The Argentine Air Force in Malvinas Before 1982

The Argentine Air Force in the Malvinas from 1971 to 1982 In 1971, the “Communications Agreement” was signed with the United Kingdom. Under this framework, the Argentine Air Force assumed responsibility for establishing a weekly airline service. Personnel from the Air Force were deployed to the islands, representing Líneas Aéreas del Estado (LADE). The appointed officer became the usual point of contact between Argentine authorities and the local island communities, as well as with the Ministry of Foreign Affairs and Worship. Daily family coexistence, respectful personal relationships, and a diligent attitude in service provision were all meant to demonstrate to the Malvinas residents Argentina’s intention to look after their well-being and to consider their interests — if not always their feelings — as aligned with those of the Argentine nation. This was not just air service; it was a diplomatic effort to reinforce Argentine presence and care on the islands — a soft, persistent reminder that Argentina was present and committed to the Malvinas, long before the escalation of 1982. The Situation in the Early 1980s By the early 1980s, it seemed that the British government was seriously beginning to seek a solution to the sovereignty dispute with Argentina. Talks were underway over a possible leaseback or long-term lease of the islands. While this proposal did not fully satisfy Argentina’s aspirations, it marked a significant breakthrough and a radical shift in the British government’s negotiating stance, appearing to move away from its old stalling tactics. On the other hand, Argentina’s efforts to improve the well-being of the Malvinas population were at their peak. Nearly a decade had passed since LADE’s first flight, and the islanders were openly enjoying the services provided by Argentina. The most important included: ✅ Two weekly LADE flights using Fokker F-27 and F-28 aircraft, which enabled the arrival of tourists, benefiting local commerce and hospitality. ✅ Postal and cargo services on all flights, ensuring the regular delivery of mail, newspapers, magazines, videos, films for projection at the local cinema, and supplies like vegetables and medicines. ✅ Regular provision by YPF of gasoline and kerosene. Diesel, fuel oil, and lubricants were marketed by FIC. ✅ Supply of liquefied gas in cylinders and canisters by Gas del Estado, which even had to expand its storage plant to meet growing demand. ✅ Maritime transport by the Argentine Navy’s Transportes Navales, on a four-month rotation, ensuring the delivery of gas, fuel, and other goods purchased in Argentina: flour, corn, animal feed, etc. ✅ Spanish-language instruction in the schools of Puerto Argentino (Port Stanley), provided by Argentine bilingual teachers. ✅ Scholarships for young Malvinas islanders who wished to complete their secondary studies at Argentina’s top British-style schools. ✅ A notable increase in Argentine and international tourism. Simultaneously, with the change of Argentina’s representative in 1980, the British governor, the government secretary, and the Anglican cathedral pastor were also renewed. Except for the manager of the Falkland Island Company, the most influential figures were new — creating a favorable climate for management without prejudice or entrenched wear. The first gesture of goodwill from the new authorities was to grant the Argentine representative distinguished, preferential, and open treatment, evident in every social or work meeting they held. Problems regarding the application or interpretation of the 1971 Communications Agreement were analyzed without speculation and with broad-mindedness. Solutions were found without delay, and new ideas were launched to expand and deepen cooperation. It can confidently be said that, in the months leading up to the war, the attitude and disposition of Governor Rex Hunt and his government secretary, Dick Baker, were clearly favorable to strengthening relations with Argentina. Argentine Air Force

Pre and Postwar Argentine Aircrafts

Foreign Aircraft in Postwar Argentine Aviation

North American Northrop 8A-2. Foto Revista LIFE.

Northrop Model 8A-2

 

Model 8A-2
Version for Argentina. Equipped with fixed landing gear, ventral gun position, and powered by an 840 hp (626 kW) Wright R-1820-G3 Cyclone engine. 30 units built.

The Northrop A-17, a development of the Northrop Gamma 2F, was a two-seat, single-engine monoplane attack bomber built in 1935 by the Northrop Corporation for the U.S. Army Air Corps. (Source: Wikipedia)

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Cyclone Wright R-1820-E. Museo Smithsonian del Espacio Aéreo. corriente continua

 

 

 
North American NA-16



Curtiss Hawk 75H

 

North American Aviation NA-16 was the first trainer aircraft built by North American Aviation, Inc., and marked the beginning of a line of American training aircraft that would eventually exceed 17,000 units.

Developed into:

• North American BT-9

• T-6 Texan

• North American P-64

• CAC Wirraway

The NA-16 was a single-engine, low-wing monoplane with tandem open cockpits and fixed landing gear. It was powered by a 400 hp air-cooled Wright Whirlwind radial engine. Although primarily of metal construction, the rear fuselage was fabric-covered.

The NA-16 first flew on April 1, 1935, and was sent to the United States Army Air Corps for evaluation as a basic trainer. The Army accepted the trainer for production but requested several significant modifications. These included replacing the Wright engine with a Pratt & Whitney R-1340, enclosing the cockpits, and adding fairings to the landing gear. The modified NA-16 was redesignated by North American as the NA-18, with production models entering Air Corps service as the North American BT-9 (NA-19).

In Australia, the Commonwealth Aircraft Corporation (CAC) produced 755 units of a modified version of the NA-16, known locally as the Wirraway, between 1939 and 1946.

Additionally, two NA-16 trainers were supplied to the Imperial Japanese Navy Air Service for evaluation in 1938, designated as KXA1 and KXA2.

(Source: Wikipedia)

 
 
 

Curtiss Hawk 75

 

 

 

Gloster Meteor F4

 

100 units were exported to Argentina, and they saw action on both sides during the 1955 revolution, with one aircraft lost on September 19, 1955.

The Argentine Air Force ordered 50 Meteor F.4s in May 1947, which included 50 ex-RAF aircraft and 50 newly built units. Deliveries began in July of that year. The Meteor remained in service until 1970, when the last aircraft were replaced by the Dassault Mirage III.

 

 

Brístol F.2B



Aeronaves militares y civiles en 1948. Fuente: "La Aeronautica Nacional al servicio del pais"

 

Avro Lincoln



 

 

 
Vickers "Vickings" cargo aircrafts

 


 
Bristol Tipo 170  Cargo plane

 
Douglas DC-4

 
De Havilland "Dove"


 
Canberra Mk 62

Surviving Examples

 

The Argentine Air Force received 27 Model 139W/WAA aircraft.

 

The only complete surviving B-10 is on display at the National Museum of the United States Air Force at Wright-Patterson Air Force Base, near Dayton, Ohio. The aircraft is painted to represent a B-10 used during the 1934 Alaska Flight. It is actually an export version sold to Argentina in 1938.

The aircraft survived as a ground crew training platform, and the Argentine Air Force continued using it to train personnel well into the 1960s. The U.S. Air Force Museum conducted an extensive search for surviving B-10 parts and eventually discovered this aircraft.

In 1970, the incomplete fuselage was formally donated by the Argentine government to the United States government, in a ceremony attended by the U.S. ambassador.

The aircraft was restored by the 96th Maintenance Squadron (Mobile), Air Force Reserve, at Kelly Air Force Base, Texas, between 1973 and 1976, and was put on display in 1976.

(Source: Wikipedia)

Argentine Mirage: Flying with Huge Fuel Tanks

 🇦🇷🇦🇷🇦🇷 Flying a "Gaucho Mrage" 🇦🇷🇦🇷🇦🇷

With two subsonic drop tanks of 1,700 liters each (limited to Mach 0.93) under its wings, the Mirage IIIE can carry up to 6,270 liters of JP1 or aviation-grade kerosene—2,970 liters internally plus the fuel in those two massive tanks.

Using this fuel setup, it can fly nonstop from Ezeiza IAP to Río Gallegos AFB, with Río Grande as an alternate airport, about 3,000 km away, cruising at an altitude of 12,000 meters.

But when these giant tanks are full, this wild stallion loses all agility—both on the ground and in the air.

On the ground, extra care must be taken with the landing gear. Taxiing must be slow and steady, with wide turns and minimal braking. Takeoff roll is much longer, consuming nearly the entire length of the runway.

At rotation, the control stick must be pulled back progressively, not abruptly, to avoid overloading the gear structure.

Once airborne, the climbout is shallow and close to the ground, aiming to build speed more quickly by keeping a lower angle of attack relative to the wind—or "airflow" for those unfamiliar with pilot lingo.

In flight, as long as the tanks are full, everything must be done smoothly.

Luis Briatore (c)

Argentine Air Force: The Eternal Legacy of the Mirage Series

The 43 years of the Mirages in the Argentine Air Force

From the birth of a legend to its retirement without replacement

In the mid-1960s, the Argentine Air Force (FAA) operated subsonic Gloster Meteor F.Mk-IV fighters and transonic North American F-86F Sabres, along with the veteran Avro Lancaster and Avro Lincoln bombers. Aware of the need to modernize its fleet, the FAA evaluated several options, including the supersonic Mirage III fighter from the French company Avions Marcel Dassault-Breguet Aviation (AMD-BA), and the subsonic American Douglas A-4B Skyhawk fighter-bomber.

The A-4B Skyhawk was ultimately selected to replace the Lancaster and Lincoln bombers, with an order of 49 units. As for the fighters, the licensed production of 100 supersonic interceptors was considered, but due to budget constraints, the project was abandoned in 1967 and negotiations began with AMD-BA for the acquisition of Mirage IIIE/D aircraft. However, the lack of funding also prevented this initial purchase.

At that time, the FAA operated around 20 Gloster Meteors in Morón and 25 F-86F Sabres in Mendoza, without missiles or onboard radar, relying instead on ground-based radars from the Grupo I de Vigilancia Aérea Escuela (GIVAE). Faced with the urgent need to replace the Meteors, several alternatives were considered, including the F-100 Super Sabre, the F-104 Starfighter, the English Electric Lightning, the Saab J-35 Draken, the F-5A Freedom Fighter, the McDonnell Douglas F-4E Phantom II, and the Mirage IIIE. Ultimately, the Mirage IIIE stood out as the best option due to its performance, availability, and operating cost.

The arrival of the Mirage IIIEA and the consolidation of supersonic power

In April 1965, a French delegation arrived in Buenos Aires with a formal proposal. In Latin America, countries such as Peru, Venezuela, Colombia, and Brazil were also interested in the Mirage. The decisive performance of the Israeli Mirage IIIC during the Six-Day War in 1967 ultimately tipped the balance in its favor.

In 1968, under the presidency of General Juan Carlos Onganía, negotiations began with Dassault. On July 14, 1970, the government of General Roberto Levingston signed contract M-III/70, approved by Decree 1710/70, for the purchase of 12 Mirage IIIEA (single-seat) and 2 Mirage IIIDA (two-seat) aircraft, at a total cost of 28 million dollars. An additional 21 million dollars was allocated for infrastructure and logistics.


The showgirl Isabel Martínez, President Perón, and nearby the despicable minister López Rega.

Training and Delivery

The first group of Argentine pilots was sent to France in 1971, where they trained at the Dijon/Longvic Air Base, flying French Mirage IIIBE aircraft. At the same time, a delegation traveled to Israel to study the combat use of the Mirage IIIC in the Heyl Ha'Avir (Israeli Air Force).

On January 10, 1973, test pilot Gérald Resal carried out the first flight of an Argentine Mirage III. On January 17, Vice Commodore Alcides Giosa became the first Argentine pilot to fly a Mirage solo, accompanied by Captain Enrique Román in a two-seat Mirage IIIDA.

The delivery of the aircraft was carried out in stages, transported by C-130 Hercules planes and assembled in Argentina with the assistance of French technicians. On May 31, 1973, a Mirage III squadron flew over the I Air Brigade in El Palomar, officially marking their entry into service.

In 1974, the FAA intensified its flights and developed advanced air-to-air combat tactics. The high level of training was demonstrated in 1975, when the unit received the "Flight Safety" award granted by the U.S. Air Force.

On January 5, 1976, the strategic importance of the Mirage led to the creation of the VIII Air Brigade in José C. Paz. In 1977, Argentina acquired 7 additional Mirage IIIEA aircraft, which were delivered between December 1979 and July 1980. In 1981, 2 Mirage IIIDA aircraft formerly operated by the Armée de l'Air were added to the fleet, arriving in 1982.

Malvinas War: Baptism by Fire

On April 2, 1982, the FAA had 17 Mirage IIIEA/DA aircraft and 36 Daggers (the Israeli version of the Mirage 5). The Mirage IIIEAs were deployed to Río Gallegos and Comodoro Rivadavia, where they faced British Sea Harrier FRS.1 jets.

On May 1, the Mirage aircraft carried out escort and combat missions. In an air duel, Captain García Cuerva (I-019) and First Lieutenant Perona (I-015) were attacked by AIM-9L Sidewinder missiles. Perona managed to eject, but García Cuerva attempted to land in Puerto Argentino and was shot down by friendly fire.

Throughout the war, the Mirage aircraft carried out 47 escort missions and 9 diversion missions. Lacking in-flight refueling capability, their time over the battlefield was very limited. Despite this, they contributed to the FAA's overall success by supporting A-4B Skyhawk and Canberra attacks against the British fleet.

The Post-Malvinas Era and Modernization

After the conflict, the FAA acquired 22 Israeli Mirage IIICJ/BJ aircraft in 1982, which entered service in 1984. In 1989, the Peruvian Mirage 5P aircraft were upgraded to the "Mara" standard, featuring improvements in radar and electronic defense systems.

On March 7, 1988, the VIII Air Brigade was disbanded, and the Mirage III aircraft were transferred to the VI Air Brigade in Tandil, operating alongside the Dagger/Finger jets in Fighter Group 6. They took part in joint exercises with the U.S. Air Force and in operations such as "Fortín," which focused on defending the airspace over northern Argentina.

The End of an Era

By 2015, only 7 Mirage aircraft remained operational. On November 29, the FAA officially retired the Mirage weapons system, leaving the country without supersonic fighters for the first time in its history.

In total, the FAA operated 94 Mirage aircraft:

• 19 Mirage IIIEA
• 4 Mirage IIIDA/BE
• 35 Dagger A
• 4 Dagger B
• 10 Mirage 5P/Mara
• 19 Mirage IIICJ
• 3 Mirage IIIBJ

Over 43 years of service, the Mirage fleet logged 131,000 flight hours, with 13 combat losses and 28 accidents.

Today, Argentina is still awaiting a replacement that meets its air defense needs, while the legacy of the Mirages remains intact in the memory of those who operated them with pride and bravery.

To conclude, and to preempt any controversy, it is worth making a clear clarification regarding the Israeli Mirage IIICJ/BJ aircraft. The transaction was carried out by the FAA through the company Isrex Argentina S.A., and the aircraft were acquired during the war; the payment was made via Credit Suisse to an offshore shell company linked to IAI. However, the aircraft only became available for delivery in November 1982, by which time the war had ended, the FAA command had changed, and the justifications for accepting the aircraft—despite their age and poor condition—were no longer valid.



The entire operation was left in limbo, partly due to non-compliance on the Israeli side, and partly because Argentina no longer wanted the aircraft. Nevertheless, neither Isrex Argentina S.A. nor IAI were willing to return the funds already paid. As a result, the Alfonsín administration inherited the agreement from the military regime and, in 1984, ordered the delivery of the aircraft.



All of the aircraft were delivered to the FAA in 1984 and entered service starting in 1985, as they were gradually refurbished at the Río IV Materiel Area. This refurbishment process is what led to both the Mirage IIIC and B models—known as "Shahak"—receiving the suffix "J" (for Judío, meaning "Jewish") to highlight their origin and modification. Officially, they were reclassified as IIICJ and B models as BJ, a designation the Argentine Air Force never actually used.



This mirrored what happened with the first Skyhawks acquired by Argentina, which were designated A-4P due to the upgrades performed prior to their delivery. However, the FAA continued to refer to them as A-4B. For comparison, the A-4Bs delivered to the Navy were redesignated A-4Q after being refurbished, and unlike the FAA, the Argentine Navy did adopt and use the new designation.

To close the matter, here is the official Israeli serial number list of all the aircraft that were later operated by Argentina under its own serial numbers:

•     CJ-2 (the one marked with the "Jew" symbol) = C-701 in FAA
•     CJ-4 = C-702
•     CJ-12 = C-703
•     CJ-14 = C-704
•     CJ-20 = C-705
•     CJ-22 = C-706
•     CJ-29 = C-707
•     CJ-31 = C-708
•     CJ-32 = C-709
•     CJ-33 = C-710
•     CJ-34 = C-711
•     CJ-40 = C-712
•     CJ-42 = C-713
•     CJ-47 = C-714
•     CJ-59 = C-715
•     CJ-64 = C-716
•     CJ-65 = C-717
•     CJ-66 = C-718
•     CJ-67 = C-719
•     BJ-1 = C-720
•     BJ-2 = C-721
•     BJ-4 = C-722

There was one additional aircraft, known as number 23, though it is unclear whether it was a CJ or BJ. Due to its poor condition, only usable parts were salvaged—though it remains uncertain whether this was done in Israel (Palestina) or in Córdoba. The aircraft never entered service and does not appear in the FAA’s official active roster. A similar case applies to the A-4M and TA-4J aircraft acquired by Argentina, which were used as sources of spare parts for operational units or as training material for FAA students.

Lastly, the Mirage IIIC—specifically the CJ, C-713—was sold back to the Israelis for the symbolic price of 1 U.S. dollar. Today, it is preserved in an Israeli museum, restored with its original operational number and prefix: CJ-42, which was its original serial designation.

In total, the Argentine Air Force acquired and operated 94 supersonic delta fighter-bombers, including Mirage IIIEA/DA, Dagger/Finger A/B, Mirage 5P/Mara, and Mirage IIICJ/BJ aircraft. These comprised:

• 83 single-seat aircraft:

  • 19 Mirage IIIEA

  • 35 Dagger A

  • 19 Mirage IIICJ

  • 10 Mirage 5P/Mara

• 11 two-seat aircraft:

  • 2 Mirage IIIDA

  • 2 Mirage IIIBE/DA

  • 4 Dagger B

  • 3 Mirage IIIBJ

At its peak, Argentina operated 77 to 78 supersonic delta aircraft simultaneously, making it the country with the largest and most powerful Mirage fleet in Latin America.

Obtaining a reliable record of Mirage aircraft losses in the Argentine Air Force (FAA) is a difficult task, with gaps and inconsistencies in official information. However, based on available data up to 2007 and later confirmed incidents, a partial but detailed reconstruction is as follows:

Combat Losses (Malvinas/Falklands War – 1982)

• 11 aircraft lost in combat:

  • Dagger A: Majority of losses

  • Mirage IIIEA: Several losses confirmed (e.g., I-019)

Accidents and Decommissioning up to 2007

Mirage IIIEA

• 4 aircraft lost in accidents:
  

  •     I-001
  •     I-009
  •     I-014
  •     I-020

• 2 aircraft decommissioned (not due to accidents):
  

  •     I-012
  •     I-016

IAI Dagger / Finger

• 13 aircraft lost in accidents:
  
  

  •     C-401
  •     C-405
  •     C-406
  •     C-413
  •     C-414
  •     C-418
  •     C-421
  •     C-425
  •     C-427
  •     C-429
  •     C-431
  •     C-434
  •     C-435

Mirage 5P / Mara

• 3 aircraft lost in accidents:

  •     C-604
  •     C-607
  •     C-609

Mirage IIICJ / BJ

• 3 aircraft lost:

  •     C-707
  •     C-720
  •     C-705

Post-2007 Losses

• At least 2 additional Mirage IIIEA aircraft lost in accidents in 2009 and 2013 (registration numbers unknown).

Summary of Known Losses and Final Status

• 13 aircraft lost in combat

• At least 28 aircraft lost in accidents

• 53 aircraft retired/deactivated due to age, obsolescence, or lack of spare parts

• Total: 94 Mirage-family aircraft operated

Operational Status by 2015

By late 2015:

• 25 Mirage fighters remained on the FAA inventory (variants: Mirage IIIEA/DA, Finger A/B, Mara)

• Only 7 aircraft were truly operational

• On November 29, 2015, the Mirage weapon system was officially retired without replacement, marking:

The first time in Argentine history the country was left without a supersonic air defense capability.

This situation remains unchanged as of today, nearly three years later, without any serious political, institutional, or legal accountability. No strategic action has been taken to restore national air defense capability. The four interceptor squadrons that once belonged to the Nation and the Argentine People have been dissolved, with no recovery effort from successive governments.



This represents a critical and unresolved national security failure, leaving Argentina vulnerable and symbolically disarmed in terms of sovereign airspace protection.

🛩️ Mirage IIIDA / IIIBE (two-seat aircraft)

Aircraft	Origin / Notes	Fate
I-001	Built 01-04-1972; arrived 05-09-1972 aboard C-130 TC-63; first flight 10-01-1973	Crashed 30-03-1979 near Derqui during a training flight; both crew members ejected successfully
I-002	Built 01-05-1972; arrived 05-02-1973 aboard C-130 TC-65; first flight 10-01-1973	Crashed in 1991, repaired in 1997
I-020	Ex-French Mirage IIIBE, upgraded to DA; delivered Dec 1982	Destroyed in accident on 06-05-1994
I-021	Ex-French Mirage IIIBE, upgraded to DA; delivered Jan 1983	In service

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🛩️ Mirage IIIEA (single-seat aircraft)

Aircraft	Notes	Fate
I-003	Built 23-09-1972; arrived 23-09-1972 aboard C-130 TC-62; first flight 10-01-1973	In service
I-004	Built 01-11-1972; arrived 01-11-1972 aboard C-130 TC-61	In service
I-005	Built 18-03-1973	In service
I-006	Built 18-03-1973; arrived 18-03-1973 aboard C-130 TC-66	Special paint scheme in 1997 for 25th anniversary
I-007	Built 13-04-1973; arrived 13-04-1973 aboard C-130 TC-63	In service
I-008	Built 05-05-1973; arrived 05-05-1973 aboard C-130 TC-66	In service
I-009	Built 20-05-1973; arrived 20-05-1973 aboard C-130 TC-66	Crashed 23-03-1976; pilot ejected successfully
I-010	Built 29-06-1973; arrived 29-06-1973 aboard C-130 TC-66	In service
I-011	Built 17-07-1973; arrived 17-07-1973 aboard C-130 TC-66	In service
I-012	Built 27-07-1973; arrived 27-07-1973 aboard C-130 TC-65	Later decommissioned
I-013	Built Oct 1979; arrived Nov 1979	Crashed 01-05-1997 during FAA Baptism of Fire celebration; pilot Lt. Marcos Peretti killed
I-014	Built Oct 1979	Crashed 25-08-1987 in Entre Ríos; pilot Capt. Juan Carlos Franchini Allasia killed
I-015	Built Oct 1979	Shot down on 01-05-1982 over Borbón Island by Sea Harrier XZ-452 (Flt Lt Barton); pilot 1st Lt. Perona ejected
I-016	Built Nov 1979	Accident on 08-10-1983 in Río Gallegos; deemed irreparable, used for spares
I-017	Built Dec 1979	Used postwar for AIM-9M Sidewinder missile integration
I-018	Built Jan 1980	In service
I-019	Built Jan 1980	Shot down 01-05-1982 over Borbón Island by Sea Harrier XZ-453 (Lt Thomas); Capt. García Cuerva attempted emergency landing, killed by friendly fire near Puerto Argentino
I-020	Already listed above under IIIDA

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This list illustrates the detailed operational history and fate of each Mirage IIIEA/DA in FAA service, including:

• Combat losses (notably I-015 and I-019 during the Malvinas War)

• Accidents with fatalities (e.g., I-013, I-014)

• Units converted from French Air Force aircraft (e.g., I-020, I-021)

• Unique roles or commemorative paint schemes (e.g., I-006, I-017)

General Characteristics – Mirage IIIEA

Manufacturer: Avions Marcel Dassault
Type: Air Defense Interceptor

Dimensions

• Length: 14.08 meters

• Wingspan: 8.21 meters

• Empty weight: 6,531 kg

• Maximum takeoff weight: 13,510 kg

Propulsion

• Engine: SNECMA Atar 09C-03 turbojet

• Thrust:

  • 4,284 kgf (at sea level, dry)

  • 6,185 kgf (with afterburner)

 Performance

• Maximum speed: 2,217 km/h (Mach 2.1) at 12,200 meters

• Service ceiling: 17,000 meters

• Maximum range: 2,800 km

 Avionics

• Radar: Thompson-CSF Cyrano II bis monopulse radar (200 kW, I/J bands)

• Gunsight: CSF 97

• IFF: LMT 3560J

• Navigation: TACAN system

 Armament

• Fixed guns:

  • 2× DEFA 552A 30 mm cannons

  • 125 rounds per gun

• External hardpoints (5 total):

  • 4 wing-mounted

  • 1 ventral

  • Up to 4,000 kg of stores, including:

    • 1× Matra R530E missile (IR or SARH) on centerline

    • 2× Matra R550 "Magic I" IR-guided missiles on outer wing pylons

    • Drop tanks:

      • RP30 (1,700 liters)

      • RP62 Supersonique (500 liters)

    • Rocket pods: RPK, Madnap

    • Bombs: BK, BR series

Let me know if you’d like technical specs for the Dagger/Finger, Mara, or IIICJ/BJ variants as well.