ISRAEL TRAINERS & LIGHT AIRCRAFT

RWD 13

In the 1930s, the Polish firm of Drzewiecki Rogalski and Wigura was a world leader in high performance high
wing monoplanes. First flown in 1935, the three seat R.W.D 13 was an excellent short takeoff and landing aircraft
with folding wings. Among its operators were the Romanian, Yugoslav and Spanish Nationalist air forces. The
first R.W.D 13 in Palestine was actually a visiting Polish aircraft which landed in Tel Aviv on June 15th 1936, a
notable occasion because it was the first aircraft to land at the first Hebrew city in Palestine. Two R.W.D 13s were
purchased by the first Jewish airline in Palestine, Aviron, in 1938 and were operated out of Lod Airport. The two
aircraft (British mandatory registrations VQ-PAL & VQ-PAM) were employed by the airline until January 1947
when they were sold to two private operators. On November 2nd 1947 the Jewish leadership in Palestine decided
to form the Shirut Avir (Air Service), the IAF's predecessor, and an agreement with the two owners allowed the
Shirut Avir to operate the two aircraft. Less than a month later the U.N. voted to partition Palestine into two
separate Jewish and Arab states and the Israeli War of Independence broke out. On December 13th the aircraft
were smuggled from Lod airport to an airstrip in Northern Tel-Aviv after repeated attacks by local Arabs against
the airport and its Jewish work force. Within a month the field was renamed Sde-Dov and became the first Jewish
air base, home to the R.W.Ds for the rest of the war. Throughout the War of Independence the R.W.Ds were
employed in the transport, observation and liaison role, delievering supplies to besieged Israeli settlements,
providing Israeli forces with equippment and ammunition and evacuating the wounded.
On December 17, 1947, the R.W.D became the first Israeli aircraft to fly combat action. Piloted by Pinhas Ben-
Porat the aircraft left for a Jewish settlement in the Negev with a doctor on board to treat the wounded from an
Arab attack against a Jewish convoy. Once on location they discovered that the wounded had already been
evacuated and were about to return to Tel Aviv when they were informed of an ongoing attack against the nearby
settlement of Nevatim (home to an IAF airbase a few decades later). The pilot then removed the two doors and
installed a machine gun on board the aircraft, in a way that made sure bullets would not hit any part of the airframe.
Leaving the doctor behind, the pilot and a gun operator then left for Nevatim. The R.W.D overflew the attacking
Arabs, straffing and dropping hand grenades. The Arabs, totally unprepared for the sudden attack from the air,
fled from the scene. Ben-Porat then landed at Nevatim and evacuated one of the wounded. The first combat
action by an aircraft in the War of Independence had such an impact that the British, still in control of Palestine at
the time, declared that any Jewish aircraft operating weapons would be shot down without warning. (Pinhas Ben-
Porat was the pilot of an El-Al Constellation brought down over Bulgaria in 1955)
Throughout January 1948 the R.W.Ds flew the majority of airdrops over the besieged Gush Etzion, dropping
medical supplies and ammunition while in March they were active in Northern Israel. February 5th saw the R.W.D
employed as a makeshift gunship once again, this time in pursuit of a Palmach armoured vehicle captured by
Arab forces in the south. On March 25th one R.W.D 13 crash landed in Gush Ezion but was quickly returned to
service. The aircraft would see additional service around the beleagured region prior to its surrender in mid-May,
with at least one additional occasion on which it was used as a gunship on May 12th.
On April 20th the Shirut Avir was re-organized and various squadrons were set up. One R.W.D 13 (VQ-PAL)
went to the No. 4 Arie (Lion) photo reconnaissance squadron while the other (VQ-PAM) went to the No 1 Namer
(Leopard) squadron. An R.W.D 13 was temporarily taken out of service in early May after shots were fired at it
while on the ground at Tel Aviv.
VQ-PAL suffered extensive damage when Royal Egyptian Air Force Spitfires struck Sde Dov on May 15th 1948,
a day after the Israeli declaration of independence. When VQ-PAM crash landed two days later the R.W.Ds were
temporarily out of service. Although neither was in airworthy condition in late May, when the entire IAF fleet was
re-serialled following the official formation of the IAF, the two aircraft received the serials A-33 (PAM?) and A-34.
A-33 was flying again by June and reportedly soldiered on until Janury 1949 despite several periods of incapacity,
yet A-34 apparently never flew again. When IAF serials were changed once again in late November 1948 the two
R.W.Ds received the serials 80301 (A-33) and 80302 (A-34). Both were still officialy in service in February 1949,
though neither was flying. They were finally retired sometime in 1949.

Specification: R.W.D 13
Type: light utility & liaison aircraft.
Powerplant: one de Havilland Walter Gypsy Major.
Performance: max speed - 210km/h, range - 900km.
Weights: empty - 800kg, max takeoff - 930kg.
Dimensions: length - 7.85m, height - 2.05m, span - 11.5m.
Armament: none.

RWD 15

Designed in R.W.D's Warsaw plant between 1935 and 1936, the R.W.D 15 was a 5 seat touring airplane.
In 1939, One R.W.D 15 was contributed to the Jewish population of Palestine by Polish Jewry and was operated
by Aviron, one of the first airlines in Palestine. The R.W.D 15 was the largest single engined aircraft operated
by Aviron and carried the registration VQ-PAE. Aviron employed the aircraft on both its local and international
routes, local routes included daily flights between Lod and Haifa while international routes included flights
to Egypt. In 1941 it was even suggested that the type would fly to the Iraqi city of Basra, but this was rejected
by British authorities.
The beginning of the Israeli War of Independence in late 1947 brought about Arab attacks against the Jewish
workforce of Lod Airport, home to the Aviron fleet. On December 13th 1947, the entire Aviron fleet left Lod
for Tel-Aviv airport, later renamed Sde-Dov. The R.W.D 15 however, was scheduled to be recertified in February
1948 and was undergoing repairs in an airport hangar. On April 13 1948 local Arabs infiltrated the airport and set
the R.W.D 15 on fire.
Specification: R.W.D 15
Type: 5 seat light transport and touring monoplane.
Powerplant: one de Havilland Walter Gipsy 6.
Performance: max speed - 240km/h, min speed - 75km/h, rate of climb 4.8m/s, range - 1000km.
Weights: empty - 875kg, max takeoff - 1360kg.
Dimensions: span - 12.40m, length - 9.00m, height - 2.50m.
Armament: none.

DE HAVILLAND D.H.82C TIGER MOTH

From well before World War II and long after it, the de Havilland Tiger Moth was the most significat basic trainer
with the RAF and other British Commonwealth air forces. Developed from the D.H.60M Gipsy Moth and first flown
in October 1931, over 8,700 Tiger Moths have been built, 4,200 of them for the RAF alone. The type is credited
with training thousands of pilots for the Allied war effort and remained in service until as late as 1951.
The concept of an independent Jewish air force originated from the success demonstrated by the RAF in breaking
up various attacks by Arabs against Jewish and British targets. The concept behind such a force was that aircraft
owned by the Jewish organizations in Palestine would free the Jewish population from dependency on the British
in case of emergency and would also train pilots for any future contingency. In 1934 an aviation enthusiast
managed to enlist the support of David Ben-Gurion, leader of Palestine's Jewish population (and Israel's first
prime minister), and in late 1934 a D.H.82A Tiger Moth was purchased in Britain. The plane did not make it to
Palestine until 1938 however, partialy because of fears that an independent Jewish force would hasten the
formation of an equivalent Arab force. Upon its arrival it was enlisted as a training aircraft in Aviron, the first
Jewish airline in Palestine, and was based at Afikim in Northern Israel, away from prying British eyes. Besides its
primary training role, the Tiger Moth was also employed on a number of other missions such as liaison,
reconnaissance, observation and light transportation. During one of its training flights in April or May 1939, on a
demonstration of how to regain control of a spinning aircraft, one of its wings hit the ground and the aircraft
crashed. Although the instructor and student were unharmed, the aircraft was totally wrecked.
In April 1947 donations made by a womens' organization and Canadian Jews allowed the acquisition of two ex-
Canadian air force D.H.82Cs, supposedly for an aviation club. Assembled at an Aviron hangar, the aircraft were
rolled out on October 30, 1947, and entered service with the Haganah's (Jewish underground defence force)
aviation section at Ramla airport. Playing a dual role, the aircraft were trainers as well as photo reconnaissance
aircraft, at times even flying missions beyond the borders of mandatory Palestine. When Aviron stopped
operating out of Ramla and moved to Lod airport in late 1947, the Tiger Moths were relocated to an airfield
outside Haifa, in northern Israel. The new location allowed for more reconnaissance flights in the north and on
one such flight seven Syrian army camps in the Golan Heights were photographed. When the Shirut Avir (Air
Service, the IAF's predecessor) was formed n November 1947 it also incorporated the Haganah's aviation section
and the two Tiger Moths became part of its inventory. 6 more Tiger Moths were purchased in England in
December 1947 but failed to make it to Israel.
On November 29, 1947, the U.N. voted to partition Palestine into two separate Jewish and Arab states and
the Israeli War of Independence broke out. During the war the Tiger Moths were operated on a multitude of
missions including observation, escort and even ground attack, transportation and photo reconnaissance.
Beginning on December 1947 the Tiger Moths flew regular liaison and reconnaissance missions over the Negev
Desert, keeping alive the connection to various outlying settlements. They were also active over the
besieged Gush Ezion, dropping supplies and ammunition to the various Jewish settlements in the region, and on
at least one occasion a Tiger Moth was tasked with straffing Palestinian forces. During operation Nahshon in
early April 1948, the first Israeli operation where aircraft were given orders and coordinated by the ground forces,
a Tiger Moth was active in the observation role, reporting enemy ground movements to the commanders on the
ground.
The Tiger Moths were also involved in a number of accidents. In early 1948, one was forced to crash land because
of problems in its fuel system. On March 4th one was grounded at an airstrip in Gush Ezion after overturning upon
takeoff. The isolation of Gush Ezion prevented its restoration and the aircraft was written off. During the
reorganization of the Shirut Avir in late April 1948 the sole airworthy Tiger Moth was allocated to the 1st
squadron's 2nd section, although by May 12th it had broken down and was written off as well.

Specification: de Havilland D.H.82C Tiger Moth

Type: two seat basic training biplane.
Powerplant: 1 * de Havilland Gipsy Major.
Performance: max speed - 104mph, cruising speed - 93mph, range - 302 miles.
Weights: empty - 530kg, max takeoff - 828kg.
Dimensions: span - 8.94m, length - 7.29m, height - 2.68m.
Armament: none.

Avro 625A Anson Mk. I

The Avro Anson first flew in March 1935 and exactly a year later entered service as the RAF's first monoplane
with a retractable landing gear. Ansons were the mainstay of Britain's Coastal Command during the early years
of World War II, equipping 21 squadrons, and also saw some combat before being replaced by Lockheed
Hudsons. The type was limited in its range and fire power and is best known for its training and light transport
roles. The Anson was the standard twin engined trainer for the British Commonwealth Air Training Plan and over
11,000 examples were built, Mk. I production reaching 6,704.
The first Ansons in Palestine were actually RAF examples. During the 1940s the RAF took part in British attempts
to block Jewish immigration to Palestine. In a coordinated attack on February 25th 1946, the Jewish underground
movements attacked a number of RAF bases, destroying 20 aircraft. Among the aircraft lost were a number of
Ansons stationed at Lod airport.
In late 1947 detailed plans were drawn up for the formation of an independent Jewish air force. As the British were
still in control of Palestine, the plans initially called for the acquisition of civilian aircraft which could be armed
when it was required. Among the aircraft named were Avro Ansons. By February 1948 5 Ansons were purchased
in Britain, funded by Dutch millionaire Bernard Van Lear (who also donated the IAF's two Grumman Widgeons),
although the British would not yet allow them to leave for Palestine. The aircraft were therefore registered under
a fake Australian company and flown to Paris. Carrying an Australian flag and reporting Australia as their
destination, the 5 Ansons left for Palestine on April 10th 1948. On the way to a refuelling stop in Italy one aircraft
ran out of fuel and crash landed outside Milan. While the other aircraft were on their way to their next refuelling
stop at Rhodes, British intelligence had learned of the crashed aircraft which also happened to carry arms and
munitions for the Israeli War of Independence. By the time the Ansons had arrived at Rhodes, Britain had already
alerted the Greek authorities and the aircraft were confiscated upon their arrival.
One Avro Anson however, did make it to Israel in time to participate in the War of Independence. An Anson
acquired in South Africa arrived at Tel Aviv on July 9th 1948, after a long flight through Nigeria, Morocco and
southern Europe. The confiscated Ansons finally arrived in Israel during the second half of 1949, released after
the end of the war. Much like their colleagues abroad, IAF Ansons were employed training pilots to fly multi
engined transports. There were 7 Ansons in service during July 1950 and although reported to be on the way to
retirement, there were still some active during March 1956.

Specification: Avro 625A Anson Mk.I

Type: light transport and utility aircraft.
Powerplant: 2 * Armstrong Siddeley Cheetah IX or XIX.
Performance: max speed - 306km/h, service ceiling - 6,260m.
Weights: empty - 3,035kg, max takeoff - 4,207kg.
Dimensions: length - 12.90m, height - 4.00m, span 17.22m.
Armament: 2 * 7.7 machine guns plus provision for up to 163kg of bombs under the wings.
Beechcraft Model 35 Bonanza

One of the most popular light aircraft of all time, Beechcraft's Bonanza was first flown on December 22nd 1945.
This amazingly successful aircraft has been in continuous production since 1947 and is one of the few light aircraft
still manufactured in the USA. A large number of versions are available, varying in accomodation, performance
and even tail design, some equipped with a conventional tail instead of the distinctive V-tail design. The Model
35 was the earliest version of the Bonanza, 1,500 produced during 1947 and 1948.
With the outbreak of the War of Independence in late 1947, the "Haganah" movement formed its own air arm, the
"Shirut Avir" (air service). The service initially consisted of a small number of light aircraft, but the increasing
needs of the war prompted the "Haganah" to search for more aircraft throughtout the world. In February 1948
Boris Senior, a former South Africa Air Force pilot recruited by the "Haganah", returned to his homeland to procure
aircraft for the "Shirut Avir". South Africa was home to a large and sympathetic Jewish population which had
already begun assiting the war effort and was now willing to put up funding to assist Senior. The money collected
allowed Senior to purchase a number of aircraft, including a pair of de Havilland Dragon Rapides, three Fairchild
Arguses and 5 DC-3s, as well as a pair of Beechcraft Bonanzas. On April 3rd the two aircraft left South Africa on
the long route to Palestine, flown by Senior and Cyril Katz, another former SAAF pilot. Bad weather
over Rhodesia caused the pilots to loose contact with each other and both landed at separate airfields. Katz's
Bonanza was damaged upon landing and when Senior arrived the following day with a mechanic, his Bonanza
was damaged as well. After a few days in Rhodesia, one Bonanza was fixed and flown back to South Africa where
Senior replaced it with another example. By that time however, the South African police had begun showing an
interest in Senior's actions and the aircraft was smuggled out of the country by another pilot. Senior received the
aircraft in Khartoum, the Sudanese capital, and took it from there to Egypt. Hiding his eventual destination, Senior
took off for Beirut but headed for the Negev desert instead, where he refuelled his aircraft before finally arriving
at Sde-Dov on May 5th 1948. The second Bonanza arrived the following day, after another harrowing,
malfunction-ridden flight.
The two Bonanzas were quickly pressed into service. For lack of more suitable aircraft, the IAF employed many
of its light aircraft as bombers and the two Bonanzas, light utility and liaison aircraft, were fitted with 2 underbody
hardpoints for 50kg bombs. The aircraft subsequently saw combat on the various fronts of the War of
Independence. During early May 1948, shortly after their arrival, the pair participated in operation "Macabbi" along
the road to Jerusalem, while in mid May the Bonanzas flew bombing missions against Palestinians
besieging Gush Ezion.
On May 14th Israel declared its independence and was subsequently invaded by the regular armies of its Arab
neighbors, in a bid to destroy the new born state. For the first time Israeli forces were not only confronting regular
armies but also regular air forces, equipped with fighter aircraft which Israel and the IAF could do nothing against.
On the morning of May 15th Egyptian Air Force Spitfires attacked Sde-Dov and managed to destroy a number of
aircraft including one of the Bonanzas. On another attack later in the day one of the attacking Spirfires was hit
and forced to land on a beach north of Tel-Aviv. The surviving Bonanza took off to find the fighter, and the two
men on board, including Boris Senior, captured the downed pilot and his aircraft. The Arab supremacy in the air
was so absolute and the distress of the IAF so great that a desperate idea was formulated to counter Arab fighters.
As the IAF's fastest aircraft upon the formation of Israel, a machine gun was fitted to the Bonanza's cargo hold
and a number of missions were flown to intercept Arab fighters, although these failed completely. The remaining
Bonanza also participted in the attack on the Egyptian flotilla barraging Tel-Aviv on June 4th, but with the arrival
of fighters in IAF inventory, the Bonanza returned to its original liaison role. Augmented by another example in
the beginning of 1949, the Bonanzas continued to play this role for the remainder of the war. They were still in
service during December 1952, on the way to retirement.

Specification: Beechcraft Model 35 Bonanza

Type: light utility & liaison aircraft.
Powerplant: one Continental E-185-1.
Performance: max speed - 295km/h, service ceiling - 5,200m, range - 1,200km.
Weights: empty - 720kg, max takeoff - 1,200kg.
Dimensions: span - 10.20m, length - 7.65m, height - 1.99m.
Vultee BT-13 Valiant

Developed as a private venture, the BT-13 was selected for US Army Air Corps use in September 1939. The type
was the most numberous USAAF trainer of the Second World War, its production career lasting from 1940 to
1944.
During late 1947 and early 1948 agents of the "Haganah" movement scoured the world in search of aircraft for
the "Shirut Avir" (air service), the IAF's predecessor. In early 1948 a pair of BT-13 were acquired in the US, out
of five initially negotiated for. Of these only one departed the United States on April 10th 1948 on board Curtiss
C-46 Commandos also destined for the "Shirut Avir". Although the plane apparently arrived in Israel on May 18
and sent to Ekron, by early July it had not yet been assembled . Once in service (by early September, possibly a
month earlier) and designated B.62, the aircraft was used for basic pilot training with the 101st squadron
at Herzliya. When IAF aircraft were reserialled in late November 1948 B.62 received the number 91001 although
it was no longer airworthy in January 1949. It was retired shortly later and handed over to the Israeli Aviation Club.
It may have been joined by the second as-yet-unassembled example initially acquired in the US.

Specification: Vultee BT-13A Valiant

Type: two-seat basic trainer.
Powerplant: one Pratt & Whitney R-984-AN-1.
Performance: max speed - 284 km/h, range - 1,166km.
Weights: empty - 1,822kg, max takeoff - 2,438kg.
Dimensions: span - 12.80m, length - 8.79m, height - 3.50m.
Armament: none.
Nord 1203/II Norecrin II

After the French liberation of 1944 Nord continued its production of the Bf-108 light monoplane as the Nord 1000
and 1100. Using the same basic configuration, the company then developed the Nord 1200 with a fixed landing
gear and later the 1203 with a retractable gear.
In 1948, two Nord Norecrins IIs were donated to the IAF by a French family for medical evacuation duties. Arriving
in Israel in June 1948, the two aircraft, B.45 and B.46, were employed as liaison and training aircraft for a short
time before being retired. In January 1951 the two Norecrins were handed over to the Israeli Aviation Club. Their
civil registration were 4X-ADY and 4X-ADT.

Specification: Nord 1203/II Norecrin II

Type: four seat touring light plane.
Powerplant: one Regnier 4L00.
Performance: max speed - 137mph, range - 559 miles.
Weights: empty - 650kg, max takeoff - 1,050kg.
Dimensions: span - 10.22m, length - 7.21m, height - 2.90m.
Armament: none.
Boeing Stearman PT-17 Kaydet

The Boeing Stearman Kaydet, best known in Israel simply as the Stearman, was first flown in 1933 and with over
10,000 built is the most widely manufactured biplane in the world. During World War II it was the primary trainer
of the U.S. Army, with many moving into the private sector after the war ended and serving as agricultural aircraft.
Today Stearmans are a sought-after vintage aircraft, prized for its superb handling and its open cockpit biplane
configuration.
The first Israeli Stearmans were ex-U.S. Army aircraft purchased at a time when the type flooded the market
following the end of WWII. Following the War of Independence the Stearman became the IAF's primary trainer, a
few dozen serving into the mid 1950s.

Specification: Boeing Stearman PT-17 Kaydet

Type: two seat primary trainer.
Powerplant: one Continental R-670-5 engine.
Performance: max speed - 135mph, ceiling - 3400m, range - 500 miles.
Weights: max takeoff - 1195kg.
Dimensions: span - 9.80m, length - 7.54m.
Armament: none.
North American T-6 Harvard

Originating from the BT-9 which first flew in 1935, thousands of T-6 variants were built during World War II and
saw extensive service around the world, the latest variant, the Texan, still in service today. The name Harvard
was given to the type by the RAFwhich operated a large fleet of the aircraft from 1938 into the late 1950s.The
first Harvards for the IAF were purchased in the U.S.and Canada during the summer of 1948. 17 examples were
shipped to Israel in crates and after their arrival on October 24th were taken to Ekron AFB (Tel-Nof AFB today)
and assembled. The Harvards formed the 35th squadron but instead of serving as trainers as the planes were
designed for and operated abroad, they served as dive bombers, a role the young and under-equipped IAF had
a need for. The new squadron was manned mainly by foreign volunteers which came to aid Israel in its war of
independence and which drew on their experience during WWII to fly the Harvard in this unusual role.
Furthermore, the planes were not equipped with any bombing aids, the accuracy of the attacks dependant only
on the pilot's skills and abilities. The first ten aircraft entered service during November 1948, with others later on.
The War of Independence was already nearing its end by this stage and the Harvards were used for driving the
Egyptian army out of the Negev desert in southern Israel. The Harvards took a large part in operation Horev (for
more see January 7th, 1949 - Israel Vs Britain), almost 100 sorties flown against various ground targets. At least
two were lost, one destroyed upon landing after a bomb failed to disconnect from its pylon, and another in
an Egyptian raid on Ekron AFB.
With the end of the War of Independence the Harvards were converted back to their intended role as trainers at
the IAF flight school. The 14 examples which had remained in service were joined by more bought abroad,
reaching a total of 65 aircraft, 25 having been bought in France. Serving in Ekron and Ramat-David the aircraft
still maintained their ground attack capabilities, a backup in case hostilities broke out. On April 5th 1951, a Harvard
was used to coordinate between Israel's Northern Command and IAF Spitfires and Mustangs attacking
the Syrian police station at El-Hama, an Israeli enclave run over by the Syrians.
Tensions in the Middle East flared up again in 1955 and these escalated a year later into the 1956 Suez Crisis.
The Harvards which in 1955 equipped a single squadron, were assigned at first to attack the Egyptian AFB at El-
Arish, but the presence of Arab jet fighters dictated they be given another, safer role. Shortly before the outbreak
of the crisis, in October 1956, the IAF's flight school was closed and its aircraft put on alert. During the crisis the
Harvards were tasked with patrolling the Sinai and attacking any Egyptian units they could find. Only on the third
day of the fighting, October 31st, after air superioriy over the Sinai had been accomplished were the Harvards put
into use. 16 Harvard sorties were staged on the first day but the aircraft failed to accomplish good results and
enemy ground fire proved to be quite effective against these slow and aged aircraft. The squadron commander
was shot down and almost all the aircraft were hit, forcing the IAF to send the Harvard only on missions where it
was to meet little resistance. On November 1st, the squadron carried out 8 more sorties in and around the Gaza
Strip, one being hit and crash landing in Israel.
The Harvards returned to their training role after the end of the crisis, and served until 1961 when they were
replaced by the Fouga Magister. Some Harvards were handed over to Israel Aircraft Industries which used them
to escort test flights. 2 examples remain airworthy today, one which had originaly served in the IAF and purchased
back in 1988 and one bought in Britain in 1976. Both can be found at the IAF museum at Hatzerim.

Specification: North American Harvard T-6

Type: two-seat advanced trainer/dive bomber.
Powerplant: one Pratt-&-Whitney R-1340-AN-1 Wasp engine.
Performance: max speed - 182 knots, crusing speed - 126 knots, operational range - 1014km, service ceiling -
24,000ft.
Weights: empty - 1814kg, max takeoff - 2381kg.
Dimensions: span - 12.80m, length - 8.99m, height - 3.56m.
Armament: 2 * 0.5cm machine guns with 8 * 50kg bombs under the wings, or a single 0.303 machine gun with
16 * 80mm rockets and 4 * 50kg bombs under the wings.
Temco Buckaroo TE-1A

The Temco Buckaroo was designed in the late 1940s as an extremely low-cost trainer for commercial and export
markets. Temco's failure to secure a USAF order for the Backaroo forced it to turn to foreign governments to keep
the production lines going, yet only a few export orders materialized. Production of the type did not top 20
examples, at least 10 of which went to Saudi Arabia.
Israel bought a single Buckaroo in 1948. In 1950 the aircraft was evaluated along with the Fokker Instructor and
the de Havilland Canada DHC-1 Chipmunk for possible use as a trainer with the IAF flight school. Losing the
competion, the single Buckaroo was retired sometime in late 1950 or early 1951.

Specification: Temco Buckaroo TE-1B

Type: two seat training monoplane.
Powerplant: one Continental C145-2H.
Performance: max speed - 255 km/h, range - 750km.
Weights: empty - 590kg, max takeoff - 835kg.
Dimensions: span - 8.89m, legth - 6.60m, height - 1.87m.
Armament: none.
Fokker S.11 Instructor

The Fokker S.11 Instructor, a light wing monoplane with either two or three seats, first went into production in
1947. The type has seen service with the air arms of the Netherlands, Italy and Brazil.
In 1949 the Instructor was one of three aircraft evaluated by the IAF to replace the Boeing Stearman as the IAF's
primary training aircraft. The type was selected, apparently for its side-by-side seating and its relatively low price,
and the first of 41 examples entered service with the IAF's flight school in 1951. The local weather, weak engine
and fragile landing gear however, made the S.11 unsuitable for the training role and it was withdrawn from the
flight school by the end of 1953. The aircraft were transferred to a light squadron, where they were employed for
night and equipment flying. Unsatisfactory in these roles as well, the type was soon retired. The ten surviving
Instructors were sold off in 1957, some to an Israeli flying club. One example still remains in airworthy condition
in the IAF Museum.

Specification: Fokker S.11 Instructor

Type: two seat training monoplane.
Powerplant: one Lycoming O-435.
Performance: max speed - 215km/h, range - 695km, service ceiling - 4,000m.
Weights: empty - 810kg, max takeoff - 1100kg.
Dimensions: span - 11.00m, length - 8.15m, height - 2.40m.
Armament: none.
de Havilland DHC-1 Chipmunk

The first aircraft designed at de Havilland's Canadian subsidiary, the DHC-1 first flew in May 1946 as a successor
to the D.H.82 Tiger Moth. Large scale production took place in Canada and Britain up to 1956 and many were
exported abroad. Among the type's many operators was also the Egyptian Air Force which employed the type as
a primary trainer during the 1950s. The Chipmunk has a fixed tailwheel landing gear and tandem accommodation
for the two crew, and is of an all metal stressed-skin construction.
The Chipmunk was one of three single engined trainers evaluated for the IAF's flight school during the early
1950s. The IAF purchased one example which arrived in Israel during May 1950 and although the type proved to
be an excellent training platform, it also suffered from the local weather. The IAF finally rejected the Chipmunk
for its relativly high price, the Fokker Instructor selected instead. The sole DHC-1, registered 3001, was still in IAF
service during November 1951.
Specification: de Havilland Canada DHC-1 Chipmunk
Type: two seat training monoplane.
Powerplant: one de Havilland Gipsy Major 8.
Performance: max speed - 145mph, range - 300 miles.
Weights: empty - 650kg, max takeoff - 907kg.
Dimensions: span - 10.45m, length - 7.75m, height - 2.13m.
Armament: none.
Airspeed A.S. 65 Consul

The Airspeed Consul begun its life as the Airspeed Oxford, A twin engined monoplane wooden trainer which first
flew on 19 June 1934. The Oxford saw extensive service as a pilot and aircrew trainer in the British
Commonwealth Air Training Plan during World War II, when it was also used for medical use, radar calibration,
communications as well as other roles. 161 aircraft were refurbished after the war for civilian use, these being
renamed the Consul.
October 1949 saw the formation of 141 Squadron, the IAF's multi-engined-flying school, in Ekron (Tel-Nof) AFB.
141 Squadron trained aircrew in flying, navigation, radio operation, instrument flying and aerial gunnery and
operated both the Avro Anson and a number of Consuls acquired from their British operator in 1949. The Consuls
were primary tasked with training pilots for the transport and de Havilland Mosquito fighter bomber fleets. In 1950
the IAF flight school moved to Sirkin AFB and Consul operations continued from there. As Consuls were also
fitted with 6 passenger seats, the aircraft were occasionaly used as VIP transports as well. The most notable
occasion was in June 1949 when a Consul carried David Ben-Gurion, Israel's first prime minister, and his
entourage on tour of southern Israel.
The aircraft initial poor mechanical state, coupled with the poor quality of IAF maintenance and the aircraft's tough
handling characteristics, caused a quick depletion in IAF Consul numbers. 14 aircraft were still operational in
December 1952, but only 3 had remained servicable by April 1957. The type was retired in sometime during the
same year.

Specification: Airspeed A.S. 65 Consul

Type: two crew, low-wing, pilot and aircrew monoplane trainer.
Powerplant: two Armstrong Siddeley Cheetah X.
Performance: cruising speed - 262km/h, max speed - 306km/h, rate of climb - 305m/min, service ceiling -
7,163m, range - 1,448km.
Weights: empty - 2,720kg, max takeoff - 3,740kg.
Dimensions: span - 16.3m, length - 10.8m, height - 3.1m.
Armament: none.

Fouga CM.170 Magister (IAI Zukit)

The first jet-engined training aircraft in the world, the French Fouga Magister first took to the air on July 23rd,
1952. It has since seen service with numerous air forces, among them the Irish, Brazilian and, of course, the
French which has also adapted the type for operations off aircraft carriers.
The Israeli Air Force operated over 80 examples of the Magister, 7 of which were lost in action. The first Fouga
arrived in Israel in 1957 and shortly later "Bedek Aviation" begun assembling the aircraft locally, changing the
company name to Israel Aircraft Industries. The First two aircraft were completed in 1959 and the IAF received
its first aircraft, no. 15, on July 7th 1960. The Fougas entered service with the IAF's flight school where they were
used for both basic and advanced jet training. With their arrival the aircraft also formed the IAF's aerobatic team
which to this day flies the type and is manned by flight school instructors.
Despite having the most rudimentary of armaments, in 1964 the flight school Fougas were nonetheless organized
into a fighting squadron, to act as a fighting force in case of hostilities. The Fougas got to prove their combat
effectiveness shortly later. On the eve of the 1967 Six-Days war, 44 Flight School Magisters were allocated to
actively take part in the fighting, manned by school instructors as well as IAF long time reservists and even cadets
on their advanced training. Before the outbreak of hostilities on June 5th, the aircraft were fitted to carry air to
ground ammunition and the pilots begun their weapons delievery and ejection (the type has no ejection seat)
training.
The Fougas with their cannons and light rockets and bombs were not designed for dealing with anti aircraft
defences. On the outbreak of the war, however, the need arose for close combat air support for Israeli ground
forces, and the Fougas had to play the part as none of the IAF's major fighting aircraft, such as the Mirage IIIC
and Vautour, were available, being in the midst of operation "Moked". Even after such aircraft were available,
later in the war, the Fougas continued to participate in the fighting, providing much needed support.
On the morning of June 5th flight school Fougas went out on their usual training flights, ment to
fool Egyptian intelligence into thinking operations were as routine as ever. At the same time however, other
Fougas were already on their way to their first operational missions of the war, attacking Egyptian positions in the
Sinai, assisting Israel's armoured divisions in their push into the peninsula. Four pilots were killed during the first
sorties into the Sinai, all from hits by anti aircraft fire. The type's major contribution to the war effort came on the
second day of the fighting, June 6th, on the Jordanian front. When the IDF begun the conquest of Jerusalem, the
Fougas were instrumental in holding back Jordanian armour which was heading towards the city, destroying over
50 tanks and over 70 other armoured vehicles. For the remainder of the war the Fougas participated in attacks
on the all fronts, attacking Jordanian and Iraqi positions in the West Bank as well as Syrian posts on the Golan
Heights. By the end of the war 6 pilots had been killed in action, 7 aircraft were lost, while Two Fouga pilots
received commendations for their performance during the fighting. The type returned to its origianl role in the
IAF's flight school, and was finally stripped of all its armament by the end of the 1960s. in 1974 the Magisters
were replaced by A-4 Skyhawks in the advanced jet training role, keeping their basic training role alone.
By the beginning of the 1980s, the IAF's Fouga Magisters were beginning to show structural fatigue, cracks
appearing in the wings and fuselage. In order to prolong the type's service with the IAF, a plan was devised
at Israel Aircraft Industries to upgrade and refurbish the aircraft, thereby extending their service life. Two
Magisters were handed over to IAI and in Septermber 1980 the upgraded aircraft, the Zukit, took off on its maiden
flight. The new aircraft had undergone over 250 modifications, including the refurbishment of new engines and a
newly designed cockpit. Serial production begun in 1983 and the last aircraft was handed over to the IAF's flight
school in 1986, most of the Fougas having been upgraded to Zukit standard. The Zukit continues the role of the
Magister in basic jet training, a role it will play long into the 21st century. The IAF has been looking for an aircraft
to replace the Zukit for a number of years but has failed to find one, mainly because of monetary constraints.

Specification: Israel Aircraft Industries Zukit

Type: Tandem two-seat basic and advanced trainer.
Powerplant: 2 * Turbomeca Marbore 6.
Performance: cruising speed - 354 knots, max speed - 378 knots, rate of climb - 3540 ft/minute, service ceiling -
44300 ft, max range - 1250km.
Weights: empty - 2550kg, max takeoff - 3100kg.
Dimensions: span - 12.20m, length - 10.06m, height - 2.80m.
Armament: 2 * 7.62mm guns at nose, light rockets and bombs on underwing weapon stations.
Pilatus PC-6A Turbo Porter

One of the most successful aircraft of its class, the piston engined Pilatus PC-6 Porter featured a strong and
reliable airframe, excellent short take off and landing (STOL) capability and excellent load-carrying capacity. A
total of 50 Porters were built before production changed to the turboprop-powered PC-6A-H1, first flown on May
2nd 1961. Turbo Porters have enjoyed great success around the world and have been operated by various air
arms, including those of Australia, Switzerland, Dubai, Indonesia, Iran, Oman and Sudan.
A single PC-6A Turbo Porter arrived in Israel in 1962 and was used by the 100th light transport squadron at Sde-
Dov for utility, liaison and ambulance duties. Another Turbo Porter was procured in 1968 after a crash disabled
the first example. The Turbo Porter was retired from service in 1973 and is currently on display at the IAF Museum
in Hatzerim.

Specification: Pilatus PC-6A-H1

Type: STOL utility transport.
Powerplant: one Turbomeca Astazou IIE turboprop engine.
Performance: max speed - 280km/h, cruising speed - 213km/h, max range - 926km, service ceiling - 7,620m.
Weights: empty - 1,270kg, max take off - 2,800kg.
Dimensions: length - 11.00m, height - 3.20m, span - 15.87m.
Armament: none.
Dornier Do-27 (Dror)

The Do-27 was the first aircraft to enter production in Germany after World War II. The prototype of the Do-27
was first flown on April 8, 1955, and the first production aircraft in October 1956. By the time production ended in
1965, over 600 examples had been built. The type's largest operator was West Germany but the type as also
served with the Belgian and Swiss air forces.
The IAF begun operating the Do-27 in October 1964 when the first 10 examples entered service with the 100th
"Flying Camel" Squadron at Sde-Dov. With more aircraft arriving after the 1967 Six Days War, the Do-27 fleet
would eventually consist of 35 examples. Nicknamed "Dror" (sparrow), the Do-27 could carry between 4 and 6
passengers. The type's excellent STOL capabilities allowed the type to play a large number of roles, among them
liason, light observation, artillery spotting and maritime patrol. The aircraft were routinely used in operations
against Palestinians infiltrating into Israeli territory from Jordan in the late 1960s, spotting and tracking infiltrators
while also coordinating the actions of IDF troops on the ground. The Dror's frontline role also brought about the
loss of a number to enemy fire. During artillery exchanges between Egyptian and Israeli troops on the Suez
Canal on March 8th 1969, an Egyptian SA-2 downed one of the Do-27s. Both the pilot and the scount onboard
managed to bail the stricken aircraft and were collected to a nearby IDF post, but the ongoing fighting prevented
their evacuation to hospital and the pilot, Ehud Ben Arie, died of his wounds. Another Dror was shot down by
a Syrian missile on October 11th 1973, during the Yom Kippur War, while on observation over the Golan Heights.
The pilot, Captain Yaacov Bitzur, and the two scouts onboard were killed. A third combat loss seems to have
taken place in 1969, but to none other than an Israeli Hawk SAM.
The type was finally retired in 1981 and most aircraft were sold abroad. At least 15 were sold to a U.S. operator,
some of which are still flying today. Another resides at the IAF Museum in Hatzerim.

Specification: Dornier Do-27

Type: light utility & liaison aircraft.
Powerplant: Lycoming GO-480-B1A6.
Performance: max speed - 227kph, crusing speed - 175kph, service ceiling - 3,300m, rate of climb - 198m per
minute, range - 1,100km.
Weights: empty - 1,165m, max takeoff - 1,850m.
Dimensions: span - 12m, length - 9.6m, height - 2.8m.
Armament: none.

Aerospatiale SOCATA Rallye 893

The Rallye series begun life with the Morane Saulnier M.S.880, an all-metal low-wing monoplane with retractable
landing gear. First flown on June 10th 1959, it was then produced in a number of variants. The M.S. 893 variant
was intended as an agricultural aircraft, but was developed as a tourer instead.
In the mid 1960s a single M.S.893 was awarded by Aerospatiale to the IAF commander-in-chief, Ezer Weizmann,
for his part in the conclusion of the Mirage IIIC deal between Israeland France. The plane arrived in Israel
sometime between April 1966 and June 1967 and served as a light liaison aircraft with the 129th light transport
squadron. It was later sold off to a civilian operator.

Specification: Aerospatiale SOCATA Rallye 893

Type: four seat touring light plane.
Powerplant: one Lycoming O-360-A2A.
Performance: max speed - 240km/h, service ceiling - 2,400m, range - 1,050km.
Weights: empty - 570kg, max takeoff - 1,050kg.
Dimensions: span - 9.61m, length - 7.24m, height - 2.80m.
Armament: none.

Cessna 180

The Cessna 180 and the U-206 are both a part of the Cessna 170 aircraft family, the most popular light aircraft in
the world, with over 30,000 sold worldwide. in 1968 two Cessna 180s were handed over to
the IAF from Israel's police force and entered service with the "Flying Camel" squadron (the IAF's first squadron,
formed during the War of Independence).
In early 1968, after looking for a light transport and utility aircraft, the IAF elected to purchase the Cessna U-206
due to its low price and its easy handling characteristics. During the summer of the same year, 18 aircraft arrived
in crates and after being assembled locally in the "Flying Camel" squadron, the first aircraft took to the air on
November 29th, 1968. Although intended solely for the purpose of light transportation, different experiments were
conducted to see how the type would perform in other roles. Attempts to use the Cessnas as border scouts or
photographic aircraft were abandoned when they were found unfit for these roles. For a short time the U-206s
served in the IAF's flight school in order to train navigators, but after a fatal crash in September 1974 they were
withdrawn from that role too.
After more than 30 years in service the Cessnas are still an IAF workhorse, on active duty day after day, but the
busiest times for the type have always been times of conflict. Entering service during the War of Attrition and
especially during the Yom-Kippur war and the 1982 invasion of Lebanon, the Cessna squadron was active 24
hours a day ferrying personnel and supplies to the different battle zones.
Unlike other aircraft in the IAF, any pilot can fly the Cessna U-206, provided the pilot goes through a short
qualification and an annual check up. There are 25+ Cessnas in service with the IAF today.

Specification: Cessna U-206C Super Skywagon

Type: six seat light utility aircraft.
Powerplant: N/A.
Performance: max speed - 152 knots, ceiling - 15,000ft, range - 1,770km.
Weights: empty - 807kg, max takeoff - 1,497kg.
Dimensions: span - 36ft, length - 28ft 3", height - 9ft 3.5".
Armament: none.

Noorduyn UC-64A Norseman

A high-wing single engine transport, planned in 1935 by Canadian firm Noorduyn for misions involving taking off
and landing on unpaved surfaces. The plane was nicknamed 'the Flying Donkey', because of the sound emitted
by its engine, which was reminiscent of a donkey's braying.
The Norseman planes were acquired in 1948 by Israeli purchase representatives in Germany, and flown to Israel.
The 'Norsemen' joined the IAF's 35th wing and carried out numerous missions of evacuating Jewish civilians from
an improvised airstrip near Sdom. These missions eroded their operational ability, and they had to be grounded
and repaired for a long period of time.
The Norseman - like most IAF planes in those days - was used for purposes other than those its developers had
intended, and sent to bomb Gaza and Rafah. The accumulated amortization, damage and material fatigue (the
plane was largely made of wood with a fabric cover) eventually led to the plane's retirement.
Specification: Noorduyn UC-64A Norseman
Type: Light transport
Powerplant: Pratt & Whitney R-1340-S3H1 radial engine rated at 600 hp
Performance: max speed - Maximum speed: 250 kph, Cruise speed: 225 kph , Service ceiling: 5,200 m, Range:
1,150 km
Weights: Empty: 1,900 kg, Max. loaded: 3,350 kg
Dimensions: Wingspan: 15.75 m, Length: 9.86 m, Height: 3.07 m
Armament: none.

Republic RC-3 SeaBee

An amphibious seaplane, one of the Sherut Avir's first ten planes. In 1937 a pair of pilots planned a small
amphibious plane with a rear mounted engine. Due to financial difficulties, the prototype did not fly until seven
years later, in July of 1944.
Technically, the plane was a success, but it failed commercially, initially: the price tag was too high. Modifications
were made, production costs were reduced, and the plane's price dropped from a whopping $12,000 to just
$3,500. The SeaBee began selling well, and turned into a hit, with almost ten planes being sold every day.
A SeaBee that had been purchased by an American lawyer was donated to 'Aviron' - a private Israeli aviation
company. It arrived disassembled, and was reassembled at Lod. However - the assembly was not carried out
properly (the mechanics had no prior experience with this plane) and when Moddy Alon - commander of the First
Combat Squadron - tried to land the SeaBee on water, the plane's landing floats broke.
From that day onwards, the SeaBee had to content itself with landing on terra firma. The IAF's lone SeaBee was
destroyed in the Egyptian bombing of Sde Dov in northern Tel Aviv.
Specification: Republic RC-3 SeaBee
Type: Light amphibious plane
Powerplant: Franklin A8-215 rated at 215 hp
Performance: max speed - Maximum speed: 166 kph, Cruise speed: 136 kph , Ceiling: 3,510 m, Range: 900 km
Weights: Empty: 890 kg , Max. loaded: 1,361 kg
Dimensions: Wingspan: 11.48 m, Length: 8.51 m, Height: 3.07 m, Wing area: 18.21 sq. m
Armament: none.

M-57 Aerovan

A small twin-engined transport plane. Intended for short range flights, the Aerovan was made of wood and had
an extra-large rear loading hatch. The plane was originally developed for transporting lobsters from Tunis to
France. The Aerovan was purchased on behalf of the IAF in England, by Imanuel Tzur, for 3,500.
It was flown to Israel and joined the First Squadron in early June of 1948. Its short landing capability - as short as
300 meters - made it the right plane for transporting passengers and supplies to beseiged Jerusalem. These
flights, which often carried members of the Provisional Government, were quite dangerous ones: the airstrip at
'Emek Hamatzleva was exposed to strong winds, as well as to enemy snipers.
Its ungainly appearance earned the Airvan the nickname 'Pregnant goose'. In July of 1948, an Aerovan took off
from beseiged Kalia, on the northern bank of the Dead Sea, to Tel Aviv, with women and children on board. For
reasons that have never been discovered, the pilot - a Mahal volunteer - had to land the plane in the sand dunes
south of Bat-Yam. The pilot and passengers were murdered.
Specification: M-57 Aerovan
Type: Light twin engine transport
Powerplant: Two Blackburn Cyrus Major engines rated at 155 hp. Each
Performance: Maximum speed: 198 kph, Cruise speed: 175 kph , Ceiling: 4,000 m, Range: 644 km
Weights: Empty: 1,361 kg, Max. loaded: 2,631 kg
Dimensions: Wingspan: 15.24 m, Length: 10.97 m, Height: 4.1 m, Wing area: 36.23 sq. m
Armament: none.

Auster Autocrat (Hebrew nickname: 'Primus')

An artillery reconnaissance plane that was the IAF's first mass-purchase item, and the only such item until the
more advanced, efficient planes began coming in, in the latter half of 1948. During that interval, the plane carried
out most of Israel's military aviation missions. Its period of glory as a light attack plane was short but important,
as it supplied vital air support to the Jewish forces defending the Galilee and Negev.
After being phased out of the combat role, it served as a reconnaissance and communication plane for several
years. The Autocrat earned its popular nickname 'Primus' because of the sound its engine made, a sound
resembling that of the primus, a kerosene-burning cooking device that was in widespread use at the time. The
plane came to symbolize the War of Independence, and the improvisational ability of the Jewish population, which
fought the numerous Arabs with very meager means at its disposal.
The Auster Autocrats had been purchased in a tender from the British, who were led to believe that they were
being bought for a civilian company, 'Aviron'. Most of the planes needed extensive repair work before they could
be made to fly. They were transported to Tel Aviv in a convoy of trucks and assembled in a basement workshop
near 'Hakiryah' in Tel Aviv.
The 'Primus' was used in nearly all of the operations launched by Sherut Ha'avir, the IAF's predecessor, before
the proclamation of Israel's independence. It was used as a bomber, in the most primitive sense of the word: quite
simply, the plane was equipped with grenades and bombs, and these were lobbed out of the windows. One of
the more well known stories about the 'Primus' involved Tzvi Zibel (who was later killed in action, and received
the Medal of Courage for his actions in the war).
On March 4th 1948, Zibel flew his Autocrat to assist a group of Israeli soldiers trapped near Nebi Daniel. Zibel
was shot and injured in the eye and chest, but kept on flying the plane while a medic tended his injuries, managing
to bring it back to base.

Specification: Auster Autocra

Type: Reconnaissance plane
Powerplant: Lycoming 0-290 engine rated at 130 hp
Performance: Maximum speed: 210 kph, Cruise speed: 180 kph, Service ceiling: 4,600 km, Range: 355 km
Weights: Empty: 475 kg, Max. loaded: 870 kg
Dimensions: Wingspan: 10.97 m, Length: 6.83 m, Height: 2.03 m
Armament: none.

Taylorcraft BL
A US-built monoplane that was an early version of the Piper. Two planes of this type were purchased by a flight
school in Mandatory Palestine. When WW2 broke out, the school closed its doors and the planes were sold to
'Aviron', the first Jewish commercial flight company in Palestine. In Operation 'Tsipporah' the Taylorcraft planes
were taken from the airfield at Lod to Sde Dov, as far away as possible from where they could be damaged by
Arab hostile activities. The planes were retired in 1949.

Specification: Taylorcraft BL
Type: Tandem seat light monoplane
Powerplant: Lycoming A2-0-145 engine rated at 55 hp
Performance: Maximum speed: 175 kph, Cruise speed: 145 kph, Service ceiling: 5,100 m, Range: 450 km
Weights: Empty: 325 kg, Fully loaded: 545 kg
Dimensions: Wingspan: 10.97 m, Length: 6.71 m, Height: 2.03 m
Armament: none.

Pilatus Britten-Norman Islander

A multi-role military plane of British origin. The Islander was developed in 1964 as an alternative to the short line
planes like the Dragon Rapide. The plane was ordered by many of the world's airlines, and about 1,000 units
were produced in Britain, Rumania, Belgium and the Philippines. A triple engine model was also developed - the
Trilander, which had 17 passenger seats - and an additional model (named the Defender) which was designed
for search and rescue, long range reconnaissance, troop transport, logistical support and medevac assignments.
The first Islanders to reach Israel did so in 1969, and were used by the airline 'Ya'af', and later on by 'Arki'a'. The
Islander's engine was well suited to the warm, dry weather conditions of the Middle East. After the Yom Kippur
War, a group of Jewish donors presented the IAF with two 8-seat Islanders. In the light squadrons at Sde Dov,
Dornier-27 ('Dror'), Dornier-28 ('Agur') and Cessnas were being used, and no additional planes were needed.
The Islanders were therefore passed on to the Hatzerim Flight School, where IAF navigation cadets used them
for training. Before being retired, the Islander also carried out various transport and communications missions
between the IAF's bases.

Specification: Pilatus Britten-Norman Islander

Type: Multi-role light military plane
Powerplant: Armstrong Siddeley double Mamba 100 twin turboprop with two supply units rated at 2,950 hp.
Each
Performance: Maximum speed: 285 kph, Service ceiling: 5,200 m, Range: 2,750 km
Weights: Empty: 6,380 kg , Max. loaded: 10,200 kg
Dimensions: Wingspan: 16.5 m, Length: 13.1 m, Height: 4.16 m
Armament: none.