Military Review

Israeli multi-purpose aircraft "Arava"

57
Israeli multipurpose aircraft "Arava"



By the mid 60s of the last century, Israeli aviation the industry reached a level of development at which it became possible to mass-produce its own aircraft. In 1966, the IAI (Israeli Aircraft Industries) company began designing a light transport and passenger aircraft with a short take-off and landing. Even at the design stage, it was envisaged that the new multi-purpose machine will be operated from minimally trained field airfields.

The aircraft, named Arava (a deserted area on the border between Israel and Jordan) and the IAI-101 index, was a high-profile aircraft with a fuselage-gondola and two beams, with engines installed at the front ends, and spaced vertical tail and stabilizer mounted on the rear ends. Such an aerodynamic scheme, previously used in the much larger and heavier US military transport Fairchild C-119 Flying Boxcar, allowed for good take-off and landing characteristics and optimal use of internal volumes. The tail part of the all-metal fuselage of a semi-monocoque structure, to facilitate loading and unloading, deviates to the side by more than 90 °. The height of the cabin floor is at the level of the body of a standard truck.



There are doors on both sides of the fuselage for boarding the aircraft for the crew and passengers. The straight wing of the two-spar coffered structure is supported by two lower struts. From the means of wing mechanization, there were two-section flaps, occupying 61% of the span, slats, ailerons and retractable spoilers. The wing contains four fuel tanks with a total capacity of 1440 liters. The original power plant consisted of two Pratt & Whitney Canada PT6A-27 715 hp turboprop engines. The fixed tricycle landing gear with powerful oil-air shock absorbers is designed to compensate for shocks during a hard landing of the aircraft and to overcome runway irregularities up to 10 cm high. soggy "or covered with loose sand strips. It was planned that the new light transport and passenger aircraft would replace American-made C-3,37 piston aircraft in Israel.



Considered both civil and military use of the aircraft. In the passenger version was placed up to 20 people, in the transport - up to 2300 kg of cargo. In the VIP configuration, the aircraft housed up to 12 passengers. Crew 1-2 man. Modifications were also designed for use as a flying medical operating room, for terrain mapping, oil exploration, forcing rain, and as flying laboratories. An aircraft with a maximum take-off weight of 6800 kg could cover the distance 1300 km. Maximum speed - 326 km / h, cruising - 309 km / h. The length of the runway required for takeoff - 360 meters. Landing distance - 290 meters.


Rolling out the first copy of the IAI-101


The prototype flew 27 on November 1969 of the year, and soon the car went into mass production. In 1972, the aircraft was demonstrated at the aerospace exhibition in Hanover. In the same year, IAI organized a demonstration tour of Latin American countries, as a result of which the aircraft flew a total of 64 thousand km. Particular emphasis was placed on unpretentious service, cost effectiveness and excellent take-off and landing characteristics. In 1972, the aircraft was offered to customers for $ 450 000. The first buyers of the Arava became the Mexican Air Force, which ordered 5 copies. The Israeli Air Force only looked closely at the aircraft, but in mid-October 1973 of the year, during the Doomsday War, three IAI-101 Arava were transferred to the 122-th squadron at the Nevatit base. The planes were used for the operational supply of the Israeli troops, and in general, despite the recently begun production and a number of “children's ills,” they proved themselves well. However, after the end of hostilities, the first three cars were returned to the manufacturing company, and the Israeli Air Force officially acquired the first batch of upgraded aircraft only in 1983.



IAI’s hopes for the commercial success of the civilian IAI-101 variant did not materialize. The niche of the light twin-engine aircraft of local airlines was occupied by numerous competitors. In addition, in the middle of the 70-x in operation there were still a lot of piston machines of the previous generation. In the third world countries, Douglas C-47 (DC-3) was especially common, which in total built around 10 000 copies. In the 60-70-ies in the market there was an overabundance of these machines, as the military got rid of obsolete, in their opinion, transport and passenger aircraft. “Douglas” with a still very decent resource could be bought for $ 50-70 thousand. Under these conditions it was very difficult to break into the civilian market of the Israeli company with its light passenger aircraft. As a result, despite the strong advertising, they managed to sell a small number of civilian modifications IAI-101. At the same time, the air forces of the poor countries of Latin America and Africa showed interest in a universal machine in many respects.



Considering that in countries that could potentially act as buyers for the Israeli Arava, there were often problems with all sorts of insurgents, weapons were installed on the aircraft. And this to a certain extent really affected the export potential, since now the plane could not only land the paratroopers, but also support them, if necessary, with fire. Tests of an armed prototype, conducted in Israel, have shown that thanks to a good view from the cockpit, pilots easily and quickly detect and identify ground targets. The relatively low flight speed and good maneuverability made it easy to take a favorable position for the attack. However, during the tests, military representatives noted the great vulnerability of the "Arava" in operations over areas with advanced air defense. There were no special measures to increase survivability, such as retrofit tanks or cockpit armor, and in case of a meeting even with the enemy’s subsonic attack aircraft, the chances of escaping safely were minimal.


Armed version of the aircraft "Arava"


The aircraft was armed with two Browning 12,7-mm machine guns, with fairings in front of the fuselage (one on each side). Another turret gun in the tail cone of the fuselage defended the rear hemisphere from fighter attacks and shelling from the ground. General ammunition was very impressive - 8000 cartridges.


The front of the aircraft "Arava", equipped with 12,7-mm machine guns and NAR


In addition, on two pylons on the fuselage, two NAR containers or other combat loads weighing 500 kg could be suspended. In addition to the installation of weapons and sights, in the form of additional options, devices for resetting dipole reflectors and shooting heat traps were offered.

The modernized military aircraft in 1977, designated IAI-202, was equipped with Pratt & Whitney Canada PT6A-34 780 hp aircraft engines. with three-bladed propellers with a diameter of 2,59 m. This made it possible to reduce the takeoff roll and increase the aircraft's carrying capacity to 2,5 tons. The takeoff run was 230 m, and the landing run was 130 m.With new, more powerful engines, the maximum speed was 390 km / h, and the cruising speed was 319 km / h. Some of the aircraft were rebuilt from earlier modifications during the overhaul; to install new engines, the wing had to be completely changed. The assigned flight life of the late production aircraft was 40000 hours.

Civilian modification with engines of increased power and improved equipment received the designation IAI-102. The largest number of such vehicles were sold to Argentina, where they were used on mountain airfields with limited lanes.

In the IAI-202 aircraft cargo cabin, modified in the interests of the military, 24 military personnel could be accommodated. weapons, 16 parachutists, easy all-terrain vehicles with recoilless guns and 4 man calculations, or 2,5 tons of cargo. If necessary, there was a possibility of re-equipment in the sanitary version. At the same time, 12 stretcher is installed in the cargo compartment and workplaces for two doctors are equipped.


Airplane "Arava" with search radar from the nose


In addition to the universal multi-purpose aircraft, limited series produced specialized versions. Patrol-anti-submarine modification differed from other models by the presence in the nose of the search radar, capable of detecting the periscopes of submarines. On the plane installed special equipment weighing about 250 kg. The armament included four anti-submarine torpedoes Mk14 and twelve acoustic buoys.

The ability to be airborne for up to 10 hours allowed the use of the Arawa as an air repeater, electronic reconnaissance aircraft and EW. In this case, a set of electronic equipment weighing up to 500 kg and two operators are placed on board.



Several vehicles of this modification were used in the Israeli Air Force, but, unfortunately, high-quality images of these aircraft, as well as reliable details regarding the composition of the equipment and details of the application could not be found.

During operation, the scope of application of "Aravy" was very diverse. Aircraft often used as towing aircraft targets and when performing search and rescue operations. When equipping field airfields, the Arava could be used to deliver fuel and refuel other aircraft and helicopters, as well as to refuel ground-based equipment in the field. For this purpose, fuel tanks with a total capacity of up to 2000 liters and refueling equipment were mounted in the cargo cabin of the aircraft.



But, despite the efforts of Israeli Aircraft Industries, which tried to attract foreign buyers with combat capabilities, good take-off and landing characteristics, stability, excellent maneuverability for machines of this class, simplicity and ease of operation, the Arava aircraft did not meet expectations. The aircraft, which was in serial production from 1972 to 1988 year, was built in the number of 103 instance. In this case, 2 / 3 machines were released in a military configuration.



In addition to Israel, the Arava was supplied to 16 countries: Argentina, Bolivia, Venezuela, Haiti, Guatemala, Honduras, Cameroon, Liberia, Mexico, Nicaragua, Papua New Guinea, El Salvador, Swaziland, Thailand, Ecuador. In a large part of the countries of this list, there were problems with anti-government armed formations, and Israeli-made multi-purpose aircraft were used in hostilities.


Light military transport aircraft "Arava" Colombian Air Force


A case in point is the example of the Colombian Air Force. Three Arava airplanes with an armament set were transferred to the Colombian Air Force in April 1980. Soon, the planes were used in conjunction with the AC-47 "hugs" against the left-wing rebels operating in the jungle. However, in the role of attack aircraft, operating at low altitudes, the plane was not too successful. The relatively low speed and large silhouette made it a good target for anti-aircraft fire. After the aircraft began to return from combat missions with bullet holes, and among the crews there were wounded, the Arava refused to use it. As a result, specialized anti-guerrilla aircraft: А-37, OV-10 and "Tukano" began to attract the positions of left-wing armed groups and the destruction of the dumped objects of drug traffickers.

The planes switched to more specific tasks: the delivery of food and ammunition to remote garrisons, the transportation of small troops, the evacuation of those in need of medical assistance, air reconnaissance and patrol flights. In flight accidents, two Colombian light transporters were lost during the 10 years. Fortunately for those aboard, none of them died. To date, only the “Arava” has remained in Colombia, the aircraft has undergone repairs and is being used in the civilian sector.


IAI-202 Air Force of El Salvador at the Aereopuerto Militar de Ilopango airbase


However, as the practice of use in other countries has shown, the Arava turned out to be a good ganship, especially at night. Having on board a large-caliber machine gun, or a light 20-mm automatic cannon installed in the doorway, the plane, flying in a circle, could continuously fire at the same target, being out of reach of effective small-arms fire. At the same time, the goal for better visual visibility is often “marked” with phosphorus ammunition. This is how the Salvadoran IAI-202 was applied.


Satellite image of Google Earth: Salvadoran IAI-202 at Aereopuerto Militar de Ilopango airbase

In addition to El Salvador and Colombia, “Aravam” had the opportunity to “smell gunpowder” in Bolivia, Nicaragua, Honduras and Liberia. It was reported that one Liberian IAI-202 was shot down by 14,5-mm ZPU-4 anti-aircraft fire. Until recently, one Bolivian aircraft, armed with heavy machine guns and the NAR, regularly flew combat missions against drug barons operating in remote areas of the country. As a rule, the Arava acted as an air command post, directing and coordinating the actions of the AT-33 light jet attack aircraft.


"Arava" Honduran Air Force


Without a doubt, the airplanes "Arava" have a rich combat history. But the specificity of anti-confrontational actions is such that the details of special operations, as a rule, do not leak into the media. Despite the fact that most of the machines were operated on field airfields in countries where the level of maintenance left much to be desired, the accident rate was relatively small. In accidents and catastrophes, about 10% of the entire fleet was lost, and most of the flight accidents occurred due to the “human factor”. The last major incident with the Arawa plane was 15 March 2016. The car, owned by the Ecuadorian Air Force, crashed into the mountainside in bad weather conditions. The crash killed 19 Ecuadorian paratroopers and 3 crew member.

Currently, the flight career of the Arava aircraft has already ended in most of the operating countries. So, the Israeli Air Force abandoned this car in 2004 year, and now in the flying state in the world there are no more than two dozen cars. Despite the very good operational and flight data, in many ways an outstanding aircraft did not deserve due recognition. The reason for this was the dominance of the European and American aircraft manufacturers that were more prominent than the Israeli IAI and the very specific position of Israel in the world, which hindered the export of aircraft from this country to the 70-80-s. The government of a number of countries refused to trade with Israeli companies for political reasons. Moreover, unlike the USSR or the USA, the Jewish state could not afford to supply weapons on credit or give to its allies, which certainly affected the spread of Israeli military-industrial complex products in the world.

Based on:
http://airspot.ru/catalogue/item/iai-201-arava
http://1000aircraftphotos.com/HistoryBriefs/IAI-Arava.htm
http://www.zvo.su/VVS/voenno-transportnyy-samolet-arava.html
Author:
57 comments
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  1. garx
    garx 4 August 2017 07: 47
    0
    Arava of honduras laughing
    1. Bongo
      4 August 2017 08: 25
      +14
      Quote: garx
      Arava of honduras

      Very informative comment! I am sure that the rebels caught in the fire of the 20-mm gun installed in the doorway of the Arava aircraft of the Honduran Air Force were not so funny.
      1. vladimirZ
        vladimirZ 4 August 2017 08: 49
        +8
        An interesting layout of the aircraft: the aerodynamically clean fuselage suspended from the wing creates not only minimal resistance, but also the convenience of quick loading and unloading of the aircraft, which is important in a guerrilla warfare, with a minimum take-off and landing length, for takeoff - 360 meters, landing - 290 meters.
        1. Bongo
          4 August 2017 08: 56
          +4
          Quote: vladimirZ
          An interesting layout of the aircraft: the aerodynamically clean fuselage suspended from the wing creates not only minimal resistance, but also the convenience of quick loading and unloading of the aircraft, which is important in a guerrilla warfare, with a minimum take-off and landing length, for takeoff - 360 meters, landing - 290 meters.

          Yes, for these purposes it is almost perfect. yes But as stated in the publication, the Israelis did not use such a layout first.

          At the end of the 40's, the average American MTC C-119 Flying Boxcar took off, with two piston engines with 3400 horsepower.

          1. padded jacket
            padded jacket 4 August 2017 11: 14
            +2
            Quote: Bongo
            At the end of the 40's, the average American MTC C-119 Flying Boxcar took off, with two piston engines with 3400 horsepower.

            You are most likely mistaken for the prototype of this scheme taken by Israeli Jews for your Arava. The Gotha Go-3 aircraft, designed by the Nazis 1942 Reich in 244, was most likely the prototype of this scheme.

            1. Bongo
              4 August 2017 11: 31
              +8
              Quote: quilted jacket
              You are most likely mistaken for the prototype of this scheme taken by Israeli Jews for your Arava. The Gotha Go-3 aircraft, designed by the Nazis 1942 Reich in 244, was most likely the prototype of this scheme.

              I do not think that Israeli designers had the opportunity to get acquainted with Go-244. For that matter, before the C-119, the Fairchild C-82 Packet appeared during World War II.

              One way or another, but “Arava” was a fairly successful machine, and the small circulation of this aircraft is associated exclusively with the place of its production.
              1. padded jacket
                padded jacket 4 August 2017 11: 37
                +2
                Quote: Bongo
                I do not think that Israeli designers had the opportunity to get acquainted with the Go-244.

                Well, this is your opposite opinion.
                Quote: Bongo
                For that matter, before the C-119, the Fairchild C-82 Packet appeared during World War II.

                The Nazi aircraft Gotha Go-244 was still developed and took off earlier than the US C-82 Packet
                1. Bongo
                  4 August 2017 11: 48
                  +8
                  Quote: quilted jacket
                  Well, this is your opposite opinion.

                  Not so important. Although your doubts could probably be resolved by the designers of Israeli Aircraft Industries. But they are unlikely to answer us. request
                  1. padded jacket
                    padded jacket 4 August 2017 11: 58
                    +2
                    Quote: Bongo
                    Although your doubts could probably be resolved by the designers of Israeli Aircraft Industries.

                    I have strong doubts that the "Israeli Aircraft Industries designers" will answer honestly.
                    Although all this is not so important, the fact is that the development of the Gotha Go-244 began in 1941 and in 1942 it already flew
                    1. faiver
                      faiver 4 August 2017 20: 44
                      +7
                      Go-244 is actually an ersatz airplane made of a landing glider
                      1. padded jacket
                        padded jacket 5 August 2017 12: 47
                        0
                        Quote: faiver
                        Go-244 is actually an ersatz airplane made of a landing glider

                        So what? Because of this, that he did not fly?
                        But what about the Germans built 176 copies of this aircraft?
            2. Cord127
              Cord127 6 August 2017 15: 34
              +2
              Past a padded jacket.
              “Obviously, the non-powered version of the Gotha“ flying container ”turned out to be more successful. This conclusion is confirmed by comparing the number of Go 242 and Go 244. The last assembled glider was rolled out of the workshop in July 1944, the total output was 1528 cars., And only 133 of them were converted into a twin-engine "244". " Taken from the site "Sky Corner
            3. Setrac
              Setrac 6 August 2017 17: 06
              +1
              Quote: quilted jacket
              You are most likely mistaken for the prototype of this scheme taken by Israeli Jews for your Arava. The Gotha Go-3 aircraft, designed by the Nazis 1942 Reich in 244, was most likely the prototype of this scheme.

              Or maybe the same people created this plane as for the Third Reich?
              1. padded jacket
                padded jacket 6 August 2017 19: 16
                +1
                Quote: Setrac
                Or maybe the same people created this plane as for the Third Reich?

                This option cannot be ruled out either.
        2. avt
          avt 4 August 2017 10: 40
          +1
          Quote: vladimirZ
          An interesting layout of the aircraft: the aerodynamically clean fuselage suspended from the wing creates not only minimal resistance, but also the convenience of quick loading and unloading of the aircraft, which is important in a guerrilla warfare, with a minimum take-off and landing length, for takeoff - 360 meters, landing - 290 meters.

          bully It remains only to google and find out why transport aviation refused such a “perfect” two-beam scheme. bully
          1. vladimirZ
            vladimirZ 4 August 2017 11: 47
            +4
            It remains only to google and find out why transport aviation refused such a “perfect” two-beam scheme. - avt

            Perhaps they refused it for various reasons, but the main thing -
            strength characteristics when designing heavy aircraft with this layout.
            Yes, and the aviation traditions in each company have their own, acquired, as they say, baggage of knowledge and experience.
        3. Setrac
          Setrac 6 August 2017 17: 02
          0
          Quote: vladimirZ
          Interesting aircraft layout

          Some freak.
          1. vladimirZ
            vladimirZ 7 August 2017 05: 37
            +4
            Some freak. - Setrac

            That which can fly, by definition, cannot be ugly. Each flying device is beautiful in its own way.
            1. Setrac
              Setrac 7 August 2017 18: 29
              +1
              Quote: vladimirZ
              That which can fly, by definition, cannot be ugly.

              This definition is incorrect by definition.
              1. vladimirZ
                vladimirZ 8 August 2017 06: 04
                0
                This is your subjective point of view. Paraphrasing the words of the famous aircraft designer A.N. Tupolev, that a beautiful plane can fly, "what flies, and moreover, is a beautiful plane."
                You are not keen on airplanes.
                1. Setrac
                  Setrac 8 August 2017 14: 01
                  0
                  Quote: vladimirZ
                  Paraphrasing the words of the famous aircraft designer A.N. Tupolev, that a beautiful plane can fly

                  Well, you can’t be such a dense dunno! Verbatim:
                  Only beautiful planes fly well. Tupolev A.N.
                  Quote: vladimirZ
                  "what flies, and moreover, successfully, is a beautiful plane."

                  Successfully and well - these are not synonyms; you have shamelessly misinterpreted everything.
                  When I was little, I made a plane out of cardboard boxes, it also flew successfully when I pushed it from the roof ...
                  1. vladimirZ
                    vladimirZ 8 August 2017 17: 22
                    0
                    When I was little, I made a plane out of cardboard boxes, it also flew successfully when I pushed it from the roof ... - Setrac

                    You seem to have remained small ...
  2. The leader of the Redskins
    The leader of the Redskins 4 August 2017 08: 55
    +7
    I never heard about this car smile Thanks to the author.
    The plane - "simple and tasteful" ,,,
  3. Großer feldherr
    Großer feldherr 4 August 2017 10: 25
    +4
    It looks like an inverted "frame")
    We would have come in handy now, corn-makers are running out of resources and they don’t see a domestic replacement when the rooster bites and we’ll run from China.
    1. Mooh
      Mooh 4 August 2017 13: 24
      +4
      There is a replacement, but no engine of its own. Everything rests on a small theater of operations with a decent resource. Arabs, which is typical, also flew on Pratt & Whitney.
      http://nevskii-bastion.ru/an-2ms/
      1. Turist1996
        Turist1996 4 August 2017 19: 48
        0
        Choi ?! TV3-117 Klimovsky is. In various ways. And VK-2500 too. You can’t even talk about TV3 - the resource, maintainability and prevalence are all in place. And according to the performance characteristics (including specific fuel consumption), it is quite a worthy unit.
  4. Munchhausen
    Munchhausen 5 August 2017 12: 14
    0
    Do we need a modern aircraft of this class in the presence of a Mi-8 helicopter?
    1. zyablik.olga
      zyablik.olga 5 August 2017 16: 02
      +7
      Quote: Munchhausen
      Do we need a modern aircraft of this class in the presence of a Mi-8 helicopter?

      Strange logic, even I am a girl I understand what the difference is. You did not try to compare the speed of flight, fuel consumption and maintenance costs?
  5. corporal
    corporal 5 August 2017 12: 32
    +2
    Finally, the author began to publish short articles wassat hi
    Undoubtedly +
    1. zyablik.olga
      zyablik.olga 5 August 2017 16: 04
      +3
      Quote: Corporal
      Finally, the author began to publish short articles wassat hi
      Sure +

      If Sergei had time, he would have swung. Next week will be released next "reconnaissance" of Syria, with satellite imagery.
  6. faiver
    faiver 5 August 2017 13: 15
    +2
    padded jacket,
    you at the same time tell how much he flew in time bully

    you still me-323 remember ....
  7. zyablik.olga
    zyablik.olga 5 August 2017 16: 00
    +3
    padded jacket,
    Quote: quilted jacket
    But what about the Germans built 176 copies of this aircraft?

    By the standards of wartime, it is almost nothing ...
    1. padded jacket
      padded jacket 5 August 2017 16: 11
      0
      Quote: faiver
      you at the same time tell how much he flew in time

      Quote: zyablik.olga
      By the standards of wartime, this is practically about nothing ..

      So what?
      Did he fly? He flew and performed his functions until the end of 1943 and was decommissioned due to the fact that it used captured French engines that the Germans got during the occupation of France and which turned out to be weak and extremely unreliable.
      Quote: faiver
      you still me-323 remember ....

      What for? Or do you just have nothing more to say?
    2. Professor
      Professor 6 August 2017 09: 46
      +6
      Quote: zyablik.olga
      By the standards of wartime, it is almost nothing ...

      A "padded jacket" is not important. He has the word "Israel" in his algorithm, and as soon as the word pops up in some article, he is programmed to troll and pour mud. The work of his team is like that.

      And the article is definitely "A PLUS". good There is nothing to add.
      1. padded jacket
        padded jacket 6 August 2017 10: 35
        0
        Quote: Professor
        "Israel" and as soon as this word pops up in some article, it is programmed to troll and pour mud.

        Well, you're a professor, as always, invent laughing
        And the fact that in addition to the general layout scheme for the Nazi aircraft Go-244 and your Israeli Arava, even wing struts exist that are not visible to other aircraft (the same scheme) already suggests that the Israeli aviation school and the German aviation school are closely connected times 3 Reich Hitler.
  8. Munchhausen
    Munchhausen 5 August 2017 17: 10
    0
    Quote: zyablik.olga
    Quote: Munchhausen
    Do we need a modern aircraft of this class in the presence of a Mi-8 helicopter?

    Strange logic, even I am a girl I understand what the difference is. You did not try to compare the speed of flight, fuel consumption and maintenance costs?


    1. Speed, range and carrying capacity are comparable. + the possibility of vertical takeoff - landing.
    2. Fuel consumption as a matter of fact.
    3. Maintenance costs. There is a suspicion that for the price of such an aircraft from European or American masters, you can buy a bunch of Mi-8, and taking into account production (more than 12. thousand copies), even a girl like you can serve them.
    1. Bongo
      6 August 2017 01: 54
      +6
      Quote: Munchhausen
      Speed, range and carrying capacity are comparable. + the possibility of vertical takeoff - landing.

      In addition to vertical take-off and landing (the maximally loaded Mi-8 takes off on an “airplane”), the helicopter has no advantage. No. Can the difference in speed and altitude in 30% be called comparable?
      Quote: Munchhausen
      Fuel consumption as a matter of fact.
      Really? No. Specific fuel consumption of a helicopter TV3-117ВМ -0,215 kg / h.p. Engine PT6А-34 - 0,164 kg / h.p. An airplane, by definition, consumes less fuel, as it relies on the lift of the wing.
      Quote: Munchhausen
      Maintenance costs.

      The cost of an operating hour of one Mi-8 now exceeds 100 000 rubles, for the "classmate" IAI-202 of a Cessna 208A Caravan aircraft - 45000 rubles in Russia (cheaper abroad). The cost of the new Mi-8 is $ 15 million, Сessna 208A is $ 3 million. Feel the difference.
      Quote: Munchhausen
      Low demand for cargo "strykos" due to the development of helicopter technology.
      stop
      Low demand? Before writing this, find out the number of operated twin-engine aircraft with PT6A engines of the Arava class.

      Quote: Munchhausen
      There is a suspicion that for the price of such an aircraft from European or American masters, you can buy a bunch of Mi-8, and taking into account the production (more than 12. Thousand copies), even a girl like you can serve them.

      "You’re free to suspect, but you don’t have to juggle,"more than 12. thousand copies"- this is the number of built since 1965 years. Do you know how many of them are now in operation?
      Mi-8 was never a simple and cheap machine to maintain, and that is why and due to the high fuel consumption, the cost of an hour is much higher than that of light turboprop aircraft.
      Quote: Munchhausen
      Low demand for cargo "strykos" due to the development of helicopter technology.

      Tell this to users of light twin-engine aircraft with a theater of operations outside our country.
      1. Alex_59
        Alex_59 7 August 2017 13: 21
        +3
        Quote: Bongo
        In addition to vertical take-off and landing (the maximally loaded Mi-8 takes off on an “airplane”), the helicopter has no advantage.

        All the same, the comparison is not entirely correct. Mi-8 - the helicopter is twice as heavy as this Arava. Therefore, of course, gluttonous, but also lifting. And generally made for completely different goals and objectives. No Arava will be able to supply troops in the forests, swamps, tundra or mountains. And gas workers and oilmen prefer it, because whatever one may say, there is nowhere in the tundra to make every runway rocker even in these 300 meters. And to lay the square with 30x30 plates is easy. Therefore, in Russia, the Mi-8 is difficult to replace. Israel is a different matter.
        However, we also had our own Arava - An-28 / 38, and even An-14.
        1. zyablik.olga
          zyablik.olga 7 August 2017 13: 40
          +4
          Quote: Alex_59
          All the same, not quite a correct comparison.

          The comparison is absolutely not correct. yes A helicopter is needed where an airplane cannot land. But the cost of fuel and maintenance of the Mi-8 is several times greater than that of the "small aircraft". But I did not see any airplanes of this class "Arava" in the Far East. Maybe where else fly?
  9. Munchhausen
    Munchhausen 5 August 2017 17: 38
    0
    Low demand for cargo "strykos" due to the development of helicopter technology.
  10. A. Privalov
    A. Privalov 5 August 2017 22: 05
    +7
    Nice and detailed article with a lot of interesting data.
    I would like to clarify that the word "Arava" in Hebrew, besides the "desert region on the border of Israel and Jordan" has two more meanings - "steppe" and "willow". So, in our case, the name of the aircraft - "Arava" means "Willow".
    Air Force Air Base on which the 122 Squadron is based to this day is called Nevatim, and not Nevatit.

    It only remains to add that the Arava aircraft in the IAI 202 modification, equipped for EW, showed themselves well during Operation Medvedka 19 in the summer of 1982, when the Israelis defeated the Syrian forces and air defense forces deployed in Lebanon.

    Well, and finally, a photo from the Israel Air Force Museum:


    And the cockpit of this aircraft:
  11. voyaka uh
    voyaka uh 6 August 2017 09: 55
    +6
    I remember that I saw such a car at a small military airfield
    in the Jordan Valley in the late 80s. But I did not know what kind of "beast".
    Interesting article.
    Oh, there were no mobile phones then - now the camera is always at hand.
    I saw at the base in Maale Ephraim and several Super Sherman tanks (probably decommissioned)
    but still "alive" and how mechanics tinker at the Centurions ... Who knew that this was history.
  12. Munchhausen
    Munchhausen 6 August 2017 10: 07
    0
    Can Arava continue flying on one engine?
    1. Bongo
      6 August 2017 10: 51
      +5
      Quote: Munchhausen
      Can Arava continue flying on one engine?

      Maybe during the tests it was worked out.
  13. mvg
    mvg 6 August 2017 15: 14
    +2
    If he has such excellent 260 / 130 take-off and landing characteristics and a good carrying capacity of 2300 kg + 10 hours in the air, can he use it as a small AWAC on the Kuz? More powerful engines, springboard, aerofinisher. Any more interesting Ka-31. This is not the Yak-44 with its 40 000 kg max takeoff, but still.
    1. Operator
      Operator 6 August 2017 15: 21
      0
      The Israeli “Arava” monoplane sucks compared to the Russian TVS-2DT (carbon-fiber An-2) biplane with 25 flight time.
      1. babali
        babali 6 August 2017 15: 31
        +4
        sucks compared
        True, although one is single-engine and the second is twin-engine, the keel is different, the wing is different, well, one is from 2010, and the second is 1969
        and yes, of course.
        1. zyablik.olga
          zyablik.olga 7 August 2017 02: 24
          +7
          Quote: Operator
          The Israeli “Arava” monoplane sucks compared to the Russian TVS-2DT (carbon-fiber An-2) biplane with 25 flight time.

          And a twin-engine aircraft built over 45 years ago can be compared to a Solar Impuls aircraft. fool Nothing, that these machines are of a different class and between the time of their creation almost half a century. wassat As you do not read, so we have all the best "no analogs"! But where is it in reality, where are domestic airliners and why do people prefer foreign cars?
          Quote: babali
          True, although one is single-engine and the second is twin-engine, the keel is different, the wing is different, well, one is from 2010, and the second is 1969

          Well, the "Operator" does not pay attention to such trifles ... No.
    2. Bongo
      6 August 2017 15: 23
      +2
      Quote: mvg
      If he has such excellent 260 / 130 take-off and landing characteristics and a good carrying capacity of 2300 kg + 10 hours in the air, can he use it as a small AWAC on the Kuz? More powerful engines, springboard, aerofinisher. Any more interesting Ka-31. This is not the Yak-44 with its 40 000 kg max takeoff, but still.

      They write that it could be 10 hours of air with 500 kg load, and 2000 kg accounted for additional fuel. This is enough for the equipment of the repeater, but certainly not for the AWACS. In addition, external antennas must be placed, and they will also create additional resistance.
      1. mvg
        mvg 6 August 2017 17: 58
        +4
        I specialized looked at the load capacity of the 31st. Does the equipment fit + 3-4 operators. In my understanding, it should, Ka-27 (Ka-31), plus more powerful engines (not at 780 l / s) + PTB. As I understand it, 7-8 tons are better than 40 tons. AWACS are made by Swedes, Jews, on the basis of small civilian airliners.
        No detection is required for 500-600 km, 200-250 km are enough, plus a patrol radius of 400-500 km. Better than nothing.
        PS: It’s clear that the catapult and Ulyanovsk are better, but, apparently, there will be no aircraft carrier for another 10-15 years, and such a miracle may come in handy.
        Yesterday I read about the first day of the war on 08.08.08, and the article about the control plane (based on the 707th), as I understand it, we don’t have this. And it would be very useful then.
  14. padded jacket
    padded jacket 6 August 2017 19: 17
    0
    Quote: Kord127
    Past a padded jacket.

    What and where do you have "past" Kord127? lol
    1. Cord127
      Cord127 7 August 2017 10: 11
      +3
      Past you and everything
      1. A total of 133 alterations were made to the aircraft. From 1942 - 1943 and ceased due to unreliable French engines. And the glider was stopped in the summer of 1944.
      “Arava” began to design in 1966. The difference is 22-23 years.
      2. "Arava" is a multi-purpose aircraft, not a glider with a motor.
      3. Taking an unsuccessful sample as a basis is ridiculous.
      1. padded jacket
        padded jacket 7 August 2017 16: 17
        0
        Quote: Kord127
        2. "Arava" is a multi-purpose aircraft, not a glider with a motor.

        Naturally, for its construction you took a ready-made sample designed by the Germans and maybe not only by the Germans.
        Quote: Kord127
        3. Taking an unsuccessful sample as a basis is ridiculous.

        You simply had no choice, because it is quite possible looking at the outward similarity of the Go-244 and your Arava, one of the "yours" participated in its design.
        Quote: Kord127
        “Arava” began to design in 1966. The difference is 22-23 years.

        You see, what a “backward” Israeli design school it took you 23 years to actually copy the aircraft built by the Germans in 1942 with minor changes lol
  15. 52
    52 7 August 2017 15: 05
    +3
    Nifiga yourself, not very commercially successful! 103 copies for the debutant - very good! Prize to the studio! good
    1. Bongo
      7 August 2017 15: 25
      +4
      Quote: 52gim
      Nifiga yourself, not very commercially successful! 103 copies for the debutant - very good! Prize to the studio!

      If it were an American or at least a French device, they could be built and sold in 10 times more. In the 70-80 years, Israeli technology, for several reasons, did not sell very well.
  16. zombirusrev
    zombirusrev 26 August 2017 18: 56
    0
    "In addition, unlike the USSR or the USA, the Jewish state could not afford to supply weapons on credit or give to its allies, which, of course, affected the prevalence of the products of the Israeli military-industrial complex in the world" (c) Funny maxim. Yahweh allows money to borrow from Jews, but weapons in any way :)
  17. long in stock.
    long in stock. 26 August 2017 21: 58
    +1
    they took an article about an airplane and reduced it to politics .. why didn’t the car please you? let's give the planes separate Jews separately .. and by simplicity, the short sherpa will be more terrible. nothing flies and it does ...