Daesŭngri DS-5

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Daesŭngri DS-5
Role Fighter aircraft (G var.)
Attack aircraft (N var.)
Multirole aircraft (D var.)
National origin DPRM
Manufacturer Daesŭngri Aircraft Design Bureau
First flight 1974
Introduction 1977
Primary user Menghean Army
Produced 1977-1999
Number built 1,678

The Daesŭngri DS-5 (Formal designation: 대승리 5호 전투기 / 大勝利五號戰鬪機, Daesŭngri O-ho Jŏntugi, "Daesŭngri No.5 Fighter;" Short designation 대승-5 Daesŭng-o "Daesŭng-5") is a single-seat, third-generation jet fighter developed in the Democratic People's Republic of Menghe by the Daesŭngri Aircraft Design Bureau. It was the first Menghean jet aircraft of entirely domestic design. Key features included variable-sweep wings and a radar capable of guiding radar-guided air-to-air missiles.

Over the course of its 22-year production span, the DS-5 was built in twelve major variants, including an air superiority fighter (DS-5G), a dedicated ground-attack aircraft (DS-5N), a reconnaissance platform (DS-5JCh), a carrier-based fighter (DS-5HM), two multiroles (DS-5D and DS-5R), and twin-seat trainer variants for most of these. Nearly 1,700 airframes of all types were produced in total between 1977 and 1999. The DS-5M remains in active service with several mid-readiness squadrons in the Menghean Army, and other DS-5 variants have been exported abroad.

Development

Origins

The DPRM's first two jet fighters, the DS-1 and DS-2, were highly agile and easy to produce, but suffered from a number of shortcomings related to the age of their designs. Both lacked the ability to use radar-guided AAMs, and while the DS-2N did incorporate a ranging radar in the nose, this was only good out to 12 kilometers and could not distinguish between aerial targets and ground clutter. Later DS-2 variants could carry heat-seeking AAMs like the YGG-1 and YGG-2, but their lack of long-range missiles severely limited their usefulness against rival Dayashinese and Tyrannian aircraft, especially in BVR engagements.

At the end of the 1960s, the Menghean Ministry of Defense reached out to Letnia to inquire about a production license for the MiG-23, which was just beginning to enter service. Letnian representatives initially considered the state-of-the-art MiG-23 too advanced to license freely, but made the counter-offer to export knocked-down MiG-23 assembly kits starting in 1974. The MPA considered this deadline far too distant, and also worried that shipment by sea would leave the planes vulnerable to interception by foreign naval powers, who controlled the key straits and coastlines between Menghe and Letnia.

As negotiations remained at an impasse, some officials in the Menghean People's Communist Party proposed that the DPRM's aircraft industry was sufficiently advanced to attempt a fully domestic design project, adapted to suit the Army's own needs and requirements. This view found support among the Party's "Productionist" faction, led by Sim Jin-hwan, who was officially sworn in as General-Secretary in January 1971. The development and production contract was handed to the Daesŭngri design bureau, which had experience producing the DS-1 and DS-2 lightweight fighters and at the time had the largest accumulation of design expertise; Songrim's SR-3G was a direct copy of the Letnian Or-7, and Yŏng'an only had experience producing heavy bombers.

Design and testing

Faced with their new state requirement, the Daesŭngri design team began work on a new fighter aircraft in late 1971. Early on, the designers opted for a variable-sweep wing, much like the Letnian MiG-23 and Sieuxerrian Menace-C. In return for its added complexity, a swing-wing design would allow the new fighter to reach high speeds at altitude while also meeting the short takeoff and landing distance requirements imposed by the DPRM's sparse airfields. A large conical nose with side intakes was also chosen in place of earlier central nose intakes, in order to leave more space for an air-search radar.

Some initial debate existed over whether to use a twin-engine or single-engine configuration. Han Do-hun, the chief designer at Daesŭngri, initially favored a single-engine layout out of the belief that it would minimize weight and thus improve maneuverability. But past experience with the single-engine DS-1, DS-2, and SR-3 had revealed relatively frequent problems with burnouts and other failures, even on regular training flights, due to the inconsistent quality of Menghean engine production. A twin-engine design offered the advantage of letting the new jet return to base under half power if one engine failed, avoiding the total loss of an expensive plane. The DPRM also lacked a single engine with the required thrust, and many designers were skeptical that an entirely new engine could be developed in the available time, given the DPRM's lack of new engine design experience. Supporters of the single-engine layout eventually relented, and the twin-engine proposal went forward. As a further move to improve reliability, the designers chose the Gokchŏn Gi-12 turbojet, itself a development of the Gi-7 (licensed Tumansky R-11 produced in the thousands for the Daesŭngri DS-2.

Work on the radar incurred more serious delays. The Ministry of Defense initially insisted that the development of the radar should be entirely domestic, with no foreign parts, a requirement that proved difficult to meet given the immaturity of Menghe's domestic electronics sector. Prototype JG-01, which flew on July 12th, 1974, had a concrete weight in the radome to maintain balance. Under pressure to push the plane into service, Daesŭngri secretly obtained an RP-22SMA radar from a Polvokian MiG-21MF and reverse-engineered it to produce the JT-77 Bŏngae ("Lightning") radar. Official announcements claimed that the radar was fully indigenous, but its physical appearance and actual origin were kept a closely guarded secret until the 1990s.

Test flights took place from 1974 through 1977, before the new radar had even been installed. The second prototype, JG-02, crashed due to pilot-induced oscillation, resulting in the death of the pilot; another suffered damage on a high-speed dive, forcing the test pilot to eject. Investigation revealed problems with the airspeed indicator dial and other instruments, particularly a low response rate. Despite claims that these were fixed, periodic instrument problems persisted into the first few batches of aircraft.

Production

In spite of lingering concerns over instrument response and the very recent integration of the JT-77 radar, Daesŭngri's final JG-15 prototype was ordered into production in 1977 as the DS-5G fighter. To speed up production, the DS-2 assembly line was shut down in 1979 and refurbished to support manufacture of the DS-5. Production records state that 129 airframes of all types were produced in 1980 alone, and average annual production had risen to about 150 airframes by 1985, spread across all variants.

The DS-5G was first publicly unveiled at the 1978 victory day parade, in a unique blue-green upper and pale blue lower paint scheme that was not used in service afterward. It carried two R-23 missiles, giving the impression that it had full integration with radar-guided missiles, though in fact these were only mounted for show. Little information about the plane was made public, and at first some Western observers believed it to be a copy of the Sieuxerrian Menace fighter. In fact, the two had developed independently of one another.

Design

Early "G" variant of the DS-5. Note that while DS-5Gs were flown with YGG-3 missiles in parade appearances, they could only use IR-guided missiles in service.

Armament

The DS-5G was produced with five external hardpoints for ordnance: one under the fixed section of each wing, one on each corner of the lower fuselage, and one along the centerline. Swiveling hardpoints under the swinging wings were considered during development, but the design team chose to omit them in order to save weight, reduce complexity, and avoid damage from hardpoints becoming stuck at a given angle. The centerline hardpoint could only be used to carry an external fuel tank, and the under-wing hardpoints were also adaptable for this purpose, though as this configuration halved the number of air-to-air missiles, it was only used in long-distance ferry flights.

Ironically, even though beyond-visual-range combat had been a major selling point of the project, the JT-77 radar used on early-production DS-5Gs lacked the ability to support radar-guided missiles. It also struggled to distinguish aerial targets from ground clutter, and thus lacked look-down/shoot-down capability. To deceive foreign intelligence agencies, the DPRM obtained a license to produce the R-23 missile as the YGG-3, and even mounted this weapon on DS-5s during parade flights. In actual service, however, the DS-5G was entirely limited to the heat-seeking YGG-2, the same missile used by late-production DS-2 variants.

Gun armament consisted of two NR-23 autocannons, one in each bottom corner of the nose. Each carried 120 rounds of ammunition. This was the same gun armament used on the DS-2, and it reflected both the Menghean People's Army Air Force's doctrine of pursuing close-range dogfights, and an effort to balance the failure of the JT-77 radar.

Powerplant

Thrust was provided by a pair of Gi-12 turbojets, improvements of the Gi-7 (license-built Tumansky R11 used on the DS-2. The early-production versions of these engines, used on the DS-5G through DS-5D, developed 42 kN of thrust dry and 64.6 kN with afterburner.

The first four prototypes of the DS-5 had variable-angle splitter plates to control airflow to the engines at different speeds and altitudes. This feature was omitted on the production model of the DS-5G, with the splitter plates kept fixed at an angle optimal for low-altitude flight. This decision was apparently intended to save weight and reduce maintenance costs, but it also hampered the plane's performance at higher altitudes. Some sources speculate that the omission of variable splitter plates was the result of political lobbying by the Songrim bureau, which was then working on the SR-7 high-level interceptor and didn't want the DS-5 to emerge as a rival aircraft. The DS-5N restored the variable-angle intake plates, and all subsequent variants carried them.

Two large airbrakes were mounted on the upper fuselage above the engine, as on the MiG-23. On the lower fuselage, the rear landing gear cover plates doubled as airbrakes, and could be deployed midair to help slow the aircraft. They also helped reduce speed while landing. For further reduction in landing distance, a parachute could be deployed from a tube at the base of the upper fin. Despite an innovative folding arrangement, the rear wheels were still only 2.8 meters apart at their center points, and landing the DS-5 on rough ground was not easy.

The central new feature of the DS-5 lay in its folding wings. These could be set to angles of 25, 45, and 68.4 degrees, depending on altitude and speed. Wing angle adjustments were controlled manually on the DS-5G, but on the DS-5R they were automatically coupled to airspeed unless a manual override was activated.

Variants

DPRM variants: 1974-1988

JG-01
First prototype produced by Daesŭngri in 1974.
JG-15
Final prototype on which the production-model DS-5G was based.
DS-5G
The initial production variant of the DS-5, introduced in 1978. It suffered from a number of shortcomings, including an outdated JT-77 radar based on a reverse-engineered RP-22SMA. This was incapable of targeting radar-guided missiles, so the DS-5G only carried the YGG-1 and -2 heat-seeking missiles in service. A total of 126 were produced.
DS-5GSs
A two-seat training version of the DS-5G. To make room for the rear extension of the cockpit, one of the forward fuel tanks was removed, shortening range. It suffered from the same problems as the DS-5G, and its rear (instructor) cockpit had poor visibility forward.
"N" and "R" air-superiority variants showing typical color schemes and loadouts.
DS-5N
Introduced in 1980, the DS-5N was a major upgrade that corrected a number of serious problems with the DS-5G. It was fitted with a license-produced version of the targeting suite from the Letnian MiG-23MF, the main MiG-23 export variant. This included a Sapfir-23D radar, a TP-23 IRST sensor under the nose, and an improved head-up display. The variable-angle splitter plates were also restored, improving high-altitude performance, and more reliable avionics and airspeed sensors were installed.
The new radar had a claimed 45km range against a fighter-sized target, and it could support guidance for the R-23 missile, providing BVR capability for the first time. It had some look-down/shoot-down capability, but this relied on envelope limitation rather than the Doppler effect, so ground reflections could still interfere in targeting at low altitudes. The DS-5N was the most numerous air-superiority variant of the DS-5, with close to 600 airframes produced in total.
DS-5NSs
Tandem-seat trainer variant of the DS-5N. The layout of the rear cockpit was somewhat modified in comparison to the DS-5GSs, improving the instructor's visibility and reducing the obstruction to fuel tank space; a new fuel tank was also added in the fuselage rear, restoring range to something close to the DS-5N's envelope.
"D" variants of the DS-5, including upgrades made after the Decembrist Revolution.
DS-5D
A specialized ground-attack variant introduced in 1981. It had a rebuilt, downward-sloping nose modeled on that of the Letnian MiG-27, and it carried the same Kayra-23 laser and television targeting suite for guided munitions. To broaden the range of armament options, a swiveling hardpoint was added to the underside of each swinging wing section, though overall payload remained limited to 2,500 kg. The DS-5D lacked any kind of radar, including a terrain-following radar, though it could still use heat-seeking missiles for self-defense. Given the focus on low-level flying, the fixed splitter plates of the DS-5G were restored. Armored plating was added around the cockpit.
The DS-5D was produced simultaneously with Songrim's SR-3D, which had essentially the same capabilities. Of the two, the DS-5D was faster and more maneuverable, but also had a lighter payload. Political maneuvering kept both in production at the same time, as neither Songrim nor Daesŭngri was willing to give up its foothold in strike aircraft production.
DS-5DSs
This was a twin-seat lead-in trainer version of the DS-5D. In addition to duplicated flight controls, the rear cockpit also had a wider range of ground-attack instruments, including the ability to operate TV-guided munitions. Owing to these increased capabilities, it was produced in a 1:2 ratio to the baseline DS-5D, and after 1988 it accounted for all DS-5 production.
DS-5JCh
A dedicated reconnaissance variant introduced in 1983. It featured an elongated fuselage with a twin-seat cockpit and an additional fuel tank to extend range. The nose guns were deleted to make room for two side-facing reconnaissance cameras, and the IRST sensor was removed as well. The Sapfir-23D radar was retained, giving the plane some air-to-air capability, though these aircraft typically carried three fuel tanks and two YGG-2 AAMs and their added weight limited their dogfighting ability.
DS-5R
A minor improved version of the DS-5N. The swiveling hardpoints of the DS-5D were added to the outer wings, allowing the carriage of two additional missiles or fuel tanks. The radar was also modified with improved ECCM capabilities, which gave modest improvement to jamming - and, more importantly, resolved a problem where multiple DS-5Ns illuminating the same target could interfere in each other's target lock. In all other respects, it was identical to the DS-5N. No separate twin-seat variant was produced, as the DS-5NSs was similar enough for lead-in training.
DS-5YG
A single DS-5R airframe modified to carry the YDG-4 long-range active-radar missile on its inboard hardpoints, apparently as a testbed for a future interceptor variant. Conducted flight tests in 1985 and 1986, but was judged inferior to the SR-7. The sole DS-5YG is on display at the Daesŭngri Aviation Museum, Daedong.

SRM variants: 1988-1997

DS-5M
This was a major multirole variant introduced in 1993. It incorporated a new radar from Tír Glas, a new IRST sensor and electronic bombsight from Sieuxerr, an upgraded ECM system, and domestic Gokchŏn Gi-20 turbojets with 48 kN dry thrust. Unlike the DS-5N and -D, which were dedicated air superiority fighters, the DS-5M also had all-weather ground-targeting capabilities superior to those of the DS-5D. With the help of a hardpoint-mounted ATLIS-II targeting pod, also of Sieuxerrian origin, it could aim laser-guided munitions for itself or a partner plane. One gun was removed to free up space for the added electronics, and a fixed refueling probe was added behind the cockpit on the left side.
The DS-5M's radar was a license-built modification of the Glasic AN/APG-67. The area of the antenna was increased by a factor of 2.5, and power was increased accordingly. In scan-only mode, claimed detection ranges were 90 km against a fighter below the horizon, 140 km against a fighter above the horizon, and 230 kilometers against larger targets, three times the range of the Sapfir-23D and with greatly improved reliability. The modified radar could also track up to 12 targets simultaneously while conducting an air search, and illuminate targets for the YGG-6 missile. The radar also had a ground-search and terrain mapping mode, and could simultaneously support terrain-following flight for low-level, all-weather approaches.
DS-5MSs
Twin-seat trainer variant of the DS-5M. Initially the DS-5NSs was considered for this role, but Army Aviation determined that the new engines, IRST, and in-flight refueling probe made the aircraft sufficiently different to require a new lead-in trainer, and would prevent the DS-5NSs from working alongside the DS-5M interchangeably in squadrons.
DS-5R1
A DS-5R airframe refitted with the DS-5M's radar and ECM systems. As the enlarged APG-67 occupied a smaller space than the Sapfir-23D, this could be done with minimal changes to the structure itself. The hardpoints were also re-wired to support the ATLIS-II pod and newer ordnance options. The DS-5R1 retained the Gi-12 engines of its precursor, and can be distinguished from the DS-5M by the retention of the TP-23 IRST underneath the nose and the lack of a refueling probe. It is externally identical to the DS-5R save for the greater range of payload options.
DS-5N1
This designation was applied to DS-5Ns which received the same upgrade package as the DS-5R1. Fewer of these conversions were made, perhaps 60 in all. DS-5R-style swiveling hardpoints were also added under the folding wing sections.
DS-5NSs1
DS-5NSs trainer with DS-5R1 modifications. Modified in larger numbers than the baseline DS-5N, as it also had to serve as a lead-in trainer in DS-5R1 squadrons, introducing crews to the new controls.
DS-5D1
A modified DS-5D airframe carrying the APG-67 radar in its small-antenna configuration. This variant lacks the ability to carry YGG-6 SARH missiles, but still benefits from the APG-67's ground-mapping and terrain-following modes, giving it true all-weather capability. As the Kayra-23 system was removed to make room for the radar, the DS-5D1 must carry a separate targeting pod, usually ATLIS-II, in order to aim laser-guided munitions. This limits payload to four remaining usable hardpoints.
DS-5DHD
Also known as DS-5D2. This was a single DS-5D modified during preparation for the DS-5D1. It carried the small-antenna APG-67 radar in its nose, but also had a built-in laser designator beneath it, eliminating the need for a separate pod. Not selected for production.
DS-5D3
A single prototype fighter-bomber fitted with a radar program module to support the guidance of YGG-6 missiles. It performed well in trials, detecting a 5m2 target from 90km above the horizon and 57km below. Reliance on external targeting pods left the DS-5D2 with four usable hardpoints, leaving little flexibility for mixed payloads, and the DS-5N1/R1/M outperformed it in the air-to-air role while matching it in the strike role. It was abandoned in favor of the upcoming DS-10.
DS-5JCh2
Most DS-5JCh variants were retrofitted to this standard in the mid-1990s, though no new airframes were built. An ECM suite modeled after the type used on the DS-5M was added, and the Sapfir-23D radar was replaced by a dedicated ground-search radar with a secondary jamming capability. The inboard wing hardpoints could be used to launch anti-radiation missiles, giving the DS-5JCh2 a secondary SEAD capability at the cost of reducing space for external fuel. The centerline hardpoint could also be fitted with a reconnaissance pod carrying improved camera equipment or a heavier jamming or SIGINT pod.
DS-5M1
Minor electronics upgrade to the DS-5M, including a datalink to the YGG-7 active-radar-guided missile for mid-course guidance and support for GPS navigation.

Carrier-based variants

DS-5HS
This was the first prototype intneded for STOBAR operations. At least three DS-5G airframes, and possibly more, were custom-built to this standard. Although the Menghean aircraft carrier Haebang was not laid down until 1980, DS-5HS aircraft underwent their first test flights in 1979, while design work on the carrier was still ongoing. These aircraft conducted simulated takeoffs and landings from a concrete mock-up flight deck in the Dzungar Semi-Autonomous Province, to test takeoff performance with varying ski-jump angles and assess the DS-5's suitability for carrier operations. The DS-5HS resembled a DS-5G but externally differed in having a longer nosewheel strut and a tailhook.
DS-5HSs
A carrier test airframe with the a twin cockpit, first flown in 1983. It was intended to train new pilots for carrier-based operations (the DS-5HS planes were all flown by experienced test pilots). Because it entered testing later, it was based on the DS-5N airframe, with improved radar and engine performance, and resembled the DS-5NSs. At least seven were produced, and they were the first aircraft to perform takeoffs and landings from the Haebang.
DS-5HG
The first serial-production DS-5 airframe for carrier operations. Production began in 1989, as the Haebang neared completion. The DS-5HG was a single-seat fighter based on the land-based DS-5N - the alphabetic serial suffixes for the Land and Carrier versions are different.
DS-5HN
An upgraded serial-production DS-5 naval variant introduced in 1994. It added many of the sensor improvements introduced on the recent DS-5M, most notably the AN/APG-67 derived radar with greatly improved range and tracking capability. Other DS-5M upgrades were omitted, most notably compatibility with the ATLIS-II targeting pod. This left the DS-5HN as a dedicated air superiority fighter, unlike the multirole DS-5M. In part, this decision stemmed from the Navy's defensive carrier doctrine, but the Haebang's inability to launch heavily loaded strike aircraft off its 5-degree ski ramp was also a contributing factor. Interestingly, the fixed in-flight refueling probe of the DS-5M was retained, as the Navy hoped to refuel air patrol fighters using land-based tankers.

Operational history

On trials and in combat, the DS-5 proved to be a reasonably capable third-generation fighter, if a somewhat outdated one. Relatively small and lightweight, it had good agility, though as a result of its high wing loading it bled speed heavily in turns. A decent thrust-to-weight ratio helped it accelerate to recover. Like many other Daesŭngri designs, it was built for close-in aerial combat, where maneuverability outweighed energy and electronics.

The DS-5G used a MiG-21 ranging radar, which was entirely incapable of missile guidance, severely hampering the plane's usefulness. After the DS-5N and 5R introduced the licensed Sapfir-23D radar, "G" variants were quickly relegated to second-line service. Post-revolution upgrades brought further improvements to the onboard electronics.

Later upgrades did not solve the DS-5's other persistent drawback: a very short combat radius, 580 kilometers at medium altitude with an air-to-air loadout. This was a direct result of Daesŭngri's efforts to shave off weight and volume in the quest for improved maneuverability with underperforming engines. It also reflected the Army's greater concern with local air superiority over the front lines rather than deep interdiction, and possibly a rivalry with the Songrim design bureau, which wanted to preserve a viable niche for its SR-7 interceptor. DS-5s often flew with drop tanks on the wing glove and/or centerline hardpoints to extend range, though this came at the cost of reduced payload.

Polvokian Civil War

DS-5 fighters played a major role during the Polvokian Civil War, intervening to support the Menghean no-fly zone enforced over the country's southern areas. Eight DS-5s were lost during the conflict: 3 "D" ground-attack variants, 3 "N" air-superiority variants, one "M" multirole variant, and one "JCh" reconnaissance variant. Four of these losses were attributed to enemy surface-to-air fire, and three to pilot error, with the remaining kill, a single DS-5N, lost in air-to-air combat. DS-5 pilots also reported a total of 27 air-to-air kills, though most of these were against outdated ground-attack aircraft lacking rockets or air-search radars.

Ummayan Civil War

The DS-5 was Menghe's main front-line combat aircraft throughout the Ummayan Civil War, accounting for a majority of aircraft deployed overseas even though the newer SR-8 and DS-9 had already entered service. Twenty-one DS-5s were lost during the conflict, split between 14 in Army service and 7 in Navy service. Army losses were further split between six DS-5D/DSs, five DS-5R, and three DS-5M/MSs. Poor tactics and inadequate sensors accounted for most of these losses.

Invasion of Innominada

DS-5s also took part in Menghe's intervention during the Innominadan Crisis. SR-8s and DS-9s carried out most air-to-air missions in the opening weeks of the conflict, and thus DS-5s were mainly used in the close air support role, surprising some observers with their extensive use of rocket fire and line-of-sight anti-tank missiles.

Twenty-two DS-5s of all variants were lost over the course of the conflict, four of them to Innominadan fighters. This figure includes accidents and losses of unknown cause. Though DS-9s suffered more losses overall, DS-5s lost more aircraft per flight hour, a testament to the airframe's older electronics and its use in riskier missions.

Current Menghean inventory

Despite its age, the DS-5 remains in active service with Menghean Army Aviation. It is primarily operated by medium-readiness units, such as the Frontline Multirole Wings of the 5th and 6th Armies, and by the 11th and 12th Fontal Army Aviation Corps stationed in Dzhungestan. Dedicated reconnaissance variants also remain in service with some squadrons, though there are plans to replace them with unmanned aerial vehicles.

Exact in-service numbers at the end of 2019, according to the Ministry of National Defense, were:

  • 58 DS-5JCh reconnaissance aircraft
  • 90 DS-5R multirole aircraft
  • 15 DS-5DSs multirole conversion trainers
  • 215 DS-5M multirole aircraft
  • 33 DS-5MSs multirole conversion trainers
  • 33 DS-5D single-seat CAS aircraft
  • 6 DS-5DSs twin-seat CAS aircraft

Operators

Specifications (DS-5R1)

Daesungri DS-5R 3-view.png

General characteristics

  • Crew: 1
  • Length: including nose probe: 17.7 m (58.1ft)
  • Wingspan:
    • With wings spread: 13.8 m (45.3 ft)
    • With wings swept: 7.68 m (25.2 ft)
  • Height: 4.81 m (15.8 ft)
  • Wing area:
    • With wings spread: 34.06 m2 (366.6 ft2)
    • With wings swept: 30.72 m2 (330.7 ft2)
  • Empty weight: 9,680 kg (21,340 lb)
  • Loaded weight: 13,850 kg (30,530 lb)
  • Max. takeoff weight: 17,590 kg (38,780 lb)
  • Powerplant: 2 × Gokchŏn Gi-12 afterburning turbojet
    • Dry thrust: 34.9 kN (7,850 lbf) each
    • Thrust with afterburner: 53.6 kN (12,050 lbf) each

Performance

Armament

  • Guns: 2× NR-23 autocannon, 120 rounds each
  • Hardpoints: 7 hardpoints with a capacity of 2,500 kg and provisions to carry combinations of:

See also

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