces, of CFRP, mounted on engine air inlal<e Avionics: Triplex digital fly by wire controls for all control
each of the outboard underwing hardpoints. For long-
trunks forward of inain wings. surfaces. range missions, the F-1 can carry up to three auxiliary
Fuselage: As for T-2, but with CFRP vertical canard Dimensions, external and internal: As for T-2, plus: fuel tanks (see 'Power Plant' paragraph for the T-2).
surface underneath, in hne with horizontal canards, tor Horizontal canard surface span 4-50 m (14 ft 9'/4 in) Dimensions and Areas: As for T-2
direct side-force control.
Tail Unit, Landing Gear, Power Plant: As for T-2. Areas: As for T-2, plus: Weights:
Horizontal canard surfaces (total) 2-275 m' (24-49 sq ft) Operational weight empty 6,358 kg (14,017 lb)
Accommodation: Flight test equipment in rear cockpit;
otherwise as for T-2. Vertical canard surface 1-20 m^ (12-92 sq ft) Max T-O weight 13,700 kg (30,203 lb)

Systems: Increased capacity air-conditioning system; hyd- Performance: Performance:

raulic pump of type fitted to F-4EJ. Otherwise as for Never-exceed speed Generally similar to T-2 'clean', except for:
T-2. Mach 14 or 650 knots (1,204 km/h; 74.S mph) EAS T-O run at max T-O weight 1,280 m (4,200 ft)

NAL
NATIONAL AEROSPACE LABORATORY
1880 Jindaiji-machi, Chofu City, Tokyo 182
Telephone: Musashino (0422) 47 5911
Director-General: Dr Shun Takeda
Deputy Director-General: Hideo Nagasu
Director of V/STOL Aircraft Research Group:
Dr Norio Inumaru
The National Aerospace Laboratory (NAL) is a gov-
ernment establishment responsible for research and
development in the held of aeronautical and space
sciences. Since 1962 it has extended its activity in the held
of V/STOL techniques.

NAL ASUKA QSTOL RESEARCH AIRCRAFT

The NAL was allotted Y5,418 million in the FY 1984
budget for continuation of an 11 -year programme to
develop a large experimental quiet STOL transport air-
craft. This is based upon the airframe of the Kawasaki C-
tactical transport (see 1981-82 Jane's), with the following
modihcations: replacement of the two Pratt & Whitney
JT8D engines by four 48 kN (10,800 lb st) MITI/NAL
FJR-710-60()S high bypass ratio turbofan engines, instal-
led above and far ahead of the wing leading-edges in
nacelles with upper surface blowing (USB), as on the
Boeing YC-14 prototype STOL transport (see 1978-79
Jane's); installation of wing leading-edge and aileron
boundary layer control systems; replacement of the exist-
ing inboard flaps by USB flaps; structural strengthening of NAL Asuka QSTOL research aircraft, based on a Kawasaki C-1 airframe (Michael A. Badrocke)
 NAL / SHIN MEIWA — AIRCRAFT: JAPAN 1 63

the luNclagc and landing gear; and installation of a digital

stability and control augmentation system.
Aircratt niodiliealion began in 1479, and the aircrall
was named Asuka (after an ancient capital city of Japan)
when it made its lirst public appearance, at the Japan
International Aerospace Show, at Gifu in late 1983. At
that time only the inboard engines had been installed, as
shown in the accompanying photograph, and it was
expected that the lirst flight would take place in June 984. 1

However, inlet redesign and either problems associated

with the power plant installation have caused this to be
postponed until well into 985. Total cost of the develop-
1

ment programme is estimated at Y36,()()() million, includ-

ing flight testing. Data obtained from this programme will.
It is hoped, enable NAL to develop, in co-operation with

the Japanese aerospace industry, a commercial STOL

transport aircratt able to operate from 800 m (2,62.5 It)
runways with 150 passengers.

Rollout of the National Aerospace Laboratory Asuka QSTOL research aircraft in October 1983. The outboard
Dimensions, external:
pair of engines had not been Installed at that time
Wing span 30 60 m (100 ft 4^'j in)

Length overall, excl nose probe 2900 m (95 ft 2 in) WhiGHis (estimated): Landing speed mph)
72 knots (133 km/h; 83
Height overall 10 245 m (33 ft 7'/2 in) Weight empty 31,820 kg (70,150 lb) T-O to 107 m (35 ft) 680 ni (2,230 ft)
Tailplane span 1 1-30 m (37 ft 1 in) Max T-O weight 38,700 kg (85,320 lb) Landing Irom 10 7 m (35 It) 480 m (1,575 ft)
Wheel track (c/1 of shock struts)4-40 m (14 ft 5V4 in) I'iRioKMANiE (estimated): Max range 900 nm (1,668 km; 1,036 miles)
Wheelbase (c/1 ot shock struts) 9 33 m (30 tt 7'j in) Cruising speed Mach 0-565

NIPPI Pi Bi If Relations Manager: Atsumasa Kubota the LIS Navy. The Sugita plant manufactures in-spar ribs
Nippi's Sugita plant has a floor area of 48,207 m' for the Boeing 767; components and assemblies tor the
NIHON HIKOKI KABUSHIKI KAISHA (Japan
(518,895 sc] ft) and employs about 820 persons. The Mitsubishi T-2, F-1, F-15J (pylons and launchers), Kawa-
Aircraft Manufacturing Co Ltd)
Atsugi plant, which employs about 670 persons, has a floor saki built P-3C (engine nacelles), and Shin Meiwa US-1
3175 Showa-machi, Kana/awa-ku, Yokohama 236
area ot 36,582 m" (393,765 sq ft). Kawasaki has a 27-8', airframe and dynamic components for the Kawasaki
Telephone: Yokohama (045) 771 1251 holding in Nippi. KV107; dynamic components for the Fuji-Bell HU-IH
Telex: (3822) 267 Nippi J The Atsugi plant is engaged chiefly in the overhaul, and Kawasaki-Hughes OH-6D; body structures for
repair and maintenance of various types of aircraft and Japanese satellites; tail units for Japanese built rocket
Other Works: Atsugi hehcopters, including those ot the Japan Defence Agency vehicles; and targets for the Japan Defence Agency.
President: Ritsuo Nakagawa and Maritime Safety Agency, and carrier based aircraft of

SHIN MEIWA power available lortake-otl, and arc designated US-1A. It [ineumatic shock absorbers. Main unit's, which retract
planned to retrolit the hrst six aircralt with these engines rearward into lairings on hull sides, have size 40 x
SHIN MEIWA INDUSTRY CO LTD IS

in due course. 14-22 (Type VII) tyres, pressure 7-79 bars (113 Ib/sq
Nippon Building, 6-2, Otemachi 2-chome. Chiyoda-ku,
To make possible very low landing and take-oft speeds. in). Nosewheel tyres size 25 x 6-75-18 (Type Vll),
Tokyo 100
the US-1 has both a boundary layer control system and pressure 20 69 bars (300 Ib/sq in). Three-rotor hyd-
Telephone: Tokyo (03) 245 661 1
cxtensuc flaps tor propeller slipstream deflection. Control raulic disc brakes. No anti-skid units.
Telex: 222 243
1'
SMIC T J
Power kW (3,060 chp) Ishikawajima
ani: Four 2,282
and stability in low-speed flight are enhanced by blowing' Pi
Head Ofeke: 1-5-25. Kosone-Cho, Nishinoniiya-Shi,
the ruddei. flaps and elevators, and by use ol an autcmiatic built General Electric T64-IHl-iO (2,602 kW. 3.490
Hyogo-Ken
flight control system. ehp T64-lHI-10Js in US-1 A) turboprop engines, each
Telephone: Nishmomiya (0798) 47 0331
Tii'l:Four-turboprop STOL air/sea rescue amphibian. driving a Sumitomo built Hamilton Standard 63E60- 1
7c/c.v. 5644493
Wings: Cantilever high-wing monoplane. Conventional three-blade constant-speed reversible-pitch propeller.
Works (Aircralt Dimsion):
all-metal two-spar structure with rectangular centre- Additionally, one 932 kW
(1,250 shp) Ishikawajima
Konan and Tokushima
section and tapered outer panels. High-lift devices built General Electric T58-IH1-10-M1 gas turbine
Chairman: Yoshio Yagi
include outboard leading-edge slats extending over (1,014 kW; 1,360 shp T58-IHI-10-M2 in US-IA) is
President: Shingi Tamagawa
nearly I 7 per cent ot the span and large outer and inner housed in the upper centre portion ot the fuselage to
Exe< utive Managing Dire( tor, and General Manager,
blown traihng-edge flaps deflecting 60 and 80' respec- provide power tor boundary layer control system on
AiRCRAH Division: Susumu Ishimoto
tively. Two spoilers in front ot outer flap on each wing. rudder, flaps and elevators. Fuel in live wing tanks, with
Board Director, and Asst General Manager:
Powered ailerons. Leading-edge de-icing boots. total usable capacity ot 10,851 litres (2,387 Imp gal-
Yosinobu Kasu
Fuselage: All-metal semi-monocoque hull, with high lons) and two rear fuselage tanks ( 1 ,649 litres; 2,563
1
Konan Works Manager: Yukio Koya
length/beam ratio, V shaped single-step planing bot- Imp gallons); total capacity 22,500 litres (4,950 Imp
Director and Asst Glnirai Manager:
tom, with curved spray suppression strakes along sides gallons). Pressure refuelling point on port side, near
Motohiro Matsushita (Tokyo Ofhce)
otnose and spray suppressor slots in fuselage undersides bow hatch. Oil capacity 152 litres (33-4 Imp gallons).
Sales Manager and Piiblic Relations:
aft ot inboard propeller line. Double-deck interior. The US-I can be on open
refuelled sea, either from a
Junpei Matsuoz (Tokyo Ofhce)
Tail Unit:- Cantilever all-metal T tail. Large dorsal fin. surface vessel or from another US-1 fitted with detach-
The former Kawanishi Aircraft Company became Shin Tailplane has slats and de-icing boots on leading-edge. able at-sea refuelling equipment.
Meiwa in 1949 and established itselt as a major overhaul Blown rudder and elevators. Tab in each elevator. Accommodation: Crew of nine and 20 seated survivors or
centre tor Japanese and US military and commercial air- Landing Gear: Flying-boat hull, plus hydraulically 12 stretchers, one auxiliary seat and two observers"
craft.
retractable Sumitomo tricycle landing gear with twin seats. Sliding rescue door on port side of fuselage, aft of
Shin Meiwa's principal current activities concern pro-
wheels on all units. Steerable nose unit. Oleo- wing.
duction ot the US-1 medium-range STOL search and
rescue amphibian tor the JMSDF, and overhaul work on
flying-boats and amphibians.
Shin Meiwa is engaged in the manufacture ot compo-
nents tor other aircraft, including underwing drop tanks
for the Mitsubishi T-2 supersonic jet trainer and F-1 close
support hghter, and Mitsubishi built McDonnell Douglas
F-15J Eagle jet lighters; nose and tail cones, ailerons and
Kawasaki licence built examples of
trailing-edge flaps for
the Lockheed P-3C. Shin Meiwa is also taking part in
co-production ot the Boeing 767, under subcontract to
Mitsubishi.

SHIN MEIWA SS-2A

JMSDF designation: US-1
The US-1 (manulacturer's designation SS-2A) is an
amphibious adaptation of the PS-1 (SS-2) flying-boat
(1980-81 Jane's ), conhgured for search and rescue duties
with the JMSDF.
Design of the US-1 began in June 1970; the hrst exam-
ple (9071) made its waterborne
hrst flight, following a
take-off, on 16 October 1974, and its Hrst flight from a
land base on 3 December 1974. The Hrst US-1 was deliv-
ered on 5 March 1975, and eight had been delivered by
March 983. These aircraft are in service with No. 71 SAR
1

Squadron ot the JMSDF, based at Iwakuni and Atsugi. A

ninth aircraft was under construction in early 1984, and
purchase of a tenth was approved for FY 1984. The
seventh, eighth and ninth aircraft are fitted with T64-
IHl-lOJ turboprops, offering a 14 per cent increase in Shin Meiwa US-1 search and rescue amphibian, developed from the PS-1 il'iloi I'ress)
164 JAPAN MEXICO: AIRCRAFT
/ — SHIN MEIWA / AAMSA

Shin Meiwa US-1A air/sea rescue amphibian (four Ishikawajima/General Electric T64-IHI-10J turboprop engines)

Systems: Cabin air-conditioning system. Two indepen- 2 flare storage boxes, binoculars. 2 rescue equipment Performance (search and rescue, at max T-O weight from
dent hydraulic systems, each 207 bars (3.000 Ib/sq in). kits. 2 droppable liferaft containers, rescue equipment land, except where indicated):
No. 1 system actuates ailerons, outboard flaps, spoilers, launcher, lifeline pistol, lifeline, 3 lifebuoys, loud- Max level speed:
elevators, rudder and control surface 'feel'; No. 2 sys- speaker, hoist unit, rescue platform, lifeboat with out- US-I 260 knots (48! km/h; 299 mph)
tem actuates ailerons, inboard and outboard flaps, wing board motor, camera, and 12 stretchers. Stretchers can US-IA 276 knots (511 km/h; 318 mph)
leading-edge slats, elevators, rudder, landing gear be replaced by troop seats. Max level speed at 3.050 m 0.000 ft). AUW of 36,000
( 1

extension/retraction and lock/unlock, nosewheel steer- kg (79,365 lb):

Dimensions, external:
ing, mainwheel brakes and windscreen wipers. Wing span 3315 m (108 ft 9 in)
US-1 268 knots (496 km/h; 308 mph)
Emergency system, also of 207 bars (3.000 Ib/sq in),
Wing chord: at root 500 m (16 ft 4% in)
US-IA 282 knots (522 km/h; 325 mph)
driven by 24 V DC motor, for actuation of inboard flaps, at tip 2-39 m (7 ft 10 in)
Cruising speed at 3.050 m (10.000 ft) (both)
landing gear extension/retraction and lock/unlock, and Wing aspect ratio 8 230 knots (426 km/h; 265 mph)
mainwheel brakes. Oxygen system for all crew and
Length overall 33-46 m (109 ^Vt ft in)
Max rate of climb at S/L:
stretcher stations. Garrett GTCP85-131J APU pro-
Height overall m (32 7%
9-95 ft in)
US-1 460 m (1,510 ft)/min
vides power for starting main engines and shaft power Tailplane span 12-36 m (40 K',: ft in)
US-IA 488 m (1.600 ft)/min
for 40k'VA emergency AC generator. BLC system
Wheel track 3-56 m (11 8'/4 ft in)
Max rate of climb at S/L. AUW of 36.000
kg (79.365
includes a C-2 compressor, driven by T58-1HI-10-M1 Wheelbase 8-33 m (27 4 ft in)
lb): US-1 725 m (2.380 ft)/min
gas turbine (-M2 in US- A), which delivers compressed
1
4-42 m (14 6 US-IA 713 m (2.340 ft)/min
Propeller diameter ft in)
air at 14 kg (30-9 lb)/s and pressure of 1-86 bars (27 Service ceiling: US-1 6,520 m (21,400 ft)
Rescue hatch, (port side. rear fuselage):
Ib/sq in) for ducting to mner and outer flaps, rudder and 1-58 m IVi US-IA 7,195 m (23,600 ft)
Height (5 ft in)
elevators. Electrical system includes 1I5/200V three-
Width 1-46 m (4 ft 9y2 in)
Service ceiling, AUW
of 36.000 kg (79,365 lb):
phase 400Hz frequency AC and three
constant US-1 8.230 m (27.000 ft)
Areas: 8.655 m (28.400 ft)
transformer-rectifiers to provide 28V DC. Two 40kVA US-IA
Wings, gross 135-82 m' (1.462-0 sq
AC generators, driven by Nos. 2 and 3 main engines. ft)
T-O to 15 m (50 ft) from land. 30° flap. BLC on:
Ailerons (total) 6-40 m^ (68-90 sq ft)
Emergency 40kVA AC generator driven by APU. 24V US-1 620 m (2,035 ft)
Inner flaps (total) 9-40 m' (10118 sq ft)
emergency DC power from two 34Ah nickel-cadmium US-IA 655 m (2,150 ft)
Outer flaps (total) 14-20 m- (152-85
batteries. Anti-icing, air-conditioning, hre detection
2-64 m^ (28-42
sq ft)
T-O to 15 m (50 ft) from water, of 43,000 kg AUW
Leading-edge slats (total) sq ft)
(94,800 lb), 40° flap, BLC on:
and extinguishing systems standard.
Spoilers (total) 2-10 m- (22-60 sq
Avionics and Equipment: HIC-3 interphone. HRC-107
ft)
US-1 600 m (1,970 ft)
Fin 17-56 m= (1890 sq ft)
HF, N-CU-58/HRC antenna coupler, HGC-102 tele- US-IA 555 m (1,820 ft)
6-32 m- (68-03
typewriter, HRC-106 radio, HRC-110 radio. HRN- Dorsal Hn
7-01 m- (75-50
sq ft)
Landing from 15 m (50 ft) on land, of 36,000 kg AUW
101 ADF, AN/ARA-50 UHF/DF. HRN-105 Tacan.
Rudder sq ft)
(79.365 lb). 50° flap. BLC on. with reverse pitch
Tailplane 23-04 m= (248-0 sq
HRN-104 Loran. HRA-4 Loran signal processor, ft)
(both) 810 m (2,655 ft)
8-78 m' (94-50
HRN-106 ILS marker beacon receiver. AN/APN-171 Elevators, incl tab sq ft)
Landing from 1 5 m (50 ft) on water, of 43,000 kg AUW
(N2) radar altimeter. HPN-IOIB wave height meter. Weights and Loadings (search and rescue) (94,800 lb), 60° flap, BLC on (both)
AN/APN-187C Doppler radar. AN/AYK-2 navigation Manufacturer's weight empty 23.300 kg (51.367 lb) 290 m (950 ft)
computer. A/A24G-9 TAS transmitter. N-PT-3 dead Weight empty, equipped 25.500 kg (56.218 lb) Min ground turning radius (both):
reckoning plotting board. N-OA-35/HSA tactical plot- Usable fuel: JP-4 17,518 kg (38.620 lb) self-powered 21 -20 m (69 ft 6% in)
ter group. AN/APS-80N search radar. AN/APA-125N JP-5 18,397 kg (40,560 lb) towed 18-80 m (61 ft 8'/4 in)

indicator group. AN/APX-68N IFF transponder. Max oversea operating weight 36,000 kg (79,365 lb) Runway LCN requirement at of 43,000 kgAUW
RRC-15 emergency transmitter and N-ID-66/HRN Max T-O weight from water 43.000 kg (94.800 lb) (94,800 lb) (both) 42
BDHl. Max T-O weight from land 45.000 kg (99.200 lb) Max range at 230 knots (426 km/h; 265 mph) at 3,050
Operational Eoiipment: Marker launcher. 10 marine Max wing loading 331-4 kg/m' (67-9 Ib/sq ft) m (10,000 ft):
markers, 6 green markers. 2 droppable message cylin- Max power loading: US-1 4-93 kg/kW (8-11 Ib/ehp) US-1 2,270 nm (4,207 km; 2,614 miles)
ders, 10 float lights, pyrotechnic pistol, parachute flares. US-IA 4-32 kg/kW (7-10 Ib/ehp) US-IA 2,060 nm (3,817 km; 2,372 miles)

KOREA
(REPUBLIC)
Republic of Korea Air Force, Korean Air Lines is cur- helicopter. Descriptions of the Defender and Model 500D
KAL rently assembling Defenders from US built components, can be found under the Hughes entry in the US section of
KOREAN AIR LINES
proceeding gradually to local manufacture. KAL has ex- the 1983-84 Jane's. According to Hughes Helicopters m
KAL CPO Box 864, Seoul
Building,
clusive rights to manufacture the Models 500D and September 1984, total sales of the 500D/500MD to KAL
Telephone: 111 66 and 771 67 500MD in South Korea, and by 8 June 1983 nearly 200 are about 240, and local manufacture of some underfusel-
Telex: KALHO K27526 Model 500MD Defender series (including Standard age components was to begin in early 1985.

President: C. H. Cho
Scouts and TOW Defenders) were in service in the coun- In 1981 KAL began to assemble under licence 68
try, in addition to 23 commercial Model 500Ds purchased Northrop F-5E Tiger lis and F-5F combat trainers (48 and
Senior Vice-President, Special Project Development:
for use in Korea. On that date Hughes announced the sale 20 respectively), ordered for the Republic of Korea Air
W. B. Lee
of more than $12 million worth of 5 OOMD Scouts to KAL. Force. Deliveries of completed aircraft began in the
Following delivery by Hughes Helicopters of the USA Delivery of these kits was completed by January 1984; Autumn of 1982 and are due for completion in 1986.
of 34 Model 500MD Defender light helicopters to the KAL is manufacturing some completed parts for each Korean name for the F-5F is Chegoong-Ho (Air Master).

MEXICO
AAMSA Administrative Manager: Armando Soto Ortega chased the type design, tooling and
als for these types, and established
all

a
production materi-
new manufacturing
AERONAUTICA AGRICOLA MEXICANA SA As agreement between Rockwell Inter-
the result of an complex in Pasteje, Mexico. Production was concentrated
(Subsidiary of Industries Unidas SA) national Corporation of theUSA and Industnas Unidas on the Ouail Commander, which was marketed as the
171 Oriente No. 398, Colonia Aragon, Apartado 14783, AAMSA A9B-M Ouail. Twenty-six had been built by
SA of Mexico, this company was formed in 1971 to take
Mexico 14, DF over from the former's Commercial Products Group the early 1982, since when no further news of the programme
Telephone: 760 60 00 and 537 40 46 manufacture of Aero Commander Ouail Commander and has been received. A detailed description of the A9B-M
Telex: 017 74 359 Sparrow Commander agricultural aircraft. AAMSA pur- can be found in the 1983-84 Jane's.
 AMIN / FOKKER — AIRCRAFT: MOROCCO NETHERLANDS
/ 165

MOROCCO
AMIN Aero Maroc Industrie (AMIN), which was founded in announced that the Royal Moroccan Air Force had
AfeRO MAROC INDUSTRIE 1981 as a national overhaul and mamtenance centre for ordered 20 of a turboprop development, the Mk IV 550.
military and civil aircraft, has a 24,500 m' (263.715 sq ft) Nothing more has been heard of this programme, and it
Aeroport Mohammed V, Hangar 3.600. Casablanca
Nouasseur
plant at Mohammed V airport. is believed that the Gepal project has since been aban-

At the 983 Paris Air Show AMIN exhibited a full scale

I doned. All known details were given in the 1983-84
Telephone: (033) 9289 and 9000 mockupof the Gepal Mk III 400 tandem two-seat military Jane 's
Telex: 23 821 M trainer, powered by a 298 kW (400 hp) piston engine, and

NETHERLANDS
FOKKER RNethAF then remained to be completed. In addition, FOKKER F27 FRIENDSHIP
FOKKER BV Fokker producing 851 centre-fuselages and wing mov-
is The first of two F27 prototypes made its first flight on 24
PO Box 1065, 1000 BB Amsterdam ing surfaces, 599 main landing gear doors. 193 horizontal November 1955, and was designed to accommodate 28
Telephone: (020) 5449111 stabilisers. 394 rudders and 472 fin leading-edges (ior passengers in a 22-3 m (73 ft) long fuselage. The second,
Telex: 12227 FOA NL Fokker's own assembly line, as well as for a similar line in which flew on 29 January 1957. was representative of
Other Factories and Companies: Belgium and General Dynamics, which manufactures
for Series 100 production aircraft, with Dart 51 1 engines and
Fokker Drechtsteden plant, with plants at Slobbegors, F-16s for the USAF and for 'third nation' sales). 32 seats in a 23 1 m (76 ft) fuselage. Two further airframes
Papendrecht and Dordrecht; Fokker Ypenburg plant Some 5,000 people are employed at the Schiphol-Oost were built for static and fatigue testing.
at Ypenburg Air Base, near the Hague; Fokker works, Amsterdam, which accommodates the company The F27 has been in series production for many years,
Woensdrecht plant, at Woensdrecht Air Base, near headquarters and administration together with the main both by Fokker and. for a period, by Fairchild Industries in
Bergen op Zoom; and Fokker Hooge\een plant mthe F27, F28 and F-16 assembly lines and test flying facilities. the United States. Deliveries by Fokker began in
north-east of the Netherlands Production is continuing of the F27 and F28, each in November 1958. and the F27 celebrated 25 years of air-
Trading Company A\io-Dicpen BV various versions, and wing moving surfaces are being pro- line service on 25 November 1983. US production of the
Supervisory Board: duced for the Airbus A300. Also at Schiphol are the F-27 and FH-227 totalled 205; details have appeared in
Mr drs H. Langman (Chairman) design offices, spare parts stores, research and develop- the 1974-75 and earlier editions of Jane's.
ir A. Meijer (Vice-Chairman ment department, numerically controlled milling depart- The Mks 100 (85 built), 300/300M (13 built), 400
T. A. McDougall ment, metal bonding department, electronics division, Combiplane, 500M and 700 are no longer available.
H. G. Buiter space division and scientific and administrative computer Details of these versions can be found in earlier editions of
Prof Dr W. H. J. Revnaerts facilities. Jane'i.
ir J. W. Hillege The Drechtsteden formed by the integrated pro-
plant, Features of current production aircraft include a low-
ir L. J. van Ameyden duction facilities at Dordrecht and Papendrecht. employs kits' (from early 1983); and a
noise interior; engine "hush
Board of Management: some 1,280 people. Most of these are engaged on defail Sperry SPZ-600 AFCS. Fokker is standardising currently
F. Swarttouw (Chairman) production and component assembly for the Fokker F27 on the Mks 200, 400M, 500. 600 and versions of the
D. Krook (Deputy Chairman; Marketing and Sales) and F28, General Dynamics F-16, Airbus A300/A310 Maritime, but any of the following versions are available
R. C. van den Heuvel (Finance and Economy) and Shorts 330/360; other work includes the manufacture to order:
F. Nel (Technology) of specialised products. F27 Mk 200. Basic airliner or executive model with Dart
Vice-President, Corporate Pianning: J. F. M. Hovers At Ypenburg the installation of F-16 centre-fuselages, RDa.7 Mk 536-7R turboprops. First flight 20 September
Director of Corporate Reiaiions: C. H. Verweij and maintenance, overhaul, repair and modification work 1959.
Manager. Corporate Communications: G. W. Knook on a wide variety of military and civil aircraft, is carried out F27 Mk 400M. Military version, with accommodation
Fokker, which is a private company without Dutch gov- by a workforce of about 900 people. A new 5.650 m' for46 parachute troops. 6.025 kg (13.283 lb) of freight or
ernment financial holdings, torms the main aircraft indus- (60.81 6 sqft) facility, tor manufacturing glassfibre compo- 24 stretchers and 9 attendants. Large cargo door and
try in the Netherlands, with six plants, in which about sitecomponents, was opened in June 1983. Composite enlarged parachuting door on each side. First flight 24
8.600 people are employed. It has an important share in material components for the Friendship, Fellowship and April 1965. Four Iranian Air Force Mk 400Ms were
the European manufacturing programme for the General Airbus A300/A310, and radomes and fairings for the modified by Fokker in 1977 for target towing duties. A
Dynamics F-16 fighter, being responsible for component Westland Lynx helicopter, are manufactured at Ypen- cartographic version is available, with two super-wjde-
production and final assembly of F-16s for the Nether- burg. angle cameras, remotely controlled from central navig-
lands and Norway. Woensdrecht. which has a current workforce of about ation station, and navigation sight; inertial navigation sys-
Delivery to the RNethAF by Fokker began in June 840. specialises in the maintenance, overhaul, repair and tem, with digital readout at navigation station and
1979, following the first flight by a Dutch assembled F-16 modification of both civil and military aircraft, and in the recorded on each picture; photography through optical
(J-259)on3 May 1979. The first tor the Royal Norwegian incorporation in such aircraft of customers' requirements. glass window panes; and electrically operated window
Air Force flew on 2 December 979 and was handed over
1 1 Also Woensdrecht the ELMO division produces elec-
at doors. This version first flew on 24 August 1973.
on 15 January 1980. Norwegian F-16s are distinguished trical and electronic systems and wire harnesses. F27 Mk 500. Similar to F27 Mk 200, but with
by a lengthened structure at the base of the rudder, hous- Hoogeveen is engaged in the manufacture of parts for lengthened fuselage and large cargo door. The 15 aircraft
ing a brake-chute. The 100th Fokker built F-16 was deli- the aerospace and other industries. Ouantity production for the French Ministere des Postes et Telecommunic-
vered on 14 June 1982, the total comprising 49 single-seat of aluminium shelters is also undertaken in this factory. A ations (Air France) have special large doors on both sides.
and 13 two-seat aircraft for the RNethAF. and 31 single- new production facility at Hoogeveen became operational First flight 15 November 1967.
seat and 7 two-seat aircraft for Norway. The last of 72 in 1982, producing carbonfibre composite tail components F27 Mk 600. Similar to Mk 200, but with a large cargo
F-16s for Norway and the tOOth for the RNethAF were for the F-16, and Airbus A3 10 hinge and leg fairing doors. door. Does not have the reinforced and watertight flooring
handed over on 4 June 1984. A further 1 1 1 F-16s for the Hoogeveen employs about 310 people. of the Combiplane. Can be fitted with quick-change

Fokker F27 Mk 400M Friendship twin-turboprop medium-range transport aircraft in the insignia of the Finnish Air Force
166 NETHERLANDS: AIRCRAFT — FOKKER
troops. Toilet and provision for medical supply box or
pantry unit at rear. Ambulance version can accommo-
date 24 USAF type stretchers, in eight tiers of three,
with seats at front and rear for up to nine medical
attendants or sitting casualties. All-cargo version fitted
with skid strips, tiedown fittings, protection plates and
hinged hatracks. Dispatch door on each side of fuselage
atrear for dropping supplies and personnel.
Accommodation (Mk500): Main cabin has standard seat-
ing for 52 passengers four abreast at 89-5 cm (35-25 in)
seat pitch; alternative layouts enable up to 60 passen-
gers to be carried at 72 cm (28-5 in) pitch.
Systems: Garrett pressurisation and air-conditioning sys-
tem utilises two Rootes type engine driven blowers.
Choke heating and air-to-air heat exchanger; optional
bcxitstrap cooling system. Pressure differential 0-29
bars (4-16 Ib/sq in) in Mks 500 and 600; 0-38 bars (5-5
Ib/sq in) in Mk 200. No hydraulic system. Dunlop
pneumatic system, pressure 235 bars (3,400 Ib/sq in),
for landing gear retraction, nosewheel steering and
;i9^35wi] brakes. Emergency pneumatic circuits for landing gear
extension and brakes. Bendix primary 28V electrical
system supplied by two 375A 28V DC engine driven
generators. Secondary system supplied via two 115V
Fokker F27 Friendship Mk 200, with additional side view (bottom) of Friendship Mk 500 400Hz AC constant frequency inverters. Variable fre-
(t'llui Press) quency AC power supply, from 120/208V 15kVA
engine driven alternators, for anti-icing and heating.
and palletised seats and/or
interior, featuring roller trades pressurised nosecone. Mamwheel tyre pressure 5-62
cargo pallets. First 2H No^cmher 196K.
Two 24V 40Ah nickel-cadmium batteries. 1-12 m'
flight bars (81-5 Ib/sq nosewheel tyre pressure 3-87 bars
in),
F27 Maritime, Maritime Enforcer, Sentinel and (39-4 cu ft) oxygen system for pilots.
(56 Ib/sq in). Pneumatic brakes on main wheels, with
Kingbird. Surveillance versions; described separately. Dunlop Maxaret automatic anii-skid system. Provision Avionics and Eolipment: VHF and HF transceivers.
By 2 July 19H4, total sales by Fokker had reached 550, on all currently available models for Dowty Rotol very- VFIF navigation system (including glideslope). ADF,
bringing overall Dutch/US sales to 755. Sales ol currently rough-held landing gear in which, at 19.730 kg (43.500 ILS. marker beacon receiver, dual gyrosyn compass
available models are as follows: lb) AUW. the total stroke in the main gear is lengthened system. Fairchild flight data recorder, intercom system.
Mk 200 (113 sold. Orders as listed in 1973-74 June's. from 305 mm (12 in) to 406 mm 16 in), increasing the (
Bendix weather radar and Smiths autopilot. Marquette
except only for Swissair/Balair; plus 1 for Icelandic
1 aircraft's static height and propeller ground clearance windscreen wipers. Sperry SPZ-600 automatic flight
government, previously recorded as Mk 700; plus corp- 1 by 76 mm (3 in). Low-pressure mamwheel tyres are control system standard from 1983, comprising a tail-
orate. ) fitted, pressure 4-2 bars (61 Ib/sq in) below 18,143 kg passive autopilot and a flight director with Cat. II
Mks
400/600 (219 sold, incl 10 corporate. Orders as (40,000 lb) AUW
and 4-57 bars (66 Ib/sq in) at higher option.
1974-75 Jane's, except 5 instead of 6 for Ghana
listed in operating weights. Nose unit is of levered suspension Dimensions, external:
Air Force, and 1981-82 Jane's, plus Mk 600 to XP 1 type, with tyre pressure of 3-87 bars (56 Ib/sq in). Wing span 29-00 m (95 tt 2 in)
Express Parcel Systems and Mk 400M to the Finnish1 Power Plant (all current versions until Autumn 1984): Wing chord: at root 3-45 m (1 1 ft 4 m)
Air Force). Two Rolls-Royce Dart Mk 536-7R (RDa.7 rating) at tip 1-40 m (4 ft 7 in)
Mks 500/500F (103 sold, incI 6 corporate). Orders as turboprop engines, each developing 1.596 kW (2.140 Wing aspect ratio 12
listed in 1974-75, 1977-78 and 1983-84 Jane's, plus: shp) plus 2-34 kN (525 lb st) for take-off. Dart Mk551 Length overall: except Mk 500 23-56 m (77 ft 3'/2 in)
Egypt Air/Air Smai 3 engines of 1.737 kW (2.330 ehp) in aircraft delivered Mk 500 25-06 m (82 ft 2'/2 in)
Midstate Airlines (USA) 2 from Autumn 1984. Four-blade Dowty Rotol Fuselage: Max width 2-70 m (8 ft lO'A in)
Suburban Airlines (USA) 1 constant-speed propellers. All new F27s from early Max height 2-79 m (9 ft 1% in)
Outer wings tor the F27 are manufactured in Belgium 1983 htted with intake hush kits', decreasing engine Height overall, standard landing gear:
by SABCA; mid- and aft fuselage sections in France by noise level during approach and taxying by approx 6 except Mk 500 8-50 m (27 ft 1 1 in)
Dassault-Breguet; dorsal hns, flaps and ailerons in West EPNdB. Integral fuel tanks in outer wings, capacity Mk 500 8-71 m (28 ft IVa in)
Germany by MBB. 5,136 litres ( 1 .130 Imp gallons). Optionally, wing bag Fieight overall, rough field landing gear:
Any of the current airliner models can be fitted, at tanks for an additional 2.289 litres (503-5 Imp gallons) except Mk 500 8-59 m (28 ft 2 in)
customer's option, with a Dowty Roto! very-rough-field may be htted. Overwing fuelling, but pressure refuelling Tailplane span 9-75 m (32 ft in)
landing gear giving increased overall height and propeller optional. Provision for carrying two 950 litre (209 Imp Wheel track (c/1 shock absorbers)
ground clearance. Rough-field gear versions are currently gallon) external fuel tanks under wings. Methyl- 7-20 m (23 ft 7V2 in)
inoperation with Air Tanzania, Air Zaire, Aramco, bromide fire extinguishing system with flame detectors. Wheelbase: except Mk 500 8-74 m (28 ft 8 in)
Burma Airways, Oman Aviation Services, and Somali Accommodation (Mks 200 and 600): Flight compartment Mk 500 9-74 m (31 ft 11 1/4 in)
Airlines. seats two by side, with folding seat for third
pilots side Propeller diameter 3-50 m (11 ft 6 in)
An F27 being modihed by
is CAC in Australia, for use crew member if required. Main cabin has standard Propeller ground clearance:
by the Royal Australian Navy m mapping water depths four-abreast seating tor 44 passengers at 78/84 cm standard landing gear:
around the continent by means of laser technology. The (31/33 in) pitch; alternative arrangements allow this except Mk 500 0-94 m (3 tt 1 in)

equipment to be used is a Thorn EMI Electronics number to be increased to 48 in Mk 200. Passenger door Mk 500 0-99 m (3 ft 3 in)
(Australia) Pty laser airborne depth sounder (LADS); at rear of cabin, on port side, with toilet opposite. Stan- rough-field landing gear:
structural changes to the F27 will include a window (for dard cargo door at front of Mk 200 on port side; large except Mk 500 1-02 m (3 tt AVi in)

the laser beam) in the lower fuselage, and the provision of cargo door in same position on Mk 600, with sill at Passenger door (rear, port):
underwing auxiliary fuel tanks. After flight trials with this truck-bed level. Cargo holds forward and aft of main Height 1-65 m (5 ft 5 in)
installation, the aircraft was expected to begin mapping in cabin, size dependent on interior arrangement. Width 0-73 m (2 ft 4% in)
late 1984. Accommodation (executive and VIP versions): Can be Height to sill: except Mk 500 1-22 m (4 ft in)
Aircraft delivered from the Autumn of 1984 have 1 ,737 furnished to customer's specification, but a basic layout Mk 500 1-39 m (4 ft 6V4 in)
kW (2,330 ehp) Dart Mk 551 turbiiprops, offering up to IS available. In this, the cabin isdivided into three sec- Service/emergencv door (rear, stbd):
'

10 per cent improvement m fuel consumption, and reduc- tions: a conference room with six seats, a rest room with Height 1-12 m (3 ft 8 in)
ing also the consumption of water-methanol. settee and divan, and a lounge with four seats. Toilet, Width 0-74 m (2 ft 5 in)
Type: Twin-turboprop medium-range airliner. galley, wardrobe, baggage space and seat for attendant Height to sill 0-99 m (3 ft 3 in)
Wings: Cantilever high-wing monoplane. Wing section in forward fuselage. Second toilet and baggage space at Standard cargo door (Mk 200 only):
NACA 64-421 at root, 64-415 at tip. Dihedral 2= 30'. rear. Height 1-19 m (3 ft 11 in)
Incidence 3° 30'. All-metal riveted and metal-bonded Accommodation (Mk 400M): Folding canvas seats, with Width 1-04m (3 ft 5 in)
two-spar stressed skin structure, consisting of centre- safctv haul' sscs, along cabin sides foi ii|i h> 46 para- Hcmht to sill 99 m (3 3 ft in)
section and two detachable outer sections. Detachable
honeycomb-core sandwich leading-edges with
Kleber-Colombes rubber boot de-icers. GRP trailing-
edges. Mechanically operated single-slotted flaps. Elec-
trically operated trim tab in each aileron.
Fuselage: All-metal stressed skin structure, built to fail-
safe principles, with cylindrical portions metalbonded
and conical parts riveted. Fuselage is pressurised bet-
ween rear bulkhead of nosewheel compartment and
circular pressure bulkhead aft ot the baggage compart-
ment. Length of pressurised section 16T6 m (53 ft in),
except for Mk 500 in which the pressurised section is
17-66 m (57 tt 11 in) long. The slightly flattened fuse-
lage bottom is reinforced by underfloor members.
Tail Unit: Cantilever all-metal stressed skin structure
Fin and tailplane. as well as leading-edges of surfaces,
are detachable. Trim tab in each elevator. Kleber-
Colombes pneumatic boot anti-icing.
Landing Gear: Retractable tricycle type. Pneumatic
retraction. Dowty oleo-pneumatic shock absorbers,
Dunlop wheels, tyres and brakes. Twin-wheel main
units retract backward into engine nacelles. Single-
wheel steerable nose unit retracts forward into non- Fokker F27 Maritime in the insignia of the Philippine Air Force
 FOKKER — AIRCRAFT: NETHERLANDS 167

Large cargo door (Mks 300 and 600): 915 m (3,000 ft) 622 m (2,040 ft) Imp gallon; 248 US gallon) tanks on underwing pylons,
Height 1-78 m (5 ft 10 in) Range (ISA, zero wind conditions) with FAR 121.645 giving overall total fuel capacity of 9,326 litres (2,051
Width 2-32 m (7 ft I'h in) reserves for alternate, 30min hold at 3,050 m (10,000 Imp gallons; 2,463 US gallons). Methyl bromide tire
Height to sill: except Mk 500 0-99 m (3 ft 3 in) and 10^ flight fuel:
ft) extinguishing system, with flame detectors. Water-
Mk 500 1 03 m (3 ft 4'/2 in) Mks 200 and 600, 44 passengers methanol tank in each engine nacelle, combined capac-
Dispatch doors (Mk 400M only, rear, port and stbd, 1,020 nm (1,926 km: 1.197 miles) ity 303 litres (67 Imp 80 US
gallons; gallons).
each): Height 1-65m (5 ft 5 m) Mk 500. 52 passengers Accommodation: Flight compartment two pilots
seats
Width 119 m (3 It 11 in) 935 nm (1.741 km: 1,082 miles) side by side, with folding seat for third crew member if
Height to sill 122 m (4 ft in) Military transport range (ISA, zero wind conditions) at required. Main cabin of 1-27 Maritime htted out as
Dimensions, internal: max T-O weight, reserves for 30 mm hold at S/L and tacticalcompartment (tor two to four operators), con-
Cabin, excl flight deck: 5' ( initial fuel: taining advanced avionics, galley, toilet and crew rest
Length: except Mk 500 1446 m (47 ft 5 in) Mk 400M, all-cargo, max standard fuel area. Maritime Enforcer accommodates crew of seven
Mk 500 15-96 m (52 ft 4 in) 1.195 nm (2.213 km; 1.375 miles) including two pilots: tactical co-ordinator (Tacco)
Max width 2-49 (8 m ft 2 in) Mk 40()M. all-cargo, max possible fuel responsible for off-airways navigation and overall
Max height 1 93 m (6 ft 4 in) 2,370 nm (4.389 km: 2,727 miles) efforts of mission crew; acoustic sensor operator (ASO)
Floor area (excl toilet): Military combat radius, conditions as above: to handle active and passive sonobuoys. acoustic receiv-
except Mk 500 260 nr' (280 sq ft)
Mk 400M, all-cargo, max standard fuel ers and processor display system; non-acoustic sensor
Mk 500 30-2 m' (325 sq ft)
625 nm (1,158 km; 719 miles) operator (NASO) controlling search radar and elec-
Volume (excl toilet): Mk 400M, all-cargo, max possible fuel tronic surveillance subsystem; and two observers. Bub-
except Mk 500 560 m'
(1,978 cu ft)
1,230 nm (2,278 km; 1.416 miles) ble windows for observers are provided at rear of main
Mk 500 65-5 m' (2,313 cu ft) Max endurance at 6.100 m (20.000 ft): cabin. Rear cabin door
is openable in flight. Standard

Freight hold (Iwd), max: Mk 200 4-78 m' (169 cu ft) Mk 400M. max standard fuel 7 h 25 min cargo door on port side, with sill at truckbed
at front
Mks 500, 600 5-58 m' (197 cu ft) Mk 400M. max possible fuel 12 h 47 min height. Cargo holds forward and aft of main cabin.
Freight hold (rear), max: Operaiionai Noise Levels (FAR Pt 36; without hush- Systems: Generally as described for F27, except that boot-
all versions 2-83 m' (100 cu ft)
kits'): strap cooling system is standard; cabin pressure differ-
Areas: T-O 90-6 EPNdB ential is 0-38 bars (5 5 Ib/sq in), secondary electrical
Wings, gross 7000 m^ (753-5 sq ft) Approach: Mk 500 98-9 EPNdB system has a third 115V 400Hz AC constant frequency
Ailerons (total) 3-51 m- (37-80 sq ft) Mk 600 100-3 EPNdB inverter; and oxygen system includes individual supply
Trailing-edge flaps (total) 12 72 m' (136-90 sq ft) Sideline 92 2 EPNdB for each tactical crew member.
Vertical tail surfaces (total) 14-20 m' (153 sq ft) Avionics and Eouipment: Com/nav equipment comprises
Horizontal tail surfaces (total) 1600 m' (172 sq ft) FOKKER F27 (SURVEILLANCE VERSIONS) Collins 618T-3 HF transceiver, two Collins 6I8M-3
Weights and Loadings: A maritime patrol version ot the Friendship, designed to VHF transceivers (three in Enforcer and Sentinel), Col-
Manufacturer's weight empty: meet the requirements ot various coastal agencies lins AN/ARC-159 UHF transceiver (VHF/UHF in
Mk 200, 44 seats '
1 1 ,578 kg (25,525 lb) throughout the world which require a cost-effective sur- Enforcer), interphone, crew address system (Enforcer),
Mk 400M 11,213 kg (24.720 lb) veillance aircraft for coastal patrol, hshery protection, Litton LTN-72 inertial navigation system, IDC air data
Mk 500, 52 seats 12,243 kg (26.992 lb) search and rescue, and similar offshore duties, was dehned computer, dual Sperry C-9 gyro compasses (not in
Mk 600,44 seats 11.714 kg (25.825 lb) in July 1975, and shortly afterwards Fokker began con- Enforcer), Collins DF-206 radio compass (not in Sen-
Operating weight empty: verting an ex-airline F27 to serve as a prototype/demon- tinel and Kingbird), Collins 51Z-4 marker beacon
Mk 200, 44 seats 12.01 kg (26.480
1 lb) stration aircraft (PH-FCX). This prototype made its hrst receiver, Honeywell AN/APN-198 radio altimeter (two
Mk 400M, all-cargo 1 1 .479 kg (25.307 lb) flight in February 1976. in Enforcer, none in Sentinel), Collins DF-301E
Mk 400M, medical evacuation Two maritime and two other surveillance versions are VHF/UHF direction hnder (UHF/VHF-AM/FM in
11,902 kg (26,240 lb) currently available, as follows: Enforcer, none in two Collins 51RV-4
Sentinel),
Mk 400M, paratrooper 1,655 1 kg (25,696 lb) F27 Maritime. Basic unarmed maritime patrol version, VOR/ILS receivers, two Collins HSls (F27 Maritime
Mk 500, 52 seats 12.701 kg (28.000 lb) tor duties which include coastal surveillance, search and only). Smiths SEP-2E/M autopilot (single in F27
Mk 600. 44 seats 12.157 kg (26.800 lb) rescue, and environmental control. It is operated by a crew Maritime, dual in Kingbird, none in Enforcer or Sen-
Max payload (weight limited): of up to six persons, and its standard tuel capacity gives it tinel). Collins 621A-6A ATC transponder (F27
Mk 200. 44 seats 5.906 kg (13,020 lb) an endurance of 10-12 h. or a range of up to 2,700 nm Maritime only). Additional avionics include dual Sperry
Mk 400M, all-cargo 6.438 kg (14.193 lb) (5.000 km; 3.107 miles), depending on the mission. SPZ-600 AFCS (Enforcer and Sentinel). Omega/VLF
Mk 400M, medical evacuation Ordered by Peruvian Navy (two), and air forces of Angola nav (Enforcer and Sentinel). AHRS (Enforcer only),
6.015 kg (13.260 lb) (one), Netherlands (two). Nigeria (two). Philippines weather radar (all except F27 Maritime). IFF transpon-
Mk 400M. paratrooper 6.261 kg (13,804 lb) (three) and Spain (three). Three others, for Royal Thai der (all except F27 Maritime), low altitude warning
Mk 500, 52 seats 5,896 kg (13.000 lb) Navy, are equipped to carry armament, but are not to full system (Enforcer). Tacan (Sentinel and Kingbird), and
Mk 600. 44 seats 6,441 kg (14.200 lb) Maritime Enforcer standard. dual LF/ADF (Kingbird),
Fuel load: Maritime Enforcer. Version for armed surveillance, Operational Eouipment (F27 Maritime and Enforcer):
standard (all versions) 4.123 kg (9.090 lb) anti-submarine and anti-shipping warfare, with enhanced Both versions fitted with Litton AN/APS-504( V)2 360°
with optional wing bag tanks 5.978 kg (13.180 lb) avionics and provisions for carrying external stores search radar in ventral radome. Additional mission
Max T-O weight: all versions 20.820 kg (45.900 lb) (armament chosen and installed by operator). Available equipment in Enforcer includes GEC Avionics central
Max landing weight: with Mk 536-7R or Mk 552 Dart engines, as in standard tactical computer and display system, radar detection
Mks 200. 400M and 600 19.050 kg (42,000 lb) F27. and display system, on-top position indicator/receiver,
Mk 500 19,731 kg (43,500 lb) Sentinel. Border surveillance and standoff reconnais- dual sonobuoy signal receivers. GEC Avionics AOS 92
optional, all versions 19.731 kg (43,500 lb) sance version. Primary sensor is a Motorola AN/APS- (LAPADS) sonar, and sonobuoy processing system.
Max zero-fuel weight (all versions) 135(V) side looking airborne radar (SLAR). mounted in Both passive and active sonobuoys are carried (up to
18.597 kg (41.000 lb) an undertuselage pod. Equipped with Doppler moving 40 of SSO-36, SSO-41B or SSO-47B type, up to 120
Max wing loading (all versions) up to 80
target indication, this can detect large targets at smaller buoys, or a mixture of both sizes), and launched
291-6 kg/m' (59-75 Ib/sq ft) nm (148 km; 92 miles) distant, or smaller targets at up to from the internal stores area in the rear of the cabin.
Max power loading (all versions) 48 nm (90 km; 56 miles). Onboard data processing via Marconi Defence Systems electronic surveillance and
6-39 kg/kW (10-5 Ib/shp) colour CRT display. Standoff photography with Lit- monitoring equipment to detect radar transmissions,
Performance (at weights indicated): ton/ltek KA-102 long-range oblique photography which can be classified and recorded and their bearings
Normal cruising speed at 6. 1 00 m (20.000 ft ) and AU (LOROP) system, or a Vinten pod containing 70 mm transferred to the tactical display. Teledyne Electronics
of 17.237 kg (38.000 lb): vertical and oblique cameras or an infra-red linescan. MAD. A data link with available ground or shipborne
all versions 259 knots (480 km/h: 298 mph) Options include an automatic computerised COMINT systems can be provided. Searchlight pod optional, on
Rate of climb AUW of
18.143 kg (40,000 lb):
at S/L. (communications intelligence) system to intercept, record central starboard wing pylon.
all civil versions 451 m (1,480 ft)/min and analyse radio signals in the 20-l.OOOMHz frequency Armament (Enforcer): Fokker installs provisions for
military versions 494 m (1,620 ft)/min band. armament only; weapon mix and purchase is up to cus-
Service ceilmg at AUW
of 17.237 kg (38.000 lb): Kingbird. Proposed AEW version, with Hughes Air- tomer. There are two 907 kg (2.000 lb) stores attach-
all civil versions 8.990 m (29.500 ft) craft AN/AWG-9 surveillance radar in retractable ventral ments on the fuselage and three under each wing
military versions 9.145 m (30.000 ft) radome. Capability includes pulse-Doppler search and (capacities 295 kg; 650 lb inboard. 680 kg; 1.500 lb in
Service ceiling, one engine out. at of 17,237 kg AUW acquisition modes (for all aircraft within a 120 nm; 222 centre, and 113 kg; 250 lb outboard). Typical ASW
(38,000 lb): km; 138 mile radius), plus track-while-scan of up to 24 armament can include two or four Mk 44. Mk 46. Sting
all civil versions 3,565 m (11.700 ft) targets simultaneously. ESM to detect and identify radar- Ray or A244/S torpedoes and/or depth bombs. For
military versions 4.055 m (13.300 ft) emitting targets within surveillance area. Reduced fuel anti-shipping warfare, two AM39 Exocet. AGM-84A
Runway LCN at max T-O weight, standard landing load. Harpoon, Sea Skua. Sea Eagle or similar air-to-surface
gear: rigid pavement 18 Type: Twin-turboprop maritime patrol aircraft. missiles can be carried. Auxiliary fuel tanks can be
flexible pavement 15 Wings, Fuselage and Tail Unit: As described for F27, carried on the central underwing pylons. Alkan stores
Required T-O held length (ICAO-PAMC) at of AUW except that airframe is heavily treated with anti- management system.
18,143 kg (40,000 lb), all civil versions: corrosive measures; in tail unit, only the port elevator Dimensions: As for F27 Mks 200/400/600, except:
S/L, ISA 988 m (3.240 ft) has a trim tab; and teardrop' windows are fitted to flight Height overall 8-70 m
(28 ft 6'/2 in)
S/L, ISA -t-15°C 1.088 m (3,570 ft) deck. Cabin volume (excl flight deck) 60-5 m' (2,136 cu ft)
915 m (3.000 ft). ISA 1.210 m (3.970 ft) Landing Gear: As described for F27. but with tyre pres- Weights and Loadings (A: Maritime, B: Maritime
Required T-O held length (military) at of 18.143 AUW sures of 5-52 bars (80 Ib/sq in) on main units and 3-80 Enforcer, C: Sentinel. D: Kingbird):
kg (40.000 lb), military versions: bars (55 Ib/sq in) on nose unit. With long-stroke main Manufacturer's weight empty:
S/L, ISA 704 m (2,310 ft) gear htted. pressure in the low-pressure mainwheel A 12.519 kg (27.600 lb)

S/L, ISA -1-1 5°C 765 m (2,510 ft) tyres is4-50 bars (65 Ib/sq in), and in tyre on the levered B 13.725 kg (30.260 lb)

915 m (3.000 ft). ISA 838 m (2.750 ft) suspension nose unit is 3-80 bars (55 Ib/sq in). Operating weight empty: A 13.314 kg (29.352 lb)

Required landing held length (ICAO-PAMC) at AUW Power Pi ani: Two Rolls-Royce Dart turboprop engines, B (typical) 14.568 kg (32.1 17 lb)
of 16,329 kg (36.000 lb), all civil versions: as described in main F27 entry. Four-blade Dowty C 14.515 kg (32.0t)0 lb)
S/L 1.003 m (3,290 ft) Rotol propellers. Integral fuel tanks in outer wings, total D 15.422 kg (34.000 lb)

1,525 m
(5,000 ft) 1,076 (3,530 ft) m capacity 5,140 litres (1 ,130 Imp gallons; 1,357 US gal- Max luel (incl pylon tanks): A 7.257 kg (16.000 lb)

Required landing held length (military) at of AUW lons). Overwing and pressure refuelling. Add-
(gravity) B 7.511 kg (16.560 lb)

17,010 kg (37,500 lb), military versions: itional centre-wing tank of 2.310 litres (508 Imp gal- C 7.484 kg (16.500 lb)

S/L 579 m (1.900 ft) lons; 61 US gallons) capacity, and two 938 litre (206-5 D 5,978 kg (13,180 lb)
168 NETHERLANDS: AIRCRAFT — FOKKER
Normal max T-O weight: all 20,410 kg (45,000 lb) Ferry range at 6,100 m
(20.000 ft) with 4.536 kg Engine air intakes, propeller blades and spinners de-
Operational necessity weight:
'
(10,000 lb) payload, 30 min loiter and 5'V reserves: iced electrically.
A, C, D 21,545 kg (47,500 lb) A 1.000 nm (1.850 km; 1.150 miles) Accommodation: Crew of two on flight deck, plus two
B 21,320 kg (47,000 lb) Max range at 7.010-7.620 m (23.000-25,000 ft), cabin attendants. Standard commuter layout seats 50
Emergency overload T-O weight: reserves for 30 min hold. S'.e flight fuel remaining: passengers, four-abreast with central aisle, at 81cm (32
B 22,680 kg (50,000 lb) B 2,698 nm (5,000 km; 3,107 miles) Alternative layouts include 46 business class
in) pitch.
Max landing weight: all 18,600 kg (41,000 lb) Ferry range at 7.010-7,620 m (23,000-25.000 ft), passengers at 86 or 81 cm (34 or 32 in) pitch, 54 tourist
Max zero-fuel weight: all 17,900 kg (39,500 lb) reserves 5% and 30 min loiter:
flight fuel class at 76 cm (30 in), or 58 or 60 in high-density
Max wmg loadmg 291-6 kg/m- (59-75 Ib/sq ft) C 2,700 nm (5,004 km; 3,109 miles) arrangement, also at 76 cm (30 in). All layouts men-
Max power loading 6 39 kg/kW (10 5 Ib/shp) D 2,400 nm (4,448 km; 2,763 miles) tioned have overhead stowage bins, forward stowage
Performance (at normal max T-O weight except where Max endurance: B 10 h area and toilet, and galley at rear, as standard. Down-
indicated. A: Maritime. B: Maritime Enforcer, C: Sen- ward opening airstair door at front on port side; service
tmel, D: Kingbird):
FOKKER 50 door at rear on same side; baggage/cargo door opposite
Never-exceed speed, AUW
of 17,237 kg (38,000 lb). At end of November 1983, coinciding with the 25th
the each of these on starboard side. All four doors serve also
S/L to 6.100 m (20.000 ft): anniversary in airline service of the twin-turboprop F27 as Type emergency exits. Entire accommodation pres-
1

A 259 knots (480 km/h; 298 mph) CAS Friendship, Fokker announced follow-on developments surised and air-conditioned. Windscreens anti-iced
B. C 256 knots (474 km/h; 294 mph) CAS of both the F27 and the twin-turbofan F28 Fellowship, to electrically, flight deck side windows demisted by hot
Normal cruising speed at 6.100 m (20,000 ft), of AUW be known respectively as the Fokker 50 and Fokker 100. air.

17.237 kg (38.000 lb): Both aircraft build on successfully proven airframes, but Systems: Hamilton Standard air-conditioning system.
all 250 knots (463 km/h; 287 mph) with significant design and structural changes, allied to Max pressure differential 0-38 bars (5-47 Ib/sq in). Hyd-
Normal operating speed at 6,100 m (20,000 ft), AUW more efficient (and more fuel-efhcient) power plants, raulic system, operating at 207 bars (3.000 Ib/sq in)
of 17.237 kg (38,000 lb): increased use of composite materials, greater passenger pressure via two engine driven pumps, for landing gear
A 227 knots (420 km/h; 261 mph) CAS comfort and convenience, advanced digital avionics, and actuation, brakes, nosewheel steering and flap drive.
Patrol speed at 457 m (1,500 ft): improved airport handling characteristics. Pneumatic de-icing of wing, fin and tailplane leading-
A 150-180 knots (277-333 km/h; 172-207 mph) The Fokker 50 will be the first to appear, making its first edges, using engine bleed air. Primary electrical system
B. D 145-175 knots (268-324 km/h; 167-202 mph) flight during the last quarter of 1985 and becoming avail- powered by two Sundstrand 40kVA engine driven star-
Stalling speed, flaps up: able for customer operation in mid- 986. Differences 1
ter/generators for 1 5/200V three-phase AC at 400 Hz.
1

A 96 knots (178 km/h; 111 mph) CAS from the current F27 include new-technology engines, in with two 300A transformer-rectifiers and two 40Ah
Max rate of climb at S/L, ISA. AUW
of 18,143 kg redesigned nacelles, with six-blade propellers; use of car- nickel-cadmium batteries for 28V DC power. Optional
(40,000 lb): A 442 m (1.450 ft)/min bon, aramid and glassfibre composites in such areas as the third (20kVA) generator driven by APU. External
Time to 6.100 m (20,000 ft): B, C wings, tailplane. fin, radome, engine nacelles and propel-
27 min power socket. Solar Titan APU optional (in rear cone of
Time to 6,705 m (22,000 ft): lers; passenger door relocated at the front of the aircraft, starboard engine nacelle), for additional electrical
D, at operational necessity weight. ISA I0°C -I- and the large cargo door deleted; more windows in the power and bleed air for air-conditioning.
47 min passenger cabin; pneumatic system replaced by a hyd-
Avionics: Flight deck has CRT displays (EFIS) for ADI
Service ceiling: A 8.990 m (29.500 ft) raulic system and a cruising speed some 1 2 per cent higher
;

and HSl. and space provisions for a central multi-

B, C 7,620 m (25.000 ft) than that of the F27. Seating range so far announced is
function display. Standard avionics include AFCS with
Service ceiling, one engine out: A 3.565 m ( ,700 ft) 1 1
46-60. with 50 as standard, but the cabin offers consider-
integral altitude alert, dual VHF com (to ARINC
Runway LCN (42 per cent tyre deflection) at 15,875 kg able flexibility for other layouts, including ample accom-
566A), dual VHFnav (ARINC 547), HF com (ARINC
(35,000 lb) AUW: A modation for baggage and freight.
559A), dual ADF (ARINC 570), (ARINC 568), DME
rigid pavement, L = 76-2 cm (30 in) 10-4 Type: Twin-turboprop short-haul transport.
Wings, Fuselage and Tail Unit: Generally similar in size
ATC transponder (ARINC 572), weather radar. Cat. 1
flexible pavement, h = 25-4 cm (10 in) 1 1 -4
landing, integrated alerting system, PA system (ARINC
flexible pavement, h = 12-7 cm (5 in) 9-0 and basic configuration to that of F27, but with exten-
560). interphone, marker beacon receiver (ARINC
Runwav LCN (42 percent tyre deflection) at 20.410 kg sive structural redesign. Metal primary structure, com-
406). radio altimeter, GPWS, cockpit voice recorder
(45.000 lb) AUW: A prising mainly adhesive bonded skin, doubler and
and flight data recorder. Space provisions for second
rigid pavement, L = 76-2 cm (30 in) 16-0 stringer assemblies, mechanically fastened to frames,
flight director computer, DME. ATC and HF com, and
flexible pavement, h = 25-4 cm (10 in) 14-8 ribs, beams, spars and bulkheads. Composites
floor
for ELT
and Cat. 11 landing.
flexible pavement, h = 12-7 cm (5 in) 12-0 (glass, aramid and graphite fibre-reinforced plastics) are
Dimensions, external:
Runway CBR, unpaved soil, h = 25-4 cm (10 in), 3,000 used widely in such secondary structures as nosecone,
Wing span 29-00 m (95 ft 1% in)
passes: A fairings, engine intakes and nacelle cowlings, access
Wing aspect ratio 12-0
AUW of 15.875 kg (35,000 lb) 6-2% doors, wing and tail leading- and trailing-edges, part of
Length overall m (82 7% 25- 19 ft in)
AUW of 20.410 kg (45.000 lb) 7-8% dorsal fin. nosewheel doors, and cabin floor. There is
Height overall m (28 ft 2y2 8-60 in)
T-O run at S/L,ISA: effective anti-corrosion treatment throughout the air-
Wheel track m (23 7V2 7-20 ft in)
A at 20,410 kg (45,000 lb) T-O weight frame. Passenger door is relocated at front, and there
Wheelbase 9-74 m (31 ft 1
1
1/2 in)
975 m(3.200 ft) are more passenger cabin windows. Wing flaps are
Propeller diameter 3-66 m (12 ft in)
B at 21,320 kg (47.000 lb) T-O weight actuated hydraulically, and are mechanically intercon-
Propeller ground clearance 1-18 m (3 ft 10'/2 in)
1,525 m (5.000 ft) nected; ailerons are actuated mechanically via cables.
Propeller/fuselage clearance 0-67 m (2 ft 2'/2 in)
C. D. at 20.410 kg (45.000 lb) T-O weight Each aileron has a spring tab inboard and balance tab
Passenger door (fwd, port): Height -78 m (5 10 1 ft in)
1.018 m (3.340 ft) outboard, the starboard balance tab serving also as an
Width 0-76 m (2 6 ft in)
T-O run at S/L, ISA + 20°C: electrically operated trim tab. Elevators and rudder (to
Service door (rear, port) and cargo door (fwd. stbd),
A at 20,410 kg (45,000 lb) T-O weight be manufactured by Fuji Heavy Industries) are cable
each:
1,080 m (3,545 ft) actuated; trim tab in starboard elevator, trim tab and
balance tab in rudder.
Height 1-27 m (4 ft 2 in)
B at 21,320 kg (47.000 lb) T-O weight Width 0-61 m in)
(2 ft
1.700 m (5.575 ft) Landing Gear: Hydraulically retractable tricycle type,
with twin wheels on each unit. Main units have long-
Cargo door (rear, stbd): Height 1-27 m (4 ft 2 in)
C, D, at 20,410 kg (45,000 lb) T-O weight
Width 0-86 m (2 ft 9% in)
1,122 m (3,680 ft) stroke double-acting shock absorbers and low-pressure
Landing distance (unfactored. ISA at S/L): tyres; nose unit has single-stage long-stroke shock Dimensions, internal:
A at landing weight of 19.731 kg (43,500 lb) absorber and hydraulically powered steering (73° to left Cabin, excl flight deck: Length 15-96 m (52 ft 4 in)

610 m (2,000 ft) and right). Width at floor 206 m (6 ft 9 in)

A at landing weight of 13.607 kg (30,000 lb) Power Planl: Two 1,603 kW (2.150 shp) Pratt & Whit- Max width 2-49 m (8 ft 2 in)

530 m (1,740 ft) ney Canada PW124 turboprop engines, each driving a Max height 1-96 m (6 ft 5 'A in)

Dowty Rotol six-blade propeller with spinner. Propel- Floor area (excl 30-2 m' (325-0 sq ft)
toilet)
B at landing weight of 15,422 kg (34,000 lb)
500 m (1,640 ft) lers have all-composite blades and Beta control. Total Main baggage/cargo compartment volume (excl over-
C. D, at landing weight of 15,422 kg (34.000 lb) standard fuel capacity 5,136 litres (1.130 Imp gallons; head bins):

564 m (1,850 ft) 1,357 US gallons). Single-point pressure refuelling. max 10-34 m' (-^65 cu ft)

commuter (50 passengers) 9-74 m' (344 cu ft)

Overhead bins 2-12 m' (75 cu ft)

Area:
Wings, gross 70-0 m- (753-5 sq ft)

Weights:
Typical operating weight empty
12,383 kg (27,300 lb)
Max fuel load 4,123 kg (9,090 lb)
Max payload 5.760 kg (12.700 lb)
Max T-O weight: standard 19.000 kg (41.888 lb)
optional 20.820 kg (45,900 lb)
Max landing weight: standard 19.000 kg (41,888 lb)
optional 19,731 kg (43,500 lb)
Max zero-fuel weight 18,144 kg (40,000 lb)
Performance (estimated):
Max operating Mach number 0-507
Typical cruising speed 287 knots (532 km/h; 330 mph)
Typical climb speed
200 knots (370 km/h; 230 mph) IAS
Typical descent speed
227 knots (420 km/h; 261 mph) IAS
Max operational altitude 7,620 m (25,000 ft)
Range with 50 passengers and baggage:
at standard max weight TO
720 nm (1,334 km; 829 miles)
Fokker 50 twin-turboprop short-haul transport. Lower side view shows a possible future 'stretched' version at optional max T-O weight

lPilo{ Press) 1,510 nm (2,798 km; 1,739 miles)

 FOKKER — AIRCRAFT: NETHERLANDS 169

Fokker F28 Mk 3000 Fellowship short/medium-range transport, in the insig nia of Pilgrim Airlines

FOKKER F28 FELLOWSHIP 345 miles), and by 6- 1 per cent on an 800 nm ( 1 ,480 km; 4000). Main cabin layout of Mk 3000 can be varied to
The F28 Fellowship twin-turhofan short/medium-haiil 920 mile) sector. accommodate 55, 60 or 65 passengers five abreast at 94,
transport was developed In collaboration with other Aircraft for East-West Airlines differ from the standard 8 1/84 or 79 cm (37,32/33 or 31 in) seat pitch respective-
European aircraft manufacturers, with pre-hnancing from Mk 4000 in having centre-wing bag tanks adding 3,293 ly. In Mk 4000, layout can accommodate up to 85

the Netherlands Aerospace Programmes and

Agency for litres(724 Imp gallons; 870 US gallons) to the standard passengers at 74 cm (29 in) pitch. Aft of cabin are a
through a loan guaranteed hy the Dutch government. fuel capacity, giving a total of 13,041 litres (2,868 Imp wardrobe (port), baggage compartment (port) and
Production is undertaken by Fokker in association with gallons; 3,445 US gallons). They also have a Global toilet compartment (starboard). Underfloor cargo com-

MBB in Germany and Short Bros in the UK. Fokker is VLF/Omega navigation system, and are configured for 72 partments fore and aft of wing, with single door on
responsible for the front fuselage, to a point just aft of the passengers only, at a seat pitch of 84 cm (33 In). starboard side of forward hold, with one door on rear
flight deck, the centre-fuselage and wing root fairings. The following details apply to both the standard Mk hold of each version.
MBB builds the cylindrical fuselage section between the 3000 and Mk 4000, except where a specific model is Systems: Garrett air-conditioning system, using engine
wing leading-edge and flight deck, the fuselage Irom the indicated: bleed air. Max pressure differential 0-51 bars (7-45 Ib/sq
wing trailing-edge to the rear pressure bulkhead, the rear Type: Twin-turbofan short/medium-range airliner. in). Two Independent hydraulic systems, pressure 207

fuselage and tail unit, and the engine nacelles and support Wings: Cantilever low/mid-wing monoplane. Wing sec- bars (3,000 Ib/sq in). Primary system for flight controls,
stubs. Shorts are responsible for wings and other com- tion NACA 0000-X 40Y series with camber varying landing gear, nosewheel steering and brakes; secondary
ponents, including mainwheel and nosewheel doors. along span. Thickness/chord ratio up to 14*"/ on inner system for duplication of certain essential flight con-
First flight of the first prototype F28 (PH-JHG) was panels, lO'r at tip. Dihedral 2° 30'. Sweepback at trols. all- AC electrical system utilises two
Westinghouse
made on 9 May 1967, and the second prototype, PH- quarter-chord 16°. Single-cell two-spar light alloy tor- 20kVA engine driven generators to supply three-phase
WEV, flew on 3 August 1967. The third F28 (PH-MOL) sion box structure, comprising centre-section. Integral constant frequency 1 1 5/200 V 400Hz power. One 20Ah
flew for the first time on 20 October 967 and was brought
1
with fuselage, and two outer panels. Fail-safe construc- battery for starting APU and for emergency power.
up to production standard in the early Summer of 1968. tion. Lower skin made of three planks. Taper rolled top Garrett GTCP 36-4A APU, mounted aft of rear pres-
The Dutch RLD granted a C of A to the F28 on 24 skin. Forged ribs In centre-section, built-up ribs in outer sure bulkhead, for engine starting, ground air-
February 1969, and the first delivery (of the fourth air- panels. Double skin leading-edge with ducts for hot air conditioning and ground electrical power, and to drive a
craft, to LTU) was made on the same day. The aircraft de-icing. Irreversible hydraulically operated ailerons. third AC generator for standby use on essential services

received FA A type approval on 24 March 1969, German Emergency manual operation of ailerons, through tabs. in flight.

certification on 30 March 1969 and British CAA type Hydraulically operated Fowler double-slotted flaps Avionics and Equipment: Standard avionics Include Col-
approval in June 1979. RLD certification for operation over 70 per cent of each half span with electric lins VHF transceivers, Collins VHF navigation system

from unpaved runways was granted m mid- 1972. The Mk emergency extension. Five-section hydraulically oper- (with glideslope), DME, marker beacon receiver, RCA

1000 was granted FA A approved noise certification on 3 1

ated lift dumpers In front of flaps on each wing. Trim tab weather radar, ADF, ATC transponder, dual compass
December 1971. The 200th Fellowship, a Mk 4000 for In each aileron. system, interphone and public address systems. Smiths
Garuda, was delivered on 30 January 1984. Fl'Selage: Circular-section semi-monocoque light alloy SEP6 autopilot, Collins FD 108 flight director, flight
A total of 2 1 7 Fellowships had been ordered by 4 April made up of skin panels with Redux-
fail-safe structure, guidance caution system, Fairchild flight data recorder
1984, as follows: bonded Z stringers. Bonded doubler plates at door and and Fairchild voice recorder. Menasco powered flight
window cutouts. Oulckly detachable sandwich controls. Thermal bleed air system for wing leading-
Mk 1000/1000C (97 ordered, incl 7 Mk lOOOC; orders as edges, tailplane leading-edge and engine air intakes.
(metal/end-grain balsa) floor panels. Hydraulically
1975-76 Jane's, plus 5 Mk 1000 for Garuda)
listed In
operated petal airbrakes form aft end of fuselage. Optional equipment to customer's requirements,
Mk2000 (10 ordered; orders as listed in 1975-16 Jane's] Tail Unit: Cantilever light alloy structure, with hydraul- including equipment for operation in Cat. II weather
Mk 3000 (1 9 ordered); orders as listed in 1983-84 Jane's, ically actuated variable incidence T tailplane. Electric minima.
plus; Dimensions, external:
emergency actuation of tailplane. Hydraulically
Pilgrim Airlmes (USA) 1
boosted elevators. Hydraulically operated rudder with Wing span 2507 m (82 ft 3 in
Satena (Colombia) 2
Wing chord at root 4-80 m (15 ft 9 in
duplicated actuators and emergency manual operation.
Mk 4000 (91 ordered); orders as listed in l9H?i-M Jane's. Honeycomb sandwich skin panels used extensively, In Length overall: 3000 27-40 m (89 ft 10% In
except: conjunction with multiple spars. Double skin leading- 4000 29-61 m (97 ft 1 'A In
East-West Airlines (Australia) now 4 edges for hot air de-icing. Length of fuselage: 3000 24-55 m (80 ft 6'/2 in
Korean Air Lines 1
Landing Gear: Retractable tricycle type of Dowty Rotol 4000 26-76 m (87 ft 9'2 in
Linjeflyg (Sweden) now 16 manufacture, with twin wheels on each unit. Hydraulic Fuselage: Max width 3-30 m (10 It 10 in
The two current production versions are as follows: retraction, nosewheels forward, main units inward Into Height overall 8-47 m (27 ft 9': in
Mk 3000. Similar to Mk 4000, but with short fuselage fuselage. Oleo-pneumatic shock absorbers. Goodyear Tailplane span 8-64 m (28 ft 4 'A in
seating up to 65 passengers. Available also in 15- wheels, tyres and electronically controlled braking sys- Wheel track (c/1 of shock absorbers)
passenger VIP or executive layout, with range of up to tem. Steerable nosewheel. Mainwheel tyres size 40 x 5-04 m (16 ft 6' 2 in
2,200 nm (4,074 km; 2,533 miles). Two of those ordered 14, 16-ply rating, pressure 5-27 bars (76-5 Ib/sq In). Wheelbase; 3000 8-90 m (29 ft 2' 2 in
by Garuda and two for the Argentine Air Force have the Power Plant: Two Rolls-Royce RB183-2 Mk
555-15P 4000 10-35 m (33 ft 1
1
',2 in
optional large cargo door. turbofan engines with blade cooling (each 44 kN; 9,900 Passenger door (fwd, port):
Mk 4000. High-density long-fuselage version, first lb St, flat rated to 29-7°C), pod-mounted on sides of rear Height 1-93 m (6 ft 4 in
flown on 20 October 1976, to seat up to 85 passengers at fuselage and fitted with acoustic intake liner and Inter- Width 0-86 m (2 ft 10 In
74 cm (29 in) pitch. Two additional overwing emergency nal mixer. No water Injection or thrust reversers. Ther- Cargo door (fwd, port, optional):
exits (making a total of four). mal anti-icing for air Intakes. Integral fuel tank In each Height 1-87 m (6 ft 1 V4 in

All current production Mk

3000s and Mk 4000s have outer wing panel with total usable capacity of 9,740 Width 2-49 m (8 ft 2 in
uprated RB183 Mk 555-15P engines, higher design litres (2,143 Imp gallons). Optional seven bladder tank Height to sill 2-24 m (7 ft 4V4 in
weights, to enable more fuel to be carried, a strengthened units in wing centre-section with total usable capacity of Service/emergency door (fwd, stbd):
wing of Increased span, an engine noise reduction kit, 3,300 litres (726 Imp gallons). Single refuelling point Height 1-27 m (4 ft 2 in
new-look cabin decor and improved flight deck layout. under starboard wing, near root. Width 0-61 m (2 ft in
From mid- 1981 all F28 engines have been fitted with a Accommodation: Crew of two side by side on flight deck, Emergency exits (centre, each):
ten-lobe Internal mixer, which reduces the aircraft's with jump seat for third crew member. Electrically Height 0-91 m (3 ft in
flyover noise footprint by approx 50 per cent. In addition, heated windscreen. Pantry/baggage space immediately Width 51 m (1 ft 8 in
the new device permits a slight Increase in take-off thrust, aft of flight deck on starboard side, followed by entrance Freight hold doors (each):
increased maximum attainable cruising flight levels, and a lobby with hydraulically operated airstair door on port Height (fwd, each) 0-90 m (2 ft j 1
1
' in
weight saving of 63 kg (140 lb). More importantly, use of side, service and emergency door on starboard side, and Height (rear) 0-80 m (2 ft 7ij in
the new internal mixer can reduce F28 block fuel con- seat for cabin attendant. Additional emergency door on Width (fwd, each) 0-95 m (3 ft 1 '2 in
sumption by 5-5 per cent on a sector of 300 nm (555 km; each side of main cabin, over wing (two each side on Mk Width (rear) 0-89 m (2 ft 1 1 In
 j

170 NETHERLANDS: AIRCRAFT — FOKKER

and structural changes. Wings (to be built by Shorts)
have 1-5 m (4 ft 11 in) extension of each tip; new
leading-edges, with reduced kink; new trailing-edges,
including new flaps; and a different outer-wing aerofoil
section. These changes have the eftect also of altering
the overall wing profile, providing an increase of approx
1 8 per cent in area and some 30 per cent in aerodynamic
efficiency. The basic wing central box structure remains
virtually unchanged. Fuselage is 5-74 m (18 ft 10 in)
longer than that of the F28 Mk 4000. Composite mater-
ials will be used for the nosecone. wing/body lairings
and floor panels, and may also be used for wing flaps and
flap tracks, nosewheel doors, rudder and speed-brakes.
Other changes include a strengthened main landing
gear, and new wheels and brakes.
Power Plant: Two 60-3 kN (13.550 lb st) Rolls-Royce
RB183-03 Tay Mk 620-15 turbotan engines, with
thrust reversers. pylon mounted on sides of rear fusel-
age. Nacelles and pylons manufactured from composite
materials. Standard internal fuel capacity 13,040 litres
(2,868 Imp gallons; 3,445 US gallons).
Accommodation: Crew of two on flight deck; two cabin
attendants. Standard accommodation for 107 passen-
gers, in five-abreastseating(3-t-2)at 81 cm (32 in) pitch.
Optional layouts include 12 first class seats (tour-
Fokker F28 Mk 4000 Fellowship high-density short/medium-range transport aircraft (Pilot Press
abreast) at 91 cm (36 in) pitch plus 80 or 85 economy
class (five-abreast) at 32 in; 60 business class at 86 cm
(34 in) plus 45 economy class, all five-abreast; or an
Height to sill (twd, each) 1-47 m (4 ft 10 in Runway LCN at max T-O weight:
all-economy class layout at 32 in pitch for 109 passen-
Height to sill (rear) 1-59 m (5 ft 2V2 in rigid pavement 25
gers. Aircraft for Swissair configured for 84 passengers
Baggage door (rear, port, optional) flexible pavement 20
(8 first class. 53 business class and 23 economy). All
Height 0-60 m (1 ft 11 '/2 in FAR T-O field length at max T-O weight:
layouts mentioned have a galley and toilet forward,
Width 0-51 m (1 ft 8 in S/L 1,585 m (5,200 ft)
galley and one or two toilets aft; 92-passenger mixed
Dimensions, internal: S/L, ISA 10°C
-I- 1,635 m (5,364 ft)
class provides for two more galleys between first and
Cabin, excl Hight deck: S/L, ISA + 15X 1,710 m (5,610 ft)
economy class areas. Wardrobe (forward) and up to
Length: 3000 1310 m (43 ft in 610 m
(2,000 ft), ISA 1,710
ft) m (5.610
three storage areas, depending upon layout, plus over-
4000 15-31 m (50 ft 3 in 915 m
(3,000 ft), ISA 1,820 ft) m (5,970
head baggage bins. Passenger door at front ol cabin on
Max length of seating area: FAR landing field length at max landing weight: port side, with service door opposite on starboard side.
3000 10-74 m (35 ft 2 'A in S/L 1,065 m (3,495 ft)
Auxiliary service door on starboard side near rear gal-
4000 12-95 m
(42 ft 6 'A 1,525 m (5,000 ft) 1.276 m (4,185 ft)
in
ley. Two overwing emergency exits each side. Three
Max width 3-10 m
(10 ft 2 in Range, high-speed schedule, FAR 121.645 reserves:
underfloor baggage/cargo holds (two forward ot wing,
Max height 2-02 m (6 ft 7'/4 in '3000, 65 passengers
one aft), each with downward opening door on star-
Floor area: 3000 38-4 m^ (413-3 sq ft
1,480 nm (2.743 km; 1.704 miles)
board side.
4000 44-8 m' (482-2 sq 4000. 85 passengers
ft
Avionics: Standard avionics include dual VHF com (to
Volume: 3000 71-5 m^ (2,525 cu 1.025 nm (1,900 km; 1,180 miles)
ft
ARINC 716), PA system (ARINC 715). VOR/DME
4000 830 m^ (2,931 cu Range, long-range schedule, FAR 121.645 reserves:
ft
based R/Nav system. ATC transponder (ARINC 718),
Freight hold (underfloor. fwd): *3000, 65 passengers
dual AHRS (ARINC 705), dual radio altimeters
3000 6-90 m' (245 cu 1,710 nm (3,169 km; 1,969 miles)
ft
(ARINC 707), dual VOR
with marker beacon receiver
4000 8-70 m' (308 cu 4000, 85 passengers
ft

1,125 nm (2,085 km, 1,295 miles)

(ARINC 711), dual ILS (ARINC 710). dual ADF
Freight hold (underfloor, rear):
"Wall wing centre-section tanks
(ARINC 712). dual DME (ARINC 709). primary flight
3000 3-80 m' (135 cu ft
display(PFD) and navigation display (ND) for each
4000 4-84 mM171 cu Operational Noise Levels (ICAO Annex 16):
ft
pilot has EFIS to ARINC 725). dual air data
(PFD
Baggage hold (aft of cabin), max T-O 86 3 EPNdB
systems (ARINC 706) with computer driven instru-
3000, 4000 2-30 m-' (81-22 cu Approach 94-0 EPNdB
ft
ments, weather radar (ARINC 708 on EFIS). and digi-
Sideline 99 9 EPNdB
Areas: tal automatic flight control and augmentation system
Wings, gross 79-00 m' (850 sq ft
FOKKER 100 (AFCAS) for Cat. II approach and landing. Optional
Ailerons (total) 2-67 m^ (28-74 sq ft Announced simultaneously with the Fokker 50, the avionics include single or dual HF com (ARINC 719).
Trailing-edge flaps (total) 14-00 m^ (150-7 sq ft Fokker 100 is intended to fly for the first time in mid- 1986, third VHF com. Selcal (ARINC 714), audio control
Fuselage airbrakes (total) 3-62 m' (38-97 sq ft and to be available for airline service in the Spring of 1987. system(ARINC 724), second ATC, third AHRS
Fin (incl dorsal Hn) 12-30 m- (132-4 sq ft It will be powered by Rolls-Royce Tay turbotan engines, (ARINC 704) and ILS, full flight management control
Rudder 2-30 m- (24-6 sq ft and will comply with the Stage 3 requirements of FAR Pt system (FMCS), third symbol generator for PFD, dedi-
Tailplane 19-50 m= (209-9 sq ft 36 which are due to come into operation m 1986. cated display tor weather radar, and Cat. HI capability
Elevators (total) 3-84 m- (41-33 sq ft The Fokker 100 is based generally on the airframe ol with autothrottle on AFCAS for autoland only or full
the F28 Mk 4000. but will have a fuselage 5-74 m ( 1 8 ft 1 flight regime.
Weights and Loadings:
in longer, enabling it to accommodate
) 07 passengers in a
1 Dimensions, external:
Operating weight empty:
standard all-economy class layout, compared with 85 in Wing span 2808 m (92 It 1 '.i in)
3000, 65 seats 16,965 kg (37,400 lb
the F28 Mk 4000. The extended and much-redesigned Wing aspect ratio 8-43
4000, 85 seats 17,645 kg (38,900 lb
Max weight-limited payload:
wings are claimed to be 30 per cent more efficient Length overall 35-31 m (115 10 m) ft 1/4

3000 8,437 kg (18,600 lb

aerodynamically than those of the F28. Fuselage: Length 32-50 m (106 ft T/2 in)
The lirst order for the Fokker 100, announced on 5 July Max diameter 3-30 m (10 ft 10 in)
4000 10,478 kg (23,100 lb
1984, is from Swissair lor eight aircraft with a further six Height overall 8-60 m (28 2 in) ft ',2
Fuel load: standard 7,820 kg (17,240 lb
on option. Passenger door (Iwd, port) Height 1-93 m (6 4 in) ft
with optional centre-section tanks
Type: Twin-turbofan short/medium-haul transport. Width 0-86 m (2 9-V4 in) ft
10.469 kg (23,080 lb
Max T-O weight;
Wings, Fuselage, Tail Unit and Landing Gear: Gener- Service door (fwd, stbd): Height 1-27 m (4 ft 2 in)

3000, 4000 33,110 kg (73,000 lb

ally based on F28 Mk 4000, but with extensive design Width 0-61 m (2 ft in)

Max zero-fuel weight:

3000 25,400 kg (56,000 lb
4000 28,122 kg (62,000 lb
Max landing weight: 3000 29,030 kg (64,000 lb
4000 31,524 kg (69,500 lb
Max cabin floor loading:
all passenger versions 366 kg/m- (75 Ib/sq ft

Max wing loading:

3000, 4000 407 kg/m^ (83-4 Ib/sq ft

Max power loading:

3000, 4000 367-5 kg/kN (3-6 lb/lb st

PERFORMANrE (Mks 3000 and 4000 at AUW

of 29,000 kg;
63,934 lb, ISA, except where indicated):
Never-exceed speed
Mach 0-83 (390 knots; 723 km/h; 449 mph) EAS
Max permissible operating speed
Mach 0-75 (330 knots; 61 km/h; 380 mph) EAS
1

Max cruising speed at 7,000 m (23,000 ft)

455 knots (843 km/h; 523 mph)
Econ cruising speed at 9,150 m (30,000 ft)
366 knots (678 km/h; 421 mph)
Max cruising altitude 10.675 m (35,000 ft)

Min ground turning radius;

3000 9 60 m (31 ft 6 in)
4000 10-90 m (35 ft 9 in) Fokker 100 'stretched' development of the F28 (two Rolls-Royce Tay turbofan engines) (Pilot Press)
 FOKKER / PAC — AIRCRAFT: NETHERLANDS NEW ZEALAND / 171

DiMeNMONS. INlbRNAl: Arfa: Design approach speed at max landing weight

Cabin, cxcl flight deck: Length 21 06 m (69 ft \Va in) Wings, gross 93-5 m- (1,006 4 SI] It) 128 knots (237 km/h; 147 mph)
Max length ol seating area 18 63 m (61 ft I'M in) Wnciiis: Max cruising altitude 10,670 m (35,000 It)
Max width 310 m (10 ft 2 in) Typical operating weight empty (107 passengers) f-AR T-O held length (S/L, ISA + 15'C):
Width at floor 2-86 m (9 ft 4'/2 in) 23.200 kg (51.147 lb) at T-O weight for 500 nm sector
Max height 2-02 m (6 ft 7'/2 in) Max payload (weight-limited) 1 1,500 kg (25,353 lb) 1,616 m (5,300 ft)

Max floor area 61-44 nr' (661-3 sq ft) Max T-O weight 41.500 kg (91.490 lb) atmax T-O weight 1,942 m (6,370 ft)
Max volume 13-02 m' (3,991-3 cii ft)
1 Max landing weight 38,330 kg (84,500 lb) Range with 107 passengers and baggage, Mach 0-73
Overhead stowage bins (total) 5-49 m' (193-9 cu ft) Max /ero-tuel weight 34.700 kg (76,500 lb) cruise 1.200 nm (2.224 km; 1,382 miles)
Additional baggage space (total)3-84 m' (133-6 cu It) 4.f.()y<) kg l^J5.()UU lb) ii/nler suidy

Underfloor compartment volume (total) PrRroRMAN(E (estimated):

17-72 m' (625-8 cu ft) Max cruising speed Mach 0-75

NEW ZEALAND
IML
Addenda to the1982-83 Jane's. The African interest
IML GROUP
reported in 1983-84 edition was withdrawn through
the
PO Box 1202, Gisborne
lack of funding, and IML is now concentrating on non-
IML ADDAX aerospace activities. The originator of the project. Mr
Detailed descriptions of the Addax-1 lighter/ground David Williams, has left IML, but has been retained as a
attack aircraft project and an evolutionary development, consultant if interest in the Addax concept should be
the Addax-S supersonic tighter, can be found in the revived.

PAC turn/crash protection. Large port side cargo door. Dimensions, internal:
3-18 m (10
Optional features include additional cargo floor area Cabin: Length ft 5 in)
PACIFIC AEROSPACE CORPORATION LIMITED
and dual controls. Max width 1-22 m (4 ft in)
Private Bag. Hamilton Airport. Hamilton Accommodation models): Enclosed cabin for 1-27 m (4
(Utility Max height ft 2 in)
Telephone: (071) 436 144 pilot and up to seven passengers or equivalent freight. Floor area 3-87 m' (41-7 sq ft)
Telex: NZ21242 PACORP Dual controls optional. Rearward sliding hood over Volume aft of hopper 3-37 m' (119-0 cu ft)
Chairman: Sir Richard Bolt front two seats. Large passenger/cargo door on port Hopper volume 1-22 m' (43-0 cu ft)
Chief Execlitive: M. S. Gunton side.
Chiee Designer: M. G. McGregor Areas:
Agriciiltural Eouipment: Glassfibre hopper aft of cock- 27-31 m- (294-0 sq
Wings, gross ft)
Engineering Manager: K. G. Mander pit, capacity 1,211 litres (266 Imp gallons; 320 US
Ailerons (total) 1-82 m- (19-6 sq ft)
Secretary: J. D. Linch gallons) of liquid. ,066 kg (2,350 lb) of dry chemicals.
1
Trailing-edge flaps (total) 3-16 m-^ (34-0 sq ft)
The former New Zealand Aerospace Industries Ltd (see Hopper outlets for spreading of solids (fertiliser, dry ice,
1982-83 and previous editions of Jane's) was reconsti-
Fm 1-26 m- (13-6 sq ft)
poison bait etc). Transland Swathmaster for top- 0-64 m' (6-9 sq
Rudder ft)
tuted as Pacihc Aerospace Corporation Ltd. following its dressing, seeding and high-volume spraying. Transland
Tailplane 4-00 m- (43-1 sq ft)
acquisition by the Aviation Corporation of New Zealand. Boommaster for liquid spraying with booms, nozzles,
Tailplane tab 0-45 m- (4-9 sq ft)
Initially, PAC is maintaining full spares support of Air- pump, etc, for low- and high-volume spray-
fan driven
trainer CT4A and Hetcher HJ24-950 scries aircraft in Micronair spraying equipment with electrically or
Weights and Loadings:
ing.
service, and is continuing to manufacture the I-U24-954 Weight empty, equipped 1,188 kg (2,620 lb)
fan driven pump, varied control systems, side loading
and Cresco agricultural monoplanes against hrm orders. valve for liquids, and special adaptor plate tor inter-
Max payload (agricultural) 1,052 kg (2,320 lb)
Four FU24-954S and three Cresco 08-6()0s were del- Normal'max T-O weight 2,204 kg (4,860 lb)
changeability of equipment.
ivered during 1982-83, and a further example of each type Optional Eoliipmeni (all models): Full blind-flying
Max agricultural T-O weight 2,463 kg (5,430 lb)
Cabin floor loading 1,885 kg/m- (386 Ib/sq ft)
was under construction m January 1984. instrumentation with ADF, VHF, VOR and DME. Full
Normal wing loading 80-6 kgim' (16-5 Ib/sq ft)
Lockheed Corporation ot Burbank. Cahtornia, USA, dual controls; dual mainwheels and brakes, wheel and
has a 24-9'( holding in Pacihc Aerospace Corporation. Normal power loading 7-40 kg/kW (12-15 Ib/hp)
leg fairings; long-range fuel tanks; cabin heating and
PAC FLETCHER FU24-954 air-conditioning systems; metric instrumentation. Performance (at Normal max T-O weight):
Dimensions, external: Never-exceed speed 143 knots (265 km/h; 165 mph)
The US built FU24 prototype flew in July 1954, fol-
lowed by the first months later, as
production aircraft five
Wing span 12-81 m (42 ft in) Max level speed at S/L
Wing chord (constant) 2-13 m (7 ft in) 126 knots (233 km/h; 145 mph)
recorded in earlier editions of Jane's. Type certification
Wing aspect ratio 6 Max cruising speed (75 ^^ power)
was granted on 22 July 955. All manufacturing and sales
1

rights were acquired by Air Parts (NZ) Ltd in 1964, and

Length overall 9-70 m (31 ft 10 in) 113 knots (209 km/h; 130 mph)
production was undertaken subsequently in that com-
Height overall 2-84 m (9 ft 4 in) Operating speed for spraying (75 'r power)
Fuselage: Max width L22 m (4 ft in) 90-115 knots (167-212 km/h; 104-132 mph)
pany's factory at Hamilton Airport, New Zealand.
Max depth 1-52 m (5 ft in) Stalling speed:
The initial production series of 100 was delivered to
Tailplane span 4-22 m (13 10 ft in) flaps up 55 knots (102 km/h; 64 mph)
New Zealand operators for topdressing work. By
Wheel track 3-71 m (12 2 ft in) flaps down 49 knots (91 km/h; 57 mph)
December 982 1 285 completed Fletcher aircraft
a total of
Wheelbase 2-28 m (7 ft 6 in) Max rate of climb at S/L 280 m (920 ft)/min
had been produced, including 56 for export to Australia,
Propeller diameter 2-18 m (7 ft 2 in) Service ceiling 4,875 m (16,000 ft)
Bangladesh, Dubai, Iraq, Pakistan. Thailand. Uruguay
Propeller ground clearance 0-33 m (12-8 in) T-O run 244 m (800 ft)
and the USA.
Passenger/cargo door (port, rear): T-O to 15 m (50 ft) 372 m (1,220 ft)
Export of PKD and CKD (partly knocked-down and
Height 0-97 m (3 ft 2 in) Landing from 15 m (50 ft) 390 m (1,280 ft)
completely knocked-down) aircraft to Frontier-
Width 0-94 m (3 ft in) Landing run 207 m (680 ft)
Aerospace Inc in Long Beach. California. USA (see
1

1983-84 Jane's), has ended.

The current model, to which the following description
applies, is the FU24-954.
Type: Agricultural and general purpose aircraft.
Wings: Cantilever low-wing monoplane. Constant chord
non-swept wings ot NACA
4415 section. Dihedral
(outer panels) 8'. Incidence 2'. Light alloy two-spar
structure. Plain horn balanced ailerons and single-
slotted flaps, all ot light alloy construction. Single row of
vortex generators forward of each aileron.
Fuselage: All-metal semi-monocoque structure. Cockpit
area stressed for 25^' impact.
Tail Unit: Cantilever light alloy structure. All-movable
horizontal tail with full span anti-servo and trim tab.
Ground adjustable tab on rudder.
Landing Gear: Non-retractable tricycle type, with steer-
able nosewheel. Fletcher air-oil shock absorber struts.
Cleveland wheels and hydraulic disc brakes on main
units. Goodyear tyres, size 8-50-6 (6-ply), pressure
range 0-76-2-07 bars (1 1-30 Ib/sq m).
Power Plant: One 298 kW (400 hp) Avco Lycoming
1O-720-A1 A or Al B flat-eight engine, driving a Hart-
zell HC-C3YR-1R/847SR three-blade constant-speed
variable-pitch metal propeller with spinner. Fuel tanks
in wing leading-edges; total usable capacity 254 litres
(67 USgallons)normal.481 Iitres(l27 USgallons) with
optional long-range tanks.
Ai( OMMorjATioN (Agricultural models): Enclosed cockpit
for pilot and one passenger on side by side seats under
rearward sliding canopy. Cockpit reinforced tor over- PAC Cresco 08-600 agricultural aircraft (Avco Lycoming LTP 101 turboprop engine)
172 NEW ZEALAND / PERU: AIRCRAFT — PAC / INDAER-PERU
Swath width (agricultural models): tanks in wing centre-section, total capacity 545-5 litres Dimensions, internal:
oily 23 m (75 ft) (120 Imp gallons; 144 US gallons). Two refuelling Cargo compartment volume (aft of hopper)
aqueous 21-3-24-4 m (70-80 ft) points in upper surface of each wing. Oil capacity 5-5 3-40 m' (120-0 cu ft

dust 7-6-15-2 m (25-50 ft) litres (1-2 Imp gallons). Chin mounted engine air intake, Hopper volume 1-77 m' (62-5 cu ft

Range with max normal 45 min reserves

fuel, fitted with Centrisep filter panel. Areas:
383 nm (709 km; 441 miles) Wings, gross 27-31 m^ (294-0 sq ft
Accommodation: Pilot only, or crew of two side by side,
Ailerons (total) 2-08 m^ (22-4 sq ft
under rearward sliding bulged cockpit hood. Tinted
Trailing-edge flaps (total) 3-06 m' (32-9 sq ft
PAC CRESCO 08-600 windscreen and canopy side panels standard. Dual con-
Fin, incl dorsal fin 1-89 m= (20-3 sq ft
Design of this turboprop development of the FU24 trols available optionally. Large forward hinged door,
Rudder, incl tab 0-63 m' (6-8 sq ft
began in 1977. Construction of a prototype started in the with window, aft of wing on port side. Generous cargo
Tailplane 3-47 m' (37-38 sq ft
following year, and this aircraft (ZK-LTP) first flew on 28 space immediately aft of hopper. Cockpit ventilated;
Elevators, incl tab 2-62 m' (28-25 sq ft
February 1979. Powered by an Avco Lycoming LTP heating system optional.
Weights and Loadings:
101-700 turboprop engine, and having a fuselage approx Systems: No air-conditioning, pressurisation, hydraulic, Weight empty, equipped 1,247 kg (2,750 lb
0-61 m (2 ft) longer, the Cresco has many components pneumatic or oxygen systems. Electrical system pow- Max disposable load (Agricultural, incl fuel)
interchangeable with the FU24-954. Use of the LTP 101 ered by 24 V 150 A Auxilec starter/generator and two 1,851 kg (4,080 lb
engine, together withsome structural refinements, permits 24V 25 Ah lead-acid batteries. Max fuel load 435 kg (960 lb
a reduction in empty weight and a substantial increase in
Avionics: Range of Narco or Becker avionics available, Max T-O weight: Normal 2,925 kg (6,450 lb
agricultural max T-O weight The name Cresco is Latin for
including VHF, VOR, ADF and transponder. Stall Agricultural 3,175 kg (7,000 lb
T grow'. The first production Cresco was flown in early Max landing weight
warning system standard. 2,925 kg (6,450 lb
1980, and the type entered service in January 1982.
Max wing loading:
The FU24-954 Agricultural Equipment: Generally similar to FU24-
description of the applies also to the Normal 107-07 kg/mM21 -94 Ib/sq ft

Cresco, except in the following respects: 954, except for substantially larger hopper, increasing 116-19 kg/m' (23-81 Ib/sq
Agricultural ft

Type: Turboprop powered agricultural and general capacity to 1,893 litres (416 Imp gallons; 500 US gal-
Max power loading:
purpose aircraft. lons) of liquid or 1,814 kg (4,000 lb) of dry chemical.
Normal 6-54 kg/kW (10-75 Ib/shp
Wings; As FU24-954, constructed mainly of 2014, 2024 Range of dispersal systems available to customer's Performance (at max Normal T-O weight, ISA, excep
and 6061 light alloys. Ground adjustable tab in each requirements, from ultra-high-volume solids dispersal where indicated):
to ultra-low-volume spray.
aileron. Never-exceed speed 177 knots (328 km/h; 204 mph
Fuselage: Similar to FU24-954, with slight increase in Dimensions, external: As FU24-954 except: Max level speed at S/L 148 knots (274 km/h; 170 mph
length. Length overall 1
1
-06 m (36 ft 3 'A in) Max cruising speed (75'> power)
Tail Unit: Aerodynamically and mass balanced rudder Length of fuselage 10-74 m (35 ft IV^ in) 135 knots (250 km/h; 155 mph
and e'°vator. Electrically actuated trim tab in elevator, Height overall 3-42 m (11 ft 2V2 in) Stalling speed at 2,767 kg (6,100 lb) AUW, flaps down
ground adjustable tab on rudder. Tailplane span 4-95 m (16 ft 3 in) power off 52 knots (97 km/h; 60 mph
Landing Gear: Tyres size 8-50-6 on nosewheel and size Wheelbase 2-77 m (9 ft IV4 in) Max rate of climb at S/L 321 m (1,054 ft)/min
8-50-10 on mainwheels. Propeller diameter 2-59 m (8 ft 6 in) Service ceiling 6,400 m (21,000 ft
Power Plant: One Avco Lycoming LTP 101-700A-1A Propeller ground clearance (static) 0-38 m (1 ft 3 in) T-O to 15 m (50 ft) 436 m (1,430 ft
turboprop engine, flat rated at 447 kW (600 shp) and Cargo door (port): Height 0-94 m (3 ft 1 in) Landing from 15 m (50 ft) 500 m (1,640 ft
driving a Hartzell HC-B3TN-3D/T10282 three-blade Width 0-94 m (3 ft 1 in) Range with max fuel, no reserves
constant-speed metal propeller with spinner. Four fuel Height to sill 0-91 m (3 ft in) 467 nm (865 km; 537 miles)

PAKISTAN
PAC
PAKISTAN AERONAUTICAL COMPLEX
Kamra, District Attock
Works: F-6 Rebuild Factory, Mirage Rebuild Factory,
and Aircraft Manufacturing Factory (all at Kamra)
Telephone: 051 65961
Telex: 5601 PAC PK
Director General:
Air Marshal Iftikhar Ahmed Khan
Managing Directors:
Air Cdre M. Ajmal Khan (F-6 RF)
Air Cdre Mehni M. Islam (MRF)
Air Cdre M. A. B. Subhani (AMF)
Located approximately midway between Islamabad and
Peshawar, the Pakistan Aeronautical Complex is an organ
of the Pakistan Ministry of Defence. It comprises three
factories, as follows:
The F-6 Rebuild Factory, or F-6 RF, was established in
1980 for the primary purpose of overhauling the Pakistan
Air Force's F-6 aircraft ( PAF designation of the Shenyang Pakistan Air Force Mushshal< (Saab Safari/Supporter), assembled under licence by PAC
Jian-6, Chinese version of the Soviet MiG-19SF
fighter/ground attack aircraft) and its airframe accessories. Atar 9C turbojet engines, and associated components and described in detail in the 1978-79 June's) began in 1976

It is authorised to manufacture about 4,000 simple com- accessories, and has a current (1984) capacity of six air- from semi-knocked-down and completely knocked-down
ponents for that aircraft, and has full facilities to produce craft and 30 engines per year. (The PAF has just over 100 kits. With the establishment of requisite facilities at Kam-

the 1,140 litre (250 Imp gallon) auxiliary fuel tanks fitted Mirage III-EP/RP/DPs and Mirage 5-PA/DPs, in four ra, this aircraft is being manufactured locally from raw

to the F-6. The F-6 RF possesses modern technical facil- squadrons.) The MRF has a site area of some 810,000 m^ materials. The Mushshak is in service with various units of
ities for various engineering processes such as surface (8,715,000 sq ft) and a workforce of nearly 1,600. the Pakistan Army andAir Force. Major facilities at the
treatment, heat treatment, forging, casting. NDT, and The Aircraft Manufacturing Factory came into oper- AMF include a 25,000-ton Swedish ASEA hydraulic
other machine/tools required to manufacture items from ation in mid-1981, as the licence production centre for press, and equipment to manufacture all GRP compo-
raw materials. Saab Safari/Supporter two/three-seat light aircraft, nents of the Mushshak. Engines, instruments, electrical
The Mirage Rebuild Factory (MRF) at Kamra can which have the Pakistani name Mushshak (Urdu for equipment and radios are imported, but almost all other
accomplish complete overhaul of Mirage III/5 aircraft. proficient'). Progressive assembly of this aircraft (last Items are manufactured locally.

PERU
INDAER-PERU
FUERZA AEREA PERUANA (FAP) T-37B and T-37C aircraft. It is expected that all but the
Ministerio Aeronautica, Dir Material, Campo de Marte, first few of these be assembled in Peru, with a progres-
will
Lima sively increased proportion of locally manufactured com-
With the assistance of Aeronautica Macchi of Italy, the ponents, following the scheduled completion in 1983 of a
Peruvian Air Force planning the establishment of an
is factory being erected for this purpose. The Peruvian gov-
embryo national aircraft industry, to be known as ernment confirmed in March 1983 that negotiations bet-
IndAer-Peru. Sixteen Aermacchi M.B. 339A trainers ween Aermacchi and IndAer were under way for licence
were delivered to the FAP in 1981-82, and a further 66 manufacture of "a substantial number" of M.B'. 339As
may be acquired eventually to replace current T-33A, and Ks.
 PADC / WSK-PZL KROSNO — AIRCRAFT: PHILIPPINES / POLAND 173

PHILIPPINES
PADC Juan Ponce Enrile production, mineral and geological surveys, external
PHILIPPINE AEROSPACE DEVELOPMENT Geronimo Z. Velasco lift operations, and tourist/executive transport)

CORPORATION Roberto V. Ongpin PADCis a government owned corporation established

MIA Road, Pasay, Metro Manila Placido L. Mapa Jr in 1973 for the purpose of undertaking business and
Postal Address: PO Box 739?. Airmail Exchange Roman A. Cruz Jr development projects in the aviation and aerospace indus-
Office, MIA 3120 Cesar C. Zalamea try in the Philippines.
Telephone: 832 27 41 to 49 Vicente M. Piccio Jr PADC is at in the assembly and man-
present engaged
Telex: 66019 PADC PN Roberto H. Lim ufacture of BO
105 helicopters and BN-2B Islander light
Presideni: Roberto H. Lim Subsidiaries: transport aircraft, under 1974 licence agreements with
ExECunvE V'K f-Prfsideni: Oscar M. Alejandro Philippine Helicopter Services Inc (PHSI) (mainte- MBB of West Germany and Pilatus Britten-Norman of
Director, Marketing; Antonio S. Duarte nance and overhaul ot BO 105 and Bell helicopters; the UK respectively. By early 1984, PADC had assembled
Treasurer: Lina Bella C. Alviar overhaul and repair of Hughes helicopter blades; and 44 BO Kl.'is and .S8 Islanders (including 22 Islanders for
Controller: Elizabeth T. Ouiambao repair of Zahnradfabrik Friedrichshafen AG pro- the Philippine Air Force), and had manufactured the GRP
Director,Management Services: Rodolto S. Ayalde ducts) components for both types of aircraft. Three more Islan-
Board of Directors: Philippine Resource Helicopters Inc (PRHI) (short ders remained to be built under present contract.
Jose P. Dans Jr (Chairman) and long term charters of twin-engined helicopters PADC is also engaged in the maintenance and overhaul
Cesar E. A. Virata and STOL aircraft in support of oil exploration and of lightweight aircraft, parts and components.

BO 105 helicopters (left) and BN-2B Islander assembled under licence by PADC

POLAND
ducentow Przemyshi Lotniczego Silnikowego PZL (Con- wing and tail component assembly (deliveries of which
PZL i

sortium of Aircraft and Engine Industry Manufacturers began in March 1979) for the Soviet 11-86 wide-bodied
ZRZESZENIA PRODUCENTOW PRZEMYSHU PZL). managed by a council representing all factories transport aircraft; the TS-1 Iskra. PZL-1 10 Koliber and
I

LOTNICZEGO SILNIKOWEGO PZL

I
which are members of the Consortium. Production plants M-20 Mewa light multi-purpose, training and sporting
(Consortium of Aircraft and Engine Industry
within the Consortium are self-dependent. aircraft; passenger transports such as the
local service
Manufacturers)
Other members of the Consortium include the BTNU Soviet designed An-2 and An-28;
the Mi-2, Kania and
ul. Miodowa 5, 00251 Warszawa (Biuro Techniczne Nowych Uruchomieri: Engineering Sokol low/medium-capacity helicopters for agricultural,
Telephone: Warszawa 279985 Office for the Implementation of New Projects), and the medical and transport operations; sailplanes, including the
Telex: 8 1 428
PPT (Przedsiebiorstwo Projektowo-Technologiczne: Jantar series and Puchacz; piston, turbojet and turboprop
President: Ing Tadeusz Ryczaj, MSc Design and Production Methods Enterprise). The Instytut engines; plus aircraft military equipment, propellers, and
Director: Col Jan Stojanowicz, MSc Lotnictwa (which see) is not a member of the Consortium, ground equipment for agricultural aircraft and helicop-
The manufacture Poland began in 1910. In
of aircraft in but is directly subordinated to the Ministry of Heavy and ters.
1928 an industrial syndicate was established, grouping the Machine Building Industry. The export sales of all Polish aviation products are
existing aircraft factories into the Panstwowe Zaklady The Polish aviation industry currently comprises 24 fac- handled by Pezetel Foreign Trade Enterprise, which
Lotnicze (State Aviation Works) to produce aircraft to tories, scientific and development units, technical and became a limited company on 10 February 1983.
meet domestic and export needs. commercial organisations, which between them employ
More than half a century of tradition in design and about 100,000 qualified workers. Its work has a broad
manufacture resulted in the production of several tens of base which includes research, design, development, man- Pezetel Foreign Trade Enterprise Co Ltd
thousands of aircraft, helicopters and gliders of various ufacture, foreign trade, agricultural aviation services, and Aleja Stanciw Zjednoczonych 61. PO Box 6, 00-991
types, as well as of aero engines and equipment. technical support for its own products which are operated Warszawa 44
Until 1981, when new legislation made industrial by other countries. Telephone: 10 80 01
unions illegal in Poland, the aviation industry was Production by the Polish aviation industry relies sub- Telex: 813314 PZL PL
organised under control of the ZPLS-PZL (Aircraft and stantially on aircraft, engines and equipment of its own Chairman of the Board: Ing Andrzej Kajka, BSc
Engine Industry Union), as recorded in previous editions design, as well as on co-operation and co-production with Director and General Manager:
of Jane s. On I January 1982 its activities came under the leading foreign aircraft manufacturers in both the East and Jerzy Krazlewicz. MA
control of the Bureau of Ministers Plenipotentiary for the the West. These programmes currently include the multi- Manager of Aviation Department: Kazimierz Niepsuj
Aircraftand Engine Industry, and since October 1982 purpose PZL- 104 Wilga, the PZL- 106 Kruk and M-18 Manager of Publicity Department:
have been governed by a new body, the Zrzeszenia Pro- Dromader low/medium-capacity agricultural aircraft; Ing Janusz Matuszewski

IL
INSTYTUT LOTNICTWA {Aviation Institute) Chief of Scientific, Technical and Economic conducts scientific research, including the investigation of
Al. Krakowska 110/114. 02-256 Warszawa-Okecie Information Division: Dr Ing Tadeusz Kostia problems associated with low-speed and high-speed
Telephone: 40001 1 and 460993 aerodynamics, static and fatigue tests, development and
Telex: 813537 The Instytut Lotnictwa was founded in 1926. It is testing of aero-engines, flight instruments, space science
General Manager: Dr Ing Konrad Tott directly subordinate to the Ministry of Heavy and Machine instrumentation, and other equipment, flight tests, and
Chief Consultant for Scientific and Technical Building Industry. The IL is responsible for all research materials technology. It is also responsible for the con-
Co-operation: Dipl Ing Jerzy Grzegorzewski and development work in the Polish aviation industry. It struction of experimental aircraft and aero engines.

WSK-PZL KROSNO PZL KROSNO KR-02A was designed to meet the same requirement as the M-26
WYTWORNIA sprzetu Described by a November 1982 issue ot Polish Daily as Iskierka described briefly under the PZL Mielec heading,
KOMUNIKACYJNEGO-PZL KROSNO "one of the worlds smallest aircraft", the KR-02A was Dimensions, external:
(Transport Equipment Manufacturing designed by Stanislaw Kustron and Jerzy Krawczyk and is Wing span 8-80 m (28 ft 10' j in)
Centre, Krosno) powered by a 45 kW (60 hp) PZL-Franklin flat-twin Length overall 4-95 m (16 ft 3 in)
38-400 Krosno n. Wislokiem engine. First flight was made in late 1982 from the airfield Height overall 1-35 m (4 ft 5'4 in)
Telephone: 229 1 of the research centre at WSK Mielec. Of metal construc- Performanc f:
Telex: 83263 tion, with a tricycle landing gear, the KR-02A is acrobatic Max level speed 155 knots (288 km/h; 179 mph)
General Manager: Ing Jan Czarnecki and is intended for training duties. It seems possible that it Cruising speed 88 knots (163 km h; 101 mph)
 174 POLAND: AIRCRAFT — WSK-PZL MIELEC
WSK-PZL MIELEC Taii Unii: Braced metal structure. Fin integral with rear Tailplane 12-28 m- (13218 sq ft)
WYTWORNIA sprzetu komunikacyj- luselage. Fabric covered tailplane. Elevators and rudder Elevators (total. incI tab) 4-72 m' (50-81 sq ft)
NEGO-PZL MIELEC (Transport Equipment operated mechanically by cables and push/pull rods. Weights and Loadings:
Manufacturing Centre, Mielec) Electrically operated trim tab in rudder and port Weight empty 3.450 kg (7.605 lb)
ul, Ludowcgo Wojska I'olskiego 3, 39-301 Miclcc
elevator. Max T-O weight 5.500 kg (12.125 lb)
Telephone: Mielec 70 Landing Gear: Non-retractable split axle type, with long Max landing weight 5.250 kg ( .574
1 1 lb)
Telex: 0632293 stroke oleo shock absorbers. Mainwheel tyres size 800 Max wing loading 76-82 kg/m-' (15-7 Ib/sq ft)
X 260 mm. pressure 2-25 bars (32-7 Ib/sq in). Pneu- Max power loading 7-38 kg/kW (12-13 Ib/hp)
Largest and best equipped aircraft factory In Poland, the
..SK factory at Mielec was founded in 1938. and had
matic shoe brakes on main units. Fully castoring and Pereormance (at AUW
ot 5,250 kg: 11.574 lb):
self-centeringPZL-Krosno tailwheel with electro- Max level speed at 1.750 m (5.740 ft)
produced 12.000 aircraft by the Spring of 1983. It was
pneumatic lock. For rough lield operation the oleo- 139 knots (258 km/h: 160 mph)
engaged mainly in licence production of MiG-15/17
pneumatic shock absorbers can be charged from a com- Econ cruising speed 100 knots (185 km/h: 15 mph)
single-seat jet lighters for several years, as detailed in 1

pressed air cylinder installed in the rear fuselage. Inter- Min flying speed 49 knots (90 km/h: 56 mph)
earlier editions of Jane's, and in 956 began production of
I

240 TS-S Bies basic trainers, described in the 1962-63

changeable ski landing gear available optionally. T-O speed 43 knots (80 km/h: 50 mph)
June's. Four years later, the Soviet designed An-2 general Power Plant: One 746 kW
(1.000 hp) PZL Kalisz ASz- Landing speed 46 knots (85 km/h: 53 mph)
62 IR nine-cylinder radial aircooled engine, driving an Max rate of climb at S/L 210 m (689 ft)/min
utility biplane went into production at Mielec. In parallel
production with the An-2 are the
AW-2 tour-blade variable-pitch metal propeller. Six Service ceiling 4.400 m (14,425 ft)
M- 1 8 Dromader agricul-
tural aircraftand the TS-11 Iskra jet trainer and light
fuel tanks in upper wings, with total capacity of 1,200 Time to 4,400 m (14.425 ft) 30 min
(264 Imp gallons). Oil capacity 120 litres (26-4
litres T-O run: hard runway 150 m (492 ft)
attack aircraft, in 1977 Mielec began to manufacture
Imp gallons). grass 170 m (558 ft)
components, including lins. tailpianes. engine pylons, ail-
AtcoMMODATioN: Crew of two on flight deck, with access T-O to 10 7 m {?<> It): hard runway 300 m (984 ft)
erons, and wing slats and flaps, for the llyushin 11-86 Soviet
via passenger cabin. Standard accommodation for 12
wide-bodied transport. In 1978 it was announced that grass 320 m (1.050 ft)

Mielec would be responsible for series production of the

passengers, m
four rows of three with centre aisle. Two Landing run: hard runway 170 m (558 ft)
foldable seats for children in aisle between hrst and grass 185 m (607 ft)
Soviet Antonov An-28 twin-turboprop light general pur-
second rows, and infant's cradle at front of cabin on Range at 1,000 m (3,280 ft) with 500 kg (1,102 lb)
pose aircraft, and in f983 the Polish press reported that
starboard side. Toilet at rear of cabin on starboard side. payload 485 nm (900 km: 560 miles)
Mielec would undertake production of the Antonov An-3
Overhead racks for up to 160 kg (352 lb) of baggage,
(see USSR section), a turboprop powered development of PZL MIELEC (ANTONOV) An-28
with space for coats and additional 40 kg (88 lb) ol
the An-2.
baggage between rear pair of seats and toilet. NATO reporting name: Cash
PZL MIELEC (ANTONOV) An-2 ANTEK Emergency exit on starboard side at rear. Walls ol cabin 1 he prototype ol this enlarged turboprop version ot the
NATO reporting name: Colt are lined with glass-wool mats and inner facing of piston-engined An- 14 light general purpose transport
The prototype ol the An-2, designed to a specihcation plywood to reduce internal noise level. Cabin floor is (CCCP-1968), initially designated An-14M, flew for the
of the Ministry ol Agriculture and Forestry of the USSR, carpeted. Cabin heating and starboard windscreen de- hrst time in the USSR in September 1969. powered by two
made its hrst flight on 3 1 August 1 947. In 1 948 the aircraft icing by engine bleed air: port and centre windscreens 604 kW (810 shp) Isotov TVD-850 turboprop engines. It
went into production in the USSR as the An-2, with a 746 are electrically de-iced. Cabin ventilation by ram air was described in the Soviet section ot the 1974-75 and
kW (1,000 hp) ASh-62 engine. intakes on underside ot top wings. previous editions ot June's, differences from the original
By 1960, more than 5.000 An-2s had been built in the Systems: Compressed air cylinder, ot 8 litres (490 cu in) An- 14. and subsequent design changes, have been
Soviet Union for service with the Soviet armed forces. capacity, for pneumatic charging ol shock absorbers and recorded in the 1983-84 and earlier editions.
Aeroflot and other civilian organisations: the various operation ot tailwheel lock at 49 bars (711 Ib/sq in) Ofhcial flight testing was completed in 1972. and the
Soviet built versions have been fully described in previous pressure and operation of mainwheel brakes at 9-80 production designation An-28 was allocated during 1973,
editions of June's. Many were exported, to all of the bars (142 Ib/sq in). Contents of cylinder are maintained The hrst pre-production An-28 (CCCP-1 9723) originally
and to Greece. Afghanistan. Mali. Nepal,
Socialist Slates, by AK-50 M
engine driven compressor, with AD-50 retained the same engines as the prototype, but in April
India and Cuba. Licence rights were granted to China, automatic reliet device to prevent overpressure. DC 1975 (re-registered CCCP- 9753 it flew tor the lirst time
1 )

where the Mrst locally produced An-2 was completed in electrical system is supplied with basic 27V power (and with 716 kW (960 shp) Glushenkov TVD-10 turboprops,
December 1957. as the Yunshuji-5 or Y-5 (which see). 36V or 115V where required) by an engine driven which are spccihed also tor production An-28s.
Limited production continues in China, but Polish man- generator and a storage battery. CO; hre extinguishing The Antonov design bureau developed the An-28 for
ufacture IS scheduled to end in 1985. system with automatic hre detector. service on Aeroflot's shortest routes, particularly those
Since I960, apart from a few Soviet built An-2Ms Avionics and Eouipment: Dual controls and bhnd-flying operated by An-2 biplanes into places which are relatively
(1971-72 Jane's), continued production of the An-2 has instrumentation standard. R-842 short wave and R-860 inaccessible to other types of hxed-wing aircraft. The
been primarily the responsibility of PZL Mielec, the origi- ultra short wave lightweight radio transceivers. turboprop engines make possible full-payload operation
nal licence arrangement providing for two basic versions: RW-UM radio altimeter. ARK-9 radio compass. under high temperature conditions and in mountainous
the An-2T transport and An-2R agricultural version. The MRP-56P marker beacon receiver, GB-1 gyro com- regions: and the An-28 is suitable for carrying passengers,
hrst Polish built An-2 was flown on 23 October I960. pass. GPK-48 gyroscopic direction indicator and SPU-7 cargo and mail, tor scientihc expeditions, geological sur-
Mielec has since more than 9.500 An-2s for domestic
built intercom. veying, forest tire patrol, lirehghting. air ambulance or
use and for export to the USSR (more than 8.400). Bul- Dimensions, external: rescue operations, and parachute training. In agricultural
garia. Czechoslovakia. Egypt. France, the German Demo- Wing span: upper 1818 m (59 ft 7'/4 in)
torm It can carry an 800 kg ,764 lb) chemical payload lor
( 1

cratic Republic. Hungary. North Korea, Mongolia, the lower 14-24 m (46 ft 8 ',2 m) dusting and spraying operations.
Netherlands. Romania. Sudan. Tunisia and Yugoslavia Wing chord (constant): upper 2-40 m (7 ft 10'/2 in)
Mr Antonov has stated that Aeroflot pilots will begin
They include more than 5,500 An-2Rs, and improve- lower 200 m (6 ft tV* in) their flying careers on the An-28, which will not stall, even
ments made by Mielec to the airframe ot the An-2R Wing aspect ratio: upper 7-57 with the control column held in the extreme rearward
resulted in an increase in TBO from 900 h in 96 to ,500 I 1 1 lower 7 12
position, because ol the action of automatic slots. If an
its

h in 1970 and 2,000 h in 1973. Wing gap m (7

2-17 Vz ft 1 in)
engine tails, the upper surface spoiler forward of the ail-
Polish built versions have different designations from Length overall: tail up 12-74 m (41 9'/2 ft in)
eron on the opposite wing is opened automatically; as a
those built in the USSR. They include the An-2 Geohz: tail down 12-40 m (40 8V4 ft in)
result, the wing bearing the dead' engine drops only 12° in
An-2LW; An-2P, PK. P-Photo and PR: An-2R, An-2S: Height overall: tail up 6-10 m (20 5 s instead of the 30° that it would drop through loss of lift
ft in)
An-21 TD and TP. Further details ot these can be found
. tail down 4-00 m 13 ( ft 1 '/2 in)
without the action of the Antonov patented spoiler. The
in the 1983-84 and earlier editions of June's. Tailplane span 7-20 m (23 7V2 ft in)
hxed tailplane slot, also patented, improves handling dur-
3-45 m (1 ing a high angle of attack climbout. Under icing condi-
The following details apply to the PZL Mielec An-2P: Wheel track 3% 1 ft in)
Type: Smgle-engined general purpose biplane. Wheelbase 3-36 m (1 tions, if the normal anti-icing system fails, ice collects on
OV4 1 ft in)
Wings: Unequal span single-bay biplane. Wing section Propeller diameter 3-60 m (I 9^/4 the slat rather than the tailplane. to retain controllability.
1 ft in)
RPS 14',( (constant). Dihedral, both wings, approx 2" Propeller ground clearance 0-70 m 3'/2 in)
Following Polish-Soviet talks in February 1978. it was
(2 It

48'. All-metal two-spar structure, fabric covered aft of Emergency exit (stbd, rear): announced thai series production ot the An-28 was to be
front spar. 1type interplane struts. Differential ailerons Height 0-65 m (2 ft 1 V2 in)
entrusted to PZL Mielec. A temporary type certificate,
and lull span automatic leading-edge slots on upper Width 0-51 m 8 in)
under Soviet NLGS-2 regulations, was awarded on 4
(1 ft

wings, slotted trailing-edge flaps on both upper and Areas: October 1 978. and the second Soviet built pre-production
lower wings. Flaps operated electrically, ailerons Wings, gross: upper 43-6 m- (469 sq ft)
aircraft (originallyCCCP- 9754. later CCCP-48 1 05 ) was
1

mechanically by cables and push/pull rods. Electrically lower 28-0 m' (301 sq ft)
displayed Pans Air Show in June 1979.
at the

operated trim tab in port aileron. Ailerons (total) 5-90 m- (63-5 sq ft) Polish manufacture is beginning with an initial batch of
Fuselage: All-metal stressed skin semi-monocoque struc- Trailing-edge flaps (total) 9-60 m- (103 sq ft) 15 aircraft, ot which two had been completed by the Spring
ture of circular section forward of cabin, rectangular in Fin 5-85 m- (62-97 sq ft) of 1984. The following description applies to the Polish
the cabin section and oval in the tail section. Rudder, inci tab 2-65 m- (28-52 sq ft) production version:
T^pe: Twin-turboprop short-range transport aircraft.
Wings: Braced high-wing monoplane, with single stream-
line section bracing strut each side. Wing section TsAGI
P-ll-14 (thickness/chord ratio 14'^f). Constant chord,
non-swept no-dihedral centre-section, set at 4° inci-
dence; tapered outer panels have 2° dihedral, negative
incidence and 2° sweepback at quarter-chord. Conven-
tional two-spar all-duralumin torsion box structure,
with steel attachment littings. built by PZL Mielec.
Duralumin automatic leading-edge slats over full span
of outer panels. Entire trailing-edges hinged, the
single-slotted mass and aerodynamically balanced ail-
erons being designed to droop with the large, two-
segment double-slotted flaps. Unpowered ailerons and
hydraulically actuated flaps are of duralumin, with fab-
ric and carbon plastics skins respectively: port aileron

has a carbon plastics trim tab. Slab type spoiler, also of

carbon plastics, forward ot each aileron and each outer
flap segment at 75 per cent chord. Thermal anti-icingof
PZL Mielec (Antonov) An-2R aircraft operated by Aeroflot wing leading-edges by engine bleed air. Short stub-wing
 WSK-PZL MIELEC — AIRCRAFT: POLAND 175

Antoriov An-28 light general purpose transport (two Glushenkov TVD-10B turboprop engines)

extends from each side of the lower fuselage, carrying

the main landing gear unit and providmg lower attach-
ment for the wing bracmg strut.
Fliselage: Conventional all-metal semi-monocoque
non-pressurised structure, built by PZL Lublin. Under-
side of rear fuselage upswept and incorporating clam-
shell doors for passenger and cargo loadmg.
Tail Unit: Cantilever all-metal structure, built by PZL
Krosno. Twin Hns and rudders, mounted vertically on an
inverted-aerofoil, no-dihedral hxed incidence tailplane.
Fixed leading-edge slat under full span ot tailplane
leadmg-edge. Electrically actuated trim tab in each rud-
der and each elevator; main controls are unpowered.
Thermal (engine bleed air) anti-icingot tailplane and hn
leading-edges.
Landing Gear: Non-retractable tricycle type, with single
Soviet built wheel and PZL Krosno
oleo-pneumatic
shock absorber on each unit. Main wide tread
units have
balloon tyres of Soviet manufacture, size 720 x 320 x
248 mm, pressure .3-5 bars (51 Ib/sq in), and are
mounted on small stub-wings which curve forward and
downward at front to serve as mudguards. Steerable
(50° left and right) and self-centering nosewheel, with Antonov An-28 Poland by WSK-PZL MIelec
light transport, produced in (l^iloi Press)
size 595 x 185 x 280 mm Stomil (Poland) tyre, pres-
sure 3-5 bars (51 Ib/sq in). Soviet multi-disc hydraulic
brakes on main units, and Soviet inert lal anti-skid units. equipment, and 27V DC for control systems and signal- Dimensions, internal:
Power Plant: Two 716 kW (960 shp) PZL Rzeszow ling, internal and external lighting, hrefighting system, Cabin, excl flight deck: Length 5-26 m 7( 1 ft 3 in
PZL- 1 OS (Glushenkov TVD-lOB) turboprop engines, propeller pitch control and feathering, radio, and engine Max width 1-74 m (5 ft 8V2 in
each driving a PZL AW-24AN three-blade automatic starting and monitoring systems. In emergency, 36V Max height 1 60 m (5 ft 3 in
propeller with full feathering and reversible-pitch capa- AC can be provided by a static inverter and 27V DC by Floor area approx m- (80-73 sq
7-5 ft

bility. Two centre-section and two outer-wing integral two 25Ah batteries. Thermal (engine bleed air) anti- Volume approx 14-0 m' (494-4 cu ft

fuel tanks in wing spar boxes, with total capacity of icmg of outer-wing, fin and tailplane leading-edges. Areas:
1 ,960 litres (43 1 Imp gallons). Refuelling point on each Electrical anti-icing of flight deck windscreens, propel- Wings, gross 39-72 m- (427-5 sq ft

tank. Oil capacity 16 litres (3-5 Imp gallons) per engine. lers, spinners and pitot heads. Oxygen system (for crew Ailerons (total) 4-33 m^ (46-61 sq ft

Air intakes lined with epoxy laminate and anti-iced by plus two passengers) optional. No APU. Trailing-edge flaps (total) 7-986 m- (85-96 sq ft

engine oil; propellers, spinners and pilot head anti-iced Avionics: Standard avionics include Baklan-5 (USSR) Spoilers (total) 1-922 m^ (20-69 sq ft

electrically. VHF com radio, R-855UM (USSR) VHF emergency Fins (total) 10-00 m- (107-64 sq ft

Accommodation: and co-pilot on flight deck, which

Pilot locator transmitter, ARK- 15 radio compass, MRP-66 Rudders (total, incl tabs) 4-00 m- (43 06 sq ft

has bulged side windows and electric anti-icing for marker beacon receiver, RW-5 or A-037 radio alti- Tailplane 8-85 m- (95-26 sq ft

windscreen, and is separated from main cabin by a bulk- meter, Grebien-1 navigation unit, BUR- 1-2 A flight Elevators (total, incl tab) 2-56 m- (27-56 sq ft

head with connecting door. Dual controls standard. Jet- recorder, and SGU-6 intercom. Blind-flying instru- Weights and Loadings:
tisonable emergency door at front on port side. Stan- mentation standard. Weight empty, equipped 3,750 kg (8,267 lb
dard cabin layout of passenger version has seats for 17 Dimensions, external: Max fuel load 1,567 kg (3,454 lb
people, with six single seats on port side, one single seat Wmg span 22-06 m (72 ft 4V2 Max payload 2,000 kg (4,409 lb
and Hve double seats on starboard side of aisle, at 72 cm Wing chord: at root 2-20 m (7 ft 2V2 Max T-O and landing weight 6,50(1 kg (14,330 lb
(28 in) pitch. Aisle width 34-5 cm (13-5 in). Five pas- at tip M0m(3ft7y4 Normal wing loading 153-5 kg/m- (31-5 Ib/sq ft
senger windows in each side of cabin. Seats fold back Wing aspect ratio 12 Max power loading 4-64 kg/kW (7-62 Ib/shp
against walls when aircraft is operated as a freighter or Length overall 1310 m (42 y4ft 1 1 Performance (at max T-O weight):
in mixed passenger/cargo role, the seat attachments Length of fuselage 12-68 m (41 7 'A ft Never-exceed speed 210 knots (390 km/h; 242 mph
providing cargo tiedown points. Entire cabin heated, Fuselage: Max width 2-14 m (7 O'A ft Max and max cruising speed at 3,000 m (9,850 ft
level
ventilated and soundproofed. Outward/downward Max depth 1-90 m (6 2% ft 189 knots (350 km/h; 217 mph)
opening clamshell double door, under upswept rear Height overall 4-90 m (16 ft 1 Econ cruising speed at 3,000 m (9,850 ft)
fuselage, for passenger and cargo loading. Emergency Tailplane span 5-14 m (16 ft lO'A 182 knots (337 km/h; 209 mph)
exit at rear of cabin on port side. Wheel track 3-405 m (11 2 ft Max rate of climb at S/L 705 m (2,315 ft)/min
Systems: No air-conditioning, pressurisation or pneu- Wheelbase 4-44 m (14 6% ft Rate of climb at S/L, one engine out
matic systems. Hydraulic system (PZL Wroclaw) for Propeller diameter 2-80 m (9 2'/4 ft 210 m (689 ft)/min
flap and spoiler actuation, mainwheel brakes and nose- Propeller ground clearance 1 -25 m (4 'A ft 1 Service ceiling 6,000 m (19,675 ft)
wheel steering, with emergency backup system for Distance between propeller centres Min ground turning radius 16-00 m (52 ft 6 in)
spoiler extension and mainwheel braking. Primary elec- 5-20 m (17 0% ft in) T-O run 260 m (853 ft)
trical system is three-phase AC, with two engine driven Rear clamshell doors: Length 2-40 m (7 ft IOV2 in) T-O to 10-7 m (35 ft) 360 m (1,180 ft)

alternators providing 200/1 15V power for heating sys- Total width: at top 1-00 m (3 3 'A ft in) Landing from 15 m (50 ft) 315 m (1,035 ft)
tems, engine vibration monitoring, fuel pump, radio, at sill 1-40 m (4 7 ft in) Landing run 170 m (558 ft)
recorders, and instrument lights. Transformer-rectifiers Emergency exit (port rear): Range:
on this system provide 36V AC power for pressure FIcight 0-91 m (2 ft 1 IV4 m) max payload, no reserves
gauges, artificial horizon, navigation and recording Width 0-51 m (1 ft 8 in) 302 nm (560 km; 348 miles)
 2

176 POLAND: AIRCRAFT — WSK-PZL MIELEC

1.000 kg (2,205 lb) payload, 30 min reserves
736 nm (1,365 km; 848 miles)

PZL MIELEC TS-11 ISKRA-BIS (SPARK)

Designed m 1957 under tl»e supervision of Docent Ing
T. Soltyk. the TS-11 Iskra two-seat jet trainer was pro-
duced as a replacement for the piston engined TS-8 Bies.
Four prototypes were built during 1958-59, the first of
these being used for static testing. First flight, on 5 Feb-
ruary 1960, was made by the second aircraft, followed
same year by the third and fourth prototypes.
later in the
Type approval was received in mid- 1961, and quantity
production began at Mielec in 1963. The formal handing
over of the first Iskra to the Polish Air Force took place in
March 1963, and the aircraft entered service in 1964.
Early production aircraft were powered by a 7-66 kN
(1,720 lb St) HO-10 Polish designed axial flow turbojet
engine. In April 1964. flight testing began using the Single-seat Iskra-Bis C reconnaissance version of the PZL Mielec TS-11
intended power plant, the more powerful SO- since the 1 ;

latter half of the 960s, production Iskras have been pow-

1 Systems: Hydraulic system, pressure 138 bars (2,000 Ib/sq Performance (at normal T-O weight with full internal
ered by either the SO-1, the modified but similarly rated in), for actuation of ailerons, flaps, airbrakes, landing fuel,except where indicated):
SO-3, or the uprated SO-3W. gear, canopy, and mainwheel brakes. Pneumatic sys- Never-exceed speed
About 500 Iskras had been built by mid- 1979. Produc- tem, pressure 118 bars (1,710 Ib/sq in), for cockpit Mach 0-8 (404 knots; 750 km/h; 466 mph)
tion was then halted until 1982, when manufacture was pressurisation, anti-icingand gun charging. Emergency Max level speed at 5,000 m (16,400 ft)
resumed of the Iskra-Bis DF, which is now the only version pneumatic system for landing gear extension, flaps and 415 knots (770 km/h; 478 mph)
being built. Details of the earlier versions can be found in emergency braking. Electrical power provided by Normal cruising speed
the 1981-82 and previous editions of Jane's. 28-5V GSR-ST-6000A generator and 24V 28Ah bat- 324 knots (600 km/h; 373 mph)
The following description applies to the Iskra-Bis DF: tery, for engine starting, instruments, lights and arm- Unstick speed 102 knots (190 km/h; 118 mph)
Type: Fully aerobatic two-seat combat and reconnaissance ament control system; 115V converter for AC power. Landing speed 92 knots (170 km/h; 106 mph)
trainer. Air-conditioning, oxygen, ethyl alcohol anti-icing and Stalling speed, power off, flaps down
Wings: Cantilever mid-wing monoplane. Wing section CO; fire extinguishing systems standard. 81 knots (150 km/h; 94 mph)
NACA 64209 at root, NACA 64009 at tip. Sweepback Avionics and
Equipment Full dual controls and
: Max rate of climb at S/L 1,164 m (3,820 ft)/min
at quarter-chord 7°. Marked dihedral. All-metal torsion
instrumentation, including blind-flying panels. Stan- Time to 5,000 m (16,400 ft) 5 min 18 s

box structure with two steel main spars and duralumin dard avionics include R-800, R-802G, R-802W or Time to 1,000 m (36.000 ft|
1 26 s mm
stressed skin. Hydraulically servo-assisted, aero- RS-6102/R VHF com; ARK-9 or ARL-1601 radio Service ceiling 1 ,000 m (36,000 ft)
1

dynamically balanced ailerons. Hydraulically actuated compass; RW-UM radio altimeter; MRP-56P marker T-O run 650 m (2,135 ft)
two-section double-slotted flaps and airbrakes (max beacon receiver; SPU-2P intercom, and IFF. T-O to 15 m (50 ft), flaps down 1,090 m (3,575 ft)
deflection 87°). One boundary layer fence on each wing.
Armament: Forward firing 23 mm cannon in nose on Landing from 15 m (50 ft), flaps down
Anti-flutter weight fairing projecting from each wing
starboard side, with S-13 gun camera. Four attachments 1,110 m (3,642 ft)
near tip. for a variety of underwing stores, including bombs ot up Landing run 700 m (2,300 ft)
Fuselage: All-metal semi-monocoque structure of pod
to 100 kg (220 lb), eight-barrel rocket pods and 7-62 Range at 7,000 m (22,975 ft) with 570 litres fuel
and boom type.
mm gun pods. Provision for three cameras: one in each 243 nm (450 km; 280 miles)
air intake lairing and one in fuselage floor beneath rear Range with 1,200 litres fuel
Tail Unit: Cantilever all-metal structure. Two-spar fin,
cockpit. 680 nm (1,260 km; 783 miles)
integral with fuselage. Variable incidence two-spar tail-
Dimensions, external; g limits (ultimate) +8-0/-4-0
plane, actuated electrically. Mass and aerodynamically
Wing span 1006 m (33 ft in)
balanced elevators and rudder. Anti-flutter weight fair-
Wing chord: at root 2-254 m (7 4%ft in) PZL MIELEC M-15 BELPHEGOR
ing projecting from each half of tailplane at tip. Ground
at tip 1162 m (3 9V4
ft in) Pezetel has advised that production of this aircraft,
adjustable tab on rudder; fixed balance tab in port
Wing aspect ratio 5-71
which ended in 1981 (see 1981-82 Jane's), totalled 180,
elevator.
Length overall 11-15 m (36 ft 7 in) and not 20 as recorded previously.
1
Landing Gear: Retractable tricycle type with single Height overall 3-50 m (II ft 5V2m)
wheel on each unit. Nosewheel retracts forward, main- Tailplane span 3-84 m 7V4 m)
wheels inward into wing root air intake trunks. Hyd-
(12 ft
PZL MIELEC M-18 DROMADER
Wheel track 3-47 m (II ft 4V2 in)
(DROMEDARY)
raulic actuation, with pneumatic emergency extension. Wheelbase 3-44 m (11 ft 3 '.2 in)
Mainwheels size 600 x 180, tyre pressure 5-38 bars (78 Although superficially similar to the PZL Warszawa-
Areas;
Ib/sq in). Nosewheel size 400 x 150, tyre pressure 3-45
Okecie PZL- 106 Kruk, the M-18 Dromader is an entirely
Wings, gross 17-50 m- (188-37 sq ft)
different and much larger agricultural aircraft, and is
bars (50 Ib/sq in). Oleo-pneumatic shock absorbers. Ailerons (total) 1-48 m^ (15-93 sq ft)
Disc brakes on mainwheels. Castoring and self- designed to meet the requirements of FAR Pt 23. Particu-
Trailing-edge flaps (total) 1-74 m^ (18-73 sq ft)
lar attention was paid in the design to pilot safety, and all
centering nosewheel, with shimmy damper. Fin 1-55 m' (16-68 sq ft)
parts of the structure exposed to contact with chemicals
Power Plant: One 10-79 kN (2,425 lb st) IL SO-3W Rudder (incl tab) 0-70 m' (7-53 sq ft)
are treated with polyurethane or epoxy enamels, or
turbojet engine, mounted in fuselage aft of cockpit sec- Tailplane 2-38 m^ (25-62 sq ft)
manufactured from stainless steel.
tion, with nozzle under tailboom. Fuel m two 315 litre Elevators (incl tab) 1-16 m' (12-48 sq ft)
Design began in 1974. The M-18 was first flown on 27
(69 Imp gallon) integral wing tanks, one rubber 500 litre Weights and Loadings:
August 1 976, and a second flying prototype followed on 2
(110 Imp gallon) tuselage main tank (700 litre; 154 Imp Weight empty 2,560 kg (5,644 lb)
October 1976; a third was completed for static tests. The
gallon in single-seaters) and one rubber 70 litre (15 5 Normal T-O weight with 570 litres (125-5 Imp gallons)
M-18 made its public debut at the Paris Air Show in
Imp gallon) fuselage collector tank. Total fuel capacity internal fuel 3,243 kg (7,150 lb)
May/June 1977. The prototypes were followed by ten
1,400 litres (308 Imp gallons). Fuel system permits up Normal T-O weight with 1.200 litres (263-5 Imp gal-
pre-series aircraft, of which two were used for static and
to40 s of inverted flight. lons) internal fuel 3,734 kg (8,232 lb)
fatigue testing. The remainder were employed for operat-
Accommodation: Crew of two in tandem, on lightweight T-O weight (reconnaissance) 3,787 kg (8,349 lb)
ing trials, two of them spraying and dusting cotton in Egypt
ejection seats, under a one-piece hydraulically actuated Max T-O weight with full external armament
during the Summer of 978, prior to the award of a Polish
1
rearward hinged upward opening jettisonable canopy. 3,840 kg (8,465 lb)
type certificate on 27 September 1978. The Dromader has
Rear seat slightly raised. Cockpit pressurised and air- Max wing loading 219 kg/m' (44-85 Ib/sq ft)
since been certificated in Canada, France, the USA and
,.

conditioned. Max power loading 355-9 kg/kN (3-5 lb/lb st)

Yugoslavia. A firefighting version was flown for the first
time on 11 November 1978. Series production began in
1979, and a total of 230 production M-18s had been built
by the beginning of 1984, of which 90 per cent were for
export. Customers include operators in Bulgaria, Canada,
Cuba, Czechoslovakia, France, Greece (30 for firefight-
ing), Hungary, Morocco, Swaziland, Trinidad, Turkey, the
USA, Venezuela and Yugoslavia. Two Dromaders were
evaluated in the Soviet Union in 1981.
Future programmes are planned to include an increase
of nearly twofold in the fuel capacity of the wing tanks; the
development of new agricultural equipment (larger
spreaders giving a greater swath width, automatic pump
shut-off circuit, cut-off valve between hopper)pump and
and other equipment on imported
to decrease the reliance
items; a cockpit heating system; and a windscreen washer.
The following description refers to the standard M-18
agricultural version:
Type: Single-seat agricultural aircraft.
Wings: Cantilever all-metal low-wing monoplane, of con-
stant chord, with 1° 25' dihedral on centre-section and
6°on outer panels. Wing sections NACA 4416 at root,
NACA 44 1 2 at end of centre-section, and NACA 44 1

on outer panels. Incidence 3°. Single steel capped

duralumin spar. All-metal two-section trailing-edge
slotted flaps, actuated hydraulically. All-metal slotted
ailerons, mass and hydraulically balanced, actuated by
PZL Mielec Iskra-Bis D two-seat trainer, with four underwing pylons (Pilot Press) pushrods. Trim tab in each aileron.
 WSK-PZL MIELEC — AIRCRAFT: POLAND 177

Fuselage: All-metal structure. Main frame, of helium-arc

welded chrome-molybdenum steel tube, oiled inter-
nally against corrosion. Duralumin side panels, detach-
able for airframe inspection and cleaning. Fixed stain-
less steel bottom covering.
Tau Unit: All-metal structure, with braced tailplane.
Corrugated skin. Aerodynamically and mass balanced
rudder and elevators. Elevator actuated by pushrods;
rudder by cables. Trim tab on rudder and each elevator.
Landing Gear: Non-retractable tailwheel type. Oleo-
pneumatic shock absorber in each unit. Main units have
tyres size 800 x 260 mm, and are titled with hydraulic
disc brakes, parking brake and wire cutters. Fully castor-
ing tailwheel, lockable for take-off and landing, with
size 360 x 150 mm tyre.
Power Plant: One 746 kW (1,000 hp) PZL Kalisz ASz-
62IR nine-cylinder radial aircooled supercharged
engine, driving a PZL Warszawa SP.OO/AW-2 four-
blade constant-speed aluminium propeller. Integral fuel
tank in each outer wing panel, combined usable capacity
400 litres (88 Imp gallons; 105-7 US gallons). Gravity
feed header tank in fuselage.
Accommodation: Single adjustable seat in fully enclosed,
sealed and ventilated cockpit which is stressed to with-
stand 40g impact. GlassHbre cockpit roof and rear fair-
ing. Adjustable shoulder type safety harness. Adjust-
able rudder pedals. Baggage compartment aft of seat.
Ouick-opening door on each side; port door jettison-
able.
Systems: Hydraulic system, pressure 98-137 bars
(1,421-1,987 Ib/sq in), for flap actuation, disc brakes
and dispersal system. Electrical system powered by
28-5V lOOA generator, with 24V 25Ah nickel-
cadmium battery and overvoltage protection relay.
Avionics and Equipment: King KX 170B communic-
ations transceiver, Kl 201 C navigation receiver.
VOR-OBS indicator, landing lights, taxi light and night
working light optional. Navigation lights, cockpit light,
instrument panel lights, and two rotating beacons stan-
dard. Built-in jacking and tiedown points in wings and
aft fuselage; towing lugs on main landing gear. Cockpit

fire extinguisher and first aid kit.

Agricultural and Other Eouipmeni: GlassHbre epoxy

hopper, with stainless steel tube bracing, forward of
cockpit; capacity 2.500 litres (550 Imp gallons; 660 LIS
gallons) of liquid or 1,500 kg (3,306 lb) of dry chemical.
Deflector cable from cabin roof to Hn, The M-1 8 can be
fitted optionally with several different types ol agricul-
Three-view drawing (I'lloi f'rcss) and photographof the PZL Mielec IVI-18 Dromader. Photo shows the water
tural and firefighting systems, as follows; spray system
bombing version
with 54/96 nozzles on spraybooms; dusting system with
standard, large or extra large spreader; atomising system
with six atomisers; water bombing installation; and Payload: FAR 23 1.050-1.350 kg (2,315-2.976 lb) Service ceiling: A 6.500 m (21.325 ft)
tire-bombing installation with foaming agents. Aerial CAM 8 1,550-1.850 kg (3.417-4.078 lb) T-O run: A 180-200 m (590-656 ft)
application roles can include seeding, fertilising, weed Max T-O weight: FAR 23 4.200 kg (9.259 lb) B 210-245 m (689-805 tt)
or pest control, defoliation, forest and bush firefighting. CAM 8 4,700 kg (10,362 lb) Landing run; A. B 260-300 m (853-984 It)
and patrol flights. Special wingtip lights permit agricul- Max landing weight 4,200 kg (9.259 lb) Max range, no reserves:
tural flights at night, and the aircraft can operate in both Max wing loading (FAR 23) A. 400 litres (88 Imp gallons) fuel
temperate and tropical climates. 1050 kg/m- (21-51 Ib/sq ft) 291 nm
(540 km; 335 miles)
Dimensions, external: Max power loading (FAR
23) A. 726 litres (160 Imp gallons) fuel
Wing span 17-70 m (58 ft 0% in) 5-63 kg/kW (9-26 Ib/hp) 523 nm (970 km; 602 miles)
Wing chord (constant) 2-286 m (7 ft 6 in) Performance (at 4.200 kg; 9.259 lb T-O weight. ISA, ,i; limits: FAR 23 +3-4/- 1-4
Wing aspect ratio 7-83
A: without agricultural equipment; B: with spreader CAM 8 +3-0/- 1-2
Length overall 9-47 m (31 ft 1 in) equipment):
Height over tail fin 3-70 m (12 ft 13/4 in) Never-exceed speed: PZL MIELEC M-18A DROMADER
Height overall (flying attitude) 4-60 m (15 ft 1 in) A 151 knots (280 km/h; 174 mph) Until 1983 the M-18 had been produced only as a
Tailplane span 5-00 m (16 ft 4% in) Max level speed: A 138 knots (256 km/h; 159 mph) single-seater; the M-l 8A has been designed lor operators
Wheel track 3-48 m (11 ft 5 in) B 128 knots (237 km/h; 147 mph) requiring to transport a ground mechanic/kiader to provi-
Propeller diameter 3-30 m (10 ft 10 in) Cruising speed at S/L: sional airstrips. An additional cabin is located behind the
Propeller ground clearance (tail up) 23 m (9 in) A 110 knots (205 km/h; 127 mph) cockpit and separated from it by a wall. The cabin is
Areas; B 102 knots (190 km/h; 118 mph) equipped with a rigid seat, with protective padding and
Wings, gross 40-00 m- (430-5 sq ft) Normal operating speed: windows (port
safety belt, a port-side jettisonable door,

Ailerons (total) 3-84 m- (41-33 sq ft) A 124 knots (230 km/h; 143 mph) and starboard), fire extinguisher, and ventilation valve.
Trailing-edge flaps (total) 5-69 m' (61-25 sq ft) B 108 knots (200 km/h; 124 mph) Communication with the pilot is provided via a window in
Vertical tail surfaces (total) 2-65 m- (28-5 sq ft) Stalling speed, power off. flaps up: the dividing wall, and by intercom.

Horizontal tail surfaces (total) 6-50 m- (70-0 sq ft) A. B 65 knots (119 km/h; 74 mph) Five M-18As were built during 1983, and in Spring
Weights and Loadings: Stalling speed, power off. flaps down: 1984 were undergoing experimental operation in the
Basic weight empty 2,610 kg (5.754 lb) A. B 59 knots (109 km/h; 68 mph) German Democratic Republic. A supplementary Polish
Weight empty, equipped Max rate of climb at S/L: A 414 m (1.360 ft)/min type certificate was awarded to the M-I8A on 14 February
2.670-2,760 kg (5.886-6,085 lb) B 340 m (1.115 ft)/min 1984.
All other data are as for the M-18 except:
Weights;
Basic weight empty 2.690 kg (5.930 lb)
Weight empty, equipped
2.750-2.860 kg (6,063-6,305 lb)

PZL MIELEC M-20 (PZL-118) MEWA (GULL)

The M-20 Mewa six/seven-seat twin-engined aircraft is
the Polish version of the Piper PA-34 Seneca (see US
section), developed and assembled or manufactured by
the Polish aircraft industry under an agreement made w ith
Piper Aircraft Corporation in early 977, It isdesigncd for
I

passenger transport, training, liaison and ambulance

duties, and is certificated to FAR Pt 23. The Mewa can be
(iperated from concrete runways or grass strips with a
length of about 700 m (2,300 ft), and differs chiefly from
Ihe US built Seneca m being powered by Polish built
I ranklin engines.
Adaptation ol the PA-34-200T Seneca II airtrame to
accept this power plant occupied the lirst halt ol 978, and
I

the lirst Polish prototype made its initial flight on 25 July

PZL Mielec M-20 Mewa, a version of the Piper Seneca II with PZL-F engines 1979. The Mewa is now in production in two versions.
178 POLAND: AIRCRAFT — WSK-PZL MIELEC
Service ceiling 4,000 m (13.125 ft)

Service ceiling, one engine out 900 m (2,950 ft'

T-O to 15 m (50 ft), concrete runway, 25° flap

460 m (1,510 ft)
Landing from 15 m (50 ft) 655 m (2.150 ft)
Range with max standard tuel, 45 min reserves
550 nm (1,020 km: 634 miles)
Range with max standard and auxiliarv fuel
734 nm {l,360'km; 845 miles)

PZL MIELEC M-21 DROMADER MINI

This reduced capacity version of the Dromader was
developed in response to a need expressed by many users
of the M-18 for a smaller version of the aircraft, with a less
powerful engine and reduced chemical load. Such a ver-
sion, it was felt, would form
mixed fleet, providing
part of a
an operator with greater and improved operat-
flexibility
ing costs. As a result, the Research and Development
Centre for Transport Industry (Osrodek Badawczo-
Rozwojowy Sprzetu Komumkacyjnego) at WSK Mielec
began design work on the M-21 in January 1980. Con-
struction of two flying prototypes and a static test airframe
started in August 1981. and the first prototype (SP-PDM)
flew for the first time on 18 June 1982. Flight testing was
continuing in early 1984.
Some 70 percent common to both the M-18
of parts are
and M-21 including the outer wing panels (including flaps
.

and ailerons); rear fuselage (including cockpit and tail-

wheel); mainwheels and brakes; upper surface of hopper,
Prototype of the PZL Mielec M-21 Dromader Mini agricultural aircraft including hood; parts of the fuel, oil, hydraulic and electri-
cal systems; and some of the agricultural equipment. New
to the M-21 are the PZL-3SR engine and its propeller,
wing centre-section, enlarged tail surfaces, main landing
gear legs, lower part of hopper, and forward fuselage.
Some standard subassemblies are, however, used in the
new assemblies.
Airframe: Generally similar to M-18, but starboard aile-
ron has ground adjustable tab, forward fuselage has
glassflbre/epoxy laminate skin panels, tailwheel tyre is

380 X 150 mm.

size
Power Plant: One 447 kW (600 hp) PZL-3SR seven-
cylinder aircooled radial engine, driving a US 133 000
three-blade propeller. Fuel capacity as for M-18; oil

capacity 75 litres (16-5 Imp gallons).

Systems: Hydraulic system pressure 153 bars (2,220 Ib/sq
in ). Electrical system powered by 1 -5 kW alternator and

18Ah battery.
Avionics: RS 6201 Unimor ultra short wave com trans-
ceiver.
Dimensions, external: As for M-18. except:
Wing span 14-51 m (47 ft TM in)
Wing aspect ratio 6-46
Length overall 9-48 m (31 It 1 Yj in)
Height overall 3-11 m (10 ft 2'/2 in)

Tailplane span 5-60 m(18 ft 4'/2 in)

Wheel track 2-70 m(8 ft IOV4 in)
Wheelbase 5-86 m
(19 ft 2% in)
Propeller diameter 3-10 m (10 ft 2 in)
Propeller ground clearance 0-30 m V4 in)
( 1 1

PZL Mielec M-26 Iskierka tandem two-seat primary trainer (Pilot t'ressi
Areas:
Wings, gross 32-60 m- (350-9 sq ft)
either of which can be contigured for passenger carrying or rear.A modihed electrical system permits an incubator Ailerons (total) 3-84 m' (41-33 sq ft)
as an air ambulance: to be installed. Trailing-edge flaps (total) 2-78 m' (29-92 sq ft)
M-20.00. Assembled from Piper built PA-34-200T kits Systems: Electrical system powered by two 12V 70A
with PZL F engines. First prototype was of this version.
Fin 1-80 mM
19-38 sq ft)
alternators and two 12V 35Ah batteries. Oxygen sys- Rudder, incl tab 1-44 m-' (15-50 sq ft)
Four examples built during 198(1. Polish (CACA) type tem standard ambulance version.
in
Tailplane 3-86 m^ (41-55 sq ft)
certificate issued 22 September 1983. Avionics: Multi-channel VOR/LOC radio and blind- Elevators (total, incl tabs) 3-42 m^ (36-81 sq ft)
M-20.01 Polish built airframe and PZL F engines. Con-
. flying instrumentation standard. Radio rangehnder,
Weights and Loadings (prototype):
struction of hrst example began in June 1980, and this radio marker, radio compass and three-axis autopilot Weight empty, equipped 2.000 kg (4.409 lb)
aircraft flew tor the first time on 22 September 1982. Five optional.
Max fuel load 300 kg (661 lb)
built (in ambulance conhguralion) in 1983-early 1984. Dimensions, external: Max payload 900 kg (1 ,984 lb)
The description ot the Seneca in the US section applies Cabin door (stbd, fwd): Max T-O and landing weight 3,300 kg (7,275 lb)
generally also to the M-20 Mewa. except in the tollowing Height 0-85 m (2 ft 9V2 m) Max wing loading 101-2 kg/m- (20-73 Ib/sq ft)
respects: Max width 0-96 m (3 ft 1 '/4 in)
Max power loading 7-38 kg/kW (17-74 Ib/hp)
Landing Gear: Disc brakes: Cleveland on M-20.00, PZL Height to sill 0-85 m (2 ft 9'/2 in)
Performance (prototype at max T-O weight):
on M-20.01. Baggage door (port, fwd): Never-exceed speed 124 knots (230 km/h; 143 mph)
Power Plant: Two 153 kW (2(15 hp) PZL F (Franklin) Height 0-67 m (2 ft 2 'A in)
Max level speed 122 knots (227 km/h; 141 mph)
6A-350-CIL/R handed' flat-six engines, each driving a Width 0-52 m (1 ft 8 ''2 in)
Stalling speed; flaps up 66 knots (121 km/h; 76 mph)
Hart/ell two-blade constant-speed propeller with spin- Height to sill 0-67 m (2 ft 2 'A in)
flaps down 61 knots (112 km/h; 70 mph)
ner and (optionally) electric blade de-icing; PZL Baggage door (port, nose): 294 m (965 ft)/min
Max rate of climb at S/L
Wars^awa-Okecie US- 134 three-blade propellers Max height 0-63 m (2 ft OV4 in)
Service ceiling 4,000 m (13,125 ft)
optional. Propellers are contra-rotating. Fuel tanks as Width 0-62 m (2 ft OV2 in)
T-O run 284 m (932 ft)
Seneca (371 litres; 93 US gallons standard, 484 5
for Max height to sill 0-63 m (2 ft OVa in)
T-O to 15 m (50 ft) 470 m (1,542 ft)
litres; 128 US gallons with auxiliary in-wing tanks). Oil Weights and Loadings: Landing from 15 m (50 ft) 550 m (1,805 ft)
capacity 10 litres (2-64 US gallons) per engine. Weight empty (standard) 1.290 kg (2,844 lb)
Landing run 296 m (971 ft)
AcroMMODATiON: Passenger version seats one or two Max T-O weight 2,070 kg (4,563 lb)
Range with max fuel, no reserves
pilots plus four passengers (three rows of two), with Max landing weight 1,970 kg (4.343 lb)
378 nm (700 km; 435 miles)
optional seventh seat in third row. Baggage space aft ot Max /ero-fuel weight 1.810 kg (3.990 lb)
rear seats. Ambulance version can carry one stretcher Max wing loading 107-9 kg/m- (2210 Ib/sq ft) PZL MIELEC M-26 ISKIERKA (LITTLE SPARK)
patient, two medical attendants and one other person in Max power loading 6-86 kg/kW (1113 Ib/hp) The accompanying three-view drawing) is
Iskierka (see
addition to the pilot. The stretcher rack replaces the Performance (at max T-O weight): a single-plston-engined military trainer, designed to meet
righthand centre seat and, like the seat, can be quickly Never-exceed speed 194 knots (360 km/h; 223 mph) a Polish Air Force requirement. Power plant, which drives
and removed. The rack has special guides which
easily Max level and max cruising speed at 1.500 m (4.920 ft) a three-blade propeller, thought to be a flat-four engine
is

can be connected to the door threshold to facilitate 148 knots (275 km/h; 171 mph) rated in the 60-75 kW
(80-100 hp) class. The tricycle
stretcher loading; they can be folded back when the Econ cruising speed at 1.500 m (4,920 ft) landing gear is retractable, and the cockpit has tandem
stretcher on board and locked. There are hooks in the
is 140 knots (260 km/h; 162 mph) seating with an elevated rear seat. First flight was expected
cabin ceiling for suspending a transfusion set, and the Stalling speed: flaps up 69 knots (128 km/h; 80 mph) during 1984.
aircraft carries an oxygen installation for the patient. flaps down 59 knots (108 km/h; 68 mph) Dimensions, external:
The doctor's seat (centre, lelt) has an earphone and Max rate of climb at S/L 384 m ( ,260 ft)/min 1 Wing span 9-60 m (31 ft 6 in)
microphone, enabling him to contact the ground for Rate of climb at S/L. one engine out Length overall 8-30 m (27 ft 2^4 in)
assistance if required, and there is a nurse's seat at the 54 m (177 ft)/min Height overall 2-90 m (9 ft 6 in)
 WSK-PZL SWIDNIK — AIRCRAFT: POLAND 179

WSK-PZL SWIDNIK
wytwOrnia sprzetu komunikacyj-
nego im. zygmunta pulawskiego-pzl
SWIDNIK (Zygmunt Pulawski Transport
Equipment Manufacturing Centre, Swidnik)
21-040 Swidnik k/1 uhliiia
Telephone: Lublin 12061 and 12071
Telex:0643396 ZBRS PL
Generai Manager: Dip! Ing Jan C/ogala
Chief Project Engineer, Light Heikopters;
Stanistew J. Markisz, BScEng
The factory at Swidnik was established in 1951 and was
engaged initially in manufacturing components for the
LIM-l (MiG-15) jet lighter.
In 1955, when combat aircraft was
the manufacture of
drasticallyreduced in Pt)land, the WSK at Swidnik began
licence production of the Soviet designed Mi-1 helicopter,
some 1,700 of which were built under the designation
SM-1, followed by 450 examples of the Swidnik
developed SM-2 A design office was formed at the factory
.

to work on variants and developments of the basic SM-I

design and on original projects such as the SM-4 Latka.
In September 1957, the Swidnik works was named after
the famous pre-war PZL designer Zygmunt Pulawski. and Basic transport version of the PZL Swidnik (Mil) Mi-2 twin-turbine helicopter
currently employs about 10,000 people. Production is
mechanism main and tail rotor systems. Pitch change
in
concentrated at present on various developments ot the
centrifugal loads on tail rotor carried by ribbon type
Soviet designed Mil Mi-2 turbine powered helicopter.
steel torsion elements. Rotors do not fold. Electric
Swidnik, together with other PZL lactories at Mielec
blade de-icing system for main and tail rotors. Rotor
and Kalisz, is manufacturing components for the Soviet
brake fitted.
llyushin II-H6 wide-bodied airliner
Rotor Drive: Main rotor shaft driven via gearbox on each
PZL SWIDNIK (MIL) Mi-2 engine; three-stage WR-2 main gearbox, intermediate
NATO reporting name: Hoplite gearbox and tail rotor gearbox. Main rotor/engine rpm
ratio I 24-6; tail rotor/engine rpm ratio 1 416. Main
The Mil Mi-2,
: :

lust flown in September 1961. was

gearbox provides drive for auxiliary systems and take-
designed in the USSR by the Mikhail L. Mil bureau. It
off for rotor brake. Freewheel units permit disengage-
retains the basic conliguration ol Mil's earlier Mi-
ment ot a failed engine and also autorotation.
helicopter, but has a larger cabin and, instead of a single
piston engine, has two Isotov turboshalt engines mounted Fuseiage: Conventional semi-monocoque structure of
side by side above the cabin. pod and boom type, made up of three main assemblies:
Development of the two Mi-2 prototypes continued in the nose (including cockpit), central scctii>n, and tail-

the USSR until the helicopter had completed its initial

boom. Construction is ol sheet duralumin, bonded and
spot welded or riveted to longerons and frames. Main
State trials programme ol flying. Then, in accordance with
an agreement signed in January 1964, further develop-
load bearing joints are ol steel alloy. Armed version of the PZL Swidnik Mi-2, with four
ment, production and marketing ot the Mi-2 were Taii Unii: Variable incidence horizontal stabiliser con- pylon mounted 'Sagger' air-to-surface missiles
assigned exclusively to the Polish aircraft industry, which trolled by collective pitch lever.
lb ol dry chemical) and either a spraybar to the rear ol
flew its own hrst example of the Mi-2 on 4 November Landing Gear: Non-retractable tricycle type, plus tail-
the cabin on each side or a distributor for dry chemicals
1965. skid. Twin-wheel nose unit. Single wheel on each main under each hopper. Swath width covered by the spray-
Production at Swidnik began in 1965, and this factory unit. Oleo-pneumatic shock absorbers in all units,
ing version is 40-45 m (130-150 ft). As a search and
has since built more than 4,000 tor 24 different civil and including tailskid. Main shock absorbers designed to rescue aircraft, an electric hoist, capacity 120 kg (264
military customers: the majority of these have been cope with both normal operating loads and possible lb), is fitted. In the freight role an underfusclage hook
exported, including well over 2,000 to the USSR. Among ground resonance. Mainwheel tyres si/c 600 x 180, can be fitted tor suspended loads of up to 800 kg ,763 ( 1

the operators of the Mi-2 are the air forces of Cuba. pressure 4-41 bars (64 Ib/sq in). Nosewheel tvres size lb). Nose and tail warning radar fitted to some inilitarv
Czechoslovakia, Poland, Romania and the USSR, and 400 > 125. pressure 3-45 bars (50 lh;st| in). Pneumatic versions.
civil operators in European and various developing coun- brakes on mainwheels. Metal ski landing gear optional
Armament: Some Mi-2s ol the Polish Air f-orce are
tries. Production in 1979 was at the rate ot approx 300 a Pow er Plant: Two 298 or 335 kW (400 or 450 shp) Polish
equipped with rocket pods or 'Sagger' air-to-surface
year, and orders are reportedly sufhcient to ensure con- built Isotov GTD-350P turboshalt engines, mounted
missiles mounted on pylons on each side ol the cabin.
tinuation ot production until 1985 side by side above cabin. Fuel in single rubber tank,
In the 1970s Swidnik initiated a development pro- capacity 600 litres (131 Imp gallons), under cabin floor. Dimensions, external:
gramme improve and modernise the original design.
to Provision tor carrying a 238 litre (52-4 Imp gallon) Main rotor diameter 14 50 m (47 It 6''k in)

The hrst modernised version was powered by uprated external tank on each side ot cabin. Refuelling point in Main rotor blade chord (constant, each)
engines of 335 kW (450 shp) each and was essentially starboard side of fuselage. Oil capacity 25 litres (5-4
040 m (I ft 3*4 in)

similar to the basic Mi-2. It flew tor the first time in 1974. Imp gallons). Engine air intake de-icing by engine bleed Tail rotor diameter 2 70 m (8 ft 10'/4 in)

On another version, the metal stabiliser, tail rotor blades air. Length overall, rotors turning m (57 ft 2
17-42 in)

and main rotor blades were replaced with similar compo- AfcoMMOOATiON: Normal accommodation for one pilot
Length of fuselage I 1 m (37 4%
-40 ft in)

nents made of plastics, intended to simplify production on deck (port side). Seats tor up to eight passen-
flight Height to top ot rotor head 3 75 m (12 3'/2 ft in)

and improve performance. The new rotor blades were gers air-conditioned cabin, comprising back to back
in Stabiliser span 1-85 m (6 O'i ft in)

designed, manufactured and tested at Swidnik. bench seats for three persons each, with two optional Wheel track 3-05 m ( 1 ft in)

There are several versions of the basic Mi-2, as follows: extra starboard side seats at the rear, one behind the Wheelbase 2-71 m (8 lO'a ft in)

other. All seats are removable for carrying up to Tail rotor ground clearance 1-59 m (5 2 'm It in)
(a) Convertible passenger/cargo transport; 700 kg
(b) Passengers-only version, for six or eight passen- (1.543 lb) of internal treight. Access to cabin \ia for- Cabin door (port, rear):

gers; ward hinged doors on each side at front of cabin and alt Height 1-065 m (3 ft 5V4 in)

(c) Ambulance version (Mi-2R); on port side. Pilot's sliding window jettisonable in Width 1 115 m (3 ft 8 in)

(d) Agricultural version, for conventional or ultra- emergency. Ambulance version has accommodation for Cabin door (stbd. front):

low-volume spraying, known in Poland as the four stretchers and a medical attendant, or two stretch- Height f-11 m (3 ft 7''4 in)

Bazant (Pheasant). In service in Bulgaria, ers and two sitting casualties. Side by side seats and dual Width 75 m (2 ft 5': in)

Czechoslovakia, Denmark, Egypt, Finland, Iran, controls in pilot training version. Cabin heating, ventil- Cabin door (port, front):

Iraq, Libya, Poland, Sudan, Sweden and USSR; ation and air-conditioning standard. Electric de-icing of Height approx 1-40 m (4 It 7 in)

(e) Search and rescue version, with electrically windscreen. Width approx 20 m (3 It
1 I I
'j in)

operated external hoist; Systems: Cabin heating, by engine bleed air. and ventil- Dimensions, internal:
(f) Freighter version, with external cargo sling; ation; heat exchangers warm atmospheric air for ventil- Cabin:
Pilot training version, designed by WSK Swidnik; ation system during cold weather. Hydraulic system, Length; inci flight deck 4-07 m (13 It 4' 4 in)
(g)
(h) Photogrammetric version, produced in small pressure 59-78-6 bars (855-1.140 Ib/sq in), for cyclic excl flight deck 2-27 m (7 It 5': in)

numbers only; and collective pitch control boosters. Pneumatic system, Mean width 1-20 m (3 ft I I '4 in)

(i) Television version (for transmission from the air), pressure 49 bars (710 Ib/sq in), for mainwheel brakes. Mean height 1-40 m (4 It 7 in)

produced in small numbers only; AC electrical system, with two STG-3 3kW engine dri- Areas;
(j) Version with 260 kg (573 lb) capacity hoist; ven starter/generators and 208V 16kVA three-phase Main rotor blades (each) 2-40 m' (25 83 sq ft)

(k) Armed version. alternator. 24V DC system, with two 28Ah lead-acid Tail rotor blades (each) 0-22 m- (2-37 sq ft)

The following details apply specifically to the basic batteries. Main rotor disc 166 4 m= (1,791-11 sq ft)

Mi-2. except where indicated: Amonk s AND EouiPMENT: Standard equipment includes Tail rotor disc 5-73 m- (61-68 sq ft)

Type: Twin-turbine general purpose light helicopter. two transceivers (medium and short wave), gyro com- Horizontal stabiliser 0-70 m' (7-53 sq ft)

Rotor System: Three-blade main rotor fitted with hyd- pass, radio compass, radio altimeter, intercom system Weights and Loading:
raulic blade vibration dampers. All-metal blades, or and blind-flying panel. Electrically operated wiper for Weight empty, equipped;
glassfibre blades with metal spars, ofNACA 230- 13M pilot's windscreen. Fire extinguishing system, for engine passenger version 2.402 kg (5.295 lb)
section. Flapping, drag and pitch hinges on each blade. bays and main gearbox compartment, is generally simi- cargo version 2,372 kg (5,229 lb)
Main rotor blades and those of two-blade tail rotor each lar to, but simpler than, the Ireon system lilted to the ambulance version 2,410 kg (5,313 lb)
consist of an extruded duralumin spar with bonded Soviet Mil Mi-8, and can be actuated automatically or Bazant 2,372 kg (5,229 lb)
honeycomb trailing-edge pockets. Anti-flutter weights manually. Basic operating weight empty:
on leading-edges, balancing plates on trailing-edges. Operational Eouipment: Bazant agricultural version car- single-pilot versions 2,365 kg (5,213 lb)
Hydraulic boosters for longitudinal, lateral and collec- ries a hopper on each side of the fuselage (total capacity dual control version 2,424 kg (5,344 lb)
tive pitch controls. Coil spring counterbalance 1 .000 litres; 220 Imp gallons of liquid or 750 kg; ,65() 1 Max payload, excl pilot, oil and fuel 800 kg ,763 lb) ( 1
180 POLAND: AIRCRAFT — WSK-PZL SWIDNIK
Normal T-O weight (and max T-O weight of Bazant) Taurus. Differences include two of the more powerful Systems: Hydraulic system, with pressure gauge and
3,550 kg (7,826 lb) Allison 250-C28 turboshaft engines, modified engine air
a switch, standard. Compressed air system, with
Max T-O weight (except Bazant) 3,700 kg («,157 lb) intake cowling with single orifice, revised nose contours, accumulator and system gauges, standard. Ventilation
Max disc loading 22-4 kg/m' (4-6 Ib/sq ft) and a ventral tail fin. standard, with individually controllable fresh air out-
Performance 3,550 kg; 7,826 lb T-O weight):
(at The following description applies to the standard Kama: lets; Casey cabin heaters optional, with individual con-

Never-exceed speed at 500 m (1,640 ft): Type: Twin-turboshaft multi-purpose light helicopter. trol of hot air flow and central control of overall cabin air

Bazant 84 knots (155 km/h; mph) % Rotor System: Three-blade fully articulated main rotor temperature. DC
electrical system based on two 28V
other versions 1 13 knots (210 km/h; 130 mph) and two-blade seesaw tail rotor. Glassfibre/epoxy 150A starter/generators and a 25 Ah nickel-cadmium
Max cruising speed at 500 m (1,640 ft): blades on both rotors. Three hydraulic boosters for battery, with ground power receptacle. Ground/battery
Bazant (without agricultural equipment) longitudinal, lateral and collective pitch control power, battery overtemperature and 'generator out"
102 knots (190 km/h; 118 mph) augmentation. Electric de-icing of rotor blades (inci warnings standard. A 16kVA AC generator and/or
other versions 108 knots (200 km/h; 124 mph) icing and system out' warnings) optional. 1 static inverter are optional; this AC system
15V 250A
Max level speed with agricultural equipment Rotor Drive: Transmission includes main rotor, inter- ISequipped with AC generator and AC 115V warnings.
(Bazant) 84 knots (155 km/h; 96 mph) mediate and tail rotor gearboxes, each with individual Dual fire detection and extinguishing systems for
Econ cruising speed for max range at 500 m (1,640 lubrication system. Main gearbox equipped with free- engines standard.
ft) 102 knots (190 km/h; 118 mph) wheel units, oil cooling system, oiltemperature and Avionics and Equipment: Primary instrumentation
Econ cruising speed for max endurance at 500 m ( 1 ,640 pressure gauges and switches, tacho-generator with low includes attitude, altitude, airspeed, turn and slip, and
ft) 54 knots (100 km/h; 62 mph) and high rpm warning, air compressor, and a spare rate of climb indicators; magnetic compass and gyro
Max rate of climb at S/L 270 m (885 ft)/min power pad of 191 kW (25-6 shp) at 8,000 rpm. Steel compass; HSI; clock; VHF com transceiver; and full
Time to 1,000 m (3,280 ft) 5 min 30 s engine driveshafts, each with two crowned tooth coupl- range of power plant and systems control, monitoring
Time to 4,000 m (13,125 ft) 26 min s ings. Tail rotor driveshaft of duralumin tube, with simi- and warning instruments. Optional radio-navigation
Service ceiling 4,000 m (13,125 ft) lar crowned tooth couplings and anti-friction bearings. avionics include ADF (VOR 1) or R/Nav (VOR 2),
Hovering ceiling: IGE approx 2,000 m (6,560 ft) Fuselage and Tail Unit: Conventional semi-mono- audio panel. VOR/LOC/glideslope converter, trans-
OGE •
approx 1,000 m (3.280 ft) coque fuselage and circular-section tailboom. ponder, altitude encoder, marker beacon receiver,
Min landing area 30 x 30 m (100 x 100 ft) Glassfibre/epoxy horizontal stabiliser at end of tail- DME, second VHF com transceiver, HF com trans-
Range at 500 m (1,640 ft); boom. Hoist and cargo sling attachment points stan- ceiver, and radar altimeter. Standard equipment
max payload, 5""^ fuel reserves dard. includes dual anti-collision lights, navigation lights,
91 nm (170 km; 105 miles) Landing Gear: Non-retractable tricycle type, plus tail- portable fire extinguisher, tool kit and first aid kit.
max internal fuel, no reserves skid.Twin-wheel castoring nose unit; single wheel on Fluorescent tube cabin lighting and/or individual lights
237 nm (440 km; 273 miles) each main unit. Pneumatic brakes on mainwheels. optional.
max internal and auxiliary fuel,
30 min reserves Power Plant: Two Allison 250-C20B turboshaft engines, Operational Equipment; According to mission, the
313 nm (580 km; 360 miles) mounted side by side above cabin; each rated at 313 kW Kania can be equipped with an 800 kg (1 .763 lb) capac-
max internal and auxiliary fuel, no reserves (420 shp) for T-O, 30 mm and one engine out max ity stabilised cargo sling; 120 kg (265 lb) capacity hoist;
430 nm (797 km; 495 miles) continuous power, and 276 kW (370 shp) for normal stretchers and casualty care equipment; or equipment
Endurance at 500 m (1,640 ft), no reserves: cruise. Automatic and manual torque sharing control for a variety of agricultural duties.
max internal fuel 2 h 45 mm systems standard. Two separate fuel boost systems, each Dimensions, external:
maxinternal and auxiliary fuel 5 h min with fuel filter bypass switch, fuel pressure gauge and Main rotor diameter 14-558 m (47 ft 9y4 in)
Endurance (Bazant), 5% reserves; switch, connected by crossfeed. Standard usable fuel Tail rotor diameter 2-70 m (8 ft lO'A in)
spraying 40 mm capacity of 600 litres (131 Imp gallons), with provision Length overall, rotors turning 17-41 m (57 ft 1 Vi in)
dusting 50 min for additional 423 litres usable (93 Imp gallons) in Length of fuselage 12-10 m (39 ft SVz in)
optional auxiliary tanks. Fuel quantity gauge and fuel Fuselage: Max width 1-60 m (5 ft 3 in)
reserve warning. Two separate oil systems, each with oil Height to top of rotor head 3-75 m (12 ft 3' 2 in)
PZL SWIDNIK (MIL) Mi-2B
cooling, temperature and pressure gauges, oil filter Stabiliser span 1-84 m (6 ft 0'/2 in)
The PZL Mi-2B is a special version of the Mi-2 twin-

turbine general-purpose light helicopter for export to

bypass pop-up and chip warning. Each engine equipped Wheel track 3-05 m (10 ft in)

Canada. No details are known except that it is fitted with

with starter/generator, engine fuel pump effective for Wheelbase 2-71 m (8 ft 10% in)

American equipment" and has an empty weight about 200

cruise after both boost pumps out, Nl and N2 tacho- ground clearance
Tail rotor 1-80 m (5 ft 10% in)
generators, TOT gauge and switch, start counter, and Dimensions, internal:
kg (440 lb) lower than that of the standard Mi-2.
'engine out' warning. Dual engine inlet de-icing stan- Cabin: Length, incl flight deck 4-07 m (13 ft 41/4 in)
dard. Each engine compartment equipped with fire Max width 1-50 m (4 ft 11 in)
PZL SWIDNIK KANIA/KITTY HAWK detection system and with automatic and manual fire Max height 1-62 m (5
ft 3V4 in)
and TAURUS extinguishing systems. Floor area 5-68 m- (61-1 sq ft)
In collaboration with Allison in the USA, PZL Swidnik Accommodation: Volume 7-76 m" (274-0 cu ft)
Pilot (port side), and co-pilot or pas-
developed the Kania or Kitty Hawk, powered by two senger, on adjustable and removable front seats, each Baggage compartment volume 0-40 m' (14-13 cu ft)
Allison 250-C20B turboshaft engines. Two examples fittedwith safety belt. Dual controls optional. Accom- Areas:
were converted from Mi-2 airframes, and the first of these modation for up to eight more persons, on two three- Main rotor disc 166-50 m- (1.792-2 sq ft)
(SP-PSA) made its initial flight on 3 June 1979. person bench seats and a single or double seat at rear of Tail rotor disc 5-725 m^ (61-6 sq ft)
Certification of the Kama, to the requirements of FAR cabin, all with safety belts. Seats removable for carriage Weights:
Pt 29 Amendment 12 (VFR Air Transport Category B), of cargo (up to 1,200 kg; 2.645 lb), stretchers, agricul- Ba'sic weight empty kg (4,409 lb) 2,000
has been completed, and the aircraft is now available in a tural or other specialisedequipment. Access to cabin via Normal TOweight kg (7,385 lb) 3,350
number of versions and configurations. These include pas- jettisonable door on each side at front (port door of Max T-O weight kg (7,826 lb) 3,550
senger transport (with standard, executive or customised sliding type) and larger passenger/cargo door at rear on Max load in cabin kg (2,645 lb) 1,200
interiors), cargo transport (internal or slung load), agricul- Max cargo sling load 800 kg (1,763 lb)
port side. Pilot's windscreen wiper standard, co-pilot's
tural(LV and ULV spraying, spreading and dusting), optional. Cargo and stretcher tiedown points in cabin Performance ('clean' aircraft at S/L, ISA, zero wind. A: at
medical evacuation, training, rescue, and aerial surveil- floor. Cabin soundproofing and ventilation standard; 3,150 kg; 6,944 lb gross weight; B: at normal T-O
lance. weight; C: at max T-O weight):
heating, carpets, double pane windows, pilot's heated
In the USA, Spitfire Helicopters (which see) has rights windscreen, all optional. Baggage compartment at rear Max cruising speed:
to market a modified version of the Kania under the name of cabin. Cockpit and cabin lighting standard. A, B, C 113 knots (210 km/h; 130 mph)
Econ cruising speed:
A, B, C 102 knots (190 km/h; 118 mph)
Max rate of climb (T-O power);
521 m (1,710 ft)/min
476 m (1,560 ft)/min
430 m (1,410 ft)/min
Rate of climb, one engine out A 80 m (263 ft)/min
B m (212 ft)/min
65
C 50 m (165 ft)/min
Service ceiling: A, B 4,000 m (13,125 ft)
C 3,760 m (12,335 ft)
Hovering ceiling IGE: A 2,830 m (9,285 ft)
B 2,250 m (7,380 ft)
C 1,690 m (5,545 ft)
Hovering ceiling OGE: A 1,700 m (5,575 ft)
B 1,090 m (3.575 ft)
C 530 m (1.740 ft)
Range at econ cruising speed:
standard fuel, 20 min reserves:
A 219 nm (407 km; 253 miles)
B 217 nm (402 km; 250 miles)
C 215 nm (398 km; 247 miles)
standard fuel, no reserves:
A 260 nm (482 km; 299 miles)
B 257 nm (476 km; 296 miles)
C 253 nm (470 km; 292 miles)
max fuel, 20 min reserves:
A 387 nm (717 km; 445 miles)
B 383 nm (710 km; 441 miles)
C 379 nm (702 km; 436 miles)
max fuel, no reserves:
A 424 nm (787 km; 489 miles)
B 420 nm (779 km; 484 miles)
PZL Swidnik Kania twin-turboshaft light helicopter (Wolfgang Wagner) C 415 nm (770 km; 478 miles)
 WSK-PZL SWIDNIK — AIRCRAFT: POLAND 181

Max endurance:
standard fuel. 20 mm reserves:
A 3 h 56 min
B 3 h 7 min
C 2 h 48 mm
max fuel, 20 min reserves:
A 5 h 59 min
B 5 h 45 min
C 5 h 6 min

PZL SWIDNIK W-3 SOKOL (FALCON)

Development of this all-new Polish helicopter took
place in 1978-79. and the first flight was made on 16
November 1979 by one of five prototypes. The design
team was headed by Stanislav Kaminski. Larger than the
Mi-2/Kania. the Sokol accommodates a crew of two. and
12 passengers or a maximum 2,000 kg (4,409 lb) of inter-
nal cargo.
Type: Twin-turboshaft medium weight multi-purpose
helicopter.
Rotor SvsiiiM: Four-blade fully articulated main rotor
and three-blade tail rotor. Main rotor has a pendular
Salomon type vibration absorber, providing smooth
flight and low vibration levels. Blades of both rotors
constructed of laminated glassfibre impregnated with
epoxy resin. Main rotor blades have tapered tips. Three
hydraulic boosters for longitudinal, lateral and collec-
tive pitch control of main rotor, and one booster for tail
rotor control. Blade anti-icing by electrically heated
elements.
Rotor Drive; Transmission driven via main rotor, inter-
mediate and tail rotor gearboxes. Tail rotor driveshaft PZL Swidnik W-3 Sok6l (two PZL-10W turboshaft engines) (Pi\o\ Press)
of duralumin tube with splined couplings.
Fuselage and Tail Unit: Conventional light alloy
semi-monocoque structure, with circular section
monocoque tailboom. Fin integral with tailboom struc-
under end of tailboom. has a
ture. Horizontal stabiliser,
single continuous spar, up of laminated glassfibre
is built
impregnated with epoxy resin, and is not interconnected
with the main rotor control system.
Landing Gear: Non-retractable tricycle type, plus tail-
skid beneath tailboom. Twin-wheel nose unit; single
wheel on each main unit. Mainwheel tyres size 700 x
250 mm; nosewheel tyres size 400 x 140 mm. Pneu-
matic brakes on mainwheels. Float or ski installations
optional.
Power Plant: Two PZL-lOW (Polish development of
Glushenkov TVD-IO) turboshaft engines, each with
rating of 640 kW (858 shp) for T-O and 30 min. and
emergency rating of 735 kW (986 shp) for 8 mm. Power
plant is equipped with advanced electronic fuel control
and power governing, incorporating automatic torque
sharing control as well as an automatic engine rpm
trimming system. Engines and main rotor gearbox are
mounted to a bed frame, eliminating any drive mis-
alignment due to deformations of the fuselage structure.
It is intended to investigate the potential of reducing

noise and vibration by attaching this frame to the fusel-

age by elastomenc pads. Bladder fuel tanks beneath
cabin floor, with combined capacity of 1 ,700 litres (374
Imp gallons).
Accommodation: Pilot (port side), and co-pilot or flight

engineer, side by side on flight deck. Dual controls and

dual flight instrumentation optional. Accommodation
for 12 passengers in main cabin. Seats removable for
carriage of internal cargo. Ambulance version will carry
four stretcher cases and a medical attendant. Baggage
space at Door on each side of flight deck;
rear of cabin.
large slidingdoor for passenger and/or cargo loading on
port side at forward end of cabin; second sliding door
at rear of cabin on starboard side. Optically flat PZL Swidnik W-3 Sokbi twin-turboshaft helicopter
windscreens, improving view and enabling wipers to
sweep a large area. Accommodation heated and vent-
'
ilated.
Systems: Two
independent hydraulic systems for control- Dimensions, internal: Max vertical rate of climb at S/L
ling main and tail rotors, unlocking collective pitch con- Cabin: Length 3-20 m (10 ft 6 in) 90 m (295 ft)/min
trol lever, and feeding damper of directional steering Max width 1-60 m (5 ft 3 in)
Service ceiling:
system. Pneumatic system for mainwheel brakes only. Max height 1-40 m (4 ft 7 in)
at normal T-O weight 5,000 m (16,400 ft)
Electrical system providing both AC and DC power. Areas:
at T-O weight below normal
Automatic power control system linking power plant Main rotor disc 193-6 m- (2,083-8 sq ft)
up to 6.000 m (19.675 ft)
and rotor pitch for optimum performance. Fire protec- Tail rotor disc 7-2 m^ (77-6 sq ft)

tion system. Air-conditioning and oxygen systems Weights: Service ceiling, one engine out:
optional. Minimum basic weightempty 3,300 kg (7.275 lb) at 30 min rating 425 m (1 ,395 ft)

Avionics and Equipment: Standard nav/com avionics Basic operating weight empty (multi-purpose versions) at 8 min emergency rating 2,125 m (6,970 ft)

permit adverse weather operation by day or night. 3,630 kg (8,002 lb)

Hovering ceiling: ICE 2,900 m (9,515 ft)
Two-axis autopilot standard. Stability augmentation Max payload: internal 2,000 kg (4,409 lb)
OGE 1,850 m (6,070 ft)
warning system. Cargo version equipped with 2,100 kg external 2,100 kg (4,629 lb)
(4,630 lb) capacity external hook and 150 kg (331 lb) Normal T-O weight 6,100 kg (13,448 lb) Range:
capacity onboard hoist. Max T-O weight 6,400 kg (14,1 10 lb) standard fuel, 5'~f reserves

Dimensions, external: Pereormance normal T-O

(at weight at 500 m; 1,640 ft, 367 nm (680 km; 422 miles)
Main rotor diameter 15-70 m (51 ft 6 in) ISA, except where indicated): standard fuel, no reserves
Tail rotor diameter 3 03 m (9 ft 11 'A in) Never-exceed speed 145 knots (270 km/h; 167 mph) 386 nm (715 km; 444 miles)
Length overall, rotors turning 18-86 m (61 ft 10y2 in) Max level speed max fuel, 5% reserves
Length of fuselage 14-10 m (46 ft 3 in) 138-140 knots (255-260 km/h; 158-162 mph) 626 nm (1,160 km; 721 miles)
Height to top of rotor head 4-12 m (13 ft 6'/4 in) Max cruising speed 127 knots (235 km/h; 146 mph) max fuel, no reserves
Wheel track 3-15 m (10 ft 4 in) Recommended cruising speed 661 nm (1.225 km; 761 miles)
Wheelbase 3-55 m (11 ft 7% in) 119 knots (220 km/h; 137 mph) Endurance:
Passenger/cargo doors: Max rate of climb at S/L 494 m (1,620 ft)/min standard fuel, S'^'r reserves 3 h 50 min
Height (each): 1-20 m (3 ft 1
1
'A in) Rate of climb at S/L, one engine out: standard fuel, no reserves 4 h 3 min
Width: port 0-95 m (3 ft 1 Vi in) at 30 min rating 26 m (85 ft)/min max fuel, 5% reserves 6 h 41 min
starboard 1-25 m (4 ft I 'A in) at 8 min emergency rating 109 m (360 ft)/min max fuel, no reserves 7 h 3 min
182 POLAND: AIRCRAFT — WSK-PZL WARSZAWA-OKECIE
WSK-PZL WARSZAWA-OKECIE
wytwOrnia sprzetu
komunikacyjnego-pzl
WARSZAWA-OKECIE {Transport Equipment
Manufacturing Centre, Warsaw-Okecie)
Al. Krakowska 110/114, (12-256 Warszawa-Okecie
Telephone Warszawa 461 173 and 460031
Telex: 814649
Managers:
Jerzy Milczarek, Eng MSc (General Manager)
Lech Fronczak, Eng MSc (Technical)
Franciszek Sobczak, Eng MSc (Sales)
Public Relations: Eryk Falcman
The Okecie factory, founded in 1928, is responsible for
development and production, and for the
light aircraft
design and manufacture of associated agricultural equip-
ment for Its own aircraft and for those built at other
factories in the Polish aviation industry.

PZL-104 WILGA (THRUSH) PZL-104 Wilga 35 general purpose monoplane H'lloi Press)
The PZL-U)4 Wilga is purpose aircraft
a light general
intended for a wide variety of general aviation and flying ment during landing. Manually operated all-metal
flaps 49 bars (7101b/sq in). Electrical system powered by DC
club duties. The prototype Wilga 1 flew for the lirst time on w ith beaded metal skin. Fixed metal slat on
slotted flaps generator and 24V lOAh battery.
24 April 1962. This aircraft, the Wilga 2, C and 3 proto- leading-edge along full span of wing and over fuselage. Avionics and Equipment: Standard avionics and equip-
types, the 3A and 3S production versions and other early Tab on starboard aileron. ment include VHF transceiver and blind-flying
models, were described in the 1968-69 Jane's. Fuselage: All-metal semi-monocoque structure in two instrumentation. Optional avionics and equipment
In 1967 the basic design was further modihed, with portions, riveted together. Forward section incorpo- include RS-6102 (of Polish design), R-860 11, R860
improved cabin comfort, redesigned landing gear and rates main wing spar carry-through structure. Rear sec- IIM, King KY 195 or Bendix radio; and ARL-I601
glassfibre tailwheel leg. Production began in 1968 as the tion IS in the form of a tailcone. Beaded metal skin. VHF, ARK-9, King KR 85 or Bendix AV-200 ADF,
Wilga 3.5 (lirst flight 28 July 967) with a 94 kW (260 hp)
1 1
Floor in cabin is of metal sandwich construction, with a GB-1 gyro compass, K2-715 airspeed and altitude
AI-14R engine, and Wilga 32 (first flown 12 September paper honeycomb core, covered with foam rubber. recorder, sun visors, exhaust silencer and windscreen
1967) with a 71 -5 kW (230 hp) Continental O-470-K, -L
1 Tail Unit: Braced all-metal structure, with sweptback wiper.
or -R engine and shorter landing gear. Both received a vertical surfaces. Stressed skin single-spar tailplane Dimensions, external:
Polish type certificate on 31 March 1969: the Wilga 32 was attached to fuselage by a single centre fitting and sup- Wing span 1112 m (36 ft 5% in)
described in the 1974-75 Jane's, and its Indonesian built ported by a single aluminium alloy strut on each side. Wing chord (constant) 1-40 m (4 ft 7 'A in)
modified version, the Lipnur Gelatik, in the 975-76 edi- 1
Stressed skin two-spar fin structure of semi-monocoque Wing aspect ratio 7-95
tion. Details of the experimental Wilga 40 and 43 were construction. Rudder and one-piece elevator are Length overall 8-10 m (26 6% ft in)
given in the 1972-73 Jane's, and of the Wilga 80/1400 aerodynamically horn balanced and mass balanced. Height overall 2-96 m (9 8V2ft in)
prototype in the 1983-84 edition. Trim tab at centre of elevator trailing-edge. Tailplane span 3-70 m (12 P/4ft in)
The aircraft is currently manufactured in two basic ver- Landing Gear: Non-retractable tailwheel type. Semi- Wheel track 2-75 m (9 OV4ft in)
sions: the Wilga 35, which meets the requirements of cantilever main legs, of rocker type, have oleo- Wheelbase 6-70 m (21 11 ¥4
ft in)
British SCAR regulations, and the Wilga 80, which corn- pneumatic shock absorbers. Low-pressure tyres size Propeller diameter 2-65 m (8 ft 8 in)
forms to US FAR Pt 23 requirements. The latter has the 500 X 200 mm on mainwheels. Hydraulic brakes. Passenger doors (each): Height 1 00 m (3 3y4ft in)
carburettor air intake located further aft. Aeroclub ver- Steerable tailwheel, tyre size 255 x 1 10 mm, carried on Width 1-50 m (4 11ft in)
sions (Wilga 35A and 80A) are fitted with a glider towing rocker frame with oleo-pneumatic shock absorber. Dimensions, internal:
hook; Wilgas with agricultural equipment are designated Metal ski landing gear, and Airtech Canada LAP-3000 Cabin: Length 2-20 m (7 ft 2 '/2 in)
35R and 80R, and aircraft with twin Airtech (Canada) twin-float landing gear, optional. Max width 1-20 m (3 ft 10 in)
LAP-3000 floats are known as Wilga 35H and 80H. The Power Plant: One 194 kW (260 hp) PZL A1-14RA Max height 1-50 m (4 ft II in)
first Wilga 80 was flown on 30 May 1979. nine-cylinder supercharged radial aircooled engine, Floor area 2-20 m- (23-8 sq ft)

Examples of the Wilga have been sold to customers in driving a PZL US- 122000 two-blade constant-speed Volume 2-40 m' (85 cu ft)

Austria, Belgium, Bulgaria, Canada, Cuba, Czecho- wooden propeller. Two removable fuel tanks in each Baggage compartment 0-50 m" (17-5 cu ft)

slovakia. Egypt, Germany (Democratic Republic), Ger- wing, with total capacity of 195 litres (43 Imp gallons). Areas:
many (Federal Republic), Hungary, Indonesia, Poland, Refuelling point on each side of fuselage, at junction Wings, gross 15-50 m' (166-8 sq ft)

Romania, Spain, Switzerland, Turkey, the UK, the USA, with wing. Oil capacity 16 litres (3-5 Imp gallons). Ailerons (total) 1-57 m" (16-90 sq ft)

the USSR, Venezuela and Yugoslavia. Accommodation: Passenger version accommodates pilot Trailing-edge flaps (total) 1-97 m^ (21-20 sq ft)

Under design is a new multi-purpose development of and three passengers, in pairs, with adjustable front Fin 0-97 m- (10-44 sq ft)

the PZL-104 known as th«: Wilga 88, with an increased seats. Baggage compartment aft of seats, capacity 35 kg Rudder 0-92 m' (9-90 sq ft)

useful load of 600 kg (1,322 lb). The prototype, described (77 lb). Upward opening door on each side of cabin, Tailplane 3-16 m' (34-01 sq ft)

as an "absolutely new design", is expected to fly in 1985. jettisonable in emergency. In the parachute training Elevator, inci tab 1-92 m^ (20-67 sq ft)

Total sales of the Wilga (all versions) were scheduled to version the starboard door is removed and replaced by Weights and Loadings (Wilga 35A):
reach 81 1 by the end of 1984. two tubular uprights with a central connecting strap, and Weight empty, equipped 900 kg (1,984 lb)
The following description applies to the Wilga 35 and the starboard front seat rearward facing. Jumps are
is Max T-O and landing weight 1.300 kg (2,866 lb)
80. except where a specific version is indicated: facilitated by a step on the starboard side and by a Max wing loading 83-9 kglm' (1718 Ib/sq ft)
Type: Single-engined general purpose monoplane. parachute hitch. A controllable towing hook can be Max power loading 6-70 kg/kW ( 1 1 -02 Ib/hp)
Wings: Cantilever high-wing monoplane. Wing section attached to the tail landing gear permitting the Wilga, in Performance (Wilga 35A, at max T-O weight):
NACA 2415. Dihedral T. All-metal single-spar struc- this role, to tow a single glider of up to 650 kg (1,433 lb) Never-exceed speed 150 knots (279 km/h; 173 mph)
ture, with leading-edge torsion box and beaded metal weight or two or three gliders with a total combined Max level speed 105 knots (194 km/h; 120 mph)
skin. Each wing attached to fuselage by three bolts, two weight of 1,125 kg (2,480 lb). Cruising speed (75% power)
at spar and one at forward fitting. All-metal aero- Systems: Hydraulic system pressure 39 bars (570 Ib/sq in). 85 knots (157 km/h; 97 mph)
dynamically and mass balanced slotted ailerons, with Engine starting is effected pneumatically by a built-in Cruising speed for max range
beaded metal skin. Ailerons can be tirooped lo supplc- system of 7 litres (427 cu in) capacity with a pressure of 74 knots (137 km/h; 85 mph)
Stalling speed: flaps 35 knots (65 km/h; 41 mph)
up
flaps down 30 knots (56 km/h; 35 mph)
Max rate of climb at S/L 276 m (905 ft)/min
Time to 1,000 m (3,280 ft) 3 mm
Service ceiling 4.040 m (13,250 ft)
T-O run (grass) 121m (397 ft)
Landing run 106 m (348 ft)
Range with max fuel, 30 min reserves
275 nm (510 km; 317 miles)

PZL-106 KRUK (RAVEN)

The PZL-106 was designed in early 1972 by a team led
by Andrzej Frydrychewicz. The first prototype (SP-PAS)
flew for the first time on 17 April 1973, powered by a 298
kW (400 hp) Avco Lycoming IO-720 engine. It was fol-
lowed in October of that year by a second Avco Lycoming
engined prototype (SP-PBG) and. from October 1974, by
four prototype's fitted with the 441 kW (592 hp) PZL-3S
radial engine that powers the PZL- 106 A and B. These
production versions also have a low-mounted tailplane
instead of the earlierT tail, and a greater chemical load in
a larger hopper. Manufacture of some 600 aircraft for the
member countries of the CMEA (Council for Mutual
Economic Aid) is anticipated. A total of 144 production
PZL-106As were built, including 54 exported to the Ger-
man Democratic Republic and more than 60 used by a
PZL-104 Wilga 35A (PZL AI-14RA engine) (Sven SuUmnis) Polish agricultural air service team in Egypt.
 WSK-PZL WARSZAWA-OKECIE — AIRCRAFT: POLAND 183

The following versions ol the Kruk have so tar been

announced:
PZL-106A. Standard initial production version Irom
1976. to which the detailed description applies. Conforms
to BCAR Section K. Tropical version has uncowled
engine Total of 144 built; production ended in 1981.
Detailed description in 19S.'1-K4 and earlier June's.
PZL-106AR. This version, hrst flown on November I ."i

1978. IS pow ered by a geared PZL-.^SR engine (gear ratio

7). driving a .110 m (10 ft 2 in) diameter PZL US-
1 .1.H)00 propeller, and has an improved performance.
PZL-106AS. To increase the performance of more than
60 PZL- 06 A Kruks operated by Pezetel in Egypt and the
1

Sudan, PZL Warszawa-Okccie adapted the design to take

a 746 k\V (1,000 hp) PZL (Shvetsov) AS/-62IR nine-
cylinder radial engine instead of the standard 44 1 (.'S92 kW
hp) PZL-3S. The prototype of this version (SP-PBD) flew
for thefirst time on 9 August 1981. L irst ten re-engined
1

in 1982, further 20 being converted in 198.'?. Hopper load PZL-106BS Kruk, with ASz 62IR engine
reduced to 750 kg (1.65.'* lb) initially due to heavier
engine. May later be re-certifieated at higher (Restricted) litres (11-9 Imp gallons) max, 7 litres ( 1 -54 Imp gallons) Max chemical payload: B, BR 1,050 kg (2,315 lb)
max T-O weight to permit restoration of higher hopper min. Carburettor air filter fitted. BS 1,200 kg (2,645 lb)
load. New-production aircraft with this engine are to A( ommodation:
( Single vertically adjustable seat in BT 1,300 kg (2,866 lb)
PZL-106BS standard (which see). enclosed, ventilated and heated cockpit with steel tube Max T-O and landing weight:
PZL-106AT Turbo-Kruk. Turboprop powered proto- overturn structure. Provision for instructor's cockpit B, BR, BT 3,000 kg (6,614 lb)

type (SP-WUK), titted with a 567 kW (760 shp) Pratt & with basic dual controls, forward of main cockpit and BS 3,600 kg (7,936 lb)

Whitney Canada PT6A-34AG engine, driving a 2-59 m (8 offset to starboard, for training oi pilots in agricultural Max wing loading;
ft6 in) diameter Hartzell HC-B3TN-,1B/T10282 three- duties. Optiimal rearward facing second seat (for B, BR, BT 93-2 kg/nr (19-1(1 Ib/sq It)

blade constant-speed fully-feathering reversible-pitch mechanic) to rear. Jettisonable window/door on each BS 111-9 kg/m- (22-92 Ib/sq ft)

metal propeller with spinner. First flight was made by side of cabin. Pilot's seat and seat belt designed to resist Max power loading: B, BR 6-71 kg/kW (1 102 Ib/hp)
SP-PTK on 22 June 1981. Intended for production as 40;,; impact. BS 4-83 kg/kW (7-94 Ib/hp)
PZL-106BT. which will have B type wings and either Svsii Ms: Pneumatic system, rated at 49 bars (710 Ib/sq BT 5-30 kg/kW (8-70 Ib/shp)
PT6A or PZL- 10 turboprop engine. in), for brakes and agricultural equipment. Electrical Performance (at max T-O weight):
PZL-106B. New version of PZL-106A, having re- power, from 3kW 27-5V DC generator and 24V 15Ah Never-exceed speed:
designed wings with a new aerofoil section, increased span battery, for engine starting, pneumatic system control, B 145 knots (270 km/h; 167 mph)
and area, trailing-edge flaps, and shortened V bracing aircraft lights, instruments, VHF transceiver and semi- Max level speed at S/L (without agricultural equip-
struts. The prototype (SP-PKW) flew for the first time on pressurised refuelling. Cockpit air-conditioning system ment): B 119 knots (220 km/h; 137 mph)
15 May 1981. Two further prototypes made their first optional. BR 123 knots (229 km/h; 142 mph)
flights in July and September 1981, and the PZL-106B EyuiPMENT: VHF com transceiver standard. Easily BS 140 knots (260 km/h; 161 mph)
was still undergoing flight testing in the Spring of 1984. It removable non-corrosive (GRP) hopper/tank, forward BT 133 knots (247 km/h; 153 mph)
is said to offer an improvement of more than 25 percent in
of cockpit, can carry 1,000 kg (2,205 lb) or more (see Max level speed
S/L (with agricultural equipment):
at

operating economy compared with the 106A. under 'Weights and Loadings' paragraph) of dry or BR 109 knots (203 km/h; 126 mph)
PZL-106BR. Intended production version of AR, u ith B liquid chemical, and has a maximum capacity ot 1,400 BS 124 knots (230 km/h; 143 mph)
wings and geared PZL-3SR engine. Tested with winglip litres (308 Imp gallons). Turnround time, with full load BT 118 knots (219 km/h; 136 miph)
vanes (three at each tip). of chemical, is in the order of 28 s. The hopper has a Max cruising speed at S/L (75% power):
PZL-106BS. The prototype (SP-PBK) ot this uprated quick-dump system that can release 1 ,000 kg of chemi- B 104 knots (194 km/h; 120 mph)
version of the Kruk, with a 746 kW (1,000 hp) PZL cal in 5 sor less. A pneumatically operated intake for the Operating speed with max chemical load:
(Shvetsov) ASz-621R nine-cylinder radial engine, flew for loading of dry chemicals is optional. Distribution system B, BR, BT
the first time on 8 March 1982. Manufacture of an initial for liquid chemical (jets or atomisers) is powered by a 81-86 knots (150-160 km/h; 93-99 mph)
batch of 40 production PZL-106BS began later the same tan-dnven centrifugal pump. A precise and reliable dis- BS 86 knots (160 km/h; 99 mph)
year. For Restricted category operation, with higher max persal system, with positive on/off action for dry chemi- Stalling speed at S/L:

T-O weight and increased load of chemical. cals, gives effective swath widths of 30-35 m (100-1 15 B, BR, BT 49 knots (90 km/h; 56 mph)
PZL-106BT Turbo-Kruk. Intended production version ft). For ferry purposes, hopper can be used to carry BS 54 knots (99 km/h; 62 mph)
of AT, with empty weight 150 kg (331 lb) lower than additional fuel instead of chemical. When the Kruk is Max rate of climb at S/L (with agricultural equipment):

106BR due to lighter power plant. converted into a two-seat trainer (see 'Accommodation' B 240 m (787 ft)/min
The following description applies to the PZL-106B, paragraph), standard hopper can be replaced easily by a BR 228 m (748 ft)/min

except where a specific version is indicated: special container with reduced capacity tank for liquid BS 372 m (1,220 ft )/min

Type: Single-engined agricultural aircraft. Structure is chemical. Steel cable cutter on windscreen and each BT 360 m (1,181 ft)/min
corrosion resistant, and is additionally protected by an mainwheel leg; steel deflector cable runs from top of Service ceiling: B 4.600 m (15,100 It)

external finish of polyurethane enamel. windscreen cable cutter to tip of fin. Windscreen washer T-O run (with agricultural equipment):
Wings: Braced low-wing monoplane with upward and wiper standard. Other equipment includes 720- B 220 (722 m ft)

cambered tips. NACA 2415 wing section throughout channel ultra short wave transceiver (optional), arti- BR 200 (656 m ft)

span. Dihedral 4° from roots. Incidence 6° 6'. Sweep- ficial horizon, gyro compass, engine hour meter, clock, BS 120 (394 m ft)

back 1° at quarter-chord. All-metal two-spar duralumin rearview mirror, second (mechanic's) seat (optional), BT 160 (525 m ft)

structure, of constant chord. Metaland polyester fabric cockpit air-conditioning (optional), cockpit heating and T-O to 15 m (50 ft) (with agricultural equipment);
covering. Glassfibre wingtips, with upswept undersur- ventilation, landing light, anti-collision light, and night B 480 m (1,575 ft)

faces. Full span four-segment fixed leading-edge slats working lights (optional). Landing from 15 m (50 ft): B 410 m (1,345 ft)

on each wing, of glassfibre sandwich construction with Dimensions, external: Landing run (with agricultural equipment):
foam core. Slotted ailerons of duralumin, with polyester Wing span 14-90 m (48 ft 10'/2 in) B 210 m (689 ft)

fabric covering.Trailing-edge flaps of similar con- Wing chord (constant) 1-90 m (6 ft 2% in) BR, BS 160 m (525 ft)

struction. Ground adjustable tab on each aileron. Wing aspect ratio 6-9 BT 120 m (394 ft)

Duralumin streamline section V bracing struts, with Length overall 910 m (29 ft IOV4 m) Range with max standard fuel:

jury struts. Height overall 3-32 m (10 ft 10% in) B, BR 593 nm (1.100 km; 683 miles)
Fuselage: Welded steel tube structure, protected by sev- Tailplane span 5-77 m (18 ft 1
1
'A in) BS 540 nm (1,000 km; 621 miles)
eral coats of polyurethane enamel and covered with Wheel track 3-10 m (10 ft a'A in) BT 405 nm (750 km; 466 miles)
quickly removable panels of light alloy and GRP. Steel Wheelbase 7-41 m (24 ft 3% in)
tube structure can be pressure tested for crack detec- Propeller diameter 2-62 m (8 ft 7 in) PZL-110 KOLIBER (HUMMING-BIRD)
tion. Propeller ground clearance (tail up) Under this designation, PZL Warszawa-Okecie is pro-
Tail Unit: Conventional duralumin structure, with single 0-63 m (2 ft0% in) ducing under licence a two/three-seat version of the
tailplane bracing strut each side. Fixed surfaces metal Crew doors (each): Height 0-91 m (2 ft 11% in) Socata Rallye 100 ST, the lowest powered model in the
covered; rudder and mass balanced elevators are poly- Width 1-06 m (3 ft SVt in) Rallye light aircraft family, and one which is no longer in
ester fabric covered. Trim tab in port elevator, auto- Baggage door: Height 0-70 m (2 ft 3'/2 in) production in France. The first PZL-110, modified to
matic tab on rudder. Width 0-60 m (1 ft 1 1 y4 in) receive an 86-5 kW (116 hp) PZL Franklin engine, made
Landing Gear: Non-retractable tailwheel type, with Dimensions, internal: its initial flight on 18 April 1978.

oleo-pneumatic shock absorber in each unit. Main- Cabin: Length 1-37 m (4 ft 6 in) The first production PZL- 1 1 was flown on 8 May 1979,
wheels, with low-pressure tyres size 800 x 260 mm, Max width 1-25 m (4 ft PA in) and ten Series 1 aircraft were built during that year. A
each carried on side V and half-axle. Mainwheel tyre Max height 1-30 m (4 ft 3y4 in) Polish type certificate was awarded on 24 August 1979,
pressure 20 bars (29 Ib/sq in). Pneumatically operated Floor area 1 -12 m' ( 12-05 sq ft) Although suitable for touring and liaison duties, the
hydraulic disc brakes on mainwheels. Parking brake. Rear cockpit/baggage compartment: Koliber intended primarily for basic and refresher flying
is

Steerable tailwheel, with tubeless tyre size 350 x 135 Length 1-40 m (4 ft 7 in) training. Series 11 production aircraft (built 1983-84) are
mm, pressure 2-5 bars (36-25 Ib/sq in). Width 1-00 m (3 ft VU in) approved for limited aerobatics, and are for use only by
Power Plant (PZL-106B): One 448 kW (600 hp) PZL- Depth 0-60 m (1 ft 11% in) Polish aeroclubs. Ten had been built bv the Spring of
3S seven-cylinder radial aircooled supercharged engine, Areas: 1983.
driving a PZL US- 13 2000/ A four-blade constant-speed Wings, gross 32-18 m'' (346-4 sq ft) A description of the standard Rallye 100 ST can be
metal propeller. For power plant details of other ver- Ailerons (total) 2-46 m-' (26-50 sq It) found under the Socata heading in the French section of
sions, see individual model descriptions. Fuel in two Fin 1-26 m- (13-56 sq ft) the 1978-79 Jane's. The PZL-1 10 version differs in the
integral wing tanks, total capacity 300 litres (66 Imp Rudder, incl tab 1-62 m' (17-44 sq ft) following details:
gallons); can be increased to total of 540 litres (119 Imp Tailplane 3-34 m- (35-95 sq ft) Power Plant: One 86 5 kW (116 hp) PZL 1-ranklin
gallons) by using hopper as auxiliary fuel tank. Gravity Elevators, incl tab 4-22 m- (45-42 sq ft) 4A-235-BI flat-four engine, driving a PZL US 135
refuelling point on each wing; semi-pressurised refuel- Weights and Loadings: two-blade propeller. Fuel system and capacity as for
ling point on starboard side of fuselage. Oil capacity 54 Weight empty, equipped: B 1,670 kg (3,681 lb) Rallye 100 ,ST. Oil capacity 6 litres (1-3 Imp gallons).
184 POLAND ROMANIA: AIRCRAFT
/ — WSK-PZL WARSZAWA-OKECIE / CNA
Height overall 2-80 m (9 ft IVt in)
Propeller diameter 1-78 m (5 ft 10 in)
Areas: As Rallye 100 ST except:
Wings, gross 12-66 m- (136-3 sq ft)
Weights and Loadings:
Weight empty, equipped 516 kg (1,137 lb)
Max T-O weight (Utility category) 770 kg (1,700 lb)
Max design T-O and landing weight (Normal
category) 850 kg (1 ,874 lb)
Max wing loading:
Utility 60-82 kg/m^ (12-46 Ib/sq ft)
Normal 6714 kg/mM13-76 Ib/sq ft)
Max power loading: Utihty 8-90 kg/kW (14-66 Ib/hp)
Normal 9-83 kg/kW (16-16 Ib/hp)
Performance (at 770 kg; 1 ,700 lb Utility max T-O weight
except where indicated):
Never-exceed speed 145 knots (270 km/h; 167 mph)
Max level speed at S/L 104 knots (193 km/h: 120 mph)
Max cruising speed at S/L 92 knots (170 km/h; 106 mph)
Stalling speed: flaps up 48 knots (89 km/h; 56 mph)
flaps down 41 knots (76 km/h; 48 mph)
Max rate of climb at S/L at AUW
of 830 kg ( 1 ,830 lb)
PZL no Kohber Series II, Polish built version of the Socata Rallye 100 ST 171 m (560 ft)/min
Service ceiling 3,500 m (1 1,480 ft)
Systems and Eowpment: 12V electrical system, with pupil's window blinds for instrument training, front seat T-O run at S/L 155 m (509 ft)
alternator and 18Ah battery. Equipment optional for backrests suitable for use with back type parachutes, T-O to 15 m (50 ft) at S/L 380 m (1,247 ft)
Series 1 and standard for Series II includes VHP trans- safety belts, and accelerometers. Landing from 15 m (50 ft) at S/L 275 m (902 ft)
ceiver, ADF, electrically powered gyro attitude indi- Dimensions, external: Landing run at S/L 115 m (377 ft)
cator, turn and bank indicator, and directional gyro. Wing span 9-74 m (31 ft 1
1
'72 in) Range at 500 m (1,640 ft) with max fuel, no reserves
Equipment intended for the training role includes Length overall 7-15 m (2.3 ft SVa in) 394 nm (730 km; 453 miles)

PORTUGAL
OGMA foreign customers,
for Aerospatiale
and is

helicopters.
an appointed servicing agency
Lockheed C-I30/L-100
cial turbojets and turbofans (up to 146-8 kN; 33,000 lb st),
and turboprop and turboshaft engines of up to 5.667 kW
OFICINAS GERAIS DE MATERIAL AERO-
Hercules transport aircraft and Litton inertial platforms. (7,600 shp), such as the TF30 and T56. In addition to two
NAUTICO (General Aeronautical Material
Under consideration in early 1984 was an agency for fully computerised test cells, this facility is equipped with
Workshops)
2615 Alverca
servicing Allison T56 turboprop engines. OGMA
has a plasma spray, two vacuum furnaces, complete cleaning
total covered area of 116,000 m- (1,248,612 sq ft), and a and electroplating facilities, non-destructive testing,
Telephone: 2580 786; 2581 293/803/979; and 2582 770 workforce of approx 2.500 people. shot-peening and other specific equipment. Besides work
Telex: 14479 OGMA P Under a contract signed in 1959. OGMA
undertakes for the Portuguese Air Force. OGMA also overhauls
IRAN, refurbishing and rehabilitation, periodic inspec- Artouste III turboshaft engines under contract to Turbo-
Director: Lt Gen Eng Rui do Carmo da Concei^ao
tion and emergency maintenance and crash repair of US meca of France.
Espadinha
Air Force and US Navy aircraft, and also performs over- A new 6.400 m^ (68,900 sq ft) workshop, scheduled to
Deputy Director: Col Eng Jose Ferreira Beirao Belo
haul and repair work on some of their engines. go into operation in 1984, will satisfy the latest demands in
Production Manager: Col Victor M. F. Albuquerque
Since 1967. under contract to Aerospatiale of France. the field of maintenance for new generation avionics,
OGMA was founded in 1918 and has been in continu- OGMA has been manufacturing main and tail structures radars, weapons delivery and communications systems,
ous operation since then. It is the department responsible for the SA 3 158 Lama and some components for other test equipment and calibration.

for maintenance and repair, at depot level, of all aircraft, helicopters. It was announced during 1983 that OGMA had been
avionics, engines, structures, ground communications and An aero engine repair and maintenance facility went selected by Skyfox Corporation (see US section) to under-
radar equipment of the Portuguese Air Force. It can into operation in January 1982. to improve major over- take the conversion work involved in the latter company's
undertake similar work for civil or military national or haul capacity on different types of military and commer- Skyfox development of the Lockheed T-33A.

ROMANIA
CNIAR ing helicopters (of which 80 were Romanian designed), SOKO/CNIAR Orao/IAR-93 (see International section)

CENTRUL NATIONAL and about 40 different types of sailplane. Many other are manufactured at lAv Craiova. Viper 632 and 633
AL INDUSTRIEI
AERONAUTICE ROMANE achievements in the fields of theoretical and experimental engines for the IAR-93, Spey 512-14DW engines for the
(National Centre
of the Romanian Aeronautical Industry)
aerodynamics have been made by teams of Romanian Rombac 1-1 1. and Turmo IV CA engines for the IAR-330
engineers, led by Prof Elie Carafoli. Prof Ion Stroiescu, (Puma) helicopter, are built by the Turbomecanica Enter-
133 Calea Victoriei, Sector 1, 71102 Bucharest
Prof Ion Grosu. Dipl Eng Radu Manicatide. Dipl Eng losif prise in Bucharest. New factories are being built at
Silimon and others, using latterly the Canadian licensed Bucharest, for avionics and airborne equipment, and at
Telephone: 50 27 14
trisonic wind tunnel at INCREST in Bucharest. Baneasa for forgings and castings.
Telex: 11648 AEROM The foundations for the present industry were laid at Exports and imports of aircraft and aero engines are the
Brasov in 1926, and details of its history from then until responsibility of the CNA(see next entry), formed in
Director General: Dipl Eng Teodor Zanflrescu the late 1960s can be found in the 1983-84 and earlier 1979; avionics and electronic equipment sales are dealt
Commercial Director: Dipl Eng Vasile Racovitzan editions of Jane's. with by Electronum and Electroexportimport. Aeronaut-
The industry was reorganised in 1968. and its activities ical research and development are undertaken by
Romania has had a tradition of aviation since the ear- are now undertaken, within the Ministry of Machine INCREST (formerly IMFCA), the Aerospace Research
days of flying, dating from the first monoplane built in
liest Building Industry, by the CNIAR. which combines the and Design Institute at Bucharest. INCREST also designs
France in early 1906 by the Romanian engineer Traian activities of the former CIAR and GAB (see 1979-80 and manufactures aerospace equipment, including anti-
Vuia, the original monoplane of Aurel Vlaicu which, in Jane's). Major production activities are carried out in five skid brakes, engine stands, fuel monitoring equipment,
Bucharest on 17 June 1910. became the first nationally factories. The two main aircraft factories are the ICA at intercoms and various aviation raw materials. The flight
designed aeroplane to be flown in Romania, and the aero- Brasov and lAv Bucuresti. The latter is being enlarged to test centre is the CHAR (Centrul de Incercari in zbor) at
planes designed and built in France and Britain by Henri provide a total floor area of 300.000 m- (3.229.1 70 sq ft). Craiova.
Coanda in 1910-14. A third factory, lAv Bacau, builds the Soviet Yak-52 The Baneasa area of Bucharest is being developed as
Since that time the Romanian aircraft industry (lAR) under licence and manufactures various components for the headquarters and main centre for CNIAR activities,
has produced some 90 different types of landplane, includ- the IAR-823 and IAR-3I6B. Romanian versions of the and for the laboratories and design offices of INCREST.

CNA
CENTRUL NATIONAL AERONAUTIC (Intre- Telex: 10660 CNAER
prindere de Comert Exterior) (National Director General: Dipl Eng Radu Stan
Centre for Aeronautical Foreign Trade) Deputy Directors:
Bulevardul Dacia 13, Casuta Postala 22-149, R-70185 Dipl Eng Aurel Adascalitzei
Bucharest Dipl Eng Dan Constantin Popa
Telephone: 12 08 78 Publicity: Dipl Ec Eugenia Irina Boros
 lAv BACAU / lAv BUCURESTI — AIRCRAFT: ROMANIA 185

lAv BACAU
INTREPRINDEREA DE AVIOANE BACAU
(Bacau Aircraft Enterprise)
Biicaii
Dirk lOR General: Dipl Eng Eugen Pascariu
Dei'liiy Directors:
Dipl Eng Eduard Ardeleanu
Dipl Eng Ion Geosanu
This factory, originally an aircraft repair centre known
as URA (later IRA), now manufactures hydraulic,
pneuinatic. air-conditioning, fuel system and landing gear
components for the lAv Bucuresti Rombac 1-11 jet trans-
port, the ICA IAR-823 light aircraft and IAR-316B
helicopter, and the IAR-93 close support fighter. It is

building under licence the Soviet Yakovlev Yak-52 two-

seat light aircraft, and is expected to manufacture the
single-seat Yak-53 (see Soviet section).

lAv BACAU (YAKOVLEV) Yak-52

Announced in late 1978, the Yak-52 is a tandem-
cockpit variant of the Yak-50, with unchanged span and
length, but with a semi-retractable tricycle landing gear. Yakovlev Yak-52 two-seat primary trainer, of which more than 500 have been built in Romania by lAv Bacau
Although aesthetically unattractive, this last feature is
intended to reduce damage in a wheels-up landing.
The Yak-52 is intended to replace the Yak-18, which
has been the standard ab initio trainer for Soviet pilots
since the mid- 1940s. Alexander Yakovlev has believed for
many years that aeroplanes to be flown by young people
should be designed by members of the Komsomol youth
brigades and light aircraft enthusiasts, under experienced
leadership. The enthusiasm engendered by this policy led
to first flight of the prototype Yak-52 less than a year after
its design was started. Flight testing was then undertaken

by pilots qualified as Soviet Masters of Sport, as well as

professional test pilots. Production has been entrusted to
the Romanian aircraft industry, under the Comecon
(Council for Mutual Economic Assistance) programme.
Manufacture began at Bacau in 1979, and the aircraft is
in series production; it does not have an lAR designation

number. lAv Bacau delivered its 500th >ak-52 in 1983.

and production was continumg in 1984.
Type; Tandem two-seat piston engined primary trainer.
Wings: Cantilever low-wing monoplane of single -spar
stressed skin all-metal construction. Clark YN wing sec-
tion, with thickness/chord ratio of l4-5'"f at root, 9% at
tip. Dihedral 2° from roots. Incidence 2°. No sweep-

back: each wing comprises a single straight-tapered

panel, attached directly to the side of the fuselage. Fab-
Yakovlev Yak-52 tandem two-seat primary trainer (Piloi Press)
ric covered slotted ailerons. Light alloy trailing-edge

split flaps. Ground adjustable tab on each aileron.

Fuselage: Conventional light alloy semi-monocoque Systems: No hydraulic system. Independent main and Fin 0-609 m' (6-55 sq ft)

structure. emergency pneumatic systems, pressure 50 bars (725 Rudder 0-871 m- (9-37 sq ft)

Tail Unit: Cantilever light alloy structure. Fin and fixed Ib/sq in), for flap actuation, landing gear actuation, Tailplane 1-325 m^ (14-26 sq ft)

incidence metal covered; control surfaces

tailplane engine starting, and wheel brake control. Pneumatic Elevators (total, incl tab) 1-535 m^ (16-52 sq ft)

fabric covered. Horn balanced rudder, with ground systems supplied by two compressed air bottles,
Weights and Loadings:
adjustable tab. Mass balanced elevators. Controllable mounted behind rear seat and recharged in flight by an
Weight empty 1,000 kg (2.205 lb)
tab in port elevator. AK-50T compressor. GSR-3000M 28-5V engine
Max fuel load 100 kg (220 lb)
Landing Gear: Semi-retractable tricycle type, with single driven generator and (in port wing) 25V Varley battery
Max T-O weight 1.290 kg (2.844 lb)
wheel on each unit. Pneumatic actuation, nosewheel for DC electric power: two static inverters in fuselage
Max wing loading 86-0 kg/m^ (17-61 Ib/sq ft)
retracting rearward, main units forward. All three for 36V AC power at 400Hz.
4-80 kg/kW (7-90 Ib/hp)
Max power loading
wheels remain fully exposed to airflow, against the Avionics and Eol'IPMENT: Dual engine and flying instru-
undersurface of the fuselage and wings respectively, to
ments. Equipment includes GMK-IA gyro compass.
Performance:
offer greater safety in the event of a wheels-up
ARK-15M automatic radio compass. Baklan-5 VHF Never-exceed speed 194 knots (360 km/h; 223 mph)
emergency landing. Oleo-pneumatic shock absorbers.
com and SPU-9 intercom. Oxygen system optional. Max level speed at 500 m (1.640 ft)
Mainwheel tyre size 500 x 1 50; nosewheel tyre size 400 162 knots (300 km/h; 186 mph)
X 150. Tyre pressure (all units) 30 bars (43 Ib/sq in). Dimensions, external: Max cruising speed at 1.000m (3,280 ft)
Pneumatic brakes. Skis can be fitted in place of wheels Wing span 9-30 m (30 ft 6 'A in)
145 knots (270 km/h; 167 mph)
for Winter operations, permissible at temperatures
Wing chord: at root 1-997 m (6 ft 6^/4 in)
Econ cruising speed at 1,000 m (3.280 ft)
down to -42°C. at tip 1082 m (3 ft 6V2 in) 102 knots (190 km/h; 118 mph)
Power Plant: One 268 kW (360 hp) Vedeneev M-I4P Wing aspect ratio 5-77
Stalling speed:
nine-cylinder aircooled radial engine, driving a two- Length overall 7-745 m (25 ft 5 in) flaps up 60 knots (110 km/h; 69 mph)
blade variable-pitch propeller type V-530TA-D35. Fuselage: Max width 0-90 m (2 ft IIV2 in)
down, power on
flaps
without spinner. Louvres in front of cowling to regulate Height overall 2-70 m (8 ft lO'A in) 54-57 knots (100-105 km/h; 62-66 mph)
cooling. Two-part cowling, split on horizontal centre- Tailplane span 3-16 m (10 ft 4 V2 in)
flaps down, engine idling
line. Two fuel tanks, in wing roots forward of spar, each
Wheel track 2-715 m (8 ft 10% in) 46-49 knots (85-90 km/h; 53-56 mph)
with capacity of 61 litres (13-5 Imp gallons). Collector Wheelbase 1-86 m (6 ft 'A 1 in)
Max rate of climb at S/L 420 m (1.378 ft)/min
Propeller diameter 2-40 m (7 ft IOV2 in)
tank in fuselage of 5-5 litres (1 -25 Imp gallons) capacity Service ceiling:
engine during inverted flight. Total internal Propeller ground clearance 0-36 m (1 ft 2 'A in) without oxygen 4.000 m 13.125
supi^lies ( ft)

fuel capacity 122 litres (27 Imp gallons). Oil capacity Dimensions, internal: with oxygen 6.000 m (19.685 ft)

22-5 litres (5 Imp gallons). Cockpit: Max width 0-736 m (2 ft 5 in) Min ground turning radius 6-22 m (20 ft 5 in)
Accommodation: Tandem seats for pupil and instructor Max height 1-12 m (3 ft 8 in) T-O run 170 m (558 ft)

(at rear) under long 'glasshouse' canopy, with separate Areas: Landing run 300 m (984 ft)
rearward sliding hood over each seat. Seats and dual Wings, gross 15-00 m^ (161-5 sq ft) Range with max fuel 297 nm (550 km; 341 miles)
flying controls are adjustable. Sides of cockpit have a Ailerons (total) 1-98 m^ (21-31 sq ft) Endurance with max fuel 2 h 50 min
soft synthetic lining. Heating and ventilation standard. Trailing-edge flaps (total) 103 m' (II 09 sq ft) g limits +11-5

lAv BUCURESTI Islander. It development and manufac-

specialises in the Five commercial versions of the One-Eleven were pro-
INTREPRINDEREA DE AVIOANE P'JCURESTI ture of commercial and agricultural aircraft; in the repair duced formerly by BAe/BAC. Details of the Series 200
(Bucharest Aircraft Enterprise) and overhaul of various large and small aircraft; is agent (56 built), 300 (nine built) and 400 (69 built) can be found
Bd Ficusului 44, Baneasa Airport. Bucharest and repair centre for Avco Lycoming engines; and man- in the UK section of the 1974-75 June's, and of the Series
Telephone: Bucharest 336260 ufactures aircraft equipment. 475 (nine built) and 500 (87 built) in the 1 98 1 -82 edition.
Director General: Col Ing Nicolai Gugui In May 1979. BAe concluded an agreement with
Chief Engineer: Eugen Smirnov lAv BUCURESTI ROMBAC 1-11 CNIAR for the Series 475 and 500 to be built under
lAv Bucuresti's predecessor. IRMA, was formed in (BAe ONE-ELEVEN) licence in Romania to cover Romanian domestic require-
1959 from part of the former URMV-3 at Brasov (see lAv Bucuresti is the Romanian prime contractor for the ments and for export. To initiate the transfer education
1979-80 and earlier editions of Jane's). The present title licence manufacture of BAe One-Eleven twin-turbofan process, a Srs487 freighter and two Srs 525/ Is were deli-
was adopted in 1980. The factory is currently responsible transports, which have the Romanian designation Rom- vered as complete aircraft by BAe in 1981-82. as detailed
for manufacture of the BAe One-Eleven (components bac I-ll. A
corresponding programme provides for in earlier Jane's. Industrial transfer to the Romanian air-
and complete aircraft) and the Pilatus Britten-Norman Romanian manufacture of the Rolls-Royce Spey engines. craft industry, due to be completed by 1986. is being
186 ROMANIA: AIRCRAFT — lAv BUCURESTI

Rombac 1-11 Series 560 (two Rolls-Royce Spey Mk 512-14DW turbofan engines)

undertaken seven stages by means of a reducing scale of

in alloy spoiler/airbrakes on upper surface of wing, oper- ArroMMODATiON (Srs 495): Crew of two on flight deck and
UK supplied kits of parts for an initial batch of 22 aircraft. ated hydraulically. Hydraulically actuated lift dumpers, up to89 passengers in main cabin. Single class or mixed
In the first of these stages, delivery was completed in April inboard of spoilers. Flaps on Series 495 have aglassfibre class layout, with movable divider bulkhead to permit
1981 of three sets of wings, fuselages and other major coating. Thermal de-icing of wing leading-edges with any first/tourist ratio. Typical mixed class layout has 16
British built components, and the first flight by a Rom- engine bleed air. first class (four abreast) and 49 tourist (five abreast)

anian assembled Srs 560 (YR-BRA) was made on 18 Fuselage: Conventional circular-section all-metal fail- seats. Galley units normally at front on starboard side.
September 1982. This aircraft was handed over to Tarom, safe structure with continuous frames and stringers. Coat space available on port side aft of flight deck.
the Romanian state airlme, on 24 December 1982, and Skin made from copper based aluminium alloy. Ventral entrance with hydraulically operated airstair.
entered service in January 1983. Two others had been Tail Unit: Cantilever all-metal fail-safe structure, with Forward passenger door on port side incorporates
delivered by Spring 1984, the most recent being in VIP variable incidence T tailplane, controlled through dup- optional power operated airstair. Galley service door
configuration. licated hydraulic units. Fin integral with rear fuselage. forward on starboard side. Two baggage and freight
Romanian versions are designated as follows: Elevators and rudder actuated hydraulically through holds under floor, fore and aft of wings, with doors on
Series 495. Combines standard fuselage and accom- tandem jacks. Leading-edges of fin and tailplane de- starboard side. Upward opening forward freight door
modation of British built Series 400 with wings and power iced by engine bleed air. available at customer's option. Entire accommodation
plant of Series 560 and a modified landing gear system, Landing Gear: Retractable tricycle type, with twin air-conditioned.
using low-pressure tyres, to permit operation from secon- wheels on each unit. Hydraulic retraction, nose unit ArroMMODATiON (Srs 560): Crew of two on
flight deck and

dary low-strength runways with poorer grade surfaces. forward, main units inward. Oleo-pneumatic shock up to 109 passengers in main cabin. Two additional
Series 560. Derived from British built Series 300/400, absorbers. Hydraulic nosewheel steering. Wheels have overwing emergency exits, making two on each side.
this version has a lengthened fuselage (2-54 m; 100 in fwd tubeless tyres, 5-plate heavy duty hydraulic disc brakes, One toilet on each side of cabin at rear. Otherwise
of wing, 1-57 m; 62 in aft) which accommodates up to 109 and anti-skid units. Mainwheel tyres size 40 x 12 on Srs generally similar to Srs 495.
passengers, with a flight crew of two. Wingtip extensions 560, pressure 1 1 03 bars (160 Ib/sq in); size 44 x 16 on Systems: Fully duplicated air-conditioning and pressuris-
increase span by 1-52 m (5 ft). Take-off performance Srs 495, pressure 5-72 bars (83 Ib/sq in). Nosewheel ation systems. Air bled from engine compressors
improved by increased wing area and by installation of two tyres size 24 x 7-25 on Srs 560, pressure 7-58 bars (110 through heat exchangers. Max pressure differential 0-52
Rolls-Royce Spey Mk 512-14DWturbofans,each rated at Ib/sq in); size 24 x 7-7 on Srs 495, pressure 7-24 bars bars (7-5 Ib/sq in). Hydraulic system, pressure 207 bars
55-8 kN (12,550 lb st). Main landing gear strengthened (105 Ib/sq in). All tyre pressures are for aircraft at (3.000 Ib/sq in), operates flaps, spoilers, rudder,
and heavier wing planks used to cater for increased AUW. mid-CG position and max taxi weight. elevators, tailplane, landing gear, brakes, nosewheel
The following description applies to the Series 495 and Power Plant: Two Rolls-Royce Spey Mk 512-14DW steering, ventral and forward airstairs and windscreen
560: turbofan engines, each rated at 55-8 kN (12,550 lb st), wipers. No pneumatic system. Electrical system utilises
Type: Twin-turbofan short/medium-range transport. pod-mounted on sides of rear fuselage. Fuel in integral two 30kVA AC generators, driven by constant speed
Wings: Cantilever low-wing monoplane. Modified wing tanks with usable capacity of 10,160 litres (2,235 drive and starter units, plus a similar generator mounted
NACA cambered wing section. Thickness/chord ratio Imp gallons) and centre-section tank of 3,968 litres on the and shaft driven. Gas turbine APU in
APU
I2y2% at root, 11% at tip. Dihedral 2°. Incidence 2° (873 Imp gallons) usable capacity; total usable fuel tailcone provide ground electric power, air-
to
30'. Sweepback 20° at quarter-chord. All-metal struc- 14,129 litres (3,108 Imp gallons). Executive versions conditioning and engine starting, also some system
ture of copper based aluminium alloy, built on fail-safe can be fitted with auxiliary fuel tanks of up to 5,791 checkout capability. APU is run during take-off to
principles. Three-shear-web torsion bo.x with integrally litres (1.274 Imp gallons) usable capacity. Pressure eliminate performance penalty of bleeding engine air
machined skin/stringer panels. Ailerons of Redux refuelling point in fuselage forward of wing on starboard tor cabin air-conditioning.
bonded light alloy honeycomb, manually operated side. Provision for gravity refuelling. Oil capacity (total Avionics and Eouipment: Communications and navig-
through servo tabs. Port servo tab used for trimming. engine oil) 13-66 litres (3 Imp gallons) per engine. ation avionics generally to customers' requirements.
Hydraulically operated light alloy Fowler flaps. Light Engine hush kits standard. Typical installation includes dual VHF com to ARINC
546. dual VHF nav to ARINC 547A. including glide-
slope receivers, marker beacon receiver, flight/service
interphone system, ADF, ATC transponder to ARINC
532D, DME,weather radar. Compass system and flight
director system (dual) are also installed. Autopilot sys-
tem. Provision on the Srs 560 for additional equipment,
including automatic throttle control, for low weather
minima operation.
Dimensions, external:
Wing span 28-50 m (93 ft 6 in)
Wing chord: at root 5-00 m (16 tt 5 in)
at tip 1-61 m (5 ft 5 in)
Wing aspect ratio 8-5
Length overall: Srs 495 28-50m (93 ft 6 in)
Srs 560 32-61 m (107 ft in)
Length of fuselage: Srs 495 25-55 m (83 ft 10 in)
Srs 560 29-67 m (97 ft 4 in)
Height overall 7-47 m (24 ft 6 in)
Tailplane span 8-99 m (29 ft 6 in)
Wheel track 4-34 m (14 ft 3 in)
Wheelbase: Srs 495 10-08 m (33
ft 1 in)
Srs 560 12-62 m (41
ft 5 in)

Passenger door (fwd, port):

Height 1-73 m (5 ft 8 in)

Width 0-84 m (2 ft 9 in)

Height to sill 2-08 m (6 ft 10 in)
Ventral entrance, bulkhead door:
Height 1-83 m (6 ft in)
Width 0-66 m (2 ft 2 in)
Rombac 1-11 (BAe One-Eleven) Series 560 twin-turbofan short/medium-range airliner (Filoi Press) Height to sill 2-08 m (6 ft 10 in)
 lAv BUCURESTI / lAv CRAIOVA — AIRCRAFT: ROMANIA 187

Freight door (twd, starboard): Weights and Loadings: Max cruising height 10.670 m (35.000 ft)
Height (projected) 0-79 m (2 ft 7 in) Operating weight empty, typical: Min ground turning radius (to outer wmgtip):
Width 0-91 m (3 ft in) Srs 495 (89 seats) 23,286 kg (51.339 lb) Srs 495 15-24 m (50 ft in)
Height to sill 1 ()4 m (3 ft 5 in) Srs 560 (109 seats) 25,267 kg (55,704 lb) Srs 560 17-07 m (56 ft in)
Freight door (rear, starboard): Max payload. typical: Runway LCN. rigid pavement (1 = 30):
Height (projected) m (2
()-71 ft 4 m) Srs 495 10,733 kg (23,661 lb) Srs 495 32
Width m (3
()-91 ft m) Srs 560 11,474 kg (25,296 lb) Srs 560 53
Height to sill 117 m (3
ft 10 in) Max T-O weight: T-O run at S/L. ISA: Srs 495 1,676 m (5,500 ft)
Freight door, main deck (optional, fwd, Srs 495): Srs495 41,730-44.679' kg (92,000-98,500* lb) Srs 560 (6,500 ft) 1,981 m
Height H5 m (6 ft\ 1 in) Srs 560 45,200-47,400* kg (99,650-104,500* lb) Balanced T-O to 10-7 m (35 ft) at S/L, ISA:
Width 3 05 111 (10 ft in) Max ramp weight: Srs 495 1.798 m (5.900 ft)
Galley ser\ice door (twd, starboard): Srs 495 41,957-44,906' kg (92,500-99,000* lb) Srs 560 2.225 m (7,300 ft)
Height (projected) 1-22 m (4 ft in) Srs 560 45,450-47.627* kg (100,200-105,000* lb) Landing distance (BCAR) at S/L. ISA, at standard max
Width 0-69 m (2 ft 3 in) Max landing weight: landing weight: Srs 495 1,440 m (4,725 ft)
Height to sill 20S m (6 tt 10 in) Srs 495 38,102-39.463' kg (84.000-87,000* lb) Srs 560 1,455 m (4,775 ft)
Srs 560 39,463 kg (87,000 lb) Max still air range, ISA, with reserves for 200 nm (370
Dimensions, iniernal (Srs 495): Max zero-fuel weight: km; 230 mile) diversion and 45 min hold:
Cabin, excl flight deck: 495
Srs 33.112-34,019' kg (73,000-75,000* lb) Srs 495 1,933 nm (3.582 km; 2,226 miles)
Length 17-32 m (5ft ft 10 in) Srs 560 36.741 kg (81,000 lb) Srs 560 1,897 nm (3.515 km; 2.184 miles)
Max width 315 m (10 ft 4 in) Max wing loading: Still range with typical capacity payload, ISA.
air
Max height 1-98 m (6 ft 6 in) Srs 495 466-3 kg/m- (95-5 Ib/sq ft) reserves as above;
Floor area approx 47-4 m' (510 sq It)
Srs 560 495-1 kg/m' (101-4 Ib/sq ft) Srs 495 at 44.679 kg (98,500 lb)
Freight hold, fwd 1002 m' (354 cii It)
Max power loading: 1,454 nm (2,694 km; 1.674 miles)
Freight hold, rear 4-42 m' (156 cu It) Srs 495 400-2 kg/kN (3-92 lb/lb st) Srs 560 at 47,400 kg (104,500 lb)
Srs 560 424-5 kg/kN (4-16 lb/lb st) 1.327 nm (2.459 km; 1,528 miles)
Dimensions, internal (Srs 560): *(>f>lioiuil Srs 495 executive aircraft with additional 5,602 litres
Cabin, excl flight deck: Pereormance (at standard max T-O weight): (1,232 Imp gallons) tuel and ten passengers
Length 21-44 m (70 tt 4 in) Design diving speed (S/L) 2.875 nm (5,325 km; 3.308 miles)
Total floor area approx 59-5 m- (640 sq ft) 410 knots (760 km/h; 472 mph) EAS
Freight holds (total volume) 19-45 m" (687 cu It) Max and cruising speed at 6,400 m (21,000 ft)
level lAv BUCURESTI (PILATUS
470 knots (870 km/h; 541 mph) BRITTEN-NORMAN) ISLANDER
Areas (Srs 495, 560): Econ cruising speed at 10,670 m (35,000 ft) The Pilatus Britten-Nornian Islander (see LIK section)
Wings, gross 95-78 m' (1,03 10 sq ft) 410 knots (760 km/h; 472 mph) has been manufactured under licence in Romania, origi-
Ailerons (total) 2-86 m- (30-8 sq ft) Stalling speed (landing flap setting, at standard max nally by IRMA, for several years. The first Romanian built
Flaps (total) 16-26 m- (175-0 sq ft) landing weight): example flew for the first time at Baneasa Airport,
Spoilers (total) 2-30 m" (24-8 sq ft) Srs 495 98 knots (182 km/h; 113 mph) EAS Bucharest, on 4 August 969. and the initial commitment
1

Vertical tail surfaces (total) 10-91 m- (117-4 sq ft) Srs 560 100 knots (186 km/h; 115 mph) EAS to build215 Islanders was completed in 1976. A total of
Rudder, inci tab 3-05 m- (32-8 sq ft) Rate of climb at S/L at 300 knots (555 km/h; 345 mph) 400 had been completed by September 1 984. ot which 380
Horizontal tail surfaces (total) 23-97 m-' (2580 sq ft) EAS: Srs 495 786 m (2,580 ft)/min had been delivered to Pilatus Britten-Nornian. Current
Elevators, incl tab 6-54 ni- (70-4 sq ft) Srs 560 722 m (2.370 ft)/min production rate was then 25 aircraft per year.

lAv CRAIOVA ered by a version of the non-afterburning Rolls-Royce Mainwheels retract inward, nosewheel forward, all

INTREPRINDEREA DE AVIOANE CRAIOVA Viper Mk 632 turbojet engine that is installed in the wheels being fully enclosed by doors when retracted.
(Craiova Aircraft Enterprise) IAR-93A. Landing light in port wing root leading-edge.
Craiova Release of an official general arrangement drawing now Power Plant: One 17-8 kN (4,000 lb st) Rolls-Royce
Director General: Dipl Eng Dumitru Stanescu permits a limited description of the IAR-99. which is very Viper Mk632-41 turbojet engine, mounted in rear
similar in appearance and performance to the Italian fuselage. Lateral air intake, with splitter plate, on each
Deputy Directors:
Dipl Eng Ion Bratu
Aermacchi M.B. 339A. Underwing hardpoints indicate side of fuselage abreast of rear cockpit.
Dipl Eng lancu Pentes capability for both weapons training and light ground Accommodation: Crew of two in tandem, with elevated
attack. rear seat. One-piece wraparound windscreen; single
This factory is responsible for Romanian manufacture
Type: Tandem two-seat advanced jet trainer and light framed canopy over both seats.
of the lAR-93 close support and ground attack aircraft
ground attack aircraft. Armament: Four underwing attachments for weapons and
and operational trainer built in collaboration with Yugo-
Wings: Cantilever low-wing monoplane, with non-swept other stores.
slavia. Seriesproduction of the 1AR-93A for the Roma-
tapered leading- and trailing-edges and approx 3° Dimensions, external:
nian Air Force is now under way. A detailed description of
dihedral from roots. Trim tab in each aileron. Wing span 9-85 m
the aircraft appears under the SOKO/CNIAR heading in (32 ft 3^/4 in)
Fuselage: Conventional all-metal semi-monocoque Wing aspect ratio 5-18
the International section. Craiova's latest product is the
structure, of oval cross-section. Length overall 10-88 m 8y4 in)
IAR-99 Soim jet trainer. (35 ft
Tail Unit: Sweptback fin, with dorsal fin. and balanced Height overall 3-89 m (12 ft 9 in)
IAR-99 SOIM (HAWK) rudder. Non-swept, no-dihedral tailplane. mounted Area:
The existence of this new Romanian designed advanced above tailpipe, with balanced elevators. Trim tab in Wings, gross 18-71 m- (201-4 sq tt)
jet trainer first became known during the 1983 Pans Air rudder and each elevator. Weights and Loadings:
Show, at which time it was said to be still undergoing flight Landing Gear: Retractable tricycle type, with single Weight empty 3,120 kg (6.878 lb)
testing. It was designed and built at Craiova, and is pow- wheel and oleo-pneumatic shock absorber on each unit. Max T-O weight 5.476 kg (12.072 lb)
Max wing loading 292-7 kg/m- (59-95 Ib/sq ft)

Max power loading 307-76 kg/kN (3-02 lb/lb st)

Performan( e (at max T-O weight):
Max speed at S/L 467 knots (865 km/h; 537 mph)
level
Max rate of climb at S/L 2.190 m (7,185 ft)/min
Service ceiling 13,900 m (45,600 ft)
T-O run 790 m (2,590 ft)
Landing run 750 m (2,460 ft)

Romania's new advanced jet trainer, the IAR-99 Soim iPiloi I'rcss dninin^)
 ^

188 ROMANIA: AIRCRAFT — ICA

ICA
INTREPRINDEREA DE CONSTRUCTII AERO-
NAUTICE (Aeronautical Construction Enter-
prise)
Casuta Postala 198, 2200 Brasov
Telephone: 92114037
Telex: 61266
ICA, created in 1968, continues the work that was '
m
begun in 926 by lAR-Brasov and was then undertaken in
1
"
1950-59 as URMV-3 Brasov. Today, it manufactures the iiiwiiiii ii^^^^E < -
^,
—.^—li—
Romanian designed IAR-28MA, lAR-823, lAR-825,
IAR-827/828 and lAR-831 series of Mght aircraft; the
Alouette 111 and Puma helicopters under licence from
Aerospatiale of France (as the IAR-316B and lAR-330
»."•• m^.r^mv^ '^MmmmtKsm* •«
and the lS-28/29 series of Romanian sail-
respectively);
planes and motor gliders. It also produces aircraft com-
ponents and equipment.
Camouflaged IAR-823 two/five-seat light aircraft of the Romanian Air Force
ICA IAR-28MA
As indicated in the Sailplanes section, the 1AR-28MA Wings: Cantilever low-wing monoplane. Wing section Wing aspect ratio 6-66
side by side two-seat light aircraft is derived from the N ACA 23012 (modified). Dihedral 7° from roots. Inci- Length overall 8-315 m (27 ft iVi in)
IS-28M2 motor which it shares a common
glider, with dence 3° at root, 1° at tip. Conventional all-metal struc- Height overall 2-86 m (9 ft 4% in)
fuselage, tail unit and Hying controls. It has a new-design ture, With single main spar and rear auxiliary spar; Wheel track 2-48 m (8 ft 1% in)
wing, fitted with split flaps and ailerons, and is powered by three-point attachment to fuselage. Riveted spars, ribs Wheelbase 1-86 m (6 ft PA in)
a 60 kW (80 hp) Limbach L2000 EOI flat-four engine and skin of corrosion-proof aluminium alloy. Leading- Propeller diameter 2-23 m (7 ft 4 in)
driving a Hoffmann HO-V-62R two-blade variable-pitch edges riveted, and sealed to ribs and main spar to form Areas:
propeller with spinner. main torsion box and integral fuel tanks. Electrically Wings, gross 15-00 mM16I -5 sq ft)

An batch of ten, for ab initio training duties with

initial actuated fabric covered metal single-slotted flaps and Ailerons (total) 1-20 m^ (12-92 sq ft)

the Romanian Air Force, were in the final assembly stage fabric covered Frise slotted metal ailerons. Ground Trailing-edge flaps (total) 1-78 m' (19-16 sq ft)

at the beginning of 1984. adjustable tab on each aileron. Horizontal tail surfaces (total) 3 30 m- (35-52 sq ft)
Dimensions, external: Fuselage: All-metal semi-monocoque structure. Vertical tail surfaces (total) (1615 sq ft) 1-50 m'
Wing span 1000 m (32 ft 9% in) Glassfibre engine cowling. Weights and Loadings (A: Aerobatic; U: Utility; N:
Wing aspect ratio 7-14 Tail Unit: Cantilever metal structure. Two-spar duralu- Normal category):
Length overall 700 m (22 ft 11 Vj in) min covered fin and tailplane; fabric covered duralumin Weight empty: A 910 kg (2.006 lb)
Height overall 1-90 m (6 ft 2% in) horn balanced rudder and elevators. Electrically U 930 kg (2.050 lb)
Area: actuated automatic trim tab in each elevator; controll- . N 950 kg (2.094 lb)
Wings, gross 1400 m' ( 150-7 sq ft) able tab in rudder. Max T-O weight: A 1.190 kg (2.623 lb)
Weights and Loadings: Landing Gear: Retractable tricycle type, with steerable U 1,380 kg (3.042 lb)
Weight empty 520 kg (1,146 lb) nosewheel. Electrical retraction, main units inward, N 1.500 kg (3,307 lb)
Max T-O weight 760 kg (1.675 lb) nose unit rearward. Emergency manual actuation. Max wing loading: A 79-3 kg/m- (16-24 Ib/sq ft)
Max wing loading 54-3 kg/m' (11 12 Ib/sq ft) Oleo-pneumatic shock absorbers. Mainwheel tyres size U 92-0 kg/mM18-8 Ib/sq ft)
Max power loading 12-7 kg/kW (20 9 Ib/hp) 600-6, pressure 2-93 bars (42-5 Ib/sq in). Nosewheel N 100-0 kg/m- (20-48 Ib/sq ft)
Performance (at max T-O weight): tyre size 355 x 150 mm. Independent hydraulic main- Max power loading: A 5-51 kg/kW (9-05 Ib/hp)
Never-exceed speed 135 knots (250 km/h; 155 mph) wheel brakes, pedal controlled from left front seat. U 6-39 kg/kW (10-49 Ib/hp)
Max level speed 103 knots (190 km/h; 118 mph) Shimmy damper on nose unit. No wheel doors. N 6-94 kg/kW (11-40 Ib/hp)
Econ cruising speed 78 knots (145 km/h; 90 mph) Power Plant: One 216 kW (290 hp) Avco Lycoming Performance Aerobatic max T-O weight):
(at
Stalling speed 44 knots (80 km/h; 50 mph) IO-540-G1D5 flat-six engine, driving a Hartzell HC- Max level speed at S/L
Max rate of climb at S/L 120 m (394 ft)/min 92WK-ID/W 9350-4-6
two-blade' constant-speed 167 knots (310 km/h; 192 mph)
Service ceiling 5,000 m (16,400 ft) metal propeller. Fuel in four integral wing tanks, total Max cruising speed at S/L:
T-O run (grass) 382 m (1 ,253 ft) capacity 360 litres (79 Imp gallons). Provision for two 75% power 154 knots (285 km/h; 177 mph)
T-O to 15 m (50 ft) (grass) 525 m (1,722 ft) 70 litre (15-4 Imp gallon) drop tanks on underwing 60% power 140 knots (260 km/h; 162 mph)
Landing run (grass) 300 m (985 ft) pylons. Stalling speed:
Range with max fuel 378 nm (700 km; 435 miles) Accommodation: Fully enclosed cabin, seating two per- flaps up 61 knots (112 km/h; 70 mph)
g limits -I-5-3/-2-65 sons side by side on individual adjustable front seats, flaps down, power off 55 knots (102 km/h; 64 mph)
Best glide ratio at 62 knots (115 km/h; 72 mph) 15 with removable bench seat at rear for up to three more Max rate of climb at S/L 450 m (1,475 ft)/min
Min sinking speed at 50 knots (93 km/h; 58 mph), people. Dual controls standard in training version, Service ceiling 5,600 m (18,375 ft)

power off 1-90 m (6-23 ft)/s optional in other versions. Upward -hinged window/door T-O to 15 m (50 ft) 300 m (984 ft)
(optionally jettisonable) on each side of cabin, which is Landing from 15 m (50 ft) 250 m (820 ft)
ICA IAR-823 soundproofed, heated and ventilated. Compartment at Range 701 nm (1.300 km; 807 miles)
Design of the IAR-823 two/five-seat training and tour- rear of cabin for up to 40 kg (88 lb) of baggage. Equip- Performance (at 1,400 kg; 3.086 lb except where AUW
ing light aircraft was started at IMFCA in May 1970, by a ment and layout can be varied for use as air taxi, execu- indicated):
team led by Dipl Eng Radu Manicatide. Construction of a tive or freight transport, ambulance, liaison or photo- Never-exceed speed 215 knots (400 km/h; 248 mph)
prototype began at ICA-Brasov in the Autumn of 1971, graphic aircraft. Max level speed at S/L
and this aircraft made its first flight in July 1973. Construc- Systems and Avionics: Electrical system, including 50A 162 knots (300 km/h; 186 mph)
tion and testing were in compliance with FAR Pt 23, and alternator and 24V 30Ah battery, for engine starting, Max cruising speed (75% power) at 1.750 m (5,750
the aircraft is certificated for Acrobatic, Utility and Nor- elevator tab and landing gear actuation, radio com- ft) 162 knots (300 km/h; 186 mph)
mal category operation. The first production aircraft flew munications, landing and navigation lights, and cabin Econ cruising speed (60% power) at 3,050 m (10,000
in 1974, and a total of 87 had been delivered to the and instrument lighting. Standard avionics include VFR ft) 156 knots (290 km/h; 180 mph)
Romanian Air Force and Romanian flying clubs by the instrumentation and TR 800 transceiver. Optional Landing speed 57 knots (105 km/h; 65 mph)
Summer of 1 982, the latest date for which information has equipment, according to mission, includes blind-flying Stalling speed: flaps up 63 knots (115 km/h; 72 mph)
been supplied. instrumentation and, in civil transport version, marker flaps down, power off 49 knots (90 km/h; 56 mph)
As a two-seater, the IAR-823 is fully aerobatic and is beacon receiver, nav/com radio, VOR/ILS, ADF and Max rate of climb at S/L 420 m (1,380 ft)/min
intended for training duties. With a rear bench seat for up autopilot. Time to 1,000 m (3,280 ft) 2 min 20 s

to three more persons it is suitable as an executive, taxi or Dimensions, external: Service ceihng 5.600 m (18,375 ft)

touring aircraft. Provision is made for two underwing Wing span 10-00 m (32 ft 9% in) T-O run 160 m (525 ft)

pylons for the carriage of drop tanks or practice weapons. Wing chord: at c/I 2-00 m (6 ft 6y4 in) T-O to 15 m (50 ft) 310 m (1 ,017 ft)

Type: Two/five-seat cabin monoplane. at tip 1-00 m (3 ft 3 'A in) Landing run ft) 200 m (656
Range, according to mission and payload. 1 h reserves
431-970 nm (800-1.800 km; 497-1,118 miles)
Endurance, according to mission and payload 3-6 h
g limits (at 1,190 kg; 2,623 lb AUW) -t-6/-3

ICA IAR-825TP TRIUMF

The Romanian aerospace industry exhibit at Farn-
borough International 1982 included the first public
appearance of the IAR-825TP, a turboprop powered
tandem-seat aircraft which has been developed as an
economical multi-role trainer for the Romanian Air
Force. Although the higher-numbered IAR-826 and
IAR-827 agricultural light aircraft first flew in 1973 and
1976 respectively, construction of the lAR-825 prototype
(YR-IGB) started as recently as 22 September 1981, and
it flew for the first time on 12 June 1982. Tooling for series

production was under way in early 1984.

The IAR-825 has much in common with the earlier
IAR-823, utilising the same landing gear and essentially
the same wings, the latter being strengthened for the car-
nage of practice weapons in the armament training role,
ICA IAR-28MA two-seat light aircraft in Romanian Air Force insignia but interchangeable with those of the IAR-823. Fuselage
 ICA — AIRCRAFT: ROMANIA 189

and tail unit, although of new design, retain a degree of

commonality with the lAR-823.
Tvi'E:Turboprop powered military trainer.
Wings: Generally as described for lAR-823.
Fuselagf: Conventional semi-nionocoque structure.
Small bumper under tailcone.
Tail Unii: Cantilever metal structure. Two-spar duralu-
min covered sweptback Hn and non-swept tailplane;
otherwise as described for IAR-K23.
Landing Gear: Generally as described for lAR-823.
Dunlop tyres may have higher pressures.
Power Pi ant: One 507 kW (6K0 shp) Pratt & Whitney
Canada PT6A-15AG turboprop engine m prototype,
driving a Hart/ell three-blade propeller with spmner;
559 kW
(750 shp) PT6A-25C engine specified for pro-
duction aircraft, driving a Hart/ell HC-B3TN-
3/T10173-13R constant-speed
three-blade
reversible-pitch metal propeller. Wings incorporate
four integral fuel tanks, as in lAR-823. Prototype of the ICA Brasov IAR-825TP Triumf tandem-seat military trainer
ArcoMMODATiON: Seats for two persons m tandem, under
one-piece framed canopy which opens sideways to star-
board. Dual controls standard.
Dimensions, external:
Wing span 10-30 m (33 ft 9' 2 in)

Wing aspect ratio 7-07

Length overall 8-90 m (29 ft 2' 2 in)

Height overall 2-38 m (7 ft 9 '4 in)

Wheel track 2-20 m (7 ft 2': in)

Dimensions, internal:
Cockpit: Max length 2-50 m (8 ft 2' 2 in)

Max width 0-78 m (2 ft 6 '4 in)

Area:
Wings, gross 15-00 m^ (161-5 sq tt)

Weights (A: Acrobatic, U: Utility, N: Normal category):

Weight empty 1,200 kg (2,645 lb)

Max T-O weight: A 1,700 kg (3.748 lb)

U 2,300 kg (5,070 lb)
N 2,650 kg (5.842 lb)
Performanc E (at Acrobatic max T-O weight):
Never-exceed speed 296 knots (550 km/h; 341 mph)
Max level speed 253 knots (470 km/h; 292 mph)
Max cruising speed 237 knots (440 km/h; 273 mph)
Stalling speed, power off:
flaps up 63 knots (115 km/h; 72 mph)
flaps down 46-49 knots (85-90 km/h; 53-56 mph)
Max rate of climb at S/L 960 m (3,150 ft)/min
Service ceiling 9,000 m (29,525 ft) IAR-827A single/two-seat
T-O to 15 m (50 ft) 250 m (820 ft)
agricultural aircraft
Landing distance 300 m (985 ft)
Power kW
tion applies to this version, of which five had been built by Pi ant: One 447 (600 hp) PZL-3S seven-
Range with max fuel, 30 min reserves
early 1984, with a further ten then in the final assembly cylinder radial aircooled engine, driving a PZL US-
755 nm (1,400 km; 870 miles)
stage. 132000/A four-blade constant-speed metal propeller.
Endurance, conditions as above 3 h
Type: Single/two-seat agricultural aircraft. Fuel tank in each wing leading-edge, each ot 230 litres
g limits +60/-30
Wings: Cantilever low-wing monoplane. Wing section (50-5Imp gallons) capacity.
ICA IAR-827A NACA 23015. Constant chord safe-life structure, with Accommodation: Side by side seats for pilot and mechanic
Design of the basic lAR-827, to FAR Pt 23 standards, 6° dihedral from roots. Welded chrome-molybdenum in fully enclosed cockpit, with window/door on each
began in the early part of 1973. The objective was to steel tube centre-section with duralumin skin. All-metal side. Dual controls and emergency door jettison option-
develop an agricultural aircraft with an airframe life of single-spar outer panels. Plain slotted ailerons. Elec- al. Seat height and rudder pedals adjustable. Crash
4,000 h (equivalent to 22,000 flights) and able to carry a trically operated all-metal single-slotted Fowler flaps. pylon in fairing aft of seats. Heated and ventilated cock-
useful load equivalent to 2 kg (4-4 lb) for every horse- Automatic trim tab in each aileron. pit is sealed and slightly pressurised to exclude dust.

power. Particular attention was paid to minimising corr- Fuselage: Forward structure welded chrome-
of Equipment: Glassfibre hopper in forward fuselage, with a
osion problems. molybdenum steel tube, with duralumin and glassfibre volume of 1-23 m" (43-44 cu ft). Hopper stressed for
Early flight testing, which began in July 1976, revealed skin panels attached by quick-release fastenings. Rear loads of up to 1,000 kg (2.205 lb), but normal max load
the need for a more powerful engine, and the original 298 fuselage is a light alloy monocoque. is 800 kg (1,763 lb) of dry or 1,200 litres (264 Imp

kW (400 hp) Avco Lycoming 1O-720-DA1B flat-eight Tail Unit: Cantilever all-metal structure, with slightly gallons) of liquid chemical. Hopper has a jettison sys-
engine in the first prototype (YR-MGA, c/n 01) was sweptback fin and rudder. Balanced elevators. Auto- tem.
replaced by a 447 kW (600 hp) PZL-3S radial. The second matic trim tab in port elevator, ground adjustable tab Dimensions, external:
prototype (YR-MGB) was also powered by a PZL-3S on rudder, and manually controlled tab in starboard Wing span 14-00 m (45 tt 11 '.'4 m)
engine. The certification programme with these two air- elevator. Wing aspect ratio 6-67
craftbegan in 1977, and the 1AR-827A, as the radial- Landing Gear: Non-retractable tailwheel type. Main Length overall 8-80 m
(28 ft IOV2 in)
engined version is known, was certificated in 1979. units comprise 140 mm stroke hydraulic shock struts Height overall 2-60 m (8 ft 6'/2 in)
Five pre-series lAR-827As (YR-MGC to MGG), and and side Vs, and are fitted with Dunlop wheels (tyre size Tailplane span 4-90 m (16 ft 1 in)
the prototypes, were by lAv Bucuresti. The pro-
all built 615 X 225) and brakes. Gear is of Romanian design and Wheel track 3-42 m (11 ft 2^/4 in)

duction IAR-827A, manufacture of which began in late is designed to withstand a vertical velocity of 6 m ( 1 9-5 Wheelbase 6-20 m (20 ft 4 m)
1981 ishuilt by the ICA at Brasov. The following descrip-
, ft)/s or a free drop of 1-2 m (3 ft 1 1 'A in). Propeller diameter 2-62 m (8 ft 7 in)
Area:
Wings, gross 29-40 m^ (316-46 sq ft)
Weights:
Weight empty, with agricultural equipment
1,660 kg (3,660 lb)
Max T-O weight 2,800 kg (6,173 lb)
Performance (with agricultural equipment, at max T-O
weight):
Max speed
level 1 13 knots (210 km/h; 130 mph)
Cruising peed; 104 knots (193 km/h; 120 mph)
Operating speed range
78-97 knots (145-180 km/h; 90-1 12 mph)
Stalling speed, 10° flap, power off
60 knots (110 km/h; 69 mph)
Max rate of climb at S/L 210 m (690 ft)/min
Service ceiling 4,500 m (14,775 ft)
T-O run 100 m (328 ft)
T-O to 15 m (50 ft) 550 m (1,805 ft)
Landing run 150 m (492 ft)
Range with max fuel 189 nm (350 kin; 217 miles)
Endurance (agricultural operations) h 30 min 1

Max endurance 2 h 30 min

ICA JAR-828
The original IAR-827 prototype (YR-MGA) was
IAR-828 prototype, with spraybars under wings and tailplane retrofitted with a 533 kW (715 shp) Pratt & Whitney
 . 1

190 ROMANIA SOUTH AFRICA: AIRCRAFT

/ — ICA / ATLAS

ICA built IAR-316B Alouette III (left) and IAR-330 Puma helicopters
Canada PT6A-15AG turboprop engine and Hartzell U 920kg/m= (18-84 Ib/sq ft) -f4-4/- 2-2
HC-B3TN-3/T10282R propeller. Known then as the N 100-0 kg/m^ (20-48 Ib/sq ft) -t-3-8/- 1-9

IAR-827TP, It flew for the (irst time on 7 September 19S1 Max power loading: A 5-56 kg/kW (912 Ib/hp)
and was displayed publicly at the Bucharest Trade Fair in U 6-39 kg/kW (10-49 Ib/hp) ICA (AEROSPATIALE) IAR-316B
October of that year. Hopper load under FAR Pt 23 is N 6-94 kg/kW (11-40 Ib/hp) ALOUETTE III

1,1 00 kg (2,425 lb); under CAM 8 regulations, this can be PERFORMANt E (at Aerobatic max T-O weight except where ICA and Aerospatiale concluded an agreement in 97 1

increased to 1,500 kg (3,307 lb). indicated): for manufacture in Romania of SA 3168 Alouette III
Flight testing of this aircraft, now redesignated IAR-828. Never-exceed speed 270 knots (500 km/h; 310 mph) helicopters. Production of these continues, and totalled
was continuing in early 1984. It can be fitted alternatively Max level speed 172 knots (320 km/h; 199 mph) more than 80 by the beginning of 984. Romanian built
1 1

with a Walter 601 M

turboprop engine. Weight and per- Max cruising speed, 75% S/Lpower at components have also been supplied for French built
formance hgures which follow apply to the PT6A-15AG 159 knots (295 km/h; 183 mph) Alouette Ills.

version: Stalling speed, flaps up 60 knots (110 km/h; 69 mph)

Dimensions, external: As 1AR-827A except: Max rate of climb at S/L 420 m (1,380 ft)/min ICA (AEROSPATIALE) IAR-330 PUMA
Length overall 1000 m (32 ft 9% in) Service ceiling 5,600 m (18,375 ft) An agreement for licence production of the Aero-
Weights: T-O to 15 m (50 ft) 300 m (984 ft) spatiale SA 330 Puma in Romania was concluded in 1 977,
Weight empty 1,350 kg (2,976 lb) Landing from 15 m (50 ft) 250 m (820 ft) an initial quantity of 100 being involved. More than 100
Max T-O weight 2,800 kg (6,173 lb) Range with max fuel 701 nm (1,300 km; 807 miles) had been delivered by early 1984, most of them (and most
Performance (with agricultural equipment, at max T-O g limits: A -f6-0/-3-0 Alouette Ills) reportedly to the Romanian Air Force.
weight):
Cruising speed 1 19 knots (220 km/h; 137 mph)
Stalling speed, flaps down, power off
60-62 knots (110-115 km/h: 69-72 mph)
T-O to 15 m (50 ft) 185 m (607 tt)

Landing run 80 m (262 tl)

ICA IAR-831 PELICAN

The Pelican, the prototype of which(YR-IGA)made its

first public appearance at the 1983 Pans Air Show, is

essentially a combination of the 1AR-825TP airframe with

the piston engine power plant of the lAR-823. No indic-
ation of its development status has been given by ICA
Accommodation: As for IAR-825TP.
Dimensions, external and internal: As for IAR-825TP
except:
Wing span 1000 m (32 ft 9^a in)
Wing aspect ratio 6-67
Weiohis and Loadings (A: Acrobatic category, U: Util-
ity, N: Normal):

Weight empty 950 kg (2,094 lb)

Max T-O weight: A 1,200 kg (2,645 lb)
U 1,380 kg (3,042 lb)
N 1,500 kg (3,307 lb)
Max wing loading: A 800 kg/m- (16-39 Ib/sq ft) Prototype of the IAR-831 Pelican multi-role trainer

SINGAPORE
SAI Samaero Co Pte Ltd (co-owned with Aerospatiale, been carried out at Seletar, but a new factory at Paya
SINGAPORE AIRCRAFT INDUSTRIES France) Lebar was opened in October 1983. SAI's other sub-
sidiaries have a substantial capability in the fields of air-
West Camp, Seletar Air Base, Jalan Kayu, Singapore
craft and engine overhaul, maintenance and repair, com-
2880 SAI was formed in early 1982 as a government owned
ponent and equipment manufacture for civil and military
Other Works: Paya Lebar, Singapore 1953 industrialgroup under control of the Ministry of Defence's
aircraft and aero engines, external stores equipment, and
Who] i.Y Owned Subsidiaries: Sheng-Li Holding Company Pte Ltd. It has a combined
defence avionics.
Singapore Aerospace Maintenance Co Pte Ltd workforce of about 2,000, in five wholly owned and two
In late 1983, SAI began evaluating potential aircraft
(SAMCO) jointly owned subsidiaries, of which the largest are
licence assembly and manufacturing programmes, and the
Singapore Electronic and Engineering Pte Ltd (SEE) SAMCO and SEE. SAMCO was formed in 1 975, initially first outcome of this will be the assembly of SIAl-
Singapore Aerospace Manufacturing Pte Ltd (SAM) to maintain and overhaul aircraft of the Republic of Sing-
Marchetti S.211 jet trainers for the RSAF (six ordered,
Singapore Aero-Components Overhaul Pte Ltd apore Air Force (RSAF), and began operating in April
plus options for 20 more), using kits supplied by the Italian
(SACo) 1976, on both fixed-wing aircraft and helicopters. Major
manufacturer. It has also been reported that SAI will
Singapore Aerospace Warehousing and Supplies programmes undertaken since that time have included
assemble 7 of the 22 Super Pumas ordered from Aero-
1

Pte Ltd (SAWS) rebuilding, refurbishing and A-4 to TA-4 conversion of

spatiale. In due course, SAI is expected to be involved also
Other Subsidiaries: Skyhawk aircraft for the RSAF and other air forces, and
in production programmes for aircraft selected to replace
Singapore Aero-Engine Overhaul Pte Ltd (SAEOL) maintenance of US Navy and Marine Corps C-130 Her-
the RSAF's Hunters and Strikemasters.
(co-owned with Singapore International Airlines) cules based in the western Pacific. Most of this work has

SOUTH AFRICA
ATLAS PO Box 1 1, Atlas Road, Kempton Park 1620, Transvaal General Manager: G. W. Ward
Divisional Manager (Commercial): G. Eckermann
ATLAS AIRCRAFT CORPORATION OF SOUTH Telephone: 973 0111 Atlas Aircraft Corporation, which was founded in 1 963,
AFRICA (PTY) LIMITED Telex: 87965 built the Impala Mk 1 (M.B.326M) jet trainer under
 ATLAS / CASA — AIRCRAFT: SOUTH AFRICA SPAIN / 191

licence from Aermacchi. Its present programmes include

production of the Impala Mk 2.
Atlas is manufacturing under licence components for
Dassault Mirage Fl-AZ and -CZ multi-purpose combat
aircraft currently In service with Nos. I and 3 Squadrons
respectively of the South African Air Force. It also under-
takes maintenance and overhaul of SAAF aircralt.

ATLAS IMPALA Mk 2
The name Impala is given to two South African versions
of the Aermacchi M.B. 326. The first Impala Mk Is were
16 standard M.B. 326M trainers supplied by Aermacchi.
Gradual progress was then made to almost total local
manufacture by Atlas. The first Atlas assembled Impala
Mk 1 (c/n 6344, SAAF serial 476) made its initial flight on
8 November 1966 and 151 of this version were built, the
last being delivered to the SAAF on 29 August 1974.
Further details can be found in the 1983-84 and earlier
Atlas Impala Mk 2 single-seat light strike aircraft of the South African Air Force (Herman I'aigieieri

Jane's.
The M.B. 326KC Impala Mk 2 light ground attack air-
craft is based on the single-seat M.B. 326K (1980-81 Irom components, the first ot which made Its
Italian built was continuing in 1984, The Mk 2 equips Nos. 4, 5 and 8
Jane's), and is powered by a 14-95 kN (3.360 lb st) on 13 February 1974 and was handed over to
initial flight Squadrons, and No. 85 Advanced Flying School. It is
Rolls-Royce Viper Mk 540 turbojet engine. South Afri- the SAAF on 22 April 1 974. Production of the Impala Mk believed that approx 100 Mks 1/2 are in SAAF service,
can manufacture began w ith the assembly ot sev en aircraft 2. now of approx 90 per cent South African manufacture. with about the same number in the Reserve.

SPAIN
AISA Spanish Air Force and aeroclub flving schools, including ponents C-212 Aviocar. the C-lOl Aviojet, and
lor the

AERONAUTICA INDUSTRIAL SA the I- 1 1-1 B. AVD- 12. and 1-1 15. The Cuatro Vientos
1 , 1 the MBB BO 105 helicopter.
lactory has a covered area ot 8,000 m- (86,1 10 sq ft) and AlSA's most recent project to reach the hardware stage
Cuatro Vientos (Carretera del Aeroclub Carabanchel employs about 230 persons. is the GN autogyro, which was completed in 1981.
Alto), Apartado 984, Madrid 25 AISA IS engaged in IRAN work and general overhaul of
US aircraft, in particular the North American T-6. AISA GN
Telephone: (91) 208 75 40
Beechcraft B55 Baron. C90 King Air and F33 Bonanza, Design ot the GN tour-seat light autogyro was started in
Telex: 23593 E Madrid
and Piper PA-23 Aztec aircraft operated by the Spanish the early 1970s, and the construction of two prototypes
President: Gonzalo Suarez Air Force and the National School ot Aeronautics. It is (one tor ground testing) began in 1979; most structural
GENiiRAL Manager; Jose A. Delgado also engaged in the repair and overhaul ot Bell 47, 204, static testing had been completed by January 1981.

Design Manager: Juan del Campo 205 and 206, and Boeing Vertol CH-47 helicopters, and Rollout ot the flying prototype took place in the
Commercial Managfr: Angel Romero their dynamic components, lor the Spanish Army, Spanish Autumn of 1981. and the lirst flight took place on 20 July
Plant Manager: Carlos Herraiz Air Force and civilian operators. As a subcontractor to 1982, This aircraft was damaged in an accident in Sep-
Messier-Hispano-Bugatti. it is producing landing gear tember 1982. Work was proceeding in early 1983 to repair
This company was founded in 1923 by Ing Jorge Loring shock absorbers and hydraulic actuators tor the Dassault It and resume flying tor certification to FAR standards, but

Martinez, assuming its present title in 1935. Its design Mirage and Falcon series. Dassault-Breguet/Dornier no news has been received of any progress since that time.
office has, since the second World War, been responsible Alpha Jet. and other European aviation programmes. A lull description ot the GN can be found in the 1983-84
for several liaison, training and sporting aircralt for the Under subcontract to CASA. it produces structural com- Jane's.

1984. CASA will produce major components for the S-70 CASA
CASA and H-60 helicopters. The agreement allows also for final work
undertakes maintenance and modernisation
Spanish Air Force and Navy, and for the US
for the
CONSTRUCCIONES AERONAUTICAS SA assembly and flight testing of these two types, and Air Force in Europe. Its principal current activities of this
Rey Francisco 4, Apartado 193, Madrid 8 development of additional helicopter marketing, product kind concern overhaul and maintenance of McDonnell
Telephone: 247 25 00 support, research and development, and other forms of Douglas F-4 and BAe Matador (Harrier) combat aircraft
Telex:27418 CASA E collaboration. and Bell 47G. 204 and 205 helicopters.
Works: Getafe, Ajalvir, Tablada, San Pablo and Cadiz CASA's own Project Office has designed several air- CASA has employing about 9,600 peo-
five factories,
President and General Manager:
craft under contract to the Spanish Air Ministry, including ple. Including production by the former Hispano Aviacicin
Fernando de Caralt the C-212 Aviocar transport and the C-101 Aviojet jet SA, which it absorbed in 1 972. the company has manufac-
Commercial Director: Pablo de Bergia
trainer, both of which are currently in production. In order tured more than 3.500 aircraft and overhauled approx
Engineering Director: Alberto Elvira
to promote sales in the Far East. CASA established a 6,250. CASA has a total covered area in the region of
Production Director: Alberto Fernandez C-2 1 2 assembly line in Indonesia, as well as full after-sales 200,000 m- (2,152.780 sq ft). Majority shareholder in the
Programme Director: Luis Munoz support in that area (see PT Nurtanio entry in Indonesian company is the INI (Instituto Nacional de Industria);
Sales Director: Juan A. Alonso
section). As described in the International section, it is other shareholders include Northrop Corporation of the
Public Relations and Press Manager:
collaborating with Nurtanio to develop and manufacture USA (13Cc) and MBB of the German Federal Republic
Jose de Sanmillan
the 40/44-passenger Airtech CN-235 transport aircraft. (11%).
This company was formed on 3 March 1923 for the Under Dassault-Breguet (which see).
contract to
primary purpose of producing metal aircraft for the CASA is responsible for manufacturing outer wings for AIRTECH (CASA-NURTANIO) CN-235
Spanish Air Force. It began by building under licence the the Falcon 100 light business aircraft and centre fuselages Details of this programme can be tound in the Inter-
Breguet XIX and has since manufactured many other for the Mirage Fl combat aircraft. As a full member national section.
most recent being the North-
aircraft of foreign design, the (4-2 '~r) of Airbus Industrie (see International section), it
rop F-5 fighter. It assembled 57 MBB
BO 105 helicopters manufactures the horizontal tail surfaces, landing gear CASA C-212 SERIES 200 AVIOCAR
ordered by the Spanish Army, and delivered 24 armed BO doors and forward passenger doors for the Airbus A300 The current standard version of the Aviocar since 1979,
105s to the air force of Iraq. Output of BO 105s was and A3 1 wide-bodied transport aircraft. It also manufac- the Series 200 is an improved version of the original
continuing with a further 32 aircraft in 1984. CASA also tures glassfibre honeycomb components, including C-2 1 2-5 Series 00 98 -82 and earlier Janes ). ot which
1 ( 1 1

produces glassfibre doors and some rotor head compo- underwing fillets for McDonnell Douglas DC-lOs, out- 135 examples (including ten development aircraft) were
nents for the German BO 105 production line. Under a board flaps for the Boeing 757, and components for the built by CASA and 29 by Nurtanio in Indonesia. The Srs
new agreement signed with Sikorsky Aircraft on 13 June MD-80 and Canadair CL-215. 200 has more powerful TPE33 1-10 engines and increased
max T-O weight. Aircraft c/n 138 and 139 served as
prototypes for this version, making their first flights on
30 April and 20 June 1978 respectively.
Certificated in March 979 under FAR Pt 25, the Series
1

200 can be operated under FAR Pt 2 and Pt 135 con- I 1

ditions, and is well within the noise requirements of FAR

Pt 36.
By February 1984 total sales of the Aviocar (all ver-
sions) had reached 345 (180 civil and 165 military), of
which 290 had been delivered by CASA and Nurtanio,
with production continuing. Recent customers include the
Panamanian Air Force, which ordered three, the Zim-
babwe Air Force (six), TAMP ot Paraguay (four),
SATENA of Colombia (five), and the governments ot
Somalia and Sudan (six each).
ASW/maritime patrol and elint/ECM versions of the Srs
200 are available, and are described separately. The fol-
lowing description applies to the standard transport:
Ivi'i:: Twin-turboprop STOL utility transport.

WiNGs: Cantilever high-wing monoplane. Wing section

CASA C-212 Series 200 Aviocar operated on search and rescue duties by the Spanish Air Force NACA 65.-218. Incidence 2° 30'. No dihedral or
l/\nloni<) ( \inuiiasci) sweepback. All-metal light alloy fail-safe structure.
192 SPAIN: AIRCRAFT — CASA
Dimensions, internal:
Cabin (excl flight deck and rear loading door):
Length 6-50 m (21 ft 4 in)
Max width 210 m (6 ft 10% in)
Max height 1-80 m (5 ft 11 in)
Floor area m^ (121-7 sq ft)
1 1-31
Volume 230 m' (812-2 cu ft)
Cabin: volume incl flight deck and rear loading door
27-0 m' (953-5 cu ft)
Baggage compartment volume 2-9 m^ (102-4 cu ft)
Areas:
Wings, gross 40-0 m' (430-56 sq ft)
Ailerons (total, incl tab) 2-44 m' (26-26 sq ft)
Trailing-edge flaps (total) 7-47 m' (80-41 sq ft)
Fin, incl dorsal fin 6-27 m-' (67 49 sq ft)
Rudder, incl tab 2-05 m- (22-07 sq ft)
Tailplane 1 1-90 mM128-09 sq ft)
Elevators, incl tabs 4-36 m^ (46-93 sq ft)
Weights and Loadings:
Manufacturer's weight empty 3.780 kg (8,333 lb)
Weight empty, equipped (cargo) 4,115 kg (9,072 lb)
Max payload (cargo) 2,770 kg (6,107 lb)
Max fuel: standard 1,600 kg (3,527 lb)

CASA C-212 Series 200 Aviocar twin-turboprop optional 2,180 kg (4,806 lb)
light transport aircraft (Piloi Press)
Max T-O weight 7,450 kg (16,424 lb)
All-metal ailerons and double-slotted trailing-edge two doors on port side, one aft of (and providing access Max ramp weight 7,500 kg (16,534 lb)
flaps. Trim tab in port aileron. Rubber boot de-icing of to) flight deck and an airstair door aft of wing trailing- Max landing weight 7,350 kg (16,204 lb)
leading-edges. edge. A two-section underfuselage loading ramp/door Max zero-fuel weight 7.050 kg (15,542 lb)
Fuselage: Semi-monocoque non-pressurised fail-safe aft of main cabin is openable in flight for discharge of Max cabin floor loading 732 kg/m- (149-9 Ib/sq ft)

structure of light alloy construction. paratroops or cargo, and is fitted with external wheels, Max wing loading 186-2 kg/m' (38-1 Ib/sq ft)

Tail Unit: Cantilever two-spar all-metal structure, with to allow door to remain open during ground manoeuvr- Max power loading 5-55 kg/kW (9-12 Ib/shp)
dorsal fin. Fixed incidence tailplane. mid mounted on ing. Emergency exit aft of wing trailing-edge on star- Performance (at max T-O weight, ISA):
rear of fuselage. Trim tab in rudder and each elevator. board side. Interior of rear loading door can be used for Max operating speed (Vmo)
Rubber boot de-icing of leading-edges. additional baggage stowage. 202 knots (374 km/h; 232 mph) IAS
Landing Gear: Non-retractable tricycle type, with single Systems; Unpressurised, air-conditioned cabin. Hydraulic Max cruising speed at 3,050 m (10,000 ft)
mainwheels and single steerable nosewheel. CASA system, pressure 138 bars (2,000 Ib/sq in), operates 197 knots (365 km/h; 227 mph)
oleo-pneumatic shock absorbers. Goodyear wheels and mainwheel brakes, flaps, nosewheel steering and ventral Normal cruising speed at 3,050 m (10,000 ft)
tyres, main 100-12 Type 111 (10-ply rating),
units size 1 cargo ramp/door. Hand pump for emergency use. Elec- 187 knots (346 km/h; 215 mph)
nose unit size 24-7-7 Type VII (8-ply rating). Tyre trical system is supplied by two 9kW starter/generators, Stalling speed, T-O configuration
pressure 3-86 bars (56 Ib/sq in) on main units, 3-65 bars three batteries and three static converters. Pneumatic 78 knots (145 km/h; 90 mph)
(53 Ib/sq in) on nose unit. Goodyear hydraulic disc boot de-icing of wing and tail unit leading-edges. Max rate of climb at
S/L 474 m (1,555 ft)/min
brakes on mamwheels. No brake cooling or anti-skid Engine and cabin fire protection systems. Rate of climb at S/L, one engine out
units. Avionics and Equipment: Standard avionics include King 108 m (355 ft)/min
Power Plant: Two Garrett TPE331-10R-51 IC turbo- or Collins VHF com, VHF nav, interphone, ADF, Service ceiling 8,535 m (28,000 ft)
prop engines, each flat rated at 671 kW (900 shp) and DME, ATC transponder, radio altimeter, weather Service ceiling, one engine out 3,505 m (11,500 ft)
drivmg a Dowty Rotol R-313 tour-blade constant- radar, flight director and PA system. Blind-flying T-O run 440 m (1.445 ft)
speed fully-feathering reversible-pitch propeller (Hart- instrumentation standard. Optional avionics include T-O distance (FAR Pt 25. unfactored) 610 m (2,000 ft)
zell propellers on aircraft built before July 1983). Fuel Tacan, SIF/IFF, and a second ADF. T-O to 15 m (50 ft) 630 m (2,065 ft)
in four integral outer-wmg tanks, with total capacity of Armament (military versions, optional): machine- Two Landing from 15 m (50 ft) 505 m (1,655 ft)
2,040 litres (449 Imp gallons), of which 2,000 litres gun pods or two rocket launchers, or one launcher and Landing distance (FAR Pt 25, unfactored) without
(440 Imp gallons) are usable. Additional fuel can be one gun pod, on hardpoints on fuselage sides. propeller reversal 550 m (1,805 ft)
carried m optional auxiliary tank in cabin. Oil capacity 6 Dimensions, external: Landing run 200 m (656 ft)
Imp gallons) per engine.
litres (1 -32 Wing span 1900 m (62 ft 4 in) Range at max cruising speed, no reserves:
Accommodation: Crew of two on flight deck. For troop Wing chord: at root 2-49 m (8 ft 2 in) with max payload 220 nm (408 km; 253 miles)
transport role, main cabin can be fitted with 21 inward at tip 1-50 m (4 ft 11 in) with max fuel 950 nm (1,760 km; 1,094 miles)
facing seats along cabin walls, plus three forward facing Wing aspect ratio 9 g limits -h3-0/-l-2
seats, to accommodate 23 paratroops with an instruc- Length overall 1516 m
(49 ft 9 in)
tor/jumpmaster; or seats for 24 fully equipped troops. Height overall 6-30 m
(20 ft 8 in)
CASA C-212 SERIES 200 AVIOCAR
As an ambulance, cabin is normally equipped to carry Tailplane span 8-40 m (27 ft 6% in)
1 2 stretcher patients and up to four medical attendants. Wheel track 310 m (10 ft 2 in)
(ASW and MARITIME PATROL VERSION)
For service with the Spanish Air Force, and for certain
As a freighter, up to 2,770 kg (6,107 lb) of cargo can be Wheelbase 5-55 m (18 ft IVi in)
carried in main cabin, including two LD 1 , LD727/DC-8 Propeller diameter: Hartzell 2-79 m (9 ft 2 in)
foreign countries, CASA has developed a version of the
Dowty 2-74 m (9 ft
C-212 Srs 200 equipped for anti-submarine and maritime
or three LD3
pallets, or light vehicles. Photographic in)
patrol duties. At least 1 9 had been ordered by early 1 984
version equipped with two Wild RC-lOA vertical
is Distance between propeller centres
(nine by the Spanish Air Force for SAR duties, three by
cameras and a darkroom. Navigation training version 5-30 m (17 ft 4V4 in)
the Spanish Ministry of Finance, four by the Venezuelan
has individual desks for instructor and five pupils, in two Passenger door (port, rear):
Navy, two by Sudan and one by the Uruguayan Air Force).
rows, with appropriate instrument installations. Civil Max height 1 -58 m (5 ft 2y4 in)
These are included in the sales total given in the main
passenger transport version has standard seating for up Max width 0-70 m (2 ft 3'/2 in)
Aviocar entry.
to 28 persons in mainly four-abreast layout at 72 cm Crew and servicing door (port, fwd):
The principal external differences from the transport
(28-5 in) pitch, with provision for quick change to all- Max height 110 m (3 ft 7'/4 in)
version are the addition of a nose radome and the appear-
cargo or mixed passenger/cargo interior. Toilet, galley Max width 0-57 m (1 ft 1 OYs in)
ance of various antennae on the fuselage and tail fin. Two
and 400 kg (882 lb) capacity baggage compartment Rear loading door: Max length 3-66 m (12 ft in)
fuselage hardpoints are provided for the carriage of tor-
standard. VIP transport version can be furnished to Max width 1-70 m (5 ft 7 in)
pedoes, rocket pods and other weapons.
customer's requirements. Access to main cabin is via Max height 1-80 m (5 ft 11 in)
Type: Twin-turboprop ASW and maritime patrol aircraft.
Airframe: Generally similar to standard C-212 Srs 200
except for addition of nose radome and various external
antennae.
Power Plant: As for standard C-212 Srs 200. Auxiliary
fuel tanks, total capacity 1 ,450 litres (319 Imp gallons).
Accommodation (ASW version): Pilot and co-pilot on
deck, with OTPI and additional central console for
flight
radar repeater; control for radio navigation, Doppler,
DME, ADF, UHF/DF, Omega and VOR/ILS; weapons
delivery controls; and intervalometer for rockets.
Avionics rack on port side, aft of pilot, for com/nav
equipment; second rack on starboard side, aft of co-
pilot, contains avionics for mission equipment (radar,
sonobuoys, MAD
and ESM). Immediately aft of the
latter rack, along the starboard side of the cabin, are
three control consoles for the mission crew members.
The first console has the radar control and display, ESM
control and display, and ICS control. The second has the
tactical display and control, MAD
recorder and control,
and ICS. The rearmost of the three incorporates ICS,
sonobuoy receiver control unit, acoustic control panel,
and HCU and ADU units.
Accommodation (maritime patrol version): Pilot and
co-pilot on flight deck, with central console for radar
repeater; control for radio navigation, Doppler, DME,
CASA C-212 Srs 200 (two Garrett TPE331-10R-511C turboprop engines) ADF, UHF/DF, Omega, VOR/ILS and searchlight.
 CASA — AIRCRAFT: SPAIN 193

Avionics rack on port side, afl of pilot, for com/nav and

radar equipment. On starboard side of cabin is a console
for the radar operator that incorporates radar PPI and
ICS controls. Posts tor two observers are located at the
rear ot the cabin.
Avionics: Comiminicalions equipment includes two HF
and two VHF transceivers, single UHF, and interphone.
Navigation equipment includes automatic flight control
system, flight director, VOR/ILS (including
VOR/LOC), glideslope and marker beacon receiver,
DME. two ADF. UHF7DF, radar altimeter, Doppler
radar. VLF/Omega, autopilot and compass.
Operahonai Hui'ii'MrNi (ASW version): Underfuselage
search radar with ."IfiO' scan, electronic support meas-
ures (ESM), sonobuoy processing system (SPS), OTPI,
MAD, tactical processing system (TPS), IFF/SIF trans-
ponder, sonobuoy and smoke marker launcher, tor-
pedoes, rockets and other weapons.
Operationai Eouii'MF.Ni (maritime patrol version): Nose
mounted AN/APS- 128 lOOkW search radar with 270°
scan, searchlight, FLIR (optional), smoke markers and
camera.
Weights (ASW version):
Max T-O weight 8,400 kg S,."; 9 ( 1 1 lb)
Max landing weight 7,350 kg (16,204 lb)
Performance (at max T-O weight, ISA):
Max cruising speed at 3,050 m (10,000 ft)
190 knots (,V53 km/h; 219 mph)
Loiter speed at 457 m (1,500 ft)
105 knots (195 km/h; 121 mph)
Service ceiling 7,315 m (24.0(10 ft) CASA C-101CC Aviojet (Garrett TFE731-5 turbofan engine)
Max range 1,650 nm (3,055 km; ,K9N miles)
1

more than
To minimise cost and maintenance, the is built on
C-101 skin structure, with six-bolt attachment to fuselage.
Max endurance 12 h
modular lines, with ample space within the airframe for Plain ailerons and slotted trailing-edge flaps, ol
CASA C-212 SERIES 200 AVIOCAR equipment lor any training mission likely to be required in glassfibre/honeycomb sandwich construction. Flap
(ELINT/ECM VERSION) the 98()s. The C-101 is fully acrobatic, and is able to carry
1 track guides of titanium. Ailerons actuated hydraulic-
Aversion of the Srs 200 Aviocar for electrcmic intellig- out such additional duties as ground attack, reconnais- ally, with electrically actuated artificial spring feel and
ence and electronic countermeasures duties entered sance, escort, weapons training, electronic counter- manual backup. Ground adjustable tab on port aileron.
development in 1 98 at which time four had been ordered
1 , measures (ECM). and photographic missions. Fuselage; All-metal semi-monocoque fail-safe structure.
by an export customer. Two C-212s already delivered to Production of the first 10 aircraft started at the begin- Hydraulically operated aluminium honeycomb airbrake
the Portuguese Air Force have been modihed retrospec- ning of 978. and the first of these flew for the first time on
1 under centre of fuselage.
tively for elint/ECM duties. 8 November 1979. The following versions have been
Tail Unit; Cantilever all-metal structure, with electrically
The elint/ECM version carries equipment for automatic announced: actuatedvariable incidence tailplane. Aluminium
signal interception, and identification in
classification C-101EB. production trainer version for Spanish
Initial
honeycomb rudder and elevators, actuated manually via
dense signal environments, data from which enable a map Air Force, with 15-57 kN (3,500 lb st) TFE731-2-2J push/pull rods. Electrically actuated trim tab in rudder.
to be drawn plotting the position and characteristics of engine. Total of 88 delivered from 7 March 1980; now in
1
Twin ventral strakes under jetpipe on armed versions.
hostile radars. Emitters for the jamming part of the service with the Academia General del Aire at San Javier
Landing Gear; Hydraulically retractable tricycle type,
mission are also carried. and the 41' Grupo at Zaragoza. Described in 1983-84
with single wheel and oleo-pneumatic shock absorber
CASA C-212 SERIES 300 AVIOCAR Jane's.
on each unit. Forward retracting Dowty Rotol nose unit,
C-101BB. Armed export version, with 6-46 kN (3,700
1
Announced in 1984. the Series 300 Aviocar is essen- with non-steerable nosewheel and chined tubeless tyre
lb St)TFE731-3-1 J engine, ordered by air forces of Chile
a modihed Series 200 with higher max T-O weight,
tially size457 x 146 (18 x 5-75-8). Inward retracting main-
(37 88-02) and Honduras (four 88-03, similar except for
increased range with max payload, and other performance wheels with tubeless tyres size 622 x 216 (24-5 x
avionics, with options on four more). All except first four
improvements. Structural changes include redesigned 8-5-10) and hydraulically actuated multi-disc brakes.
BB-02s are for licence assembly and partial local manufac-
wingtips and, for customers not requiring use of the rear- Power Plant: One Garrett TFE731 non-afterburning
ture in Chile (see EN AER entry in Chilean section), which
loading facility, a fairing over the ramp/door permits the turbofan engine (see model listings for details), with
has options on 23 more. Known as T-36 Halc6n in Chilean
passenger seating capacity to be increased to 28, at a seat lateral intake on each side of fuselage abreast of second
service.
pitch of 75cm (29-5 in), with a galley and toilet to the rear.
cockpit. Fuel in one 1,155 litre (254 Impgallon) fusel-
C-101CC. Light attack version, with more powerful
Engines are Garrett TPE331-10R-512Cs, with the same age bag tank, one 575 litre (126-5 Imp gallon) integral
TFE731-5 engine (normal rating 19-13 kN; 4,300 lb st,
take-off rating as the -51 ICs in the C-212-200. tank in wing centre-section, and two optional outer wing
max power reserve rating 20-91 kN; 4,700 lb st), and other
Weights and Loadings: As for C-212-200 except: integral tanks, for ferry missions, each of 342 litres
'
modifications. First of two prototypes flown on 16
Max T-O weight 7,700 kg (16,975 lb) (75-25 Imp gallons). Total usable internal fuel capacity
November 1983. Later aircraft for Chile may be of this
Max landing weight 7.450 kg (16.424 lb)
1,730 litres (380-5 Imp gallons) normal, 2,414 litres
version.
Max wing loading 192-5 kg/m* (39-4 Ib/sq ft)
(53 Imp gallons) maximum. Fuel system permits up to
C-101DD, Enhanced announced in
training version, 1

Max power loading 5-74 kg/kW (9-43 Ib/shp)

1984. Additional avionics include Ferranti 4500 head-up 30 s of inverted flight. Pressure refuelling point beneath
Performance (at max TO weight except where indi-
display and FIN 100 attitude and heading reference sys-
1
port air intake; gravity fuelling point for each tank. No
cated); provision for external fuel tanks. Oil capacity 8-5
tem. Power plant as for C-IOICC. litres
Max cruising speed at 3,050m (10,000 ft) The following description applies to the standard (1 -8 Imp gallons).
194 knots (360 km/h; 223 mph)
C-IOIBB except where indicated; Accommodation: Crew of two in tandem, on Martin-
Service ceiling 7,620 m (25,000 ft)
Type: Tandem two-seat basic and advanced trainer and Baker ElO zero/zero ejection seats, under individual
Service ceiling, one engine out 2,745 m (9.000 ft)
light tactical aircraft. canopies which open sideways to starboard and are
T-O distance (FAR Pt 25. unfactored)642 m (2.106 ft) Wings; Cantilever low-wing monoplane. Wing section separated by internal screen. Rear (instructor's) seat
Landing distance (FAR Pt 25, unfactored) at max
Norcasa 15, thickness/chord ratio IS'^c Dihedral 5°. elevated 32-5 cm (12% in). Cockpit pressurised and
603 m (1,978 ft)
.

landing weight
Incidence 1°. Sweepback at quarter-chord 1° 53'. All- air-conditioned by engine bleed air. Dual controls
Range, reserves for 45 min hold at 1,525 m (5,000 ft):
metal (aluminium alloy) three-spar fail-safe stressed- standard.
with 28 passengers 235 nm (435 km; 270 miles)
with 17 passengers 787 nm (1.458 km; 906 miles)
with 2.820 kg (6.217 lb) max cargo payload
220 nm (407 km; 253 miles)
with 1,870 kg (4,122 lb) cargo payload
787 nm (1,458 km; 906 miles)

CASA C-101 AVIOJET

Spanish Air Force designation: E.25
Chilean Air Force designation: T-36 Haicbn
On 16 September 1975, CASA and the Spanish Minis-
terio del Aire signed a contract for a new basic and
advanced military jet trainer aircraft, the C-101 The con- .

tract covered design, development, and the construction

of four prototype aircraft for flight test and two for static
and fatigue testing. First flights were made on 27 June and
30 September 1977, and 26 January and 17 April 1978.
All four were handed over to the Spanish Air Force, for
service trials, in 1978.
The C-101 was designed with the co-operation of MBB
(West Germany) and Northrop (USA), the latter com-
pany providing assistance with the inlet design and that of
the 'Norcasa' wing section. Manufacture of production
aircraft is carried out entirely by CASA except for the
nosewheel unit, which is produced in the UK by Dowty
Rotol. Wings and main landing gear units are built at
Getafe and fuselages at Seville. CASA C-101EB Aviojet basic/advanced training aircraft d'itoi Press)
194 SPAIN / SWEDEN: AIRCRAFT — CASA / NYGE-AERO
Systems: Hamilton Standard three-wheel bootstrap type Tailplane span 4-32 m (14 ft2 in) Time to 7.620 m (25.000 ft): BB 8 min 30 s

air-conditioning and pressunsation system, differential Wheel track 2-83 m (9 ft 3V2 in) CC 7 min 30 s

0-28 bars (407 Ib/sq in), using engine bleed air. Single Wheelbase 4-87 m (15 ft IPA in) Service ceiling: BB 12,200m (40,000 ft)

hydraulic system, pressure 207 bars (3,000 Ib/sq in), for Areas: CC 12,800m (42,000 ft)

landing gear, ailerons, flaps, airbrake, anti-skid units Wings, gross 20-00 m- (215-3 sq ft) T-O run: BB 630 m (2,065 ft)

and wheel brakes. Backup system comprising compres- Ailerons (total) 1-60 m= (17-22 sq ft) CC 560 m (1.835 ft)

sed nitrogen bottle for landing gear extension and Trailing-edge flaps (total) 2-50 m- (26-91 sq ft) T-O to 15 m (50 tt): BB 850 m (2.790 ft)

accumulator for aileron boosters and emergency brak- Fin 1-90 m- (20-45 sq lt| CC 750 m (2.460 ft)

ing. Pneumatic system for air-conditioning, pressuns- Rudder 1-30 m- (13-99 sq ft) Landing from 15 m (50 ft): BB 900 m (2.955 ft)

ation and canopy seal. Electrical system includes 28V Tailplane 3-44 m- (37-03 sq ft) CC 800 m (2,625 ft)

9kW DC starter/generator, two 700VA static inverters Elevators 1-00 m- (10-76 sq ft) Landing run: BB 480 m (1,575 ft)

for 1 15/26V single phase AC power, and two 24V 23 Ah Weights and Loadings: Typical combat radius (both):
nickel-cadmium batteries tor emergency DC power and Weight empty, equipped 3.340 kg (7.666 lb) 250 kg bombs and 30
interdiction (lo-lo-lo) with four

engine starting. High pressure gaseous oxygen system. Max fuel weight 1.932 kg (4,260 lb) mm gun. 3 mm
over target. 30 reserves mm
AviONKS AND Equipment; Standard C-IOIBB equipped Max external stores load 2.250 kg (4.960 lb) 280 nm (519 km. 322 miles)
with Magnavox RT-1 16S/ARC-164 UHF com; Wilcox T-O weight: trainer, clean' 4,850 kg (10,692 lb) close air support (lo-lo-lo) with tour 19 x 2-75 in

AN/ARC-134 VHP; Bendix AN/ARN-127 ground attack (BB) 5,600 kg (12,345 lb) rocket launchers and 30 gun, 50 mm
loiter over mm
VOR/lLS/marker beacon receiver; Collins AN/ARN- ground attack (CC) 6.300 kg (13,890 lb) battle area. 8 min over target, 30 min reserves

118 Tacan; Teledyne Electronic RT-1 063B/APX- 101 Max landing weight: (both) 200
km; 230 miles) nm (371
IFF/SIF; Sperry SPl-402 flight director system, includ- 3-66 m (12 ft)/s sink rate 4,700 kg (10,361 lb) two Maverick mis-
close air support (lo-lo-lo) with

ing Tarsyn vertical and directional gyro package, dual 3-05 m (10 ft)/s sink rate 5,400 kg (1 1.905 lb) siles, two BL755 cluster bombs and 30 mm gun, 8

HZ-444 attitude director indicators. RD-500A hori- Wing loading: trainer 240 kg/m- (4916 Ib/sq ft) min over target, 30 min reserves (both)
zontal situation indicators with remote course selection, ground attack (BB) 280 kg/m- (57 35 Ib/sq ft) 215 nm (398 km; 247 miles)
RH-40.'i magnetic indicators and 807A com
radio Power loading: trainer 308 kg/kN (3-02 lb/lb st) ECM, 3 h 15 mm loiter over target, 30 mm reserves
transceivers. Wide range of alternative avionics and ground attack (BB) 359 kg/kN (3-53 lb/lb st) (both) 330 nm (61 1 km; 380 miles)
equipment available for export version(s), including a Pereormance (C-lOlBB at 4,400 kg; 9,700 lb AUW, photo-reconnaissance (hi-lo-lo), 30 mm reserves
Maverick pod. and (in the DD). a Ferranti 4500 head- C-IOICC at 4.500 kg; 9,921 lb): (both) 520 nm (964 km; 599 miles)
up display and weapon aiming computer, Ferranti FIN Max limiting Mach No. (both) Mach 0-80 Armed patrol with 30 mm gun or two 12-7 mm guns, no
1 100 AHRS. video camera and rear seat monitor. Never-exceed speed (both) underwing stores. 45 mm reserves (both):
Armament and Operational Equipment: Large bay 450 knots (834 km/h; 518 mph) IAS 3 h 30 mm at 205 knots (380 km/h; 236 mph) at S/L,
below rear cockpit suitable for quick-change packages, Max level speed at S/L (both) with 100 nm (185 km; 115 mile) transit distance
including 30 mm DEFA cannon pod, a twin 12-7 mm 373 knots (691 km/h, 430 mph) from base to patrol area
M3 machine-gun pod. reconnaissance camera. ECM Max level speed: Ferry range. 30 min reserves (both)
package or laser designator. Six underwing hardpoinls. BB at 7,620 m (25,000 ft) 2.000 nm (3,706 km, 2,303 miles)
capacities 500 kg (1.102 lb) inboard. 375 kg (827 lb) Mach 0-71 (430 knots; 797 km/h; 495 mph) Typical endurance, training missions (both):
centre and 250 kg (551 lb) outboard; total external CC at 6.100 m (20.000 tt)
two 1 h 10 min general handling missions, mcl aero-
stores load 2.250 kg (4.960 lb). Typical armament can 435 knots (806 km/h; 501 mph) batics, with 20 min reserves after second mission

include one 30 mm cannon or two 12-7 mm guns in the CC at 3.050 m (10.000 It)
Max endurance (both) 7 h
LAU-IO pods of 5 in rockets, four limits (both):
fuselage; and tour 450 knots (834 km/h; 518 mph) f;

250 kg BR250 bombs, lour LAU-3/A rocket launchers, Econ cruising speed at 9,145 m
(30,000 ft) (both) at 4,800 kg (10,582 lb) AUW -I-7-5/-3-9

four 125 kg BR 125 bombs and two LAU-3/A laun- Mach 0-60 (354 knots; 656 km/h; 407 mph) at 5,600 kg (12,345 lb) AUW -I-5-5/-2-4
chers, two AGM-65 Maverick missiles and two BL755 Unstick speed (both) 115 knots (213 km/h; 132 mph) III mux potvei reserve {M I'R) ruling oj 20'-) I kN (4,7U()lh
cluster bombs, or tour BIM200 napalm bombs. Touchdown speed (both) SI I

Dimensions, external: 95 knots (176 km/h; 109 mph)

Wing span 10-60 m (34 ft 9V„ in) Stalling speed (both):
CASA (ENAER) T-35A PILLAN
Wing chord: at c/1 2-36 m (7 ft 9 in) flaps up 99 knots (183 km/h; 114 mph) IAS Spanish Air Force name: Tamiz (Sieve)
at tip 1-41 m (4 ft 7'/2 in) flaps down 88 knots (164 km/h; 102 mph) IAS Under a reciprocal agreement with ENAER of Chile
Wing aspect ratio 5-6 Max rate of climb at S/L: BB 1.152 m (3.780 ft)/min (which see), CASA will assemble the 40 Pillan trainers
Length overall 12-50 m (41 It in) CC 1.370 m (4.500 ft)/min ordered for the Spanish Air Force in 1984. Deliveries of
Height overall 4-25 m (13 It 1 1 'A in) CC 1,615 m (5,300 ft)/m in these aircraft are due to begin in the Spring ol 1985.

SPITFIRE Spitfire Helicopters of the USA (which see) has a 55''<: Spanish industrial development agencies Sodian and
SPITFIRE HELICOPTERS INTERNATIONAL holding m this new company, formed in 1984 to undertake Soprea (22-5'( each). Initial production, in a temporary
manufacture of the Spithre Mks and 11 variants of the
1 factory near Malaga, will begin after receipt of an FAA
Malaga Enstrom F-28 and F-280. Other shareholders are the supplemental type certificate tor the Spitlire Mk 1.

SWEDEN
MFI
MALMO FORSKNINGS & INNOVATIONS AB
(Malmo Research & Development Ltd)
Smedstorpsgatan, S-212 28 Malmo
Jeleffhuiie: (040) 18 07 05
Technical Manager: Bjorn Andreasson
MFI-18
This designation has been given to an MFI- 15 light
aircraft (SE-FIN) for which MFI has developed, under a
research contract, a new wing using composite materials in
Its construction. Flight testing was undertaken by Saab-

Scania, beginning in March 1983.

The wing spar caps are of carbonhbre. and main skin
panels of 5 mm sandwich; ailerons and long span single-
slotted Fowler flaps have skins of GRP. Wing section,
developed in Sweden, has a high-lift prohle and 17'(
thickness/chord ratio. Span is increased to 1 -80 m (38 ft
1

8 '/2 in), requiring the addition of a dorsal tin; but the chord
is reduced, and wing area is unchanged. At 1.000 kg
(2.205 lb) all-up weight, the MFl-18 has a take-off and
landing distance ot less than 70 m (230 ft).

MFI-18 research aircraft, with new-design wing of plastics construction (Sven Sirid\hergl

NYGE-AERO early 1984 as a lightweight, economical two-seater for frame construction to absorb loads Irom landing gear.
training and sport flying. wings and power plant.
AB NYGE-AERO
Type: Tandem two-seat light aircralt. Taii Unit: Conventional all-metal cruciform surfaces.
Box 321. S-61 27 Nvkoping
1

Wings: Strut braced high-wing mimoplane. Constant Rectangular planform tailplane and elevators; angular
Telephone: 0155 176 00
chord all-metal wings, with conventRmal control sur- tin. dorsal hn and rudder.
Telex: 64004
faces. Landing Gear: Non-retractable tricycle type, plus tail-
NYGE-AERO VLA-1 SPARROW Fuselage: Semi-monocoque all-metal structure of pod skid under rear fuselage. Main units have rubber cord
The VLA-1 (Very Light Aircrall) was announced in and boom configuration. Centre-fuselage of rugged shock absorption and are mounted on cantilever steel
 NYGE-AERO / SAAB-SCANIA — AIRCRAFT: SWEDEN 195

mbc
legs, iiltachcct to ccntic-lusclagc Iramc. H\dr:iuhc
brakes on nuuiiuliccls. C'asloiing noscwiiccl. witli
tliNi.-

plalc spring shock absorption.

I'owiR PiANi: One 54-6 kW (8(1 lip) Duncan-Wankcl
SR-120R watcrcooled rolating-pislon engine, installed
above and behind cockpits and driving a two-blade
pusher propeller. Dual electronic ignition system, with
Bosch electric starter, and tuel inieclion. huel capacity
4*' litres (I Imp gallons, 13 LiS gallons), engine can run
I

on automotive luel. An Hberspacher luel healer (which

can also be used to pre-heat the engine) is optional.
Ai oMMODAiioN: Seats lor two persons in tandem under
I

sideways opening Iramed Hlexiglas canopy. Onc-piece

wraparound windscreen. Seats arc shaped Irom sheet
metal and htted with removable upholstery. Cockpits
heated by air Irom engine cooling system.
hoL ii'MiNi: 3.SA Ma/da alternatoi to power engine stall-
ing system.
DlNUNSION-S, r,\ii RNAI :

Wing span 1(1 44 m (34 ll 3 in)

Length overall 7 32 m (24 It (I in)
l-uselage: Max width 0'76 m (2 It 6 in)
Height overall 2-54 m (X ll 4 in)

Wrurins:
Standard weight empiv '
3S,'i kg (N4S lb)
Max T-O weight .^9(1 kg (.3(HI!b)

PiRiORMANi f (preliminary):
Cruising speed (7.S', power)
Prototype Nyge-Aero VLA-1 Sparrow at the 1984 Hanover Air Show (ll('//,i,'i;/;i,' Wai^m-i i
70 knots (130 km h. Ml mph)
Stalling speed 40 knots (74 km.h. 4(i nifih) T-O to l.> m (.SO II) 30.1 m (1,(100 II)

Max rate ol climb at S;L I.S3 m (600 Itlmin Landing Irom I .s m (.sO II) 244 m (80(1 It)
T-O run 1.^2 m (.SOO It) Landing run 122 m (400 It)

Saab-Scania's guided missile activities are now con- commitment was made by Industri Grup-
SAAB-SCANIA ducted by Saab-Botors Missile Corporation, tormed
similar linancial
pen JAS, a Swedish aerospace industry group lormed in
SAAB-SCANIA AKTIEBOLAG jointly with AB Bolors. Initial task ol this company is to 1980 by Saab-Scania, Volvo Flygmotor, L. M. Ericsson.
S-.S8I SiS Linkoping
develop the RBS 15 anti-ship weapon. SRA Communications and IIV (lorenade abriks- I

IcIcpluHW: 46 13 18 00 00
Saab-Scama is a member of the MESH space technol- verken).
7i'/('.v. -S0040 SAABLGS
ogy consortium responsible lor the TD- A
1 solar research On 3 June 1981 the group submilted to the Swedish
Prisidini: Georg Karnsund
satellite, the OTS satellite, and the MAROTS maritime Detente Materiel Administration (IMV) its detailed
Aircraft Division
communications satellite. For the French space iirganis- proposals lor an aircralt to niccl the JAS requirement. The
leleplione:46 13 12 90 20 ation CNLS, Saab-Scania delivered the OBC-AR com- airlranie then had the Saab pio|ect design number 2105
Hi:AD or Division: Harald Schroder computer lor the Ariane launch (since superseded by the slightly modilied Saab 2
pact guidance and control 0), and 1 1

Head of Commerciai Aircraft Sector: T. Hjorlh vehicle. In September 1980, Saab-Seania was appointed will be powered by a single General Lleetrie 404J alter- 1

Head of Miiitarv Aircraft Sector: M. L Olsson mam contiactor lor the Swedish V iking research satellite, burning lurbolan engine in the 80 kN (18,000 lb thrust)
Information: Hans G. Andersson scheduled lor launch bv Aiianc in carlv 1984. class developed and produced, as the RMI2. in collabor-
The Svenska Aeroplan AB was lounded at
original ation with Volvo Flygmotor.
Trollhattan in 1937 lor the production ol niilitary aircralt.
SAAB-FAIRCHILD 340
Ol similar aerodynamic conhguration to the Viggen (see
In 1939 this company was amalgamated with the Aircralt
Details ol the Saab-Fairchild 340 programme can be
accompanying illustrations), with delta wings and all-
Division (ASJA) ol the Svenska Jarnvagsverksiaderna lound in the International section ol this edition.
moving loieplanes, the airlrame will use scmie 30 per cent
rolling stock lactor) m Linkoping. hollowing this meiger. SAAB JAS 39 GRIPEN (GRIFFIN) ol composite materials, permuting weighl sav mgs ol up to
Saab moved head olhce and engineering departmenls
its
In June 198(1 the Swedish government approved fund- 25 per cent and enabling the T -O weight to be kepi down
to Linkoping. which is now the mam aerospace lactory. to approx 8,000 kg 17,635 lb). Perlormance will include
ing tor project delmition and initial development during (

The company's name was changed to Saab Aktiebolag in 1980-82 ot a Viggen replacement to enter service troni supersonic speed at all altitudes and, like the Viggen, the
May 1965.
about 1990. Known othcially as the JAS 39 JAS 39 will be adapted to the specihc Swedish defence
Post-war expansions include a bombprool underground (Jakt/Attack/Spanmg: lighter/attack/reconnaissance), this prolile. usingordinary roads as air bases as well as requir-
lactorym Linkoping, as well as important new production mulli-role combat aircralt is intended to replace, succes- ing only simple maintenance with turnanuind service
and engineering lacihties in Linkoping, Jonkoping, sively, the AJ/SH/SF/JA 37 versions ol the Viggen. A handled mainly by conscripts.
Trollhattan and GiUhenburg. A new 25,000 m" (269,10(1
sc| It) factory at Linkoping has been built specihcally tor
production ol the Saab-Lairchild 340 airliner.
During 1968 Saab merged with Scania- Vabis, to
strengthen the two companies' position in automotive
product development, production and export. Malmd
Llygindustri (MH) was acquired in the same year.
Saab-Scania has nearly 40,000 employees, organised in
three operating divisions and two subsidiaries (Saab-
Scania Combitech and Saab-Scama Enertech). Ol these,
about 6,000 are employed by the Aircralt Div ision, includ-
ing 5,500 at Linkoping.
Saab-Scania's current aerospace activities include pro-
duction of the JA 37 Viggen supersonic STOL combat
aircraft, Saab-Lairchild 340 airliner, and development ol
the Saab JAS 39 multi-role combat aircraft. Since 1949
the company has delivered more than 2,000 military jet
aircraft to the air forces of lour nations. It has also del-
ivered more than 1 ,500 piston engined aircralt to military
and civil customers around the world. Since 1962, Saab-
Scania has had a dealership for Hughes helicopters in
Scandinavia and Finland. Since 978, it has manufactured 1

inboard wing flaps and vanes for the McDonnell Douglas

MD-80 series, and will also produce composite spoilers lor
the MD-82/83; it is currently also manufacturing tail-

planes, elevators, rudders, ailerons and spoilers for the

British Aerospace 146 lour-turbolan leederliner,
Saab-Scania has greatly expanded its activities in the
electronics held in recent years. Current production items
include computer systems, autopilots, hre control and
bombing systems tor piloted aircraft, and electronics tor
guided missiles. A major production programme is the
airborne computer lor the Saab 37. The Saab RGS2 lead-
computing optical sighting system was selected lor the
Royal Netherlands Air Force Northrop NF-5A, the
Italian Air Force Aermacchi M.B. 339A, and British
Aerospace Hawks for the Finnish Air Force. Spaccborne
computers, optronic hre control systems and held artillery
computer systems are also under development and in pro-
duction. Models of the Saab JAS 39 multi-role air defence and attack aircraft
196 SWEDEN: AIRCRAFT — SAAB-SCANIA
Weight (approx):
Normal max T-O weight S.OOO kg (17.635 lb)
Pereormanc e:
Max level speed supersonic at all altitudes
T-O and landing strip length
well below 1,0(1(1 m (3,280 ft)

SAAB 37 VIGGEN (THUNDERBOLT)

Swedish Air Force designations: AJ 37, JA 37, SF 37,
SH 37 and SK 37
The Saab 37 Viggen multi-mission combat aircraft has
been produced to fultil the primary roles of attack, inter-
ception, reconnaissance and training. Its STOL charac-
teristics enable it to operate from narrow runways of about
500 m (1,640 ft) length.
The hrst of seven prototypes flew for the hrst time on
8 February 1967, and by April 1969 all six single-seat
prototypes were flying. The seventh was the prototype tor
the two-seatSK 37 operational trainer.
Production has been completed of the AJ 37, SF 37, SH
37 and SK 37 versions. Details of these, and of the Saab
37X proposed export version, can be found in the 1980-81
and earlier editions of June's. The following version of the
Saab JAS 39 Gripen multi-role combat aircraft for the Swedish Air Force (I'lloi fress) Viggen continues in production:
JA 37. Single-seal interceptor, with more powerful
The FMV evaluated the Swedish industry proposals fraction optics, will present vital informationwithm the
Volvo Flygmotor RM8B engine. Improved performance,
recommended
against aircraft trom other countries, and hand head-down display nor-
pilot's line of vision. Left
and secondary capability for attack missions. Four elevon
adoption of the Saab design. A procurement programme mally replaces all conventional flight instruments. Cen-
hydraulic actuators under each w ing, instead ot three as on
was agreed on 30 April 1982 between Industri Gruppen tral display shows a computer generated map of the area
other versions, and a modihed. taller tail Hn similar to that
JAS and the FMV, and approved by the Swedish govern- surrounding the aircraft (indicating land, lakes, rivers,
of the SK 37. In production; total of 149 ordered, to
ment on 6 May 1982. This covers the development and roads, population centres, and obstacles to low-level
re-equip eight Draken hghter squadrons of the Swedish
procurement of 140 aircraft (including about 25 two- flying), on which tactical information is superimposed.
Air Force in 1979-85. First flight by a production JA 37
seaters) by the year 2000. A JAS go-ahead was given by Right hand presentation is a multisensor display for
(serial No. was made on 4 November 1977.
301)
the Swedish parliament on 4 June 982 as part of the next
1 information from the radar and FLIR. All electronic
Deliveries, to a squadron ot FI3 Wing at Norrkoping,
five-year (1982-87) defence plan, and a contract for the displays are controlled by an Ericsson/SRA/Datasaab
began in 1979. Second squadron is with M7 Wing at
first 30 aircraft (including some two-seaters) was signed on D 80 onboard digital computer, to allow for multi- Ronneby. Third squadron forms part of F21 Wing at
30 June 1982. Overall programme go-ahead was mode use and flexibility for further development.
LuleS, and fourth squadron part of F4 at Ostersund.
conhrmed in the Spring of 1983. Operational Eouipment: Ericsson/Ferranti multi-mode Production ot the AJ 37, SF/SH 37 and SK 37 versions
Five Gripen prototypes are being built, with first flight pulse-Doppler target search and acquisition system, totalled 180. About 250 of the 329 Viggens on order had
scheduled to take place in 1987, and entry into service in comprising a nose mounted radar and pod mounted been delivered by early 1984, then equipping 13 of the
1992. Meanwhile, on 14 September 1982 a JA 37 Viggen forward-looking infra-rcd equipment (FLIR). For
planned total of 17 squadrons.
testbed aircraft made its Hrst flight equipped with the hghter missions, this system provides target search, and The following description applies to the JA 37:
triplex fly by wire flight control system intended for the tracking of several targets at long range; wide angle T'VPe: Single-seat all-weather multi-purpose combat air-
JAS 39. A second Viggen will join the programme as quick-scanning and lock-on at short ranges; and Are craft.
testbed for avionics and weapons systems. control for missiles and cannon, in the attack and Wings: Tandem arrangement of delta foreplane, with
The following description applies to the prototypes: reconnaissance roles its operating functions are search trailing-edge flaps, and a rear mounted delta main wing
T^pe: Single-seat all-weather, all-altitude hghter. attack against sea and ground targets; mapping, with normal with two-section hydraulically actuated powered ele-
and reconnaissance aircraft. and high resolution; lire control for missiles and other vens on each trailing-edge, which can be operated
AiRi-RAME; Close-coupled canard conhguration, with attack weapons; and obstacle avoidance and navigation.
differentially or in unison. Main wing has compound
in its construction. Cropped
extensive use of composites The pulse-Doppler radar is only some 60 per cent as sweep on leading-edge. Outer sections have extended
deltamain wings, mid-mounted on fuselage and htted large as current Swedish tighter radars but has three
leading-edge. Extensive use of metal bonded honey-
with inboard and outboard elevens; sweptback all- times the number of functions, is designed to detect
comb panels tor wing control surfaces, foreplane flaps
moving foreplanes, mounted on upper sides of engine targets at all altitudes and at longer ranges, and will have
and main landing gear doors.
air intake trunks. BAe is collaborating with Saab-Scania improved resistance to enemy ECM. It includes modes Fuselage: Conventional all-metal semi-monocoque
on design and construction of the carbonfibre wings, and tor surface surveillance, and is the basic part of the
structure, using light metal forgings and heat resistant
will manufacture those for the first prototype. Swept- system for attack and reconnaissance missions. The plastics bonding. Local use of titanium for engine
back hn and rudder, no horizontal tail surfaces. AP FLIR pod, carried externally under the starboard firewalland other selected areas. Four plate type air-
Precision Hydraulics retractable tricycle landing gear, engine air intake trunk, forward of the wing leading- brakes, one on each side and two below fuselage. Metal
mainwheels retracting forward and inward into fusel- edge, IS used tor attack and reconnaissance missions at
bonded honeycomb construction is used to a large
age; steerable nosewheel retracts rearward, turning night, providing a 'heat picture' of the target on the
extent. Ouick-release handle permits nosecone to be
through 90° to lie flat in underside of fuselage. cockpit right hand electronic display. The JAS 39 will
pulled torward on tracks to give access to radar com-
Goodyear wheels, tyres, carbon disc brakes and anti- also carry advanced ECM, both built-in and externally. partment.
skid units.
Power Plant: One General Electric/ Volvo Flygmotor
Armament: Internally mounted 27 Mauser BK27mm Tail Unit: Vertical surfaces only, comprising main Hn and
automatic cannon in fuselage. External attachment tor powered rudder, supplemented by a small ventral Hn,
RM12 (F404J) turbofan engine, rated in the 80 kN
FLIR pod under starboard intake (see preceding para- Rudder of metal bonded honeycomb construction. The
(18,000 lb St) class with atterburnmg. Wedge-shape
graph). Six other external hardpoints (two under each main hn can be folded downward to port. More than 20
intakes, each with splitter plate. Fuel in self-sealing
wing and one at each wingtip). Sidew inder. Sky Flash or Hns for JA 37s are being made of composite materials,
mam tank and collector tank in fuselage. Intertechnique other advanced infra-red or radar homing air-to-air to gain experience in preparation for the JAS 39 pro-
fuel management system.
missile on each wingtip station. Underwing stores can gramme.
Accommodation: Pilot only, on Martin-Baker SIOLS
include Saab-Bofors RBS I5F or other heavy anti- Landing Gear: Retractable tricycle type of Saab origin,
zero/zero ejection under 'teardrop' canopy.
seat
shipping missiles, electro-optically guided air-to- built by Motala Verkstad and designed for a max rate of
Canopy and one-piece wraparound windscreen by surface missiles and bombs, area weapons, or a sink ot 5 m 16-4 ft)/s. Power steerable twin-wheel nose
(
Lucas Aerospace.
day/night reconnaissance pod. unit retracts forward. Each main unit has two main-
Systems: BAe Dynamics Group environmental control
Dimensions, external (approx wheels in tandem and retracts inward into main wing
system, for cockpit air-conditioning and pressurisation
Wing span 800 m (26 ft 3 in) and fuselage. Main oleos shorten during retraction.
and cooling of avionics. Hughes-Treitler heat
Length overall 1400 m (45 ft 11 in) Nosewheel tyres size 18 x 5-5. pressure 10-7 bars (155
exchanger. Abex/Dowty hydraulic system. Sundstrand
main electrical power generating system (40 kVA con-
stant speed, constant frequency at 400Hz) comprises an
integrated drive generator, generator control unit and
current transformer assembly. Lear Siegler triple-
redundant digital fly by wire flight control system, with
Moog servo-actuators for primary flight control sur-
faces. Lucas Aerospace rotary actuators ('geared hin-
ges' for leading-edge flaps, and Saab Combitech air-
)

craft motion sensors and throttle actuator subsystem.

Lucas Aerospace auxiliary and emergency power sys-
tem, comprising a gearbox mounted turbine, hydraulic
pump and AC generator. In emergency role, the turbine
is driven by engine bleed or APU air; if this is not
available the stored energy mode, using pressurised
oxygen and methanol, is selected automatically. Mic-
roturbo TGA 15 APU and DA 15 air turbine starter.
Two main and one auxiliary hydraulic systems, with
Abex pumps.
Avionics: Bofors Aerotronics AMR
345 VHF/UHF
AM/FM com transceiver. Honeywell laser inertial
navigation system. Advanced electronic display system
in cockpit, using one Hughes Aircraft diffraction optics
head-up and three SRA head-down displays, plus a
minimum of conventional instruments for backup pur- Saab JA 37 Viggens of F13 Wing, Swedish Air Force. Furthermost aircraft Is in experimental all-white paint
poses only. The head-up display, using advanced dif- scheme
 SAAB-SCANIA / DATWYLER — AIRCRAFT: SWEDEN SWITZERLAND / 197

Ib/sq in). Mainwheel tyres size 26 x 6-6, pressure 14-8

bars (215 Ib/sq in). Goodyear wheels and brakes. Dun-
lop anti-skid system.
Power Piani; One Volso Flygmotor RM8B (supersonic
development of the Pratt &
Whitney JTHD-22) turbo-
Ian engine, fitted with a Swedish developed afterburner
and thrust reverser. This engine is rated at 72 1 kN
(16,21).^ lb St) dry and 125 kN (28,108 Ibst) with after-
burning. Thrust reverser doors arc actuated automati-
cally by compression ot the oleo as the nose gear strikes
the runway, the thrust being deflected forward via three
annular slots in the ejector wall. The ejector is normally
kept open at subsonic speeds to reduce fuselage base
drag: supersonic speeds, with the intake closed, the
at
ejector serves as a supersonic nozzle. Fuel is contained

in one tank in each wing, a saddle tank over the engine,

one tank m each side ot the luselage, and one alt ot the
cockpit. Electrically powered pumps deliver tuel to the
engine from the central fuselage tank, which is kept
hlled continuously from the peripheral tanks. Pressure
refuelling point beneath starboard wing. Provision for
jettisonable external auxiliary tank on underfuselage
centreline pylon.
ArcoMMODATiON: Pilot only, on Saab-Scania fully adjust-
able rocket assisted zero/zero ejection seat beneath
rearward hinged clamshell canopy. Cockpit pressuris-
ation, heating and air-conditionmg by engine bleed air,
via Delaney Gallay heat exchangers, cooling turbines
and water separator. Birdproof windscreen.
Systems: Two independent hydraulic systems, each of 207
bars (3,000 Ib/sq in) pressure, each with engine driven Saab JA 37 Viggen single seat interceptor (I'ltoi Press)

pump: auxiliary electrically operated standby pump for monitor these systems both on the ground and during Length overall (incl probe) 16-40m (53 ft 9% in)
emergency use. Three-phase AC electrical system sup- flight. Ram air intake on underfuselage centreline, for Length of fuselage 15-58m (51 ft XVi in)
plies 210/1 15V 400Hz power via a Westinghouse cooling avionics compartment. Height overall 5-90m
(19 ft AVi in)
75kVA liquid-cooled brushless generator, which also Height overall, main fin folded 400 m
(13 ft 1 V2 in)
28V DC power via 24V nickel-cadmium bat- Armament and Operational Eulthment: Permanent
provides Wheel track 4-76 m
(15 ft 71/2 in)
underbelly pack, offset to port side of centreline, con-
teries and rectifier.Emergency standby power trom Wheelbase (c/1 of shock absorbers) 5-69 m (18 ft 8 in)
6kVA taining one 30 mm Oerlikon KCA long-range cannon
turbogenerator, which is extended automatically Areas:
with 150 rounds, a muzzle velocity of 1,050 m (3.445
into the airstream in the event of a power failure. Exter- Main wings, gross 46-00 m^ (495-1 sq ft)
ft)/s, a rate of fire of 1,350 rds/min, and a projectile
nal power receptacle on port side of fuselage. Graviner Foreplanes, outside fuselage 6-20 m^ (66-74 sq ft)
weight of 0-36 kg (0-79 lb). Improved fire control
Hre detection system. Weights (approx):
equipment. This gun installation permits retention of
Avionics and Flight Eolupment: Altogether, about 50 T-O weight: 'clean' 15,000 kg (33.070 lb)
the three underfuselage stores attachment points, in
avionics units, with a total weight of approx 600 kg with normal armament 17,000 kg (37,478 lb)
addition to the four underwing hardpoints. Advanced
(1,323 lb), are installed in the Viggen. Flight equipment Pereormance:
target search and acquisition system, based on a high
includes an automatic speed control system, a Smiths Max level speed: at high altitude above Mach 2
performance long-range L.M. Ericsson UAP-1023
electronic head-up display, AGA
aircraft attitude
I/J-band pulse-Doppler radar which is unaffected by
at 100 m (300 ft) Mach 1-2
instruments and radio, Singer-Kearfott SKC-2037 cen- Approach speed:
variations of weather and altitude. This radar is not
tral digital computer, Garrett LD-5 digital air data approx 119 knots (220 km/h: 137 mph)
disturbed by ground clutter, and is highly resistant to
computer, Singer-Kearfott KT-70L inertial measuring Time to 10,000 m (32,800 ft) from brakes off, with
ECM. Armament can include two BAe Dynamics Sky
equipment. Honeywell/Saab-Scania SA07 digital afterburning less than 1 min 40 s
Flash (Swedish designation RB71 and four Sidewinder
automatic flight control system, Honeywell radar
)
T-O run approx 400 m (1.310 ft)
(RB24) air-to-air missiles. For air-to-surface attack, a
altimeter, Decca Doppler Type 72 navigation equip- Landing run approx 500 m (1,640 ft)

ment, SATT radar warning system, Svenska Radio

total of twenty-four 135 mm rockets can be carried in
Required landing field length:
four pods.
radar display system and electronic countermeasures, conventional landing 1,000 m (3,280 ft)

and AIL Tactical Instrument Landing System (TILS), a Dimensions, external: no-flare landing 500 m (1,640 ft)
microwave scanning beam landing guidance system. Mam wing span 10-60 m (34 ft9y4 in) Tactical radius with external armament:
Most avionics equipment is connected to the central Main wing aspect ratio 2-45 hi-lo-hi over 540 nm (1,000 km: 620 miles)
digital computer, which is programmed to check out and Foreplane span 5-45 m (17 ft 10 '/2 in) lo-lo-lo over 270 nm (500 km; 310 miles)

SWITZERLAND
ALR of the Piranha in September 1977, in an attempt to 1042). Preliminary design, and selection of the major

ARBEITSGRUPPE FUR LUFT- UND develop a new-generation lightweight supersonic combat systems, had then been completed for the Piranha 2D and
aircraft at a cost that could be afforded by the world's less Piranha
RAUMFAHRT (Aerospace Task Group) 4.
affluent air forces. Primary missions of the Piranha are Availability of the Turbo Union RB199 as a potential
Gotthardstrasse 54, CH-8002 Zurich
Telephone: (01) 202 93 88
seen as: clear weather, low/medium altitude air defence; power plant enabled ALR to reconfigure the design for
low level FEBA strike, mainly under VFR conditions; considerably better performance, with only a marginal
Telex: 56970 FEYER reconnaissance; electronic warfare; and operational train- weight increase, and to specify later, lighter-weight
President: Jean-Pierre Klaiber
ing. equipment to give beyond-visual-range capability in the
Programme Manager, Piranha: Dr Ing Georges Bridel
Details were given in the 1981-82 Jane's of four basic air-to-air role. In this form the aircraft is known as the
ALR PIRANHA 6 proposed single-seat versions: the Piranha 2C and 2D Piranha 6, details of which were given in the 1983-84
This group of Swiss scientists started work on the design (single Adour engine), 4 (twin Larzac) and 5 (twin TFE edition.

DATWYLER has undergone little change, but considerable effort has MD-3-160. With more powerful Avco Lycoming
MDC MAX DATWYLER AG been made by Mr Datwyler to make the design genuinely O-320-D2A engine; particularly suitable for glider tow-
modular in nature, to facilitate its manufacture by possible ing. Prototype is of this version.
Flugplatz,CH-3368 Bleienbach-Langenthal
licensees in countries without a developed aircraft indus- The following description applies to the MD-3-160,
Telephone: (063) 22 83 83
try. In particular the ailerons, two-segment flaps, elevators except where indicated:
Telex:68218 mdc ch
and rudder constitute nine control surfaces which are all Type: Two-seat primary training aircraft, ot modular con-
President of the Board: Max Datwyler
basically identical and interchangeable. The same is true struction.
Datwyler has specialised for many years in the repair
of the tailplane halves and fin: fin and tailplane tips; wing Wings: Cantilever mid-wing monoplane. Wing section
and modification of light aircraft, and was responsible for
leading-edge sections (four per aircraft); and the central NACA 64:15414 (modified). Thickness/chord ratio
the MDC-Trailer glider towing aircraft described in the
inner and outer portions of the wings. Stock-keeping is 14'^f. Dihedral 4°. Incidence 2°. No sweepback. All-
1966-67 Jane's. It has also manufactured components for
thus also simplified, as well as manufacture. metal structure, with single main spar, consisting of five
the Pilatus Porter/Turbo-Porter STOL transport aircraft
The MD-3 prototype (HB-HOH) made its first flight, different modules of which the largest measures 3-45 x
and B4-PC1 sailplane, and for the Dassault Mercure jet
Mr 0-67 X 0-21 m(136x 26-4 x 8-3 in). All-metal mechan-
1

with Datwyler at the controls, on 12 August 1983.

transport. Its latest design is the MD-3 Swiss Trainer.
Certification to FAR Pt 23, in the Acrobatic and Utility ically operated two-segment flaps; single-slotted mass
DATWYLER MD-3 SWISS TRAINER categories, was well under way in the Summer of 1984. balanced ailerons. Flap, aileron, rudder and elevator
Datwyler announced preliminary details of a two-seat Two versions of the Swiss Trainer are planned, as follows: segments identical.
basic training aircraft called the Swiss Trainer in the late MD-3-115. Two-seat primary training version, powered FusELAtiE: Mainly metal semi-monocoque structure, with
1960s, and a description of this aircraft last appeared in by an 82kW (1 10 hp) Avco Lycoming 0-235-N2A flat- glassfibre fairings and cowling. Tailboom detachable
the 1974-75 Jane's. Since then the general configuration four engine. In design stage in early 1984. from fuselage aft of wing.
 )

198 SWITZERLAND: AIRCRAFT — DATWYLER / FFA

Tajl Unii: Sweptback hori/fontal and vertical surfaces ot
all-metal two-spar construction, assembled from three
equal modules. Dorsal fin. Mass balanced rudder and
elevators, modules of which are identical to those ot
ailerons and flaps.
Landing GtAR: Non-retractable tricycle type with steer-
able nosewheel. Main-gear legs are cantilever steel
struts, descending at 45' from fuselage main bulkhead.
Nose gear htted with oleo-pneumatic shock absorber.
Cleveland 600-6 mainwheels and 500-5 nosewheel.
Tyre pressure 2-41 bars (35 Ib/sq in) on all units. In-
dependent hydraulically operated Cleveland disc brake
on each mainwhecl. Speed lairingson all three wheels.
Fowi-.R PiANi: One 119 kW (16(1 hp) Avco Lycoming
0-.^2()-D2A flat-lour engine in MD-3-160, driving a
Hoffmann two-blade hxed-pitch wooden propeller with
spinner (82 kW; 110 hp 0-235-N2A m MD-3-115).
Exhaust system extends full length under fuselage to
extreme rear of tailcone, exhaust gases being emitted
through a narrow slot running along the pipe, substan-
tially reducing internal and external engine noise. One

integral fuel tank in each v\ing: total capacity 140 litres

(36 US gallons). Refuelling point above each wing. Oil Prototype Datwyler MD-3-160 Swiss Trainer
capacity 7 6 litres (2 US gallons).
Accommodation: Side by side adjustable seats for pilot Wheelbase 1-56 m (5 ft IV; in) U 60-0 kg/mM 12-29 Ib/sq ft)
and one passenger. Five-point hxed seat belts. Forward Propeller diameter 1-82 m (5 ft 11'/. in) Max power loading: A 6-29 kg/kW (10-33 Ib/hp)
sliding canopy. Space behind seats for 50 kg (1 10 lb) of Propeller ground clearance 0-27 m (10'/2 in) U 7-55 kg/kW (12-40 Ib/hp)
baggage. Dual controls, cabin ventilation and heating Dimensions, internal: Performance (MD-3-160 at T-O weight of 81 5 kg: 1,796
standard. Cabin, from firewall to rear bulkhead: lb):
Systems: Hydraulic system for brake actuation only. One Length 1-30 m (4 ft 3 'A in) Never-exceed speed 169 knots (313 km/h; 195 mph)
28V 60A engine driven alternator and one 24V 30Ali Max width 112 m (3 ft 8 m Max manoeuvring speed
battery provide electrical power for engine starting, Max height 1 08 m (3 ft 6V; in) 133 knots (246 km/h; 153 mph)
lighting, instruments, communications and navigation Areas: Max cruising speed (75' power)at ,525 m (5,000 ft)
( 1

installations. Wings, gross 1500 mM161-5 sq ft) 124 knots (230 km/h; 143 mph)
Avionics and Eoiipment: Provision for VHF radio, Ailerons (total) 1-22 m^ (1313 sq ft) Econ cruising speed (66 '< power) at 1,525 m (5,000 ft)
VOR, ADF, transponder or other special equipment at Trailing-edge flaps (total) 1-96 m' (2110 sq ft) 117 knots (217 km/h; 135 mph)
customer's option. Equipment for glider towing option- Vertical tail surfaces (total) 1-44 m' (15-50 sq ft) Stalling speed, engine idling:
Rudder 0-51 m^ (5-49 sq ft) flaps up 56 knots (104 km/h; 65 mph)
DiMENSiONS. external: Horizontal tail surfaces (total) 2-56 m- (27-56 sq ft) flaps down 33° 46 knots (85 km/h: 53 mph)
Wing span 10-00 m (32 ft 9V4 in) Elevators (total) 1 04 m' (1119 sq ft) Max rate of climb at S/L 420 m (1,378 ft)/min
Wing chord, constant 1 50 m (4 ft 11 in) Weights and Loadings (A: Acrobatic, LI: Utility): Max rate of climb (75'< power) towing 365 kg (805
Wing aspect ratio 6-67 Weight empty 570 kg (1,256 lb) lb) sailplane 104 m (341 ft)/min
Length overall 6-98 m (22 ft lOVa in) Max T-O and landing weight: T-O run 108 m (354 ft)
Height overall 2-92 m (9 ft 7 in) A 750 kg (1,653 lb) Landing run 130 m (426 ft)
Tailplane span 300 m (9 ft 10 in) U 900 kg (1,984 lb) Range with max fuel, no reserves
Wheel track 200 m (6 ft 6% in) Max wing loading: A 500 kg/m^ (10-25 Ib/sq ft) 588 nm (1.090 km: 677 miles)

Overhaul, servicing and maintenance for the Swiss Air constant-speed propeller and inverted oil system. First
FFA
Force and tor general aviation are also done at Altenrhein. example (HB-HEY) flew tor the hrst time on 22 August
PLUG- und FAHRZEUGWERKE AG (and sister
The two companies have about 900 employees, approx- 1974. Swiss certification granted on 12 December 1975;
company REPAIR AG) imately one-quarter of whom are engaged in aviation FAA certification awarded on 17 December 1976,
CH-9423 Altenrhcin activities. Deliveries totalled 101 by January 1983. No further
Ickphonc: (071)43 (II 01 deliveries by early 1984.
Telex: 77 230 Ifa ch
FFA AS 202 BRAVO
AS 202/26A. First flown in 1978. Two/three-seat train-
Following an agreement concluded with SlAl-
President, Board or Management: Dr C. Carom ing and acrobatic version with a 194 kW (260 hp) Avco
Marchetti of Italy, FFA is engaged in production and
Vice-President: Dr L. Carom Lycoming engine and systems for unlimited inverted
development of the AS 202 Bravo light trainer and sport-
CiiiEr Engineer: Dipl Ing P Spalinger flying. No further examples yet built.
ing aircraft.
Sales Manager, Aircraft: R. Boehm In addition, a standard Bravo (HB-HEC) has been
The hrst Bravo to fly was a Swiss assembled AS 202/15
Sales Manager. Components: P. Hohl htted with an Allison 250-B 7C turboprop engine, under
1

prototype (HB-HEA). which flew for the hrst time on 7

the designation AS 202/32. as an engine testbed lor the AS
This company had its origin in AG fur Dormer Flug- March 1969. The Italian built second prototype flew on 7
32T programme (which see).
zeuge. which was formed as the Swiss branch ot the West May 1969. The third aircraft (HB-HEC) made its first
Current production Bravos have riveted wing skins,
German Dormer company. In 1948 became an entirely
it flight on 16 June 1969. and the hrst production aircraft on
rubber fuel tanks, and a glasshbre engine cowling. About
Swiss company named FFA (Flug- und Fahrzeugwerke 22 December 1971.
155 Bravos had been sold by January 1983. in Switzerland
AG). Three versions are available, as follows:
and to foreign customers including Royal Air Maroc (hve
Current activities, besides production of the AS 202 AS 202/15. Two/three-seat initial production version, AS 202/1 8A). the Royal Flight of Oman (two AS
Bravo piston-engined basic trainer, consist of subcontract- with 112 kW (150 hp) Avco Lycommg O-320-E2A
202/18A). the Uganda Central Flying School (eight AS
ing for various aircraft manufacturers throughout the engine. Optional third seat. Swiss certiHcation granted on
202/18A1). and the air forces of Indonesia (40 AS
world, and licence production of components tor Swiss 15 August 1972; FAA certihcation awarded on 16
202/18A3). Iraq (48 AS 202/18A2. some of which were
built Northrop F-5E/F Tiger Us. Design of a turboprop November 1973. Production totalled 34; details in 1981-
transferred to the Royal Jordanian Air Force), and
trainer, designated AS 32T, has been under way since 82 and earlier editions of June s.
Morocco (10 AS 202/18A1 ).
1979, but there has been no news of prototype construc- AS 202/18A. Two/three-seat acrobatic version with a T^pe: Two/three-seat light aircraft.
tion. Details were given in the 1983-84 Junes. 134 kW (180 hp) Avco Lycoming engine. Hartzell
Wings: Cantilever low-wing monoplane. Wmg section
NACA 63_'618 (modihed) at centreline. 63.415 at tip.
Thickness/chord ratio 17-63'( at root. 15'( at tip.
Dihedral 5 43' from roots. Incidence 3'. Sweepback at
quarter-chord 0' 40'. Conventional aluminium single-
spar fail-safe structure, with honeycomb laminate skin.
Aluminium single-slotted flaps and single-slotted ail-

Ground adjustable
erons. tab on each aileron.
Fuselage: Conventional aluminium semi-monocoque
fail-safe structure, with several glasshbre fairings.
Tail Unit: Cantilever aluminium single-spar structure
with sweptback vertical surfaces. Rudder mass bal-
anced, with provision tor anti-collision beacon. Fixed
incidence tailplane. Two-piece elevator with full span
trim tab on starboard half. (AS 202/26 A has electrically
operated tailplane trim; elevator tab is retained for
anti-balance purposes only.) Ground adjustable tab on
rudder.
Landing Gear: Non-retractable tricycle type, with steer-
able nosewheel. Rubber cushioned shock absorber
struts of SlAl-Marchetti design. Mainwheel tyres size
6 00-6; nosewheel tyre size 5-00-5. Tyre pressure (all
units) 2-41 bars (35 Ib/sq in). Independent hydraulically
operated disc brake on each mainwheel.
Power Plant (AS 202/1 8A): One 134 kW (180 hp) Avco
Lycoming AE1O-360-B1F flat-four engine, driving a
Hartzell HC-C2 YK-1 BF/F7666A-2 two-blade
FFA AS 202/18A3 Bravo of the Indonesian Air Force constant-speed propeller with spinner. Hoffmann
 FFA / PILATUS — AIRCRAFT: SWITZERLAND 199

Ihioc-hladc propeller optional. leading-edgeTwo wing Tailplane span 3-67 m (12 It 0'/2 in) Max power loading:
luel (anks with total eapaeity ol (37 4 Imp 170 litres Wheel track 2-25 m (7 ft 4'/2 in) ISA. Utility 7-S4 kg/kW (12-S6 Ib/hp)
gallons). Retuelling point above eaeli wing. Starboard Wheelbase 1-7S m (5 ft 10 in) 26A. Utility 61S kg/kW (10-17 Ib/hp)
lank has additional flexible liiel intake for acrobatics. Propeller diameter I-8S m (6 ft 2 in) Perlormanc e (Utility category at max T-O weight):
Christen SOI tully acrobatic oil system, capacity 7 6 Propeller ground clearance 0-31 m (I tt OV4 in) Never-exceed speed:
Imp
litres (1-6 gallons).
Dimensions, internal:
ISA 173 knots (320 km/h; 199 mph)
Pimm Plant (AS 202/26A): One 44 kW (2M) hp) Avco 1

Cabin: Max length 215 m (7 tt OV2 in) 26A 208 knots (3S5 km/h; 240 mph)
Lycoming ttiel-injection engine, driving a Hartzell
Max width 1-02 m (3 ft 4V4 in) Max level speed at S/L:
two-blade constant-speed propeller, hiiel capacity 174
Max height 110 m (3 tt 7V4 m) ISA 130 knots (241 km/h; 150 mph)
litres (?f<'3 Imp gallons), hiicl and oil systems permit Max cruising speed power) at 2,440 m (S,000 It):
(75'
Moor area 215 m- (2314 sq tt) <

unrestricted inverted flight. ISA 122 knots (226 km/h; 141 mph)
A( ( t)MMOi)AiK)N: Seats lor two persons side by side, in Areas: 26A 13S knots (256 km/h; 159 mph)
Acrobatic versions, under rearward sliding jettisonable
Wings, gross 13S6 m- (149-2 sq tt)
Econ cruising speed at 3,050 m (10.000 ft):
transparent canopy. Space at rear in Utility versions tor
Ailerons (total) 109 m- (11-7 sq ft)
ISA (55^ power) 109 knots (203 km/h; 126 mph)
a third seat or 00 kg (220 lb) ot baggage. Dual controls,
1
Trailmg-edge flaps (total) 49 m' (1604
1 sq ft)
Stalling speed, flaps up, engine idling:
Lin 0-45 m-' (4S4 sq It)
cabin ventilation and healing standard. ISA 62 knots (114 km/h; 71 mph)
S\mi;ms: Hydraulic system lor brake actuation. One 12V Rudder, incl tab 94 m- (1012 sq It)
26A 64 knots (117 km/h; 73 mph)
60A engine driven alternator and one 25Ah battery Tailplane ISS m- (20-24 sq tt)
Stalling speed, flaps down, engine idling:
Elevators, inel tab 0-76 m- (SIS sq tt)
provide electrical power lor engine starting, lighting, ISA 49 knots (90 km/h; 56 mph)
instruments, communications and navigation install- WekjIhs and Loadings: 26A 53 knots (9S km/h; 61 mph)
ations, and (AS 2()2;26A only) tailplane trim. 2(SV elec- Weight empty, equipped: ISA 700 kg (1,543 lb) Max rate ol climb at S/L: ISA 276 m (905 tt)/min
trical system optional. 26A 793 kg (l,74S lb) 26A 360 m (1,1 SI tt)/niin
Avionics and Eouii-meni: Provision lor VHl radio, Max usetul load (incl luel): Service ceiling: ISA 5,490 m (1S,000 It)

VOR, ADh, Nav-O-Matic 200A autopilot, blind-flying ISA, Acrobatic 172 kg (379 lb) 26A 5,670 m (1S,600 It)

instrumentation or other special equipment at cus- ISA, Utility 25S kg (56S lb) T-O run at S/L: ISA 210 m (6S9 It)

tomer's option. Clutch and release mechanism lor glider 26A, Acrobatic ISS kg (414 lb) 26A 1S5 m (607 It)

towing optional. 26A, Utility 292 kg (643 lb) T-O to 15 m (50 It) at S/L: ISA 400 m (1.312 It)

DiMi NsioNS, r\ii RNAi : Max T-O and landing weight: 26A 340 m (1.1 15 It)

Wing span 4 7,^ m (31 It 1 1 Vj in) SA, Aerobatic

1 950 kg (2.094 lb) Landing troni 15 m (50 It): 1SA,26A 465 m (1,525 It)

Wing chord; al root 1 SK m (6 It 2 in) ISA, Utility 1.050 kg (2,315 lb) Landing run: ISA, 26A 210 m (690 tt)

at tip 116 m (?• It 9'2 in) 26A. Acrobatic 1,075 kg (2,370 lb) Range with max luel, no reserves:
Wing aspect ratio 6 51 26A, Utility 1.200 kg (2,645 lb) ISA 521 nm (965 km; 600 miles)
Length overall 7-50 m (24 It 7'/4 in) Max wing loading: 26A 459 nm (S50 km; 52S miles)
Length of fuselage 7-15 m (23 ft 5V2 in) ISA, Utility 75S kg/m- (15-52 Ib/sq It) Max endurance: ISA 5 h 30 min
Height overall 2-HI m (9 It 2^/4 in) 26A. Utility S6 6 kg/m- (17-75 Ib/sq It) 26A 4 h 54 mm

PILATUS
PILATUS FLUGZEUGWERKE AG
CH-6370 Stans. near Lucerne
Telephone: (041) 63 II 33
Telex:866202
General Manager: H. Uehlinger
Managers:
W. Odermatt (Vice-President, Sales)
P. Ebner (Vice-President. Administration)
W. Gubler (Vice-President. Production)
D. C. Klockner (Vice-President. Programmes)
O. L. P. Masetield (Research and Development)
W. Volkart (Product Support)
Public Relations: Ulrich Wenger
Pilatus Flugzeugwerke AG was formed in December
1939; details of its early history can be found in previous
editions of Jane's. It is part of the Oerlikon-Biihrle
Group.
Current Pilatus products are the PC-6 Turbo-Porter Pilatus PC-6/B2-H2 Turbo-Porter for delivery to the Fuerza Aerea Colombiana's military airline SATENA
single-engined utility transport, the PC-7 Turbo-Trainer
two per month. Military operators include the air torces ot Power Pi One 507 kW (6S0 shp)
ant (PC-6/B2-H2):
and PC-9 turboprop trainer. Angola. Argentina, Australia, Austria, Bolivia, Burma, Pratt Ai Whitney Canada PT6A-27 turboprop engine
On 24 January 1979 Pilatus purchased the assets ot Chad, Ecuador. Oman, Peru, Sudan, Switzerland and kW; 550 shp at S/L), driving a Hartzell
(flat rated at 4 1

Britten-Norman (Bembridge) Ltd of the UK, and the Thailand, and the US Army. In 19S0-S1 Pilatus converted HC-B3TN-3D/T-1017S C or CH, or T 101 73 C or CH
latter company is operated under the name Pilatus
the Swiss Air Force's 12 piston engined Porters to constant-speed tully-teathering reversible-pitch propel-
Britten-Norman Ltd (which see) as a subsidiary of Pilatus
Turbo-Porter standard. Recent customers for the civil ler with Beta mode control. Standard fuel in integral
Aircraft Ltd.
version have been based in Colombia, England, Guate- wing tanks, usable capacity 480 litres (127 US gallons;
PILATUS PC-6 TURBO-PORTER mala, Hungary, New Zealand, the USA and Zaire. Recent 105-5 Imp gallons) normal. 644 litres (170 US gallons;
US Army designation: UV-20A Chiricahua military orders, totalling approx 30 aircraft, have come 142 Imp gallons) maximum. Two underwing auxiliary
The Pilatus PC-6 is multi-purpose util-
a single-engined trom three unidentihed customers. tanks, each ot 190 or 245 litres (50 or 65 US gallons; 42
ity aircraft, with STOL characteristics permitting oper- Pilatus markets a O-STOL (Ouiet STOL) conversion or 54 Imp gallons), available optionally. Oil capacity
ation trom unprepared strips under harsh environmental kit tor the Bl and B2 Turbo-Porters htted with PT6A-20 Imp gallons; 3 3 LIS gallons).
12-5 litres (2-75
and terrain conditions. The aircraft can be converted or -27 turbine engines. This includes a system whereby Accommodation: Cabin has pilot's seat torward on port
rapidly from a pure Ireighter to a passenger transport, and propeller speed can be altered independently of the engine side, withone passenger seat alongside, and is normally
can be adapted tor a great number ot different missions, power setting, and is claimed to reduce the noise level by htted with six quickly removable seats, in pairs, to the
including supply dropping, search and rescue, ambulance, more than 10 dB tor T-O and 20 dB tor landing. rear of these for additional passengers. Up to per- 1 1

aerial survey and photography, parachuting, cropspray- The structural description which follows is applicable to sons, including the pilot, can be carried in 2-3-3-3 high
ing. water bombing, rainmaking and glider or target tow- the current basic B2-H2 version. Details ot the agricul- density layout; or up to eight parachutists, who can be
ing as well as operation from sott ground, snow, glacier or tural Turbo-Porter are given separately. dropped from heights up to 7,620 m
ft); or two (25,000
water, and long-range operations. Tm'E: Single-cngined STOL utility transport. stretchers plus three attendants ambulance conligur-
in

The tirst ot live PC-6 piston engined prototypes made its Wings; Braced high-wing monoplane, with single ation. Moor is level, flush with door sill, and is provided
hrst flight on 4 May 1959. and 20 pre-series PC-6s. with streamline-section bracing strut each side. Wing section with seat rails. Forward opening door beside each front
253-5 kW (340 hp) Avco Lycoming engines, had been NACA 64-514 (constant). Dihedral 1Incidence 2°.
.
seat. Large rearward sliding door on starboard side of
delivered by the Summer ot 1961. Subsequent versions Single-spar all-metal structure. Entire trailmg-edge main cabin. Double doors, without central pillar, on
have included the piston engined PC-6 and PC-6/350 hinged, inner sections consisting of electrically operated port side. Hatch in floor 0-58 x 0-90 m(l ft 10^/4 in x 2
Porters; and the PC-6/A, Al, A2, B and C2-H2 Turbo- all-metal double-slotted flaps and outer sections ot ft1 '/2 in), openable from inside cabin, lor aerial cam-
1

Porters, with various turboprop power plants. Descrip- all-metal single-slotted ailerons. No airbrakes or de- era or tor supply dropping. Hatch in cabin rear wall 0-50
tions of all these can be found in the 1974-75 and earlier icingequipment. Trim tabs and/or Hettner tabs on ail- X 0-SO m (1 It 7 in x 2 It 7 in) permits stowage ot six
editions ot June's. erons optional; ground adjustable tabs are mandatory if passenger seats or accommodation ot Ircight items up to
Swiss built piston engined variants have the name Por- these are not titled. 5-0 m 16 tt 5 in) in length. Walls lined with lightweight
(

ter, and turboprop powered variants are known as Euselage: All-metal semi-monocoque structure. soundprooting and heat insulation material. Adjustable
Turbo-Porters. In the USA. where the PC-6 was manufac- Tail Unit: Cantilever all-metal structure. Variable heating and ventilation systems provided. Dual controls
tured by f-airchild, it is known simply as the Porter, irres- incidence tailplane. Flettner tabs on elevator. optional.
pective of the type of power plant htted. Landing Gear: Non-retractable tailwheel type. Oleo Systems: Cabin heated by engine bleed air. Scoll S500
The current production version is the PC-6/B2-H2 shock absorbers ot Pilatus design in all units. Steer- oxygen system optional. 200A 30V starter/generator
Turbo-Porter, certihcated on 30 June 1970 and powered able/lockable tailwheel. Goodyear Type II mainwheels and 24V 34Ah (optionally 40 Ah) nickel-cadmiutTT bat-
by a PT6A-27 turboprop engine. Other versions can be and GA 2S4 tyres size 24 x 7 or 7-50 x 10 (pressure tery.
made available on request. 2-21 bars; 32 Ib/sq in); oversize Goodyear Type III Eouii'MENt: Generally to customer's requirements, but
By the beginning of 19S4 more than 440 PC-6 aircraft, wheels and tyres optional, si/e 1 1x 12, pressure OSS
-0 can include stretchers tor ambulance role, aerial photo-
ot all models, had been delivered (including US licence in). Goodyear
bars (12-8 Ib/sq tailwheel with size 5-00-4 graphy and survey gear, agricultural equipment (see
manufacture), and were operating in more than 50 coun- Goodyear disc brakes. Pilatus wheel/ski gear or
tyre. separate description) or an SOO litre (176 Imp gallon,
tries. Production was then continuing at a rate ot one to Edo 58-4580 or 679-4930 floats optional. 21 US gallon) water t;ink in cabin, with c|uic'k release
1
 A

200 SWITZERLAND; AIRCRAFT — PILATUS

T-O to 15 m (50 ft) 390 m (1,280 ft)
Landing from 15 m (50 ft) 345 m (1,132 tt)
Landing run 130 m (427 ft)
Spraying duration with lull sprav tank 6 min

PILATUS PC-7 TURBO-TRAINER

Swiss Air Force designation: PC-7/CH
The PC-7 Turbo- Trainer is a lully acrobatic two-seat
training aircraft, powered by a 410 kW (550 shp) Pratt &
Whitney Canada PT6A-25A turboprop engine. It can be
used for basic, transition and acrobatic training, and. with
suitable equipment IFR and tactical training.
installed, for
It was certificated to FAR
23 (Acrobatic and Utility
Ft
categories) on 12 August 1983. and complies with US
military specifications (Trainer category). As a single-
seater, flown trom the front seat. Six underwing hard-
it IS

points are standard.

The first production PC-7 was flown on 18 August 1978.
Certification under FAR
Pt 23 was awarded on 5
December and deliveries began immediately
that year,
afterwards. By 1 January 1984 firm orders had been
received for 341 aircraft, of which 280 had been delivered.
PC-6/B2-H2 Turbo-Porter of the Austrian Air Force on a firebombing training exercise
Customers include the air forces of Abu Dhabi (14).
Angola (12). Austria (10). Bolivia (36). Burma (17).
system, tor tiretighting role. The 1,330 litre tank (see PILATUS PC-6 TURBO-PORTER Chile 10 tor Navy). Guatemala (12). Iraq (52). Malaysia
(
under description of agricultural versions) can also be (AGRICULTURAL VERSIONS) (44). Mexico (55), Switzerland (40) and an undisclosed
used in the tirebombing role.
The Turbo-Porter can, if required, be equipped for country (reportedly Iran, 35); other customers include
Dimensions, external: agricultural duties, the necessary equipment being easily CIPRA ot France (2), Swissair (I )anda US private owner
Wing span 1513m (49 ft 8 in) removable when not required, to permit the use of the (1 ).
Production capacity is absorbed until early 985, and 1

Wing span over navigation lights aircraft for other work. Approx 40 Turbo-Porters have output was at the rate of four to six per month in 1984.
15-20 m (49 ft 10'/: in) been completed in agricultural conhguration: these are in Type: Single-engined single/two-seat training aircraft.
Wing chord (constant) I 90 m (6 ft 3 in) service in Indonesia, Sudan, Switzerland, Thailand. Ven- Wings: Cantilever low-wing monoplane. Wing section
Wing aspect ratio 7-96 ezuela and Zaire. NACA 64:A-415 at root. NACA 64,A-612 at tip.
Length overall 10-90 m (35 ft 9 in) For liquid spraying, a stainless steel tank (capacity 1 ,330 Dihedral 7° on outer panels. Sweepback 1° at quarter-
Height overall (tail down) 3-20 m
(10 ft 6 in) litres; 292-5 Imp gallons; 351-5 US gallons) is installed chord. One-piece all-metal single-spar structure, with
Elevator span 5-12 m
(16 ft Q'A in) behind the two front seats, and
62-nozzle46- or auxiliary spar, ribs and stringer-reinforced skin. Con-
Wheel track 300 m (9 ft 10 m) spraybooms are fitted beneath the wings. In this conhgur- chord centre-section and tapered outer panels.
stant
Wheelbase 7-87 m (25 ft 10 m) ation the aircraft can cover a swath width of 45 m (148 ft). Alclad aluminium alloy (2022 or 2024) skin, reinforced
Propeller diameter 2-56 m (8 ft 5 in) An ultra-low-volume system, using four to six atomisers or by stringers. Some fairings of GRP. Mass balanced Frise
Cabin double door (port) and sliding door (starboard): two to six Micronairs. is also available, permitting increase ailerons; trailing-edge split flaps, extending under fusel-
Max height 1-04 m (3 tt 5 in) in swath width up to 400 m (1,310 ft). age. Flaps actuated electrically, ailerons mechanically
Width 1-58 m (5 tt 2 'a in) For dusting with granulated materials, the lower part of by pushrods. Trim tab in port aileron.
Dimensions, internal: the standard tank can be replaced by a discharge and Fuselage: All-metal semi-monocoque structure, with
Cabin, from back of pilot's seat to rear wall: dispersal door permitting coverage of a swath w idth of up stringers, bulkheads and aluminium alloy skin. Some
Length 2-30 m (7 6'/2 ft in) to 20 m (66 ft). A Transland spreader can be fitted for dust tairings of GRP.
Max width 116 m (3 9'/2 ft in) application (swath up to 30 m; 100 ft). Effective swath Tail Unit: Cantilever all-metal structure, of similar con-
Max height (at front) 1-28 m (4 ft IVi in) width of these versions is 13-40 m (43-131 ft), the struction to wings. Dorsal fin; small ventral fin under
Height at rear wall 1-18 m (3 ft IOV2 in) optimum being approx 20 (66 ft). m tailcone. Forward strakes on inboard leading-edges of
Floor area 2-67 m^ (28-6 sq ft) Both versions are fitted with small doors in the fuselage tailplane. Trim tab in starboard half of elevator; anti-
Volume 3-28 m' (107 cu ft) sides,giving access to the tank/hopper for servicing, servo tab in rudder. All control surfaces mass balanced

Areas: removal or replenishment, and two single seats or a bench and cable operated.
Wings, gross 28-80 m' (310 sq ft)
seat tor three persons can be installed aft of the tank. Landing Gear: Retractable tricycle type, ot Dornier

Ailerons (total) 3-83 m- (41-2 sq ft)

Optional items include an engine air intake screen and a design and manufacture. Electric actuation, with
Flaps (total) 3-76 m* (40-5 sq ft)
loading door for chemical in the top of the fuselage. emergency manual extension. Mainwheels retract
Avionics and Eoiiipment: Optional avionics include inward, nosewheel rearward. Oleo-pneumatic shock
Fin 1-70 mni«-3 sq ft)

Rudder, inci tab 0-96 m- 10 3 sq ft)

Decca Mk 8A navigator, Decca Hi-Fix radio, Decca absorber in each unit. Castoring nosewheel, with
(

Tailplane 4-03 m- (43-4 sq ft)

Doppler 72 radar, gyrosyn CL- 1 1 compass and SR 54 shimmy dampers. Goodrich mainwheels and tyres, size
radio altimeter. 6-50-8. pressure 4-48 bars (65 Ib/sq in). Goodrich
Elevator, incI tab 2-1 1 m- (22-7 sq ft)
Weights (liquid spray system): nosewheel and tyre, size 600-6. pressure 2-76 bars (40
Weights and Loadings: Weight empty. incI spray system, oil and pilot Ib/sq in). No mainwheel doors. Goodrich hydraulic disc
Weight empty, equipped 1,218 kg (2,685 lb) 1.440 kg (3,170 lb) brakes on mainwheels. Parking brake.
Max fuel load 508 kg (1,120 lb) Fuel 380 kg (837 lb) Power Plant: One 485 kW (650 shp) Pratt & Whitney
Max T-O and landing weight: Chemical 950 kg (2,093 lb) Canada PT6A-25A turboprop engine, flat rated at 410
Normal (CAR 3), all landing gears Max T-O weight 2,770 kg (6,100 lb) kW (550 shp at S/L), driving a Hartzell HC-B3TN-
2,200 kg (4.850 lb) Max landmg weight 2,200 kg (4,850 lb) 2/TI0173C-8 three-blade constant-speed fully-
Restricted (CAR 8): Performance (liquid spray version. PT6A-27 engine, at feathering propeller with spinner. Fuel in integral tanks
Edo 679-4930 floats 2,490 kg (5,490 lb) max T-O weight): in outer wing leading-edges, total usable capacity 474
skis and wheels 2,721 kg (6,000 lb) Never-exceed speed 120 knots (222 km/h; 138 mph) litres (104 Imp gallons). Overwing refuelling point on
standard wheels 2.770 kg (6.100
lb) Operating speed each tank. Fuel system permits up to 30 s of inverted
Max cabin floor loading 488 kg/m^ (100 Ib/sq
tt) approx 90 knots (167 km/h; 104 mph) flight. Provision for two 152 or 24(1 litre (33-5 or 52-75
Max wing loading (Normal) Operating height 6-8 m (20-26 ft) Imp gallon) underwing drop tanks. Oil capacity 16 litres
76-4 kg/m- (15-65 Ib/sq ft) Stalling speed, power off, flaps down (3-5 Imp gallons).
Max power loading (Normal) 49 knots (91 km/h; 57 mph) A(( ommodation: Adjustable seats for two persons in tan-
5-37 kg/kW (8-82 Ib/shp) T-O run 180 m (590 ft) dem (instructor at rear), beneath rearward sliding
Performance (at max T-O weight. Normal category):
Never-exceed speed
151 knots (280 km/h; 174 mph) IAS
Max m (10,000 ft)
cruising speed at 3.050
140 knots (259 km/h; 161 mph)
Econ cruising speed at 3,050 m (10.000 ft)
129 knots (240 km/h; 150 mph)
Max manoeuvring speed
106 knots (196 km/h; 122 mph) IAS
Max speed with flaps extended
82 knots (152 km/h; 94 mph) IAS
Stalling speed, power off, flaps up
50 knots (94 km/h; 58 mph) IAS
Stalling speed, power off, flaps down
44 knots (82 km/h; 51 mph) IAS
Max rate of climb at S/L 387 m 1 ,270 ft)/min (

Service ceiling 8.535 m (28,000 ft)

T-O run at S/L 1 10 m (360 ft)

T-O to 15 m (50 ft) at S/L 235 m (771 ft)

Landing from 15 m (50 ft) at S/L 218 m (715 ft)
Landing run at S/L 80 m (262 ft)
Max range, no reserves:
internal fuel only 566 nm (1.050 km; 652 miles)
with external fuel 875 nm (1.620 km; 1,007 miles)
Endurance, no reserves: internal fuel only 4 h 20 min
with external fuel 6 h 45 min
g limits -I-3-72/-1-50 Pilatus PC-7 Turbo-Trainer (Pratt & Whitney Canada PT6A-25A turboprop engine) {Pdoi Press)
 PILATUS — AIRCRAFT: SWITZERLAND 201

|ctlison;ihlc Plcxiglas canopy. Dual controls standard.

Cockpits \cntilatcd and heated by engine bleed air,
which can also be used lor windscreen de-icing. Space
tor 25 kg (55 lb) ol baggage aft ot seats, with external
access.
Freon air-conditioning system standard. Hyd-
S^ SI tins:
system tor mainwhcci brakes only. No pneumatic
raulic
system. 28V DC operational (24V nominal) electrical
system, incorporating l.ear Siegler .'^OV 2(I()A
starter/generator and Marathon .^6Ah or 42Ah
nickel-cadmium battery: two static inverters tor AC
power supply. Ground power receptacle in fuselage
forward of port wing root. Goodrich propeller de-icing
system optional.
Anionics and EuuiPMtNi: Basic flight and navigation
instrumentation in both cockpits, except for magnetic
compass (front cockpit only). Additional nav and com
equipment to customer's rci|uiremenls. Other optional
equipment includes IFR training shield to screen rcai
cockpit, and oxvgcn system. Six underwing hardpoints.
stressed for loads ol 250 kg (55 1 lb) (mner), 60 kg (.^5,^ I

lb) (centre) and 10 kg (242-5 lb) (outer). Centre hard-

1

points are 'wet' for carriage of auxiliary fuel tanks

Landing/taxying light on each mainwhecl leg. PC-7 Turbo-Trainer of No. 1 Flying Training School, Royal Malaysian Air Force

Dimensions, exifrnai
505 m (1,655 ft) Aerospace under a memorandum of understand-
:

10-40 m (.'*4
B British
Wing span ft 1 V2 in)
Wing chord: mean aerodynamic -64 m (5 I ft 4'/2 in)
Max range at cruise power at 5,000 m (16.400 ft), 5'^ ing signed on 15 March 1984. This arrangement provides
plus 20 min reserves: for a 50-50 work split between the two companies, with
mean geometric 1-596 111 (5 ft 2-8 in)
Wing 6-52
A 647 nm (1.200 km; 745 miles) final assembly in the UK, probably at Brough.
aspect ratio
y-775 m 0'4 in)
B 1.420 nm (2,630 km; 1,634 miles) T'iPE: Single/two-seat training aircraft.
Length overall (.^2 tt

Height overall 3-21 ni (10 It 6' 2 in)

Endurance 6,100
at m (20.000 tt). with reserves: Wings: Cantilever low-wing monoplane. Wing section

Tailplane span 3-40 m (11 It 2 in)

A. at max speed 3 h mm P1L15M825 at root, PIL12M850 at tip. Dihedral 7° on
A. for max range 4 h 22 mm outer panels. Incidence 1° at root, washout -2° at tip.
Wheel track 2-60 m (8 It 6V2 in)
Wheelbase 2-58 m (8 II 5'.2 in)
B. at max speed 2 h 36 mm Sweepback 1° at quarter-chord. One-piece all-metal

Propeller diameter 2-36 m (7 tt '> m)

B. lor max range 3 h 45 mm single-spar primary structure with auxiliary spar, ribs,
f;
limits: A -)-6-0/-3-0 and stringer-reinlorced skin. Constant chord centre-
Areas: B -I-4-5/-2-25 section and tapered outer panels. Alclad aluminium
Wings, gross 16-60 m- (178-7 sq It) alloy (2024) skin, reinforced by stringers; some fairings
Ailerons (total) 1-621 m- (17-45 sq ft) PILATUS PC-9 of GRP. Mass balanced plain ailerons; trailing-edge
Trailing-edge flaps (total) 2-035 m- (21-90 sq It) Design of the PC-9, as an advanced, high performance split flapsextending under fuselage with plate type air-
Fin, incl dorsal fin 1062 m- (11-43 sq ft) turboprop trainer suitable for all aspects from basic brake at centre. Flaps and airbrake actuated hydrauli-
Rudder, incl tab 0-959 m- (10-32 sq ft) through to advanced flying, began in May 1982. Despite cally, ailerons mechanically by pushrods. Aileron trim is
Tailplane 1-783 m- (19-19 sq ft) an external similarity to the PC-7, it has only about 1(1 per by an electrically actuated, variable load centering
Elevator, incl tab 1-395 m- (15-02 sq ft) cent structural commonality with that aircraft, differences spring on the control column.

Weights and Loadinc^s: including a more powerful engine, stepped' tandem cock- Fuselage: All-metal semi-monocoque structure with
Basic weight empty 1.330 kg (2,932 lb) pits with ejection seats, a ventral airbrake, modified wing stringers, bulkheads and aluminium alloy skin. Some

Max external stores load 1.040 kg (2.293 lb) profiles and tips, new ailerons, a longer dorsal fin. main- fairings of GRP.
Max T-O weight: Acrobatic 1.900 kg (4.188 lb) wheel doors, and larger wheels with high pressure tyres. Tail Unit: Cantilever all-metal structure with mass bal-
Utility (with underwing loads) 2.700 kg (5.952 lb) The PC-9 complies with the requirements of FAR Pt 23 in anced cable operated rudder and elevator. Trim tab in
Max ramp weight: Utility 2.71 kg (5.976 lb)
1
the Acrobatic and Utility categories, and with a selected starboard half ot elevator, and trim/anti-balance tab in
Max landing weight: group of US military specifications in the Trainer category. rudder, both mass balanced and electrically actuated.
Acrobatic (military specification) 1.804 kg (3.977 lb) Flight testing of major components, and aerodynamic Landing Gear: Retractable tricycle type, with hydraulic

Acrobatic (FAR Ft 23) 1.900 kg (4.188 lb) optimisation of the new design, were completed during actuation both normal and emergency modes. Main-
in

Utility (with underwing loads) 2.565 kg (5.655 lb) 1982-83 on a PC-7 technology demonstration aircraft, wheels retract inward into wing centre-section, nose-
Max zero-fuel weight 1.664 kg (3.668 lb) and have been followed by the manufacture of two pre- wheel rearward; all units enclosed by doors wfien
Max wing loading: production PC-9s. The first of these (HB-HPA) made its retracted. Oleo-pneumatic shock absorber in each leg

Acrobatic 114-5 kg/m- (23-44 Ib/sq tt) temporarily with a Hartzell three-blade
initial flight, fitted unit. Hydrauhcally actuated nosewheel steering. Good-

Utility 162-7 kg/m- (33-31 Ib/sq ft) propeller, on 7 May

1984. The second (HB-HPB). first rich wheels and tyres, with Goodrich multi-piston hyd-

Max power loading: flown on 20 July 1984. is more fully representative of the raulic disc brakes on mainwheels. Parking brake.

Acrobatic 4-63 kg/kW (7-61 Ib/shp) production version, its cockpits each being equipped with Power Pi ant: One 857 kW (l,150shp) Pratt & Whitney
Utility 6-59 kg/kW (10-82 Ib/shp) two Collins CRT displays (electronic ADl and HSI), a Canada PT6A-62 turboprop engine, flat rated at 708
Lear Siegler head-up display, and King nav/com equip- kW (950 shp). driving a Hartzell HC-D4N-3/D95 12
Pereormance (at max T-O weight. ISA, except where
ment. Flight testing, and certification by the Swiss Federal four-blade constant-speed tully-feathering propeller
indicated.A: Acrobatic category, B: Utility category
Office for Civil Aviation, are planned to be completed by with spinner. Fuel in two integral tanks in wing
with underwing loads):
December 1985, and first customer deliveries are leading-edges, total usable capacity 508 litres (112 Imp
Never-exceed speed:
scheduled for early 1986. gallons). Overwing refuelling point on each side. Fuel
A, B 270 knots (500 km/h; 310 mph) HAS
The PC-9 was one of four aircraft short-listed by the system includes a 12 litre (2-6 Imp gallon) aerobatics
Max operating speed:
British Ministry of Defence 984 tank in fuselage, forward of front cockpit, which permits
in 1 as final contenders for
A, B 270 knots (500 km/h; 310 mph) HAS up to 60 s of inverted flight. Provision for two 1 52 or 240
a Jet Provost replacement for the Royal Air Force. If
Max cruising speed at 6,100 (20,000 tt): m selected. PC-9s for the RAF would be co-produced with litre (33-4 or 52-8 Imp gallon) drop tanks on the centre
A 222 knots (412 km/h; 256 mph)
B 196 knots (364 km/h; 226 mph)
Econ cruising speed at 6,100 m (20,000 ft):
A 171 knots (317 km/h; 197 mph)
B 165 knots (305 km/h; 190 mph)
Manoeuvring speed:
A 175 knots (325 km/h; 202 mph) EAS
B 181 knots (335 km/h; 208 mph) EAS
Max speed with flaps and landing gear down:
A, B 135 knots (250 km/h; 155 mph) EAS
Stalling speed, flaps and landing gear up, power off:
A 71 knots (131 km/h; 82 mph) EAS
B 83 knots (154 km/h; 96 mph) EAS
Stalling speed, flaps and landing gear down, power off:
A 64 knots (119 km/h; 74 mph) EAS
B 74 knots (138 km/h; 86 mph) EAS
Max rate of climb at S/L: A 610 m (2.000 ft)/mm
B 364 m (1.195 ft)/min
Time to 5,000 m (16,400 ft): A 9 min
B 17 min
Service ceiling: A 9,755 m(32,000 ft)

B 7,925 m (26,000 ft)

T-O run at S/L: A 240 m (787 ft)

B 780 m (2,560 ft)

T-O to 15 m (50 ft) at S/L: A 400 m (1.312 It)

B 1,180 m (3,870 ft)

Landing from 15 m (50 ft) at S/L at max landing weight:

A 510 m (1,675 ft)

B 800 m (2,625 ft)

Landing run at S/L at max landing weight:

A 295 m (968 ft) Pilatus PC-9 basic/advanced trainer (Pratt & Whitney Canada PT6A-62 turboprop engine) (I'iloi I'rc^s)
202 SWITZERLAND: AIRCRAFT — PILATUS / SWISS FEDERAL AIRCRAFT FACTORY
Trailing-edge flaps (total) 1-77 m- (19-05 sq ft)
Airbrake 0-30 m- (3-23 sq ft)

f-in 0-86 m- (9-26 sq ft)

Rudder, inci tab 0-90 m- (9-69 sq ft)
Tailplane 1-80 m- (19 38 sq ft)
Elevator, incI tab 1-60 m- (17-22 sq ft)

Weights and Loadings (A: Acrobatic. U: Utility):

Basic weight empty approx 1,620 kg (3,571 lb)
Weight empty, equipped approx 1,6X5 kg (3,715 lb)
Max T-O weight: A 2,250 kg (4,960 lb)
U (with underwing loads) 3.200
kg (7.055 lb)
Max ramp weight: A 2.260
kg (4.982 lb)
U (with underwing loads) 3,210
kg (7,077 lb)
Max landing weight: A 2.250
kg (4.960 lb)
U (with underwing loads) 3.100
kg (6,834 lb)
Max zero-fuel weight: A 1,900 kg (4,188 lb)
Max wing loading: A 138-1 kg/m- (28-3 Ib/sq ft)
U 196-4 kg/m- (40-2 Ib/sq ft)
Max power loading: A 3-18 kg/kW (5-22 Ib/shp)
U 4-52 kg/kW (7-42 Ib/shp)
Periormancf (at appropriate max T-O weight. ISA.
propeller speed 2.000 rpm):
Max permissible diving speed:
A Mach 0-73
(360 knots; 667 km/h. 414 mph EAS)
U Mach 0-55
(300 knots; 556 km/h; 345 mph EAS)
Max operating speed:
A Mach 0-68
(320 knots. 593 km/h; 368 mph EAS)
U Mach 0-50
(270 knots; 500 km/h; 311 mph EAS)
Max level speed:
A at S/L 268 knots (496 km/h; 308 mph)
First and second pre-production examples of the Pilatus PC-9 turboprop powered training aircraft A at 6.100 m (20.000 ft)

300 knots (556 km/h; 345 mph)

Max cruising speed:
underwing attachment points. Total oil capacity 16 Single or dual system VHP, UHF and/or HP to cus- A at 5,485 m (18,000 ft)

Imp gallons).
litres (3-5 tomer's requirements. Audio integrating system con- 300 knots (556 km/h; 345 mph)
AtroMMODATioN: Martin-Baker Mk CH llA adjustable trols audio services from com. nav and interphone sys- Manoeuvring speed:
ejection seats for two persons, in stepped' tandem tems. Customer-specihed equipment provides flight A 210 knots (389 km/h; 242 mph) EAS
arrangement with rear seat elevated 15 cm (6-3 in). environmental, attitude and direction data, and U 200 knots (370 km/h; 230 mph) EAS
Seats operable, through canopy, at zero height and ground-transmitted position determining information. Max speed with flaps and/or landing gear down:
speeds down to 60 knots (112 km/h; 70 mph). One- Retractable 250W landing/taxying light in each mam A and U 150 knots (278 km/h; 172 mph) EAS
piece acrylic Perspex windscreen; one-piece framed landing gear leg bay. Optional equipment includes Stalling speed, engine idling:
canopy, incorporating rollover bar, opens sideways to emergency battery, encoding altimeter, emergency A, flaps and landing gear up
starboard. Dual controls standard. Cockpit heating, locator transmitter. IFR hood, anti-i^ system, propeller 79 knots (147 km/h, 91 mph) EAS
ventilation and canopy demisting standard. Space tor 25 electric de-icing, and underwing drop tanks. U, flaps and landing gear up
kg (55 lb) ot baggage att of seats, with external access.
Operational Equipment: Three hardpoints are provided
94 knots (175 km/h; 109 mph) EAS
Systems: Normalair-Garrett environmental control sys- A, flaps and landing gear down
under each wing for the carriage of external stores, up to
tem, using air cycle and engine bleed air, for cockpit 70 knots (130 km/h; 81 mph) EAS
a weight of 250 kg (551 lb) each on the inboard and
heating/ventilation and canopy demisting. Fairey Hyd- U, flaps and landing gear down
central locations and 10 kg (242 lb) each on the out-
1

raulics hydraulic system, pressure 207 bars (3,000 Ib/sq 83 knots (154 km/h; 96 mph) EAS
board pair, subject to a max external stores load ot
in), for actuation of landing gear, mainwheel doors,
1,040 kg (2,293 lb). Centre point each side is 'wet' tor
Max rate of climb at S/L: A 1,220 m (4,000 ft)/min
nosewheel steermg and airbrake. Nitrogen pressurised
carriage of auxiliary fuel tanks.
Time to 4,575 m (15,000 ft): A 4 mm 30 s

accumulator to provide hydraulic power for emergency Max operating altitude 7.620 m (25,000 ft)

operation of flaps and landing gear. Primary electrical Dimensions, external: Service ceiling 1 1,580 m (38,000 ft)

system (2SV DC operational, 24V nominal) powered Wing span 1012 m (33 ft 2V2 in) T-O run at S/L: A 240 m (788 ft)

by a Lear Siegler 30V 200A starter/generator and a 24 V Wing chord: mean aerodynamic 1-64 m (5 ft 4'/i in) T-O to 15 m (50 ft) at S/L: A 430 m (1,41 1 ft)
mean geometric 1-61 m (5 3'/2 in)
40Ah battery; two static inverters supply 1 15/26V AC ft
Landing from 15 m (50 ft) at S/L;
power at 400Hz. Ground power receptacle provided. Wing aspect ratio 6-29 A 495 m (1,624 ft)

Electric anti-icing of pitot tube, static ports and AOA Length overall 1005 m (32 ft 1 P/j in) Landing run at S/L: A 260 m (853 ft)

transmitter standard; electric de-icing of propeller Height overall 3-26 m (10 ft SVi in) Max range power at 5,000 m (16,400 ft), 5'i
at cruise
blades optional. Diluter/demand oxygen system, Wheel track 2-54 m (8 ft 4 in) plus 20 min reserves 830 nm (1,538 km; 955 miles)
selected and controlled individually from a panel in each Propeller diameter 2-44 m (8 ft m) Endurance (typical mission power settings)
cockpit. Areas: 2 sorties of 1 h duration plus 20 mm reserves
Amonics and Eouipment: Bothcockpits fully Wings, gross 16-29 m- (175-3 sq ft) g limits: A -I-7-0/-3-5
instrumented to standard customer specihcations. Ailerons (total) 1-57 m- (16-90 sq ftj U -I-4-5/-2-25

SWISS FEDERAL AIRCRAFT test cells for piston and turbojet engines with or without try programme to produce Rapier surface-to-air missiles
afterburners, equipped with computerised data acquisi- under licence from BAe.
FACTORY (F+W) all

tion and processing; structural and systems engineering The F-(- W

conducts wind tunnel tests for foreign aircraft
EIDGENOSSISCHES FLUGZEUGWERK— for aircraft, helicopters and space hardware, with a special- manufacturers, ground transportation developers and
FABRIQUE F£d6RALE D'AVIONS— ity in fatigue analysis and testing of entire aircraft struc- users, and for the building industry. It performs develop-
FABBRICA FEDERALE D'AEROPLANI tures; electronics and testing, covering all system aspects ment and integration of internal stores and other
CH-6032 Emmen of aircraft and helicopter avionics as well as missile sys- modihcation work on military aircraft, including, current-
tems, flight test instrumentation and environmental test- ly, adding canard surfaces to Swiss Air Force Mirages, the
Telephone: (041) 59 41 11
ing. hrst of which hrst flew in this conhguration on 23 August
Telex: 7 84 80 fwe ch
The Production Department covers the whole held of 1983. Intensive flight testing ot this prototype was contin-
production capabilities, from mechanical and sheet metal uing in early 1984. The F-t^W has also developed a low-
Director: Lucien Othenin-Girard
parts to composite parts and subassemblies (including level dispenser bombing system which is already integ-
Deputy Director and Commercial Manager:
leading-edge slats for the McDonnell Douglas MD-80 rated on Swiss Air Force Hunter aircraft. The system
Dr Peter Burkhardt series and rudders for the Northrop F-5E/F); electronics, utilises aerodynamically retarded bomblets, carried in
Manager, Researc ii and Development:
electrical, electro-mechanical and electro-optical sub- underwing pods and ejected by ram air. Integration on
Hansjurg Kobelt
assemblies; final assembly of missiles, missile systems, air- other types of aircraft is under way.
Head of PRODumoN: Hanspeter Arnold
craft and helicopters. Recent major activities have The F-t-W offers proprietary products which include
Head of Ouality Assuranc e: Dr Claus Utz
included licence manufacture of aircraft, helicopters and acoustic systems for failure and flight envelope warning;
missile systems, and fabrication of the shroud of the all-electronic linear angle of attack and.i,' indicators; scor-
The F-t-W IS the Swiss government's ofhcial aircraft Ariane space launcher (designed by F-l- Wwith Contraves ing indicators for air-to-air or ground-to-air shooting, with
establishment for research, development, production, as mam contractor). By mid-1985 F-l- W
will have assem- a microcomputer based ground station; multi-component
maintenance and modification of military aircraft and bled over 100 Northrop F-5E/F 1 iger lis for the Swiss Air straingauge balances for testing purposes, covering forces
guided missile systems. It employs about 700 people in its Force (partial manufacture and hnal assembly). Since from a few hundred grammes to several tons; water
works at Emmen, near Lucerne, which cover 35,300 m' 1977 it has manufactured under licence the tracker, its separators for aircraft conditioning; and POHWARO hot
(380,000 sq ft). Research and Development is divided into Held test equipment and appropriate training equipment water rockets. (Details of these rockets can be found in the
three engineering departments, covering aerodynamics tor the MDAC Dragon anti-tank weapon system, and has 1977-78 June's.) Services are also offered for environ-
and thermodynamics, with appropriate test facilities which assembled the missile itself for the Swiss government since mental testing, especially high-shock long-duration test-
include four wind tunnels for speeds of up to Mach 4-5. 1981. In 1980 it became general manager of a Swiss indus- ing on a newly designed sled type shock test installation.
 AIDC — AIRCRAFT: TAIWAN 203

TAIWAN
AIDC
AERO INDUSTRY DEVELOPMENT CENTER
PO Bii\ Sfi76, liiichung, laiwan 400
Telephone: Taichung (042) 5230?! ;ind 523052
Telex: 51140 AIDC
Other Works: Kang-Shan
Director: Dr Hsichun M. Hua
Dti'un Dirk tors:
Dr Shih-scn Wang (Research and HngincL-ring)
Y. L. Chang (Manufacturing)
The Aero Industry Development Center was estab-
lished on March 96y as a successor to the Bureau ol
I 1

Aircraft Industry (BAl), which was formed in 1946 in

Nanking and moved to Taiwan in 1948. AIDC, which
employs more than 2,000 people, is now a subsidiary of
the Chung Shan Institute of Science and Technology.
In October 1968 the Aeronautical Research Laborat-
ory, then a branch of BAl, constructed the Hrst Chinese
built PL-IA 1970-71 Janes), a slightly modified
(see
version of the US Pazmany
PL-1 which flew for the hrst
time on 26 October 1968. After further modihcations, 55
PL-1 B Chienshou production models were built by AIDC
in 1970-74. The PL- IB was described and illustrated in

the 1975-76 Janes.

Between 1969 and 1976, the AIDC produced in Taiwan
118 Bell UH-IH (Bell Model 205) helicopters under
licence for the Chinese Nationalist Army.
The AIDC is currently engaged in licence building 248
Northrop F-5E Tiger II tactical lighter aircraft (see US
section land 36 two-seat P-5Ls lor the Chinese Nationalist
Air Lorcc The first Chinese-built F-5E (CAF name
Chung Cheng) was rolled out on 30 October 1974, and
236 had been delivered by the beginning of 1983.
The AIDC designed and produced the T-CH-1 tandem
two-seat turboprop basic trainer for the Chinese
Nationalist Air Force. The Aveo Lycoming T53 engines
for the T-CH-1 were licence built at Kang-Shan. The
T-CH-1 programme was completed in late 1981, with
First production example of the AIDC AT-3 (two Garrett TFE731 turbofan engines) {Ivan i hmi)
delivery of the 50th aircraft. Another AIDC indigenous
project, the XC-2 twin-turboprop transport aircraft (sec Flselage: Light alloy semi-monocoque basic structure, cockpit. Engine starting by onboard battery or ground
1982-83 Jane's), has been suspended temporarily due to with steel, magnesium and graphite/epoxy used in cer- power. All fuel carried in fuselage, in two equal-size
budget limitation. One prototype had been built, which tain areas. Built in three sections: forward fuselage, rubber impregnated nylon bladder tanks, with com-
made its first flight on 26 February 1979. Priority in indi- including cockpit; centre fuselage, including nacelles; bined capacity of 1.514 litres (333 Imp gallons; 400 US
genous programmes is now being guen to the AT-TC-3 and rear fuselage, including vertical and horizontal tail gallons). Two independent fuel systems, one lor each
jet trainer. assembly. Two electrically controlled hydraulically engine, with crossfeed to allow fuel from either or both
actuated airbrakes, of laminated graphite/epoxy con- systems to be fed to either or both engines. Pressure
struction, mounted on fuselage undersurface forward of fuelling point forward ol, and below, port air intake for
AIDC AT-3 mainwheel wells. Fail-safe structure in pressurised internal and external tanks. A 568 litre 125 Imp gallon; (

Chinese Air Force designation: AT-TC-3 cockpit section. 150 US gallon) auxiliary drop tank can be carried on
In July 1975, AIDC was awarded a contract to design Tail Unit: Cantilever ail-metal structure, integral with each inboard underwing pylon. Oil capacity 5-7 litres
and develop prototypes of a new basic and advanced milit- rear fuselage. One-piece all-moving tailplane; inci- ( 1 -5 US gallons) total, 1 -9 litres (0-5 US gallons) usable.
ary jet training aircraft, to be designated XAT-3. Con- dence varied by tandem hydraulic actuator. Dual hyd- Fire warning and extinguishing systems for each engine
struction of two prototypes began in January 1978, and raulic actuators for rudder, with yaw stability augment- bay.
these flew for the hrst time on 16 September 1980 and 30 ation. No trim tabs. Accommodation: Crew tandem on zero/zero
of two in
October 1981 respectively. Following receipt of a contract Landing Gear: Hydraulically retractable tricycle type, ejection (through canopy) seats, under individual man-
for more than 50 production aircraft, AIDC began the with single wheel on each unit.Main units retract inward ually operated canopies which open sideways to star-
manufacture of under the CAF designation
these, into nosewheel forward. Oleo-pneumatic
fuselage, board. Crew separated by internal windscreen. Inde-
AT-TC-3, in March 1982, and the Hrst production aircraft shock absorber in each unit. Two-position extending pendent miniature detonation cord (MDC) system to
(0803) made its initial flight on 6 February 1984. nose leg increases static angle of attack by 3° 30'. to break each canopy for ground and in-flight emergency
Type: Tandem two-seat twin-turbofan military trainer. reduce T-O run, and is shortened automatically during egress. MDC
can be operated from outside cockpit on
Wings: Cantilever Iciw-wing monoplane of supercritical retraction. Emergency extension by gravity. Main- ground. Rear seat elevated 30 cm ( 1 2 in ). Dual controls
section. Thickness/chord ratio 10''(. Dihedral 0° 46'. wheels and tyres size 24 x 800-13, pressure 8-96 bars standard.
Incidence 1° 30'. Sweepback at quarter-chord 7" 20'. (130 Ib/sq in). Hydraulically steerable nose unit, with Systems; Garrett bootstrap air cycle environmental con-
One-piece carry-through wing, with a machined torsion wheel and tyre size 18 x 6-50-8, pressure 5-51 bars (80 trol system, for cockpit air-conditioning and pressuris-
box, attached to fuselage by six bolts. Multi-spar light Ib/sq in). All-metal multi-disc brakes. ation (max differential 0-34 bars; 5 Ib/sq in), canopy
alloy structure, with heavy plate machined skin. Hyd- Power Plant: Two Garrett TFE731-2-2L non- seal, demisting, and pressurisation of ^^ suits, hydraulic
raulically powered light alloy honeycomb sealed-gap afterburning turbofan engines (each 15-57 kN; 3.500 lb reservoirs and external fuel tanks. Two independent
ailerons. Electrically operated light alloy single-slotted St), installed in nacelle on each side of fuselage. Inclined hydraulic systems, pressure 207 bars (3,000 Ib/sq in),
trailing-edge flaps. No anti-icing system. ram air intakes, each with splitter plate, abreast of rear
with engine driven pumps. Flight control hydraulic sys-
tem provides power only for operation of primary flying
control surfaces. Utility system serves primary flying
control surfaces, landing gear, landing gear doors, air-
brakes, wheel brakes, nosewheel steering, and stability
augmentation system. Primary electrical power sup-
plied by two 28V 12kW DC starter/generators, one on
each engine. One 40Ah nickel-cadmium battery for
engine starting. Two static inverters supply AC power at
400Hz. External DC
power socket on starboard side of
centre fuselage. Hydraulic and electrical systems can be
sustained by either engine. Liquid oxygen system,
capacity 5 litres (1-3 US gallons), for crew.
Avionics and Eqi'ipment: Most radio and nav equipment
located in large avionics bays in forward fuselage. Stan-
dard avionics include UHF com, intercom, IFF/SIF,
Tacan, panel mounted VOR/ILS/marker beacon indi-
cator, attitude and heading reference system and angle
of attack system, plus full blind-flying instrumentation.
Wide range of optional avionics available.
Armament and Operational Eol'ipment: Manually
adjustable gunsight and camera in forward cockpit, for
armament training. Wingtip launchers for two AIM-9
Sidewinder missiles. Large weapons bay beneath rear
cockpit can house variety of stores, including quick-
change semi-recessed machine-gun packs. Five external
stations, one under fuselage and two under each wing,
AIDC AT-3 twin-turbofan military basic and advanced trainer (Filoi Press) for practice bombs, tow-targets and other stores.
204 TAIWAN THAILAND: AIRCRAFT
/ — AIDC / RTAF
Dimensions, external: Tailplane 5-02 m' (5404 sq ft) Max level speed:
Wing span 10-46 m (34 ft 3^4 at S/L 485 knots (898 km/h; 558 mph)
Weights:
Wing chord: at root 2-80 m (9 ft 2 "A at 1 1 ,000 m (36,000 ft) Mach 0-85
Weight empty, equipped 3,855 kg (8,500 lb)
at tip 1-40 m
(4 ft 7
Max fuel: internal 1,179 kg (2,600 lb)
Stalling speed:
Wing aspect ratio 5 flaps and landing gear up
external 884 kg (1,950 lb)
Length overall, incl nose pro be 12-90 m (42 ft 4 in) 100 knots (185 km/h; 115 mph)
4-36 m (14 ft 3V4 in)
Max external stores load 2,268 kg (5.000 lb)
Height overall flaps and landing gear down
Normal T-O weight:
Tailplane span 4-83 m (15 ft IOV4 in) 90 knots (167 km/h: 104 mph)
trainer, clean' 5,216 kg (11,500 lb)
Areas: Max rate of climb at S/L 2,440 m (8,000 ft)/min
Max T-O weight with external stores
Wings, gross 21-93 m^ (236-05 sq ft)
7,485 kg (16,500 lb)
Service ceiling 14,625 m (48,000 ft)

Ailerons (total) 1-33 m' (14-32 sq ft)

Max landing weight 7,360 kg (16,225 lb)
T-O run 458 m (1,500 ft)

Trailing-edge flaps (total) 2-53 m^ (27-23 sq ft) Landing run 610 m (2,000 ft)

Fin 3-45 m' (37-14 sq ft) Performance: Endurance with max internal fuel 3 h 12 min
Rudder 1-15 m' (12-38 sq ft) Max limiting Mach No. 105

THAILAND
Type: Two-seat advanced trainer and forward
RTAF aircraft.
air control front of tailbooms. Oleo-pneumatic shock absorber in
nose unit. Mainwheel legs have rubber in compression
ROYAL THAI AIR FORCE (Office of Aeronautics Wings: Cantilever mid-wing monoplane, with constant shock absorbers. Steerable nosewheel with tyre size
and Aircraft Design)
5-00-5, pressure 3-45 bars (50 Ib/sq in). Mainwheel
chord centre-section and slightly tapered outer panels,
Directorate of Aeronautical Engineering (DAE), with provision for small wingtip fuel tanks. Wing section tyres size 7-00-6, pressure 3-72 bars (54 Ib/sq in). Ben-
Bangkok 10300 NACA
NACA 632A415 at root. 63iA412 at tip. dix hydraulic disc brakes on mainwheels.
Telephone: 2412885 3° on outer panels only. Conventional
Dihedral Power Plant: One 313 kW (420 shp) Allison 250-Bl 7C
Director: Air Marshal Vijit Chuangchote
aluminium alloy (7075-T7351) two-spar structure. turboprop engine, driving a Hartzell three-blade
Nothing is known about the RTAF-1, the first design for Manually operated ailerons. Electrically operated slot- constant-speed pusher propeller with spinner. Three
which engineers of the Royal Thai Air Force were respon- ted trailing-edge flaps, in two sections on each wing integral fuel tanks in wing centre-section, total capacity
sible after the end of the second World War. The RTAF-2 separated by tailbooms. 284 litres (75 US gallons). Provision for wingtip tanks,
is a utility aircraft, now in the RTAF Museum at Don Fuselage: Pod type, suspended from wing, of conven- total capacity 95 litres (25 US gallons). Refuelling point
Muang, near Bangkok. The RTAF-3 is another project of tional aluminium alloy (2024-T3) semi-monocoque above each tank. Oil capacity 1 1 -4 litres (3 US gallons).
which nothing is known, except that model underwent a construction with glassfibre nosecone. Forward section
wind tunnel testing in Japan. Details of the RTAF-4 contains equipment bay and crew accommodation, Accommodation: Pupil and instructor in tandem under
Chandra, a conversion of the DHC-1 Chipmunk, were under large glazed canopy. Rear section houses wing large framed canopy. Instructor (at rear) is raised 7-5 cm
given in the 1983-84 Jane's. carry-through structure and power plant. (3 in) above level of pupil. Two 'butterfly' type upward
The Office of Aeronautics and Aircraft Design at Bang- Tail Unit: Cantilever all-metal structure carried on twin opening transparent door panels on each side. Dual
sue was set up in 1975, and has been responsible for all booms of semi-monocoque construction. Horizontal controls standard. Accommodation ventilated.
subsequent design activity. surfaces mounted between tips of swepthack vertical System: 150kVA electrical system.
surfaces. Manually operated rudders and elevator. Avionics and Eouipment: VHF nav/com, UHF, trans-
RTAF-5 Adjustable trim tabs in elevator only. Tailskid below ponder, ADF, intercom, rotating beacon, navigation
Most ambitious product of the DAE to date, the boom under each fin. and position lights, instrument and warning lights are all
RTAF-5 is a turboprop trainer and FAC aircraft of which Landing Gear: Electrically retractable tricycle type, with standard. Gunsight can be installed above front instru-
the first of two prototypes was intended to fly for the first twin wheels on main units and single nosewheel. All ment panel.
time in the Summer of 1984. wheels retract forward, mainwheels into housings at Armament: Four weapon attachment points under wings,
with capacity of 68 kg (150 lb) on each inner hardpoint
and 45 kg (100 lb) on each outer hardpoint.
Dimensions, external:
Wing span 9-55 m (31 ft 4 in)
Wing span over tip tanks 9-86 m (32 ft 3% in)
Wing chord: at root 1-65 m (5 ft 5 in)
at tip 1-42 m (4 ft 8 in)
Wing aspect ratio 6-02
Length overall 8-76 m (28 ft 9 in)
Fuselage: Max width 1-14 m (3 ft 9 in)
Height overall 3-05 m (10 ft in)
Tailplane span 3-23 m (10 ft 7 in)
Wheel track 3-20 m (10 ft 6 in)
Wheelbase 3-28 m (10 ft 9 in)
Propeller diameter 2-29 m (7 ft 6 in)
Propeller ground clearance 7-5 cm (3 in)
Areas:
Wings, gross (incl tip tanks) 15-66 m' (168-6 sq ft)

Ailerons (total) 2-97 m* (31-97 sq ft)

Trailing-edge flaps (total) 3-88 m^ (41-75 sq ft)

Fins (total) 2-42 m' (26-03 sq ft)

Rudders (total) 0-63 m^ (6-73 sq ft)

Tailplane 2-84 m= (30-6 sq ft)

Elevator (incl tab) 2-21 m^ (23-79 sq ft)

Weights and Loadings:

Weight empty 1,645 kg (3.628 lb)
Max fuel 227 kg (500 lb)
Normal T-O weight 1,860 kg (4,100 lb)
The Royal Thai Air Force's new RTAF-5 advanced trainer and forward air control aircraft (Pilot Press)
Max T-O weight 2,086 kg (4,600 lb)
Max landing weight 2,012 kg (4,437 lb)
Max wing loading (max T-O weight)
133-2 kg/m^ (27-3 Ib/sq ft)
Max power loading (max T-O weight)
6-63 kg/kW (10-9 Ib/shp)
Performance (estimated at normal T-O weight except
where indicated):
Never-exceed speed 250 knots (463 km/h; 287 mph)
Max level speed at S/L
210 knots (389 km/h; 242 mph)
Max cruising speed at 1,525 m (5,000 ft)

180 knots (333 km/h; 207 mph)

Stalling speed, flaps down, power off
65 knots (121 km/h; 75 mph)
Max rate of climb at S/L 457 m (1,500 ft)/min
Service ceiling 6,100 m (20,000 ft)
T-O to 15 m (50 ft) 540 m (1,770 ft)
Landing from 15 m (50 ft) 381 m (1,250 ft)
Range at max T-O weight 469 nm (869 km; 540 miles)
First prototype of the RTAF-5 nearing completion, initially with single mainwheels Endurance 4 h 50 min
 THvK (KIBM) / ANTONOV — AIRCRAFT: TURKEY USSR / 205

TURKEY
THvK (KIBM) The Kayseri Air Supply and Maintenance Centre anti-submarine aircraft of the Turkish
sories, as well as the

TORK hava kuwetleri, kayseri hava Command was formed by the Turkish Ministry of Defence Navy and The Centre also manufactures
their engines.
1932 as the Kayseri Aircraft Factory. In 1970, to reflect aircraft spare parts and various types of parachute. It was
ikmal bakim merkezi komutanllgl in

an increasing emphasis on maintenance work, was responsible for development of the Mavi Isik nationally
(Turkish Air Force, Kayseri Air Supply and it

renamed and Maintenance Centre

as the Kayseri Supply designed series of training and agricultural aircraft
Maintenance Centre Command)
General Directorate; the present title was adopted in described and illustrated in the 1983-84 y««e'.v. According
Head Office: Kayseri, Turkey 1975. to a report received in the Summer of 1984, the Mavi Isik
Telephone: (351) 155 56 Currently, the KIBM overhauls all of the Turkish Air programme has now been abandoned.
Commander, KIBM: Major General Mustafa Koseoglu Force's propeller driven aircraft, their engines and acces-

TUSAS TUSAS is financed jointly by the Turkish government by a joint venture company (to be estabhshed) and will
TURK UQAK SANAYII ANONIM ORTAKLIGI (55'f) and the Turkish Air Force Foundation, a non- include aircraft assembly, test, and airframe manufacture.
(Turkish Aircraft Industries Inc) prottt-making organisation (45 '^'r). It was ofHcially estab- The first aircraft produced at Murted is scheduled for
HeadOffk E:Tunali HilmiCad. 97, Kavaklidere, Ankara lished with effect from 1 July 1973 with an initial capital
1 delivery in early 1988. A total of 160 F-16Cs and Ds are
Telephone: 27 81 25 of 1 ,500 milhon Turkish liras. Its head office is in Ankara, involved in the programme, of which the first eight will be
Telex: 42127 TUS TR and an area of 5 million m' ( 1 -93 sq miles) at Miirted, near US built. Initial assembly by Turkey will be from kits
Board: Ankara, is provided for an aircraft manufacturing facility supplied by General Dynamics, progressing gradually
Saim Diiek (President and General Manager) and auxiliary buildings. towards local manufacture. The joint venture manufactur-
Gen Fuat Aydogan (Retd) Following selection of the General Dynamics F-16 in ing company will be known as Tusas Aerospace Industries
Gen Ahmet Cesur (Retd) 1983 as the new fighter aircraft for the Turkish Air Force, Inc, and will be owned by Turkish interests (SKr), Gen-
Gen Kani Madasoglu (Retd) construction of this new facihty began in 984 and is due to
1 eral Dynamics (42 'r) and the selected engine manufac-
Sadullah Aygun be completed in 1986. Co-production will be carried out turer (Pratt & Whitney or General Electric, T^i).

UNION OF SOVIET SOCIALIST REPUBLICS

ANTONOV
This design bureau, based at Kiev, is named after its

founder, Oleg Konstantinovich Antonov who, after estab-

lishing his reputation with a series of successful glider and
sailplane designs, became one of the Soviet Union's lead-
ing designers of transport aircraft, particularly those types
intended for short field operation. He died on 4 April
1984, at the age of 78.

ANTONOV An-2
NATO reporting name: Colt
Following manufacture of the An-2M specialised
agricultural version of this large single-engined biplane, in

the mid-sixties, production of the An-2 came an end in

to
the Soviet Union. Details of the various versions that were
built can be found in the 1971-72 Jane's.
Several versions of the An-2 will continue in production
under licence in Poland until 1985 (see WSK-PZL Mielec
entry). Others have been built at Harbin and elsewhere, in
China, under the Chinese designation Y-5.

ANTONOV An-3
It was first reported in the Spring of 1972 that the
Antonov design bureau was engaged on design studies for
Antonov An-3 agricultural biplane (Glushenkov TVD-20 turboprop engine)
a turboprop development of the An-2 biplane (see
WSK-PZL Mielec in Polish section). Designated An-3, turboprop engine, driving a slow turning large-diameter of Jane's. The aircraft shown in an accompanying illust-
the aircraft was intended specifically for agricultural duties propeller optimised for an aircraft operating speed of ration this year differs externally from the standard An-2
and was then expected to compete with the Polish turbo- 75-97 knots (140-180 km/h; 87-1 12 mph). He added that in having a longer and slimmer nose, housing a 1,081 kW
fan engined WSK-Mielec M-15 as the next generation an important feature was the ability of the turboprop to (1,450 ehp) Glushenkov TVD-20 turboprop, and short
agricultural aircraft for use throughout the countries of ensure adequate cockpit air-conditioning, with clean air at plugs inserted immediately fore and aft of the wings to
easternEurope and the Soviet Union. 18-20°C, during operation in ambient temperatures of lengthen the fuselage. It can be equipped for either dusting
At the 1979 Paris Air Show, Mr Oleg Antonov 40-45°C. or spraying. The chemical spraytank is reported to have a
emphasised his continued interest in agricultural aircraft, A photograph of the An-3 prototype (CCCP-30576) capacity of 2,200 litres (484 Imp gallons), representing an
and confirmed that a prototype of the An-3 had been under test was released to the East European press in 1979 increase of more than 50 per cent over that of the An-2;
produced by retrofitting an An-2 with a Glushenkov and was reproduced in the 1982-83 and previous editions the cost of spraying each hectare of land is reduced by 25
to 30 per cent.
An-3 were proceeding with renewed
State trials of the
urgency in 1982, following rejection of the M-15 in the
Soviet Union. Series production will be undertaken at
WSK-PZL Mielec, in Poland, as a follow-on to licence
manufacture of the An-2.
Dimensions, external: As for An-2, except:
Length overall 14-33 m (47 ft in)
Weight:
Max T-O weight 5,800 kg (12,787 lb)
Performance:
Normal cruising speed 97 knots (180 km/h; 112 mph)
Rate of climb at S/L with max payload
240 m (785 ft)/min

ANTONOV An-12
NATO reporting name: Cub
More than 900 An-12 freighters were built for military
and civil use before production ended in the Soviet Union
in 1973. Versions in service with the Soviet air forces, and
identified by NATO reporting names, are as follows:
Cub-A. Standard Soviet military paratroop and freight
transport since 959. At peak strength, many hundreds of
1

Cub-As' could carry two full army divisions, totalling

14,000 men and their equipment, over a radius of 65 nm 1

(1,207 km; 750 miles). In 1984, about 375 'Cub-As',

designated An-12BP in the LISSR, continued in service
with the VIA (Military Transport Aviation) force,
Three-view drawing of Antonov An-3 turboprop agricultural aircraft H'lloi Press) although replacement with llyushin Il-76s started in 1974.
206 USSR: AIRCRAFT — ANTONOV

Electronic intelligence version of the Antonov An-12 known to NATO as 'Cub-B', with investigating F-104G of Royal Norwegian Air Force

Another 200 An-1 2s and ll-76sare eiperaled nominally by

Aeroflot. forming an immediately available reserve milit-
ary transport force. An-12s are also operated by the air
forces of Algeria, China, Ethiopia, India. Iraq. Malagasy
Republic, Poland, Syria and Yugoslavia. Current Soviet
Air Force An- 12s have a larger undernose radome than
that originally htted. Civil An-1 2s serve with CAAC
(China), Polish Airlines (LOT). Balkan Air and Air
Guinee, as well as Aeroflot, Cub-A" has a tail gunner's
position. In the rehned commercial production version,
hrst demonstrated at the 1 965 Paris Air Show the turret is ,

removed and replaced by a streamline fairing.

China is building, at the Hanzhong factory near Xian. its
own version of the An-12BP. Known as the Y-8. this is
listed in the Chinese section.
Cub-B. Conversion of 'Cub-A" for electronic intellig-
ence (elint) duties with Soviet Naval Air Force. Examples
photographed over international waters by the crews of
Swedish and Norwegian combat aircraft each had four
additional blister fairings under forward and centre fusel-
age, plus other antennae. About 10 produced.
Cub-CandD. A totalof about 40 of these versions, with
ditlenng equipment, are used by Soviet Air Force and
Navy for ECM
duties. 'Cub-C has ogival 'solid" fuselage
tailcone, housing electronic equipment, instead of gun Prototype ASW variant of An-12 with nose radome and modified tailcone
position. 'Cub-D' has large blister fairing on each side of
fuselage forward of landing gear fairing, and conventional
tail turret. Reported to have several tons of electrical

generation, distribution and control gear in cabin, and

palletised jammers for at least Hve wavebands faired into
belly, plus ECM dispensers. Glazed nose and undernose
radar of other versions retained.
Cub- Prototype
. ASW
variant for evaluation by Soviet
Naval Air Force. Long and slim radome, similar in
appearance to that of Be- 12, on nose. Long ogival tailcone
aft of turret.
The following abbreviated details apply to the standard
Soviet built military An-12BP transport. A full descrip-
tion can be found in the 1979-80 Jane's.
Type: Four-engined cargo transport.
Power Plant: Four 2,983 kW (4,000 ehp) Ivchenko
A1-20K turboprops. driving AV-68 four-blade
reversible-pitch propellers. All fuel in 22 bag tanks in
wings, total normal capacity 13,900 litres (3,058 Imp
gallons). Max capacity 18,100 litres (3,981 Imp gal-
lons).
Accommodation; Pilot and co-pilot side by side on flight
deck. Engineer's station on starboard side, behind co-
pilot. Radio operator in well behind pilot, facing out-
ward. Navigator in glazed nose compartment. Rear
gunner in tail turret. Crew door on port side forward of
wing. Access to freight hold via ramp-door at rear,
under upswept rear fuselage. Ramp-door is divided into ECM version of the Antonov An-12 (Cub-C), operated temporarily in Egyptian Air Force insignia
two longitudinal halves, which can be hinged upward
inside cabin to provide access for direct loading of Tailplane span 12-20 m (40 ft O'm m) Weiohts:
from trucks. Undersurface of fuselage aft ot
freight Wheel track 5-42 m
(17 ft 9V2 in) Weight empty 28.000 kg (61,730 1b)

ramp is formed by door which hinges upward into fusel- Wheelbase 10-82 m (35 ft 6 in) Max payload 20,000 kg (44,090 lb)

age to facilitate loading and unloading. Equipped to Propeller diameter 4-50 m (14 ft 9 in) Normal T-O weight 55,100 kg (121.475 lb)

carry 1 00 paratroops, all of whom can be despatched in Rear loading hatch: Length 7-70 m
(25 ft 3 in) Max T-O weight 61.000 kg (134.480 lb)

under one minute, with ramp-doors folded upward. Width 2-95 m (9 ft 8 in) Pereormanie:
Armament: Two 23 mm NR-23 guns in tail turret. Dimensions, internai : Max level speed 419 knots (777 km/h; 482 mph)
Dimensions, externa! :
Cargo hold: Length 13-50 m (44 ft 3V2 in) Max cruising speed 361 knots (670 km/h; 416 mph)
Wing span 38-00 m (124 ft 8 in) Max width 3-50 m (11 ft 53/4 in) Min flying speed 88 knots (163 km/h; 101 mph)
Wing chord (mean) 3-452 m (11 ft 4 in) Max height 2-60 m (8 ft 6'/4 in) Landing speed 108 knots (200 km/h; 124 mph)
Wing aspect ratio 1 1 -85 Volume 97-2 m' (3.432-6 cu ft) Max rate of climb at S/L 600 m (1,970 ft)/min
Length overall 33-10 m (108 ft V'A in) Area: Service ceiling 10,200 m (33,500 ft)
Height overall 10-53 m (34 It 6Vj in) Wings, gross 121-70 m- (1.310 sq ft) T-O run 700 m (2,300 ft)
 ANTONOV — AIRCRAFT: USSR 207

Landing run 500 m ( 1 ,640 ft)

Range with max payload

1.942 nm (3,600 km; 2,236 miles)
Range with max fuel
3,075 nm (5,700 km; 3,540 miles)

ANTONOV An-22 ANTHEUS

NATO reporting name; Cock
The prototype ot this very large transport aircraft flew
tor the hrst timeon 27 f-ebruary 1965. About 55 produc-
tion aircraft remain in service with the Soviet Air Force
and Aeroflot, which uses the aircraft primarily tor military
support duties. Deliveries were completed during 1974,
but the diminishing force of An-22s provides the only
Soviet transports capable of airlifting tanks as large as the
T-62, pending the introduction into service of the An-400
(NATO -Condor).
Details of most of the 27 FAl conHrmed records for
payload to height, and speed with payload, held currently
by the An-22 can be found in the 1979-XO June's. A
structural description can be found in the 19t<2-M3 and
earlier editions.
Type: Long-range heavy turboprop transport.
Power Plant: Four 1,1K6 kW (15,000 shp) Kuznetsov
1

NK-12MA turboprop engines, each driving a pair of

four-blade contra-rotating propellers.
Accommodation: Crew ot hve or six. Navigator's station
in nose. Cabin tor 28-29 passengers aft of flight deck,
separated trom main cabin by bulkhead containing two Antonov An-12BP ('Cub-A') four-turboprop general purpose military transport aircraft {I'llat I'ress)
doors. Uninterrupted main cabin, with reinforced
titanium floor, tiedown fittings and rear loading ramp. Wticins: ANTONOV An-26
When ramp lowers, a large door which forms the under- Weight empty, equipped 114,000 kg (251,325 lb)
NATO reporting name: Curl
side of the rear fuselage retracts upward inside fuselage Max payload KO.OOO kg (176,350 lb)
First displayed in public at the 1969 Paris Air Show, the
to permit easy loading of tall vehicles. Rails in roof of Max fuel 43,000 kg (94,800 lb)
An-26 IS generally similar to the earlier An-24RT
cabin for four travelling gantries continue rearward on Max T-O weight 250,000 kg (551,160 lb)
specialised freighter, with an auxiliary turbojet in the star-
underside of this door. Two winches, used in conjunc- Peri-ormance:
board engine nacelle, but has more powerful A1-24T
tion with the gantries, eachhave a capacity ot 2.500 kg Max level speed 399 knots (740 km/h; 460 mph)
turboprop engines and a completely redesigned rear
(5.500 lb). Door in each landing gear fairing, forward of T-O run 1,300 m (4,260 tt)
fuselage ot the beavcr-tail' type. This embodies Gleg
wheels, tor crew and passengers. Landing run 800 m (2,620 tt)
Antonov's special type ot loading ramp, which forms the
Dimensions, external: Range with max fuel and 45.000 kg (99,200 lb)
underside ot the rear fuselage when retracted, in the usual
Wing span 64-40 ni (21 ft 4 in) 1
payload 5,905 nm (10,950 km; 6,800 miles)
way. but can be slid forward under the rear o\ the cabin to
Length overall approx 57-92 m (190 ft in) Range with max payload lacilitate direct loading, or when the cargo is to be air-
Height overall 12-53 m (41 ft 1'2 in) 2,692 nm (5.000 km; 3.100 miles)
dropped.
Propeller diameter 6-20 m (20 tt 4 in)
Dimensions, internai :
ANTONOV An-24 There are two versions:
NATO An-26. Original version, with electrically/manually
Mam cabin: Length 33-0 m (10« ft 3 in) reporting name: Coke
operated conveyor built in flush with cabin floor to facili-
Max width 4-4 m (14 ft 5 in) Production ot the An-24 in the Soviet Union ended in
4-4 m (14
tate movement of freight.
Max height ft 5 in) 1978, after about 1,100 had been delivered. A version
An-26B. Improved version, announced in 1981 Equip- .

Area: known as the Y-7 (which see) continues in production at

ped to carry three standard freight pallets, each 2-438 m (8
Wings, gross 345 m- (3,713 sq tt) Xian in China.
It) long, 46 m (4 It 9'/2 in) wide and
1 60 m (5 ft 3 in) 1

high, with a total weight ot 5,500 kg ( 1 2,1 25 lb). Rollgangs

on floor, mechanism to move the pallets, and moorings,
enable two men to load and unload all three pallets m 30
min. Rollgangs can be stowed against sides ot cabin when
not required.
Although intended primarily for cargo carrying, the
An-26 can be adapted easily for passenger, ambulance or
paratroop transport duties. Production was continuing in

1982.
An-26s serve with, or are believed to have been ordered
by, the Afghan. Algerian. Angolan, Bangladesh, Benin,
Bulgarian, Chinese, Congolese, Cuban, Czechoslovak.
East German, Ethiopian, Guinea-Bissau. Hungarian,
Iraqi,Lao, Malagasy. Mozambique, Nicaraguan, Peru-
vian, Polish, Romanian, Somali, Syrian, Tanzanian,
Yugoslav, Zambian and Soviet Air Forces. Those oper-
ated by the Angolan government forces are reported to
have been used also for bombing missions. Aeroflot has
more than 200; Angola Airlines, Syrianair and Tarom of
Romania each have four.
Type: Twin-turboprop pressurised short-haul transport.
Wings: Cantilever high-wing monoplane, with 2°
anhedral on outer panels. Incidence 3°. Sweepback at
quarter-chord on outer panels 6° 50'. All-metal two-
spar structure, built in hve sections: centre-section, two
inner wings and two detachable outer wings. Wing skin
is attached by electrical spot welding. Mass balanced

Antonov An-22 Antheus long-range heavy transport aircraft (Hiloi Press) servo compensated ailerons, with large trim tabs of

Antonov An-22 Antheus long-range heavy transport aircraft (four Kuznetsov NK-12MA turboprop engines) (7(;vs^
208 USSR: AIRCRAFT — ANTONOV
I

One of a batch of five Antonov An-26 transports which passed through Gatwick Airport, en route to Cuba (Austin J. Brown)

glassfibre construction. Hydraulically operated Fowler

flaps along entire wing trailing-edges inboard of un-
powered ailerons; single-slotted flaps on centre-section,
double-slotted outboard of nacelles. Servo tab and
electrically operated trim tab in each aileron. Thermal
de-icing system.
Fuselage; All-metal semi-monocoque structure in front,
centre and rear portions, of bonded/welded construc-
tion. Skin on lower portion of fuselage is made of
'bimetal' (duralumin-titanium) sheet for protection dur-
ing operations from unpaved airfields.
Tail Unit; Cantilever all-metal structure, with ventral fin
strake on each side of rear ramp. 9° dihedral on tail-
plane. All controls manually operated. Manually oper-
ated trim tab in each elevator. Electrically operated
combined trim/servo tab in rudder. All leading-edges
incorporate thermal de-icing system.
Landing Gear; Hydraulically retractable tricycle type,
with twin wheels on each unit. Emergency extension by
gravity. All units retract forward. Shock absorbers of
oleo-nitrogen type on main units; nitrogen-pneumatic
type on nose unit. Mainwheel tyres size 1,050 x 400,
pressure 5-86 bars (85 Ib/sq in). Nosewheel tyres size
700 X 250, pressure 3-93 bars (57 Ib/sq in). Mainwheels
fittedwith hydraulic disc brakes and anti-skid units.
Nosewheels can be steered hydraulically through 45°
each side while taxying and are controllable through
±10° during take-off and landing.
Power Plant: Two 2,103 kW (2,820 ehp) Ivchenko Antonov An-26 twin-turboprop short-haul transport (Pilot Press)

A1-24VT turboprop engines, each driving a four-blade pressure differential 0-29 bars (4-27 Ib/sq in). Mam and Loading hatch (rear); Length 3-40 m (11 ft 1% in)
constant-speed fully-feathering propeller. Electric emergency hydraulic systems, pressure 151-7 bars Width at front 2-40 m (7 ft 101/2 in)
de-icing system for propeller blades and hubs; hot air (2,200 Ib/sq landing gear retraction, nosewheel
in), for Width at rear 2-00 m (6 ft 6% in)
system for engine air intakes. One 7-85 kN 1 ,765 lb st)(
steering, flaps, brakes, windscreen wipers, propeller Height to sill 1 -47 m
(4 ft 9y4 in)
RU 19A-300 auxiliary turbojet in starboard nacelle for feathering and operation of cargo ramp and emergency Height to top edge of hatchway
use, as required, at take-off, during climb and in level escape doors. Handpump to operate doors only and 3-014 m (9 ft 10% in)
flight, and for self-contained starting of main engines. build up pressure in main system. Electrical system Emergency exit (in floor at front);
Fuel load 5,500 kg (12,125 lb), contained in integral
includes two 27V DC
starter/generators on engines, a Length 102 m (3 ft 4y4 in)
tanks in inner wings and ten bag tanks in centre-section. standby generator on the auxiliary turbojet, and three Width 0-70 m (2 ft 3y2 in)
Pressure refuelling socket in starboard engine nacelle. storage batteries for emergency use. Two engine driven Emergency exit (top):
Gravity fuelling point above each tank area. Carbon alternators provide 115 V 400Hz single-phase AC sup- Diameter 0-65 m (2 ft 1 V2 in)
dioxide inert gas system to create fireproof condition ply, withstandby inverter. Basic source of 36V 400Hz Emergency exits (one each side of hold):
inside fuel tanks. three-phase AC supply is two inverters, with standby Height 0-60 m (1 ft 11% in)
Accommodation; Basic crew of five (pilot, co-pilot, radio transformer. Permanent oxygen system for pilot, instal- Width 0-50 m (1 ft 7y2 in)
operator, flight engineer and navigator), with station at led equipment for other crew members and three port- Dimensions, internal:
rear of cabin on starboard side for loading supervisor able bottles for personnel in cargo hold. Cargo hold: Length of floor 11-50 m (37 ft 8% in)
or load dispatcher. Electric de-icing system for Avionics and Equipment; Standard com/nav avionics Width of floor 2-40 m (7 ft 10y2 in)
windscreens. Toilet on port side aft of flight deck; crew comprise two VHF transceivers, HF, intercom, two Max height 1-91 m (6 ft 3 in)
door, small galley and oxygen bottle stowage on star- ADF, radio altimeter, glidepath receiver, glideslope Areas:
board side. Emergency
escape hatch in door receiver, marker beacon receiver, weather/navigation Wings, gross 74-98 m^ (807-1 sq ft)

immediately aft of flight deck. Large downward hinged radar, directional gyro and flight recorder. Optional Horizontal tail surfaces (total) 19-83 m' (213-45 sq ft)
rear ramp/door, which can also slide forward under equipment includes a flight director system, astro- Vertical tail surfaces (total, incl dorsal fin)
fuselage for direct loading on to cabin floor or for air- compass and autopilot. Standard operational equip- 15-85 m' (170-61 sq ft)

dropping of freight. Electrically powered mobile winch, ment includes parachute static line attachments and Weights:
capacity 2,000 kg (4,409 lb), hoists crates through rear retraction devices, tiedowns, jack to support ramp sill, Weight empty 15,020 kg (33,113 lb)
entrance and runs on a rail in the cabin ceiling to pos- flightdeck curtains, sun visors and windscreen wipers. Normal payload 4,500 kg (9,920 lb)
ition payload in cabin. Electrically and manually oper- Optional items include a navigator's observation blister Max payload 5,500 kg (12,125 lb)
ated conveyor, capacity 4,500 kg (9,920 lb), built-in on port side of flight deck, OPB-IR sight for pinpoint Normal T-O and landing weight 23,000 kg (50,706 lb)
flush with cabin floor of original An-26, facilitates load- dropping of freight, medical equipment, and liquid heat- Max T-O and landing weight 24,000 kg (52,91 1 lb)
ing and airdropping of freight. An-26B has removable ing system. Performance (at normal T-O weight):
rollgangs, mechanism for moving pallets inside hold, Dimensions, external; Cruismg speed at 6,000 m (19,675 ft)
and moorings (see introductory notes). Both versions Wing span 29-20 m (95 ft 9y2 in) 237 knots (440 km/h; 273 mph)
can accommodate a variety of motor vehicles, including Wing aspect ratio 117 T-O speed 108 knots (200 km/h; 124 mph) CAS
GAZ-69 and UAZ-469 military vehicles, or cargo Length overall 23-80 m (78 ft 1 in) Landing speed 102 knots (190 km/h; 118 mph) CAS
Items up to 1-50 m (59 in) high by 210 m (82-6 in) wide. Height overall 8-575 m (28 ft 1 'A in) Max rate of climb at S/L 480 m (1,575 ft)/min
Height of rear edge of cargo door surround above the Width of fuselage 2-90 m (9 ft 6 in) Service ceiling 7,500 m (24,600 ft)
cabin floor is l-50m (4 ft 1 1 in). Cabin is pressurised and Depth of fuselage 2-50 m (8 ft 2y2 in) T-O run, on concrete 780 m (2,559 ft)
air-conditioned, and is fitted with a row of tip-up seats Tailplane span 9-973 m (32 ft 8% m) T-O to 15 m (50 ft) 1,240 m (4,068 ft)

along each wall to accommodate a total of 38 to 40 Wheel track (c/1 shock struts)m (25 11 7-90 ft in) Landing from 15 m (50 ft) 1,740 m (5,709 ft)
persons. Conversion to troop transport role, or to an Wheelbase 7-651 m (25 'A ft 1 in) Landing run, on concrete 730 m (2,395 ft)
ambulance 24 stretcher patients and
for a medical Propeller diameter 3-90 m (12 9y2 ft in) Min ground turning radius 22-3 m (73 ft 2 in)
attendant, takes 20 to 30 min in the field. Propeller ground clearance 1-227 m (4 ft OVi in) Range with max payload, no reserves
Systems; Air-conditioning system uses hot air tapped Crew door (stbd, front): Height 1-40 m (4 7 ft in) 594 nm (1,100 km; 683 miles)
from the 10th compressor stage of each engine, with a Width 0-60 m (1 11% ft in) Range with max fuel, no reserves
heat exchanger and turbocooler in each nacelle. Cabin Height to sill 1-47 m (4 9% ft in) 1,376 nm (2,550 km; 1,584 miles)
 ANTONOV — AIRCRAFT: USSR 209

ANTONOV An-28
NATO reporting name: Cash
Responsibility for An-28 production has been allocated
to the WSK-PZL Mielec works in Poland (see Polish
section).
ANTONOV An-30
NATO reporting name: Clank
Described as the hrst specialised aerial survey aeroplane
produced in the Soviet Union, the An-30 was developed
from the An-24RT and An-26 twin-turboprop transports,
to which It is generally similar. The major modihcations
are made to the nose, which is extensively glazed to give
the navigator a wide Held of view, and to the flight deck,
which is raised to improve the pilots' view and increase the
size of the navigator's compartment. There are fewer win-
dows in the main cabin, which contains a darkroom and Antonov An-30 aerial survey development of the An-24 twin-turboprop transport (M. D. Wesi)
film storage cupboard, as well as survey cameras and a
control desk. Other amenities include a toilet, buffet and
crew rest area with armchairs and couches. All accom- Dimensions, external: T-O run on concrete 710 m (2,330 ft)

modation is pressurised and air-conditioned. Wing span 29-20 m (95 ft 9 '-2 in) Landing run on concrete 670 m (2,198 ft)

Photography can be automatic or semi-automatic it Wing aspect ratio I I -4 Range with max fuel, no reserves
required, but two photographer/surveyors are normally Length overall 24-26 m (79 7 ft in) 1,420 nm. (2,630 km; 1,634 miles)
carried, in addition to a flight crew of Ave (pilot, co-pilot, Height overall 8-32 m (27 3V2 ft in)

flight engineer, radio operator and navigator). Tailplane span 9-09 m (29 ft 10 in)

For the primary task of air photography for map- Fuselage, nominal diameter 2-90 m (9 b'U ft in) ANTONOV An-32
Wheel track (c/1 of olcos) 7-90 m (25 11 ft in) Indian Air Force name: Sutlej
making, the An-30 is equipped with large survey cameras.
Wheelbase 7-65 m (25 PA ft in) NATO reporting name: Cline
These are mounted in the cabin above glazed apertures, of
which there are Ave. each covered by a door. A crew Propeller diameter 3-90 m (12 9V2 ft in) This pressurised short/medium-range transport, of
Propeller ground clearance 1-20 m (3 IIV4
ft in) which first details were released in May 1977, is a
photographer uncovers the apertures, as required, by
developed version of the An-26, with a generally similar
remote control from his desk in the aircraft. Areas:
74-98 m' (807-1 sq airframe, except for having triple-slotted trailing-edge
Standard equipment includes radio topographic dis- Wings, gross ft)
flaps, automatic leading-edge slats, much enlarged ventral
tance measuring equipment and a radio altimeter, with Horizontal tail surfaces (total)
fins and a full span slotted tailplane.
recordmg units. The pre-programmed flight path of the 17-23 m- (185-46 sq ft)

aircraft over the area to be photographed is fed into an Vertical tail surfaces (total, incl dorsal fin)
Two versions are available, differing only in the type of
Ivchenko AI-20M turboprop engine fitted, as follows:
onboard computer, controlled from the navigator's sta- 15-85 m' (170-61 sq ft)

tion, which maintains the correct speed, altitude and direc-

An-32/AI-20M. With two A1-20M engines, each rated
Weights: at 3,1 28 kW (4,1 95 ehp), for operation in moderate clim-
tion of flight throughout the mission. The cartographic
Basic operating weight 15,590 kg (34,370 lb)
atic conditions.
An-30 has an AFA-41/7-5 wide-angle camera, in a Weight of photography equipment
aerial
TAU-M gyro-stabilised mounting, over No. 1 aperture; An-32/AI-20DM. With two AI-20DM engines, each
650 kg (1,433 lb)
ratedat 3,862 kW (5,180 ehp), for operation under high
and an A54/50-FK long focal length camera over No. 3 Max T-O and landing weight 23.000 kg (50,705 lb)
aperture, each mounted vertically. Two further A54/50- temperature conditions, or from high altitude airfields.
FK cameras take oblique photographs at 28° to the verti- PFRhORMANC E: The large increase in power compared with the An-26 is

port and starboard, through Nos. 4 and 5 apertures, Max speed

level 291 knots (540 km/h; 335 mph) intended specifically to improve take-oft performance,
cal,
and an SL)-5 lightmeter is positioned over No. 2 window. Cruising speed at 6,000 m (19,685 ft) service ceiling and payload. Thus, the hot and high' ver-

One photogrammetric version has a vertically mounted 232 knots (430 km/h; 267 mph) sion with A1-20DMengines is able to operate from
Landing speed 95 knots (175 km/h; 109 mph) airfields4.000-4,500 m 3, 125-14, 750j;t) above sea level
AFA-41/7-5 camera in a TAU-M mount and an AFA- ( 1

Service ceiling: in an ambient temperature of ISA4- 25°C, and can trans-

41/10 or AFA-41/20 camera in a Hxed vertical mount.
Another has the same installation without the gyroscopic with APU operating 8,300 m (27,230 ft) port 3 tonnes of freight over a 594 nm (1,100 km; 683
mounting. A fourth variation offers an AFA-41/7-5 and without APU 7,300 m (23,950 ft) mile) stage length, with fuel reserves. The overwing
an AFA-42/20, both in Hxed mountings.
If required, the cameras can be replaced by other kinds

of survey equipment, such as those used for mineral pros-

pecting or for microwave radiometer survey, which meas-
ures the heat emission of land and ocean to obtain data on
ocean surface characteristics, sea and lake ice, snow cover,
flooding, seasonal vegetation changes, and soil types.
The power plant comprises two 2,103 kW (2,820 ehp)
Ivchenko AI-24VT turboprop engines, with water injec-
tion, each driving an AV-72T four-blade constant-speed
fully-feathering and reversible-pitch propeller. Main
engines are supplemented by a 7-85 kN (1,765 lb st) RU
19A-300 auxiliary turbojet in the rear of the starboard
engine nacelle. The latter is used for engine starting, and
for take-off, climb and cruise power in the event of failure
of the primary power plant. Max fuel capacity is 6,200
litres(1,364 Imp gallons).
The An-30 can be converted into a transport aircraft by
placing cover plates over the camera apertures. It retains
the standard An-24 cabin door, on the port side of the
fuselage at the rear, together with the standard forward
freight compartment door on the starboard side and the
load hoisting/conveying system.
The prototype An-30 flew for the first time in 1974.
Operators include Balkan Bulgarian Airlines and the
Romanian Air Force, which has three. At least ten have
been reported in Aeroflot markings. Antonov An-32 short/medium-range transport (two Ivchenko AI-20M turboprop engines) (Pilot Press)

Antonov An-32/AI-20DM, a version of the An-26 transport with a major increase in engine power for take-off from 'hot and high' airfields
210 USSR: AIRCRAFT — ANTONOV
localuin lit the engines requires nacelles ot considerable
ANTONOV An-72 had two large outward canted ventral fins, one on each side
depth, as the main landing gear units continue to retract at the rear of its ramp-door, aft of which the fuselage
NATO reporting name; Coaler
into the undcrwing portions. tailcone was made up of two petal airbrakes. By compari-
A rear loading hatch and torward-sliding ramp-door, Two prototypes of this twin-turbofan STOL transport son, the An-72 (CCCP-83966) shown in Pans in 1 979 had
similar to those ot the An-26, are retained, as well as a were built, plus a third airframe for static testing. First a flattened 'beaver tail' aft of two outward hinged clam-
hoist, capacity 2.000 kg (4,409 lb), to facilitate handling ot photographs of one of these aircraft (CCCP-19774) were shell doors and a simple downward hinged ramp-door (see
the maximum payload ot more than 6 tonnes ot treighl. released by the Soviet Tass news agency shortly after the 1980-81 Jane's). Mr Antonov suggested that this
Cargo or vehicles can be airdropped by parachute. The hrst flight ot an An-72 on 22 December 1 977. By the time arrangement might be superseded on production aircraft
air-conditioned and pressurised accommodation enables of the 1979 Paris Air Show the two An-72s had logged a by a special ramp-door of the kind htted to the An-26.
alternative payloads to include 39 passengers or 30 total of just over 1.000 h in about 300 flights, and were which can be hinged down conventionally to allow
parachutists, on a row ot tip-up seats along each cabin described by the late Mr Antonov as "progressing faster wheeled or tracked vehicles to be driven into the hold or.
wall, or 24 stretcher patients and a medical attendant; the than the An-28", which was enter production at
itself to alternatively, can slide forward under the fuselage to per-
normal crew of hve comprises pilot, co-pilot. navigator, Mielec in Poland. mit direct loading from a truck. Publicity material distri-
radio operator and flight engineer. Design features of the An-72 make it uniquely suited to buted at the 1 98 1 Pans Air Show described and illustrated
Low pressure tyres (of the same sizes as those on the Its primary role, as a STOL replacement for the turboprop this sliding ramp arrangement as standard (see accom-
An-26) permit operation from unpaved strips; and the An-26. with the emphasis on freight carrying. Its low panying illustration). It also stated that each mam landing
high position of the engmes reduces the possibility of stone pressure tyres and multi-wheel landing gear enable it to gear leg would carry twin wheels on production aircraft.
or debris ingesticin. ATG-16M APU, housed in the rearot operate from unprepared airhelds. or from surfaces compared with single wheels on early aircraft.
the starboard landing gear fairing, helps to make the covered with ice or snow; and the high-set engines avoid Particular care was taken to ensure easy handling of the
An-32 independent ground servicing equipment by
of problems caused by foreign object ingestion. The exhaust An-72 in the air, and the designer commented that the
providing onboard engine starting capability at airhelds up efflux IS ejected over the upper surface ot the wing and had proved outstanding in this respect. Its Doppler
aircraft
to 4,500 m (14,750 ft) above sea level. down over the very large multi-slotted flaps. By taking based automatic navigation system, linked to an onboard
Only a single prototype of the An-32 had been built by advantage of the so-called 'Coanda effect', which causes computer, is preprogrammed before take-off on a push-
mid- 1980. It was exhibited at the 1977 Pans Air Show; at the airflow to 'attach to' the extended flaps, a considerable button panel to the right of the large cockpit map display.
the 1979 Show. Mr Antonov commented that production increase in lift can be achieved. Failure warning panels above the windscreen display red
would be undertaken only if sufficient orders were Aircraft exhibited to date in the West have been htted lights for critical failures, yellow lights for non-critical
received in advance to justify such a move. The hrst order with deflector doors on each side at the rear ot each engine failures, to minimise the time that needs to be spent on

was foreshadowed in December 980, when India's Prime

1
nacelle, to 'spread' the exhaust flow for maximum effec- monitoring instruments and equipment.
Minister, Mrs Indira Gandhi, stated in answer to a par- tiveness during take-off and landing. Mr Antonov was not During November/December 1983. three pilots.
liamentary question that An-32s would replace C-1 19s in convinced that so small a transport has much to gam from Marina Popovich, Alexander Galunenko and Sergei Mak-
the Indian Air Force. At thai stage, it was anticipated that such complications, which may be omitted from produc- simov, operating in pairs, set a total ot 6 official records in
1

many of the required total of 95 An-32s (with the more tion An-72s. an An-72. In class Clj (20,000-25.000 kg), they climbed
powerful A1-20DM engines) would be manufactured by To ensure optimum versatility and efhciency, the rear to 3,000 m in 2 mm
2-7 s. to 6.000 m in 4 mm
531 s. to
HAL at Kanpur. By the time the order was conhrmed by loading doors have undergone considerable rehnement 9.000 m in 9 min 38 s. to 12.000 m in 18 mm
1-2 s. to an
the Indian parliament, in early 19S2. it had been decided since 1977. The original prototype (see 1978-79 Jane's) absolute record height of 13.440 m (44.095 ft), to 13,080
to acquire all the aircraft directly from the USSR, with
only instruments and avionics ot Indian manufacture.
Deliveries began on 11 July 1984. when three An-32s
(named Sutlej after a Punjabi river) were delivered to
Agra for use by the paratroop training school. Five
medium transport squadrons ot the Indian Air Force will
also be re-equipped with An-32s during 1984-86. Other
orders are reported to have been received from Cape
Verde, Sao Tome and Principe, and Tanzania.
Dimensions, external and internal;
As for An-26, except;
Length overall 23-68 ni (77 ft K'4 in)
Height overall 8-75 m (28 ft 8'/2 in)

Tailplane span 10-24 m (33 ft 7 in)

Propeller diameter 4-70 m (15 ft 5 in)
Weicht;
Max payload 6,70(1 kg (14,770 lb)
Max TO weight 27,000 kg (59,525 lb)
Performance (A1-20DM engines);
Normal cruising speed 286 knots (530 km/h; 329 mph)
Optimum cruising height 8.000 m (26.250 ft)

Service ceiling 9.000 m (29.525 ft)

Service ceiling, one engine out 5.000 m (16,400 ft)

T-O run 760 m (2,495 ft)

Landing run 470 m (1.542 ft)

Range with max payload, 45 mm reserves

432 nm (800 km; 497 miles)
Range with max fuel, 45 min reserves Second prototype of the Antonov An-72 (two Lotarev D-36 turbofan engines), with scrap view of rear fuselage
1.188 nm (2.200 km, 1,367 miles) of first prototype (I'l/ol Hress)

Antonov An-72 twin-turbofan STOL transport in landing configuration

 ANTONOV — AIRCRAFT: USSR 211

This illustration from a 1981 brochure shows the rear ramp of the An-72 slid
forward under the fuselage for direct loading. The landing gear retains the An-72 after touchdown, with thrust reversers erected and flaps extended
original single-wheel main units I A 11 I'orlnulsj

(42,yi3 It) with ;i 1.000 kg payload. I."!.0y0 m (42.946 6374 kN WriGins:

m Ian engines, each rated at (14,330 lb st).

ft) with 2.000 kg. and with a record payload ot 3,528 kg Integral fuel tanks between spars of outer w ings. Thrust Max payload: Normal 10,000 kg (22,045 lb)

(7,778 lb) to a height of 2,000 m. Corresponding records reversers standard. STOL 3.500 kg (7,715 lb)
Max T-O weight: Irom 1,000 m (3,280 It) runway
in class C k (25,000-35,000 kg) included climb to 3.000 m
1 A( toMMODATioN: and co-pilot/navigator side by side
Pilot
in 2 min 33-6 s, to 6,000 m in 5 min 9 s, to 9,000 m in 1 on very roomy flight deck, with heated windows. Two 26,500 kg (58,420 lb)

min 54-3 s, to 12,000 m in 27 mm

25-4 s, to an absolute windscreen wipers. Flight engineer's seat, at rear on Irom 1,200 111 (3.935 It) runway
record height ot 12,400 m (40,682 ft), to 12,270 m starboard side, slides forward on tracks to position bet-
30,500 kg (67,240 lb)

(40,256 ft) with a 2,000 kg payload, ,3S0 m (37,336 ft)

1 1 ween and slightly alt ol pilots, to give access to controls Irom 1.500 m (4,925 It) runway
33,000 kg (72,750 lb)
with 5,000 kg, and with a record payload of 8,064 kg on central console. Main cabin designed primarily tor
(17,778 lb) to a height ol 2,000 ni. The D-36 turbolans treight, but with lolding seats lor 32 passengers along Peri()rman( 1;:

lifted to the record breaking aircraft were each said to be side walls and provision lor carrying 24 casualties and Max level speed 410 knots (760 km/h; 472 mph)
rated at only 58-84 kN (13,227 lb st). attendant in ambulance conliguration. Flight deck and Max cruising speed 388 knots (720 km/h: 447 mph)
The last An-72s seen in the West (CCCP- 19795 at the cabin pressurised and air-conditioned. Large downward T-O speed with light load 8 knots 50 km/h; 94 mph 1 ( 1

1981 Paris Air Show and CCCP-72()00 at Farnborough in lunged and forward sliding rear ramp-door for loading T-O speed with heavier load
trucks and tracked vehicles, and for direct loading of 97 knots (180 km/h; 112 mph)
1984) were prototypes or pre-series aircraft, renumbered
hold from trucks. Mobile winch, capacity 2,500 kg Landing speed 89 knots (165 km/h; 103 mph)
for the occasion. The following details apply to the produc-
(5,510 lb), assists loading of containers up to 1-90 x Service ceiling 1,000 m (36,100 It)
I
tion version, as described in current publicity brochures
from Aviaexport: :.44 x 146 m (6 It 3 in x 8 ft x 4 It 9' 2 in) in size, Normal operating height

T\pe: Twin-turbotan light STOL transport. pallets -90 x 2-42 x

1 46 m (6 It 3 in x 7 ft
j in x 4 ft I I
8,000-10,000 m (26,250-32,800 It)

Wings: Cantilever high-wing mon<iplane, with 7 sweep- 1

9' 2 and other bulky items. Cargo straps and
in) in size, T-O run 470 m ( 1 ,542 It)

nets are stowed in lockers on each side of hold w hen not T-O run, one engine out 1,200 m (3,940 ft)
back on leading-edges and straight trailing-cdgcs.
in use. Provision for building roller conveyors into floor. Range with max payload, 30 mm reserves
Multi-spar structure. Short chord centre-
constant
Main crew and passenger door at front of cabin on port 540 nm (1,000 km; 620 miles)
section, without dihedral or anhedral, mounted above
side. Small emergency exit and servicing door at rear of Range with max fuel. 30 min reserves
fuselage to avoid encroaching on internal space. Approx
cabin on starboard side. 2,050 nm (3,800 km; 2,360 miles)
10" anhedral on outer panels. Wing upper surface blow-
ing requires engines to be mounted above and forward SisiHMs: Air-conditioning system provides comfortable ANTONOV An-74
of wings, to exhaust over upper surface. Aft of nacelles, environment to altitude ol 10, 000 m (32,800 It), with In February 19X4, the Soviet newspaper I'liivdn reter-
wing skin, spoilers and flaps made of titanium. Hydraul- independent temperature control in flight deck and red to a new transport designated An-74,
aircraft,
ically actuated full span leading-edge flaps outboard of main cabin areas. It can be used to refrigerate main intended specilically tor operation in the Arctic and
nacelles, embodying thermal anti-icing. Wide span cabin w hen perishable goods are carried. Hydraulic sys- Antarctic regions. Llnlike the II- 8D turboprop transports 1

trailing-edge flaps, double-slotted inboard in exhaust tem for actuating landing gear, flaps, ailerons, variable used currently to carry men and equipment between
efflux, triple-slotted on outer panels. Normal T-O flap incidence tailplane and ramp. FJectrical system powers Leningrad and the Antarctic base ot Molodejnaya, the
setting 25-30°; max deflection 60°. Five-section spoilers auxiliary systems, flight deck equipment, lighting and An-74 has a wheel-ski landing gear for operation on snow
forward of flaps side; some sections opened
on each mobile hoist. Thermal de-icing system for leading-edges and ice landing strips. It appears to be a development ot
automatically on touchdown by sensors actuated by of wings and tail unit, engine air intakes and cockpit the An-72, as Fravdii described it as a STOL transport
weight on main landing gear. Conventional ailerons windows. powered by two Lotarev D-36 engines of 6,500 kg st
outboard of flaps, with tab in port aileron. AviONKS AND EoL'iPMrNi: Large radome over navig- (63-74 kN; 14,330 lb st), with a max T-O weight of about
Fuselage: Conventional all-metal semi-monocoque ation/weather radar in nose. Doppler based automatic 30,000 kg (66,140 lb) and max payload of 7,500 kg
structure of circular cross-section. Underside ot navigation system, with map display on flight deck. (16,535 lb).

upswept rear fuselage formed by ramp-door, which can Dimensions, EXthRNAi :

The An-74 is an all-weather aircraft, equipped with the
hinge downward conventionally or slide forward under Wing span 25-83 m (84 ft 9 in) latest available radio navigation aids, and with de-icing
fuselage to permit direct loading of hold from truck. Wing aspect ratio 7-4 equipment on the wings, tail unit and engine air intakes. Its

One-piece 'beaver tail" bottom section (replacing orig- Length overall 26-576 m (87 ft IVa in) duties will include assistance in setting up scientific sta-

inal clamshell doors) drops and moves backward slightly Height overall 8-235 m (27 ft OV4 in) tions on Arctic ice floes, airdropping supplies to motorised
to release ramp. trans-Antarctic expeditions, and reconnaissance to
Dimensions, internal:
Tail Unit: Cantilever all-metal T tail, with wide chord observe changes in the icehelds.
Mam cabin: Length 9-00 m (29 6V4 ft in)
sweptback vertical surfaces and variable incidence tail- Width at floor level 2-10 m (6 10% ft in) ANTONOV An-400
plane. Double-hinged rudder, with tab in lower portion Height 2-20 m (7 2 ft '/2 in) NATO reporting name: Condor
of two-section aft panel. During normal flight only the
Area: Intended as an urgently needed replacement tor the
lower rear segment is used. Both rear segments are used
Wings, gross approx 90 ni' (969 sq It) .An-22 str.itcijic ficmhtci. the An-400 is the lamest acio-
during low-speed flight. The forward segment is
actuated automatically to offset thrust asymmetry. Tail-
plane leading-edge sweep slightly greater than that ot
wings, with straight trailing-edge on horn balanced and
aerodynamically balanced elevators. Two tabs in each
elevator. Leading-edges of Hn and tailplane are de-iced.
Tapered fairing forward of Hn/tailplane junction. Two
outward canted ventral Hns near extreme tip of fuselage
(not on pre-series aircraft, but shown on latest Avia-
export drawing).
Landing Gear: Hydraulically retractable tricycle type.
Twin wheels on rearward retracting steerable nose unit.
Each main unit comprises two trailing-arm legs in tan-
dem, each with twin wheels, retracting inward through
90° so that wheels lie horizontally in bottom of large
fairings, outside fuselage pressure cell. Oleo-pneumatic
shock absorber in each unit. Low pressure tyres, si/e
720 X 3IOon nosewheels, 1050 x 400 on mainwheels.
Hydraulic disc brakes. Telescopic strut is hinged down-
ward, from rear of each side fairing, to support fuselage ^:''y/^;immw
during direct loading of hold with ramp-door under
fuselage.
Power Pi.ani : Two Lotarev D-36 high bypass ratio turbo- Artist's impression of Antonov An-400 transport (CS Dcparimcni of Dcffiisc)
212 USSR: AIRCRAFT — ANTONOV / BERIEV
plane flying currently in the USSR. A
drawing prepared by
the US Department of Defense suggests that, except for
having its tailplane mounted on the rear fuselage, its
configuration is very like that of the USC-5A Galaxy, with
fourunderwmg podded engmes. These are understood to
be Lotarev D-18T turbofans, each rated at 229-75 kN
(51,650 lb St). Lack of an engine m this category had long
been one of the major problems confronting Soviet
designers of large military and commercial transports. The
APU, mounted in the tailcone, is likely to be less prom-
inent than that shown in the DoD
drawing. Also conjec-
tural is the main landing gear, shown as comprising five
pairs of wheels in tandem in a pod on each side of the
cabin.
According to the DoD, the An-400 will carry its max
payload of 125,000 kg (275,575 lb) over a range of 1 ,835
nm (3.400 km; 2,110 miles). As a personnel transport it
will accommodate 345 fully equipped troops or 270 para-
troops. Far more important will be its ability to transport
the largest Soviet tanks and other heavy equipment, for
which it has a rear loading ramp door hut no confirmed
provision for nose loading. Of particular significance is
that it can almost certainly carry all elements of the SS-20
mobile intermediate-range ballistic missile system. Flight
testing IS believed to have started m early 1983. Initial
operational capability is foreseen by the mid to late 1 980s.

Dimensions, external (estimated):

Wing span 7000 m (230 ft)

Length overall 6800 m (223 ft) Provisional three-view drawing of Antonov An-400 heavy transport (Piloi Press)

BERIEV and surveillance duties out to some 200 nm (370 km; 230 Unswept constant chord centre-section; tapered outer
miles) from shore, and were operational for a period from panels. Two tabs in each aileron. Trailing-edge flaps in
This design bureau is named after Georgi Mikhailovich
bases in Egypt, in Egyptian insignia. Production is two sections on each wing, from aileron to centre-
Beriev, whose death at the age of 77 was reported in July
believed to have totalled 100, of which about 80 remain in section (passing under engine) and on centre-section.
1979. Based at Taganrog, it has been the centre for all
service. Fuselage: Single-step all-metal semi-monocoque hull of
Soviet seaplane development since 1945.
Type: Twin-turboprop maritime patrol amphibian. high length to beam ratio. Two long strakes, one above
BERIEV M-12 (Be-12) TCHAIKA (SEAGULL) Wings: Cantilever high-wing monoplane of sharply the other, on each side of front fuselage to prevent spray
NATO reporting name: Mail cranked configuration to raise propellers clear of water. from enveloping the propellers at take-off.
This twin-turboprop medium-range maritime recon-
naissance amphibian was displayed for the
first time in the

1961 Aviation Day flypast at Tushino Airport, Moscow.

Subsequently, during the period 23-27 October 1964, it
established six international height records in Class C3
Group II. Data submitted in respect of these records
revealed that the designation of the aircraft wasM-12 and
the power two 4,000 shp Ivchenko AI-20D turbo-
plant
prop engines. The aircraft was also, clearly, able to lift a
payload of around 10 tons under record conditions.
The 1964 records have never been bettered. Subse-
quent record attempts ensured that the M-12 retained all
22 FAI records listed in Class C3 Group II for turboprop
amphibians, and all 22 current records m Class C2 Group
II, for turboprop flying-boats. All of these records have

been listed in previous editions of Jane's. Some of the

more important ones are included among the Official
Records listed on an early page of this edition. Two further
records were set by Nikolai Shiikov and Sergei Tyukavkin
(pilot and co-pilot respectively),
for distance in a straight
1983. They covered a distance of 2.647-634 km
line, in
(1,645-163 miles) between Morskoy and Sukhoputny on
30 October to claim the class C3/II record. On the follow-
ing day, they covered a precisely similar distance between
Severny and Morskoy to claim the class C2/I1 record.
When three M-12s took
part in the 1967 air display at
Domodedovo. commentator said that the unit to which
the
they belonged was "one of those serving where the coun-
try's military air force began", implying that the aircraft
were then in operational service. M-12s have since been
identified in standard service at coastal air bases of the
Soviet Northern and Black Sea Fleets, for anti-submarine Beriev M-12 (Be-12) Tchaika twin-turboprop maritime reconnaissance amphibian (Piloi Press)

Beriev M-12 (Be-12) Tchaika maritime patrol amphibian flying-boat of the Soviet Naval Air Force (Royal Danish Air Force)
 BERIEV / ILYUSHIN — AIRCRAFT: USSR 213

Tail Unit: Considerable dihedral on tailplane, which has Accommodation: Pilot and co-pilot side by side on flight Length overall 30- 17 m (99 ft in)
two endplate tins and horn bahinced rudders at tips. deck. Glazed navigation and observation station in Height overall 700 m (22 ft ll'/2 m)
Trim tab in each elevator and each rudder. nose. Astrodome observation station in top of rear Propeller diameter 4-85 m (16 ft in)

Landing Gear: Retractable tailwheel type, comprising

fuselage. Side hatches in rear fuselage permit loading Area:
while afloat. Wings, gross 105 m- (1,130 sq ft)
single-wheel main units which retract upward through
180° to lie flush within sides of hull, and a rearward AviONKS and EyuiPMENT: Radome above nose glazing. Weight:
retracting tailwheel. H.\cept for top of each mainwheel,
MAD (magnetic anomaly detection) 'sting' extends Max T-O weight 29,450 kg (64,925 lb)

when rearward from tail. APU exhausts through aperture in Performance:

all units are fully enclosed by doors retracted.
Non-retractable wingtip floats.
port side of rear fuselage. Max level speed 328 knots (608 km/h: 378 mph)
Armament: Internal weapons bay in bottom of hull aft of Normal operating speed
Power Plant: Two Ivchenko AI-20D turboprop engines, One large and one smaller external stores pylon
step. 172 knots (320 km/h; 199 mph)
each rated at 3,124 kW (4,190 ehp) and driving a four- under each outer wing panel. Rate of climb at S/L 912 m (2,990 ft)/min
1 ,280 m (37,000 ft)
blade propeller. Cowlings open downward in halves, Dimensions, external: Service ceiling 1

permitting their use as servicing platforms. Wing span 29-71 m (97 ft 5^M in) Max range 2,158 nm (4,000 km; 2,485 miles)

ILYUSHIN
Design Bureau Headquarters: Moscow Central Air-
port, Khodinka, Moscow
General Designer: G. Novozhilov
This design bureau is named after its former leader,
Sergei Vladimirovich llyushin, who died on 9 February
1977, at the age of 83. Aircraft designed by llyushin and
still in service include the 11-14 piston engined light trans-
port and four-turboprop 11-18 transport, of which details
have been given in earlier editions of Jane's, and the 11-28
twin-jetbomber, produced also in China (which see).
More recent types from the llyushin bureau are as follows:
ILYUSHIN 11-20
NATO reporting name: Coot
The 11-18 prototype flew for the first time on 4 July 1957
and production models entered service with Aeroflot in
1959. Production exceeded 700 aircraft, of which more
than 100 were exported for use by commercial airlines; a
few were delivered for military and government use, usu-
ally as VIP transports. Those still in civilian and military
use include former passenger carrying 11- 18s converted
into freighters for Aeroflot by Factory 402 at Moscow/
Bykovo. Modifications include installation of a freight
door 3-50 m (1 1 ft 6 in) wide in the rear fuselage and a
strengthened cabin floor.
An anti-submarine derivative, the 11-38 (NATO report-
ing name 'May' ), is in service and is described separately.
Another military variant of the 11-18, seen for the Hrst time
in 1978, is the 11-20 ECM
or elint aircraft, known to
llyushin 11-20 ('Coot-A') elint development of the 11-18 airliner (Piloi Press)

NATO as Coot-A and shown an accompanying illus-

in
tration. In this case, the airframe appears to be basically Dimensions, external; Performance (11-18D airliner, at max T-O weight):
unchanged by comparison with the transport. It carries Wing span 37-42 m (122 ft 9V4 in) Max 364 knots (675 km/h; 419 mph)
cruising speed
under its fuselage a container about 10-25 m long and 1-15 Wing chord: at root 5-61 m (18 ft 5 in) Econ cruising speed 337 knots (625 km/h; 388 mph)
m deep (33 ft IVi in x 3 ft 9 in), which is assumed to house at tip 1-87 m (6 ft 2 in) Operating height 8,000-10,000 m (26,250-32,800 ft)
side looking radar. There is a further container, about 4-4 Wing aspect ratio 10 T-O run 1,300 m (4,265 ft)

m long and 0-88 m deep (14 ft 5 in x 2 ft IOV2 in) on each Length overall 35-9m (117 9 ft in) Landing run 850 m (2,790 ft)

side of the forward fuselage, containing a door over a Height overall 10-17 m (33 4 ft m) Range with max fuel, 1 h reserves

camera or other sensor. Numerous other antennae and Tailplane span 11-80 m (38 8'/2 ft in) 3,508 nm (6,500 km; 4,040 miles)
blisters can be seen, about eight of them on the undersur- Wheel track 9-00 m (29 6 ft in) Range with max payload, 1 h reserves
face of the centre and rear fuselage, with two large plates Wheelbase 12-78 m (41 ft 10 in) 1,997 nm (3,700 km; 2,300 miles)
projecting above the forward fuselage. Further variants of Propeller diameter 4-50 m (14 9 ft in)

the 11-18, adapted for military support tasks, will probably Cabin doors (each): Height 1-40 m (4 7 ft in) ILYUSHIN 11-38

appear as the airliners are replaced by jets. Width 0-76 m (2 6 ft in) NATO reporting name: May
A detailed description of the commercial airliner ver- Height to sill 2-90 m (9 6 ft in) This anti-submarine/maritime patrol development of
sions of the 11-18 can be found in the 1979-80 and earlier Dimensions, internal: the 11-18 airliner represents a conversion similar to that by
editions of Jane's. The following abbreviated details of the Flight deck: Volume 9-36 m' (330 cu ft) which the US Navy's P-3 Orion was developed from the
11-1 8D are retained as an indication of likely features of Cabin, excl flight deck: Lockheed Electra transport. The original version has a
the military 11-20: Length approx 24-0 m (79 ft in) lengthened fuselage fitted with an undernose radome simi-
Power Plant: Four 3,169 kW (4,250 ehp) Ivchenko Max width 3-23 m (10 7 ft in) lar in shape to that of the Ka-25 ASW helicopter but
AI-20M turboprop engines, each driving an AV-68I Max height 2-00 m (6 6% ft in) housing a different radar, an MAD
tail 'sting', other

four-blade reversible-pitch propeller. Ten flexible fuel Volume 238 m-' (8,405 cu ft) specialised electronic equipment, and an internal
tanks in inboard panel of each wing and integral tank in Area: weapons/stores bay aft of the radome. On some aircraft
outboard panel, with 23,700 litres
a total capacity of Wings, gross 140 m^ (1,507 sq ft) the weapon bay doors are replaced by a second, longer,
(5,213 Imp gallons). Some 11-18 airliners have addi- Weights (11-18D airliner blister fairing. The landing gear is strengthened by com-
tional bag tanks in centre-section, giving a total capacity Max payload 13,500 kg (29,750 lb) parison with that of the Il-l 8. The power plant comprises
of 30,000 litres (6,600 Imp gallons). Max T-O weight 64,000 kg (141,100 lb) four Ivchenko AI-20M turboprop engines, each rated at

llyushin 11-20 (NATO 'Coot-A') ECM or electronic intelligence (elint) version of the 11-18 (Royal Danish Air force)
214 USSR: AIRCRAFT — ILYUSHIN
3,130 kW + 2 2 kN (4.200 shp + 49.5 lb st) and driving an
AV-681 four-blade, feathering and reversiblc-pitch metal
propeller. Max fuel capacity is 30.000 litres (6,600 Imp
gallons).
The main cabin of the 11-38 has few windows. The
complete wing assembly is much further forward than on
the 11-18. to cater for the effect on the CG position of
internal equipment and stores. A crew of 2 is reported to I

be carried.
The 11-38 standard shore-based maritime patrol
is a
aircraft of the SovietNaval Air Force, operating widely
over the Atlantic and Mediterranean. In the latter area,
some aircraft carried Egyptian Air Force insignia for a
period, but are believed to have been manned by Soviet
aircrew, operating from North African bases such as
Matru, near Cairo. More recently, Il-38s of the Soviet
Navy have operated over the Indian Ocean from an
airheld in the People's Democratic Republic of Yemen,
and over the Red Sea. Gulf of Aden and Arabian Sea from
the airfield at Asmara in Ethiopia.
In 1975. the Indian Navy ordered an initial batch of
three refurbished ex-Soviet Navy ll-38s, of which delivery
began in 1977. to equip INAS 315 at Dabolim. Goa.
About 60 are believed to be operational with Soviet naval
units.
Dimensions, external:
As for II-I8D. except:
Length overall 39-60 m (129 tt 10 m)
Height overall 1016 m (33 ft 4 in)
Weights:
Weight empty 36.000 kg (79.367 lb) Ilyushin 11-38 anti-submarine/maritime patrol derivative of the 11-18 airliner (Piloi t'ress)
Max T-O weight 63.500 kg (140.000 lb)
Fuselage: Conventional all-metal semi-monocoque 1 86-passenger version, there are 72 seats in the forward
Performanc e:
structure. Frames are duralumin stampings and pres- cabin and 14 the rear cabin, six-abreast and
Max level speed (27.000 ft)
at 8.230 m 1 in all all at

347 knots (645 km/h; 400 mph) sings. Integrallypressed skin panels at highly stressed a seat pitch of 86 cm
(34 in). In the 168-seat configur-
areas. Floors are sandwich panels with foam plastics ation, increased pitch reduces capacity to 66 in the
Max cruising speed at 8.230 m (27.000 ft)
filler. Nosecone hinges upward for access to radar. forward cabin and 102 in the rear cabin. The 114-
321 knots (595 km/h; 370 mph|
Tail Unit: Cantilever all-metal structure, with electrically passenger version has 45 seats in the forward cabin and
Patrol speed at 600 m (2.000 ft)
actuated variable incidence T tailplane. All surfaces 69 in the rear cabin, all five-abreast. except for four-
216 knots (400 km/h; 248 mph)
Min flying speed 103 knots (190 km/h; 118 mph)
sweptback. Manually operated rudder, fitted with yaw abreast rear row by door. A first class/de luxe version for
damper, trim tab and spring servo tab. Manually oper- 85 passengers is available, with 45 seats in forward cabin
T-O run 1.300 m (4.265 ft)
ated elevators have two automatic trim tabs and two and 40 four-abreast sleeperette chairs with footrests in
Landing run with reverse thrust 850 m (2.790 ft)
manual trim tabs. Hot air leading-edge anti-icmg rear cabin. Passenger doors forward of front cabin and
Range with max fuel
system. between cabins on port side. Total of five toilets, oppo-
3,887 nm (7,200 km; 4,473 miles)
Landing Gear: Hydraulically retractable tricycle type. site forward door, between cabins (starboard) and aft of
Patrol endurance with max tuci 12 h
Forward retracting twin-wheel steerable nose unit. rear cabin (both sides). Electrically powered galley/
ILYUSHIN 11-62 Emergency extension by gravity. Oleo-nitrogen shock pantry amidships and wardrobes in each version.
NATO reporting name: Classic absorber in each unit. Each main unit carries a four- Pressurised baggage and freight compartments under
Brief details of the early history of this rear-engined wheel bogie and retracts inward into wing roots. Main- cabin floor, forward and aft of wing. Unpressurised
four-turbofan long-range airliner can be found in the wheel tyres size 1450 x 450. pressure 9-31 bars (135 baggage/cargo compartment at extreme rear of fusel-
1982-83 Jane's The standard Kuznetsov engines were not
.
Ib/sq in). Nosewheel 930 x 305. pressure 7-86
tyres size age. All compartments have tiedown fittings and rails in
ready in time for the first flight of the first prototype, which bars (114 Ib/sq in).Hydraulic disc brake and inertia floor, and removable nets to restrain cargo.
took place in January 1963 with tour 73-55 kN (16.535 lb type electric anti-skid unit on each mainwheel. Systems: Air-conditioning and pressurisation system
st) Lyulka AL-7 engines installed. Aeroflot introduced the supplemented by large tail parachute. Parking brakes. maintains sea level conditions up to 7,000 m (23.000 ft)
11-62 on to its Moscow-Montreal service on 1 5 September Hydraulic twin-wheel strut is extended downward to and gives equivalent of 2.100 m (6.900 ft) at 13.000 m
1967. as a replacement for the Tu-114. Production is support rear fuselage during loading and unloading. (42.600 ft). Pressure differential 0-62 bars (90 Ib/sq in).
reported to have totalled more than 200, including Power Plant: Four Kuznetsov NK-8-4 turbofan engines, Hydraulic system, pressure 207 bars (3.000 Ib/sq in), for
developed II-62M/MKs (described separately). Current each rated at 103 kN (23,150 lb st I. mounted in horizon- landing gear retraction, nosewheel steering, brakes,
operators include Aeroflot (about 150). of China. CAAC tal pairs on each side of rear fuselage. Thrust reverseron spoilers and windscreen wipers. Emergency hydraulic
Choson Minhang of North Korea. CSA Czechoslovak Air- each outboard engine. Hot air anti-icing system for system, powered by electric motor, for nosewheel steer-
lines. Cubana, Interflug of East Germany. Polish Airlines engine intakes. Automatically controlled fuel system, ing, mainwheel extension and spoiler control. Three-
LOT, Tarom of Romania and the Czechoslovak govern- with seven integral tanks, three in wing centre-section, phase 200/1 15 V AC electrical supply from four 40k VA
ment for VIP operation. two in each outer panel. Each engine has its own inde- engine driven generators (optional 27 V DC system with
Type: Four-turbofan long-range airliner. pendent fuel system, with cross-feed. Total fuel capacity eight 18kW engine driven generators). Four
WiNOs: Cantilever low-wing monoplane. Sweepback 32° 100.000 litres (21,998 Imp gallons). Four standard transformer-rectifiers and four batteries for DC supply.
30' at quarter-chord. Extended chord leading-edge on international underwing pressure refuelling points. Electric windscreen de-icing. TA-6 APU in tailcone.
outer two-thirds of each w ing. All-metal structure, with Eight gravity refuelling sockets. Total oil capacity 204 Avionics: Standard avionics include two-channel
four spars inboard, two at tip. Removable leading-edge. litres(45 Imp gallons). autopilot, navigation computer, air data system, HF and
Each wing fitted with three-section manually operated Accommodation: Crew of five (two pilots, navigator, UHF radio. VOR/ILS, RMI, Doppler. radio altimeter
and two hyd-
ailerons, electrically actuated slotted flaps radio operator and flight engineer) on flight deck. Pro- and weather radar. Polyot automatic flight control sys-
raulically operated spoiler sections forward of flaps. vision for two supernumerary pilot/navigators. Basic tem optional.
Trim tab and spring loaded servo tab in each centre two-cabin layout, and galley, toilet and wardrobe Dimensions, external:
aileron, spring loaded servo tab in each inner aileron. facilities, are unchanged in the three main versions, only Wing span 43-20 m (141 ft 9 in)
Hot air anti-icing of leading-edges. the width and pitch of the seats being varied. In the Length overall 53-12 m (174 ft 3'/2 in)

Ilyushin 11-38 anti-submarine/maritime patrol aircraft (four Ivchenko AI-20M turboprop engines) iUS Dejuinineni of Defense)
 ILYUSHIN — AIRCRAFT: USSR 215

Length of fuselage 4900 m (160 ft9 in ILYUSHIN II-62M/MK The basic structural description of the 11-62 applies also
Height overall 12 35 m (40 ft 6'4 in NATO reporting name: Classic to the11-62M. The main innovations are as follows:
Tailplane span 12-23 m (40 ft 1': in Power Pi ant: Four Soloviev D-30KU turbofan engines,
First displayed publicly 1971 Pans Air Show, the
at the
Fuselage height 410 m (13 ft 5V2 in
II-62M is a developed version of the 11-62, with no dimen-
each rated at 107-9 kN (24,250 lb st), mounted in hori-
Fuselage width 3-75 m (12 ft 3V2 in zontal pairs on each side of rear fuselage. Clamshell
sional changes to the airframe. It is Htted with more power-
Wheel track 6-80 m (22 ft 3V2 in thrust reverser on each outboard engine. Remainder of
ful turbofans, of a different type, with clamshell thrust
Wheelbase 24-49 m (80 ft 4V2 in power plant basically as for 11-62, but additional fuel
reversers on the outboard engine of each pair, offering a
Passenger doors (each): Height 1-83 m (6 ft in
lower approach speed and improved airflow over the rear
tank in tail fin, giving total capacity of 105,300 litres
Width 0-86 m (2 ft 9 'A in (23.162 Imp gallons).
of the nacelles. An additional fuel tank is installed in the
Height to sill 3-55 m (11 ft 8 in
tail hn, contributing (with the improved specific fuel con-
An ommouaiion: Alternative configurations for up to 174
Emergency exit (galley service) door: sumption of the engines) to the longer range of this ver- economy class, 168 tourist class or 140 mixed class
Height 1-38 m (4 ft 6V4 in passengers. In the basic tourist class version there are
sion.
Width 0-61 m (2 ft m Revised layout of the flight deck equipment, and im- two toilets opposite the forward door, on the starboard
Emergency exits (overwmg): proved navigation and radio communications equipment, side, aft of the flight deck. The forward cabin contains
Height 0-91 m (2 ft 1 1 V4 in
are features of the I1-62M. Control wheels of different
66 seats, all six-abreast in threes with centre aisle. Gal-
Width 0-51 m (1 ft 8 in
design allow the pilots a better field of view, and the ley/pantry, coat stowage and amidships. Rear
toilet

Front cargo hold door: Height 1-31 m (4 ft 3'/: in

aircraft'sautomatic flight control system permits auto-
cabin contains 102 seats, six-abreast in threes with
Width 1 26 m (4 ft 1 '2 in
matic landings in ICAO Category U conditions, with plan-
centre aisle. Two toilets and wardrobe to rear of this
Height to sill 1-90 m (6 ft 3 in
ned extension to Category III. The wing spoilers of this cabin. Doors as on 11-62. Two emergency
exits on each
Second cargo hold door: Height 1-00 m (3 ft 3V4 in
version can be utilised differentially to enhance roll con-
side,over wing. Forward underfloor baggage and freight
Width 1-26 m (4 ft I'- in
trol.
hold accommodates nine containers, each weighing
Height to sill 1-90 m (6 ft 3 in
Additional emergency and rescue equipment is installed
approximately 45 kg 00 lb) empty and with a capacity
( 1

Third cargo hold door: Height 0-70 m (2 ft 3' 2 in of 600 kg (1,322 lb) and 1-6 m' (56-5 cu ft). Rear hold
on the I1-62M. Unlike the 11-62, it has a containerised
Width 0-70 m (2 ft 3'/2 in accommodates five similar containers. Two compart-
baggage and freight system, with mechanised loading and
Height to sill 2-26 m (7 ft 5 in ments for non-containerised cargo. Total baggage and
unloading.
Rear cargo hold door: Height 1-15 m (3 ft 9 in
The II-62M exhibited in Pans in 1971 and 1973 was the freight capacity 48 m' (1,695 cu ft)
Width 1-07 m
(3 6 ft in
prototype (CCCP-86673). Production models entered
SvsTEMS AND EgLUPMENT: See introductory notes.
Height to sill 3 68 m (12 ft 0*4 in
service on Aeroflot's Moscow-Havana route in 1974 and
AvioNKS: Duplicated SAU-IT automatic flight control
Dimensions, internai :
took over progressively all of the airline's very-long- system provides for automatic control from a height ol
Cabin: Max height 2-12 m (6 ft 1 1 '2 in
distance services. 200 m (660 ft alter take-off to a height of 30 m ( 00 It)
) 1

Max width 3-49 m

(11 ft 5V4 in
A variant announced in 1978 is the II-62MK, still dimen- on the approach to land; DISS-013 Doppler indicator
Volume 163 m' (5,756 cu ft
sionally unchanged and with the same power plant as the and NV-PB-1 navigation computer; TKS-P course sens-
Total volume of pressure cell 396 m' (13,985 cu ft
I1-62M, but with strengthened wings, wider main landing ing system; TsGV-lOP
vertical master gyros; SVS-PN-
Cargo hold volume: Front 22-7 m' (801 cu ft 15 air data system; Kurs-MP-2 radio navigation system,
gear bogies, lower-pressure tyres, improved brakes, and
Second 12-6 m' (445 cu ft
revised spoilers which deploy automatically at touchdown. utilising VOR, ILS or SP-50 beacons; GROZA radar;
Third 6-9 m' (243 cu ft
Max T-O weight is increased to 167,000 kg (368,170 lb)
SD-67 DME; ARK-15 ADF; RV-5 radio altimeter;
Rear 5-8 m' (205 cu ft
and max landing weight 10,000 kg (242,500 lb), per-
to 1
SO-70 IFf- MIKRON 2-24MHz HF
transponder;
Areas: mitting the carriage of up to 195 passengers. To ensure radio; LANDASH 118-135MHz VHF radio,
Wings, gross 279-55 m' (3,009 sq ft
adequate cabin service with so many passengers, the VESHANIE public address and m-flight entertainment
Ailerons (total) 16-25 m' (174-9 sq ft system.
interior was redesigned to permit the more efficient use of
Spoilers (total) 9-54 m' (102-7 sq ft Dimensions and Areas:
service trolleys. It has a 'wide-body look', with enclosed
Flaps (total) 43-48 m- (468-0 sq ft
Same as for 11-62
overhead baggage racks and indirect lighting. Range with
Horizontal tail surfaces (total) 40-00 m' (430-5 sq ft
Weights (I1-62M):
max fuel and 10,000 kg (22.045 lb) payload is 5,180 nm
Vertical tail surfaces (total) 35 60 m' (383 2 sq ft
Max payload
(9,600 km; 5,965 miles). Max payload is 25,000 kg 23,000 kg (50,700 lb)
Weights and Loading: (55,115 lb). Max T-O weight 165,000 kg (363,760 lb)
Weight empty 66,400 kg (146,390 lb

Operating weight empty 69,400 kg (153,000 lb

Max pavload 23,000 kg (50,700 lb

Max fuel 83,325 kg (183,700 lb

Max ramp weight 167,000 kg (368,000 lb

Max T-O weight 162,000 kg (357.150 lb
Max landing weight 105,000 kg (231,500 lb

Max zero-fuel weight 93,500 kg (206,130 lb

Max wing loading 572 kg/m'' (117-2 Ib/sq ft

Performance (at max T-O weight):

Normal cruising speed
442-486 knots (820-900 km/h: 510-560 mph
Normal cruising height
10,000-12,000 m (33.000-39.400 ft
Landing speed
119-129 knots (220-240 km/h; 137-149 mph
Max rate of climb at S/L 1,080 m (3,540 ft)/min
FAR T-O field length:
ISA at S/L 3,250 m (10,660 ft
lSA-(-20X S/L at 3,915 m (12,840 ft
FAR landing Held length:
ISA at S/L 2,800 m (9,185 ft
ISA-l-20°C at S/L 2,950 m (9,680 ft
Range with max payload, 66,700 kg (147,050 lb) fuel.
1 h fuel reserves3,612 nm (6,700 km; 4,160 miles)
Range with 80,000 kg (176,370 lb) fuel and 10,000 kg
(22,045 lb) payload, 1 h fuel reserves
4,963 nm (9,200 km; 5,715 miles) llyushin II-62M (NATO 'Classic') long-range four-turbofan transport tPiloi Press)

llyushin II-62M long-range airliner (four Soloviev D-30KU turbofan engines) of CSA Czechoslovak Airlines (Anton Weiisicin
216 USSR: AIRCRAFT — ILYUSHIN
Max landing weight 105,000 kg (231,500 lb)
Max zero-fuel weight 94,600 kg (208,550 lb)
Performance (11-62M, at max T-O weight):
Normal cruising speed
442-486 knots (820-900 km/h; 509-560 mph)
Normal cruising height
10,000-12,000 m (33,000-39,400 ft)
Balanced T-O distance (ISA. S/L) 3,300 m (10,830 ft)
Landing run (ISA, S/L) 2.500 m (8.200 ft)
Range with maxpayload, with 5.100 kg (1 ,240 lb) fuel
1

reserves 4,210 nm (7,800 km; 4,846 miles)

Range with 10.000 kg (22,045 lb) payload, with
reserves 5,400 nm (10,000 km; 6,215 miles)
ILYUSHIN 11-76
NATO reporting name: Candid
Towards the end of the 1960s, the llyushin design
bureau, under the leadership of Mr G. V. Novozhilov.
began design of a heavy transport aircraft to replace the
turboprop An- 12. Nominal task for the aircraft was to
transport 40 tonnes of freight for a distance of 2,700 nm
(5,000 km; 3,100 miles) in less than six hours. It had to be
capable of operation from short unprepared airstrips, in
the most difficult weather conditions experienced in
Siberia, the north of the Soviet Union and the Far East,
while being much simpler to service and able to fly mucii
faster than the An-12. llyushin II-76T (NATO Candid-A) four-turbofan heavy freight carrying transport (Piloi Press)
The prototype of the new transport, known as the 11-76
(CCCP-86712), flew for the first time on 25 March 1971 A version of the 11-76 has been under development for side. Sweepback 25° quarter-chord. All-metal five-
at
and made its public debut at the 29th Salon de I'Aero- several years as a flight refuelling tanker to replace the piece structure, comprising centre-section, two inner
nautique et de lEspace in Paris in May 1971. Test flying modified Myasishchev M-4 ('Bison') aircraft currently panels carrying engines, and two outer panels.
continued until 1975, when the 11-76 entered series pro- serving in this role. Expected to enter service by the mid- Leading-edge sweepback constant. Trailing-edge
duction. Subsequent operation in the most difficult 1980s, it will support both tactical and strategic aircraft, sweep increases outboard of joint between each inner
weather and ground conditions of Central and Eastern and will improve significantly the ability of Soviet aircraft and outer panel. Multi-spar fail-safe construction.
Siberia revealed operating costs more than 25 per cent to conduct longer-range operations. An AWACS version Centre-section integral with fuselage. Mass balanced
lower per tonne/km than for the An-12. This suggested of the 11-76, known to NATO as Mainstay', is described ailerons, with balance/trim tabs. Two-section triple-
that the 11-76 would be competitive with river transport, separately. slotted flaps over approx 75 per cent of each semi-span,
even during Summer months. was announced in 1978 that, following extensive test-
It from wing root to inboard edge of aileron. Upper sur-
It was clear from the start that the 11-76 had consider- ing of thecommercial 1I-76T in Siberia, the type was to be face spoilers forward of flaps in 16 segments, four on
able potential as a military transport. Evaluation by the introduced into service on the Moscow-Japan route of each inner and outer wing panel. Ten-segment
Soviet Air Force had reached an advanced stage by 1974. Aeroflot. This airline now has more than 50 ll-76s, includ- leading-edge slats over almost entire span, two on each
when an official film depicted ll-76s with twin-gun rear ing II-76Ts and II-76Ms, which form an immediately inner panel, three on each outer panel.
turrets in use as vehicles for Soviet airborne troops, pre- available military reserve. Iraqi Airways has a total of 16 Fuselage: All-metal semi-monocoque fail-safe structure
sumably with a development squadron. ll-76Ts and Il-76Ms, which are probably operated on of basically circular section. Underside of upswept rear
Since that time, development of the 11-76 has continued, behalf of the military services; Jamahiriyan Air Transport fuselage made up of two outward hinged clamshell
and the following major production versions can now be of Libya has six Il-76Ts; Libyan Arab Airlines has five doors, upward hinged panel between these doors, and
identified: Il-76Ts; Syrianair has two ll-76Ms and two ll-76Ts. The downward hinged loading ramp.
(Candid-A). Initial basic production version.
11-76 guns are removed from the rear turret of ll-76Ms in airline Tail LInit: Cantilever all-metal structure, with variable
II-76T (Candid-A). Developed version, with additional service. incidence T tailplane. All surfaces sweptback. All con-
fuel tankage in wing centre-section, above fuselage, and In July 1975, the 11-76 set a total of 25 officially recog- trol surfaces aerodynamically balanced. Tabs in rudder
heavier payload. nised records for speed and altitude with payload. Fifteen and each elevator.
II-76M (Candid-B). As I1-76T, but for military use, with of them, for speed with payload over .000 km and 2,000
1 Landing Gear: Hydraulically retractable tricycle type,
rear gun turret containing two 23 mm
NR-23 guns, and km. have since been beaten by an 11-86. Details of the old designed for operation from prepared and unprepared
small ECM fairings between centre windows at front of records can be found in the 1981 -82 Jane's those still held
,
runways. Nose unit made up of two pairs of wheels, side
navigator's compartment, on each side of front fuselage, by the 11-76 in mid- 1983 are as follows: Piloted by Yakov by side, with central oleo. Main gear on each side is
and on each side of rear fuselage. Turret and ECM
not I. Vernikov. on 4 July, it raised to 70,121 kg (154,590 lb) made up of two units in tandem, each unit with four
always htted on export II-76Ms. the record for the greatest payload carried to a height of wheels on a single axle. Low-pressure tyres size 1,300 x
II-76TD (Candid-A). First identified in November 1982. 2.000 m. The same flight recorded an altitude of 1 1 .875 m 480on mainwheels, 1,100 x 330 on nosewheels. Nose-
when an example registered CCCP-76467 passed through (38,960 ft) with payloads of 60.000 kg. 65,000 kg and wheels retract forward. Main units retract inward into
Shannon Airport in Ireland. Delivered to Aeroflot five or 70,000 kg. On 10 July. Alexander Turumine averaged two large ventral fairings under fuselage, with an add-
six weeks earlier, it was said to have either increased fuel 440-305 knots (815-968 km/h; 507-019 mph) around a itional large fairing on each side of lower fuselage over
or more fuel-efficient engines. 5.000 km circuit, claiming records with 15.000 kg. 20,000 actuating gear. During retraction mainwheel axles
II-76MD (Candid-B). Military 11-76M with same kg, 25,000 kg, 30,000 kg, 35,000 kg and 40,000 kg rotate around leg, so that wheels stow with axles parallel
improvements as 11-76TD. payloads. In the same year, a group of Soviet parachutists to fuselage axis (ie: wheels remain vertical but at 90° to
About 250 military ll-76s and ll-76M/MDs have been jump to 15.386
raised the world record for a high altitude direction of flight ). All doors on wheel wells close when
delivered to first-line squadrons of the Soviet Transport m (50.479 ft) from an 11-76. gear is down, to prevent fouling of legs by snow. ice.
Aviation force, as An-12 replacements, from the assembly Production was at the rate of more than 30 aircraft a mud. etc. Oleo-pneumatic shock absorbers. Tyre pres-
plant at Tashkent. Other customers for the military ver- year in 1984. The following description applies to the sure can be varied in flight from 2-5 to 5 bars (36-73
sion are reported to include the air forces of Iraq. Czecho- I1-76T: Ib/sq in) to suit different landing strip conditions. Hyd-
slovakia and Poland. India has ordered ll-76Ms to meet its T^pe: Four-turbofan medium/long-range freight trans- on mainwheels.
raulic brakes
Heavy Transport Aircraft requirement; deliveries are port. Power Plant: Four Soloviev D-30KP turbofan engines,
expected to begin during the first half of 1985. to replace Wings: Cantilever monoplane, mounted above fuselage each rated at 117-7 kN (26,455 lb st). in individual
the An-12sof Nos. 25 and 44 Squadrons of the Indian Air to leave interior unobstructed, and with constant underwing pods. Each pod is carried on a large
Force. anhedral from junction with centre-section on each forward-inclined pylon and is fitted with a clamshell

llyushin II-76TD freight transport (four Soloviev D-30KP turbofan engines) in Aeroflot service (Martin Fricke)
 ILYUSHIN — AIRCRAFT: USSR 217

thrust reverser. Integral fuel tanks between spars of

inner and outer wing panels. Total fuel capacity
reported to be 81,830 litres (18,000 Imp gallons).
Accommodation; Crew of seven, including two freight
handlers. Conventional side by side seating for pilot and
co-pilot on spacious flight deck. Station for navigator
below flight deck in glazed nose. Forward hinged door
on each side of fuselage forward of wing. Two windows
on each side of hold serve as emergency exits. Hold has
reinforced floor of titanium alloys, with folding roller
conveyors, and is loaded via rear ramp. Entire accom-
modation is pressurised, and advanced mechanical
handling systems are provided for containerised and
other freight, which can include standard ISO contain-
ers, each 2 m (39 ft 4
1 in) long, building machinery,
'''2

heavy crawlers and mobile cranes. Typical loads include

six containers measuring either 2-99 x 2-44 x 2-44 m (9
ft 9% in X 8 ft X 8 ft) or 2-99 x 2-44 x 1 -90 m (9 ft 9%

in X 8 ft X 6 and with loaded weights of 5.670

ft 2 V4 in)
kg (12,500 5,000 kg (11, 025 lb) respectively, or
lb) or
twelve containers measuring 1 -46 x 2-44 x 1 -90 m (4 ft
9Vi in X 8 ft X 6 ft 2 'A in) and each weighing 2,500 kg
(5,51 1 lb) loaded; or six pallets measuring 2-99 x 2-44
m (9 ft 9% in X 8 ft) and each weighing 5.670 kg llyushin II-76M, in Iraqi Airways markings but retaining rear gun turret of military version (Aniun Weiisiem)
(12,500 lb); or twelve pallets measuring 46 x 2-44 m 1
ILYUSHIN 11-76 AWACS On 22 September 1981, an 11-86 piloted by G. Vol-
(4 ft 9Vj in x 8 ft) and each weighing 2,500 kg (5,511 okhov averaged 526 6 knots (975-3 km/h; 606 mph) over
NATO reporting name: Mainstay
lb). Quick configuration changes can be made by the use a 2,000 km closed circuit, carrying a payload of 65,000 kg.
of modules, each able to accommodate 30 passengers in
An AWACS (airborne warning and control system)
This flight set seven records, for payloads from 35,000 to
version of the 11-76 has been under development since the
four-abreast seating, litter patients and medical atten- 65,000 kg. Two days later, the same pilot averaged 519-4
1970s as a replacement for the Tu-126s operated by the
dants, or cargo. Three such modules can be carried, each knots (962 km/h; 597-8 mph) over 1,000 km, setting 11
Soviet Voyska PVO home defence force and tactical air
approx 610 m (20 ft) long, 2-44 m (8 ft) wide and 2-44 records for payloads from 30,000 to 80,000 kg.
forces. Known to NATO as 'Mainstay', it is said by the US
m (8 ft) high. They are loaded through the rear doors by For production aircraft, ailerons, wing flaps and slats,
Department of Defense to provide the Soviet forces with
means of two overhead travelling cranes, and are sec- pylons to carry the engine pods, and vertical and horizon-
the capability to detect aircraft and cruise missiles flying at
ured to the cabin floor with cargo restraints. Cranes can tal fixed tail surfaces are being manufactured in Poland.
low altitude over land and water; to help direct fighter
utilise two hoists, each with capacity of 3,000 kg (6,615 Final assembly is centred at Voronezh. The airframe is
operations over European and Asian battlefields; and to
lb),or four hoists, each with capacity of 2,500 kg (5,510 believed to be designed for 40,000 flying hours or 20,000
enhance air surveillance and defence of the USSR.
lb).Ramp can be used as additional hoist, with capacity landings.
LInconfirmed reports suggest that 'Mainstay' has a con-
of up to 30,000 kg (66,140 lb) to facilitate loading of The following description applies to the initial produc-
ventionally located rotating 'saucer' radome, lengthened
large vehicles and those with caterpillar tracks. Wipers The aircraft is said to have "passed through a
tion 11-86.
fuselage forward of the wings, and flight refuelling probe.
on pilot's windows. redesign cycle" since 1980, during which the max T-O
The DoD stated in the 1984 edition of Sdvici Military
Systems: Hydraulic system includes servo motors and weight has increased to 208,000 kg (458,560 lb). The
Power that four 'Mainstays' had been built, and that a
motors to drive the flaps, slats, landing gear and its anticipated longer range commercial version is now
production rate of at least five aircraft per year was to be
doors, ramp, rear fuselage clamshell doors and load believed to be designated 11-96.
expected.
hoists. Flying control boosters are supplied by electric Type: Four-turbofan wide-bodied passenger transport.
pumps and are independent of the central hydraulic Wings: Cantilever monoplane of all-metal construction
supply. Manual control is possible after booster failure.
ILYUSHIN 11-86 (fixed surfaces made at Voronezh). Wings mounted in

Electrical system includes engine driven generators, NATO reporting name: Camber low-mid position on fuselage. Dihedral from roots.
auxiliary generators driven by an APU, DC converters The early history of this four-turbofan wide-bodied pas- Sweepback 35° at quarter-chord. Three spars in inner
and powers the pumps for the flying control
batteries. It
senger transport was outlined in the 1982-83 and previous wings, two in each outer panel. Large double-slotted
system boosters, radio and avionics, and lighting sys- editions of Jane's. Construction of two prototypes was trailing-edge flaps, in two sections along entire span of
tems. started in 1974. On 22 December 1976. piloted by Hero of each wing inboard of aileron. Multi-section spoilers and
the Soviet Union A. Kuznetsov, the first of these (CCCP- airbrakes in top surface, forward of all four flap sections.
Avionics and Equipment; Full equipment for all-weather
86000) made a first flight of about 40 min after taking off Full span leading-edge slats, with small cutaway to clear
operation by day and night, including a computer for
in 1,700 m (5,575 ft) from a 1,820 m (5,970 ft) runway at each inboard engine pylon. Shallow fence on top surface
automatic flight control and automatic landing
the old Moscow
Central Airport of Khodinka, where the in line with each pylon.
approach. Large meteorological and ground mapping
llyushin Bureau has its headquarters, to the official flight Fuselage: Conventional semi-monocoque light alloy
radar in undernose radome. APU in port side landing
test centre. pressurised structure of circular cross section. Floors of
gear fairing for engine starting and to supply all aircraft
Aircraft CCCP-86002, which flew for the first time at main and lower decks of honeycomb and carbonfibre
systems on ground, making aircraft independent of
Voronezh on 24 October 1977, was described as the first reinforced plastics.
ground facilities.
production 11-86. Aeroflot took delivery of its first 11-86 Tail Unit; Conventional sweptback cantilever structure,
Dimensions, external: (CCCP-86004) on 24 September 1979, and scheduled with tailplane dihedral. Variable incidence tailplane.
Wing span 50-50 m (165 ft 8 in)
services began on 26 December 1980, operating three Each control surface in two sections.
Wing aspect ratio 8-5
times each week between Moscow's Vnukovo Airport and Landing Gear: Retractable four-unit type. Forward
Length overall 46-59 m (152 ft IOV4 in)
Tashkent. Services between Moscow and Mineralnye retracting steerable twin-wheel nose unit, and three
Height overall 14-76 m (48 ft 5 in)
Vody were being operated with ll-86s by Spring 1981, at four-wheel bogie main units. Two of the latter retract
Rear loading aperture: which time Aeroflot planned to introduce the type on to 27 inward into the wing root fairings; the third unit is
Width 3-40 m
(11 ft 1% in)
other major domestic routes, including those to Sim- mounted centrally under the fuselage, slightly forward
Height 3-45 (11 m ft 4 in)
feropol and Sochi. First international service operated by of the others, and retracts forward. (Main landing gear
Dimensions, internal: 11-86 was Moscow-East Berlin, from 3 July 1981 . At that made at Kuibyshev.) Main wheel tyres size 1300 x 480;
Cabin; Length, excl ramp 20-00 m (65 ft Th in) time, about 20 Il-86s had flown. nosewheel tyres size 1120 x 450.
Length, incl ramp 24-50 m (80 ft 4V2 in)
Width 3-40 m (11 ft 1% in)
Height 3-46 m (11 ft 41/4 in)
Volume 235-3 m^ (8,310 cu ft)

Area;
Wings, gross 300-0 m' (3,229-2 sq ft)

Weights and Loadings:

Max T-O weight 170,000 kg (374,785 lb)
Permissible axle load (vehicles)
7,500-11,000 kg (16.535-24,250 lb)
Permissible floor loading
1,450-3,100 kg/m' (297-635 Ib/sq ft)

Max wing loading 566-7 kg/m' (116-05 Ib/sq ft)

Max power loading 361 kg/kN (3-54 lb/lb st)

Performance;
Max level speed 459 knots (8j0 km/h; 528 mph)
Cruising speed
405-432 knots (750-800 km/h; 466-497 mph)
T-O speed 114 knots (210 km/h; 131 mph)
Approach and landing speed
119-130 knots (220-240 km/h; 137-149 mph)
Normal cruising height
9,000-12,000 m (29,500-39,370 ft)

Absolute ceiling approx 15,500 m (50,850 ft)

T-O run (2,790 ft) 850 m

Landing run (1,475 ft) 450 m
Nominal range with 40,000 kg (88,185 lb) payload
2,700 nm (5,000 km; 3,100 miles)
Max range, with reserves
3,617 nm (6,700 km; 4,163 miles) Provisional three-view drawing of AWACS version of 11-76, Itnown to NATO as 'Mainstay' (/'//d/ I're.ss)
218 USSR: AIRCRAFT — ILYUSHIN / KAMOV

llyushin 11-86 wide-bodied transport (four Kuznetsov NK-86 turbofans) In Aeroflot markings (Anion Wciisrcin)

Power Plant: Four Kuznetsov NK-86 turbofan engines,

each rated at 127-5 1<N (28,660 lb st), mounted on
pylons forward of wing leading-edges. Engines fitted
with combined thrust reversers/noise attenuators.
Integral fuel tanks m wings, capacity 70,000-80,000
litres (15,400-17,600 Imp gallons).
AtroMMODATioN: Standard flight crew comprises two
pilots and a engineer, with provision for a
flight
navigator if required. Flight engineer's seat normally
faces to starboard, aft of co-pilot, but can pivot to cen-
tral forward-facing position to enable the engineer to
operate the throttles. Upper deck, on which all seats are
located, is divided into three separate cabins by ward-
robes, a serving area connected by elevator to the lower
deck galley, and cabin accommodation, with a total
staff
of eight toilets at front (2) and rear (6) of the aircraft.
Cabins feature unusually large windows, indirect light-
ing in walls and in ceiling panels, and enclosed baggage
lockers at top ot side walls. Preponderance of metal and
natural Hbre materials rather than plastics throughout
cabins to enhance safety in an emergency. Up to 350
passengers in basic nine-abreast seating throughout,
with two aisles, each 55 cm (21-6 in) wide. Suggested
mixed class alternative layout provides for 28 passen-
gers six-abreast in the front cabin, and 206 passengers
eight-abreast in the other two cabins. Passengers enter llyushin 11-86 tour-turbotan wide-bodied passenger transport (t'tloi t'less)
via three airstair doors (made
Kharkov), which hinge
in
lines, outside pressure Primary 200/155V 400Hz
cell. Area;
down from the port side ot the lower deck. One of these
doors is forward of the wing; the others are aft of the
AC electrical system, powered by four 40kVA engine Wings, gross 320 m- (3,444 sq ft)

driven generators. Secondary 36V three-phase AC and Weights:

wing. Four further doors at upper deck level on each
27V DC systems. Five accumulators and static trans- Max payload 42,000 kg (92,600 lb)
side, for emergency use (using dual inflatable escape
former. Smoke detection system, with sensors in bag- Max fuel 86,000 kg (189,600 lb)
slides) and for use at airports where the utilisation of
gage, freight and equipment stowage areas. Pulse Max T-O weight (dependent on size and type of
high level boarding steps or bridges is preferred. Coats
generating de-icing system consuming 500 times less runway) 190,000-206,000 kg (418,875-454,150 lb)
and hand baggage are stowed on the lower deck before
energy than a conventional hot air or electrical system. Max landing weight 175,000 kg (385,800 lb)
passengers climb one of three fixed staircases to the
APU in taitcone. Performance (estimated);
main deck. (A version of the 11-86 is available without
Avionics; All avionics equipment located within pres- Normal cruising speed at 9,000-11,000 m (30,000-
the lower deck airstair doors and staircases, reducing
surised part of fuselage. Flight control and nav systems 36,000 ft)
operating weight empty by 3,000 kg; 6,100 lb and
provide for automatic climb to the selected height, con- 485-512 knots (900-950 km/h; 560-590 mph)
permitting installation of 25 more seats on upper deck.)
trol of the rate of climb and automatic descent, and Approach speed
Cargo holds on the lower deck are designed to accom-
permit automatic landing in ICAO Cat lUA conditions. 130-141 knots (240-260 km/h; 149-162 mph)
modate heavy or registered baggage and freight in 8
Pre-programmable Doppler nav system with readout Field length tor take-off and landing
standard LD3 containers, or 16 LD3 containers if some
display screen on flight deck, on which microtilmed 2,300-2,600 m (7,550-8,530 ft)
of the carry-onbaggage racks are omitted. Access is via
maps can be projected. Position of aircraft is indicated Range with 40,000 kg (88,185 lb) payload
upward hinged doors forward of the starboard wing root
by cursor, driven by system computer. Nav system is 1,944 nm (3,600 km; 2,235 miles)
leading-edge and at the side ot the rear hold. Containers
can be loaded and unloaded by means of a self-
updated automatically by inputs from or VOR Range with max fuel

VOR/DME radio beacons. 2,480 nm (4,600 km; 2,858 miles)

propelled truck with built-in roller conveyor. Films can
be shown in flight, and there is a choice of 12 tape Dimensions, external: Rcpuns m /'IS I .snggcsieil ihal tliesc design ranges ncrc

Wing span 4806 m not being uchieyed

recorded audio programmes. A bar-buffet can be pro- (157 It 8V4 in)

vided on the lower deck in place of the baggage and Length overall 59-54 m (195 ft 4 in) ILYUSHIN 11-96
freight accommodation in the forward vestibule. Length of fuselage 5610 m (184 ft 0% in) The longer-range version of the 11-86, to which refer-
Systems: Four completely self-contained hydraulic sys- Diameter of fuselage 608 m (19 ft 1 1 V, in) ence was lirst made in the 982-83 Jane's, is believed to be
I

tems, e.ich operated by one of the engines, for actuation Height overall 15-81 m (51 ft 10'/. in) redesignated 11-96. Its power plant is likely to comprise
of fiying control surfaces, tailplane variable incidence, Tailplane span 20-57 m (67 ft 6 in) lour high bypass ratio turbofan engines in the 35,000-
nosewheel
spoilers, airbrakes, slats, flaps, landing gear, Wheel track (c/l of outer shock struts) 40,000 lb St (156-178 kN) class. East European airlines
steering, wheel brakes, anti-skid system, and upper I 115 m (36 ft 7 in) have been told that the new aircraft will have a wing span I

level doors when passenger gangways are used. No pro- Wheelbase 21-34 m (70 ft in) 10-0 m(32 ft 9'/2 in) greater than that of the 11-86, an
vision for manual operation of primary flying control Dimensions, intfrnai : increased max T-O weight of 233,600 kg (515,000 lb),
surfaces after powered systems. All hot
failure of Main cabins; Height 2-61 m (8 ft 7 in) seats for up to 300 passengers, and a range of 4,320 nm
pipelines of air-conditioning system, and all fuel supply Max width appro\ 5 70 m (18 It 8'; in) (8,000 km; 4.970 miles) with max payload.

KAMOV mone' for the production versions, of which about 460

were built in 1966-75. Together with the newer Mil
Hormone-A. Basic ship-based anti-submarine version,
operated from cruisers of 'Kresta II' and 'Kara' classes, the
CiiiEi 01 Desion Bureau: S. V. Mikheev
This design bureau continues the work ot Nikolai 1.
helicopters known to NATO as 'Ha/e-A'. these replaced nuclear powered guided missile cruiser Kirov, car-
piston engined Mi-4s in the Soviet Navy's ship and shore rier/cruisers Kiev, Minsk and Novorossiysk, each of which
Kamov, a leading designer of rotating wing aircraft since
based force of around 280 helicopters. Five ex-Soviet carries 16-22 'Hormone- As" and two or three Bs', and
the late 920s, who died on 24 November 1973, aged 71.
1

Navy Ka-25s equip INAS 333 of the Indian Navy, for helicopter carrier/cruisers Moskva and Leningrad, each of
deployment on three Krivak' class destroyers. Nine are which accommodates about 18'Hormone-As'. Some have
KAMOV Ka-25 operated on coastal anti-submarine duties by the .Syrian an underluselage weapon bay, which is much enlarged on
NATO reporting name: Hormone Arab Air Force and others by Yugoslavia, an aircraft illustrated, reportedlv to house wire guided
The prototype ol this military helicopter was lirst shown As well as serving as an anti-submarine and missilc torpedoes. Search radar in undernose radome, diameter
in public in the Soviet Aviation Day flypastoverTushino guidanee aircraft, the Ka-25 fullils a variety ot other milit- 1-25 in (4 ft 1 in), towed magnetic anomaly detector,
Airport, Moscow, in July 1961. It was allocated the ary roles. Only three versions may be identihed at present dipping sonar housed in compartment at rear of cabin, and
NATO code name 'Harp', but this was changed to 'Hor- by NATO reporting names; electro-optical sensor. Canister for sonobuoys can be
 KAMOV — AIRCRAFT: USSR 219

mounted to rear of main landing gear on starboard side. A

major sliortcommg is said to be lack of night and all-
weather sonar dippmg capability.
Hormone-B. Special electronics variant, able to pro-
vide over-the-horizon target acquisition and midcourse
guidance for long-range cruise missiles launched from the
ships on which it is deployed. These are believed to include
SS-N-3 (NATO 'Shaddock') missiles launched from
'Kresla I' cruisers, SS-N-12 ('Sandbox') missiles from
and SS-N- 9 missiles from the
'Kiev' class carrier/cruisers, 1

battle cruiser Kirov.Larger undernose radome with more

spherical undersurface. Cylindrical radome under rear of
cabin. Data link equipment.
Hormone-C. Utility and search and rescue model, gen-
erally similar to 'Hormone-A' but with inessential oper-
ational equipment and weapons removed. This version
sometimes has a yagi aerial mounted on the nose; it has
been photographed in non-operational red and white
paint finish.
Type: Twin-turbine anti-submarine, missile support and
general purpose helicopter.
Rotor System: Two three-blade coaxial contra-rotating
rotors. Automatic blade folding.
Fuselage: Conventional all-metal semi-monocoque
structure of pod and boom type. Ka-25 ('Hormone-A') anti-submarine helicopter, equipped with sonobuoy canister and dye markers
Tail Unit: Cantilever all-metal structure, with central lin,
ventral fin and twin endplate fins and rudders which are
toed inward.
Landing Gear: Four-wheel type. Oleo-pneumatic shock
absorbers. Nosewheels are smaller than mainwheels
andareof castoringtype. Each wheel can be enclosed in
an inflatable pontoon surmounted by inflation bottles to
provide flotation in event of an emergency alighting on
water. Rear legs are pivoted to retract upward about
their wishbone supports, so that the wheels can be
moved to a position where they offer least interference
to signals from the nose radar.
Power Plant: Two 671 kW (900 shp) Glushenkov
GTD-3F turboshaft engines, mounted side by side
above cabin, forward of rotor driveshaft, on early air-
craft. Later aircraft have 7.38 kW (990 shp) GTD-.3BM
turboshafts. Independent fuel supply to each engine.
Provision for carrying external fuel tank on each side of
cabin.
Accommodation: Pilot and co-pilot side by side on flight

deck, with rearward sliding door on each side. Entry to

main cabin is via a rearward sliding door to rear of main
landing gear on port side. Cabin accommodates two or
three systems operators in ASW
role, but is large
enough to contain 12 folding seats for passengers.
Avionics and Equipment: Equipment available for all

versions includes autopilot, navigational system, radio

compass, radio communications installations, and light-
ing system for all-weather operation by day or night.
'Hormone-A' anti-submarine version of the Kamov Ka-25 helicopter I/'iIdi I'ress)

IFF antennae (NATO 'Odd Rods') above nose and isextended downward by a long underbelly container Max width 1-50 m (4 ft 11 in)
alongside central tail fin. Dipping sonar housed in com- on aircraft in accompanying photograph, reportedly to Max height 1 25 m (4 ft 1 V4 m)
partment at rear of main cabin, immediately forward of house wire guided torpedoes. Some Ka-2.'is may be Weights (approx):
tailboom, and search radar under nose of anti- armed with small 'fire and forget' air-to-surface guided Weight empty 4,765 kg (10,500 lb)
submarine version, which carries also a towed magnetic missiles. Max T-O weight 7,500 kg (16,500 lb)
anomaly detector and can have a canister of sonobuoys Dimensions, external: Performance:
mounted externally aft of the starboard main landing Rotor diameter (each) 15-74 m (51 ft 8 in) Max level speed 119 knots (220 km/h; 136 mph)
gear. Some aircraft have a blister fairing over equipment Length of fuselage 9-75 m (32 ft in) Normal cruising speed
mounted at the base of the centre tail fin: others have an Height to top of rotor head 5-37 m (17 ft I'/i in) 104 knots (193 km/h; 120 mph)
electro-optical sensor in the tailboom, under a cylind- Width over tail-fins 3-76 m (12 ft 4 in) Service ceiling 3,500 m (1 .500 ft) 1

rical housing with a transparent top, and over a corres- Wheel track: front 1-41 m (4 ft 71/2 in) Range with standard fuel, with reserves
ponding window in the undersurface of the boom, with a rear 3-52 m (11 ft 61/2 in) 217 nm (400 km; 250 miles)
shallow blister fairing to the rear of the cylindrical hous- Cabin door: Height 110 m (3 ft 71/4 in) Range with external tanks, with reserves
ing. Width 1-20 m (3 ft 11 1/4 in) 351 nm (650 km; 405 miles)
Armament: Doors under the fuselage of some aircraft Dimensions, internal:
enclose a weapons bay for two 450 mm (18 in) ASW Cabin, excl flight deck: Ka-26KAMOV
torpedoes, nuclear depth charges and other stores. Bay Length 3-95 m (12 ft 11 '/2 in) NATO reporting name: Hoodlum
First details of this twin-engined light helicopter were
announced in January 1964, and the prototype flew for the
first time in the following year. Kamov described it as an
ideal helicopter for agriculture, possessing all the virtues
of the Ka-15 (which was used in about a dozen countries)
but able to lift three times as much chemical payload, and
the Ka-26 entered large scale service as an agricultural
aircraft in the Soviet Union in 1970, being used primarily
over orchards and vineyards. It is also used widely on

Aeroflot's air ambulance services and is suitable for many

other applications, including cargo and passenger trans-
port, forest firefighting, mineral prospecting, pipeline con-
struction, laying transmission lines, and a number of milit-
ary duties, including search and rescue.
The space aft of the cabin, between the mam landing
gear units and under the rotor transmission, is able to
accommodate a variety of interchangeable payloads. For
agricultural work the chemical hopper (capacity 900 kg;
1,985 lb) and dust spreader or spraybars are fitted in this

position, on the aircraft's centre of gravity. This equip-

ment quickly removable and can be replaced by a
is

cargo/passenger pod accommodating six persons, with

provision for a seventh passenger beside the pilot. Alter-
natively, the Ka-26 can be operated with either an open
platform for hauling freight or a hook lor slinging bulky
loads at the end of a cable or in a cargo net.
A version lor geophysical surv ey has an electromagnetic
pulse generator in the cabin and is encircled by a huge
'hoop' antenna. It carries on the port side ot the fuselage a
Kamov Ka-25 naval helicopter with underbelly container for wire guided torpedoes mounting for the receiver bird' which is towed at the end
220 USSR: AIRCRAFT — KAMOV
of a cable, beneath the hehcopter. when in use. The
receiver is lowered by an electric winch and the cable is cut
by automatic shears if its traction should exceed the
authorised limit.
An aerial survey model is available with an AFA-31-
MA camera mounted in the cabin This aircraft can photo-
graph 5 km' (2 sq miles) per hour of 1 10,000.
at a scale :

As an air ambulance, the Ka-26 can carry two stretcher

patients, two seated casualties and a medical attendant. A
winch, with a capacity ot up to 150 kg (330 lb), enables it
to be used for search and rescue duties. Ka-26s used in this
role in Soviet coastal areas are each htted with three large
inflatable pontoons, to permit operation from water.
Items of equipment carried inside the cabin can include
lifejackets and MLAS-1 inflatable dinghies for individual
rescues, LAC-5 dinghies each capable of carrying five
persons, PSN-1 rafts and emergency radio beacons. Dur-
ing tests, the hoist has been used to tow boats in sea state 5
conditions.
When operating as an agricultural sprayer, the Ka-26
originally discharged its chemical pay load at 1-5-12 litres/s

(0-33-2-65 Impgallons/s). The rate of discharge in a dust-

ing role was 1-5-12 kg/s(3-3-26-5 Ib/s). Up to 120 hectares
(296 acres) could be sprayed during each flying hour at the Kamov Ka-26 fitted with open platform for freight transport d'cii'i J. lUsli)

rate of 50 kg/ha (44-5 lb/acre). As a duster, 140 ha (346 Dimensions, e.xternal: agricultural duster 1,065 kg (2,348 lb)
acres) could be treated at the same discharge rate. 50 ha Rotor diameter (each) 1300 m (42 ft 8 in) agricultural sprayer 900 kg (1.985 lb)
(123 acres) could be topdressed with chemical fertilisers Vertical separation between rotors with cargo platform 1.065 kg (2,348 lb)
each flying hour, at a rate of 100 kg/ha (89 lb/acre). These 1-17 m (3 ft 10 in) flying crane 1,100 kg (2,425 lb)
work rates were improved substantially by the introduc- Length of fuselage 7-75 m
(25 ft 5 in) Normal T-O weight: transport 3.076 kg (6.780 lb)
tion of an atomiser for liquid chemicals in 1978, followed Height overall 4-05 m (13 ft 3V2 in) agricultural 2.980 kg (6.570 lb)
by a centrifugal spreader for granular chemicals and dust Width over engine pods 3-64 m ( 1 ft II :1
'
in) Max T-O weight: all versions 3.250 kg (7.165 lb)
in 1979. Width over agricultural spraybars
Performance (at max T-O weight):
To protect the pilot against toxic chemicals in the 11 20 m (36 ft 9 in)
Max level speed 91 knots (170 km/h; 105 mph)
agricultural role, the cabin is lightly pressurised by a Tailplane span 4-60 m (15 ft 1 in)
Max cruising speed 81 knots (150 km/h; 93 mph)
blower and air Hlter system which ensures that the cabin Wheel track: mainwheels 2-42 m (7 ft IIV2 in)
Econ cruising speed
air is always clean. The flying and navigation equipment is nosewheels 0-90 m (2 ft IIV2 in)
49-59 knots (90-1 10 km/h; 56-68 mph)
adequate for all-weather operation, by day and night. Wheelbase 3-48 m (II ft 5 in)
Agricultural operating speed range
VHF and HF radio are fitted, together with a radio com- Passenger pod door: Height 1-40 m (4 ft 7 in)
16-62 knots (30-115 km/h; 19-71 mph)
pass and radio altimeter. Width 1-25 m (4 ft IV4 in)
Service ceiling 3,000 m (9,840 ft)
Because of its small size and manoeuvrability, the Dimensions, internal:
Service ceiling, one engine out 500 m (1,640 ft)
Ka-26 can be operated from platforms on small ships such Passenger pod:
as whalers and icebreakers, and a Soviet fishing boat Length, floor level 1-83 m (6 ft in)
Hovering ceiling at AUW of 3,000 kg (6,615 lb):
IGE 1,300 m (4,265 ft)
operating in the North Atlantic in early 1970 carried a Width, floor level 1-25 m (4 ft IV4 in)
Ka-26 for fish spotting duties. This aircraft was equipped Headroom 1-40 m (4 ft 7 in)
OGE (2,265 800 m ft)

with inflated pontoons to permit alighting on the water.

Range with 7 passengers, 30 min fuel reserves
Weights:
In mid-1969, a Ka-26 was tested in Siberia and the Operating weight, empty:
215 nm (400 km; 248 miles)
north-west USSR in a forest protection version able to stripped 1,950 kg (4,300 lb)
Max range with auxiliary tanks
equipment speedily to the site
deliver six firemen and their
647 nm (1,200 km; 745 miles)
cargo/platform 2,085 kg (4,597 lb)
Ka-26s joined Mi-1,
the Spring of 1972,
Endurance at econ cruising speed 3 h 42 min
of a forest fire. In cargo/hook 2,050 kg (4,519 lb)
Mi-2 and Mi-4 helicopters in operations to clear ice from passenger 2.100 kg (4,630 lb)
Soviet rivers, by landing demolition teams on thick ice agricultural 2.216 kg (4,885 lb) KAMOV Ka-27 and Ka-32
floes and destroying thinner ice fields from the air. Fuel weight: transport 360 kg (794 lb) NATO reporting name: Helix
More than 600 Ka-26s had been produced by 1977. other versions 100 kg (220 lb) It was announced in early 1981 that a new civilian
They are in civilian service in 1 5 countries, including Bul- Payload: transport 900 kg (1,985 lb) helicopter, designated Ka-32. was to be put on display in
Germany, West Germany. Hungary. Japan.
garia, East
Romania and Sweden, as well as in the USSR. Military
operators include the air forces of Bulgaria and Hungary.
Total flying time exceeded 500.000 hours by 1981.
Type: Twin-turbine general purpose light helicopter.
Rotor System: Contra-rotating coaxial three-blade rotor
system, with hydraulic dampers fitted to each rotor head
and rotor shafts inclined forward at 6° to the vertical.
Blades, made of glass-textolyte (plastics) materials,
weigh 25 kg (55 lb) each, are interchangeable, and are
equipped with an anti-icing system.
Fuselage: Small extensively glazed crew cabin forward of
rotor mast, and two tapered cylindrical plastics tail-
booms.
Tail Unit: Tailplane, mounted at extremity of tailbooms;
twin endplate fins and rudders, toed inward at 15°.
Landing Gear: Non-retractable four-wheel landing gear.
Main units, at rear, carried by stub wings. All four units
embody oleo-pneumatic shock absorbers. Forward
wheels of castoring type, not fitted with brakes. Rear
wheels fitted with pneumatically operated brakes. Tyres
size 595 x 185 on mainwheels, 300 x 125 on forward 'Helix-A' being wheeled into port hangar of guided missile destroyer Udaloy, with rotor blades folded
wheels. Provision for large inflatable pontoons, across
front of aircraft forward of nosewheels and under each
mainwheel unit.
Power Plant: Two 242-5 kW (325 hp) Vedeneev
M-14V-26 aircooled radial piston engines, mounted in
pods on short stub wings at top ot fuselage. Each engine
is c, ied by a fan in the front of its pod. which absorbs
about 18-6 kW (25 hp) from engine output. Dust filters
in air delivery ducts, to protect engines, each of which is

connected to the rotor transmission by a shaft and two

flexible couplings. Both rotors can be driven by either
engine if the other fails; disengagement of the failed
engine is automatic.
Accommodation: Fully enclosed cabin, with door on each
side, fitted out normally for operation by single pilot:
second scat and dual controls optional. Cabin warmed
and demisted by air from combustion heater, which also
heats passenger compartment when fitted. Details of
alternative payload arrangements given in introductory
copy.
Systems: Powered controls, actuated by single hydraulic
system, with manual override in case of system failure.
Anti-icing system for rotor blades and windscreen is
activated automatically by radioisotope ice warning
device and utilises an alcohol glycerine mixture. Kamov Ka-27 ASW helicopter (NATO Helix-A') on carrier/cruiser N(>\iiri>ssiy\k (Royal Niivy)
 KAMOV — AIRCRAFT: USSR 221

SAR and plane guard version of Ka-32, with cabin side bulges and winch
Kamov Ka-32 civilian helicopter in Aeroflot insignia iRoviil Navy)

the permanent Exhibition of Achievements ot the

National Economy (VDNKL) In Moscow. Primary
applications for the aircraft were said to be surveillance,
search and rescue, by day and night in all weathers, from

ships that would include the atomic powered icebreakers

Lenin, Sihir, Arklika and Rossiya.
The Ka-32 had not entered service at the time ol the
announcement, and was not identified officially in public
until it was exhibited with other Soviet and Polish aircraft
at Minsk Airport, In late 1981, during the fourth CMEA
scientific/technical conference on the use of aircraft in the
national economy. On this occasion its major applications
were said to be tor construction/assembly and flying crane
duties, and it earned a lorry as a slung load during the
flying display. It was claimed to be able to lift up to 5,000
kg (11,000 lb) as an external slung load, and to have a
range of 100 nm (185 km; 115 miles) with such a load.
Features of the Ka-32 include a large rectangular blister
fairing on each side of the cabin.
Two women instructors from the Yegoryevsk flying
club, near Moscow, set three othcially conhrmed feminine
records in a civil Kamin Ka-32 (NATO Helix') helicop-
ter. Nadezhda Yeremina set a time to height record by
climbing to 3,000 m In 2 min 1 I I s on 12 May 1983. On

the previous day Tatyana Zuyeva had climbed to 6.000 m

in 4 mm46-5 s and set a record of 6,552 m
(21,496 ft) for
sustained height in level flight. The time to height records
had been held previously by a Mil A- 10 (Mi-24 Hind"). Kamov Ka-27 helicopter known to NATO as 'Helix-A' (Piloi Press)
Take-off weight of the Ka-32 was 7.25 1 kg ( 5,986 lb) on 1

11 May. and 7,156 kg (15,776 lb) on 12 May.

First reference to a military version of this helicopter
had appeared in a 1981 document on Soviet Mdiuiry I'ow-
er. published by theUS Department of Defense, which
referred to "Hormone variant" helicopters that could be
carried in a telescoping hangar on the new Sovremennyy'
class of Soviet guided missile destroyers, for secondary
ASW missions. Photographs of such helicopters were
released to the technical press after two of them had been
seen on the stern platform of the Udatoy. hrst of a new 4)iM'
class of Soviet ASW guided missile destroyers, during the
Zapad-81 (West-81) series of exercises In the Baltic in
September 1981. The fact that one was rtnished in
Aeroflot markings suggested that development of the
military version might then have been at an early stage. It
is now known that military versions have a different Soviet

designation from the civilian Ka-32, and the US Depart-

ment of Defense has referred to the ASW helicopter as
Ka-27 since 1982. At least 16 were observed on board the
'Kiev' class carrier/cruiser Noro/asw/ys^ during its maiden

deployment in 1983.
Two versions of the military Ka-27 have been identihed
by unclassihed NATO reporting names:
Helix-A. Basic ASW version, as shown in accompanying
illustrations. Probable crew of three.
Kamov Ka-126, a turbine powered development of the Ka-26
Helix-B. Missile target acquisition and midcourse guid-
ance version to replace 'Hormone-B'. No photographs blades on each contra-rotating rotor told rearward in the provide an answer to the Soviet Navy's long-time need tor
released by Summer 1984. same way for stowage; but the blades are different in form, an infantry assault and vertical replenishment shipbinud
A third military version seen on the Novorossiysk is a notably near the root. The power plant comprises two helicopter.
search and rescue and plane guard helicopter. Features 1,660 kW (2,225 shp) Isotov TV3-117V turboshaft Dimensions, exiernai. (estimated):
include an additional large rectangular blister fairing on engines, mounted above the cabin. The refuelling point is Rotor diameter (each) 16-75 m (54 tt II'; in)
each side of the cabin, as on the civil Ka-32. and a winch behind a small forward hinged door on the port side, Length of fuselage ()() ni (36 tt
I I in I I

over the port cabin door. where the bottom of the tapered tallbooni meets the rear Height to top of rotor head 5 50 m (18 It 0' : in)
Helix-A' follows closely the conhguration of Hor- of the cabin. Other features include a hxed slat forward of PEKroRMAN( E (estimated):
mone' but has a longer and more capacious fuselage pod, each tin leading-edge; an inverted flower pot' fairing, Max level speed 140 knots (260 km h; 161 mph)
no central tail fin. and a smaller undernose radome. similar to that of Hormone-A', above the rear of the Combat radius 162 nm (300 km; 186 miles)
Some features, such as the main units of the four-wheel power plant cowling; a box under the tailboom which
landing gear and the sliding cabin door on the port side. could house a towed MAD 'bird'; a rectangular container, KAMOV Ka-126
look identical to their counterparts on Hormone'. The probably for sonobuoys, on each side of the bottom centre A photograph of was published in a book
this helicopter
overall dimensions of the two aircraft appear also to be fuselage; and a ventral weapons bay for torpedoes and entitled Soviet Aviation onWorld Market presented to
ilie

generally similar, enabling 'Helix' to be stowed on board other stores. The nosewheels appear to be free-eastoring June's by Aviaexport at the 1981 Pans Air Show. 1 he
ship In hangars and via deck lifts built for its jircdccessor. rather than steerable. Ka-126 appears lobe identical to the Ka-26 except for the
Its rotor diameter is only marginally greater, and the three The increased volume of the 'Helix' cabin appears to two very small closely cowled shall turbine engines which

L
222 USSR: AIRCRAFT — KAMOV/ MiG
replace the lalters M- 14V -26 radial pisicin engines. KAMOV Ka- details are available except that it has co-axial contra-
1 he lael that such a helicopter was under development
NATO reporting name: Hokum rotating main rotors, a take-ott weight in the 5,450 kg
had been announced by Mr S. V. Mikheev Chiel Designer
,
became known Sunimei 12. 000 lb) class, and probable two-man crew. Duties are
It in I y,S4 that the Kanio\ (

ol theKamo\ Bureau, in 1479. likelv to include attack and air-to-air anti-helicopter com-
bureau had begun flight testing a new combat helicoptei '

that was given the NATO reporting name Hokum'. No

bat,

MAI
MOSCOW AVIATION INSTITUTE
Students ot this institute partici|iated in the design ol the
Yakovlev Yak-hS tandem two-seat primary training air-
craft in the mid-1940s. Subsequently, they built a number
ot sailplanes that gained awards at exhibitions of work by
young people. When a small single-seat sporting aircraft
named Kwant (OuantI was displayed outside the People's
Education F'avilion at the USSR Economic Achievement
Exhibition m Moscow, in October 1967, it was described
as being designed and built by the Students' Design Office
of the Sergo Ord/honikid/e Aviation Institute in Moscow.
This aircraft now holds three officially recognised records
in FA I class CI b, as recorded and illustrated on page 78 of
the introductory section in the l9Sl-cS2 Jane's. The stu-
dents have now demonstrated
their growing capability by
designing and building the prototype of a small general
purpose jet aircraft named Semurg, of which brief details
follow:

MAI SEMURG (BIRD OF HAPPINESS)

This 'one and a hall engined' aircraft was lirst illustrated
in the East European press in the early months of 9S0. 1 in
the form of a mockup or model. Test flying is reported to Only Illustration of the MAI Semurg yet published, probably of a mockup or model
have started in 1981, alter joint development by a team
led by Prof A. Badyagin at Moscow Aviation Institute and mounted in the rear fuselage and supplied with air via an DiMHNSiONS. internal:
a team led by Prof C. L. Sarymsakov at Tashkent intake above the centre fuselage. A smaller, unidentified, Cabin: Max width 1-40 m (4 ft 7 in)
Polytechnic, with assistance from the Tashkent aviation short-lifeengine is installed for use in emergencies, and as Max height 1-60 m (5 ft 3 in)
industry. an APU for engine starting and air-conditioning on the Weiomts:
As can be seen in the original, poor, illustration from ground. An East German journal has given the engine Payload 600-800 kg (1.320-1,760 lb)
19S0. the Semurg has a conventional low-wing monoplane ratings as 14-7 kN (3,300 lb sl| and 3 kN (700 lb st) 1 Max T-O weight 3,200 kg (7,055 lb)
conliguration. with sophisticated liigh-hlt devices, a T tail respectively. Periormance (estimated):
and a non-retractable tricycle landing gear. Composite The cabin of the Semurg is described as being quickly Max cruising speed
194 knots (360 km/h: 223 mph)
materials such as glasshbre and carbonhbre are said to be convertible for a variety of duties, including air ambulance STOLT-Orun 150 m (492 ft)
used widely in its construction, and the power plant is missions. The lower portion of the split door has built-in Range with 400 kg (880 lb) payload
unusual. Primary engine is an hchenko Al-25 turbofan. airstairs. 540 nm (1.000 km: 620 miles)

MiG A1M-9B Sidewinder 1 A. Underwing pylons for two K-13s Remainder of airframe generally similar to that of MiG-
were fittedon the MiG-21F. the suffix "F' standing lor 2 F, but pitot boom repositioned above air intake: cannon
Genekai Designer in Charge or Br reau: I

I iirsiroviinny (boosted) and indicating that this model also armament and fairings deleted, permitting simplified
Rostislav A. Belyakov
had a slightly more powertul turbojet. To save weight and design for lorward airbrakes: larger mamwheels and tyres,
Colonel-General Artem I, Mikoyan, who died on 9
provide room for avionics associated with the missiles, the requiring enlarged blister lairing on each side of fuselage,
December 1970 at the age ol 65. was head ol the design
port NR-30 cannon was removed and its blast tube lairing over wing, to accommodate wheel in retracted position:
bureau responsible lor the MiG series ol lighter aircralt
on the lower fuselage was blanked off. Further details of dorsal spine lairing widened and deepened
alt of canopy,
from 1940. With Mikhail 1. Gurevich (1893-1976), a
this and subsequent operational versions of the MiG-21 to reduce drag and house additional fuel tankage, and
mathematician, he collaborated in the design of the Hrst
arc as lollows: rear-view transparency deleted: primary blade antenna
really modern Soviet jet fighter, the MiG-1 5, which began
MiG-21F (FIshbed-C). First major production version, repositioned to mid-spine and secondary antenna deleted.
to enter squadron service in numbers in 1949.
built also inCzechoslovakia. Still in production in China, Uprated R-l turbojet, giving 58 4 kN 3,120 lb st) with
The MiG-17, a progressive development ol the MiG- 1 ( 1

with Chinese designation J-7. Short-range clear weather alterburning. Internal fuel capacity increased to 2,850
15, was first observed in Soviet squadrons in 1953 or 1954,
fighter, with radar ranging equipment and a Tumansky litres (627 Imp gallons) in seven fuselage tanks. Late
and was followed into service by the supersonic MiG- 19,
R-l 1 turbojet rated at 42-25 kN (9.500 lb st dry and 56 4 ) production aircraft have attachments for a rocket assisted
which appeared in 1955 and has been manufactured also
in large numbers in China (which see).
kN (12,676 lb st) with alterburning (designation of engine take-oll unit ( R ATOG
alt of each main landing gear bay,
)

given in Soviet press statements as TDR Mk R37F). Two and provision for a flap blowing system known as Sduvu
All available details ol aircraft designed by the Mikoyan
underwing pylons for UV-16-57 pods, each containing I'oi^ranichnovo Sloyo (SPS), which reduces the normal
bureau which are currently in production or known to be
under development follow:
sixteen 57 mm rockets, or K-13 air-to-air missiles, and one landing speed by some 22 knots (40 km/h: 25 mph). Flaps
NR-30 cannon in starboard side of fuselage (one each side are larger than original Fowler type, do not move aft, and
MIKOYAN MiG-21 on early aircralt and on the ten supplied to India). Internal lack outboard fairing plates.
NATO reporting names: FIshbed and Mongol fuel capacity ol 2,340 litres (5 1 5 Imp gallons), plus under- Fishbed-E. Basically similar to 'Fishbed-C but with
The MiG-21 was developed on
air superiority fighter fuselage pylon for external fuel tank of 490 litres ( 1 08 Imp broad chord vertical tail surfaces. Brake parachute
the basis of experience of jet-to-jet combat between gallons) capacity. Small nose air intake of approximately repositioned into acorn fairing, made up of clamshell
MiG-1 5s and US aircraft during the war in Korea. The 69 cm (27 in) diameter, with movable three-shock centre- doors, at base of rudder, above jet nozzle. Provision for
emphasis was placed on good transonic and supersonic body housing the radar ranging equipment. Undernose GP-9 underbelly pack, housing GSh-23 twin-barrel 23
handling, high rate of climb, small size and light weight, pitot boom, which folds upward on the ground to reduce mm gun, in place of centreline pylon, with associated
using a turbojet engine of medium power. The lirst ver- risk of ground personnel walking into it. Transparent blis- predictor sight and electrical ranging system. Identified in
sions of the MiG-21 were, therefore, day lighters of ter cockpit canopy which hinges upward about base of 1964.
limited range, with comparatively light armament and integral flat bulletproof windscreen. Transparent rear- MiG-21FL. Export version of late-model MiG-21PF
limited avionics. Subsequent development ol the type view panel (not on aircraft built in Czechoslovakia) alt ol series, with broad chord vertical tail surlaces and brake
aimed primarily improvements in range, weapons and
at canopy at front of shallow dorsal spine lairing. Large blade parachute housing at base of rudder but no provision lor
all-weather capability, and the MiG-21 became the most antenna at rearol this panel, with small secondary antenna SPS or RATOG. About 200 were initially assembled and
widely used fighter in the world, as well as forming for midway along spine. Fowler flap between fuselage and later built under licence in India by Hindustan Aero-
many years the backbone of Soviet tactical air power. aileron on each trailing-edge. with fairing plate underwing nautics Ltd (which see), with the lAF designation Type 77.
According to pilots of the Egyptian Air Force, their at outer extremity. Small forward-hinged airbrake under R-l -300 turbojet rated at 38-25 kN (8,598 lb st) dry and
I

late-model MiG-21MF remains deficient in IFF, navig- fuselage, forward of ventral fin: two further forward- 60-8 kN (13,668 lb) with afterburning. Suffix letter 'L'
ation and other systems, but can be airborne in under 3 hinged airbrakes, on each side of underfuselage in line (Lokciior) indicates the installation of Type R2L ('Spin
min from an order to go, and is capable of maintaining six with wing root leading-edges, integral with part of cannon Scan B' search/track radar, reported to have lock -on
)

sorties per day per aircralt for a two/thrce-day emergency fairings. Brake parachute housed inside small door on port range of 10 nm (19 km. 12 miles) but to be ineffective at
period. Engine change of the Tumansky R-l 3-300 after underside of rear fuselage, with cable attachment under heights below about 915 m (3.000 ft) because of ground
300 h reflects steady improvement in Sov let turbojet tech- rear part of ventral fin. Semi-encapsulated escape system, 'clutter'. Can be fitted with GP-9 underbelly gun pack.
nology. in which canopy is ejected with seat, forming shield to Identified in 1966.
The E-5 aerodynamic prototype ol the MiG-21 flew for protect pilot from slipstream, until the seat has been MIG-21PFS or MiG-21PF(SPS). Similar to Fishbed-
the first time on 956, and made its public debut
1 6 June 1 slowed by its drogue chute. Leading-edge of fin extended D'. hut with SPS as standard production installation.
during the flypast in the Soviet Aviation Day display at lorward on all but early aircraft, to increase chord. MIG-21PFM (FIshbed-F). Successor to interim MiG-
Tushino Airport. Moscow, on 24 June. The initial produc- MIG-21PF (FIshbed-D). Basic model of second series of 2 1 PIS. embodying all the improvements introduced
tion version (NA1 Ol
ishbed-A') was built in only limited operational versions with lorward liiselagc of less tapered progressively on the PF and PFS. the suffix letter 'M'
numbers, with a Tumansky R-l turbojet engine rated ,11 I lorm. Intake enlarged to diameter ol approximately 91 cm indicating an exportable version of an existing design.
38-25 kN (8,600 lb St) dry and 50 kN (1 1.240 lb st) with (36 in) and housing larger centrcbody lor RIL Leading-edge of fin extended fitrward a further 45 cm ( 8 I

alterburning, and with an armament ol two 30 NR-3() mm search/track radar (NATO 'Spin Scan A') to enhance in). Small dorsal fin fillet eliminated. Additional
cannon. Meanwhile, the Soviet Union had been develop- all-weather capability (designation suffix letter 'P', stand- refinements, including sideways hinged (to starboard)
ing a small inlra-red homing air-to-air missile, designated ing lor I'erekhvuuhik, applied to aircraft adapted for
is canopy and conventional windscreen quarter-lights: sim-
K-13 (NATO Atoll') and generally similar to the US all-weather interception Irom an earlier designed role). ple election seat instead ol semi-encapsulated type: and
 MiG —AIRCRAFT: USSR 223

large dielectric portion at tip of tail fin. R2L radar. Max

permissible speed at low altitude reported to be .S93 knots
(1,100 km/h; 683 nipli). Built also in Czechoslovakia.
MiG-21PFMA (Fishbed-J). Multi-role version. Basic-
ally similar to MiG-2 PFM but with deeper dorsal fairing
1

containing fuel tankage above fuselage, giving straight line

from top of canopy to tin. Improved radar (NATO 'Jay
Bird'). Pilot tube remains above air intake but is offset to
starboard. Provision for GP-9 underbelly gun pack as
alternative to centreline fuel tank. Four underwing pylons,
instead of former two, for a variety of ground attack
weapons and stores, as alternative or supplementary to
two or four air-to-air missiles. Latter can include radar
homing 'Advanced Atoll' as well as infra-red K-13A
'Atoir. Able to carry two underwing tanks in addition to
standard underbelly tank, offsetting reduced internal fuel 'Flshbed-H' reconnaissance version of MiG-21, with underbelly sensor pack, underwing fuel tanks and wingtip
capacity of 2,600 litres (.')72 Imp gallons). Zero/zero ejec- EClVI (Hug Revue)
tion seat. Small boat shape fairing with angle of attack
indicator on port side of nose. Later production aircraft
can have the GSh-23 gun installed inside the fuselage, with
a shallow underbelly fairing for the twin barrels and
splayed cartridge ejection chutes to clear each side of
centreline store.
MIG-21R. Generally similar to MiG-2 IPFMA, but
bellygun replaced by a pack of three reconnaissance
cameras mounted on a side-hinged (to starboard) door
which protrudes from underfuselage, immediately aft of
nosewheel leg. Operated by Egyptian Air Force.
MiG-21M. Generally similar to MiG-21PFMA with
internal GSh-23 gun pack. R-1 1F2S-300 engine. Super-
seded MiG-2 IFL on Hindustan Aeronautics production
line in India, with lAF designation Type 96. First Indian
built MiG-2 IM handed over ofhcially to lAF on 14 Feb-
ruary 1973; F1AL production ended 1981.
MiG-21R (FIshbed-H). Tactical reconnaissance ver-
sion, basically similar to MiG-2 IPFMA. Equipment
includes an external pod for forward facing or oblique
cameras, infra-red sensors or ECM devices, and fuel, on
fuselage centreline pylon. Suppressed antenna at mid-
Mikoyan MiG-21SIV1T ('Fishbed-K'j single-seat multi-role fighter (Pilot Press)
fuselage and optional ECM
equipment in wingtip fairings.
MiG-21MF (FIshbed-J). Generally similar to MiG- deeper dorsal wing root leading-edge. Small boundary layer fence
ing of the later operational variants, with a
21PFMA but re-engined with a Tumansky R-13-300 above each wing near tip. All-metal construction. Inset
spine and no dorsal tin hllet.
turbojet, lighter in weight and with higher performance
MiG-21US (Mongol-B). Similar to later MiG-2 U 1 but ailerons, actuated hydraulically. Large blown' plain
ratings. Small rearview mirror above cockpit canopy.
with provision for SPS flap-blowing, and retractable peri- trailing-edge flaps, actuated hydraulically.
Debris deflector beneath each suction relief door forward
scope for instructor in rear seat. Max internal fuel capacity Fuselage: Circular section all-metal semi-monocoque
of wing root. Entered service with Soviet Air Force in
2,400 litres (528 Imp gallons). structure. Ram air intake in nose, with three-position
1970.
IVIiG-21RF (Fishbed-H). Tactical reconnaissance ver-
MiG-21UM (Mongol-B). Two-seat trainer counterpart movable centrebody. Large dorsal spine fairing along
of MiG-21MF with R-13 turbojet and tour underwing top of fuselage from canopy to tin. Forward hinged door
sion of MiG-2 IMF. Equipment as for MiG-2 IR.
stores pylons. type airbrake on each side of underfuselage below wing
IVIiG-21SMT (FIshbed-K). Similar to MiG-21MF,
Alternative designations, such as E-33. E-66, E-66A, leading-edge. A further forward hinged airbrake under
except for having deep dorsal spine extended rearward as
E-66B and E-76. were allocated by the Soviet authorities fuselage forward ot ventral lin. All airbrakes actuated
far as brake parachute housing, to provide maximum pos-
to MiG-2 Is used to set up FAl recognised international above and below wing on
hydraulically. Blister fairings
sible fuel tankage and optimum aerodynamic form. Able
records. Details can be found in the 1982-83 and earlier each side to accommodate mainwheels when retracted.
to carry ECM equipment in small removable wingtip pods.
editions of Jane's. The similar designations E-74, E-77 Tail Unit: Cantilever all-metal structure, with all surfaces
Deliveries to Warsaw Pact air forces reported to have
and E-96 apply to versions of the export MiG-2 1 F, MiG- sharply swept. Conventional fin and hydraulically
begun in 1971. Like the MiG-21PFMA and MiG-21MF,
2IFL and MiG-2 IM respectively (see lAF type desig- powered rudder. Hydraulically actuated one-piece
this version can carry K-13A 'Atoll' infra-red missiles
and/or radar homing 'Advanced Atolls'.
nations listed for MiG-21s built by HAL in India). all-moving horizontal surface, with two gearing ratios
About 700 of the 6,280 aircraft estimated to equip for use at varying combinations of altitude and airspeed.
MiG-21bis (Fishbed-L). Third generation multi-role Soviet tactical air forces are MiG-2 Is, including 130 of the Tailplane trim switch on control column. No trim tabs.
aircombat/ground attack version, with updated avionics reconnaissance versions ('Fishbed-H"). In addition, Single large ventral hn.
and generally improved construction standards. Wider MiG-2 1 s have been supplied to at least 35 other air forces, Landing Gear: Hydraulically retractable tricycle type,
and deeper dorsal fairing. Max fuel capacity of seven as listed in previous editions of Jane's. with single wheel on each unit; all units housed in fusel-
internal self-sealing tanks 2,900 litres (638 Imp gallons). The following details refer to the MiG-21MF age when retracted. Forward retracting non-steerable
MiG-21bis (Fishbed-N). Advanced version of CFishbed-J"): nosewheel unit, tyre size 500 x 180; inward retracting
''Fishbed-L' with Tumansky R-25 turbojet engine, rated at Type: Single-seat multi-role fighter. mainwheels which turn to stow vertically inside fusel-
73-6 kN (16,535 lb st) with afterburning. Further Wings: Cantilever mid-wing monoplane of clipped delta age. Size 800 X 200 tyres on mainwheels, inflated to
improvement of avionics indicated by bow and arrow' planform. with slight anhedral from roots. TsAGl sec- approximately 7-93 bars (1 15 Ib/sq in), ruling out nor-
antenna on nose. Standard equipment in Soviet Air Force. tion; thickness/chord ratio 5'f at root, 4-2' r at tip. No mal operation from grass runways. Pneumatic braking
Empty weight reported to be 5,200 kg(l 1,465 lb), normal leading-edge camber. Sweepback approximately 57°. on all three wheels, supplied from compressed air bot-
T-O weight 7,960 kg (17,550 1b). Rate of climb at AUW Small pointed fairing on each side of fuselage forward of tles. Steering by differential mainwheel braking. Wheel
of 6,800 kg (15,000 lb), with 509f fuel and two 'Atoll'
missiles, is 17,700 m (58,000 ft)/min. Now carries two
radar homing 'Atolls' outboard, two 'Aphids' inboard.
Production also by HAL from 1980; to end 1984.
MiG-21U (Mongol). Two-seat training versions. Initial
version, 'Mongol-A', is generally similar to the MiG-21F
but has two cockpits intandem with sideways hinged (to
starboard) double canopy, larger mainwheels and tyres of
MiG-2 IPF, one-piece forward airbrake, and pitot boom
repositioned above intake. Cannon armament is deleted.
Later models, Mongol-B'. have the broader-chord verti-
and under-rudder brake parachute hous-
cal tail surfaces

Close-up of wingtip pod, associated with ECM, on

MiG-21 of Egyptian Air Force (Denis Hughes) MiG-21bis ('Fishbed-N') armed with two radar homing 'Atolls' outboard and two 'Aphids' inboard
224 USSR: AIRCRAFT — MiG
doors remain open when legs are extended. Brake
parachute housed inside acorn lairing at base ot rudder.
Power Plant: One Tumansky R- 13-300 turbojet engine,
rated at 50 kN (1 1 ,240 lb si) dry and 64-73 kN (14,550
lb St) with afterburning. Fuel tanks in fuselage, with
total capacity of2,600 litres (572 Impgallons), of which
approx 1 ,800 (396 Imp gallons) are usable within
litres
CG limits at low speed. Provision for carrying one
Hnned external fuel tank, capacity 490 litres (lOS Imp
gallons), on undertuselage pylon and two similar drop
tanks on outboard underwing pylons. Two jettisonable
solid propcllant JATO rockets can be htted under rear
tuselage, aft ot wheel doors.
Accommodation; Pilot only, on ejection seat with spring
loaded arm at top which ensures that seat cannot be
operated unless hood is closed. Canopy is sideways
hinged, to starboard, and is surmounted by a small
rear\iew mirror Hal bulletproof windscreen. Cabin
air-conditioned. Armour plating forward and att of
cockpit.
Systems: Duplicated hydraulic system, supplied by engine
driven pump, with backup by battery powered electric
pump, and emergency electric tailplane trim and man-
ual operation of flying controls. Autostabilisation in
Two-seat training version of the MiG-21 ('Mongol-B') in Czechoslovak Air Force service
pitch and roll only. + Ko.smoniinlika)
(Lclecl\i

Avionics AND Eiiuipment Search and track radar (NATO

:
lighter was displayed in public tor the first time on 9 July MiG-23S (Flogger-A). Pre-production version, with
Jay Bird') in intake centrebody, with search range of 1967, during the Aviation Day flypast at Domodedovo AL-7F-1 engine. Issued to complete fighter regiment in
approx 15 nm (29 km. IX miles). Other standard Airport, Moscow soon after completion of its initial flight
, 1971 for development.
avionics include VOR/ADF and warning radar with an testing. Pre-series aircraft were delivered to the Soviet Air MiG-23SM (Flogger-A). As MiG-23S, but with four
indicator marked in 45' sectors in front ol and behind Force in 1 970, followed by initial series production MiG- APU- 3 pylons tor external stores added under engine air
1

the aircraft. Gyro gunsight is reported to topple at 23 interceptors in 1973. Two Soviet fighter regiments, intake ducts and fixed inboard wing panels.
2-75g. Automatic ranging can be fed into gunsight. Full with a total of about 75 aircraft, were deployed to East MiG-23M (Flogger-B). First series production version.
blind-flying instrumentation, with attitude and heading Germany in 1973-74; since then the MiG-23 and related Single-seat air combat fighter with Tumansky R-27 turbo-
indicators driven by remote central gyro platform. MiG-27 have superseded the MiG-2 progressively as the
1 jet, rated at 68-65 kN (15,430 lb st) dry and 100-0 kN

Armament: One twin-barrel 23 mm GSh-23 gun, with primary tactical aircraft of the Frontal Aviation theatre (22,485 lb st) with afterburning. Wings moved forward
200 rounds, in belly pack. Four underwing pylons for forces and "Voyska PVO home defence interceptor force, about 61 cm (2 ft) to compensate lor lighter engine,
weapons or drop tanks. Typical loads tor interceptor with production continuing at the rate of several hundred a increasing gap between wing and tailplane. Length of rear
role include two K-13A Atoll" air-to-air missiles on year. MiG-23s are flown by all of the Warsaw Pact air fuselage reduced; size of dorsal fin increased; wing chord
inner pylons and two radar homing 'Advanced Atolls' lorces, and have been exported to nine other air forces. increased on movable panels, giving large dogtooth.
or two UV-16-57 rocket packs (each sixteen 57 mm US press reports suggest that four former Egyptian Deliveries began in 1972.
rockets) on outer pylons; four K-13As/' Advanced operated MiG-23s are being flown by the US Air Force MiG-23MF (Flogger-B), Improved version of MiG-
Atolls"; or two drop tanks and two K-13As or from an air base in the western USA, alongside MiG-2 1 s, 23M, with more powerful R-29 engine and uprated
'Advanced Atolls". Typical loads for ground attack role for realistic air-to-air combat training of USAF and allied equipment, including more modern radar, ECM in fairings
are four UV-16-57 rocket packs; two 500 kg and two pilots. At least one other was presented to China in a forward of starboard underwing pylon and above rudder,
250 kg bombs; or four S-24 240 mm air-to-surtace technology transfer deal. Doppler, and a small infra-red sensor pod under the cock-
rockets. There are ten versions of the MiG-23 of which details pit. The US Military Posture statement for FY 1979

Dimensions, external (MiG-21MF): can be published in 1984: described Flogger-B' as "the first Soviet aircraft with a
Wing span 715 m (23 ft 5'/; in) MiG-23 (Flogger-A). Prototype shown at Domodedovo demonstrated ability to track and engage targets flying
Length, inci pitot boom 15-76 m (51 ft 8'/2 in) on 9 July 1967. One Lyulka AL-7F-1 afterburning turbo- below its own altitude". Standard version for Soviet Air
Length, excl pitot boom and intake centrebody jet, rated at 98-1 kN (22.046 lb st). Illustrated in 1973-74 Force from about 1975, and for other Warsaw Pact air
13-46 m (44 ft 2 in) and preceding editions of Jane's. lorces from 1978.
Height overall 4-50 m (14 ft 9 in)
Tailplane span 3-86 m (12 ft 8 in)
Wheel track 2-69 m (8 ft 10 in)
Wheelbase 4-81 m (15 ft 9'; in)
Area:
Wings, gross 23 m' (247 sq ft)

Weights (MiG-21MF):
T-O weight:
with four K-13A missiles 8,200 kg (18,078 lb)
with two K-13A missiles and two 490 litre (108 Imp
gallon) drop tanks 8,950 kg (19,730 lb)
with two K-13As and three drop tanks
9,400 kg (20,725 lb)
Performance (MiG-21MF):
Max speed above 11,000 m (36,000 ft)
level
Mach 21 (1,203 knots; 2,230 km/h; 1,385 mph)
Max level speed at low altitude
Mach 106 (701 knots; 1,300 km/h; 807 mph)
Landing speed 146 knots (270 km/h; 168 mph)
Design ceiling 18,000 m (59,050 ft)
Practical ceiling about 15,250 m (50,000 ft)
T-O run at normal AUW 800 m (2,625 ft)
Landing run 550 m (1,805 ft)
Combat radius (hi-lo-hi):
with four 250 kg bombs
200 nm (370 km; 230 miles)
with four 250 kg bombs and drop tank(s)
400 nm (740 km; 460 miles)
Range, internal fuel only
Top to bottom: Side views of the 'Flogger-B', 'Flogger-C and 'Flogger-E' variants of the MiG-23 series
593 nm (1,100 km; 683 miles) il'ilcu Press i

Ferry range, with three external tanks

971 nm (1,800 km; 1,118 miles)
Performance (MiG-21US, clean):
Max speed above 12,200 m (40,000 ft)
level
Mach 2-02 (1,159 knots; 2,150 km/h; 1,335 mph)
Max level speed at S/L
Mach 1-06 (701 knots; 1,300 km/h; 807 mph)
Max rate of climb at S/L 6,400 m (21,000 ft)/min
Rate of climb at 11,000 m (36,000 ft)

3,050 m (10,000 ft)/min

Time to 1,500 m
(4,920 ft) 20 s
Turn rate at 4,570 m (15,000 ft):

instantaneous (Mach 0-5) lll°/s

instantaneous (Mach 0-9) 13-4°/s
sustained (Mach 0-9) 7-5°/s
T-O run 700 m (2,297 ft)

MIKOYAN MiG-23
NATO reporting names : Flogger-A, B, C, E, F, G and H MiG-23MF Flogger-B' single-seat variable geometry air combat fighter of the Soviet Air Force, armed with two
The prototype of this variable geometry air combat AA-7 Apex' and four AA-8 'Aphid' air-to-air missiles (Swedisli Air torce)
 MiG — AIRCRAFT: USSR 225

MiG-23U (Flogger-C). Tandem two-seat version suit-

able tor both operational training and combat use. Indi-
vidual canopy over each seat. Rear seat slightly higher
than forward seat, with retractable periscopic sight for
occupant. Dorsal spine fairmg of mcreased depth aft of
rear canopy. Otherwise identical to MiG-23M with R-27
turbojet. In service with Sovietand Warsaw Pact air forces
and those of other countries, including Cuba, Egypt, India
and Libya.
MiG-23 (Flogger-E). Export version of Flogger-B',
equipped to a lower standard. Smaller radar (NATO 'Jay
Bird': search range l.S nm;2y km; 18 miles, tracking range
10 nm; 19 km; 12 miles) in shorter nose radome. No
infra-red sensor or Doppler navigation equipment.
Armed with 'Atoll' missiles and GSh-23 gun. In service in
Algeria, Cuba, Iraq and Libya.
MiG-23BN (Flogger-F). Export single-seat hghter-
bomber. Has the nose shape, raised seat, cockpit external
armour plate and larger, low pressure tyres of Soviet Air
Force's MiG-27 (Hlogger-D'), but retains the power
plant, variable geometry intakes and GSh-23 twin-barrel
gun of the MiG-23MF interceptor. Laser rangetinder
instead of target seeking radar. Operated by Algerian,
Cuban, Egyptian, Ethiopian, Iraqi, Libyan, Syrian and MiG-23MF (Flogger-G) in operational service
Vietnamese air forces,

MiG-23MF (Flogger-G). First identihed when six air-

craftfrom Kubinka air base made goodwill visits to Fin-

land and France in the Summer of 1978. Although basic-
ally similar to 'Flogger-B' version of MiG-23MF, these
aircraft had a much smaller dorsal fin. Absence of oper-
ational equipment, such as underwing pylons and infra-
red and tracking pods, suggested that only a few aircraft
had been modified to this standard for improved acrobatic
capability as a display team. It has since become apparent
that Flogger-Gs' are in operational use and have also
been exported, to Syria. The radar is lighter in weight, and
the undernose sensor pod on some aircraft is of new-
design.
MIG-23BN (Flogger-H). As Flogger-F' but with small
avionics on each side at bottom of fuselage,
pod
immediately forward of nosewheel doors. Operated by
Bulgarian, Czechoslovak and Polish air forces. Total of 80
delivered to Indian Air Force, beginning December 1980
with completion in 1982, tore-equip Nos. 10, 220 and 22
Squadrons. Has also been used by Soviet Air Force.
In Spring 1984, it was estimated that about 400
'Flogger-B/G' interceptors served with the 1,250-strong
Voyska P'VO Soviet air defence interceptor force, and a The two-seat MiG-23U, identical to the early MiG-23M except for second cockpit and power plant
further 1 ,750 in tactical air force regiments.
The following description refers specifically to the intake. Two small rectangular blow-in" air intakes in afterburning m aircraft for Soviet Air Force. Fuel tanks
single-seat MiG-23MF ('Flogger-B') as supplied to the each trunk, under inboard wing leading-edge. Perfor- in fuselage, aft of cockpit. Max internal fuel capacity
Soviet Air Force: ations under rear fuselage, aft of mainwheel bays, are 5,750 litres ( 1 ,265 Imp gallons). "Variable geometry air

Type: Single-seat variable geometry air combat hghter. pressure relief vents. Four door type airbrakes, intakes and variable nozzle. Provision for carrying
Wings: Cantilever shoulder-wing monoplane. Sweepback mounted two on each side of rear fuselage. Rear fusel- external fuel tank, capacity 800 litres ( 1 76 Imp gallons ),
of main panels variable in flight or on the ground by age detachable for engine servicing. on underfuselage centreline pylon.
manual control, at 16°, 45° or 72°. Extended chord Tail Unii: All-moving horizontal surfaces, swept back at Accommodation: Single ejection seat in air-conditioned
(sawtooth) on outer panels visible when wings are 37° on leading-edge, operate both differentially and and pressurised cockpit, under small rearward hinged
swept. Fixed triangular inboard panels, with leading- symmetrically to provide aileron and elevator function canopy. Bulletproof windscreen.
edges swept at 72°. Full span trailing-edge single-slotted respectively. Conventional fin, swept back at 65° on
Avionics and Eouipment: J band radar dish (NATO
flaps, each in three sections, permitting independent leading-edge, with mset rudder. Large dorsal fin. No
'High Lark': search range 46 nm; 85 km; 53 miles,
actuation of outboard sections when wings are fully tabs. Large ventral fin in two portions. Lower portion is
tracking range 29 nm; 54 km; 34 miles) behind dielec-
swept. No ailerons. Two-section upper surface spoil- hinged to fold to starboard when landing gear is tric nosecone. ILS antenna (NATO 'Swift Rod') under
ers/lift dumpers forward of mid and inner flap sections extended, to increase ground clearance. radome; yaw sensor above fuselage forward of
on each side, for differential operation in conjunction Landing Gear: Retractable tricycle type, with single windscreen; angle of attack sensor on port side. Small
with horizontal tailand for collective oper-
surfaces, wheel on each main unit and steerable twin-wheel nose cylindrical fairings forward of starboard underwing
ation for improved runway adherence and braking after unit. Main units retract inward into rear of air intake
pylon and above rudder contain IFF equipment.
touchdown. Leading-edge flap on outboard two-thirds trunks. Main fairings to enclose these units are attached
Undernose infra-red sensor or laser rangefinder, Sirena
of each main (variable geometry) panel, coupled to to legs. Small inboard fairing for each wheel bay hinged
3 radarwarning system, and Doppler equipment stan-
trailing-edge flaps. to fuselage belly. Nose unit, fitted with small mudguard, dard on Soviet Air Force version. Dr Robert C. Sea-
Fuselage: Conventional semi-monocoque structure of retracts rearward. Mainwheels fitted with brakes and mans, then US Secretary of the Air Force, stated his
basic circular section; flattened on each side of cockpit, anti-skid units. Brake parachute housed in cylindrical belief in early1973 that the contemporary radar and
forward of lateral air intake trunks which blend into fairing at base of rudder.
missile systems were comparable with those of the US
circular shape of rear fuselage. Large flat splitter plate, Power Plant: One Tumansky R-29 turbojet engine, Air Force's F-4. Retractable landing light under nose,
with boundary layer bleeds, forms inboard face of each rated currently at up to 122 kN (27,500 lb st) with max
aft of radome.

Armament: One 23 mm GSh-23 twin-barrel gun in fusel-

age belly pack, with large flash eliminator around muz-
zles. One pylon under centre-fuselage, one under each
engine air intake duct, and one under each fixed inboard
wing panel, for rocket packs, air-to-air missiles or other
external stores. Aircraft seen recently have twin laun-
chers under air intake ducts, enabling them to carry four
AA-8 ('Aphid') missiles, plus two AA-7 ('Apex') on
underwing pylons.
Dimensions, external (estimated):
Wing span: fully spread 14-25 m (46 ft 9 in)
fully swept 817 m (26 ft 91,2 in)

Length overall 18-15 m (59 ft b',2 in)

Height overall 4-50 m (14 ft 9 in)

Area (approx):
Wings, gross (spread) 280 m' (-301 -4 sq fl)

Weights (estimated):
Max external weapon load 2,000 kg (4,410 lb)

T-O weight 16,000-18,900 kg (35,275-41,670 lb)

Performance (estimated):
Max level speed: at height Mach 2-35
at S/L Mach 1-2
Service ceiling 18,600 m (61,000 ft)

T-O and landing run 900 m (2,950 ft)

Combat radius
A shorter dorsal fin identifies the 'Flogger-G' version of the IVIiG-23 (I'lloi Press 485-700 nm (900-1,300 km; 560-805 miles)
226 USSR: AIRCRAFT — MiG
MIKOYAN MiG-27
NATO reporting names: Flogger-D and J
Although the single-scat ground attack aircraft known
to NATO as'Flogger-D/J' have many airframe features In
common with the MiG-23, they differ In important
respects and are designated MiG-27. Their use of fixed all
intakes and a fixed nozzle is consistent with the primary
requirement of transonic speed at low altitude. Two ver-
sions have been identified to date with unclassified NATO
reporting names:
Flogger-D Initial version for Soviet tactical air forces,
introduced in second half of the 1970s. Forward portion ol
fuselage completely redesigned by comparison with inter-
ceptor versions of MIG-23. Instead of having an ogival
radome, Flogger-D' nose Is sharply tapered in side elev-

ation, with a small sloping window covering laser

rangefinder and marked armour
target seeker. Additional
on flat and canopy raised to improve
sides of cockpit. Seat
view from cockpit. Six-barrel 23 mm Gatling type under-
belly gun replaces GSh-23 of interceptor. Bomb rack
under each side of rear fuselage in addition to five pylons
for external stores. Including tactical nuclear weapons and,
probably, the alr-to-surface missile known to NATO as
'Kerry'. Provision for external fuel tank for ferry flights
under each outer wing, which must be kept fully forward
MIG-27 ('Flogger-D') landing, with wings extended and ventral fin folded illuu Revue)
when tanks are in place. Bullet shape antenna above each
glove pylon.
Flogger-J. Identified In 98 New nose shape, w ith lip
1 1 .

at top and blister fairing below. Bullet shape antennae

above wing root glove pylons deleted. Wing root leading-
edge extensions on some aircraft. Armament Includes two
gun pods on underwing pylons, with gun barrels that can
be depressed for attacking ground targets. MIG-27M
export version to be built under licence by HAL In India
from 1984.
A total of about 650 Flogger-Ds' and 'Js' is deployed
with the Soviet tactical air forces, plus at least one squad-
ron with the East German Air Force. The somewhat sim-
ilar aircraft known to NATO as "Flogger-F and H' are
members of theMiG-23 series, with variable geometry
intakes and a GSh-23 twin-barrel gun. although having
the nose shape, raised seat and larger, low pressure tyres of
Flogger-D'. Both versions have been operated by Soviet
and'H' are basically export counterparts
units: but the'F'
of Flogger-D', with lower standards of equipment and
performance, and are described under the MIG-23 entry.
The following data are estimated for the MIG-27
Flogger-D':
Power Plant: Generally similar to MIG-23MF, but
R-29B engine rated at 78-45 kN (17,635 lb st) dry and
112-8 kN (25,350 lb st) with max afterburning. Provi-
sion for three external tanks, each of 800 litres ( 76 Imp I

gallons) capacity, under fuselage and each outer wing.

Dimensions, external: As MIG-23, plus: MiG-27 ('Flogger-D'j single-seat ground attack aircraft {Pilot Press)
Wing aspect ratio (spread) 7-45
Length overall 1600 m (52 ft 6 in)
Tailplane span 5-75 m (18 ft lO'A in)

Areas:
Wings, gross (spread) 27-26 m- (293-4 sq ft)

Horizontal tall surfaces 6-88 m-^ (74-06 sq ft)

Weights:
Max external weapon load 3.000 kg (6,615 lb)
Max T-O weight, clean' 15.500 kg (34.170 lb)
Max T-O weight 18.000 kg (39.685 lb)
Performance (estimated):
Max level speed: at height Mach 1-7

at S/L Mach 1-1

Service ceiling 16.000 m (52.500 ft)

T-O to 15 m (50 ft) at AUW of 15.700 kg (34,600 lb)
800 m (2,625 ft)

Combat radius, with underbelly fuel tank, four 500 kg

bombs and two Atoll' missiles, lo-lo-lo
210 nm (390 km: 240 miles)
Max ferry range with three external tanks 'Flogger-H' can be distinguished from 'Flogger-F' by the avionics pods near the nosewheel doors, and from the
1,350 nm (2.500 km; 1,550 miles) MiG-27 ('Flogger-D') by its variable geometry intakes (Leicclvt + Kusmunuuuka)
MIKOYAN MiG-25 (E-266)
NATO name: Foxbat
reporting
Development of the MiG-25 Interceptor was initiated
as a high priorityprogramme to counter the threat of the
US Air Force's Mach 3 B-70 strategic bomber, for which
North American Aviation Inc was chosen as prime con-
tractor in December 1957. When the B-70 wascut back to
a research project by President Kennedy, In March 1961,
work on the MiG-25 continued, with increased emphasis
on the reconnaissance potential of the design.
First Indication that the prototype had flown came with
a Soviet claim, in April 1965, that a twin-engined aircraft
designated E-266 had set a ,000 km closed circuit speed
1

record of 1 ,25 1 -9 knots (2,320 km/h 1 ,44 1 5 mph), carry- ;

ing a 2,000 kg payload. Photographs of the E-266 issued

subsequently In the Soviet Union identified it as the twin-
finned single-seat fighter of which four examples had
taken part in the Aviatum Day display at Domodedovo
Airport. Moscow, in July 1967; the designation MiG-25
was confirmed later. NATO had. meanwhile, allocated the
reporting name 'Foxbat' to the type.
The performance in level flight was demon-
aircraft's
strated furtheron 5 October 967. when M. Komarov set
1 Comparison of this photograph of a MiG-27 Flogger-J' with that of a Flogger-D' shows the restyled nose,
a speed record of 1. 608-83 knots (2.981 -5 km/h; 1.852-61 absence of bullet shape antennae on the wing gloves, addition of wing root leading-edge extensions and
mph) over a 500 km closed circuit. Other speed and height depressed barrel of gun in port underwing pod
 MiG — AIRCRAFT: USSR 227

records followed, of which details can be found in the

1982-83 Jane's. Three time-to-height records established
by the E-266 on 4 June 1 973 were beaten by the McDon-
nell Douglas F-15 Slreak Eagle in January-February
1975; but two of them were recaptured by an E-266M
(with uprated power plant) on 17 May 1975. The late
Alexander Fedotov climbed to 25,000 m in 2 min 34-2 s
and P. Ostapenko reached 30,000 m in 3 min 9-85 s.
Fedotov also set a new record by climbing to 35,000 m in 4
min 1 1 -7 s.
The current absolute height record was set by Fedotov
on 31 August 1977, when he climbed to 37,650 m
(123,524 ft) in an E-266M. He had, on 22 July, climbed to
37,080 m (121,654 ft) carrying a 2,000 kg payload, qual-
ifying also for the record with 1,000 kg.
Four MiG-25 reconnaissance aircraft were deployed
with Soviet Air Force units in Egypt in the Spring of 1971,

having been airlifted to that country in An-22 transports.

Between the Autumn of 1971 and the Spring of 1972,
these aircraft were despatched in pairs from Cairo West
airfield on at least four occasions to carry out high speed
reconnaissance missions off the Israeli coastline or down Mikoyan MiG-25 single-seat fighter (NATO Foxbat-A') with additional side view (top) of two-seat MiG-25U
the full length of the Israeli occupied Sinai Peninsula. (Pilot Press)
Phantom interceptors sent up by the Israeli defence forces
failed to make contact with the MiGs, which remained in
Egypt until September 1975. First foreign operators, in
1979, were the Algerian and Syrian air forces, followed by
the air forces of Libya and India.
The first opportunity to study the MiG-25 interceptor
outside the Soviet Union came when Lt Viktor Belenko
defected in one from the Soviet air base of Sikharovka,

200 km(120 miles) from Vladivostok, to Hakodate air-

port, Japan, on 6 September 1976. Statements attributed
to this pilot suggest that more than 400 MiG-25s had been
builtby that time, and that his particular aircraft left the
production line less than three years earlier. Japanese and
US military technicians who examined the aircraft
reported that the airframe is constructed mainly of steel,
with titanium only in places subjected to extreme heating
such as the wing leading-edges. The inevitable weight
penalty restricts the amount of equipment that can be This photograph shows clearly the tandem cockpits in the nose of the MiG-25U ('Foxbat-C')
carried. Belenko said that the aircraft took a considerable
time to accelerate to high speeds, which were then difficult and side looking airborne radar (SLAR). No armament. the E-266M, which set three time-to-height records in
to maintam. Slightly reduced span. Wing leading-edge sweep constant 1975 and also holds the absolute height record. The
Examination of the aircraft is said to have shown that from root to tip. Total of about 160 'Foxbat-Bs and Ds' MiG-31 (NATO Foxhound", which see) is a more
the fuselage weighs about 13,600 kg (30,000 lb) with the estimated in service with Soviet tactical air forces. In ser- advanced development, with new missiles and much
wings, tail surfaces and afterburners removed; the fire vice also in Algeria, Libya
(one squadron, including improved avionics.
control system is bulky and lacking in advanced tech- 'Foxbat-Ds') and Syria. Eight delivered from Summer The first suggestion that an improved interceptor ver-
nology, with its very high power (600kW) devoted to 1981 to replace Canberras of No. 106 Squadron. Indian sion of the MiG-25 was under development came from Lt
anti-jamming capability rather than range, and with vac- Air Force. Viktor Belenko, the Soviet pilot who defected to Japan in
uum tubes rather than solid state circuitry throughout the MiG-25U (Foxbat-C). Trainer, of which first photo- a 'Foxbat-A" in September 1976. He stated that the air-
avionics. The number of cockpit instruments was graphs were published towards the end of 1975. Generally frame of the new fighter had been strengthened to permit
describedas50percent of those in F-4EJ Phantoms of the similar to operational versions, but with new nose, con- supersonic flight near the ground; the engines had been
J ASDF, with a smaller and less versatile weapon sight and ;
taining separate cockpit with individual canopy, forward uprated to give 137-3 kN (30.865 lb st) with afterburning;
the Machmeter has a 'red line' limit at Mach 2-8, which of standard cockpit and at a lower level. No search radar or and the avionics had been improved.
almost certainly represents a never-exceed speed when reconnaissance sensors in nose. In service with air forces It seems likely that this aircraft was a development

carrying missiles and pylons rather than the maximum of Soviet Union and India (two). The aircraft designated version of the MiG-25M (Foxbat-E"). An indication of its
speed of which the 'clean' aircraft is capable. Of particular E-133 in which Svetlana Savitskaya set a women's world potential came in a 1978 Soviet official announcement
interest is the aircraft's high quality airborne computer speed record of 1,448-942 knots (2,683-44 km/h; that, during tests against simulated cruise missiles, a

which, in conjunction with a ground based flight control 1,667-412 mph)on 22 June 1975 is believed to have been 'MiG-25' flying at 6,000 m (19,685 ft) had detected a
system, enables the interceptor to be vectored automat- a MiG-25U. She has since set a women's sustained height target flying below 60 m (200 ft) at a range of 1 1 nm (20
ically on to its target over long ranges. record of 2 1 ,209-9 m (69,586 ft) in an E-1 33 on 31 August km; 12-5 miles), fired an unarmed missile against it and
There are five variants of the MiG-25, as follows: 1977, a women's speed record of 1,331-70 knots achieved a theoretical 'kill'. In a later test, a UR-1 target
MiG-25 (Foxbat-A). Basic interceptor, with large radar (2,466-31 km/h; 1,532-49 mph) around a 500 km closed operating at 21,300 m (70,000 ft) was attacked success-
(NATO 'Fox Fire") in nose and armed with four air-to-air circuit on 21 October 1977, and a women's speed record fully by a 'modified MiG-25' flying at 16,750 m (55,000
missileson undenving attachments. Slightly reduced wing of 1,259-7 knots (2,333 km/h; 1,449-6 mph) around a ft).

leading-edge sweep towards tips. ECM and CW target 1.000 km circuit on 12 April 1978. The following description applies to the MiG-25
illuminating radar in wingtip anti-flutter bodies. Produc- MiG-25R (Foxbat-D). Generally similar to Foxbat-B', ("Foxbat-A") interceptor except where indicated:
tion cut 1977-78, reflecting new emphasis on
back in but with larger SLAR (side looking airborne radar) dielec- Type: Single-seat interceptor.
interception of low flying targets; but about240 opera- tric panel, further aft on side of nose, and no cameras. Wings: Cantilever high-wing monoplane. Anhedral 4°
tional in 1984 with Voyska PVO home defence force. In Operated by Soviet Air Force and, alongside 'Foxbat-Bs', from roots. Sweepback on leading-edge approx 40°
service also in Algeria, Libya and Syria. Conversion to in Libya.
inboard, 38° outboard of each outer missile attachment.
'Foxbat-E', under way. MiG-25M (Foxbat-E). Converted Foxbat-A' with
Sweepback atquarter-chord 32°. Wing structure basic-
IVIiG-25R (Foxbat-B). Basic reconnaissance version, changes to radar and equipment to provide limited look-
ally of steel, with titanium leading-edge. Upper surface
with camera windows and various flush dielectric
five down/shootdown capability comparable with that of fence in line with each inboard weapon attachment;
panels aft of very small dielectric nosecap for radar. 'Flogger-B'. Undernose sensor pod. Engines uprated to
shorter shallow fence in line with each outer attach-
Equipment believed to include Doppler navigation system 137-3 kN (30,865 lb st). Developed via aircraft known as
ment. Long anti -flutter body (max diameter 30 cm; 11-8
in) at each wingtip, housing avionics. Light alloy aileron
at centre of each semi-span, with simple light alloy flap
on inboard 37 per cent of trailing-edge. No other
movable wing surfaces.
Fuselage: Basic fuselage is quite slim, but is blended into
the rectangular air intake trunks, which have wedge
inlets.Inner walls of intakes are curved at top and do not
run parallel with outer walls; a hinged panel forms the
lower lip of each intake, enabling intake area to be
varied electronically. Structure mainly of steel.
Tail Unit: Cantilever structure comprising twin outward
canted fins with inset rudders, and all-moving horizontal
surfaces. All surfaces sweptback (tailplane 50°, fins
60°), without tabs. Main structures of steel, with
titanium leading-edges and light alloy rear sections.
Two outward canted ventral fins. Large areas of each
main and ventral fin form flush antennae.
Landing Gear: Retractable tricycle type. Single wheel,
with high pressure tyre of 1-20 m (47-25 in) diameter,
on each forward-retracting main unit. Wheel stows ver-
tically between air intake duct and outer skin of each
The reconnaissance version of the MiG-25 known to NATO as Foxbat-B'. Note the camera-carrying nose and trunk. Twin-wheel nose unit. Twin brake-chutes in fair-
dielectric panels (Hug Revue) ing above and between jet nozzles.
228 USSR: AIRCRAFT — MiG
Power Plant: TwoTumansky R-31 (R-266) sjngle-shall
turbojet engines, each rated at 9118 kN (20,500 Ih st|
dry, and 120 kN (27,010 lb st) with afterburning.
Water-methanol injection standard. Fuel in two struc-
tural tanks m lusclage, between cockpit and engine bay,
in saddle tanks around intake ducts, and in integral lank

in each w ing. hiling almost the entire volume inboard ol

outer fence. Total tuel capacity approx 14,000 kg
(30,865 lb) or 17,410 hires (3,830 Imp gallons).
AcroMMODAiiON: Pilot only, on KM-1 zero-height, 80
knot (150 km/h; 93 mph) ejection seat similar to that
fitted to some versions of MiG-21. Canopy hinged to
/
open sideways, to starboard.
Avionics AND Eulipment; Main tire control radar (NATO
Fox Fire': range believed to be 45 nm; 85 km; 52 miles)
in nose, forward of avionics compartment housing
navigation radar. SRZO-2 IFF and SOD-57M
ATC/SIF, with antennae in starboard Hn tip. Sirena 3
360' radar warning system with receivers in centre of
each wingtip anti-flutter body and starboard hn tip.
Unidentihed ECCM, decoys and jammers. RSB-
70/RPS HF. RSIU-5 VHF, R-831 UHF communic-
ations equipment, SP-50 ILS, MRP-56P marker beacon
receiver and ARK- 15 radio compass. Retractable land-
ing light under front ot each intake trunk.
Armament: Four air-to-air missiles on underwing attach-
ments. These may comprise one infra-red and one radar
homing example of the missile known to NATO as
'Acrid' under each wing. Alternatively, one 'Apex' and
one Aphid' can be carried under each wing. Backup
optical weapon sight.
Dimensions, external:
Wmg span: 'Foxbat-A" 13-95 m (45 ft 9 in)
Foxbat-B' 13-40 m (44 ft in)
Wing aspect ratio: Foxbat-A' 3-4
Length overall 23-82 m (78 ft 1% in)
Length of fuselage 19-40 m (63 ft ly^ in) MiG-25M I'Foxbat-E') interceptor of the Soviet Voyska PVO {US Depanmem of Defense)
Height overall 6-10 m (20 ft OV4 in)
Area:
Wings, gross: 'Foxbat-A' 56-83 m' (61 1-7 sq ft)
Weights (estimated):
Basic operating weight, empty:
Foxbat-A' at least 20,000 kg (44,100 lb)
Foxbat-B' 19,600 kg (43,200 lb)
Max T-O weight: 'Foxbat-A' 37,425 kg (82,500 lb)
•Foxbat-B' 33,400 kg (73,635 lb)

Pereormance (estimated):
Max level speed at height:
'Foxbat-B', clean' Mach 3-2
Never-exceed combat speed: Foxbat-A', with four
'Acrid' missiles and 50''( tuel Mach 2-83
Max level speed at low altitude: 'Foxbat-A', with tour
'Acrid' missiles and 50'-f tuel Mach 0-85
Landing speed:
Foxbat-A" 146 knots (270 km/h; 168 mph)
Max rate of climb at S/L:
'Foxbat-A' 12,480 m (40,950 ft)/min
Time 1,000
to 1 m (36,000 ft) with afterburning:
"Foxbat-A" 2 min 30 s

Service ceiling: 'Foxbat-A' 24,400 m (80,000 ft)

•Foxbat-B, D' ft) 27,000 m (88,580 Provisional drawing of the MIG-29 single-seat twin-jet counter-air fighter, known to NATO as Fulcrum'. For
T-O run: 'Foxbat-A' ft) 1,380 m (4,525
later details see Addenda (I'lU.i fress)
Landing run: 'Foxbat-A' ft) 2,180 m (7,150
Normal operational radius:
'Foxbat-A' 610 nm (1,130 km; 700 miles) Production is centred at a factory in Moscow. Its status Dimensions (estimated):
Foxbat-B, D' 485 nm (900 km; 560 miles) and scale are evident from reports that the Indian govern- Wing span 10-25 m (33 ft 7'/2 in)

Max combat radius, econ power: ment has been offered MiG-29s (in flyaway form initially; Wing chord: at root 7-52 m (24 ft 8 in)
for licence manufacture later) to meet its requirement for at tip 1-37 m (4 6 in)
Foxbat-A' 780 nm (1,450 km; 900 miles) ft

aircraft to match Pakistan's F-16s. Length overall, incl nose probe 15-50 m (50 It 10 in)
MIKOYAN MiG-29 Height overall 5-25 m (17 ft 2 in)
Type: All-weather counter-air fighter, with attack cap-
NATO reporting name: Fulcrum Tailplane span 6-83 m (22 ft 5 in)
ability.
First of a completely new generation of Soviet fighters to
Wings: Cantilever shoulder-wing monoplane. Compound Weights (estimated):
enter service, in early 1984, was the single-seat MiG-29.
This is a twin-engined aircraft comparable in size to the US leading-edge sweepback: approx 77° on root exten- Operating weight empty 7,825 kg (17,250 lb)

F-16 Fighting Falcon, An important difference is that the

sions, 57° on intermediate section, 36° on outer wings. Max T-O weight 16,500 kg (36,375 lb)

MiG IS htted from the start with a large pulse Doppler

Anhedral approx 2° 30'. Leading-edge manoeuvring
flaps. Flap and aileron (possibly fiaperons) on trailing-
PERroRMANCE (estimated):
lookdown/shootdown radar which gives it day and night Max level speed: at height
all-weather operating capability against low-flying targets,
edge of each wing.
Mach 2-2 (1,260 knots; 2,335 km/h; 1,450 mph)
as well as freedom from the outmoded ground control Fliselage: Conventional semi-monocoque all-metal
at S/L Mach 1-06 (700 knots; 1,300 km/h; 805 mph)
interception techniques that restricted Soviet air defence structure, with blended engine air duct on each side.
Combat radius 430 nm (800 km; 500 miles)
effectiveness in the past. Large ogival dielectric nosecone.
References to this hghter first appeared in the Western Tau Unit: Cantilever structure, comprising twin tins and
press in1979, after a prototype had been identihed on rudders and all-moving horizontal surfaces, all sharply
MIKOYAN MiG-31
photographs taken over Ramenskoye flight test centre by sweptback. Outward canted vertical surfaces, each with
NATO reporting name; Foxhound
a US reconnaissance satellite. Following its usual practice Foxhound' is the lirst Soviet tighter to offer true look-
dorsal Hn. Twin outward canted ventral hns.
in designating aircraft observed at Ramenskoye, Washing- down/shootdown capability. It inherited its general
ton referred to the prototype as Ram-L. allocated NATO Landing Gear: Retractable tricycle type, with single conhguration from the MiG-25, and is believed to have
the reporting name Fulcrum' when it became clear that wheel on each main unit and twin nosewheels. Con- two of the same Tumansky R-31 afterburning turbojets
the MiG was intended as a production aircraft. tainer for brake-chute above and between engine noz- (each 137-3 kN; 30,865 lb st) as 'Foxbat-E', but is a
From it was plain that 'Fulcrum' represented a
the start, zles. tandem two-seater with a reduced maximum speed. The
concerted effort by the Soviet Union to close the technol- Power Piani: Two turbojet engines, possibly related to basic wing structure of the two types may be similar; but
ogy gap with the West. Combat radius and sustained turn Tumansky R-29, mounted side by side in rear fuselage. the fuselage is longer forward of the wings and has an
rate are much improved over earlier Soviet fighters, and Estimated rating of each engine 85 kN (19,000 lb st) extended rear section. The air intake ducts are also longer
thrust-to-weight ratio is better than Although intended 1 .

with afterburning. and much changed. Enhanced capability stems from 'Fox-
primarily as a counter-air hghter, it is likely to have a full hound's' new pulse Doppler radar, allied to an armament
dual-role air combat/attack capability, and a combat cap- A( oMMODArioN: Pilot only (tandem two-seater expected
(
ot eight advanced air-to-air missiles, including the new
almost certain to follow the initial to follow), under transparent blister canopy. radar homing AA-9.
able two-sealer is

single-seat version in due course. Like the airframe Armament: Six AA-10 medium-range
radar homing air- Deployment of 'Foxhound' with Voyska PVO air
description, the accompanying three-view drawing will bombs, rocket pods or other stores, on
to-air missiles, defence regiments had started by early 1983, and more
require progressive refinement and hiling out of detail as two pylons under each wing and one under each engine than 50 aircraft were operational by April 1984. Produc-
the aircraft becomes better known. air duct. tion is centred at the Gorkiy airframe plant.
 MiG / MIL — AIRCRAFT: USSR 229

DiMi-NSioNS (approx):
Wing span 140 m (45 ft lO'/i in)
Wing chord: al root m (23
7-20 ft 7 in)
al tip 2-20 m (7 ft 3 in)
Length overall: excl nose probe 22-5 m (73 ft 9^/4 in)
incl nose probe 23-5 m (77 ft 1 'A
WEifaits (estimated):
Weight empty 21,825 kg (48,115 lb)
Max T-O weight 41,150 kg (90,725 lb)
PERhORMANCE (estimated):
Max level speed at height Mach 2-4
Combat radius 810 nm (1,500 km; 930 miles)

Based on an officially released drawing, this three-

view of the MiG-31 (NATO 'Foxhound') confirms that
it is a tandem two-seater

MIL sengers can be carried, with cargo or baggage in the Weights:

aisles. Normal military seating is for 70 combat equip- Weight empty 27.240 kg (60,055 lb)
General Designer in Charge ot Blreau:
ped troops. As an air ambulance, 41 stretcher cases and Max internal payload 12,000 kg (26,450 lb)
Marat N. Tishchenko
two medical attendants on lip-up seats can be carried. Max slung cargo 8.000 kg (17.637 lb)
Mikhail L. Mil was connected with Soviet gyroplane and
One of attendant's stations is provided with intercom to Fuel load: internal 6.315 kg (13,922 lb)
helicopter development from at least 1930 until his death
flight deck, and provision is made for portable oxygen with external tanks 9.805 kg (21,617 lb)
on 31 January 1970. His original Mi-1, which was designed
installations tor the patients. Cabin floor is stressed for Max T-O weight with slung cargo at altitudes under
in 1949, hrst flown in 1950 and introduced into squadron
loadings ot 2,000 kg/m' (410 Ib/sq ft), with provision for 1,000 m (3,280 tt) 38.400 kg (84.657 lb)
service in 1951, was the first helicopter to enter series
cargo tiedown rings. Rear clamshell doors and ramps Normal T-O weight 40.500 kg (89.285 lb)
production in the Soviet Union. Current products of the
are operated hydraulically. Standard equipment Max T-O weight for VTO 42,500 kg (93,700 lb)
design bureau named after him are as follows:
includes an electric winch of 800 kg ( 1 .765 lb) capacity Pereormance (at max TO weight for VTO):
MIL MI-2 (V-2) and pulley block system. Central hatch in cabin floor for Max speed
level 162 knots (300 km/h; 186 mph)
cargo sling system for bulky loads. Three jetti^onable Max cruising speed
Built exclusively in Poland and described under Polish 135 knots (250 km/h; 155 mph)
doors, fore and aft of main landing gear on port side and
aircraft industry entry for WSK-PZL Swidnik. Service ceiling 4,500 m (14,750 ft)
aft of landing gear on starboard side.
Range with 8,000 kg (17,637 lb) payload
MIL MI-6 AviONKs AND EoL'iPMENt: Standard equipment includes 334 nm (620 km; 385 miles)
NATO reporting name: Hook VHF and HF communications radio, intercom, radio Range with external tanks and 4,500 kg (9,920 lb)
Announced Autumn of 1957, the Mi-6 was then
in the altimeter, radio compass, three-channel autopilot, payload 540 nm (1,000 km; 621 miles)
the world's largest helicopter. From were developed the marker beacon receiver, directional gyro and full all-
it
Max ferry range (tanks in cabin)
Mi- 10 and Mi-IOK flying crane helicopters, and its weather instrumentation. nm
781 (1,450 km; 900 miles)
dynamic components were used in duplicated form on the Armament: Some military Mi-6s are htted with a 2-7 mm 1

V-12 (Mi- 12) of 967, which remains the largest helicop-

1 machine-gun in the fuselage nose.
MIL Mi-8 (V-8)
ter yet flown anywhere in the world. Dimensions, external:
Five Mi-6s are reported to have been built for develop- Main rotor diameter 35 00 m 14 tt 10 in) 1
NATO reporting name: Hip
(

ment testing, followed by an initial pre-series of 30 and Tail rotor diameter 6-30 m (20 ft 8 m) 1 his turbine powered helicopter was shown in public for
subsequent manufacture of more than 800 for military and Length overall, rotors turning the hrst time during the 1961 Soviet Aviation Day display.

civil use. About 400 serve currently with Soviet tactical air 41-74 m (136 ft 11 '/2 in)
Since then, more than 10.000 Soviet Mi-8s and built

forces. Six were supplied to the Indonesian Air Force; Length of fuselage, excl nose gun and tail rotor uprated Mi- 17s (described separately) have been deli-
many others have been delivered to the Algerian, Egypt- 3318 m (108 ft IOV2 in) vered for military and civil use from two plants in Kazan
ian, Ethiopian, Iraqi, Peruvian. Syrian and Vietnamese air Height overall 9-86 m (32 ft 4 in) and Ulan Ude. and production continues. Component
forces. A full structural description can be found in the Wing span 15 30 m (50 ft 2',j in) production of the Mi-8 has also taken place at Harbin and
1983-84 and previous editions of Jcine's. Wheel track 7 50 m (24 ft 7Va in)
Nanchang in China.
Type: Heavy transport helicopter. Wheelbase 909 m (29 ft 9% m) An
estimated total ot ,615 Mi-8s equip Soviet tactical
1

Power Plant: Two 4,101 kW (5.500 shp) Soloviev Rear loading doors: Height 2-70 m (8 ft 10'/4 in) helicopter regiments, in a variety ot forms, some carrying
D-25V (TV-2BM) turboshaft engines, side by mounted Width 2-65 m (8 ft 8y4 m) extremely heavy weapon loads. Military Mi-8s have also
side above cabin, forward of main rotor Eleven shaft. Passenger doors: been supplied to at least 39 other air forces, as listed in
internal fuel tanks, with total capacity of 6.315 kg Height: front door 1-70 m (5 ft 7 in) previous editions of Jane's.
(13,922 lb), and two external tanks, on each side of rear doors 161 m (5 ft 3'/2 in) The commercial Mi-8, with larger, square windows in
cabin, with total capacity of 3,490 kg (7,695 lb). Pro- Width 0-80 m (2 ft TVi in) windows of the military version,
place of the circular cabin
vision for two additional ferry tanks inside cabin, with Sill height: front door 1 -40 m (4 ft 7y4 in) is in service with Aeroflol for transport and air ambulance
total capacity of 3,490 kg (7,695 lb). rear doors 1 30 m (4 tt 3V4 in) duties, and is operated by support ot Soviet
this airline in
AccoMMODAtiON: Crew of five, consisting of two pilots, Central hatch in floor activities in the Antarctic. Standard Mi-8s are used there
navigator, flight engineer and radio operator. Four jett- 1-44 m (4 ft 9 in) x 1-93 m (6 ft 4 in) for ice patrol and reconnaissance, for rescue operations,
isonable doors and overhead hatch on flight deck. Dimensions, internal: and for carrying supplies and equipment to Vostok
Electro-thermal anti-icing system for glazing of flight Cabin: Length 1200 m (39 ft 4'/2 in) Station, near the South Pole. Aeroflot Mi-8s are available
deck and navigator's compartment. Equipped normally Max width 2-65 m (8 ft S'A in) as a military reserve, with provision for carrying strap-on
for cargo operation, with easily removable tip-up seats Max height: at front 201 m (6 ft 7 in) weapons and operational equipment.
along side walls. When these seals are supplemented by at rear 2-50 m (8 ft I'/i in) The original prototype (NATO Hip-A) had a single
additional seats installed in centre of cabin, 65-90 pas- Cabin volume 80 m" (2.825 cu ft) 2,013 kW (2,700 shp) Soloviev turboshaft engine and

Mil IVIi-6 heavy general purpose helicopter, with nose gun, in service with the Egyptian Air Force (/)(///s lliif^hes)

k
230 USSR: AIRCRAFT — MIL

'Hip-D' has additional antennae as well as the canisters to which reference is

made in the accompanying copy. It has an airborne communications role 'Hip-K' is a communications jamming version of the Mi-8

four-blade main rotor. When fitted with the five-blade and aft of main landing gear legs, identify this ECM ver- Fuselage: Conventional all-metal semi-monocoque
rotor that became standard on subsequent aircraft, it was sion. structure of pod and boom type.
redesignated Hip-B. The second prototype, which flew for Hip-K. Communications jamming ECM
version with Tail Unit: Tail rotor support acts as small vertical
the first time on 17 September 1962. introduced the now- large antenna array on each side of cabin, of the kind seen stabiliser. Horizontal stabiliser near end of tailboom.
standard Isotov twin-turbine power plant and became previously on the Mi-4 (Hound-C). No Doppler radar Landing Gear: Non-retractable tricycle type, with steer-
Hip-C to NATO in both civil and military forms. box under tailboom. able twin-wheel nose unit, which is locked in flight, and
There are three civil transport versions, as follows: Type: Twin-engined transport helicopter. single wheel on each main unit. All units embody oleo-
Mi-8. Passenger version, with standard seating for Rotor System: Five-blade main rotor and three-blade tail pneumatic (gas) shock absorbers. Mainwheel tyres size
28-32 persons in main cabin. rotor. Transmission comprises a type VR-8 two-stage 865 X 280; nosewheel tyres size 595 x 185. Pneumatic
Mi-8T. General utility version, equipped normally to planetary main reduction gearbox giving main rotor brakes on mainwheels. Pneumatic system can also
carry internal or external freight, but able to accommodate shaft/engine rpm ratioof 016 1, intermediate and tail
:
recharge tyres in the field, using air stored in main
24 tip-up passenger seats along the cabin walls. gearboxes, main rotor brake and drives off the main landing gear struts. Optional mainwheel fairings.
Mi-8 Salon. De luxe version. Main cabin is furnished gearbox for the tail rotor, fan, AC generator, hydraulic Power Plant: Two 1.267 kW (1.700 shp) Isotov TV2-
normally for eleven passengers, with an eight-place couch pumps and tachometer generators. Main rotor shaft 117A turboshaft engines. Main rotor speed governed
facing inward on the port side, and two chairs and a swivel- inclined forward at 4° 30' from vertical. All-metal main automatically, with manual override. Single flexible
ling seat on the starboard side. There is a table on the rotor blades of basic NACA
230 section; solidity internal fuel tank, capacity 445 litres (98 Imp gallons),
starboard side. An air-to-ground radio telephone and 00777. Each main blade is made up of an extruded light and two external tanks, one each side of cabin, with
removable ventilation fans are standard equipment. For- alloy spar carrying the blade root fitting. 21 trailing- capacity of 745 litres (164 Imp gallons) in the port tank
ward of the main cabin is a compartment for a hostess, with edge pockets and the blade tip. Pockets are honeycomb and 680 litres (149-5 Imp gallons) in the starboard tank.
buffet and crew wardrobe. Aft of the main cabin are a filled. Main rotor blades are fitted with balance tabs, Total standard fuel capacity 1,870 litres (411-5 Imp
toilet (port) and passenger wardrobe (starboard), to each embody a spar failure warning system, and are inter- gallons). Provision for carrying one or two additional
side of the entrance. An alternative nine-passenger layout changeable. Their drag and flapping hinges are a few ferry tanks in cabin, raising max total capacity to 3,700
is available. The Mi-8 Salon has a max T-O weight of inches apart, and they are carried on a machined spider. litres(814 Imp gallons). Fairingover starboard external
10,400 kg (22,928 lb) and range of 205 nm (380 km; 236 Control system utilises irreversible hydraulic boosters. tank houses optional cabin air-conditioning equipment
miles) with 30 min fuel reserve. In other respects it is Main rotor collective pitch control is interlocked to at front. Engine cowling side panels form maintenance

similar to the standard Mi-8. throttle controls. All-metal tail rotor blades, each made platforms when open, with access via hatch on flight
In addition, details were given at the fourth CMEA up of a spar and honeycomb filled trailing-edge. deck. Engine air intake de-icing standard. Total oil
scientific/technical conference on aircraft use, at Minsk, in Automatically controlled electro-thermal de-icing sys- capacity 60 kg (132 lb).
late 1981, of Soviet trials to evaluate the potential of the tem on all blades. In an emergency, the rotor blades of Accommodation: Two by side on flight deck,
pilots side
Mi-8 as a heavy duty agricultural aircraft, with a lifting the Mi-8 and intermediate and tail gearboxes are inter- with provision for a engineer's station.
flight
capability m the 3,000-3.500 kg (6,610-7,715 lb) range. changeable with those of the piston-engined Mi-4, Windscreen de-icmg standard. Basic passenger version
Two hoppers modified from those used in An-2M bi- although this prevents use of the de-icing system. IS furnished with 28 four-abreast track mounted tip-up

planes, and other equipment, are carried on a wheeled

ground trolley. The helicopter hovers above the trolley
while the loaders attach a full hopper to its underbelly
sling. When the hopper load has been discharged, the
empty and full hoppers are exchanged, again with the
helicopter hovering. The portable console for controlling
the rate of chemical dischargeand the dust gate is mounted
in the cabin of the Mi-8. Flights between the ground

trolley and operating area can be made at 86-97 knots

( 1 60- 1 80 km/h 00- 11 2 mph with a slung hopper. Top
; 1 )

dressing of mountain pastures. 2,000-3,000 m (6,560-

9,840 ft) above S/L, during the trials, was carried out at
approx 81 knots (150 km/h; 93 mph) at a height of not less
than 100 m (330 ft) above the ground. Chemical discharge
rate was 5-35 kg/s (11-77 Ib/s) and swath width 1 8-20 m
(60-66 ft). The results were assessed as proving the Mi-8
to be three or four times more efficient than the An-2 for
such work.
Military versions are identified by the following NATO
reporting names:
Hip-C. Basic assault transport. Twin-rack for stores on
each side of cabin, able to carry total of 128 x 57 mm
rockets in four packs, or other weapons.
Hip-D. For airborne communications role. Generally
similar to ' Hip-C
but with canisters of rectangular section
on outer stores racks and added antennae.
Hip-E. Described by US Department of Defense as
world's most heavily armed helicopter. Standard equip-
ment of Soviet tactical air forces. One flexibly mounted
12 7 mm machine-gun in nose. Triple stores rack on each
side of cabin, able to carry up to 192 rockets in six sus-
pended packs, plus four Swatter' homing anti-tank
missiles on rails above racks.
Hip-F. Export counterpart of Hip-E'. Missile arm-
ament changed to six 'Saggers'.
Hip-G. Airborne communications version with rear-
ward inclined antennae projecting from rear of cabin and
from undersurface of tailboom, aft of the usual box foi
Doppler radar.
Hip-H. See separate entry on Mi-17. 'Hip-C military version of Mil Mi-8 twin-turbine helicopter, with additional side view (bottom) of
Hip-J. Additional small boxes on sides of fuselage, fore commercial version (I'lloi fress)
 MIL — AIRCRAFT: USSR 231

seats at a pitch of 72-75 cm (28-29-5 in), with a centre

aisle 32 cm (12-5 in) wide, a wardrobe and baggage
compartment; or 32 seats without wardrobe. Seats and
biili<heads of basic version are quickly removable for
cargo carrying. Mi-KT has cargo tiedown rings in floor, a
winch of 200 kg (440 lb) capacity and pulley block
system to facilitate the loading of heavy freight, an
external cargo slmg system (capacity 3.000 kg; 6.614
lb), and 24 tip-up seats along the side walls of the cabin.

All versions can be converted for air ambulance duties,

with accommodation for 2 stretchers and a tip-up seat
1

for a medical attendant. The large windows on each side

of the flight deck slide rearward. The sliding, jettison-
able main passenger door is at the front of the cabin on
the port side. An electrically operated rescue hoist
(capacity 150 kg; 330 lb) can be installed at this door-
way. The rear of the cabin is made up of clamshell
freight loading doors, which are smaller on the commer-
cial versions, with a downward hinged passenger airstair
door Hook-on ramps are used
inset centrally at the rear.
for vehicle loading.
Systems: Standard heating system can be replaced by full
air-conditioning system. Two independent hydraulic
systems, each with own pump; operating pressure 44-64
bars (640-925 Ib/sq in). DC electrical supply from two
27 V 18kW starter/generators and six 28 Ah storage bat-
teries. AC supply for de-icing system and some radio
equipment supplied by 208/115/36/7-5V 400Hz
generator, with 36V three-phase standby system. Pro- Mil IVIi-8 ('Hip-E') military helicopter. This differs from the commercial version in having circular cabin windows,
vision for oxygen system for crew and, in ambulance an optional nose gun, and weapon carriers on outriggers
version, for patients. Freon hre extinguishing system in
power plant bays and service fuel tank compartments, Dimensions, internal: Hovering ceiling at normal AUW:
actuated automatically or manually. Two portable hre Passenger cabin: Length 6-36 m (20 It IOV4 in) IGE 1,900 m (6,235 ft)

extinguishers for use in cabin. Width 2-34 m (7 ft 8y4 m) OGE "

800 m (2,625 ft)

Avionics and Equipment: Standard equipment includes a Height 1-80 m (5 ft 10% in) Ranges:
type R-842 HF transceiver with frequency range of 2 to Cargo hold (freighter): cargo version at 1,000 m (3,280 ft), with standard
8MHzand rangeof upto 540 nm ( .000 km; 620 miles),
1 Length at floor 5-34 m (17 6y4 ft in) fuel, 5% reserves:
type R-860 VHF transceiver operating on 118 to Width 2-34 m (7 81/4 ft in) normal AUW 251 nm
(465 km; 289 miles)
135-9MHZ over ranges of up to 54 nm (100 km; 62 Height 1-80 m (5 10%
ft m) max AUW 240 nm
(445 km; 276 miles)
miles), intercom, radio telephone, type ARK-9 auto- Volume approx 23 m' (812 cu ft) with 28 passengers at 1,000 m (3.280 ft), with 20 min
matic radio compass, type RV-3 radio altimeter with fuel reserves 270 nni (500 km; 31 miles) 1
Area:
dangerous height' warning, and four-axis autopilot to Main rotor disc 356 m- (3,832 sq ft)
ferry range of cargo version, with auxiliary fuel, 5%
give yaw. roll and pitch stabilisation under any flight reserves 647 nm (1,200 km; 745 miles)
conditions, stabilisation of altitude in level flight or
Wlk.hts:
hover, and stabilisation of pre-set flying speed, navig-
Weight empty: MIL Mi-10 and MMOK
civil passenger version 6,799 kg (14,990 lb) NATO reporting name: Harke
ation equipment and instrumentation for all-weather
civil cargo version 6.624 kg (14,603 lb) The original MI-10 V-10) flying crane development of
flying by day and night, including two gyro horizons, two (

airspeed indicators, two main rotor speed indicators,

military versions (typical) 7,260 kg (16,007 lb)
the Mi-6 was demonstrated at the 1961 Soviet Aviation
turn indicator, two altimeters, two rate of climb indi-
Max payload: internal 4,000 kg (8,820 lb)
Day display at Tushino. having flown for the hrst time in
external 3.000 kg (6.614 lb)
cators, magnetic compass, radio altimeter, radio com- the previous year. Above the line ol the cabin windows the
Fuel: standard tanks 1.450 kg (3.197 lb)
pass and astrocompass for Polar flying. two helicopters were almost identical, but the depth of the
Armament: See individual model descriptions of military with 2 auxiliary tanks 2.870 kg (6.327 lb) fuselage was reduced considerably on the Mi-10, and the
versions.
Normal T-O weight 11,100 kg (24.470 lb) tailboom was deepened so that the flattened undersurface
Dimensions, external: T-O weight with 28 passengers, each with 1 5 kg (33 lb) ran unbroken to the tail. The Mi-10 also lacked the hxed
21-29 m (69 ft lO'/i of baggage 11,570 kg (25,508 lb)
Main rotor diameter in) wings of the Mi-6, and was htted with a tall long-stroke
Tail rotor diameter 3-91 m (12 ft 9% in)
T-O weight with 2,500 kg (5,510 lb) of slung cargo quadricycle landing gear, with wheel track exceeding 6-0
12-65 m (41 ft 6 11,428 kg (25,195 lb)
Distance between rotor centres in) m (19 ft 8 in) and clearance under the fuselage of 3-75 m
Length overall, rotors turning 25-24 m (82 ft 9% in)
Max T-O weight for VTO 12,000 kg (26,455 lb)
(12 ft 3'/2 in) with the aircraft fully loaded. This enabled
Length of fuselage, excl tail rotor PtRLORMANt E: the Mi-10 to taxi over a load it was to carry and to accom-
18-17 m (59 ft 7% in) Max level speed at 1,000 m (3,280 ft): modate loads as bulky as a prefabricated building.
Width of fuselage 2-50 m (8 ft IVi in) normal AUW 140 knots (260 km/h; 161 mph) A developed version of this flying crane, known as the
Height overall 5-65 m (18 Mlft in) Max level speed at S/L: MI-10K, was displayed in public for the hrst time, in Mos-
Wheel track 4-50 m (14 ft 9 in) normal AUW 135 knots (250 km/h; 155 mph) cow, on 26 March 1966. It embodied a number of impor-
Wheelbase 4-26 m (13 ft 11% in) max AUW 124 knots (230 km/h; 142 mph) tant design changes, most apparent of which were a reduc-
Fwd passenger door: Height 1-41 m (4 IVi
ft in) with 2,500 kg (5,510 lb) of slung cargo tion in the height of the landing gear and a more slender
Width 0-82 m (2 S'A
ft in) 97 knots (180 km/h; 112 mph) tail rotor support structure.
Rear passenger door: Height 1-70 m (5 7 ft in) Max cruising speed: The Mi-IOK can be operated by a crew of only two
Width 0-84 m (2 ft 9 in) normal AUW 122 knots (225 km/h; 140 mph) pilots. This is made possible by provision of an additional
Rear cargo door: Height 1-82 m (5 ft llVi in) max AUW 97 knots (180 km/h; 1 12 mph) cockpit gondola under the front fuselage, with full flying
Width 2-34 m (7 8V4
ft in) Service ceiling 4,500 m (14,760 ft) controls and a rearward facing seat. By occupying this seat,
one of the pilots can control the aircraft in hovering flight
and. at the same time, have an unrestricted view of cargo
loading, unloading and hoisting, which are also under his
control.
Mi- lOK, the maximum slung payload was initially
In the
1 ,000 kg (24,250 lb) but was expected to be increased to
1

14,000 kg (30,865 lb) by using Soloviev D-25VF turbo-

shaft engines, uprated to 6,500 shp each.
A detailed description of the original Mi-10 can be
found in the 1982-83 and earlier editions of ya«f'i. A total
of about 55 of both versions had been delivered by 1977.
when production was resumed briefly, at a modest rate,
after a six-year break. Most production helicopters are
thought to be Mi-lOKs.of which a more extensive descrip-
tion can be found in the 1983-84 and previous editions of
Jane's.
Type: Heavy flying-crane helicopter.
Power Plant: Two 4,101 kW (5,500 shp) Soloviev
D-25V turboshaft engines in early production aircraft,
mounted side by side above cabin, forward of main rotor
driveshaft. Fuel capacity, in standard internal and two
external tanks, on sides of cabin, 9,000 litres ( ,980 Imp 1

gallons). Provision for ferry tanks in cabin.

At < ommodation: Two pilots on flight deck, which has
bulged side windi>ws to provide an improved downward
view. Flight deck is heated and ventilated and has pro-
vision for oxygen equipment. Additional cockpit gon-
dola under front fuselage (see introductory notes).
Crew door is immediately afl of flight deck on port side.
Main cabin can be used for freight and/or passengers. 28
Hlp-J' ECM variant of the Mi-8 lip-up scats being installed along the side walls. Freight
232 USSR: AIRCRAFT — MIL
IS loaded into this cabin through a door on the starboard
side, aft ot the rear landing gear struts, with the aid ot a
boom and 200 kg (440 lb) capacity electric winch.
External sling gear standard, with hatch in the cabin
floor, directly beneath main rotor shaft.
Dimensions, external:
Main rotor diameter 3500 m (1 14 ft 10 in)
Tail rotor diameter 6-30 m (20 ft 8 in)
Length overall, rotors turning 4189 m (137 ft 5'/2 m)
Length of fuselage 32 S6 m (107 tt 9% jp)
Height overall 7«0 m (25 ft 7 in)
Wheel track (c/l ol shock struts):
5()0 m ( 16 ft 4'/4 in)

Wheelbase S 74 m (2N It S in)

Freight loading door: Height 15 m (5 tt 1 '/; in)
Width 1-26 m (4 ft 1 '/2 in)
Height to sill 1 -82 m (5 ft 1 1 '/2 in)
Cabin floor hatch: Diameter 1 00 m (3 ft 3V4 in)
Dimensions, internal:
Cabin: Length 14-04 m (46 Jt OVj in)
Width 2-50 m (8 tt 2'/2 in)

Height 1-68 m (5 ft 6 in)

Volume approx 60 m' (2,120 cu It)

Weights:
Weight empty 24,680 kg (54,410 lb)
Max fuel load with lerr\ tank in cabin
8,670 kg (14,1 14 lb)
Max T-O weight with slung cargo
38,000 kg (83.775 lb)
Pereormanc e:

Cruising speed, empty

135 knots (250 km/h; 155 mph)
Mil Mi-IOK preparing to lift a 10-tonne sheet steel drum to the top of a tower at the Sinarski pipe works in
Max cruising speed with slung load
Kamenski Uralski (luss)
109 knots (202 km/h: 125 mph)
Service ceiling 3.000 m (9.850 ft)
Ferry range with auxiliary fuel
428 nm (7V5 km: 494 miles)

MIL Mi-14 (V-14)

NATO reporting name: Haze
Accompanying photographs show the Mi-14 shore-
based anti-submarine helici)pter. which flew for the lirst
time in 1973 and subsequently entered service with the
Soviet Navy asa replacement for the Mi-4, Clearly derived
from the Mi-8. it is known to NATO as Ha/e-A'.
Comparison of photographs of this aircraft and the Mi-8
shows that the Mi-14 has shorter engine nacelles, with the
intakes positioned above the mid-point of the sliding cabin
door. Such nacelles, found also on the Mi-24 'Hind' and
Mi-1 7, house Isotov TV3-1 f 7 turboshaft engines in place
of the lower rated TV2s of the Mi-8. Overall dimensions
and dynamic components of the Mi-14 are generally sim-
ilar to those of the Mi-8, except that the tail rotor is on the

port side ot the vertical stabiliser. New features to suit it

for its bottom on the

role include a boat hull planing
fuselage, a sponson on each side at the rear, and a small
float under the tailboom, to confer a degree of amphibious
capability. The fully retractable landing gear comprises
two single-wheel nose units and two twin-wheel main
units. Operational equipment can be seen to include a
large undernose radome, a retractable sonar unit housed
in the starboard rear of the planing bottom, forward of

what appear to be two signal flare chutes, and a towed

magnetic anomaly detection (MAD) bird' stowed against
the rear of the fuselage pod. Weapons include torpedoes
and depth charges, carried in an enclosed bay in the bot-
tom of the hull.
About 100 Ml- 14s are currently operated on anti-
submarine duties by the Soviet Naval Air Force, which has
been able, in consequence, to retire the last piston engined
Mi-4s from its shore based ASW units. Two versions ma\
be identilied by NATO reporting names, as follows:
Haze-A. Basic ASW version, with crew ol tour or li\c, as
Mil Mi-14 anti-submarine helicopter ('Haze-A') with weapons bay doors open and MAD bird' under tow
described above.
Haze-B. Mine countermeasures version, identihed hv
luselage strake and pod on starboard side ot cabin, and
deletion ot MAD.
About 10 in service with Soviet Navy.
Three Mi- 4s have been exported to Bulgaria, tour to
1

Cuba, six to Libya, and others to Poland and the German

Democratic Republic. Production was continuing in 984. 1

MIL Mi-17
NATO reporting name: Hip-H
First displayed in public at the1981 Paris Air Show, the
Mi-17 combines the airframe of the Mi-8 with the uprated
power plant ol the Mi-14. The example exhibited at Le
Bourgct (CCCP-17718) had flown from Moscow to Fans,
in short stages, in company with an Mi-26. Production had

f\'\

Side elevation drawing of 'Haze-B' mine

countermeasures version of Mi-14 Mil Mi-14 (V-14) ASW helicopter (NATO Haze-A) (I'llci I'lcssi
 MIL — AIRCRAFT: USSR 233

already started, and the basic civil and military version is

'S^»^'Bit««'-i<*'!!«** -f
known to NATO as' Hip-H'. Recent deliveries include 16
to Cuba in 1983.
The general description of the Mi-8 applies also to the
Mi- 17. except that the tail rotor is on the port side ol the
vertical stabiliser (as on the Mi- 14). E,\ternally, the new
power plant can be identihed by the shorter nacelles, the
air intakes extending forward only to the mid-point of the
door on the port side at the front of the cabin. Also new is
the small oriHce on each side forward of the jelpipe.
Take-off rating of each of the two Isotov TV3-117MT
turboshafts is 1.417 kW (1,900 shp), which offers a con-
siderable improvement in performance compared with the
Mi-S. Correct rotor speed is maintained automatically by a
system which also synchronises the output ot the two
engines. Loss of power by one engine is offset automat-
ically by increasing the output of the other. Should one
engine stop, the output of the other is increased to a
contingency rating of 1,640 kW (2,200 shp), enabling the
flight to continue. An APU is carried to start the turbo-

shafts pneumatically. If required, the engine air intakes Mil Mi-14 ('Haze-A') twin-turboshaft helicopter with landing gear extended
can be fitted with deflectors to prevent the ingestion of
sand, dust or foreign objects at unprepared landing sites.
Cabin conrtguration and payloads are unchanged by
comparison with the Mi-8; but the Mi- 17 is described by
Aviaexport as essentially a cargo carrying helicopter, with
secondary passenger transport role.
Dimensions, external and internal:
As for Mi-8, except:
Distance between rotor centres 12-661 m(41 ft 6 '/2 in)
Length overall, rotors turning 25-352 m (83 ft 2 in)
Length of fuselage, excl tail rotor
18-424 m (60 ft 5% in)
Height to top of main rotor head
4-755 m (15 ft 7V4 in)
Wheel track 4-510 m (14 ft 9'/2 in)
Wheelbase 4-281 m (14 ft 0'/2 in)
Weights:
Weight empty, equipped 7,100 kg (15,653 lb)
Max payload: internal 4,000 kg (8,820 lb)
external, on sling 3,000 kg (6,614 lb)
Normal T-O weight 11,100 kg (24,470 lb)
Max T-O weight 13,000 kg (28,660 lb)
Performance (A at normal TO weight; B at max T-O
weight):
Max B 135 knots (250 km/h; 155 mph)
level speed:
Mil Mi-17 ('Hip-H'), a development of the Mi-8 with uprated engines (Air Portraits)
Max cruising speed: B 129 knots (240 km/h; 149 mph)
Service ceiling: A 5,000 m (16,400 ft)
B 3,600 m (11,800 ft)
Hovermg ceiling OGE: A 1,760 m (5,775 ft)
Range with max standard fuel, 5'<- reserves:
A 267 nm (495 km; 307 miles)
B 251 nm (465 km; 289 miles)
Range with auxiliary fuel:
A 513 nm (950 km; 590 miles)

MIL Mi-24 (and A-10)

NATO reporting name: Hind
This assault helicopter, using initially the dynamic com-
ponents and power plant of the Mi-8, was known to exist
for two years before photographs became available to the
technical press in 1974. The two versions shown in those
first photographs (known to NATO as 'Hind- A and B')

each carried a crew of four and were designed to deliver a

squad of eight combat-equipped troops into a battle area.
They had attachments under their auxiliary wings for a
variety of ordnance with which to clear a path past any
tanks, anti-aircraft guns or other obstructions encoun-
tered on the way, and to keep down the heads of enemy
troops in the drop zone.
At least two units of approximate squadron strength
were based at Parchim and Stendal, northwest and west of
Berlin, near the border with West Germany, by the Spring
of 1974. Experience gained in training exercises soon led
to a major change in tactics. The Mi-24 proved to be not
Mi-17 military general purpose helicopter, with external stores carriers (Pilot Press)
only an effective anti-tank weapon, but capable itself of
functioning as a high-speed nap-of-the-earth tank', and Deliveries of all models are known to exceed 1,500, Auxiliary wings, with considerable anhedral, carry total of
of destroying opposing helicopters in air-to-air combat. In from plants in Arsenyev and Rostov, with production four underwing pylons for UB-32 rocket pods, special
consequence, Mi-24s were operated usually as escorts for continuing at a rate of more than 15 a month. In addition bombs, or other stores, and rails for four AT-2 (NATO
troop carrying Mi-8s. According to reports in Red Star, which have at least 1,035 in first-
to the Soviet air forces, 'Swatter') anti-tank missiles under endplate pylons at
they proved "superior to other anti-tank weapons in terms line service,operators include the Warsaw Pact air forces wingtips. One 12-7 mm single-barrel DShK machine-gun
of field of view, manoeuvrability and firepower; and capa- of Bulgaria, Czechoslovakia, East Germany, Hungary and in nose, slaved to undernose sighting system. Electro-
ble of hitting enemy armoured targets while remaining out Poland. Export deliveries, mostly of the gunship version, optical sensor at top of port inner underwing pylon. Anti-
of reach of anti-aircraft weapons. The correlation between have been made to Afghanistan (at least 30), Algeria (37, torque rotor, originally on starboard side of offset tail
tank and helicopter losses is 12:1 or even 19:1 in the including 'Hind- As"), Angola, Cuba (12), Iraq (41 ), Libya pylon, repositioned to port side when original TV2-117
helicopter's favour". (26), Viet-Nam and South Yemen (15). Many Mi-24s engines were replaced by TV3-117s on later and con-
To exploit the Mi-24's potential, the Mil bureau first have been operated by Soviet forces in Afghanistan since verted aircraft.
increased performance by replacing the original Isotov December 1979. Hind-B. Similar to 'Hind-A' except that auxiliary wings
TV2-117 turboshaft engines with more powerful TV3- Except for the crew accommodation, the basic airframe, have neither anhedral nor dihedral, and carry only the two
117s, at the same time transferring the tail rotor from the power plant and transmission system appear to be com- inboard weapon stations on each side. This version pre-
starboard to the port side of the tail fin. The front fuselage mon to all current versions of the Mi-24, with differences ceded 'Hind-A' but was not built in large numbers.
was then redesigned to give priority to the gunship role, in armament, operational equipment and tail rotor loca- Hind-C. Generally similar to late model Hind-A' but
with a two-man crew of weapon operator and pilot in tion. Major variants of which details may be published are without nose gun and undernose blister fairing, and no
tandem individual cockpits, while retaining the original known by the following NATO reporting names: missile rails at wingtips.
transport capability. Steel and titanium were substituted Hind-A. Armed assault helicopter, with large enclosed Hind-D. Basically similar to late model Hind-A', with
for aluminium in critical components, and glassfibre skin- flight deck for crew of four, comprising pilot, co-pilot, TV3-117 engines and tail rotor on port side, but with
ned rotor blades replaced the original metal blade pocket gunner/navigator and forward observer, and places for up completely new and heavily armoured accommodation lor
design, making the helicopter highly resistant to small to eight fully equipped troops in main cabin. Access to crew of two forward of the engine inlets and above the
arms fire from the ground. The gunship (beginning with flight deck via large rearward sliding blistered transparent fuselage floor for primary gunship role. Weapon operator
the version known to NATO as Hind-D') then superse- panel which forms the aft flight deck window on the port and pilot in tandem. Undernose Gatling type machine-gun
ded the original versions in production. side, and a large upward hinged window forward of this. provides air-to-air as well as air-to-surface capability.
234 USSR: AIRCRAFT — MIL
Extended nosewheel leg to increase ground clearance of
sensor pack; nosewheels semi-exposed when retracted.
Weapons, equipment and other details listed in aircraft
structural description.
Hind-E. As Hind-D' for Soviet armed forces, but with
' ,

modified wingtip launchers for four AT-6 laser homing

tube-launched anti-tank missiles (NATO "Spiral') instead
of 'Swatters', and enlarged undernose sensor pod on port
side. Accordmg to Gen David Jones, then Chairman of the
US Joint Chiefs of Staff, more than 100 Hind-Es' were
deployed in Warsaw Pact forward areas in Europe in early
1981 with others in the Far East. Modified Hind-E', first
,

shown in service with Soviet forces m photographs pub-

lished in 1982, has the nose gun turret replaced by a
twin-barrel cannon of unconfirmed calibre mounted inside
a semi-cylindricalpack on the starboard side of the fusel-
age. Bottom of nose smoothly faired above and forward of
sensors.
helicopter known to the Soviet authorities as A-10,
The
inwhich various FAI approved records in class El have
been set since 1975, is now known tobe an Mi-24. with the
'Hmd-A/C type of front fuselage.
Pilot 1975 record flights was Galina Rastorgoueva,
on all

a test pilotand engineer. She was accompanied by Lud-

mila Polyanskaya, then employed as navigator on 11-18
airliners of Aeroflot. On 18 July 1975, they averaged
180-480 knots (334-464 km/h: 207-826 mph) around a The redesigned nose of the Mi-24 ('HInd-D') gunship Is shown clearly in this view (Letectvi + kosmonaiitika)
100 km circuit, setting a women's speed record. On 1
August, a speed of 1 78-624 knots (33 1 023 km/h; 205-688
mph) around 500 km set both general and women's
records, as did an average speed of 179-500 knots
(332-646 km/h; 206-697 mph) over 1,000 km on 13
August (general record over 500 km has since been
beaten). Two women's
time to height helicopter records
followed, with a time of 2 mm
33-5 s to 3,000 m on 8
August, and 7 min 43 s to 6,000 m on 26 August. At this
period, the A-10 was stated to be powered by two 1,118-5
kW (1,500 shp) Isotov TV2-117A turboshaft engines, as
fitted to the Mi-8.
A A-10 record confirmed by the FAI is a speed of
later
198-9 knots (368-4 km/h; 228-9 mph) set by Gourguen
Karapetyan over a 15/25 km course near Moscow on 21
September 1978. This A-10 had twoTV3-117 turboshaft
kW (2,200 shp), which con-
engines, each rated at 1,640
forms with the known power plant of the current produc-
tion Mi-24.
The following details apply to the current "Hind-D"
gunship version:
Type: Gunship helicopter, with transport capability.
Rotor System: Dynamic components developed from
those of Mi-8. Five-blade main rotor, of NACA
230
blade section, and three-blade tail rotor; latter on port
side of offset tail fin. Main rotor blades, with steel spars
and glassfibre skin, on forged and machined titanium
head, with conventional flapping, drag and pitch change Gunship version of the Mil IVIi-24 known to NATO as 'Hind-D' <Pilot Press)
articulation. Balance tab and electric leading-edge de-
icing on each blade. vertically, discwise to the longitudinal axis of the fusel- under starboard side of fuselage for access to pilot's
Fuselage: Conventional all-metal semi-monocoque age, under prominent blister fairings. Tubular tripod rearward hinged door. Rear seat raised to give pilot an
structure of pod and boom type. Forward portion, skid assembly protects tail rotor in a tail-down take-off unobstructed forward view. Anti-fragment shield bet-
above shallow floor structure, embodies integral side or landing. ween cockpits. At front of passenger cabin on each side
armour. Power Plant: Two Isotov T'V3-117 turboshaft engines, is a large door, divided horizontally into two sections

Auxiliary Wings: Cantilever shoulder wings of tapered each with max rating of 1,640 kW (2,200 shp), mounted which are hinged to open upward and downward respec-
planform, with about 16° anhedral and 20° incidence. side by side above the cabin, with their output shafts tively. Optically flat bulletproof glass windscreen, with
No movable surfaces. driving rearward to the main rotor shaft through a com- wiper, for each crew member.
Tail Unit: Swept fin, offset at 3°, serves also as tail rotor bining gearbox. Fuel tanks under cabin floor, with Systems: Dual electrical system, with three generators.
pylon. 'Variable incidence horizontal stabiliser at base of feeder tank aft of cabin and provision for auxiliary tank Stability augmentation system. Electro-thermal de-
fin. Optional deflectors for dust and foreign objects
in cabin. icing system for main and tail rotor blades.
Landing Gear: Tricycle type, with rearward retracting forward of air intakes. APU mounted transversely AvioNic^ AND Eouipment: Include HF and UHF radio,
twin-wheel nose unit, and single-wheel main units with inside fairing aft of rotor head. autopilot, radar altimeter, blind-flying instrumentation,
oleo-pneumatic shock absorbers and low pressure tyres. Accommodation: Pilot (at rear) and weapon operator in and ADF navigation system with map display. Probe
Main units retract rearward and inward into the aft end tandem cockpits under individual canopies. Front fittedforward of top starboard corner of bulletproof
of the fuselage pod, turning through 90° to stow almost canopy hinged to open sideways, to starboard; footstep windscreen at extreme nose may be part of low airspeed
sensing equipment, to indicate optimum conditions for
minimum dispersion of 57 mm rockets. Undernose
packs for sensors, including radar and low light level
T'V. Electro-optical sensoron port wingtip. Many small
antennae and blisters, including IFF (NATO Odd
Rods') antennae.
Armament: One remotely controlled four-barrel Gatling
type 12-7 mm machine-gun in undernose turret with
wide range of movement in azimuth and elevation, and
slaved to undernose sighting system. Rails for four
AT-2 'Swatter' anti-tank missiles under endplate pylons
at wingtips. Four underwing pylons for UB-32 rocket
pods (each thirty-two S-5 type 57 mm rockets), special
bombs, or other stores.
Dimensions, external (estimated):
Main rotor diameter 17-00 m (55 ft 9 in)

Tail rotor diameter 3-90 m (12 ft gVi in)

Length overall, excl rotors and guns

18-50 m (60 ft 8V2 in)
Height overall 5-70 m ( 1 8 ft 8V2 in)
Weights (estimated):
Weight empty 8,400 kg 8,520 lb) ( 1

Max external weapons 1,275 kg (2,800 lb)

Normal T-O weight 1 ,000 kg (24,250 lb)
1

Pereormance ("Hind-D", estimated):

Max level speed 173 knots (320 km/h; 199 mph)
Max cruising speed 159 knots (295 km/h; 183 mph)
'Hind-A', first major production version of the Mil Mi-24 with original starboard side tall rotor Max rate of climb at S/L 750 m (2,460 ft)/min
 MIL — AIRCRAFT: USSR 235

Service ceiling 4,500 m (14.750 ft)

Hovering ceiling OGE 2,200 m (7,200 It)

Combat radius with max military load

86 nm (160 km; 99 miles)

MIL Mi-26
NATO reporting name: Halo
Design of the Mi-26 heavy lift helicopter began in the
early 1970s to meet the requirement for an aircraft of
greater capability than the Mi-6 and Mi- 10, for day and
night operation in all weathers. Except for the four-
engined twin-rotor Mi- 12 (see 1977-78 7(hi('',«), which did
not progress beyond prototype testing, it is the heaviest
helicopter yet flown anywhere in the world. Its rotor
diameter smaller than that of the Mi-6 and Mi- 10, but
is

this is offset by the fact that the Mi-26 is the first helicopter
to operate successfully with an eight-blade main rotor.
It has obvious military applications, with a payload and

cargo hold very similar in size to those of a Lockheed

C-130 Hercules, and entered service with the Soviet
armed forces in 1 982 To meet also Soviet Ministry of Civil
.
Version of 'Hind-E' identified in 1982, with twin-barrel cannon in place of nose turret
Aviation requirements, for operation and
in Siberia
northern swamp and tundra areas of the USSR, emphasis to 5,600 m ( 8,373 ft), piloted by S. V. Petrov; and 20,000
1 weight to flight engineer at lift-off, on panel on shelf to
had to be placed on reliability, especially when operating kg to 4,600 m (15,092 ft), piloted by A. P. Kholoupov. rear of his seat.
into unprepared landing sites. According to Mr Marat Power Plant: Two 8,500 kW (11,400 shp) Lotarev
Type: Twin-turboshaft heavy transport helicopter.
Tishchenko, General Designer in charge of the Mil D-136 free-turbine turboshaft engines, mounted side
Rotor System: Eight-blade main and
rotor, with flapping
Bureau, this (plus, no doubt, the need to ensure torsional by side above cabin, forward of main rotor driveshaft.
drag hinges, droop stops and hydraulic drag dampers;
stiffness) explains why the main rotor blades have conven- Air intakes designed to prevent foreign object inges-
five-blade tail rotor, mounted on starboard side of tail
tional steel spars. tion, and provided with both electrical and bleed air
fin. Each mam rotor blade consists of a one-piece tubu-
Use ot titanium for the rotor hub helped the Mil Bureau anti-icing systems. Above and behind is a central oil
lar steel spar and 26 glassfibre aerofoil shape full chord
to meet the official requirement of an empty weight only cooler intake. System for synchronising the output of
pockets, Nomex-filled with ribs and stiffeners and non-
50 per cent of the aircraft's maximum permissible take-off
removable titanium leading-edge abrasion strip. Blades
the engines and maintaining constant rotor rpm. If one
weight. A further contribution to weight saving resulted
have moderate twist, taper in thickness towards tip, and
engine fails, output ot the other is increased to max-
from the decision to design the main gearbox in-house. imum automatically. Fuel in eight underfloor tanks,
are attached to titanium hub of unconventional design.
The end product offers an impressive power to weight feeding into two header tanks above engines, which
Ground adjustable tab on trailing-edge ol each blade.
ratio, despite the need to absorb an unprecedented input permit gravity feed for a period in emergencies. Two
Hydraulically powered cyclic and collective pitch con-
from, the two Lotarev D-136 turboshaft engines that large panels on each side of mam rotor mast fairing, aft
trols actuated by small parallel jacks, with redundant
power the Mi-26. Nor does the Mi-26 need auxiliary of engine exhaust outlet, hinge downward as work plat-
autopilot and stability augmentation system inputs. Tail
wings, like the Mi-6, to achieve its required payload/range forms.
rotor blades made of glassfibre. Leading-edge of main
performance. Ac f ommodation: Crew of five, consisting of pilot (on port
and tail rotor blades heated electrically for anti-icing.
Representatives of the Mil Bureau claimed at the 98 1 side) and co-pilot side by side, flight engineer behind
Main rotor rpm 132.
Paris Air Show that the Mi-26 had already undergone two pilot, navigator behind co-pilot on flight deck, and
years of flight development, and that D-1.36 engines had
Rotor Drive: Conventional transmission. Tail rotor shaft loadmaster in Ireight hold. Four-seat passenger com-
runs inside roof of cabin. Main gearbox type VR-26, partment aft of flight deck. Loads that can be accommo-
amassed more than l.'i.OOO hours of running on the test-
bench and in the air. The Mi-26 (CCCP-06 141) exhibited rated at 14,914 kW (20,000 hp), is fan cooled, with air dated m hold include two airborne infantry combat
at the Show had been flown from Moscow to Le Bourget
intake above rear of engine cowlings. vehicles. About 20 tip-up seats along each side wall of
by Mil's chief test pilot, G. R. Karapetyan, via Smolensk, Fuselage: Conventional all-metal riveted semi- hold. Max military seating for more than 100 troops.
Vilnyus, Warsaw, Prague and Frankfurt. It was stated to
monocoque structure of pod and boom type, with clam- Heated windscreen. Four large blistered side windows
shell rear loading doors and ramp. Flattened under- on flight deck. Forward pair swing open slightly outward
be one of several prototypes or pre-production examples
then flying. Production was said to be imminent, and entry surface to tailboom. and rearward. Downward hinged doors, with integral
into service, probably with a single air force development Tail Unit: Sweptback vertical stabiliser, carrying tail airstairs, at front of hold on port side, and on each side of
squadron at that stage, was confirmed by the US Depart- rotor, is offset to port. Ground adjustable variable hold aft of main landing gear units. Hold is loaded via a
ment of Defense in early 1983. incidence horizontal stabiliser mounted on leading- downward hinged lower door, with integral folding
During three days in February 1982, the Mi-26 set five edge of vertical stabiliser, a short distance above the ramp, and two clamshell upper doors which form rear
world helicopter payload-to-height records, exceeding tailboom. wall of hold when closed. Doors are opened and closed
records established previously by the Sikorsky CH-54B Landing Gear: Non-retractable tricycle type, with twin hydraulically, with backup handpump for emergency
Skycrane and Mil Mi-12. On 2 February, piloted by G. P. wheels on each unit. Mainwheel tyres size 1,120 x 450. use. Two electric winches on overhead rails, each with
Karapetyan. it lifted a 10,000 kg payload to 6,400 m Retractable tailskid at end of tailboom to permit un- capacity of 2,500 kg (5,511 lb), enable loads to be
(20,997 ft). On 3 February, piloted by G. V. Alfeurov, it restrictedapproach to rear cargo doors. Length of main transported along cabin. Flight deck and hold fully air-
lifted a payload of 25,000 kg to 4,100 m (13.451 ft), and legs can be adjusted hydraulically to facilitate loading conditioned.
lifted a total mass of 56,768-8 kg (125,153-8 lb) to a height through rear doors and to permit landing on varying Systems: Two hydraulic systems, operating pressure 210
of 2,000 m. On 4 February, it lifted a payload of 1 5,000 kg surfaces. A device on the main gear indicates take-off kg/cm^ (3,000 Ib/sq in). (Much higher pressure than

Mil Mi-26 heavy lift helicopter (two Lotarev U-136 turboshatt engines) (Hnan M. Serviccj
236 USSR: AIRCRAFT — MIL/ SUKHOI
usual for Soviet helicopters, reflected by small size of
jacks for rotor head controls). APU
under flight deck
with intake louvres (forming fuselage skin when closed)
and exhaust on starboard side, supplies hydraulic, elec-
trical and air-conditioning systems on ground. Only

flight deck pressurised. Four-axis autostabilisation.

Avionics AND Eouipment: All items necessary for day and
night operations in all weathers are standard, including
weather radar in the hinged (to starboard) nosecone,
Doppler, map display. HSl, and automatic hover sys-
tem. Attachment for sling loads in bottom of centre-
fuselage. Closed circuit TV cameras to observe slung
payloads.
Dimensions, external:
Main rotor diameter 3200 m (105 It in)

Tail rotor diameter 7-60 m (24 ft 1 1 'A in)

Length overall, rotors turning
40025 m (131 ft 3% m)
Length of fuselage, excl tail rotor
33-727 m (110 ft 8 in)
Height to top of rotor head 8- 145 m (26 ft 8% in)
Width over mainwheels 815 m (26 ft 9 in)
Wheelbase 8-95 m (29 ft 4'/2 in)

Dimensions, internal:
Freight hold:
Length: ramp trailed 1500 m (49 ft 2V2 in)

excl ramp 1200 m (39 ft 4'/4 in) Unloading armoured vehicles from a military Mil Mi-26
Width 3-25 m (10 ft 8 in)
Height 2-95-317 m (9 ft 8 in to 10 ft 4% in)

Weights:
Weight empty 28,200 kg (62,170 lb)
Max payload, internal or external
20,000 kg (44,090 lb)

Normal T-O weight 49,500 kg (109,125 lb)

Max T-O weight 56,000 kg 123,450 ( lb)

Performance:
Max level speed 159 knots (295 km/h; 183 mph)
Normal cruising speed
137 knots (255 km/h; 158 mph)
Service ceiling 4,600 m (15,100 ft)
Hovering ceiling OGE, ISA 1,800 m (5,900 ft)
Range with max internal fuel at max T-O weight, 5'^(

reserves 432 nm (800 km; 497 miles)

MIL Mi-28
NATO reporting name: Havoc
The existence of this new Soviet combat helicopter was
conhrmed in the 1984 edition of Soviei Mililary Power.
published by the US Department of Defense. A simple
side elevation drawing showed an aircraft similar in gen-
eral conhguration to the US AH-64A Apache, but larger
However, the Mi-28 is believed to resemble the US Lock-
heed AH-56A Cheyenne (see 1972-73 Jane's) more than
Mil Mi-26, first helicopter to operate successfully with an eight-blade main rotor {I'dot Press)
the Apache. This suggests that it could represent an air-
to-ground/air-to-air combat partner for the Mi-24, with of the Mi-24. The Mi-28 is expected to be operational by Length overall, excl rotors 17-40 m (57 ft 1 in

much improved agility and a greatly reduced cross-section the late 1980s. Performance (estimated):
as a result of deleted transport capability. The power Dimensions, external (estimated): Max level speed 162 knots (300 km/h; 186 mph
plant, but not the rotor system, may be common with that Main rotor diameter 17-00 m (55 ft 9 in) Combat radius 130 nm (240 km; 149 miles

MYASISHCHEV Bison-B. Maritime reconnaissance version, described in

1979-80 Jane's. Few remain.
Weight ('Bison-A'):
Max T-O weight 158,750 kg (350,000 lb)
This design buteau was formed 1951, under the lead-in
Bison-C. Improved maritime reconnaissance version, Performance ('Bison-A', estimated):
ership of Professor Vladimir Mikhailovich Myasishchev,
described in 1979-80 Jane's. Few remain. Max level speed at 11,000 m (36,000 ft)
who died on 14 October 1978, at the age of 76. Its hrst
One M-4 has been adapted to carry on its back the large 538 knots (998 km/h; 620 mph)
product was the four-jet M-4 bomber (known in the West
Soviet space shuttle orbiter vehicle. The programme was Service ceiling 13,700 m (45,000 ft)
by the reporting name of Bison') which remains in service
reportedly delayed when it ran off the runway at its base. Max unrefuelled combat radius
as a strategic bomber, maritime reconnaissance aircraft
Dimensions, external (Bison-A'): 3,025 nm (5,600 km; 3,480 miles)
and flight refuelling tanker.
Wing span 50-48 m (165 ft 7'/2 in) Range at 450 knots (835 km/h; 520 mph) with more
Length overall 47-20 m (154 ft 10 in) than 5,450 kg (12,000 lb) of bombs
MYASISHCHEV M-4 Tailplane span 15-00 m (49 ft 2y2 in) 4,320 nm (8,000 km; 4.970 miles)
NATO reporting name: Bison
Three major production versionsot this tour-jet aircraft
were identified by NATO reporting names, as follows:

Bison-A. The Soviet Union's first operational four-jet

strategicbomber, carrying free fall weapons only. Design
work began in 95 The last drawing was despatched to
I 1 .

the works on May 1952, and the prototype bomber was

1

displayed initially over Moscow on May 1954. Compar- 1

able with early versions of Boeing B-52 Stratofortress.

Powered by four 85-3 kN (19,180 lb st) Mikiilin AM-3D
turbojets, buried in wing roots. Defensive armament of
ten 23 mm cannon twin-gun turrets in tail, above fusel-
in

age fore and aft of wing and under fuselage fore and aft of
three weapons bays; believed necessary because of air-
craft's limited operational ceiling. About 30 Bison-As'
are serving currently as flight refuelling tankers for the 45
remaining M-4 bombers and the Tu-22M Backfires' and
Tu-95 'Bears' of the Soviet strategic bomber force, carry-
ing a hose-reel unit in the bomb bay. Myasishchev M-4 ('Bison-B') maritime reconnaissance aircraft (Royal Air I oreel

SUKHOI SUKHOI SU-7B Day. It was followed by a second prototype, the S-2,
embodying certain aerodynamic refinements, and a small
CiiiFi Designer of Slkhoi Bureal^: E. A. Ivanov NATO reporting names: Fitter-A and Moujik
number of pre-series aircraft designated S-22. After
This design bureau is named after Pavel (Jsipovieh The prototype of this single-seat ground attack fighter, evaluation of these, the S-22 was ordered into series pro-
Sukhoi, who headed it from 1938 until his death in Sep- designated S-1, was flown for the first time by test pilot duction in 1958 as the Su-7B, to which NATO gave the
tember 1975. It remains one of the two primary Soviet Kochetkov in 1955, and was displayed in prototype form reporting name Fitter-A. This model appeared in form-
centres for fighter and attack aircraft development. in the flypast over Moscow on the 1956 Soviet Aviation ations of up to 21 aircraft at the 1961 Tushino display. In
 SUKHOI — AIRCRAFT: USSR 237

various versions, the Su-7 subsequently became the stan-

dard tactical hghter-bomber of the Soviet Air Force, but
only 1 30 or so remained operational in 1 984. Others were

supplied to Afghanistan, Algeria, Czechoslovakia, Egypt,

Hungary, India, Iraq, North Korea, Poland, Romania,
Syria, Viet-Nam and South Yemen.
The fuselage and tail unit of the Su-7B were almost
identical with those of the delta-wing Su-9. Early produc-
tion models had the pitot boom mounted centrally above
the air intake, but it is offset to starboard on later versions,
the first of which was the Su-7BM. This introduced the two
slim duct fairings along the top of the centre-fuselage;
other detail changes followed progressively, including
introduction of a zero-altitude ejection seat, Sirena tail
warning radar, uprated engine, a second pair of underwing
stores pylons, larger blast panels on the sides of the front
fuselage by the muzzles of the wing root guns, implying the
use of cannon with a higher muzzle velocity or rate of fire,
JATO attachments under the rear fuselage, and twin
brake-chutes in a large container at the base of the rudder,
instead of a single ribbon parachute attached under the
rear fuselage. A demand for improved capability in oper- Sukhoi Su-7BM single-seat close support fighter of the Egyptian Air Force (Denis Hughes)
ation from short, unprepared fields led next to the
SU-7BKL, with a low pressure nosewheel tyre, requiring
blistered doors to enclose it when retracted, and a
small extensible skid outboard of each mainwheel. The
final production single-seater, designated Su-7BMK,
introduced further equipment changes.
A variant of the Su-7 seen first at Domodedovo in 1 967
is the two-seat Su-7U, with the second cockpit in tandem,

aft of the standard cockpit and with a slightly raised

canopy. The forward fuselage fuel tank is deleted, and the
fuselage lengthened slightly, to make room for the second
ejection seat, the occupant of which has a periscopic sight
for forward view over the pupil's head. A prominent dor-
sal spine extends from the back of the rear canopy to the
base of the tail fin. The two-seater, which exists in
Su-7UM and Su-7UMK versions corresponding to the
single-seat 'M' and'MK", is a standard operational trainer
and has the NATO
reporting name Moujik.
The following description applies to the Su-7BMK:
Type: Single-seat ground attack fighter.
Wings: Cantilever mid-wing monoplane. Thickness/chord
ratio S'^'c. No dihedral or anhedral. Sweepback 62° on
leading-edges. Conventional all-metal construction.
Sukhol Su-7BMK single-seat close support fighter, with additional side view (bottom) of two-seat Su-7UM
Wing root chord is extended, giving a straight trailing-
(Pilot Press)
edge on inboard section of each wing. Hydraulically
powered spring loaded ailerons. Large-chord flaps over Approach speed 195 knots (360 km/h; 224 mph)
edge. Provision for vertical camera in belly aft of nose-
entire trailing-edge from root to inboard end of aileron wheel bay. Max rate of climb at S/L
on each wing. No slats or tabs. Two boundary layer
approx 9,120 m (29,900 ft)/min
fences on each wing, at approx mid-span and
Armament: Two 30 mm NR-30 guns, each with 70
rounds, in wing root leading-edges. ASP-5PF gyro gun- Service ceiling 15,150 m (49,700 ft)
immediately inboard of tip. T-O run 2,400 m (7,875 ft)
sight. Six external stores pylons. Two underbelly pylons
Fuselage: Conventional all-metal semi-monocoque Combat radius
and inner underwing pylons each capable of carrying
structure of circular section. Break joint at wing 135-187 nm (250-345 km; 155-215 miles)
750 kg (1 ,650 lb); outer underwing pylons each stressed
trailing-edge permits removal of rear fuselage for Max range nm (1,450 km; 900 miles)
780
for 500 kg ( 1,100 lb). Stores include UB-16-57U rocket
engine servicing. Two intake suction relief doors on
pods (each sixteen 57 mm rockets), S-24 250 kg con- Fuel consumption with afterburning at S/L
each side of nose. Two slim duct fairings along top of
crete piercing rocket bombs, and free fall bombs (usu- 360 kg (794 lb)/min
centre-fuselage. Two door type airbrakes, at top and
ally two 750 kg and two 500 kg), including nuclear
bottom, on each side of rear fuselage.
weapons. When underbelly fuel tanks are fitted, max SUKHOI Su-15
Tail Unit: Cantilever all-metal structure, with sweepback NATO reporting name: Flagon
external weapon load is 1,000 kg (2,205 lb).
on all surfaces. Hydraulically powered control surfaces.
Dimensions, external: Details of the initial versions of this twin-jet delta-wing
All-moving horizontal surfaces, with anti-flutter bodies
Wing span 8-93 m (29 ft V/z in) interceptor can be found in the 1983-84 and previous
projecting forward from tips. Conventional rudder. No
Length overall, incl probe 17-37 m (57 ft in) editions of Jane's. Versions in service in 1984 are as
tabs.
Height overall 4-57 m (15 ft in) follows:
Landing Gear: Retractable tricycle type, with single
Weights: Flagon-C. Two-seat training version, with probable
wheel on each unit. Steerable nosewheel retracts for-
Weight empty 8,620 kg (19,000 lb) combat capability. Individual rearward hinged canopy
ward, main units inward into wings. Differential brakes
Normal T-O weight 12,000 kg (26,450 lb) over each seat. Periscope fitted above rear canopy for
on mainwheels. Twin brake-chutes in large container
Max T-O weight 13,500 kg (29,750 lb) enhanced forward view.
with clamshell doors, at base of rudder.
Performance: Flagon-E. Single-seat interceptor. Longer-span wings
Power Plant: One Lyulka AL-7F-1 turbojet engine,
Max level speed at 12,200 m (40,000 ft): than those of earlier Flagon- A/C with compound sweep.
' ,

rated at 68-65 kN (15,432 lb st) dry and 98- 1 kN

'clean' Tumansky R-13F-300 turbojets. each rated at 64-73 kN
(22,046 lb St) with afterburning. Time taken for after-
Mach 1-6 (917 knots; 1,700 km/h; 1,055 mph) (14,550 lb St), giving increased speed and range. Uprated
burner light-up 6-7 s. Variable area afterburner nozzle.
with external stores avionics. Major production version, operational since sec-
Saddle fuel tanks in centre-fuselage and integral tanks
Mach 1-2 (685 knots; 1,270 km/h; 788 mph) ond half of 1973.
between spars of inner wings. Total internal fuel capac-
Max level speed at S/L: Flagon-F. Last known production version. Ogival nose
ity 2,940 litres (647 Imp gallons). Gravity fuelling
without afterburning radome instead of conical type of earlier variants. Gener-
points above fuselage tanks and each wing tank. Pro-
approx 460 knots (850 km/h; 530 mph) 'Flagon-E', but with uprated engines.
ally similar to
vision for two drop tanks side by side under fuselage,
with afterburning The number of Su-15s deployed with Voyska PVO
with total capacity of 1 ,200 litres (264 Imp gallons); and
730 knots (1,350 km/h; 840 mph) appeared to have diminished to about 700 by 1984, as
two ferry tanks, total capacity 1,800 litres (396 Imp
Rotation speed for T-O deliveries of more modern interceptors continued. All are
gallons) on inner wing pylons. Two JATO solid propel-
195 knots (360 km/h; 224 mph) based in the Soviet Union.
lant rocket units can be attached under rear fuselage to
shorten T-O run.
Accommodation: Pilot only, on zero-altitude rocket-
powered ejection seat, under rearward sliding blister
canopy. Flat windscreen of armoured glass. Rearview
mirror on top of canopy.
Systems: Main and standby hydraulic systems, with
emergency pump, for actuating flying controls, flaps,
airbrakes, landing gear, nosewheel steering and after-
burner nozzle. Cockpit heating system. Pneumatic sys-
tem adequate for engine starting and three afterburner
engagements per sortie, with reserves. Electrical system
includes navigation lights and retractable taxying light
under nose.
Avionics and Equipment: Standard avionics include
VHF/UHF radio, ILS, RSIU very short-wave fighter
radio, ADF, transponder, SRO-2M (NATO 'Odd
Rods') IFF, Sirena 3 tail warning radar, ranging radar in
air intake centrebody, autopilot. Launcher for Very
cartridges or chaff under starboard wing root leading- 'Flagon-C tandem two-seat combat trainer version of the Sukhoi Su-15
238 USSR: AIRCRAFT — SUKHOI
The following details apply to Flagon-F":
Tvpe: Single-seat twin-jet all-weather interceptor.
Wings: Cantilever mid-wing monoplane. Basic wings are
of simple delta form, similar to those ot earlier Su-1 1,
but with new and extended outer panels. Sweepback
approx 53° on inner wings. 37° on outer panels. No
dihedral or anhedral. All-metal structure. Single boun-
dary layer fence above each wing at approx 70 per cent
span. Large-chord flap extends from inboard end of
aileron to fuselage on each side.
Fuselage: Cockpit section is basically circular with large
ogival dielectric nosecone. Centre-fuselage is faired into
rectangular section air intake ducts. Two door type air-
brakes at top and bottom on each side of rear fuselage,
forward of tailplane.
Tail Unit: Cantilever all-metal structure, with sweepback
on all surfaces. All-moving tailplane, with anhedral,
mounted slightly below mid position and fitted with
anti-flutter bodies near tips. Conventional rudder. No
trim tabs.
Landing Gear: Tricycle type, with single wheel on each 'Flagon-F' version of the Su-15, armed with 'Anab' missiles (Swedish An hone)
main and twin nosewheels. Mamwheels retract
unit
inward into wings and intake ducts; nosewheels retract
forward. Container tor brake-chute between base of
rudder and tailpipe.
Power Plant: Two turbojets, with variable area nozzles,
mounted side by side in rear fuselage. These are
reported to be Tumansky R-13F2-300s, each rated at
70-6 kN (15,875 lb st) with afterburning. Ram air
intakes, with variable ramps on splitter plates, embody-
ing vertical slots for boundary layer control. Blow-in
auxiliary inlets between main intake and wing leading-
edge in side ot each duct.
At (gmmodaiion: Single seat in enclosed cockpit, with
rearward sliding blister canopy. Rearview mirror above
canopy of some aircraft.

Armament: Two pylons for external stores under each

wing. Normal armament comprises one radar homing
and one infra-red homing air-to-air missile (NATO
'Anab') on outboard pylons, and an infra-red homing
close-range missile (NATO Aphid') on each inboard
pylon. Side by side pylons under centre-fuselage for
weapons, including gun pods, or external fuel tanks.
Avionics and Equipment: Large X-band radar (NATO
"Skip Spin') in nose, SOD-57M ATC/SIF nav system,
SRO-2 (NATO Odd Rods') IFF, Sirena 3 radar warn-
ing system. Sukhoi Su-15 ('Flagon-F') single-seat twin-jet all-weather interceptor (I'lloi I'ressI

Dimensions, external (estimated):

built into each wing fence, but the Lyulka AL-7 power shipping strike and amphibious support roles in the Baltic
Wing span 10-53 m (34 ft 6 in)
was unchanged and there was no reason to expect
plant Sea area. Differences between the various uprated ver-
Length overall 20-5 m (68 ft in)
'Fitter-B' to form the basis ol a production aircraft, in view sions as follows:
Weight (estimated):
of the modest improvement in overall performance Su-20 (Fitter-C). Basic single-seat attack aircraft for
Max T-O weight 16,000 kg (35,275 lb)
offered by such minimal modification. Soviet tactical air forces, with Lyulka AL-21F-3 turbojet,
Perkormance (estimated):
Discovery of two squadrons of 'improved Fitter-Bs' in offering better specihc fuel consumption than AL-7F-1 of
Max level speed above 11,000 m (36.000 ft):
service with the Soviet tactical air forces in 972 came as a
1 Su-17. Manual wing sweep control. Additional wing fence
with external stores Mach 2-3
surprise, suggesting that even a small increase in range and on Hxed centre-section each side. Curved dorsal hn bet-
clean" Mach 2-5
endurance by comparison with the Su-7 was considered ween tail hn and dorsal spine lairing. Rear fuselage of
Time to II, 000 m (36,000 ft) 2 mm 30 s
worthwhile. These initial aircraft were designated Su-17 basically constant diameter between the wing and tail-
Service ceiling 20,000 m (65,600 ft)
in the Soviet Union. They retained the AL-7 engine of the plane. Serves also with Soviet Navy. Generally similar
Combat radius 390 nm (725 km; 450 miles)
Su-7, had a Sirena 2 radar warning antenna on the hn tip aircraft, usually with reduced equipment standard, sup-
SUKHOI Su-17, Su-20 and Su-22 and a parachute brake. After familiarising Soviet pilots to plied to Algeria, Czechoslovakia, Iraq, Poland and Viet-
NATO reporting names; FItter-C, D, E, F, G, H and J the new design, the Su-1 7s were exported to Egypt, Nam.
The prototype of this variable geometry fighter series, They were followed by a new version designated Su-20, SU-20M (Fitter-D). Generally similar to Fitter-C, but
designated S-221 orSu-7IG (Izmenyaemaya Geomeiriya, with a more powerful engine. Combined with the variable forward fuselage lengthened by about 0-38 m (1 ft 3 in).
variable geometry), was an R & D
aircraft shown at the geometry wings, this permitted a doubled external load to Added undernose radome tor terrain avoidance. Laser
Soviet Aviation Day display at Domodedovo Airport, be lifted from strips little more than half as long as those marked target seeker in intake centrebody.
Moscow, in July 1967. and was allocated the NATO needed by the Su-7, and to be carried about 30 per cent Su-20U (Fitter-E). Tandem two-seat trainer for Soviet
reporting name 'Fitter-B'. Only some 40 m ( 13 ft) of each further. Added to new avionics, this made the variable Air Force. Generally similar to 'Fitter-C but entire fusel-
wing was pivoted, outboard ot a very large fence, the geometry 'Fitters' so attractive that about 800 are age forward of wing drooped slightly to improve view from
remainder of the airframe being virtually identical with deployed currently by Soviet tactical air forces, and 35 rear seat. Port wing root gun deleted,
that of the Su-7. An attachment for an external store was more by Soviet Naval Aviation units assigned to anti- Su-22 (Fitter-F), Generally similar to 'Iitter-D'. with
undernose radome, but powered by Tumansky R-29B
turbojet, rated at 112-8 kN (25,350 lb st) with afterburn-
ing, in increased-diameter rear fuselage. Gun in each wing
root. Weapons include Atoll' air-to-air missiles.
Operators include Soviet and Peruvian Air Forces.
Su-22U (Fitter-G). Developed two-seater, with combat
capability. R-29B engine in bulged rear fuselage.
Deepened dorsal spine fairing. Drt)oped front fuselage
hn with straight top. Shallow ventral
like "Fitter-E'. Taller
tin. Starboard gun only. Laser target seeker fitted in intake
centrebody.
SU-22BIVI (Fitter-H). Improved single-seater with
R-29B engine for Soviet tactical air forces. Wide and deep
dorsal fairing aft of canopy, almost certainly providing
additional fuel tankage.Taller fin of Fitter-G, with dorsal
frn. Terrain avoidance radar fitted internally in deepened

undersurface of nose. Retains both wing root guns. Addi-

tional inboard pylon for AS-7 (NATO Kerry) air-to-
surface missile, or other external store, under wing
centre-section on each side. Exported to Libya.
SU-22BKL (Fitter-J). Generally similar to Fitter-H',
withTumansky engine. Small ventral lin and angular dor-
sal fin. Atoir air-to-air missiles. Operators include the air
forces of Czechoslovakia, Libya, Peru, Syria, Viet-Nam,
North and South Yemen, as well as the Soviet Union.
The following description applies to the Su-20
('Fitter-C'):
Type: Single-seat ground attack fighter.
Wings; Cantilever mid-wing monoplane, with wide span
Sukhoi Su-20 ('Fitter-C') single-seat variable geometry fighter with wings extended (Tlufi Revue) fixed centre-section and manually operated variable
 SUKHOI — AIRCRAFT: USSR 239
geometry outer panels, with min sweep angle of 28° and
max sweep angle of 62" approx. Centre-section appears
to be generally similar to inner wings of Su-7, except for
slight sweepback on trailing-edge of area-increasing
centre-section Haps. Outboard of these flaps, centre-
section trailing-edge is swept to align with trailing-edge
of outer panels when they are fully swept. Full span
leading-edge slats on movable panels. Entire trailing-
edge of each movable panel made up of a slotted flap,
operable only w hen the w ings arc spread, and a sU>tted
aileron operable at all times. Large main fence on each
side, at junction of fixed and movable panels, is sc|uarc-
cut at front and incorporates attachments for external
stores. Shorter fence above centre-section on each side,
inboard of main fence.
Fuselage: Conventional all-metal semi-monocot|ue
structure of circular section. Large dorsal spine lairing
along top of fuselage, from canopy to tin. Ram air intake
in nose, with variable shock-cone ccntrebody. Four

door type airbrakes, at top and bottom on each side ot

rear fuselage, forward ot tailplane. Pitot on port side ot
nose; transducer to provide data for hre control com-
Single-seat Su-226M ('Fitter-H') of Soviet Air Force, armed with underbelly rocket pods, 'Atoll' air-to-air

puter on starboard side. missiles, and two AS-7 ('Kerry') air-to-surface missiles

Taii Unit: Cantilever all-metal structure, with sweepback

on all surfaces. All-moving horizontal surfaces, with
anti-flutter body projecting forward on each side near
tip. Conventional rudder. No tabs.
Landing Gear: Retractable tricycle type, with single
wheel on each unit. Nosewheel retracts forward, requir-
ing blistered door to enclose it. Main units retract
inward into centre-section. Container for twin brake-
chutes between base ot rudder and tailpipe.
Power Plant: One Lyulka AL-2IF-3 turbojet engine,
rated at 76-5 kN (17,200 lb st) dry and llOkN (24,70(1
lb St) with afterburning. Fuel capacity increased to
4,350 litres (1.000 Imp gallons) by added tankage in

dorsal spine fairing. Provision for carrying up to four

800 litre ( 1 76 Imp gallon drop tanks on outboard wing
)

pylons and under fuselage. When underfuselagc tanks

are carried, only the two inboard wing pylons may be
used for ordnance, to a total weight of 1,000 kg (2,204
lb).

Accommodation: Pilot only, on ejection seat, under rear-

ward hinged transparent canopy. Rearview mirror
above canopy.
Avionics and Ecjltpment: SRD-?M (NATO High Fix)
I-band ranging radar in intake ccntrebody; ASP-5ND
tire control system; Sirena ?> radar homing and warning

system providing 360° coverage, with antennae m slim

cylindrical housing above brake-chute container and in
each centre-section leading-edge, between fences;
Top to bottom: The versions of the Su-20/22 series known to NATO as Fitter-D', Fitter-F'and Fitter-G'
SRO-2M IFF; SOD-57M ATC/SIF, with transponder Tumansky powered versions can be
respectively. identified by more bulged rear fuselage and single air intake
housing beneath brake-chute container; RSlL)-5/R-
by dorsal fin (Pilot Press)
831 VHF/UHF and R5B-70 HF.
Armament: Two 30 mm NR-30 guns, each with 70 rds, in
wing root leading-edges. Total of eight weapon pylons
(two tandem pairs under fuselage, one under each
centre-section leading-edge, one under each main wing
fence) for up to 3,000 kg (6.615 lb) of bombs, including
nuclear weapons, rocket pods and guided missiles such
as the air-to-surface AS-7 (NATO Kerry').
Dimensions, external (estimated):
Wing span: fully spread 1400 m (45 ft II 'A in)
fully swept 10-60 m (34 ft 9 '/2 in)
Wing aspect ratio: fully spread 4-9
fully swept 30
Length overall, incl probes 18-75 m (61 ft 6y4 in)
Fuselage length 15-40 m (50 ft e'A in)
Height overall 4-75 m (15 ft 7 in)
Areas (estimated):
Wings, gross: fully spread 40-1 m^ (431-6 sq ft)

fully swept 37-2 m= (400-4 sq ft)

Weights (estimated):
Weight empty 10,000 kg (22,046 lb)
Max internal fuel 3.700 kg (8,157 lb) A bulged rear fuselage and angular dorsal fin distinguish this 'Fitter-J' of the Libyan Arab Air Force
T-O weight, clean" 14,000 kg (30,865 lb) (US Navy, via Angela Romano)
Max T-O weight 17,700 kg (39,020 lb)
Performance (estimated for clean' aircraft, 60' internal
fuel, except where indicated):
Max level speed: at height Mach 209
at S/L Mach 105
Touchdown speed 143 knots (265 km/h; 165 mph)
Max 13,800 m (45,275 ft)/min
rate of climb at S/L
Service ceiling 18,000 m (59,050 ft)
T-O run at AUW
of 17,000 kg (37,478 lb)
620 m (2,035 ft)
T-O to 15 m (50 ft) at AUW
of 17,000 kg (37,478 lb)
835 m (2,740 ft)
Landing run 600 m (1,970 ft)
Combat radius with 2,000 kg (4,409 lb) external stores:
hi-lo-hi 340 nm (630 km; 391 miles)
lo-lo-lo 195 nm (360 km; 224 miles)

SUKHOI Su-24
NATO reporting name: Fencer
Although smaller and lighter than its USAF counter-
part, the F-111, the variable geometry Su-24 brought
entirely new capability to Soviet tactical air power. Lt Gen
Donald R. Keith, former US Army Deputy Chief of Staff
for Research, Development and Acquisition, said that
'Fencer' is credited with having terrain avoidance radar, in The 'Fitter-J', latest single-seat version of the Sukhol Su-20/22 series (Pilot Press)
240 USSR: AIRCRAFT — SUKHOI
addition to nav/attack radar, and "has the capability to
dehver ordnance in all weather within 55 m (180 ft) of its

target". The radar dish appears to have a diameter of at

least 1-25 m and is reported to be of the pulse-
(49 in),
Doppler type. Equipment includes a laser rangehnder and
marked target seeker.
Three variants have been identified by NATO reporting
names:
Fencer-A. Identifiable by rectangular rear fuselage box
enclosing jet nozzles.
Fencer-B. Rear fuselage box around jet nozzles has
deeply dished bottom skin between nozzles.
Fencer-C. Introduced in 1981. Important equipment
changes. Multiple lilting on nose instead of former simple
probe. Triangular fairing forward of each fixed wing root,
on side of air intake, presumably housing equipment of the
kind seen on the fuselage sides, forward ot the nosewheel
doors, of ground attack MiG-23/27 Floggers".
'Fencer" entered squadron service in December 1974,
as a replacement for the Yak-28 (NATO Brewer). In the
Spring of 1984 at least 475 were serving with Hrst-line
units, including two full regiments at Tukums in Latvia,
near the Gulf of Riga, and at Chernyakhovsk, near
Kaliningrad on the Soviet Baltic coast. There are two more
at Starokonstantinov and Gorodok in the Ukraine, and a

single regiment in the Soviet Far East. No 'Fencer' was

allowed to fly outside the Soviet Union or its home waters

until July 1979, when an Su-24 regiment was deployed

briefly with the 1 6th Air Army, at Templin air base, north
of Berlin in East Germany. Not until 1982 was the first
Sukhoi Su-24 ('Fencer-C') with wings fully spread and landing gear extended
operational unit of 30 Su-24s deployed to East Ger-
fully
many as a regular component of the Frontal Aviation air
forces stationed in Europe. Some aircraft are assigned to
strategic missions.
Type: Two-seat variable geometry attack aircraft.

Wings: Cantilever shoulder-wing monoplane, each wing

comprising a triangular hxed glove box and three-
position pivoted outer panel of all-metal construction.
Slight anhedral from roots. Leading-edge sweepback on
outer panels estimated at 6° fully forward, and 68° fully
1

swept, with an intermediate sweep angle of 45°. Likely

control surfaces include, on the outer panels, full span
leading-edge slats and almost full span two-section
double-slotted trailing-edge flaps, ol which the outer
sections can operate independently when the wings are
fully swept. Differential spoilers forward ot flaps tor roll

control at low speeds and for use as lift dumpers on

landing.
Fuselage: Conventional all-metal semi-monocoque
structure of slab-sided rectangular section, with integral
engine air intake trunks. Splitter plate and outer Up of
each intake are inclined slightly downward. Variable
intake ramps. Airbrake under each side of centre-
fuselage, curved to follow shape of underbelly fairing.

Tail Unit: Cantilever all-metal structure, comprising

single sweptback hn with inset rudder, and all-moving
horizontal surfaces which operate together tor pitch Sukhoi Su-24 ('Fencer-C') two-seat attack aircraft (US Depcirimciii oj Defeme)
control and differentially for roll control, assisted by use
fuel capacity, estimated at 13,00(1 litres (2,860 Imp nuclear weapons. Two pivoting underwing pylons are
of the wmg spoilers when the wings are not tully swept.
gallons), can be supplemented by two very large exter- the hrst of their kind observed on a Soviet aircraft. No
Two slightly splayed ventral tins, one each side of fusel- nal tanks, carried on glove pylons. internal weapons bay. One gun ol unidentilied type on
age undersurface.
Accommodation: Crew of two (pilot and weapon systems port side of fuselage undersurface. Unidentified fairing
Landing Gear: Retractable tricycle type, with twin officer) side by side on ejection seats. on other side.
wheels on each unit. Main units retract forward and Avionics: Latest photographs show a small avionics pod at Dimensions, external (estimated):
inward into air intake duct fairings; nose unit retracts top of engine air intake duct on each side, immediately Wing span: spread 17-25 m (56 tt 7 in)
in main
rearward. Trailing link type ot shock absorbers 10-00 m (32 ft 9'/2 in)
aft of lip. These pods appear similar to those swept
unitsand low pressure tyres for operation from semi- immediately forward of the nosewheel bay ot ground Length overall, excl probe 21-29 m (69 ft 10 m)
prepared helds. Mudguard on nosewheels. attack versions of the MiG-23/27. Height overall 5-50 m (18 ft in)
Power Plant: Two afterburning engines side by side in Armament: Eight pylons under fuselage, each wmg root Wheel track 4-25 m (14 ft in)
rear fuselage. These are believed to be related to the glove and outer wings for approx 8.000 kg 1 7,635 lb) ol
( Weights (estimated):
Lyulka AL-2IF turbojet, as htted in Su-17. Internal guided and unguided air-to-surface weapons, including Weight empty, equipped 19,000 kg (41,885 lb)

Max TO weight 39,500 kg (87.080 lb)

Performance (estimated):
Max speed: at height Mach 2-18
at S/L Mach 1-2
Service ceiling 17,500 m (57,400 ft)

Combat radius:
lo-lo-lo over 174 nm (322 km; 200 miles)
lo-lo-hi with 2,500 kg (5,500 lb) weapons
515 nm (950 km; 590 miles)
hi-lo-hi, with 2,000 kg (4.400 lb) weapons and two
external tanks 970 nm (1,800 km; 1,115 miles)
SUKHOI Su-25
NATO reporting name: Frogfoot
First photographs of this Soviet counterpart to the US
Air Force's single-seat A- 10 Thunderbolt 11 attack air-
craft became available in December 1982. following
deployment of Su-25s to Afghanistan to support the Rus-
sian ground forces lighting in mountain terrain. They
confirmed that the conhguration of the Su-25 is more like
that of the Northrop A-9A (see 1972-73 June's) than the
A- 10. In particular, the non -afterburning turbojet engines
are mounted in long nacelles at the wing roots. Their rating
is believed to be in the range of only 25-40 kN (5.620-

9,000 lb St). Even so, the Su-25 can be expected to have a

slightly higher overall performance than the larger A-10.
Features evident from available photographs include a
front fuselage very like that of the MiG-27. a single hn and
rudder, and ten hardpoints for external stores under the
Sukhoi Su-24 ('Fencer-C') variable geometry attack aircraft (Miduiel A. Radrockc) 20° swept wings. Total weight of armament is estimated at
 SUKHOI / TUPOLEV — AIRCRAFT: USSR 241

4,000 kg (8,820 lb), and includes a heavy calibre gun,

which may be installed »ir podded.
When first observed by satellite at Ramenskoye flight
test centre ui the late l^VOs, the Su-25 was given the
provisional US The
designation Rani-J. reporting NATO
name 982, and the Su-25 was
Frogfoot' was released in 1

expected to reach full operational capability during

1983-84. Meanwhile, the emphasis in Afghanistan is said
to be on techniques tor co-ordinating low level close sup-
port by fixed wing aircraft and Mi-24 helicopter gunships.
About 75 Su-25s were thought to be operational by Spring
1984. Production is centred at the Tbilisi airframe plant,
DlMI-NSlONS. hXttRNAI :

Wing span 15-5(1 ni (50 It HI in)

Length overall 14-50 in (47 It 6 in)

Weight:
Max T-O weight 16,.V50 kg (.Vi,050 lb)
PpRroRMANt E (estimated):
Max level speed 475 knots (880 km/h; 546 mph)
Combat radius 300 nm (556 km; 345 miles)

SUKHOI Su-27
NATO reporting name: Flanker
Responsibility for the farger of two new-generation
Soviet counter-air fighters, equivalent to the US F-15
Eagle, was assigned to the Sukhoi design bureau. When Provisional three-view drawing of Sukhoi Su-25 attack aircraft (Muluicl A. liiidrocke)
first observed by reconnaissance satellite at Ramenskoye expected to achieve operational capability during 1984-
flight test centre, it was given the temporary US designa- 85. It IS also considered likely to equip, in a na\alised form.
tion Ram-K. Its Soviet designation of Su-27 was quoted by
the large Soviet aircraft carrier now under construction.
official sources in the West in 1982. and it receded the
Type: Single-seat all-weather counter-air fighter, with
NATO reporting name of Flanker'.
secondary ground attack capability.
Like the MiG-29. it is described by the LIS Department
of Defense as a supersonic all-weather counter-air fighter, WinCjS: Cantilever mid-wing monoplane, possibly of
with lookdown/shootdown weapon systems and beyond- blended wing/body form. Basic wing sweepback approx
40'" on leading-edge, with long leading-edge root exten-
visual-range air-to-air missiles, and with a possible secon-
dary ground attack role. Few details of the airframe are sions sweptback at 77°. Anhedral approx 2° 30'.

known with certainty; so the accompanying three-\iew Leading-edge manoeuvring flaps. Flap and aileron
drawing and structural description should be regarded as (possibly flaperons) on trailing-edge of each wing.

highly provisional. However, the Su-27's range, thrust- Fuselage: Semi-monocoque all-metal structure of basic-
to-weight ratio and manoeuvrability are all said to be ally circular section, with blended engine air duct on
improved by comparison with earlier Soviet lighters. Its each side of centre and rear fuselage. Large ogival
large pulse Doppler radar and hea\y armament should dielectric nosecone.
also give formidable potential against lov\ flying aircraft
it Tau LJnii: Cantilever structure, comprising uncanted
and cruise missiles, particularly when it is deployed in twin fins and rudders and all-nn)\ing horizontal sur-
partnership with the new Soviet AWACS
aircraft, based faces, all sharply sweptback.
Sukhoi Su-25 ground attack aircraft, known to
on the 11-76 transport and known to NATO as Mainstay'. Landing Gear: Retractable tricycle type, with single
Series production of the Su-27 is centred at a plant in wheel on each main unit and twin nosewheels. Brake-
NATO as 'Frogfoot' (( .S Di'/xinmciii (if Defense)

Komsomolsk, Khabarovsk territory. The fighter is chute housed in fuselage tailcone. Power Pi ant: Two unidentified turbojets, possibly
related to the MiG-3rs Tumansky R-31s. each with
estimated rating of 133-5 kN (30.000 lb st) with after-
burning.
A< ( OMMODAiioN: Pilot only, under transparent blister
canopy.
Amonks: Track-while-scan radar with reported search
range of 130 nm (240 km, 50 miles) and tracking range
1

of 100 nm (185 km; 15 miles).

1

Armament: Basic interception armament of eight AA-1

medium-range radar homing air-to-air missiles under
fuselage and wings. Ability to carry up to 6,000 kg
(13,225 lb) of external stores (e.g. twelve 500 kg
bombs) tor secondary attack role.
Dimensions, external (estimated):
Wing span 14-50 m (47 ft 7 in)
Length overall, excl nose probe 21-00 m (69 ft in)
Height overall 5-50 m ( 1 8 fl in)
Tailplane span 9-75 m (32 It (1 in)
Weight (estimated):
Max T-O weight 20,000-28,500 kg (44,00(1-63,000 lb)
Periormance (estimated);
Max level speed: at height
Mach 2-35 (1.350 knots; 2,500 km/h; 1.550 mph)
at S/L Mach 1-1 (725 knots; 1.345 km/h; 835 mph)

Provlsionaldrawing of Sukhoi Su-27(NATO'Flanker') (I'doi Fras). See also Addenda Combat radius 620 nm (1.150 km. 715 miles)

TUPOLEV in-flight refuelling tankers, more than 90 of various ver- of the Tu-16 have been identified by unclassified NATO
Chiee Designers: Dr Alexei A. Tupolev, L. L. Selyakov
sions equipped for ECM duties, and 15 for reconnais- reporting names. All remain in service, as follows:
sance.
and Dmitry Markov Badger-A. Basic strategic jet bomber, able to carry
The 1981 edition of Soviet Military Power
original
Deputy Chiee of Bureali; Andrei Kandolov nuclear or conventional free-fall weapons. Glazed nose,
stated that "The prime strike force of Soviet Naval Avi-
with small undernose radome. Defensive armament of
Andrei Tupolev, born in 1888. was a leading figure in ation consists of over 300 Badger' and Blinder' aircraft
the Central Aero-Hydrodynamic Institute (TsAGI) in
seven 23 mm cannon. Some equipped as flight refuelling
which are fitted to carry one or two of several types of
tankers, using a unique wingtip-to-wingtip transfer tech-
Moscow from the time when it was founded, in 929. until 1
anti-ship cruise missiles with standoff ranges varying from
his death on 23 December 1972. Current chief designers nique. About 20 operational with Chinese Air Force, and
1

90 to over 300 km (48-162 nm; 56-186 miles). Some

of the bureau which bears his name include his son, Dr pri)duction continues in C lima under the designation Xian
missiles have variable flight paths and various homing
Alexei A. Tupolev. The bureau has doubled in size during
H-6
techniques to help penetrate ship defences. All these mis-
the past decade. siles are assessed to carry either a nuclear or a high explo-
Badger-B. Similar to Badger-A' but equipped origin-
sive warhead of about 1,000 to 2,000 lb (450-900
two turbojet powered aeroplane type anti-
ally to carry

TUPOLEV Tu-16 shipping missiles (NATO 'Kennel') underwing. Super-

kg) ... In addition to naval aircraft armed with anti-ship
seded by Badger-G' in missile role. Continues in service
NATO reporting name: Badger missiles, certain Bear' and 'Badger' bombers of the Soviet
with Aviation Armies as conventional free-fall bomber.
The prototype of this intermediate-range liomber, strategic bomber force can be used for attacks against
which had the Tupolev design bureau designation Tu-88, ships, and these aircraft regularly participate in naval Badger-C. Anli-shipping version, first seen at 1961
was flown for the first time by N. Rybko in the Winter of exercises." Naval Aviation also has 70 Tu- 6 tankers, and
1
Soviet AviatK)n Day display. Large air-to-surface winged
1952. The original strategic bomber version entered series 40 reconnaissance and ECM models. missile (NATO Kipper' carried in recess under fuselage.
)

production as the Tu-16 in 1953, and made its first major Early production Tu-16s had AM-3 turbojet engines. or'Kinglish' on underwing pylons. Wide nose radome. in
public appearance on May 1954. About 315 remained
1 These were replaced in later aircraft by improved RD-3M place of gla/ing and nose gun of 'Badger-A'. No prov ision
operational with the Soviet strategic bomber force in early (AM-3M) engines, which increascil maximum speeds by for free-f;ill bombs, lotal of about 199 believed opera-

1984, equipped to carry both nuclear and conventional up to 54 knots (100 km/h, 62 mph), and range with max tional with Soviet Niirthern. Baltic, Black Sea and Pacific

weapons. The bombers are supported by a few Tu-16 fuel to 3,885 nm (7,200 km; 4,470 miles). Eleven versions Fleets Ml 19X4,
 .

242 USSR: AIRCRAFT — TUPOLEV

'Badger-H' version of the Tupolev Tu-16 twin-jet bomber, for standoff or escort ECtVI duties

Badger-D. Maritime/electronic reconnaissance version.

Nose similar to that of Badger-C. Larger undernose
radome, three blister fairings m tandem under centre-
fuselage,
Badger-E. Similar to Badger- A" but with cameras in

bomb ba\
Badger-F. Basically similar to 'Badger-E' but with elec-
tronic intelligence pod on a pylon under each wing.
Badger-G. Similar to Badger-A' but with underwing
pylons tor two rocket-powered air-to-surtace missiles
(NATO 'Kelt') which can be carried over a range greater
than 1.735 nm (3.220 km; 2,000 miles). Free-fall bombing
capability retained. One photographed by pilot of
Japanese F-86F in December 1977 carried a 'Kingfish'
missile on its port underwing pylon. Others seen subse-
quently with a 'Kingfish' under each wing (see Air-
Launched Missiles section). Majority serve with anti-
shipping squadrons of Soviet Naval Air Force, About 16
form main strike clement of Egyptian Air Force.
Badger-G modified. Specially equipped earner for
'Kingfish' air-to-surface missiles, of which
first photo-

graph was released, by Swedish Air Force, in mid- 1 981.

Large radome. presumably associated with missile oper-
ation, under centre-fuselage. Device mounted externally
on glazed nose might help to ensure correct attitude of
Tu-16 during missile launch. Total of about 88 standard
and modiMed 'Badger-Gs' believed operational with
Soviet Northern. Black Sea and Pacific Fleets.
Badger-H. Stand-off or escort ECM aircraft, with prim-
ary function of chaff dispensing to protect missile carrying
strike force. The dispensers, with a total capacity of up to
9,075 kg (20.000 lb) of chaff, are probably located in the
weapons bay Hatch aft of weapons bay. Two tear-
area.
drop radomes. fore and aft of weapons bay. Two blade
antennae aft of weapons bay. Tu-16 CBadger-C) with 'Kingfish' missile under port wing. Note underbelly recess and attachment for 'Kipper'
Badger-J. Specialised ECM jamming aircraft to protect missile (Koyal Daiusli Air tone)
strike force, with at least some of the equipment located in
ness/chord ratio 12'/2'f Two-spar light alloy structure, Tail Unit: Cantilever all-metal structure, with 42°
a canoe shape radome protruding from inside the weapons
.

with two fences on each wing. Entire trailing-edge made leading-edge sweepback on all surfaces. Trim tabs in
bay. Anti-radar noise jammers operate m A to bands I

inclusive.
up of slotted flaps (max deflection 35°) and mass rudder and each elevator.
Badger-K. Electronic reconnaissance variant. Two balanced ailerons, each with trim tab. Heavy engine Landing Gear: Retractable tricycle type. Twin-wheel
teardrop radomes, inside and forward of weapons bay.
nacelles form root fairings. nose unit retracts rearward. Main four-wheel bogies
retract into housings projecting beycmd the wing
Maritime reconnaissance versions of 'Badger' make Fuselage: All-metal semi-monocoque structure of oval
regular flights over units of the US Navy and other NATO cross-section, made in five sections. The nose section trailing-edge.

naval forces at sea in the Atlantic, Pacific and elsewhere. houses the navigator's pressure cabin with double-
Power Plant: Early Tu-16s have two Mikulin AM-3
They also make electronic intelligence (elint) sorties glazed nose panels in a magnesium alloy frame, the
turbojet engines, each rated at 85-8 kN (19.285 Ibst) at

NATO
and other countries. pilots' pressure cabin, the forward gunner's cabin, and
sea level. Later aircraft htted with RD-3M (AM-3M)
around the coastlines of
turbojets. each rated at 93 1 9 kN (20,950 lb st). Engines
Type: Twin-jet medium bomber and maritime reconnais- radar equipment. The second and fourth sections house
sance/attack aircraft. the aircraft's fuel tanks, with the weapon compartment semi-recessed into sides of fuselage. Divided air intake
mid-wing monoplane, with between them; the section contains a pressure cabin ducts: main duct passes through wing torque box bet-
Wings: Cantilever high tail

marked an hedral and with 35°of leading-edge sweep on for the radio operator and rear gunner. Skin panels ween spars; secondary duct passes under wing to feed
into primary airflow in front of engine. Engines separ-
outer panels: 42" sweep on inboard panels. Thick- made of 3 mm light alloy sheet.
ated from wings and fuselage by firewalls. Jetpipes
inclined outward 3° to shield fuselage
from effects of
exhaust gases. Fuel wing and fuselage tanks, with
in
total capacity of approx 45,450 litres (10,000 Imp gal-
lons). Provision for underwing auxiliary fuel tanks and
for flight refuelling. Tu-16 tankers trail hose from star-
board wingtip; receiving equipment is in port wmgtip
extension.
Accommodation: Normal crew of six, with two pilots side
by side on deck. Navigator, on seat with armoured
flight
sides and base, in glazed nose of all versions except
'Badger-C and D'. Manned tail position plus lateral
observation blisters in rear fuselage under tailplane.
Entry via two hatches in bottom of fuselage, in front and
rear structural sections.
AvioNKS AND EoniPMENT: Radio and radar aids probably
include HF and VHF R/T equipment, as well as IFF and
a radio compass and radio altimeter Other equipment
differs according to role.
Armament: Forward dorsal and rear ventral barbettes
each containing two 23 mm
NR-23 guns. Two similar
guns in tail position controlled by an automatic gun
ranging radar set Seventh, Hxed, gun on starboard side
of nose of versions with nose glazing. Bomb load of up to
9,000 kg (1 9,800 lb) delivered from weapons bay 65 m
(21 ft) long in standard bomber, under control of
Tupolev Tu-16, In the form known to NATO as Badger-F', with additional side view (bottom) of Badger-D' navigator. Naval versions can carry air-to-surface
ll'ilol I'ress) winged standoff missiles.
 TUPOLEV — AIRCRAFT: USSR 243
DiMFNSiDNs, tMbRNAi (' Badgcr- A' );
Wing span 32-93 m (108 ft 0': in)
Length overall 34S() m (I 14 ft 2 in)
Height overall lOSO m (35 tt 6 in)
Basic diameter ol tuselage 2-5() m (8 fl 2'.2 in)
Taiiplane span 11-75 m (38 tt 6'; in)
Wheel track 9-775 m (32 It 0^4 in)
Aki-a:
Wings, gross 164 65 nr' (1.772-3 sq tt)

Wrigmis (with AM-3 engines)

Weight empty, equipped 37,200 kg (82.000 lb)
Normal T-O weight 72,000 kg ( 58,730
1 lb)
PEKi^oRMANt i: (estimated, with AM-3 engines, at max T-O
weight);
Max level speed at 6,000 m (19,700 tt)
535 knots (992 km/h, 616 mph)
Service ceiling 12,300 m (40,350 tt)
Range with 3.790 kg (8.360 lb) bomb load
2,605 nm (4.800 km, 3,000 miles)
Max iinreluelled combat radius
1.565 nm (2,900 km; 1,800 miles)

TUPOLEV
Tu-95 and Tu-142
NATO reporting name: Bear
Documents Washington concerning the
issued In

SALT 2 negotiations in1979. revealed that the Soviet

authorities use the designation Tu-95 tor the force ot more
than 100 'Bear- A/B/C/G/Hs' that form the major part ol
their current strategic bomber toree. and tor reconnais-
sance Bear-Ds', but that the Bears', totalling about 95.
used by the Soviet Naval Air Lorce are known asTu-142s, The version of the Tupolev Tu-142 known to NATO as 'Bear-D' {I'lht Frea)
The Naval being employed onlv lor reconnais-
aircratt,
sance and anti-submarine warlare, and being observably
different from the bombers, have never been subject to
SALT restrictions. Those deployed to bases made avail-
able in Cuba and Angola are capable ot co\ ering the North
and South Atlantic from the Mediterranean approaches
westward to the US east coast, and southward to the Cape
ol Good Hope. Others operate regularly trom Cam Ranh

in Viet-Nam.

Long range and endurance are only twoot the attributes

that have kept these huge four-turboprop aircraft in pro-
duction and first-line service for 30 years. Their high
speed, exceeding that once considered possible for propel-
ler driven aircraft, eclipsed the contemporary tour-jcl
Myasishchev M-4. Their size and payload potential en-
abled them to accommodate the largest air-to-surtace mis-
siles and radars yet carried h\ iiperational aircraft. Thus, The faired tail, housing special equipment, on a
production to ottset attrition cimtinued into the 1980s, at 'Bear-D' photographed in 1978
Taganrog, and in 984 w as being increased to equip oper-
1

ational units with the new Bear-H' version. Exercise Teamwork September 964. Generally similar
in I

Detailsot the eight versions identihed by NATO report- to 'Bear-B' but with streamlined blister lairing on holh
ingnames, all of which remain in service, with constantly sides of rear tuselage. Refuelling probe standard. Has
updated equipment, are as lollows;
MAD projection from rear of fin tip of Tu-142 'Bear-F',
been observed with a faired tail housing special equip- photographed in September 1980 d'SAhi
Bear-A. Basic strategic bomber, first flown in late Sum- ment, like that illustrated on a Bear-D'.
mer of 1 954 and shown in Aviation Day display at Tushino Bear-D. This version was Hrst photographed extensively camera windows in bomb bay. in pairs in line with the wing
in July 1955. Internal stowage for two nuclear or a variety when several examples (together with Tu-16s) made low flaps, sometimes with a seventh window to the rear on the
of conventional free-fall weapons. Fitted with chin radar, passes over the US Coast Guard icebreakers Edisto and starboard side.
and defensive armament comprising three pairs of 23 mm Eusiwind off Severnaya Zemlya. in the Soviet Arctic, in Bear-F, First identified in 1973, this is a much refined
cannon in remotely controlled rear dorsal and ventral August 1967. These aircraft differed in detail, but each anti-submarine version. Originally, it had enlarged and
barbettes and manned tail turret. Two glazed blisters on had a glazed nose, an undernose radar scanner, a large lengthened fairings aft ot its inboard engine nacelles, for
rear fuselage, under taiiplane. are used for sighting by the underbelly radome lor 1 band radar, a blister fairing on purely aerodynamic reascms; but current aircraft have
gunner controlling all these weapons. The dorsal and ven- each side of the rear fuselage like Bear-C a nose refuel- reverted to standard size tairings. The undernose radar ot
tral barbettes can also be controlled from a station aft of ling probe, and a variety of other blisters and antennae, Bear-D' is missing on some aircraft; others have a radome
the flight deck. A small number remain in service. including a streamlined fairing on each taiiplane tip The in this position, but ot considerably modified form. On
Bear-B. First seen in 1961 Aviation Day flypast. As housing for 1 band tail w arning radar above the tail turret is both models the mam underfuselage X band radar housing
'Bear-A' but able to carry a large air-to-surface aeroplane much larger than on previous versions. Tasks include pin- IS considerably further forward than on Bear-D' and smal-

type missile (NATO reporting name 'Kangaroo') under pointing of maritime targets for missile launch crews on ler in size; the forward portion of the fuselage is longer;

fuselage, with associated radar (NATO Crown Drum' ) in board ships and aircraft which are themselves too distant there are no large blister fairings under and on the sides ot
wide undernose radome, replacing the original glazing. to ensure precise missile aiming and guidance. About 45 the rear fuselage; and the nosewheel doors are bulged
Defensive armament retained. A few 'Bear-Bs' operate in serve with the Soviet Naval air force. prominently, suggesting the use ot larger or low pressure
maritime reconnaissance role, with flight refuelling nose- A Bear-D' photographed in the second half of 1978. tyres. 'Bear-F' has two stores bays in its rear fuselage, one
probe and. sometimes, a streamlined blister fairing on the after interception by US Navy F-4s, had in place of the of them replacing the usual rear ventral gun turret and
starboard side of the rear fuselage. One was observed in normal tail turret and associated radome a faired tail hous- leaving the tail turret as the sole defensive gun position.
1978 with a pointed canister under each wing, for air ing special equipment (see accompanying illustration). About 50 of this version were operational m 1 984. Some
sampling. Bear-E. Maritime reconnaissance versii>n. basically of those encountered over the North Atlantic have had an
Bear-C. Another strike version, able to carry 'Kan- similar in conhguration to Bear-A' but with refuelling MAD 'sting' projecting from the rear of the fin tip and no
garoo';first observed near NATO
naval forces during probe and rear fuselage blister fairings as on Bear-C. Six taiiplane tip fairings (see illustration).

Tupolev Tu-95 ('Bear-C') strategic bomber (Royal Nomcguin An l-one}

244 USSR: AIRCRAFT — TUPOLEV

Tupolev Tu-142 ('Bear-F') of the Soviet Naval Air Force in its current form, with inboard engine nacelles of standard length (Royal Air Force)

Bear-G. Generally similar to 'Bear-B/C but Dimensions, external ('Bear-F', approx); similar to those of the Tu-114, with extended chord
reconfigured to carry the supersonic AS-4 (Kitciien") air- Wing span 5110 m (167 ft 8 in) trailing-edge flaps, rather than the 'straight' trailing-edge
to-surface missile instead of the subsonic AS-3 Kan- Length overall 49-50 m (162 ft 5 in) of the Tu-95.
garoo' .
Height overall 1212 m (39 ft 9 in) The general appearance of the Tu-126, which has the
Bear-H. First mentioned officially in 1984, this new Weight (Bear-F", estimated); NATO reporting name 'Moss", is shown in the accompany-
production version is equipped to carry cruise missiles, Max T-O weight 188,000 kg (414,470 lb) ing illustrations. It can be seen to have a flight refuelling
including the AS-X-15. Performance; nose-probe, ventral tail fin and numerous additional
Examples of the Tu-95 and Tu-142 make frequent Over-target speed at 12,500 m (41,000 ft) antennae and blisters for electronic equipment. The power
reconnaissance flights over NATO fleet units at sea and 500 knots (925 km/h; 575 mph) plant comprises four 1 1,033 kW (14,795 ehp) Kuznetsov
have been photographed by NATO fighters while doing Max range with 11,340 kg (25,000 lb) bomb load NK-12MV turboprop engines.
so. They are also encountered frequently over the North 6,775 nm (12,550 km; 7,800 miles) The Tu-126 is intended to work in conjunction with
Sea, and off the US east coast during transits between Max unrefuelled combat radius advanced interceptors. After locating incoming low-level
Murmansk and Cuba, and elint missions from Cuba. 4,475 nm (8,285 km; 5,150 miles) strike aircraft, it would ideally direct towards them fighters
Type: Four-turboprop long-range bomber and maritime armed with 'snapdown' air-to-air missiles able to be fired
reconnaissance aircraft. TUPOLEV Tu-126 from a cruising height of 6,100 m (20,000 ft) or higher. It
Wings; Cantilever mid-wing monoplane. Sweepback 37° NATO reporting name; Moss has a further, obvious application in assisting strike air-
at quarter-chord on inner panels, 35° at quarter-chord An officially released Soviet documentary film, shown craft to elude enemy interceptors picked up by its radar.
on outer panels. All-metal three-spar structure. All- in the West1968, included sequences depicting a milit-
in About 10 Tu-126s are operational with the Soviet air
metal hydraulically powered ailerons and Fowler flaps. ary version of the Tu-114 four-turboprop transport (see defence forces. They are said, by US defence experts, to
Trim tabs in ailerons. Spoilers in top surface of wing 1972-73 Jane's), carrying above its fuselage a rotating have demonstrated some effectiveness in overwater exer-
forward of inboard end of ailerons. Three boundary saucer' type early warning radar with a diameter of about cises but to be ineffective over land.
layer fences on top surface of each wing. Thermal 1 1 m (36 ft). This was a logical development, as the Tu- Dimensions, external;
anti-icing system in leading-edges. 114 had a fuselage of larger diameter than the military Wing span 51-20 m (168 ft in)
Fuselage; All-metal semi-monocoque structure of circ- Tu-95, and could accommodate more easily the extensive Wing aspect ratio 8-42
ular section, containing three pressurised compart- avionic equipment and crew of 12 required by what was Length overall 55-20 m (181 ft 1 m)
ments. Those forward and aft of the weapons bay are soon confirmed as the Soviet air forces' first generation Height overall 16-05 m (52 ft 8 m)
linked by a crawlway tunnel. The tail gunners com- AWACS (airborne warning and control system) aircraft, Wheel track 13-70 m (44 ft 1 iy2 in)
partment is not accessible from the other compart- with the designation Tu-126. It proved to have also wings Propeller diameter 5-60 m (18 ft 4V2 in)
ments.
Tail Unit: Cantilever all-metal structure, with sweepback
on all surfaces. Adjustable tailplane incidence. Hydraul-
ically powered rudder and elevators. Trim tabs in rud-
der and each elevator.
Landing Gear; Retractable tricycle type. Main units con-
sist of four-wheel bogies, with tyres of approx -50 m (5 1

ft)diameter and hydraulic internal expanding brakes.

Twin wheels on nose unit. All units retract rearward,
main units into nacelles built on to wing trailing-edge.
Retractable tail bumper consisting of two small wheels.
Braking parachute may be used to reduce landing run.
Power Plant; Four Kuznetsov NK-12MV turboprop
engines, each originally with max rating of approx 8,948
kW (12,000 ehp) but now uprated to 11,033 kW
(14,795 ehp) and driving eight-blade contra-rotating
reversible-pitchType AV-60N propellers. Fuel in wing
tanks, with normal capacity of 72,980 litres (16,540 Imp
gallons).
Accommodation and Armament; See notes applicable to
individual versions and under Fuselage".
Operational Equipment (Bear-D): Large I band radar
(NATO Big Bulge) in blister fairing under centre-
fuselage, for reconnaissance and to provide data on
potential targets for anti-shipping aircraft or surface
vessels. In latter mode, PPI presentation is data linked
to missile launch station. Four-PRF range J band circu-
lar and sector scan bombing and navigation radar
(NATO Short Horn). I band tail warning radar
(NATO Box Tail" or Bee Hind' ) in housing at base of
rudder. Tupolev Tu-126 (four Kuznetsov NK-12MV turboprops) (Piloi Press)

The Tu-126 airborne warning and control system (AWACS) aircraft, known to NATO as 'Moss'
 TUPOLEV — AIRCRAFT: USSR 245

Tupolev Tu-22 photographed from an investigating interceptor of the Royal Danish Air Force

Area:
Wings, gross 3111 m- (3,349 sq tt)

Weight (estimated):
Max T-O weight 17(),0(K) kg (374.7X5 lb)
Performanc e:

Max level speed 459 knots (850 km/h: 528 mph)

Normal operating speed
351 knots (650 km/h: 404 mph)
Max range without Hight refuelling
6.775 nm (12,550 km: 7,S00 miles)

TUPOLEV Tu-22
NATO reporting name: Blinder
First shown publicly in the 1961 Aviation Day flypast
over Moscow, the Tu-22 was the first operational Soviet
supersonic bomber. Of the ten examples which took part
in that display, only one carried visible weapons, in the

form of an air-to-surface missile (NATO reporting name

'Kitchen'), some 1 1 m (36 semi-submerged in the
ft) long,
underside of its fuselage. This aircraft had also a wider
nose radome.
A total of 22 Tu-22s took part in the 1967 display at
Domodedovo. One was escorted by six MiG-2 PFs, per- 1

mitting a more accurate dimen-

calculation of its overall
sions than had previously been possible. Most carried
'Kitchen' missiles: all had a partially retractable nose
refuelling probe and the wide radome seen on the single
missile-armed aircraft in 1961.
About 250 Tu-22s were built, in four versions, as fol-
lows: Tupolev Tu-22 twin-jet supersonic bomber ('Blinder-A') with additional view of nose of 'Blinder-D' training
Blinder-A. Basic reconnaissance bomber, with fuselage version (I'lloi f'ics\}
weapon bay for free-fall nuclear and conventional bombs.
'Blinder-A' entered limited service, its range being inad-
Taii Unit: Cantilever all-metal structure, with sweepback bombing assessment cameras carried in rear ot wheel
equate for the originally intended strategic role.
on all surfaces. Fully powered all-moving horizontal pods ot some aircraft.
Blinder-B. Generally similar to Blinder- A' but equip-
surfaces at bottom of fuselage. Aerodynamically bal- Dimensions, external (estimated):
ped to carry air-to-surface nuclear missile (NATO report-
anced rudder, with inset tab. Wing span 27-70 m (90 ft IOV2 in)
ing name Kitchen' recessed in weapons bay. Larger radar
)

Landing Gear: Retractable tricycle type. Wide track Length overall 40-53 m (132 ft I '/2 1 in)
and partially retractable flight refuelling probe on nose.
four-wheel bogie main units retract rearward into pods Height overall 10 67 m (35 It in)
About 135 'Blinder-As' and Blinder-Bs' remain oper-
built on to wing trailing-edges. Oleo-pneumatic shock Weight (estimated):
ational with the Soviet bomber force, plus 12 equipped for
absorbers. Main legs designed to swing rearward lor Max T-O weight 83.90(1 kg (185.00(1 lb)
reconnaissance, about 7 serving with the Libyan Air Force
additional cushioning during taxying and landing on Perlormanc I (estimated):
and a single squadron supplied to Iraq.
rough runways. T w in-w heel nose unit retracts rearw ard. Max level speed at 12.200 m (40.000 ft)
Bllnder-C. Maritime reconnaissance version, with six Small retractable skid to protect rear fuselage in tail- Mach 1-4 (800 knots: 1.480 km/h: 920 mph)
camera windows in weapons bay doors. Modihcations to down landing or take-off. Service ceiling 18.300 m (60.000 ft)
nosecone, dielectric panels, etc, on some aircraft suggest Power Plant Two Koliesov VD-7 turbojet engines, each
: Max unretuelled combat radius
possible electronic intelligence role or equipment for rated at 137-5 kN (30.900 lb st) with afterburning, 1.670 nm (3.100 km: 1.925 miles)
electronic countermeasures (ECM) duties. About 60 mounted pods above rear fuselage, on each side t)t tail
in
delivered, ot which 40 remain in service, for operation lin. Lip ot each intake is in the form ot a ring which can TUPOLEV TU-22M (Tu-26?)
primarily over sea approaches to the Soviet Union, from be translated forward by jacks for take-oft. Air entering NATO reporting name: Backfire
bases in the Southern Ukraine and Estonia. ram intake is then supplemented by air injected through NATO lirst acknowledged the existence ol a Scniet
Blinder-D. Training version. Cockpit for instructor in annular slot between ring and main body ot pod. Jet- variable gecmietry medium bomber in the Autumn ol
raised position aft ot standard flight deck, with stepped-up pipes have convergent-divergent nozzle inside outer 1969. Such an aircraft was not unexpected, as the 1 u-22
canopy. In service in the Soviet Union and Libya. lairing. Semi-retractable flight refuelling probe on nose, (NATO Blinder") was incapable ol tullilhng the long-
The following details apply to 'Blinder-A and B" but are with triangular guard underneath to prevent drogue range strategic bombing role tor winch it had been
generally applicable to all versions except as noted under damaging nosecone. intended.
model descriptions: Accommodation: Crew of three in tandem. Row ot win- A prototype ot the bomber was observed in July 1970.
Type: Twin-jet supersonic bomber and maritime patrol dows in bottom of fuselage, aft ol nose radome. at on the ground near the manulactuiing plant at Kazan 111
aircraft. navigator/systems operator's station. Pilot has upward Central Asia, and was conlirmed subsequently as a twin-
Wings: Cantilever mid-wing monoplane. Constant slight ejection seat: other crew members have downward elec- engined design by the Tupole\ Bureau. At least t«o
anhedral from roots. Sweepback approx 45° on leading- tion seats. prototypes were built, and llight testing is believed to ha\e
edge outboard of fence and 50' inboard of fence, Armament and Operaiionai Lc.jhipmeni: Weapons bay started in 1971 Up to twelve pre-production models lol-
.

increasing to acute sweep at roots. Conventional all- in centre-fuselage, with double-fold doors on lowed. tor development testing, weapons trials and evalu-
metal structure. Fully powered two-section ailerons, 'Blinder-A'. Special doors with panels shaped to ation, by the beginning ot 1973. T he designation was said
with tab in each inboard section. Flaps inboard and accommodate recessed Kitchen' missile on Blinder-B' to be Tu-26. but the Soviet Union referred to the type as
outboard of wheel pod on each wing trailing-edgc. Single 23 mm
NR-23 gun in radar directed tail turret, Tu-22M in the SAL'I 2 treaty talks. T he NATO reporting
Fuselage: All-metal semi-monocoquc structure ol circu- beneath 'Bee flind' tail warning radar antenna. Radai iianic allocated to the aircraft is 'Haeklire'-
lar section, with area rule 'waisting' at wing roots. in nose. Chaft/Hare countermeasures dispensers and Wlien drawing up the basic parameters lor the bomber.
246 USSR: AIRCRAFT — TUPOLEV

'Backfire-B' version of the Tupolev Tu-22M/Tu-26 with wings spread, photographed from an interceptor of the Swedish Air horce

the Tupolev Bureau is believed to have aimed at a max- Defense estimates that over 70 are based in the far east of range of 1.600 nm (3.000 km; 1.860 miles) is expected to
imum unrefuelled range of 4,775-5,200 nm
(8,850-9,650 the Soviet Union. At least 30 of those in the Pacific theatre add to the low level standoff attack capability of the force
km; 5.500-6,000 miles) at high altitude. Unwillingness to belong to the force of about 100 Backfire-Bs' deployed in by the mid-1980s.
depart from the Tupolev practice of retracting the main a maritime role by Soviet Naval Aviation. The FY 1979 Tvfe: Twin-engined medium bomber and maritime
landing gear bogies into fairings on the wmg trailing-edges Annual Report of the US Department of Defense stated: reconnaissance/attack aircraft.
hmited the variable geometry to the outer wings, as on the "There is increasing evidence that the Soviet bomber and WiNos: Cantilever mid-wing monoplane, made up ot a
Sukhoi Su-1 7/20/22. There evidence to believe that the
is cruise missile force may be overtaking their submarine large span fixed centre-section and two variable
large size of these fairings, with the w heels stowed beneath force as a threat to our fleet and to our forces necessary for geometry outer panels. No anhedral or dihedral, but
the wing, caused excessive drag, so that 'Backfire's' range the resupply of Europe. They can concentrate aircraft, wing section is so thin that considerable flexing of the
fell short of what had been planned. Redesign almost co-ordinate attacks with air. surface, or submarine outer panels takes place in flight. Leading-edge fence
eliminated the fairings from later aircraft, after the main launched missiles, and use new technology to find our fleet towards tip of centre-section on each side. Each outer
landing gear had been revised to retract inward into the units, jam our defences and screen their approach". wing panel is believed to be fitted with a full span
fuselage. This accounted for the first two versions of the It IS expected that the Backfire" strategic/maritime leading-edge slat, aileron, and slotted trailing-edge flaps
Tu-22M/Tu-26 identified by NATO reporting names: force will be maintained at a total of at least 400 aircraft. aft of spoilers/lift dumpers. Wing sweep is believed to be

Backfire-A. Initial version, with large landing gear fair-

Production appears to be limited to the rate of 30 aircraft a variable from fully spread (20°) to fully swept (65°),

ing pods on the wing trailing-edges. Believed to equip only year which was specified by the unratified SALT 2 agree- rather than limited to one intermediate position as on

one Dalnaya Aviatsiya squadron. ment. The AS-X-15 air-launched cruise missile with a the MiG-23.

Backfire-B. Developed version, with increased wing

span and landing gear fairing pods eliminated except for
shallow underwing fairings, no longer protruding beyond
the trailing-edge. Inward retracting main landing gear
units. During the abortive SALT 2 treaty negotiations,
'Backfire-Bs' were seen with the standard flight refuelling
nose probe removed, although the housing remained. This
was assumed to stress Soviet assertions that the aircraft are
intended for peripheral/theatre operations rather than
long-range strategic use, and were therefore exempt from
the restrictions that would have been imposed on intercon-
tinental bombers by the treaty. External stores racks fre-
quently seen under air intake trunks.
Backfire-C. This advanced version with wedge type
engine air intakes, like those of the MiG-25, was first
reported in the 1980-81 Jane's. No photograph yet avail-
able.
Early controversy concerning the aircraft's range has
been resolved. 'Backfire-B' could be employed effectively
against the contiguous United States on high-altitude sub-
sonic missions. Its low altitude supersonic dash capability
makes it a formidable weapon with which to support milit-
ary operations in Europe and Asia. A flight refuelling nose
probe can be htted to make possible extended-range
missions.
More than 260 Backfire-Bs' are in service. About 120
are allocated to medium-range bomber squadrons of the
Soviet Strategic Nuclear Forces opposing NATO in

Europe and over the Atlantic, but the US Department of Tupolev Tu-22M/Tu-26 (NATO 'Backfire-B') bomber and maritime reconnaissance/attack aircraft (Piloi Press)

This 1984 photograph of the Tupolev Tu-22M/Tu-26 (NATO 'Backfire-B'), taken over the Sea of Japan, shows two additional mounts for air-to-surface missiles under
the fixed wing centre-section panels
 TUPOLEV — AIRCRAFT: USSR 247

Fi'SEi age:Forward of wings, fuselage is basically circular

with large ogival dielectric nosecone. Cenlre-fuselage is
faired into rectangular section air intake trunks, each
titled with a large splitter plate and assumed to embody
complex variable geometry ramps. There is no evidence
to suggest externalarea rule waisting' of these trunks.
Taii Unii: Cantilever structure, with sweepback on all
surfaces. All-moving horizontal surfaces; conventional
inset rudder.
Landing Gear: Retractable tricycle type. Each main unit
carries a multi-wheel bogie, which pivots inward from
the vestigial fairing under the centre-section into the
bottom of the adjacent intake trunk.
Power Pi ant: Two unidentified turbofan engines with
afterburners, mounted side by side in the rear fuselage.
Reported to be uprated versions of the Kuznetsov
NK-144 engines (each 1%1 kN; 44,090 lb st) installed
in Tupolev'sTu-144 supersonic transport. Fuel tankage
is believed to include integral tanks in the entire tixed
portion of the wings and much of the centre-fuselage
above the weapon hay. A flight retuelling nose probe
can be fitted; after one observed reluelling, a Backfire'
prototype remained airborne for a further Id h
Accommodation: Pilot and co-pilot side by side on flight
deck. Twocrew members further aft, as indicated by
position of windows between flight deck and air intakes.
Avionics and Eouipment: Large bombing and navigation
radar (NATO 'Down Beat' inside dielectric nosecone.
)

Radar (NATO 'Bee Hind') tor tail turret, above guns.

Armament: Primary armament ot up to three 'Kitchen' or
'Kingfish' air-to-surface missiles semi-recessed in the
underside of the centre-tuselage and carried under the
Hxed centre-section panel ol each wing. Multiple racks Artist's impression of the new Tupolev strategic bomber known to NATO as 'Blackjack'
for lightweight stores sometimes htted under the air (US De/tiiriineiil of Defense)
intake trunks. Alternative weapon loads include up to
12,000 kg (26.450 lb) of conventional bombs. US
reports have suggested that the Soviet Union is develop-
ing decoy missiles to assist penetration of advanced
defence systems, in addition to very advanced ECM and
ECCM. AS-X-15 long range air-launched cruise mis-
siles are expected to be operational on Backhre' by the
mid-1980s. Twin 23 mm guns in radar directed tail
mounting.
Dimensions, external (estimated):
Wing span: fully spread 34-4.5 m (113 ft)
fully swept 26-21 m (86 ft)
Length overall 42-5 m (140 ft)
Height overall 10-06 m (33 ft)
Weights:
Nominal weapon load 12.000 kg (26.450 lb)
Max T-O weight 122.500 kg (270.000 lb)
Performance (estimated):
Max speed at high altitude Mach 1-92
Max speed at low altitude Mach 0-9
Max unrefuelled combat radius
2.950 nm (5,470 km; 3.400 miles)

NEW TUPOLEV BOMBER

NATO reporting name: Blackjack
Tupolev's new variable geometry strategic bomber.
known to NATO
as Blackjack', is the long expected
supersonic replacement for the intercontinental attack
versions of the Tu-95 'Bear". The only visual evidence of
the aircraft's existence yet available publicly is the single
L_--
poor quality photograph taken over
reconnaissance
Ramenskoye flight test centre on 25 November 1981 and
Provisional three-view drawing of Tupolev's new strategic bomber (NATO 'Blackjack') iHiloi fress)
reproduced in the 1982-83 Jane's. Showing the aircraft
parked alongside two Tu-144 supersonic airliners, this
determine the type and size of weapons that Black- Performance (estimated):
enabled its length to be calculated as around 50-6 m (166 will
jack' can carry. The US Department of Defense expects Max speed at high altitude Mach 2-1
ft). What this implies in terms of weapon load and fuel

tankage is easy to estimate. Blackjack' is about 25 per the Soviet Union to build a production series of about 00 1 Max unrefuelled combat radius

cent longer than Tupolev's last operational bomber, the in a new complex added to the Kazan airframe
plant, with 3,940 nm (7,300 km; 4,535 miles)
an initial 1987. 'Blackjack' is
operational capability in
supersonic 'Backfire'. 13 per cent larger than USAF's TUPOLEV Tu-28P/Tu-128
likely to replace the M-4 ('Bison') initially, and then the
forthcoming B- IB. and longer than even the Boeing B-52.
It is in no way a simple scale-up of 'Backfire'. Common
Tu-95 ('Bear-A'). Its primary weapon will be the AS-X- NATO reporting name. Fiddler

features include low mounted variable geometry wings. 15 air-launched cruise missile, with a range of 1.600 nm Largest purpose-designed interceptor yet put into

and large vertical tail surfaces with a massive dorsal fin; (3.000 km; 1.860 miles); but it will have provision for squadron service, this supersonic twin-jet aircraft was seen
but 'Blackjack's' horizontal tail surfaces are mounted carrying bombs or a mix of missiles and bombs. for the first time atTushino in July 1961, with a large delta
Dimensions, external (initial estimates): wing air-to-air missile (NATO Ash' mounted under each
)
higher, at the intersection of the dorsal fin and main fin.
Wing span: fully spread 52-00 m (172 ft) wing. It is thought to have the service designation Tu-28P
The fixed root panel of each wing seems
and to be long
very sharply swept, like the inboard section of the Tu- fully swept 33-75 m (110 ft) (US Department of Defense has used Tu-128); its NATO
Length overall 50-625 m (166 ft) reporting name is 'Fiddler'.
144's delta wing. The engine installation also seems to
Height overall 13-75 m (45 ft) The Tu-28P has a large ogival nose radome and carries a
resemble that of the airliner rather than 'Backfire', leading
to suggestions that Blackjack' might be powered by four
Weights (initial estimate): crew of two in tandem. The shoulder intakes for its two
Koliesov single-shaft turbojets of the kind that gave the Max weapon load 16,330 kg (36,000 lb) afterburning turbojet engines have half-cone shock-
developed Tu-144D an increased range. These might be Max T-O weight 267,620 kg (590,000 lb) bodies, and the jetpipes are side by side in the bulged tail.

related to the 'Type 57' engines tested in the unidentified

'Aircraft 101' (see page 248). each rated at 196-1 kN
(44,090 lb st).
Such assessments should be regarded with caution, as
the Tu-144D was designed to cruise at around Mach 2
throughout its flight, whereas the bomber would need to
cruise at subsonic speed to conserve fuel, and accelerate to
supersonic speed at high altitude, or transonic speed at
penetration height, only as it approached and left the
target area. Major differences in flight profile normally call
for different engines. However, it is Soviet policy to uprate
new aircraft, rather than
or adapt an existing engine for a
develop new design, whenever this is possible. If the
a
engines are mounted in pairs, inside two divided under
wing ducts, as on the Tu-144, the gap between the ducts Tupolev Tu-28P taking off, with underwing armament of two 'Ash' missiles
 .

248 USSR: AIRCRAFT — TUPOLEV

Each engine is estimated to have a max rating of about
1201 kN (27,000 lb st).
The sharply swept wings are mid-set, with slight
anhedral, and have considerably increased chord on the
inboard panels, which have both increased sweep and a
straight trailmg-edge. The wide track main landing gear
units, comprising four-w heel bogies, retract into large fair-
ings built on wing trailing-edges.
to the
The tail unit is and the original two
also sharply swept,
aircraft seen in 1961 ('Fiddler-A') were each fitted with
two ventral tins. These were missing on the three Tu-28Ps
{'Fiddler-B') which flew past at Domodedovo in July
1967, as was the large bulged fairing fitted under the
fuselage in 1961
'Fiddler-B' proved to be the production configured ver-
sion, with an armament double that seen in 1961, each
aircraftbeing equipped to carry two 'Ash' missiles under
each wing, one usually of the radar homing type and the
other of the infra-red homing type. This was confirmed as
the standard armament of first-line service aircraft in a film
released 969, showing units of the Soviet armed forces
in 1

taking part in defence exercises.

About 120' Fiddler-Bs' are thought to remain in service
with the Soviet Union's Voyska PVO home defence
fighter force. Tupolev Tu-28P supersonic twin-jet all-weather interceptor (Pilot Press)
Dimensions, external (estimated):
Wing span 1810 ni (59 ft 4V2 m)
Length overall 27-20 m (89 ft 3 in)
Weight (estimated):
Max T-O weight 45,000 kg (100,000 lb)
Performance (estimated):
Max speed 1 ,000 m (36,000 ft)
at 1 Mach 1 -75
(1,000 knots; 1,850 km/h: 1,150 mph)
Service ceiling 20,000 m (65,620 ft)
Range with max fuel 2,692 nm (4,989 km; 3,100 miles)

TUPOLEV Tu-134
NATO reporting name: Crusty
Replacement of this twin-turbofan short/medium range
transport with the Yak-42 is under way, but a series of
modification schemes is offered for Tu-134/134A aircraft
remaining in service, as follows;
TU-134B. This version introduces a forward facing crew
cockpit (FFCC), with engine controls and navigation dis-
plays on a central panel between the two pilots, forward of
a track mounted jump seat. The passenger cabin seats 80
persons at a seat pitch of 75 cm (29-5 in).
TU-134B-1. Basic seating for 84 passengers made possi-
and
ble by slight reduction in the size of the toilet facilities,
compact galley of special design. Galley is
installation of a
easily removable to increase seating capacity to 90 per-
sons, with meal service limited to packed foods and light
refreshments.
Tu-134B-3. Installation of new lightweight passenger
seating, mainly five-abreast, providesaccommodation for
96 persons main cabin, with full toilet and galley
in

facilities. Aircraft empty weight same as tor Tu-134A.

Improved Soloviev D-30-in engines, with fifth LP com-
Tu-28P all-weather interceptor with 'Ash' Infra-red missiles on inboard underwing pylons and 'Ash' radar
kN (14,9901bst)
pressor (fan) stage, retain rating of 66-68
homing missiles on outboard pylons
but offer much improved consumption.specific fuel
A full description of the Tu-134 can be found in the 1966, was intended to replace the Tu-104, 11-18 and surfaces. Control surfaces hydraulically actuated by
1982-83 and previous editions of Jane's. An- 10 on medium/long stage lengths of up to 3,240 nm irreversible servo controls. Leading-edges of fin and

AIRCRAFT 101 (6,000 km; 3,725 miles). It isable tooperate from airfields tailplane and engine air intake de-iced by hot air.
with a class B surface, including packed earth and gravel. Landing Gear: Retractable tricycle type. Hydraulic actu-
During July 1983, a total of 14 officially approved Class
Normal flight can be maintained after shutdown of any one ation. Main units retract rearward into fairings on wing
CI Group records was established by a Soviet aircraft
111
engine. Single-engine flight is possible at a lower altitude. trailing-edge. Each consists of a bogie made up of three
identified simply as' Aircraft 101'. The official description
The first of prototype and pre-production models
six pairsof wheels, size 930 x 305. in tandem; tyre pressure
record documents refers to a tailless low -wing delta,
in the
flew for the first time on 4 October 1968. The seventh 7-86 bars (114 Ib/sq in). Steerable anti-shimmy twin-
powered by tour 1961 kN (44,090 lb st) 'Type 57' turbo-
Tu- 1 54 was delivered to Aeroflot for initial route proving wheel nose unit has wheels size 800 x 225 and retracts
jets in underwing nacelles. This could apply precisely to
and crew training in early 1971. Mail and cargo flights rearward. Disc brakes and anti-skid units on main
the Tu-144 supersonic airliner, last described in the
began in May. Initial passenger carrying services were wheels.
1982-83 Jane's. The quoted registration of CCCP-771 14
flown for a few days in the early Summer of 1971 between Power Plant: Three Kuznetsov NK-8-2 turbofan
follows closely the known registrations of production
Moscow and Tbilisi. Regular services began on 9 February engines, each rated at 93-2 kN (20,950 lb st), one on
Tu-144s, which included CCCP-77101 to CCCP-771 10.
1972, over the 700 nm (1,300 km; 800 mile) route bet- each side of rear fuselage and one inside extreme rear of
The Type 57 engines could be related to the reported
ween Moscow and Mineralnye Vody, in the North fuselage. Two lateral engines fitted with upper and
Koliesov turbojets that gave a much improved range to the
Caucasus. International services began with a proving lower thrust reversal grilles. Integral fuel tanks in wings;
Tu-144D and are believed to be installed in the Tupolev
flight between Moscow and Prague on 1 August 1972. standard capacity 41,140 litres (9,050 Imp gallons).
bomber known to NATO as Blackjack'. Aircraft 101
The following details apply to the basic Tu-154. This Max fuel capacity 46,825 litres (10,300 Imp gallons).
received its documents on 25 January 1982.
certification
version was superseded in production successively by the Single point refuelling standard.
The first Moscow on 13 July
four records were set near
Tu-154A and Tu-I54B, which are described separately. Accommodation; Flight crew of two pilots and flight
1983. Piloted by Sergei Agapov, with Boris Veremey as
Type; Three-engined medium/long-range transport air- engineer; provision for navigator aft of pilot and folding
co-pilot and three other crew members. Aircraft 101 aver-
craft. seats for additional pilots or instructors. There are basic
aged 2,031-546 km/h (Mach 1-91; 1,096-947 knots;
Wings: Cantilever low-wing monoplane. Sweepback 35° passenger versions for a total of 167, 158, 152, 146 and
1,262-344 mph) around a ,000 km closed circuit, carry-
1

at quarter-chord. Conventional all-metal three-spar 128 passengers. Each has a toilet at the front (star-
ing a payload of 30,000 kg (66,1 38 lb). The fiight qualified
fail-safe structure; centre spar extending to just out- board), removable galley amidships and three toilets
also for records with 5,000 kg, 10,000 kg and 20,000 kg
board ot inner edge of aileron on each wing. Five- aft. Coat storage, folding seat and inflatable evacuation
payloads.
section slat on outer 80 per cent of each wing leading- chute in each entrance lobby. Standard economy class
On 20 July the same crew flew Aircraft 101 around a
edge. Triple-slotted flaps. Four-section spoilers forward version has 54 seats in six-abreast rows, with two tables
2,000 km circuit at 2,012-257 km/h (Mach 1-89;
of flaps on each wing. Outboard sections supplement between front rows, in forward cabin; and 104 seats in
1,086-532 knots; 1,250-358 mph), with a similar payload.
ailerons for roll control. Section inboard ot landing gear six-abreast rows (rear two rows four-abreast) in rear
This qualified for four records with payloads from 5,000 to
housing serves as airbrake and lift dumper; two middle cabin at seat pitch of 75 cm (29-5 in). The 167-seat high
30,000 kg and exceeded by 303 km/h (164 knots; 188
sections can be used as airbrakes in flight. All ccmtrol density version differs in having one further row of six
mph) the previous record without payload set 22 years
surfaces hydraulically actuated and of honeycomb con- seats in the forward cabin and reduced galley facilities.
earlier by a Convair B-58A Hustler supersonic bomber.
struction. Hot-air de-icing of wing leading-edge. Slats The tourist class versions carry 146 passengers at a seat
Also on 20 July, Agapov and Veremey climbed to 18,200
are electrically heated. pitch of 81 cm (32 in) or 152 at a pitch of 87 cm (34-25
m (59,71 1 ft) in Aircraft 101, claiming five records with
Fuselage: Conventional all-metal semi-monocoquc fail- in) with reduced galley facilities. The 128-seat version
payloads from 1 0,000 to 30,000 kg.
safe structure ot circular section. has only 24 first class seats, four-abreast at a pitch of 02
1

The identity ot Aircraft 1(11 remains an enigma.

Tail Unit; Cantilever all-metal structure, with variable cm (40 in), in the forward cabin. There is also an all-
TUPOLEV Tu-154 incidence T tailplanc. Rudder and elevator of honey- cargo version. Passenger doors are forward of front
NATO reporting name: Careless comb construction. Sweepback of 40° at quarter-chord cabin and between cabins on the port side, with
I he Ihree-engined 1 u-1 54, announced in the Spring ot on horizontal surfaces, 45° on leading-edge of vertical emergency and service doors opposite. All four doors
 TUPOLEV — AIRCRAFT: USSR 249

open outwards. Four emergency exits, two over wing on Weights: gers on high density routes, or
2 first class and 128 tourist
1

each side. Two pressurised baggage holds under main Operating weight empty 43,500 kg (95,900 lb) class.Changes have centred mainly on the power plant,
cabin lloor, with two inward opening doors. Normal Normal payload 16,()0() kg (35.275 lb) equipment and systems, to permit an increased gross
provision for mechanised loading and unloading ot bag- Max payload 20,000 kg (44.090 lb) weight, improve performance and reliability, and reduce
gage and freight in containers. Smaller unpressurised Max fuel 33.150 kg (73,085 lb) serv icing requirements.
hold under rear cabin for carrying spare parts or special Max ramp weight 9(),3()() kg (199,077 lb) The power plant consists of three Kuznetsov NK-8-2U
cargo such as radioactive isotopes. Normal T-O weight 84,000 kg (185,188 lb) turbofan engines, each uprated to 103 kN (23,150 lb st).
Systems: Air-conditioning system pressure differential Max T-O weight 90,000 kg (198.416 lb) Increased max take-off and landing weights allow extra
0-62 bars (90 Ib/sq in). Three independent hydraulic Normal landing weight 68.000 kg (149,915 lb) fuel to be carried, raising the maximum capacity to 39,750
systems; working pressure 207 bars (3,000 Ib/sq in). Max landing weight 80.000 kg (176.370 lb) kg (87,630 lb). An additional tank, capacity 6,600 kg
No. system, powered by two pumps driven by centre
1 Max zero-fuel weight 63.500 kg (139,994 lb) ( 14,550 lb), is mounted between the tront and centre spars

engine and port engine, operates landing gear, brakes in the centre-section. It is intended primarily as a ballast
FERroRMANCE (at max T-O weight, except where indi-
and all control surfaces. No. 2 system, powered by a tank for ferrying, and the fuel it contains can be pumped
cated):-
pump driven by centre engine, actuates nosewheel into the main system only on the ground. When the aircralt
Max level speed:
steering, the second flying controls circuit and landing carries less than a full payload, this tank can be filled and
above ,000 m (36,000 ft)
I 1 Mach 0-90
gear emergency extension. No. 3 system, powered by Its contents can be transferred to the main tanks at a
at low altitudes 283 knots (525 km/h; 326 mph) IAS
pump on starboard engine, actuates the third flying destination airport, so reducing purchases of fuel outside
Max cruising speed at 9,500 m (31,150 ft)
controls circuit and second landing gear emergency the operator's home country. Other fuel system improve-
526 knots (975 km/h; 605 mph)
extension circuit. Three-phase 200/1 15V electricalAC ments have been made to the anti-icing fluid additive
Best-cost cruising speed at 11.000-12,000 m (36,000-
system, supplied by three 40kVA alternators. 28V' DC system; the centre-section tanks can be purged with CO;
39,350 ft)
system. APD standard, driving 40kVA alternator and in the event ot a forced landing with the wheels retracted.
Mach 0-85 (486 knots; 900 km/h; 560 mph)
12kW starter/generator. The controls for the flaps, leading-edge slats and tail-
Long-range cruising speed at 11,000-12,000 m
Avionics and Eoliipmenf: Automatic flight control sys- plane are interconnected, so that when the flaps are oper-
(36,000-39,350 ft)
tem standard, including automatic navigation on pre- ated the tailplane is trimmed down. An override switch
3"
Mach 0-80 (459 knots; 850 km/h; 528 mph)
programmed route under control of navigational com- caters for CG conditions which rci|uire a movement of
Approach speed 127 knots (235 km/h; 146 mph)
puter with en-route checks by ground radio beacons more than 3°.
Min ground turning radius 24-60 m (80 ft 8',2 in)
(including VOR. VOR/DME) or radar, and automatic Additional emergency exits in the rear fuselage meet
approach by ILS to ICAO Category II standards
TO run at normal T-O weight, ISA 1 ,140 m (3.740 ft)

(development to Category 111 standard in hand).

Balanced runway length at max weight. FAR TO international requirements. The floor of the baggage holds
has been strengthened to prevent damage by sharp edged
standard: ISA. S/L 2.100 m (6,890 ft)
Moving-map ground position indicator, HF and VHP packages and baggage; and a smoke warning system has
1SA-I-20°C, S/L 2,420 m (7.940 ft)
radio, and radar, standard. Safety equipment includes been introduced m the holds.
Landing field length at max landing weight. FAR
four inflatable literafts, each for 26 persons. The electrical system has been modified by comparison
standard: ISA. S/L 2,060 m (6,758 ft)
Dimensions, external: with the Tu-154 and employs three alternators, on sep-
ISA4-2(rC, S/L 2.217 m (7.273 ft)
Wing span m (123 2'/:
37-55 ft in) arate supply circuits, to provide 200/1 15V AC power.
Range at 11.000 m (36.000 ft) with standard fuel.
Length overall m (157
47-90 ft 1 '-j in) Two circuits supply all electrical services; the third sup-
reserves for h and ()' of total fuel:
11-40 m (37
1
4i'j <

Height overall ft in) plies the electrical anti-icing system for the leading-edge
at 486 knots (900 km/h; 560 mph), with T-O weight
Diameter of fuselage 3-80 m (12 5' ft J in) slats. If one alternator fails, the remaining primary alter-
of 84,000 kg and max payload (158 passengers,
Tailplane span 13-40 m (43 II': ft in) nator can prov ide for all essential services, supplemented
baggage, and 5 tonnes of cargo and mail)
Wheel track 11-50 m (37 9 ft in) by the alternator on the AFLI. The duplicated DC electri-
1,360 nm (2.520 km; 1.565 miles)
Wheelbase 18-92 m (62 ft 1 in) cal system embodies three rectifiers, ol which one is for
as above, T-O weight of 90,000 kg
Passenger doors (each): Height 1-73 m (5 7 ft in) emergency use in the event of a failure ol either of the
1,867 nm (3.460 km; 2,150 miles)
Width 0-80 m (2 7' ft 2 in) others.
at 459 knots (850 km/h; 528 mph). with T-O weight
Height to sill 3-10 m (10 2 ft in) An ABSLl automatic approach and landing system is
of 84,000 kg and max payload as above
Servicing door: Height 1-28 m (4 2' ft 2 in) This met ICAO Category requirements initially,
fitted.
1.510 nm (2.800 km; 1.740 miles)
I

Width 0-61 m (2 ft in) but was to be uprated to Category II later. Other equip-
1-28 m (4 2V2
as above. T-O weight of 90.000 kg
Emergency door: Height ft in) ment changes include the provision of duplicated radio
2.050 nm (3.800 km; 2.360 miles)
Width 0-64 m (2 I'm ft in) compass, radio altimeter and DME; and the introduction
max range with 13.650 kg (30.100 lb) payload
Emergency exits (each): Height 0-90 m (2 '2 ft 1 1 in) ol two-speed windscreen wipers and a system to indicate
2.850 nm (5.280 km; 3,280 miles)
Width 048 m (I 7 ft in) angle of bank limitations. An MSRP-64 flight recorder
Range at 11,000 m (36,000 ft) with optional centre-
Main baggage hold doors (each) covers some 80 parameters, and a Mars-B voice recorder
wing tanks, reserves as above:
Height 1-20 m (3 ft ll'/4 in) with open microphone is standard.
with 9.000 kg (19,840 lb) payload (95 passengers)
Width 1-35 m (4 ft 5 in) Servicing requirements and costs were reduced consid-
3,453 nm (6,400 km; 3.977 miles)
Height to sill 1-80 m (5 ft 11 in)
with 6.700 kg (14,770 lb) payload (70 passengers) erably on the Tu-154 A. for which the servicing cycle is

Rear (unpressurised) hold: 300/900/1,800 h.

3,723 nm (6,900 km; 4,287 miles)
Height 0-90 m (2 ft 11 '2 in) In 1977, production was switched to a further improved
Width 1-10 m (3 ft 7'4 in) TUPOLEV TU-154A and Tu-154B vcrsiim, designated Tu-154B, since refined as the Tu-
Height to sill 2-20 m (7 ft 2': in) NATO reporting name: Careless 154B-2. This retains the NK-8-2L! lurbofans of the Tu-
Dimensions, internal: A developed version of the Tu-154, with the desig- 154 A. but has modified spoilers for improved lateral con-
Cabin: Width 3-58 m (11 ft 9 in) nation TU-154A, was reported in early 1973, with the Hrst trol at low speeds, and is fitted with Thomson-CSF/SFIM
Height 2-02 m (6
ft 7'/2 in) flightscheduled for later that year. An article in the April automatic flight control and navigation equipment
Volume 163-2 m^ (5,763 cu ft) 1975 issue of the Soviet magazine Grazhdanskaya Aviat- approved for ICAO Category II automatic landings. Max
Main baggage holds: front 21-5 m-' (759 cu ft) siyu recorded that this aircraft had entered service with take-off and zero-fuel weights were increased; and rear-
rear 16-5 m» (582 cu ft) Aeroflot in April 1974 and that production Tu-154As ward extension of the usable cabin space enables 154-180
Rear underfloor hold 5-0 m' (176 cu ft) were to be put into scheduled operation during 1975. passengers to be carried despite the introduction of two
Areas: The Tu- 54A is dimensionally unchanged by compari-
1 more emergency exit doors, immediately forward of the
Wings, gross 201-45 m^ (2,169 sq ft) son with the original model, and is able to carry a normal engine nacelle on each side, making a total ot six.
Horizontal tail surfaces 40-55 m' (436-48 sq ft) payload of 152 passengers in Summer and 144 in Winter. In the typical 169-seat high density configuration, the
Vertical tail surfaces 31-72 m^ (341-43 sq ft) Alternative configurations provide seats for 168 passen- passengers are seated mostly six-abreast with centre aisle

Tupolev TU-154B-2 medium/long-range transport aircraft (three Kuznetsov NK-8-2U turbofan engines) of Malev Hungarian Airlines [Anion Wciisicin I
250 USSR AIRCRAFT
:
— TUPOLEV / YAKOVLEV
at a pitch of75 cm (29-5 in), with 68 in the forward cabin
and 101 in the rear cabin. The forward door, on the port
side between the flight deck and passenger accommod-
ation, leads into a vestibule with a galley/pantry on the
port side and a toilet opposite. There are three more toilets
at the rear of the cabin, and each of the two doorways
contains three seats for cabin staff. The basic all-tourist
version differs in having 62 seats forward and 98 aft, with
added coat stowage opposite the forward door and a
mixed class lay-
further galley amidships. In the 154-seat
out, the forward cabm is divided in two, with a separate
lounge for up to 24 first class passengers at 96 cm (38 in)
seat pitch.
Improvements were made to the avionics, notably to
simplify take-off and landing procedures. A different
radar is fitted, and the fuel tank used as ballast on the
Tu-154A can be used normally, as part of the standard
fuel system of the Tu-154B/B-2. The main landing gear
units are fitted with small hydraulic jacks which swivel the
front axles to compensate for yaw on the runway on land-
ing, and so reduce tyre wear.
Production of all versions of the Tu-154 exceeds 350.
More than 300 are operated by Aeroflot, others by Balkan
Bulgarian Airlines. Cubana, Malev and Tarom.
Weights (A, Tu-154A; B, Tu-154B):
Basic operating weight: B 50,775 kg (111,940 lb) Tupolev TU-154B-2 medium/long-range three-turbofan transport aircraft (Pilot Fress)
Normal payload: A 16,000 kg (35,275 lb)
Max payload: A 18,000 kg (39,680 lb) (6 ft Wi in) high is installed in the port side of the hold, been made smaller and the area of the spoilers has been
B 19,000 kg (41,887 lb) forward of the wing, with a ball mat inside and roller tracks increased. The original cabin layout for 169 passengers is
Max fuel: B 39,750 kg (87,633 lb) the full length of the floor of the hold. Typical loads retained, but the production Tu-164 offers alternative
Max T-O weight: A 94,000 kg (207.235 lb) include nine standard international pallets measuring configurations for 180 economy class passengers, 164
B 98,000 kg (216,050 lb) 2-24 m X 2-74 m
(88 in x 108 m), plus additional tourist class with hot meal 54 tourist/economy
service, or 1

Max zero-fuel weight: B 71,000 kg (156,525 lb) freight in the standard underfloor baggage holds which plus a separate first from eight to 24
class cabin seating
Max landing weight (normal): have a volume of 38 m' (1,341 cu ft). Nominal range of the persons. An executive version is also available; and it is
A, B 78,000 kg (171,960 lb) TU-154C, with 20,000 kg (44,100 lb) of cargo, is 1 ,565 nm possible to remove all seats and utilise any version of the
Max landing weight (emergency): (2,900 km; 1,800 miles). aircraft to carry light freight.
A 92,000-94,000 kg (202,825-207,235 lb) TUPOLEV Tu-164 Dimensions, external:
Performance (A, Tu-154A; B, Tu-154B, at max T-O Following the development of the Tu-154B-2, the
As for Tu-154
weight except where indicated): Weights:
Tupolev Bureau decided that further improvement of the
Max level speed:
type would be impossible without more radical changes to
Weight empty 54,000 kg (1 19,050 lb)
A 310 knots (575 km/h; 357 mph) IAS,
the basic airframe and a switch to more modern engines.
Max payload 18,000 kg (39,680 lb)
except with less than 7,150 kg (15,763 lb) fuel at
This led to development of what was known initially as the
Max T-O weight 100,000 kg (220,460 lb)
heights above 7,000 m (23,000 ft) Max landing weight 80,000 kg (176,370 lb)
TU-154M but has entered production as the Tu-164.
Normal cruising speed at up to 12,000 m (39,370 ft): Max zero-fuel weight 74,000 kg (163,150 lb)
As the first step, a standard production Tu-154B-2
A Mach 0-85 (486 knots; 900 km/h; 560 mph) (CCCP-85317) was returned to the factory, where the
Performance:
B 486-513 knots (900-950 km/h; 560-590 mph) Max cruising speed 529 knots (980 km/h; 609 mph)
original Kuznetsov NK-8-2U turbofans were removed.
Required runway length: B 2,200 m (7,218 ft) Econ cruising speed 459 knots (850 km/h; 528 mph)
Soloviev D-30KU turbofans, as used on the I1-62M, were
Range with payload of 16,000 kg (35,275 lb):
installed in their place, with the thrust rating of each
Service ceiling 12,500 m (41.000 ft)

A 1,725-1,780 nm
engine (designated D-30KU-154-III in production form)
Required runway length, T-O and landing, 30°C
(3,200-3,300 km; 1,985-2,050 miles)
reduced to 104 kN (23,380 lb). The engine nacelles
2,500 m (8,200 ft)

Range with 120 passengers and baggage, with reserves: Range with standard fuel reserve:
mounted on each side of the rear fuselage are develop-
B 2,160 nm (4,000 km; 2,485 miles) with 18,000 kg (39,680 lb) payload
ments of those fitted to the I1-62M, with the same type of
Range with max payload, with reserves: 2,105 nm (3,900 km; 2,420 miles)
clamshell thrust reverser on the engines they carry. To
B 1,485 nm (2,750 km; 1,705 miles) with 12,000 kg (26,455 lb) payload
accommodate the centre engine, the TA-92 API) had to
2,805 nm (5,200 km; 3,230 miles)
TUPOLEV TU-154C be transferred from its former position over the tail nozzle

This freight carrying version of the Tu-154 was to the fuselage, and the air intake had to be enlarged to a TUPOLEV Tu-204
announced in the Autumn of 1982. It is being offered circular form. It was announced
in 1983 that the Tupolev Bureau is
initially as aconversion of the Tu-154B, with an unob- Flight testing began in 1982. developing a new medium range transport aircraft, desig-
structed cargo volume of 72 m' (2,542 cu ft) in the main In its new configuration, as the prototype Tu-164, nated Tu-204, to replace the Tu-154 and Tu-164. No
hold. A freight door 2-80 m (9 ft 2y4 in) wide and 1-87 m CCCP-85317 has a redesigned tailplane; the slats have details were given.

YAKOVLEV Mr
Designer responsible for this variant of the Yak-18 was Light alloy split flap across entire span of centre-section,
Yuri Yankievich. actuated by two pneumatic servo motors. Fixed step at
General Designer in Charge of Bureau:
Type: Four-seat multi-purpose light aircraft. port wing-root trailing-edge, with corrugated upper sur-
Alexander Sergeivich Yakovlev
Wings: Cantilever low-wing monoplane, in three sections: face walkway to door on each side. Ailerons operated by
Alexander Yakovlev is one of the most versatile Soviet
a constant chord centre-section, integral with the fusel- pushrods. Ground adjustable tab on each aileron.
designers, and products of his design bureau have ranged
age, and two tapered outer panels. Wing section Clark Fuselage: Conventional light alloy semi-monocoque
from transonic long-range fighters to the Yak-24
YH, with thickness/chord ratio of 14-5 ^< at root and structure, of basically square section. Skin on rear fusel-
tandem-rotor helicopter, an operational VTOL carrier 9-3^* at tip. Dihedral on outer panels only. Two-spar age spot welded to frames and stringers.
based fighter and a variety of training and transport air-
light alloy construction. Light alloy covering on centre- Tail Unit: Braced light alloy structure, with wire bracing
craft. Types in current production and service are
section and on leading-edges of outer panels; inboard above tailplane and wire and strut bracing below. All
described hereafter.
25 % of outer panels covered with light alloy, remainder surfaces fabric covered. Control surfaces operated by
YAKOVLEV Yak-18T with fabric. Slotted ailerons of light alloy construction, both pushrods and cables. Controllable trim tab in each
The prototype of this extensively redesigned cabin
first each hinged at three points and partly fabric covered. elevator.
version of the Yak-18 trainer flew for the first time in
Summer 1967. It was powered, like the Yak-18A and
18PM, with a 224 kW (300 hp) Ivchenko AI-14RF nine-
cylinder radial engine, driving a two-blade variable-pitch
propeller, but this was superseded by a more powerful
M-14P radial engine when the Yak-18T was ordered into
production at Smolensk. Details of the development
full

programme can be found in the 1982-83 and earlier

editions of Jane's.
By 1974 it was possible to train the complete intake of
1 00 pupil pilots at Sasov flying school on the new aircraft.
Now, as the standard basic trainer at Aeroflot schools, the
Yak-18T is used for circuits, instrument training and
navigation training, and as a flying classroom for an
instructor and three pupils. Only one pupil accompanies
the instructor on acrobatic flights.
Second version to enter service, as a successor to the
Yak-12, was the Yak-18T ambulance, with accommod-
ation for a stretcher patient on the starboard side of the
cabin and a medical attendant behind the pilot. Other
current versions include a light communications transport
for four persons, in pairs; and a freighter with the three
passenger seats removed to enable cargo to be carried
beside and behind the pilot and in the baggage compart-
ment. Yakovlev Yak-18T ambulance aircraft {Vedeneev M-14P engine)
 YAKOVLEV — AIRCRAFT: USSR 251

Landing Gear: Fully retractable tricycle type, with single

wheel on each unit. Pneumatic retraction, nosewheel
rearward, main units inward into centre-section. No
mainwheel doors. Oleo-nitrogen shock absorbers.
Castoring but non-steerable self-centering nosewheel
with shimmy damper. Mainwheel tyres size 500 x 150;
nosewheel tyre size 400 x 150. Differential pneumatic
brakes on mainwheels, with override button on instruc-
tor's control wheel.
Power Plant: One 269 kW (360 hp) Vedeneev M-14P
nine-cylinder aircooled radial engine, driving a two-
blade variable-pitch metal propeller, without spinner.
Louvres in front of cowling to regulate cooling. Two-
part cowling, split on horizontal centreline. Fuel tank in
each wing root, combined capacity 208 litres (45-75 Imp
gallons).
Accommodation: Car type cabin, seating four persons in
pairs.Large forward hinged door on each side, jettison-
able in emergency. Provision for upholstered or para-
chute type front seats. Rear bench seat removable for
freight carrying. Ambulance configuration available, for
pilot, stretcher patientand medical attendant. Large
baggage compartment aft of rear seat, with external
access on port side. Stretcher of ambulance version is Version of the Yak-28 known to NATO as 'Brewer-D' thing Revue)
loaded via bagg'ige door. Cabin furnishings of non-
inflammable synthetic materials. Dual control wheels.
Glareshield above panel. Heating and ventilation stan-
dard.
Systems: Pneumatic system for actuating landing gear and
flaps. Electrical system includes instrument panel red
lighting, navigation and landing lights, and anti-collision
beacon at top of fin.
Avionics and Equipment: Standard equipment includes
UHF radio, intercom, radio compass, radio altimeter
and flight recorder.
Dimensions, external:
Wing span 1M6 m (36 ft 7 ',4 in)
Length overall 8-35 m (27 ft 4V4 in)
Area:
Wings, gross 18-75 mM201-8 sq ft)

Weights and Loadings (A, with instructor and one pupil;

B, with instructor and three pupils):
Max payload: A 306 kg (675 lb)
B 436 kg (960 lb)
Max T-O weight: A 1,500 kg (3,307 lb)
B 1,650 kg (3,637 lb)
Max wing loading: A 80 kg/m^ (16-4 Ib/sq ft) Yak-28P ('Firebar') fitted with original short radome and carrying two 'Anab' missiles (Flug Revue)
B 88 kg/m^ (18-0 Ib/sq ft)
Max power loading: A 5-59 kg/kW (11-0 Ib/hp) navigator in glazed nose. Blister radome under fuselage and also between fuselage and each engine nacelle.
B 6-15 kg/kW (12-1 Ib/hp) forward of wings. About 200 operational in 1984. Outer extensions are drooped. Slotted flap, with
Performance (at max T-O weight: A, with instructor and Brewer-E. First Soviet operational ECM escort aircraft, unswept trailing-edge, between fuselage and each
one pupil; B, with instructor and three pupils): deployed in 1970. Active ECM pack built into bomb bay, engine nacelle. Basic wing sweepback 45°. Anhedral
Max level speed: from which it projects in cylindrical form. No radome from root. Single fence on upper surface of each wing,
A, B 159 knots (295 km/h; 183 mph) under front fuselage, but many additional antennae and between fuselage and engine nacelle. Large trailing-
fairings. Attachment under each outer wing, outboard of edge flap and short aileron, with tab, outboard of nacelle
Max cruising speed:
B 135 knots (250 km/h; 155 mph) external fuel tank, for a rocket pod. About 40 in service in on each wing. Balancer wheel fairings, inset from wing-
Max rate of climb at S/L: B 300 m (985 ft)/min 1984. tips, are extended forward as lead filled wing balance

Service ceiling: A, B 5,500 m (18,000 ft) Firebar. Tandem two-seat all-weather fighter deriv- weights.
T-O run: A 330 m (1,085 ft) ative ofYak-28, corresponding to Yak-27. Nose radome.
Fuselage: All-metal semi-monocoque structure of basi-
B 400 m (1,315 ft) Internal weapons bay deleted. Anab' air-to-air missile
cally circular section. Finely tapered dielectric nosecone
Landing run: A 400 m (1,315 ft) under each wing instead of guns. Identified as Yak-28P
over radar scanner.
B 500 m (1,640 ft) (Perekhvatchik; interceptor), the suffix "P' indicating that

Range with max fuel, with reserves: the design had been adapted for the fighter role. Much Tail Unit: Cantilever all-metal structure. Variable
A 350 nm (650 km: 403 miles) longer dielectric nosecone fitted retrospectively on many incidence tailplane mounted midway up fin. All surfaces
B 485 nm (900 km; 560 miles) Yak-28Ps in squadron service does not indicate any sweptback. Trim tab in rudder. Dorsal fin fairs into
increase in radar capability or aircraft performance. spine along top of fuselage. Shallow ventral stabilising
YAKOVLEV Yak-28 About 200 Yak-28P 'Firebars' continue to operate with fin.
NATO reporting names: Brewer, Firebar and Maestro the Soviet Voyska PVO home defence interceptor force.
Landing Gear: Two twin-wheel main units in tandem,
First seen in considerable numbers in the 1961 Soviet Maestro (Yak-28U). Trainer version of Firebar'. Nor-
retracting into fuselage. Front unit retracts forward,
Aviation Day flypast were three successors to the Yak- mal cockpit layout replaced by two individual single-seat rear unit rearward. Small balancer wheel near each
25/27 series (see 1971-72 Jane's), described by the cockpits in tandem, each with its own canopy. Front
wingtip, retracting rearward under wing; fairing integral
commentator as supersonic multi-purpose aircraft and canopy sideways hinged to starboard; rear canopy rear-
with leg.
identified subsequently by the designation Yak-28. Brief ward sliding.
details of the two-seat tactical attack versions known to The following details refer specifically to the Yak-28P, Power Plant: Two afterburning turbojet engines, related
NATO as Brewer-A, B and C
can be found in earlier but are generally applicable to the other versions of the
to Tumansky R-11 fitted to some versions of MiG-21.

editions of Jane's Versions still operational are as follows:

. Yak-28: with rating of 58-35kN (13,120 lb st). Each fitted with
Brewer-D. Reconnaissance version, with cameras or Type: Two-seat transonic all-weather interceptor. centrebody shock cone. A pointed external fuel tank
other sensors, including side looking airborne radar, in Wings: Cantilever shoulder-wing monoplane of basically can be carried under the leading-edge of each wing,
bomb bay. Two-seater, with pilot under blister canopy and constant chord. Extended leading-edge on outer wings
outboard of the engine nacelle.
Accommodation: Crew of two in tandem on ejection seats
in pressurised cabin under long rearward sliding trans-
parent blister canopy.
Avionics: Reported to include tail warning radar.
Armament: Two pylons under each outer wing. Normal
armament comprises two air-to-air missiles (NATO
'Anab'), with alternative infra-red or semi-active radar
homing heads.
Dimensions, external (estimated):
Wing span 12-95 m (42 ft 6 in)
Length overall: Yak-28P (long nose)
23-00 m (75 ft 5' 2 in)
Height overall 3-95 m (12 ft 11 '2 in)
Weight (estimated):
Max T-O weight: Yak-28P 20,000 kg (44,000 lb)
Performance (Yak-28P, estimated):
Max level speed at 10,670 m (35.000 ft)
Mach 1-88 (1,080 knots; 2,000 km/h; 1,240 mph)
Cruising speed 496 knots (920 km/h; 571 mph)
Service ceiling 16,750 m (55,000 ft)
The long-nose version of the Yakovlev Yak-28P two-seat all-weather fighter ('Firebar') i Pilot Press! Max combat radius 500 nm (925 km; 575 miles)
252 USSR: AIRCRAFT — YAKOVLEV
NATO
YAKOVLEV Yak-36MP/Yak-38
reporting name: Forger
^1 1
Known
nyi:
Yak-36MP (Morskoy Pulub-
originally as the
maritime carrier-borne), the Yak-38 is the V/STOL
III il I e II e
combat aircraft deployed by a Soviet Navy development
squadron on the Kiev, the first of its class of four 40,000
ton carrier/cruisers to put to sea in 976, and subsequently
1

on its sister ships, the Minsk and Novorossiysk. Two ver-

sions have been observed, as follows:
Forger-A. Basic single-seat combat aircraft, utilising a
mixture of vectored thrust and direct jet lift. Prototype was
completed in 1971 and production began in 1975. Twelve
appear to be operational on each ship, in addition to about
19 Kamov Ka-25 anti-submarine and missile targeting
helicopters. Primary operational roles assumed to be
reconnaissance, strikes against small ships, and fleet
defence against shadowing maritime reconnaissance air-
craft.
Forger-B. Two-seat trainer, of which one is deployed on
each carrier/cruiser. Second cockpit forward of normal
cockpit, with ejection seat at a lower level, under a con-
tinuous transparent canopy. To compensate for the longer
nose, a 'plug' is inserted in the fuselage aft of the wing,

lengthening the constant-section portion without requir-

ing modification of the tapering rear fuselage assembly, in
other respects this version appears to be identical to
"Forger-A", but has no ranging radar or weapon pylons.
Observers of deck flying by "Forger- As" report that the
aircraft appear to be extremely stable during take-off and
landing. For a period, take-off was made vertically, with
the vectored thrust nozzles up to 10° forward of vertical.
This was followed by a smooth conversion about 5 to 6 m
(15-20 ft) above the deck, initiated by lowering the air- Yakovlev Yak-38 (NATO 'Forger-A') V/STOL combat aircraft on the carrier/Cruiser Novorossiysk. Note the
craft"s nose about 5° below the horizon and maintaining
underwing gun and rocket pods {Royal Navy)
this attitude until the aircraft had accelerated to 30-40
knots (55-75 km/h; 35-46 mph). At this speed, a 5° nose-
up attitude was assumed, and the accelerating transition
was continued by vectoring aft the nozzles of the propul-
sion engine.
This VTO technique has been superseded by a STOL
type of take-off, with a short forward run, made possible
by an automatic control system which ensures "that the lift
engines are brought into use, and the thrust vectoring rear
nozzles rotated, at the optimum point in the take-off run".
As in the case of the British Harrier, STOL take-off can be
assumed to offer improved payload/range capability.
Landing procedure begins with a gradual descent from
far astern, with the last 400 m (1,300 ft) flown essentially
level, about 30 m (100 ft) above the water. The aircraft
crosses the ship's stern with about a 5 knot (10 km/h; 6
mph) closure rate, 10-14 m (35-45 ft) above the flight
deck, then flares gently to a hover and descends vertically.
Precise landings are ensured by the automatic control
system, perhaps in association with laser devices lining
each side of the rear deck.
Development has been continuous throughout the
period since the Yak-38 was first seen on the Kiev Some .

early Forger-As" lacked the now standard auxiliary intake

'

doors aft of each engine air intake. More recently, a fence

has been added on each side of the hinged door above the
liftjets, extending back to a station in line with the wing

root leading-edge, presumably to prevent ingestion of

reflected exhaust efflux.
The following description applies to the single-seat
Yakovlev Yak-38 single-seat V/STOL carrier based combat aircraft (NATO 'Forger-A') (Pilot Press)
"Forger-A":
Type: Ship based V/STOL combat aircraft. ward hinged door over liftjets, immediately aft of Power Plant: Primary power plant is a Lyulka AL-21
Wings: Cantilever mid-wing monoplane, of very small canopy, with 16 spring loaded louvres. Location of cor- turbojet engine (approx 80 kN; 17,985 lb st), mounted
area. Thickness/chord ratio estimated at 6% or less. responding side-hinged underfuselage doors conforms in the centre-fuselage and exhausting through a single
Constant anhedral from roots. Sweepback on leading- with forward tilt of lift engines. Positions of these doors pair of vectoring side nozzles aft of the wings. No after-
edge approx 45°. Conventional light alloy structure. are controlled automatically during take-off and land- burner is fitted. Two Koliesov liftjet engines (each 35
Each wing comprises two all-metal panels of approx ing as part of control system. Fence on each side of door kN; 7,875 lb st) in tandem, immediately aft of cockpit,
equal span, of which the outer panel folds vertically above liftjets. Small fence aft of each door beneath exhausting downward, and used also to adjust pitch and
upward for stowage on board ship. Inboard panel has liftjets. Yaw reaction control nozzle to each side of small trim. Fuel tanks in fuselage, forward and aft of main
unswept trailing-edge, occupied by a large single- tailcone. No reaction control system in nose. engine.
slotted Fowler flap. Outer panel has a slightly sweptback Tail Unit: Conventional light alloy structure, with Accommodation: Pilot only, on zero-speed/zero-height
trailing-edge, occupied almost entifely by an aileron sweepback on all surfaces and considerable tailplane ejection seat, under sideways hinged (to starboard)
with setback hinges and inset trim tab. No leading-edge anhedral. Rudder and each elevator have setback transparent canopy. Armoured glass windscreen.
flaps or slats. Jet reaction control valve with upper and hinges and trim tab. Air intake at front of long duct Avionics: Ranging radar in nose. Other avionics in rear
lower slots in each wingtip. extending forward from base of fin, to cool avionics bay fuselage. Fully automatic control system for use during
Fuselage: Conventional semi-monocoque light alloy in rear fuselage. take-off and landing, to ensure synchronisation of
structure of oval cross-section. Integral engine air Landing Gear: Retractable tricycle type. Single wheel on engine functioning, aerodynamic control operation, jet
intake ducts, with boundary layer splitter plates and each unit, with legs of trailing link type with oleo- reaction nozzle operation, stabilisation and guidance.
downward inclined lips forward of rear edge of trans- pneumatic shock absorption. Nose unit retracts rear- Armament: No armament. Two pylons under
installed
parent cockpit canopy. Row of small blow-in auxiliary ward, main units forward into fuselage. Small bumper fixed panel of each wing for 2,600-3,600 kg (5,730-
intake doors a short distance aft of each intake. Rear- under upward curving rear fuselage. 7,935 lb) of external stores, including gun pcids each
containing a 23 mm twin-barrel GSh-23 cannon, rocket
packs, bombs, "Kerry" short-range air-to-surface mis-
siles, armour-piercing anti-ship missiles, "Aphid" air-
and auxiliary fuel tanks.
to-air missiles
Dimensions, external (estimated):
Wing span 7-32 m (24 ft in)
Width, wings folded 4-88 m (16 ft in)
Length overall: "Forger-A" 15-50 m (50 ft 10'/4 in)
'Forger-B' 17-68 m (58 ft in)
Height overall 4-37 m (14 ft 4 in)
Tailplane span 3-81 m (12 ft 6 in)
Wheel track 2-90 m (9 ft 6 in)
Wheelbase 5-50 m (18 ft m)
Area:
The two-seat training version of the Yak-38 ('Forger-B') Wings, gross 18-5 m^ (199 sq ft)
 YAKOVLEV — AIRCRAFT: USSR 253

Yakovlev Yak-42 medium-range transport (three Lotarev D-36 turbofan engines)

Weights (estimated): changes introduced on production aircraft include the use standards ol the Soviet civil authorities and US FAR 25
Basic operating weight, incl pilot(s): of four-wheel main landing gear bogies instead of the requirements. Special care has been taken during design to
•Forger-A- 7,485 kg (16.500 Ih) twin-wheel units fitted to the prototypes. ensure that the D-36 engines conform with national and
•Forger-B- 8,.-?90 !<g (18,500 lb) The Yak-42 entered scheduled passenger service with international limits on smoke and
noise; and the Yak-42 is
Max T-O weight 11,700 kg (25,795 lb) Aeroflot in late 1980, operating first over the Moscow- intended to operate temperatures ranging from -SOX
in

Performance ('Forger-A", estimated, at max T-O Krasnodar route. Ten aircraft had been flown by mid- to 4-5()''C. An APU is standard, tor engine starting and
weight); 1981, and It was hoped to complete 20 more by the end of ground services, making the aircraft independent of air-
Max level speed at height the year. A first export order, for seven, had been placed port equipment. Airframe design life is 30,000 flying
Mach 0-95 (545 knots; 1,009 km/h; 627 mph) by Aviogenex of Yugoslavia. The Yakovlev Bureau hoped hours or 30,000 landings in 1 5 years. Engine life is 8,000 1

Max level S/L

speed at to certificate a 'stretched' version of the aircraft, with 1 40 operating hours with two major overhauls.
Mach 0-8 (528 knots; 978 km/h; 608 mph) seats, by 1983. T-i pe: Three-turbofan medium-range passenger transport.
Max rate of climb at S/L 4,500 m (14,750 ft)/mm On 29 January 1981, a Yak-42 piloted by Valentin
Wings: Cantilever low-wing monoplane, consisting of a
Service ceilmg 12,000 m (39,375 ft) Mukhin set a record in FAI Class Clm (T-O weight
centre-section and two outer panels. No dihedral or
Combat radius: 45,000-55,000 kg) by lilting a load of 20,186 kg (44,502
anhedral. Sweepback 23° at quarter-chord. All-metal
with air-to-air missiles and external tanks, 75 min on lb) to a height of 2,000 m (6,562 ft). In subsequent flights,
two-spar torsion box structure. Two-section aileron on
station 100 nm (185 km; 115 miles) the aircraft climbed to 3,000 m in 2 mm 37-3 s, 6,000 m in
each wing, with servo tab on inner section and trim tab
with max weapons, lo-lo-lo 5 mm ll-4s, and9,000min9min311 s to claim Class C 11 on outer section. Two-section single-slotted Irailing-
130 nm (240 km; 150 miles) (35,000-45.000 kg) records; and to 3,000 m in 3 min 5-9 s,
edge flaps on each wing. Three-section spoilers lorward
with max weapons, hi-lo-hi 6,000 m in 6 min 26-9 s, and 9,000 m in 1 1 min 48-2 s to
of outer flaps. Full span leading-edge flaps. Ailerons and
200 nm (370 km; 230 miles) claim Class Clm records. On 14-15 December 1981, a
flaps actuated hydraulically.
Yak-42 with Valentin Mukhin as pilot in command set a
Fuselage: All-metal riveted, bonded and welded semi-
YAKOVLEV Yak-42 Class Clm straight line distance record of 3,317-94 nm
(6,144-82 km; 3,818-21 miles) between Sheremetievo
monocoque structure, of basic circular section, blending
NATO reporting name: Clobber into an oval section rear fuselage.
(Moscow) and Khabarovsk.
On the basis of experience with the Yak-40, the Yakov-
Tail Unit: Cantilever all-metal T tail structure, with
The Yak-42 is intended to use all three engines at cruise
lev Design Bureau developed for Aerofiot this larger civil
power during flight. It can, however, continue take-off sweepback on all surfaces. One-piece tailplane; inci-
airliner with a similar three-engined layout. According to
after the failure of any one engine, and can maintain level dence variable from 4° upward to 8° downward. Trim
Alexander Yakovlev, the basic design objectives were
cruising flight on a single engine. tab in each elevator. Trim tab and spring servo tab in
simple construction, reliability in operation, economy, and
Design is in accordance with the latest airworthiness rudder. Control surfaces actuated hydraulically.
the ability to operate in remote areas with widely differing
climatic conditions. Up to 2,000 aircraft in this category
are needed, for use particularly on feederline services
extending north and south from the main east-west trans-
Siberian trunk routes.
Three prototypes of the Yak-42 were ordered initially.
The first of these (CCCP-1 974) flew for the first time on 7
March 1975, with a wing sweepback of 1°, and was fur-
1

nished as a 100-passenger local service version with

carry-on baggage and coat stowage fore and aft of the
cabin. The second prototype (CCCP-1 975) had 23° of
wing sweep, and cabin windows which extended further
forward and rearward on each side, indicating that it was
representative of the 120-seat version with three more
rows of seats and no carry-on baggage areas. The third
prototype (CCCP-1976; re-registered subsequently as
CCCP-42303) differed from the second only in detail,
having hot air de-icing on the tail surfaces as well as the
wings; fairing discs over the mainwheels and longer leg
fairings to improve airflow over the doorless main landing
gear when retracted; and movement further forward of the
overwing emergency exits.
It was made known that a decision on the degree of wing

sweep to be standardised for production aircraft would be

taken after simultaneous evaluation of the prototypes, in
terms of high speed cruise, economy and low speed hand-
ling characteristics. The 23° wing showed itself superior,
and aircraft No. CCCP-42303, exhibited at the 1977 Paris
Salon, was generally typical of the first series of 200 pro-
duction Yak-42s, which are being built at Smolensk to
replace Tu-134s currently in Aeroflot service. Further Yakovlev Yak-42 three-turbofan medium-range passenger transport (I'lloi /Vcv.sJ
254 USSR: AIRCRAFT — YAKOVLEV
Landing Gear: Hydraulically retractable tricycle heavy-
duty type. Four-wheel bogie main units retract inward
into flattened fuselage undersurface. Twin nosewheels
retract forward. Hydraulic backup system for extension
only. Emergency extension by gravity. Oleo-nitrogen
shock absorbers. Steerable nose unit of levered suspen-
sion type. Low pressure tyres; size 930 x 305 on nose-
wheels. Hydraulic disc brakes on mainwheels. Nose-
wheel brakes to stop wheel rotation after take-off.
Power Plant: Three Lotarev D-36 three-shaft turbofan
engines, each rated at 63-74 kN (14.330 lb st). Centre
engine, mounted inside rear fuselage, has S-duct air
intake. Outboard engines are mounted in pod on each
side of rear fuselage. No thrust reversers. Integral fuel
tanks between spars in wings. APU standard, for engine
starting, and for power and air-conditioning supply on
ground and, if necessary, in flight
Accommodation: Crew of two side by side on flight deck.
Yakovlev Yak-50 single-seat acrobatic and sporting aircraft
Single passenger cabin, with total of 120 seats in six-
abreast rows, at pitch of 80 cm (31-5 in), with centre YAKOVLEV Yak-50 Dimensions, external:
aisle, inhigh-density configuration. Alternative 100- Wing span 9-50 m (31 ft 2
First reference to this aircraft came in a Novosti Press in)
passenger local service configuration, with carry-on Length overall 7-676 m (25 ft I'U in)
Agency bulletin on 30 June 1 975 which stated that tests of
,

baggage and coat stowage compartments fore and aft of Tailplane span 3-16 m (10 ft 4V2
a new Yakovlev sporting aircraft, designated Yak-50, had in)
cabin. Main airstair door hinges down from under- Wheel track 2-00 m (6 ft 65/4
been carried out near Arsenyev in the Soviet Far East. Mr in)
surface of rear fuselage Second door forward of cabin Wheelbase 5-10 m (16 ft 8y4 in)
Nikolai Sazykin, director of the Progress Engineering
on port side, with integral airstairs. Service door oppo- Propeller diameter 2-40 m (7 ft 10y2
Works which all Yakovlev sporting aircraft are assem-
in in)
site. Galley and crew coat stowage between flight deck Areas:
bled, was quoted as saying that the Yak-50 was intended
and front vestibule. Passenger coat stowage and toilet Wings, gross 15-00 m' (161 -5 sq
to participate in the 1976 world acrobatic championships. ft)
between vestibule and cabin. Second coat stowage and Ailerons (total) 1-95 m' (21-00 sq
Test pilot Anatoly Sergeyev stated only that it was more ft)
toilet at rear of cabin. Two underfloor holds for cargo, Vertical tail surfaces (total) 1-48 m' (15-93 sq
advanced than the familiar Yak- 18 training and acrobatic ft)
mail and baggage in standard containers, loaded Horizontal tail surfaces (total) 2-86 m^ (30-78 sq
monoplane, with a more powerful engine, better man- ft)
through a large door on the starboard side, forward of Weights and Loadings:
oeuvrability, a speed of over 215 knots (400 km/h; 248
wing. Chain-drive handling system for containers built Weight empty, equipped 765 kg (1,686
mph) in a dive, and the ability to perform all aerobatics lb)
into cabin floor. Forward hold accommodates six con- Max T-O weight 900 kg (1,984 lb)
with its landing gear retracted or extended.
tainers, each with capacity of 2-2 m-" {77-7 cu ft); rear Max wing loading 60 kg/m' (12-29
When Yak-50s participated in the 1976 world
six Ib/sq ft)
hold takes three similar containers. Provision for con- Max power loading 3-36 kg/kW (5-51 Ib/hp)
acrobatic championships at Kiev, their evolution from the
vertible passenger/cargo interior, with enlarged loading Performance:
Yak-18 was apparent, but with significant changes. Basic
door on port side of front fuselage. Two emergency exits Never-exceed speed 226 knots (420 km/h; 261 mph)
configuration is little different from that of the single-seat
overwing on each side All passenger and crew accom- Max level speed 173 knots (320 km/h; 199 mph)
Yak-I8PS, with tailwheel type landing gear. This was
modation pressurised and air-conditioned, and fur- deliberate, to keep the handling characteristics of the two T-O speed 65 knots (120 km/h; 75 mph)
nished with non-inflammable materials. Rate of climb at S/L 960 m (3,150 ft)/min
types as similar as possible. However, overall dimensions
AviONKS AND Equipment; Flight and navigation equip- Service ceiling 5,500 m (18,045 ft)
are reduced; control surface hinge lines have been moved
ment for operation by day and night under adverse T-O run 200 m (657 ft)
to keep control forces light, and overall structural strength
weather conditions, with landings on concrete or Landing run 250 m (820 ft)
has been increased by switching entirely to metal covering.
unpaved runways in ICAO Category II weather minima Max range at 1,000 m with 120 litres (26-4
(3,280
In particular, the fuselage is now semi-monocoque instead ft),
down to 40 m ( 1 3 1 ft visibility at 300 m (985 ft). Type
)
of steel tube with fabric covering to the rear of the cockpit. Imp gallons) auxiliary fuel, reserve of 10 litres (2-2
SAU-42 automatic flight control system and area navig- Designers responsible for these and other changes were Imp gallons) 267 nm (495 km; 307 miles)
ation system standard. Endurance at 500 m ,640 ft) with 52 litres (11-4 Imp
Sergei Yakovlev (son of Alexander Yakovlev) and Yuri ( 1

Dimensions, external: Yankievich. gallons) auxiliary fuel, reserve of 10 litres (2-2 Imp
Wing span 34-20 m (112 ft 2V2 m) The wings dispense with the Yak-18's centre-section, gallons) 48 min
Wing aspect ratio 7-8 have 2° dihedral and 2° incidence, and retain an asymmet- g limits -I-9/-6
Length overall 36-38 m (119 ft 41/4 in) ric section. To ensure a high power/weight ratio in a relat-
3-80 m (12 ft 5V2 in)
YAKOVLEV Yak-52
Fuselage diameter ively large acrobatic aircraft, the power plant is a 268 kW Production of this tandem two-seat piston engined
Height overall 9-80 m (32 ft 1% m) (360 hp) Vedeneev (Ivchenko) M-14P aircooled radial
Tailplane span 10-80 m (35 ft 5 in) primary trainer was entrusted to the Romanian aircraft
piston engine, driving a V-530TA-D35 two-blade
Wheel track m 5% industry (which see), under the Comecon (Council for
5-63 (18 ft in) variable-pitch propeller, instead of the 224 kW (300 hp)
Wheelbase 14-78 m (48 6 Mutual Economic Assistance) programme. More than
ft in) Ivchenko AI-14RFof the Yak-18PS. Mainwheel tyre size
Passenger door (fwd): 500 have been delivered to the USSR.
is 500 X 1 50, tailwheel tyre size 200 x 80. The main fuel
Height m (5 11 'A
1-81 ft in) tank, capacity 55 litres (12 Imp gallons), is aft of the YAKOVLEV Yak-53
Width m (2 8V2
0-83 ft in) engine firewall, the electrical system battery behind the The Yak-53 is a single-seat fully acrobatic version of the
Passenger entrance (rear); Height 1-78 m (5 10 ft in) pilot's seat. A Zyablik radio transceiver is standard. Yak-52 two-seat primary trainer (see Romanian section).
Width 0-81 m (2 7% ft in) Observers at the world championships at Kiev reported It retains the latter's pneumatically operated semi-
Cargo door (convertible version): that theYak-50s performed the all-important Aresti retractable tricycle landing gear, but lacks the spring
Height 2-025 m (6 ft 7% in) manoeuvres with smooth precision, their primary short- loaded controls of the Yak-52 and is stripped of non-
Width 3-23 m (10 ft 7 in) coming being excessive directional stability. Yak-50s essential equipment such as a radio compass and direction
Baggage/cargo hold door: Height 1-35 m (4 ft 5 in) flown by V. Letsko and I. Egorov finished first and second finder to enhance its agility. Power plant is a 268 kW (360
Width 1 145 m (3 ft 9 in) in the men's competition. Others came fifth, seventh and hp) Vedeneev M-14P nine-cylinder aircooled radial pis-
Height to sill 1-45 m (4 ft 9 in) ninth, to win the team prize. First five places in the ton engine, driving a two-blade variable-pitch propeller.
Dimensions, internal; women's championship were taken by Yak-50s. Fuel capacity is 130 litres (28-5 Imp gallons), in two tanks
Cabin: Length 19-89 m (65 ft 3 in) The current world record in FAI Class CI b for climb to forward of the main spar in the inner wings. The pilot sits
Max width 3 60 m (1 ft 9% in) 1 3,000 m
is held by Miss Svetlana Savitskaya, who set a under a rearward sliding canopy.
Height 2 08 m (6 ft 9% in) time of 4 min 21-4 s in a Yak-50 on 17 January 1979. On 15 February 1982, a Yak-53 piloted by Vladimir
Forward baggage compartment volume (100-seater)
19-8 m' (700 cu ft)
Rear baggage compartment volume (lOO-seater)
9-5 m' (335 cu ft)
Areas;
Wings, gross 1 50 mM
1 .6 1 5 sq ft)

Horizontal tail surfaces (total) 27-60 m' (2971 sq ft)

Vertical tail surfaces (total) 23-29 m' (250-7 sq ft)
Weights;
Weight empty 28,960 kg (63,845 lb)
Max payload 14,500 kg (32,000 lb)
Max fuel 18,500 kg (40,785 lb)
Max T-O weight 53,500 kg (117,950 lb)
Performance:
Max cruising speed at 7,620 m (25,000 ft)

437 knots (810 km/h; 503 mph)

Econ cruising speed 405 knots (750 km/h; 466 mph)
Approach speed 114 knots (210 km/h; 131 mph)
Max cruising height 10,000 m (32,800 ft)
T-O field length 1,800 m (5,900 ft)
Landing from 15 m (50 ft) 1,100 m (3,610 ft)
Range at 415 knots (770 km/h; 478 mph) at 9,000 m
(29,500 ft):
with 6,500 kg (14,330 lb) payload
1,620 nm (3,000 km; 1,864 miles)
with 10,500 kg (23,150 lb) payload
1,080 nm (2,000 km; 1,242 miles)
with max payload 486 nm (900 km; 559 miles) Yakovlev Yak-53 (Vedeneev M-14P radial engine) (Piloi Press)
 YAKOVLEV — AIRCRAFT: USSR 255

Makagonov set a Class Clc time-to-height record, reach-

ing 3.000 m
min 5 s. On 23 February, piloted by
in 5

Mikhail Molchanyuk. a prototype (c/n 06) climbed to

6,000 m in 13 min 54 s to set a second Class Clc record.
The Yak-53 is intended as a 'long life' acrobatic trainer,
whereas the Yak-5() is a maximum-performance high f;
aircraft supplied exclusively to State Co-operatives. Pro-
duction of the Yak-53 has started at the Progress Factory'-
of the Soviet State Aviation Industry at Arsenyev, and is
expected to be undertaken eventually by lAv Bacau in
Romania, under licence.
Dimensions, hmeknai:
Wing span 950 m (31 ft 2 in)
Length overall 7-68 m (25 ft 2'/4 in)
Height overall 2-95 m (9 ft 8V4 in)
Propeller diameter 2-40 m (7 ft 10 '/2 in)
Area:
Wings, gross 15(K1 m- (1615 sc| ft)

Weights:
Yakovlev Yak-53 single-seat fully acrobatic light aircraft
Weight empty 900 kg (1,9H5 lb)
Max T-O weight 1,060 kg (2.337 lb) on bowed cantilever spring steel legs. The blister canopy is Weights:
Performan( e:
rearward sliding. Power plant is a 26K kW (360 hp) Ved- Weight empty 640 kg (1,411 lb)
Max permissible speed in dive eneev M-14P nine-cylinder aircooled radial engine, driv- Max TO weight 840 kg (1,852 lb)
194 knots (360 km/h; 223 mph) ing a two-blade controllable-pitch propeller. Wing fuel
Max level speed 162 knots (300 km/h; 186 mph) tanks, capacity 120 litres (26 Imp gallons). Pereormanc e:
Cruising speed 124 knots (230 km/h: 143 mph) Dimensions, external :
Max level speed 173 knots (320 km/h; 199 mph)
Stalling speed 62 knots (115 km/h; 72 mph) Wing span 8 20 m (26 ft lO'a in) Max rate of climb at S/L 960 m (3,150 ft)/min
Max rate of climb S/L 900 m (2.950 tt)/min
T-O run
at
150 m (492 It)
Length overall 7 48 m (24 It 6'2 in) TO run 150 m (492 ft)
Area: Landing run 200 m (656 ft)
Landing run 250 m (820 ft) Wings, gross 14 30 m- (153 9 sq It) limits
Endurance with max Uiel 50 mm ,,,.

YAKOVLEV Yak-55
When prototype of this Yakovlev single-seat compet-
a
itive aerobatics monoplane made a surprise appearance at
the 1 World Acrobatic Championships at Spit/erberg.
1th
Austria, in August 1982. it was described as the latest m

the Yak-18/50 series. It is. however, smaller and almost

entirely new. as can be seen in the accompanying illus-
tration.
Construction of the Yak-55 is all-metal, with mid-
mounted cantilever wings, originally of 18'f t/c 23 NACA
section and with a low aspect ratio. Yak-55s entered for
the 1984 World Acrobatic Championships had new
tapered wings of thinner section. Incidence and dihedral
appear to be nil. All control surfaces are horn balanced;
the only tabs appear to be on the inboard trailing-edge of
the almost full span ailerons. The tail unit is unbraced, the
tailwheel steerable. and the small mainwheels are carried Still under development: Yakovlev's acrobatic Yak-55 lhhi>lii Intcnmiivnal)

AIRCRAFT OF UNKNOWN DESIGN

Ram-IVI. Among the new aircraft observed at craft in the class of the USAF's Lockheed TR-1. Few
Ramenskoye flight test centre, and allocated a provisional details are known except that it has twin tail fins. It was first
Ram' designation, is a high-altitude reconnaissance air- reported in mid-1982.
256 UK: AIRCRAFT — AIRCRAFT DESIGNS / BAe

UNITED KINGDOM
AIRCRAFT DESIGNS J. R. James,
N. (Cantab) MA A separate company, Sheriff Aerospace Ltd, was
AIRCRAFT DESIGNS (BEMBRIDGE) LTD N. Morton, BA
J. formed to finance the Sheriff project, for an
economical
Embassy Way, Isle of Wight Airport, Sandown, Isle of Technical Director: twin-engined two/four-seat training and utility aircraft.
Wight M. J. Brennan, BSc, CEng, FlMechE, FRAeS The prototype was 90 per cent complete when shortage of
Telephone: 0983 406124 Founded in 1978 to design and construct the Sheriff funds forced Sheriff Aerospace into receivership.
Telex: 86448 Micair G lightweight twin-engined aircraft. Aircraft Designs (Bern- Attempts to find a purchaser for the Sheriff programme
Chairman and Chief Executive: R, C. Britten bridge) Ltd has since expanded to become a consultant in were continuing in mid-1984.
Directors; all aspects of light aviation, gaining CAA approval in Full details of the Sheriff can be found in the 1983-84
D. A. Berryman, CEng, FRAeS (Chief Designer) October 1979. Jane's.

BAe K. Durham, BSc these two groups had a home and overseas workforce of
D. O. Gladwin, CBE, JP more than 76,000 people (54.250 in the Aircraft Group
BRITISH AEROSPACE PUBLIC LIMITED H. A. Hitchcock, DEC and 21,900 in the Dynamics Group).
COMPANY Jack Wellings, CBE
Sir British Aerospace has the following principal overseas
Headvuarters: Brooklands Road, Weybridge, Surrey
Secretary/Legal Adviser: B. Cookson, LLB, FRAeS subsidiaries; British Aerospace Australia Ltd, British
KT13 OSJ Marketing Director: L. A. Sanson, OBE Aerospace Inc, and British Scandinavian Aviation AB;
Telephone: 0932 53444
Financial Controller: D. A. D. Essex and the following UK subsidiaries: British Aerospace
Telex: 27111
Corporate Executive, Public Affairs: (Insurance) Ltd, British Aerospace (Insurance Brokers)
Registered Office: 100 Pall Mall, London SWIY 5HR Donald McClen Ltd, and British Aerospace (Pension Fund Trustees) Ltd.
Telephone: 01 930 1020 Corporate Press Office Manager; Alan Piper Associated companies include SEPECAT (formed in
Telex: 24353 May 1966 by BAC and Breguet Aviation to control the
Board of Directors: On 1 January 1981, under the British Aerospace Act development and production of the Jaguar tactical strike
Sir Austin Pearce, CBE, PhD, FEng (Chairman) 1 980, all the property, rights, liabilities and obligations of fighter and trainer), Panavia Aircraft GmbH (formed in
Admiral Sir Raymond Lygo, KCB, RN (Retd) the former nationalised corporation British Aerospace March 1969 by BAC, MBB and Aeritalia to manage the
(Managing Director) (see previous editions of June's) were vested in British development and production of the Tornado all-weather
I. R. Yates, CBE, BEng, CEng, FRAeS, FlMechE Aerospace PLC. company incorporated under the Com-
a combat aircraft), Dulles International Aeroservices Inc
(Chief Executive. Aircraft Group) panies Acts with a capital of £40 million. In February 1981 (formed in 1976 by BAC (USA) Inc and Rolls-Royce Inc
H Metcalfe, OBE, BSc, ARCS, CEng, FRAeS HM Government offered for sale up to 100 million Ordi- to supply customers in North America with spares and
(Chief Executive, Dynamics Group) nary Shares, representing approximately half of the issued engineering support). Arab-British Dynamics Co (inau-
J. L. Glasscock, BA, FCIS, JP (Deputy Chief Executive, share capital of the company. The resulting ownership of gurated in 1977 by BAC Guided Weapons Division and
Aircraft Group; and Director in Charge, Civil British Aerospace has become; Government HM the Egyptian government to manufacture the Swingfire
Division) 48-43%, shareholders 48-439c, and employees 314'^r. missile in Egypt), and Frames Travel (Fylde) Ltd.
T. G. Kent, CBE, CEng, MIMechE, MRAeS Nationalisation in 1 977 had brought together in British British Aerospace is a partner in the Airbus Industrie
(Deputy Chief Executive, Dynamics Group) Aerospace the former companies of British Aircraft Cor- international consortium, with a 20''( stake in the A300,
B. E. Friend, FCA (Financial Director) poration (Holdings) Ltd, Hawker Siddeley Aviation Ltd, A300-600 and A310 civil transports, and a 26% stake in
J. T. Stamper, MA, FEng, FRAeS (Technical Director) Hawker Siddeley Dynamics Ltd and Scottish Aviation the A320 programme. British Aerospace is also a partner
C. J.Wells. MIPM (Personnel Director) Ltd. Since January 1 978 Aerospace has functioned
British in Euromissile Dynamics Group (EMDG), formed with
Non-Executive Directors: as a single entity through two operating groups, an Air- MBB and Aerospatiale for the development and produc-
K. M. Bevins, CBE. TD craft Group and a Dynamics Group. In Summer 1984 tion of anti-tank missiles.

BRITISH AEROSPACE AIRCRAFT GROUP R. H. Evans (Deputy Managing Director. Warton twin-turbofan BAe 125 business aircraft, the twin-
Headouarters; Richmond Road. Kingston upon Division) turboprop BAe 748, ATP
and Jetstream 31 transports.
Thames, Surrey KT2 50S F. E. Roe, DIC, BSc, CEng, ACGl, FRAeS Military aircraft programmes include manufacture of the
Telephone: 01 546 7741 Managing Director, Warton Division)
(Divisional Harrier and Sea Harrier V/STOL combat aircraft and
Telex: 23726 B. G. Thomas (Group Director. Hatfield) Hawk ground attack/trainer. Development and produc-
Group Management Committee: R. M. McKinlay, BSc(Hons), CEng, MRAeS. ARTC tion of the Nimrod for anti-submarine warfare and air-
I. R. Yates, CBE, CEng, FRAeS. FlMechE (Group Director, Filton) borne early warning duties continues. The Aircraft Group
(Chief Executive) Group Secretary: J. A. Watson. FCIS also offers BAe 748 variants for military transport and
J, L. Glasscock, BA, FCIS, JP (Deputy Chief Executive Military Adviser: Air Chief Marshal Sir David Evans, maritime patrol missions.
and Director Charge, Civil Division)
in GCB, CBE, CBIM (RAF Retd) Major international collaborative programmes involve
C. M. Chandler, ACMA
(Group Marketing Director) Group Public Relations Manager; R. A. C. Gardner advanced Harrier development with McDonnell Doug-
II

G. W. Carr, FCIS. MRAeS (Administration and Group las in the USA, the Tornado all-weather combat aircraft
Resources Director) Aerospace Aircraft Group was formed officially
British with MBB of Germany and Aeritalia of Italy, the Jaguar
M. J. Goldsmith, DIC, CEng. FCGI. FRAeS on January 1978 by the reorganisation of the airframe
1 with Dassault-Breguet of France, and the One-Eleven
(Director of Civil Projects) interests of British Aircraft Corporation, Hawker Sid- with Romania. In 1978. British Aerospace became a part-
Dr I. A. M. Hall, BSc, MSE, MA. PhD, CEng, FRAeS deley Aviation and Scottish Aviation. On 1 March 1984. ner in the Airbus Industrie consortium, and is responsible
(Director of Engineering and Project Assessment) the Group was re-organised into three Divisions, from the for producing wings for the A300, A3 10 and A320 civil
P. Jefferson, CEng, MRAeS. MIMechE former six, as follows; the Hatfield, Filton, Chester and transport programmes. It is working jointly with Saab-
(Production Director) Prestwick sites were combined into the Civil Division, Scania of Sweden on design and initial manufacture of
R. D. Smith Wright. FCA (Financial Director) centred at Hatfield; the Kingston-Brough and Manchester carbonfibre wings for the JAS 39 Gripen combat aircraft.
A. F. Smith. BA (Commercial Director) Divisions, together with the Weybridge site, became the In defence support, British Aerospace holds large con-
N. V. Barber. BA, MSc (Deputy Managing Director. Weybridge Division, centred at Weybridge; the Warton tracts in the Middle East, notably in Saudi Arabia where a
Weybridge Division) Division is unchanged. continuing programme of training and maintenance for
S. Gillibrand, MSc, CEng, FRAeS Civil aircraft programmes include development and the Royal Saudi Air Force involves some 2,200 expatriate
(Divisional Managing Director, Weybridge Division) production of the BAe 146 four-turbofan feederliner, the employees.

BRITISH AEROSPACE AIRCRAFT GROUP, Telephone: 061 439 5050 Public Relations Manager, Weybridge:
WEYBRIDGE DIVISION Telex: 667545 N. A. Barfield
Brooklands Road, Weybridge, Surrey KT13 OSF Divisional Management Committee: Public Relations Manager. Manchester:
Telephone: 0932 45522 S. Gillibrand, MSc, CEng, FRAeS (Managing Director) H. Holmes
27111 N. V. Barber, BA, MSc (Deputy Managing Director) Public Relations Manager, Kingston:
Telex:
Other Works: Brough, North Humberside HU15 lEO R. J. W. Fletcher (Commercial Director) J. W. Coombs
Telephone: 0482 667121 L. W. Milsom, BSc(Eng), CEng, MIMechE (Director of Publicity Manager, Brough: E. Barker

Telex: 52634 Projects) Main develop-

activities of this division include design,
Chadderton Works, Greengate, Middleton, Manchester J. B. Scott-Wilson, MA, FRAeS (Technical Director) ment, production and marketing of the Harrier, Sea Har-
M24 ISA R. B. Searle, CEng, MRAeS (Production Director) rierand Hawk, including the AV-8B/GR. Mk 5 Harrier
Telephone: 061 681 2020 K. M. G. Upham (Administration Director) (Kingston, Brough, Dunsfold, Hamble); the Nimrod and
Telex: 667015 J. F. White, FCA, MBIM, MRAeS (Financial Director) AEW Nimrod, the 748 civil and military transport, and the
Dunsfold Aerodrome, Godalming, Surrey GU8 4BS M. Edwards, CEng, MRAeS (Director and General Advanced Turboprop (ATP) (Chadderton and Wood-
Telephone: 0483 272121 Manager, Brough) The Division also makes major contribution to the
ford).
Telex: 859475 C. B. G. Masefield, MA, MRAeS (Director and Gen- BAe 146 (Chadderton and Weybridge); the Airbus A300
Kings Avenue, Hamble, Hants S03 5NF Manager, Manchester)
eral and A3 10 family of airliners (Weybridge, Chadderton,
Telephone: 0703 453371 J. MSc, CEng, FlMechE, FIProdE (Director
E. Perry, Brough, Hamble) and to design of the new A320 airliner
47543
Telex: and General Manager, Hamble) wing (Weybridge). Weybridge is also responsible for the
Richmond Road, Kingston upon Thames, Surrey KT2 M. J. Turner, BA, ACIS (Director and General Man- Rombac 1-11 licence manufacturing programme with
50S ager, Kingston) Romania, and contributes to the Tornado and to the VCIO
Telephone: 01 546 7741 R. S. Hooper, OBE, DCAe, DAe, CEng, MIMechE, tanker conversion programme. Product support services
23726
Telex: FRAeS (Deputy Divisional Technical Director) are also provided for a large number of earlier civil and
Woodford Aerodrome, Chester Road, Woodford, Secretary: T. A. Fletcher, BSc(Econ), ACIS military aircraft from Aircraft Group factories in service
Cheshire SK7 I OR Divisional Public Relations Manac.er: J. R. Gray throughout the world.
 BAe — AIRCRAFT: UK 257

BRITISH AEROSPACE AIRCRAFT GROUP, Divisional Management Committee: Pi'BLK Reiaiions Manager, Prestwick:
CIVIL DIVISION J. L. Glassock. BA, FCIS, JP (Group Deputy Chief G. Lillistone
Hattield, Hcrttoid^hire ALIO 9TL Executive and Director in Charge Civil Division)
Telephone: (17072 62345 R. M. McKinlay, BSc(Hons), CEng, MRAeS, ARTC Civil Division, centred at Hattield, combines the former
Telex: 22411 (Group Director, Filton) HatHeld-Chester and Scottish Divisions with the Filton
B. G. Thomas (Group Director. Hattield) site. It is responsible for design, development, production
Other Works: Broughton, near Chester. Clwyd CH4 G. J. Curran, ACMA (Director and General Manager. and marketing of the BAe 146 regional jet airliner
ODR Prestwick) (HatHeld, Chester, Filton), the BAe 125 business jet
Telephone: 0244 535333 G. J.Evans. BSc (Divisional Production Director) (Hatheld, Chester) and the Jetstream 31 corporate and
Telex: 61201 J. W. H. Thomas, BA. CEng, MRAeS (Divisional commuter turboprop (Prestwick). The Division is also
Technical Director) responsible for the design, development and production of
Filton House, Bristol BS99 7AR
SErRETARV: A. G. Leech, LLB, ACIS wings for the A300, A3 1 and A320 versions ot the Euro-
Telephone: 0272 693831
pean Airbus (Hattield, Chester, Filton), VC 10 conversion
Telex: 44163 Public Relations Manager, Hatfield:
to the air-to-air refuelling role for the Royal Air Force and
Prestwick Airport. Ayrshire KA9 2RW D. Dorman F-111 maintenance under USAF contract (Filton). The
Telephone: 0292 798H8 Public Relations Manager, Filton: Division also supplies civil aircraft design, development,
Telex: 77432 H. Berry research, support, modification and refurbishing services.

BRITISH AEROSPACE AIRCRAFT GROUP, R. H. Evans (Deputy Managing Director; and B. Young, BSc(Hons) (Technical Director)
WARTON DIVISION Director-in-charge. India) Public Reialions Manager: A. F. Johnston
Warton Aerodrome. Preston. Lancashire PR4 lAX A. H. Baxter. CEng. MIProdE (Production Director)
Telephone: 0772 633333 R. Dickson, MA
(Cantab), CEng, FRAeS (Research Main activities of this Division include design and
Telex: 67627 Director) development of an Experimental Aircraft Programme
Other Works: Strand Road. Preston. Lanes PRl 8UD Dr M. C. S. Dixson, MA, DPhil(Oxon) (Commercial (EAP) technology demonstrator; design, development
Telephone: 0772 54722 Director) and production with MBB and Aeritalia of the Panavia
Telex: 67616 J. Glover, FCMA (Financial Director) Tornado; joint design and construction with Saab-Scania
Samlesbury Aerodrome. Balderstone. Lanes BB2 7LF A. R. Keys, OBE. DFC, BSc (Director of Marketing of the carbontibre wings tor the Swedish JAS 39 Gripen
Telephone: 025 481 2371 and Product Support) combat aircraft; joint development and production with
Telex: 63435