"Tango" took off with a Russian engine: the end of the era of imported engines in small aircraft?
The Tango prototype at the NAIS 2025 exhibition. Photo: Wikimedia Commons
Domestic aviation The industry continues work on the advanced Spectra PV-10 Tango trainer aircraft. The aircraft has begun flight testing and undergone modifications. According to the developer's plans, testing should be completed, after which the aircraft will enter production, and production of the main components will begin in parallel. The serial production schedule remains a mere plan, as everything depends on certification and orders. We'll come back to this later.
From idea to prototype
As a reminder, development of the future Tango training aircraft began in October 2022. Spectra Aircraft, a member of the S7 Group, is leading the project. The S.A. Chaplygin Siberian Research Institute of Aviation (SibNIA) has been brought in to assist with the work. The institute is responsible for scientific and technical support, composite airframe strength calculations, aerodynamics, and some flight testing. This organization, with extensive experience working with domestic aircraft, mitigates the risks associated with implementing new composite technologies in the training aircraft.
The development of the first version of the design and construction of the prototype aircraft took two years. A full-scale mockup was unveiled in August 2023. The company then began assembling the full-scale prototype. Spektra built a production facility in the village of Troparevo (Moscow Region) for this purpose.
The completed aircraft was delivered to Torbeevo Airfield near Moscow. In 2024, preparations and ground tests were conducted there. On September 21 of that year, the first flight took place. The training aircraft took off under the control of SibNIA First Class Test Pilot Vladimir Barsuk. Within minutes, the prototype demonstrated its basic flight and maneuverability characteristics.
New test flights followed. Simultaneously, refinements were made, taking into account accumulated experience and the need to replace some components. The main results of this work were recently presented.
Aircraft parts production. Photo: Telegram / AviaNews
During the upgrade, the Tango received a new powerplant based on the APD-520 "Lider" engine, currently in prototype form. The aircraft's first flight in this configuration took place on July 14, 2026. After replacing key components, the aircraft reportedly maintained its stated performance.
According to the developer, this flight marks the beginning of the certification testing program. The updated version of the UTS must confirm all parameters and then receive the necessary approvals. This is a configuration specifically prepared for certification, and whether it will be retained in full in production has not yet been officially confirmed.
Production plans
The Spectra Tango was designed as a training aircraft for military and civil aviation pilots. It is expected to eventually replace a number of legacy aircraft and improve training efficiency through its innovative technology.
There's a nuance here. Military and civil certification requirements differ. Civil aviation requires certification through the Federal Air Transport Agency, while military training centers require separate approvals and inspections based on departmental standards. A single platform doesn't automatically guarantee access to all segments, and each area will require separate work.
The developer repeatedly emphasized the project's relative simplicity and the possibility of implementing it within a short timeframe. Rough plans were also provided.
For example, mid-last year, Spectra Aircraft announced it would build three new trainers in the coming months. These were intended to be part of the company's fleet and serve various missions. Whether this plan was met remains unknown.
First flight tests, September 2024. Photo: Telegram / Aviation Mezzanine
According to last year's plans, serial production should begin by the end of 2026. The company stated that capacity is designed to assemble up to 20 Tangos per year, but it did not specify whether production would be expanded.
Serial Spectra Tangos will be equipped with domestically produced APD-520 engines. In May 2025, S7 Group revealed its plans for these engines. The plan was to launch production in 2026, with at least 30 engines expected to be assembled in the first year to create a base for serial production of the training aircraft.
It's worth comparing the numbers. According to data from the Russian Ministry of Transport, announced in late 2024, domestic educational institutions require approximately 240 aircraft of this class. At the stated annual production rate of 20 aircraft, meeting this demand alone would take more than a decade, and only if the entire output were to go to educational institutions and not the company's own fleet. This means either production will have to increase, or we'll be talking about partially meeting demand. However, this hasn't yet become a direct request: last year, Rosaviatsiya only reported initial consultations with Spektra, and no agency has signed any firm contracts.
Technical features
The PV-10 Tango is a light single-engine trainer aircraft that can also be used as a light passenger aircraft. This explains the unusual four-seat cockpit for a trainer: two seats are occupied by the instructor and trainee, with the remaining two available for passengers or cargo. The design incorporates solutions that simplify production and improve flight performance.
First takeoff with a domestic engine. Photo: Spectra Aircraft
The aircraft is built using a conventional aerodynamic design: a fuselage with a spacious cabin, a low-wing design, and a traditional tail. The airframe is made almost entirely of composites, which reduced weight while maintaining strength.
"Tango" has small dimensions and weight:
- length - 8,2 m;
- wing span - 12 m;
- take-off weight - no more than 1200 kg.
The powerplant is located in the forward fuselage. The first prototype was equipped with a Belgian UL Power 520is. The aircraft was then upgraded to the domestic APD-520—a six-cylinder, air-cooled engine producing 200 hp with a three-bladed propeller. The switch was not accompanied by any claims of significant performance changes, so it is logical to assume that the flight performance with both engines is similar. No separate comparative figures for each engine have been officially released.
Flight characteristics (declared, may be updated as certification progresses):
- maximum speed - not less than 245 km/h;
- cruising speed - 220 km/h;
- ceiling - 4000 m;
- maximum flight range - not less than 1100 km;
- takeoff and landing distance - no more than 500-550 m.
The pilot's station is equipped with all the necessary instruments for system monitoring, navigation, and control. The equipment is designed for initial training and solo flights.
A place in its class
What kind of aircraft is this compared to the others? The Tango is similar in size and mission to the Yak-152, but it stands out with its composite airframe, four-seat cockpit, and multi-role capabilities, serving both as a trainer and a transport aircraft. On the one hand, it's designed for basic military training and civilian educational programs, while on the other, it's designed for light transport. There's nothing unique about it: it's a domestically produced aircraft for a long-established niche of lightweight composite trainers with a glass cockpit and fuel-efficient piston engine. And this is actually a plus: a clear niche means clear requirements and fewer surprises during development.
The first flight with a domestic engine is complete. Photo: Spectra Aircraft
Ratings and conditions
The bottom line for today: Tango has passed the main stages of testing, and if certification is successful, production could begin in the foreseeable future.
Separate story With an engine. Initially, the Tango flew with a Belgian UL Power 520is. For a training aircraft intended for Russian flight schools, dependence on an imported engine, given sanctions and unreliable supply chains, poses a direct risk, as maintenance and supplies can be disrupted at any moment. Hence the importance of the APD-520 "Lider": its own engine eliminates dependence on imported supplies and makes production schedules predictable, allowing for mass training planning without relying on external suppliers.
If it goes into production, the benefits are clear. A modern training system will be created to help train military and civilian pilots. At the same time, the project will demonstrate that such aircraft can be built in Russia not only by large, established design bureaus, but also by young companies. And it's especially valuable that everything—the airframe and engine—is being developed from scratch.
There are, however, two bottlenecks. The first is obvious: the engine. Until the APD-520 is fully developed and certified, it's too early to talk about production, and any delay in the engine will delay the aircraft's delivery. The second, more pressing, problem is the lack of orders. Government agencies' interest is currently limited to consultations and needs assessments, and until long-term commitments from flight schools and specialized agencies are secured, trial operation will not evolve into a sustainable production run. Once contracts are secured, the aircraft's commercial prospects will become clearer.
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