View source for IAI Arava

{{Short description|Israeli light transport aircraft}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
 |name = Arava
 |image = File:Swazi DF Arava 201 3D-DAA (6547913823).jpg
 |caption = IAI Arava of the [[Umbutfo Eswatini Defence Force]]
 |type = Light [[STOL]] [[Transport aircraft]]
 |manufacturer = [[Israeli Aircraft Industries]]
 |designer =
 |first_flight = 27 November 1969
 |introduction =
 |retired =
 |produced = 1972–1988
 |number_built = 103
 |status = Out of production, limited use
 |unit cost =$450,000 (U.S.) in 1971
 |primary_user = [[Israeli Air Force]] (IAF)
 |more_users = 14 other militaries
 |developed_from =
 |variants =
}}

The '''Israeli Aircraft Industries Arava''' ({{langx|he|עֲרָבָה}}, "Willow" or "Steppe" or "Desert", named after the [[Aravah]] of the [[Jordan Rift Valley]]) is a light [[STOL]] utility transport aircraft developed and produced by [[Israel]]i aerospace company [[Israel Aerospace Industries]] (IAI). It is IAI's first indigenously developed aircraft design to enter production.

The Arava had been developed during the 1960s, during which time it was intended to be adopted in large numbers by international customers in both the military and civil markets. Its design draws some influence from the [[France|French]] [[Nord Noratlas]] transport plane. Both the Israeli government and IAI's management were enthusiastic to develop the Arava, seeing it as a means of advancing the country's industrial capabilities as well as a source of revenue. On 27 November 1969, the first prototype performed its [[maiden flight]]; it would be destroyed on 19 November 1970 after a wing strut failed mid-flight due to excessive [[Aeroelasticity#Flutter|flutter]]. This accident has been attributed as being a major setback to both the Arava's development and its sales opportunities.

Despite an otherwise unremarkable development process, the Arava would ultimately only be built in relatively small numbers; many would-be operators, including the [[Israeli Air Force]] (IAF), determined that the aircraft lacked appeal over several existing market entrants. By 1973, the Arava programme and IAI were being heavily criticised for overoptimistic forecasting against its actual sales performance. Following an aggressive marketing campaign and new pricing strategies, multiple customers for the type were found, mainly amongst the [[developing country|developing countries]], especially in [[Central America|Central]] and [[South America]], as well as outliers in Swaziland (2018 renamed [[Eswatini]]) and [[Thailand]]. The IAF was largely unimpressed by the Arava, exercising a short-term lease of three aircraft during the [[Yom Kippur War]] of 1973; during the 1980s, the service opted to procure a small fleet of [[SIGINT]]-configured Aravas using American aid. In 2004, the IAF retired its Arava fleet. {{As of|2019}}, a handful of aircraft remain operational around the world.

==Design and development==
===Origins===
According to aviation journalist and ex-IAI engineer Danny Shalom, substantial work on the development of what would become the Arava commenced right after the [[Six-Day War]] between [[Israel]] and several neighbouring nations.<ref name = "no fly"/> Prior to this point, [[Israel Aerospace Industries]] (IAI) had largely confined its aircraft manufacturing efforts to producing copies of existing [[France|French]] and [[America]]n designs, such as the [[IAI Nesher]]. However, many of the company's engineers were keen to develop beyond imitation and [[reverse engineering]] effort, for IAI and Israel to produce its own unique and indigenously produced aircraft.<ref name = "no fly"/> Around this time, the company foresaw a requirement for a new generation of transport aircraft that would suit operations from runways only 400 meters in length. IAI had forecast the international market demand for such an aircraft to be massive and that, by obtaining only a 20% market share, the company would sell between 400 and 600 aircraft throughout the life of the programme.<ref name = "no fly"/>

As the design took shape, key performance objectives included [[STOL|Short-Takeoff and Landing]] (STOL) capability, the ability to operate the type from unprepared/rough airstrips, as well as the carriage of up to 20 passengers or bulky payloads.<ref name="AI Feb74 p57">Cohen 1974, p. 57.</ref> The Arava featured a [[barrel]]-like [[fuselage]], being relatively short but wide, while the rear of the fuselage was hinged and could swing open for easy and rapid loading and unloading. Its wingspan was long and the twin tails were mounted on booms that ran from the engine [[nacelle]]s. It was fitted with a fixed [[tricycle landing gear|nosewheel undercarriage]] to save weight, while the chosen powerplant was a pair of 715&nbsp;eshp (533&nbsp;kW) [[Pratt & Whitney Canada PT6]]A-27 [[turboprop]] engines.<ref name="AI Feb74 p57,9">Cohen 1974, pp. 57, 59.</ref> The design configuration bore considerable similarity to the [[France|French]] [[Nord Noratlas]] transport plane, which was already being used at that time by the [[Israeli Air Force]] (IAF).<ref name = "no fly"/>

During June 1968, the Israeli government, headed by [[Israeli Labor Party|Labor]] leader [[Levi Eshkol]], issued its approval of the initiative, authorising IAI to proceed with full-scale development.<ref name = "no fly">Ben-Simhon, Coby. [https://www.haaretz.com/1.5009506 "It Won't Fly."] ''[[Haaretz]]'', 31 July 2008.</ref> The Arava was viewed not only as a sellable product in its own right, but also as a means of enhancing IAI's ability to develop aircraft and thus would heavily influence its work on future projects.<ref name = "no fly"/>

===Flight testing and sales effort===
On 27 November 1969, the first prototype Arava made its [[maiden flight]], flown by IAI's chief test pilot Avraham Hacohen.<ref name = "no fly"/> This aircraft would perform another 92 flights before tragedy struck the test programme; on 19 November 1970, the first prototype was destroyed during a high speed test flight when a wing strut failed due to excessive [[Aeroelasticity#Flutter|flutter]], killing most of the crew on board, including Hacohen.<ref name="AI Feb74 p59">Cohen 1974, p. 59.</ref> IAI's engineers had previously disagreed over the strength of the wing's structure, but several tests had validated the wing's design to be sufficient.<ref name = "no fly"/> Flight testing was suspended for one year, while IAF pilot Danny Shapira took Hacohen's position as chief test pilot. Shapira later noted that the accident had generated significant doubt over the aircraft's suitability, both internally and externally, which made the aircraft considerably more difficult for IAI to sell.<ref name = "no fly"/> On 8 May 1971, the second prototype conducted its first flight.<ref name="AI Feb74 p59"/><ref>{{cite journal |journal=Air Progress |date=October 1971 |page=22}}</ref>

While IAI had anticipated considerable demand for the Arava from the civilian market, customers quickly proved to be elusive.<ref name = "no fly"/> In comparison to the older Nord, IAI's new aircraft was not only slower but possessed barely more than half the endurance. Due to its inferior performance to existing transport aircraft, IAI soon concluded that the Arava possessed little appeal to any civil operators, and turned its efforts towards the military market instead.<ref name = "no fly"/> The IAF failed to take any meaningful interest in the type; in one exchange, [[Motti Hod]], commander of the IAF, revealed that he had never even heard of the Arava. IAI, realising that a sale to the IAF was of substantial value in the eyes of prospective export customers, attempted to market the type for various needs, including [[air ambulance]], [[search and rescue]] operations, troop-transport and utility missions.<ref name = "no fly"/>

By 1973, the lack of orders for the Arava, which was viewed by some as IAI's flagship programme, had become a subject of national criticism.<ref name = "no fly"/> Journalists noted that IAI's sales projections had been considerably more optimistic than those of several independent economists. [[Yitzhak Ernst Nebenzahl]], Israel's state [[comptroller]] at the time, made several critical observations of the programme, attributing its failure to IAI's senior management, particularly in the failure to critique its own forecasts.<ref name = "no fly"/> IAI, being keen to validate both itself and the Arava, dispatched a team of test pilots and marketing staff on a flying tour of the [[Americas]] using the Arava, visiting various nations, including [[Mexico]], [[Bolivia]], [[Ecuador]], [[Chile]], [[Argentina]], [[Honduras]], [[Nicaragua]], and [[Paraguay]], to demonstrate the type directly to potential customers. These demonstrations were not without risk, as test pilots would occasionally fly the plane outside of its safe flying envelope in order to impress customers; this led to an Arava being destroyed in [[Malawi]] during one such flight in 1980.<ref name = "no fly"/>

The intensive marketing campaign, along with a decrease in unit prices and the adoption of new payment schemes, was able to yield a degree of success; ultimately, IAI would sell around 70 Aravas across various [[South America]]n customers.<ref name = "no fly"/> During October 1980, IAI struck an agreement with American aviation company [[Consolidated Aircraft]] for the latter to act as the exclusive distributor for the Arava in the United States; Consolidated announced that it expected that sales of the type, which it marketed under the name ''Commuter liner'', had been anticipated as 20 aircraft within the first year, mainly to the expanding commuter airline industry.<ref>[https://www.jta.org/1980/10/23/archive/accord-signed-for-u-s-distribution-of-israeli-made-arava-commuter-plane "Accord Signed for U.S. Distribution of Israeli Made Arava Commuter Plane."] ''Jewish Telegraphic Agency'', 23 October 1980.</ref>

==Operational history==
During October 1973, three aircraft were leased by IAI to the IAF to help meet demand during the [[Yom Kippur War]]. These aircraft, which were assigned to [[122 Squadron (Israel)|Squadron 122]], were flown by IAI pilots and were typically used to fly transport and [[CASEVAC]] operations to and from the front lines.<ref name = "no fly"/> This leasing arrangement was terminated shortly after hostilities came to an end, the aircraft themselves being returned to IAI.<ref name=GlobalSecurity1>{{cite web |url=http://www.globalsecurity.org/military/world/israel/arava.htm |title=IAI-201 Arava |first=John |last = Pike |publisher=Globalsecurity.org |access-date=6 February 2015}}</ref><ref name=GlobalSecurity2>{{cite web |title=122 Squadron – The Dakota |url=http://www.globalsecurity.org/military/world/israel/122squadron.htm |publisher=Globalsecurity.org |access-date=6 February 2015}}</ref> Despite this, the IAF continued to be unenthusiastic about the type's potential in a utility transport mission, seeing little use for its STOL capabilities.<ref name = "no fly"/> However, during 1983, the service opted to acquire nine aircraft for [[SIGINT|Signals Intelligence]] (SIGINT) operations.<ref name=GlobalSecurity1 /> All of these aircraft were flown to the [[United States]], where they were fitted with various American-sourced electronics and onboard systems to perform the intelligence mission; a likely factor in this decision was that the IAF's acquisition had been financed via US aid.<ref name = "no fly"/>

During 1988, production of the type was terminated; only 103 Arava aircraft were produced, of which 70 had been for the military market.<ref name=GlobalSecurity1/> As of 2019, a limited number of Aravas is still in operation in some countries. During 2004, the IAF announced that the imminent withdrawal of its remaining Arava fleet.<ref name=GlobalSecurity1 /> Since then, the service has made prolonged efforts to dispose of the grounded aircraft.<ref name = "no fly"/>

==Variants==
;IAI 101
:Civil-transport version
;IAI 101A
:Civil transport version, one built
;IAI 101B
:Civil transport version
;IAI 102
:Civil passenger aircraft for up to 20 people in airline-standard configuration or up to 12 passengers in VIP configuration
;IAI 102B
:Civil transport version
;IAI 201
:Military transport version
;IAI 202
:Variant with [[winglets]] and an [[Auxiliary power unit|APU]]
;IAI 203
:Proposed jet-powered version, not built.
;IAI 301
:Proposed Turbomeca Astazou powered variant, not built.
;IAI 401
:Proposed larger variant with PT-6A engines, not built.
;B.TL.7
:({{langx|th|บ.ตล.๗}}) [[Royal Thai Armed Forces]] designation for the IAI 201.<ref>{{Cite web |title=Thai Military Aircraft Designations |url=https://designation-systems.net/non-us/thailand.html |access-date=2025-03-19 |website=designation-systems.net}}</ref>

The military version could also be equipped with a range of weapons, in order to act in anti-submarine- or gunship roles.  The weapon configuration could include two machine guns in fuselage side packs (usually 0.5" Browning), plus a third gun on the rear fuselage, and two pods containing 6 x 82&nbsp;mm rocket pods or [[torpedo]]es or [[sonar]] [[buoy]]s on the fuselage sides.

Another less known military version is the 202B Electronic warfare model. This version was made in small numbers, and had distinct large radomes at each end of the fuselage. The radomes contained the Electronic Warfare mission systems.

==Operators==
[[File:IAI Arava Operators.png|thumb|400px|IAI Arava operators]]
[[File:IAI Arava RTAF.jpg|thumb|IAI Arava displayed at the Royal Thai Air Force Museum]]
; {{ARG}}
* [[Gobierno de Tierra Del Fuego]] – Dirección Provincial de Aeronáutica
* Provincia de [[Salta Province|Salta]] - Dirección Provincial de Aeronáutica (former operator)
; {{BOL}}
* [[Bolivian Air Force]] – Six purchased 1975–76. One seized by Nicaragua during delivery, one in use 1987.<ref>Siegrist 1987, p. 176.</ref>
; {{CMR}}
* [[Cameroon Air Force]]
; {{COL}}
* [[Colombian Air Force]] – Former operator, last aircraft retired in September 2022.<ref>{{cite web|url=https://www.webinfomil.com/2022/09/la-fuerza-aerea-colombiana-retiro-del.html|title=IAI ARAVA 201|author=WebInfomil|date=September 2022 |access-date=6 September 2022}}</ref> 
**[[Captain Germán Olano Moreno Air Base|Comando Aéreo de Combate No. 1]]
; {{ECU}}
* [[Ecuadorian Army]] – 2 in use as of December 2018.<ref>Hoyle 2018, p. 43.</ref> One other aircraft [[2016 Ecuadorian Air Force Arava crash|E-206]] was written off due to a crash
* [[Ecuadorian Navy]] – Former operator.
; {{SLV}}
* [[Air Force of El Salvador]] – 3 in use as of December 2015,variant IAI Arava 202 since 2008.<ref name="fi15 p37">Hoyle 2015, p. 37.</ref>
; {{GUA}}
* [[Guatemalan Air Force]] – 1 in use as of December 2015.<ref name="fi15 p39">Hoyle 2015, p. 39.</ref>
; {{HTI}}
*[[Haitian Air Corps|Haiti Air Corps]]

; {{HON}}
* [[Honduran Air Force]] – 1 in use as of December 2018.<ref>Hoyle 2018, p. 45.</ref>
; {{ISR}}
* [[Israeli Air Force]]
; {{LBR}}
* [[Armed Forces of Liberia]]
; {{MEX}}
* [[Mexican Air Force]] - Ordered 16 which were given the registrations "2001" to "2016." The first were ordered in 1973. In the 90s, they were re-registered "3001" to "3015." At least 2 were destroyed in incidents along their operative history and they are all currently retired. Some are scattered throughout the country on display. They had a role in Mexico's 1994 conflict between the Zapatista Army of National Liberation vs the Mexican Government, as they were used to bomb strategic positions and as aerial vigilance.<ref>{{Cite book |last=Marcos |first=Subcomandante |title=Los del color de la tierra: textos insurgentes desde Chiapas |publisher=Txalaparta |year=2001 |isbn=84-8136-212-3 |location=Tafalla, Nafarroa [Spain] |pages=71}}</ref> Read the section below on aircraft on display.
; {{NIC}}
* [[National Guard (Nicaragua)]]
* [[Nicaraguan Air Force]]
; {{PNG}}
* [[Papua New Guinea Defence Force]] – 3 in use as of December 2015<ref>Hoyle 2018, p. 53.</ref> but since retired.
; {{SWZ}}
* [[Umbutfo Eswatini Defence Force|Military of Swaziland]]
; {{THA}}
* [[Royal Thai Air Force]] – 3 delivered from 1981.<ref>Pocock 1986, p. 115.</ref> 3 remain in use as of December 2018.<ref name="fi15 p50">Hoyle 2015, p. 50.</ref>
; {{VEN}}
* [[Army of Venezuela]] – 11 in use as of December 2015,<ref name="fi15 p53">Hoyle 2015, p. 53.</ref> reducing to 4 by December 2018.<ref>Hoyle 2018, p. 60.</ref>
* [[Venezuelan National Guard]]
* [[Venezuelan Navy]] – Former operator.

== Aircraft on display ==

{{flag|Guatemala}}
* "513" - IAI Arava 201 (S/N: 48) - Owned by the Guatemalan Air Force on display outside San Jose Airport in Guatemala.<ref>{{Cite web |title=513 {{!}} IAI Arava 201 {{!}} Guatemala - Air Force {{!}} Carlos Alberto Rubio Herrera |url=https://www.jetphotos.com/photo/8587496 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>
* "872" - IAI Arava 201(S/N:__) - Owned by the Guatemalan Air Force on display outside Guatemala City La Aurora.<ref>{{Cite web |title=872 {{!}} IAI Arava 201 {{!}} Guatemala - Air Force {{!}} OSCAR GUILLEN |url=https://www.jetphotos.com/photo/9541800 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>

{{flag|Honduras}}
* "FAH-317" - IAI Arava 201 (S/N: 34) - Owned by the Honduran Air Force at the Honduran Aviation Museum in Tegucigalpa Toncontin airport.<ref>{{Cite web |title=FAH-317 {{!}} IAI Arava 201 {{!}} Honduras - Air Force {{!}} Sebastian Sowa |url=https://www.jetphotos.com/photo/9376870 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>

{{flag|Israel}}
* "4X-JUB - 203" - IAI Arava 201 (S/N: 101) - Owned by the Israeli Air Force and on display at the I.A.F. Museum at the Beersheba Hatzerim Airport.<ref>{{Cite web |title=4X-JUB {{!}} IAI Arava 201 {{!}} Israel - Air Force {{!}} Wojtek Kmiecik |url=https://www.jetphotos.com/photo/7980756 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>

{{flag|Mexico}}
* "2006" / "3006" - IAI Arava 102 (S/N: 36) - Owned by the [[Mexican Air Force]] and on display at the [[:es:Museo Militar de Aviación (México)|MUMA (Museo Militar de Aviación)]] - in Santa Lucia.<ref>{{Cite web |title=2006 {{!}} IAI Arava 102 {{!}} Mexico - Air Force {{!}} Santiago_MN |url=https://www.jetphotos.com/photo/10310913 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>
* "3015" - IAI Arava 201  (S/N: 53) - Owned by the [[Mexican Air Force]] and on Display Outside the [[:es:Base Aérea Militar N.º 6 de Terán|Base Aérea Militar N.º 6 de Terán]] (Teran Air Force Base) in [[Tuxtla Gutiérrez|Tuxtla Gutierrez]], Chiapas.<ref>{{Cite web |title=3015 {{!}} IAI Arava 201 {{!}} Mexico - Air Force {{!}} Santiago_MN |url=https://www.jetphotos.com/photo/9329577 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>
* "3014" - IAI Arava 201 (S/N: 52) - Owned by the [[Mexican Air Force]] on display near Toluca, at the 22a Military Zone.<ref>{{Cite web |title=3014 {{!}} IAI Arava 201 {{!}} Mexico - Air Force {{!}} Eduardo Perusquia Jr. |url=https://www.jetphotos.com/photo/9359095 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>
* IAI Arava 201 on display at the Museo del Ejército y Fuerza Aérea, located in the Cuartel Colorado in [[Guadalajara]], [[Jalisco]].<ref>{{cite web |title=Por los pasillos del Cuartel Colorado |url=https://www.informador.mx/Suplementos/Por-los-pasillos-del-Cuartel-Colorado-20150705-0145.html |website=El Informador |date=7 May 2015 |access-date=29 August 2022}}</ref>

{{flag|Thailand}}
"TL7-1/22" IAI Arava 201" (S/N: 56) - Owned by the Royal Thai Air Force at the Royal Thai Air Force Museum in Bangkok Don Muang Int'l Airport.<ref>{{Cite web |title=TL7-1/22 {{!}} IAI Arava 201 {{!}} Thailand - Royal Thai Air Force {{!}} Arjun Sarup |url=https://www.jetphotos.com/photo/9931210 |access-date=2022-06-02 |website=JetPhotos |language=en}}</ref>

==Specifications (IAI 201)==
[[File:Iai arava 201-85300.jpg|thumb|IAI Arava 201]]
[[File:IAI Arava 201 FAS-804 4X-IAQ Salvador LBG 07.06.75 edited-2.jpg|thumb|Arava 201 of the El Salvador Air Force displayed at the 1975 [[Paris Air Show]] prior to delivery]]
{{Aircraft specs
|ref=''Jane's All The World's Aircraft 1982–83.''<ref name="Janes 82 p123-4">Taylor 1982, pp. 123–124.</ref>
|prime units?=met
<!--
        General characteristics
-->
|genhide=

|crew=2
|capacity=<br/>
** 24 fully equipped troops ''or''
** 16 paratroopers ''or''
**{{convert|2351|kg|lb|abbr=on}} payload
|length m=13.03
|length ft=
|length in=
|span m=20.96
|span ft=
|span in=
|height m=5.21
|height ft=
|height in=
|wing area sqm=43.68
|wing area sqft=
|aspect ratio=10:1
|airfoil=NACA 63(215)A 417
|empty weight kg=3999
|empty weight lb=
|max takeoff weight kg=6804
|gross weight lb=
|fuel capacity={{convert|1663|L|USgal impgal|abbr=on}} (normal)
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name=[[Pratt & Whitney Canada PT6|Pratt & Whitney Canada PT6A-34]]
|eng1 type=[[turboprop]]s
|eng1 shp=750<!-- prop engines -->

|prop blade number=3<!-- propeller aircraft -->
|prop name=Hartzell HC-B3TN fully-feathering reversible pitch propellers
|prop dia m=<!-- propeller aircraft -->
|prop dia ft=<!-- propeller aircraft -->
|prop dia in=<!-- propeller aircraft -->

<!--
        Performance
-->
|perfhide=

|max speed kmh=326
|max speed mph=
|max speed kts=
|max speed note=at {{convert|10000|ft|m|-1|order=flip|abbr=on}}
|cruise speed kmh=311<!-- if max speed unknown -->
|cruise speed mph=<!-- if max speed unknown -->
|cruise speed note=at {{convert|10000|ft|m|-1|order=flip|abbr=on}} (econ. cruise)
|stall speed kmh=115
|stall speed note=(54% flaps)
|never exceed speed kmh=397
|range km=1056
|range miles=
|range note= with maximum fuel
|ceiling m=7620
|ceiling ft=
|climb rate ms=
|climb rate ftmin=1290
|more performance=*'''Takeoff distance to 15 m (50 ft):''' {{convert|463|m|ft|-1|abbr=on}}
*'''Landing run from 15 m (50 ft):''' {{convert|469|m|ft|-1|abbr=on}}

|avionics=
}}

==See also==
{{Portal|Israel|Aviation}}
{{aircontent|
|related=
|similar aircraft=
*[[Antonov An-28]]
*[[CASA C-212 Aviocar]]
*[[de Havilland Canada DHC-6 Twin Otter]]
*[[Gotha Go 244]]
*[[Miles Aerovan]]
*[[Nord Noratlas]]
*[[PZL M28 Skytruck]]
*[[Short SC.7 Skyvan]]
|lists=
|see also=
}}

==References==
===Citations===
{{commons category|IAI Arava}}
{{reflist}}

===Bibliography===
{{refbegin}}
* Cohen, Irvine J. "Arava: Israel's first-born bids for world market". ''[[Air International|Air Enthusiast International]]'', February 1974, Vol 6, No 2. pp.&nbsp;55–61, 92–93.
* Hoyle, Craig. "World Air Forces 2015". ''[[Flight International]]'', 8–14 December 2015, Vol. 188, No. 5517. pp.&nbsp;26–53. {{ISSN|0015-3710}}.
* Hoyle, Craig. "World Air Forces Directory". ''Flight International'', 4–10 December 2018, Vol. 194, No. 5665. pp.&nbsp;32–60. {{issn|0015-3710}}.
* Pocock, Chris. "Thailand Hones its Air Forces". ''Air International'', Vol. 31, No. 3, September 1986. pp.&nbsp;113–121, 168. {{ISSN|0306-5634}}.
* Siegrist, Martin. "Bolivian Air Power — Seventy Years On". ''[[Air International]]'', Vol. 33, No. 4, October 1987. pp.&nbsp;170–176, 194. {{ISSN|0306-5634}}.
*[[John W. R. Taylor|Taylor, John W. R.]] ''Jane's All The World's Aircraft 1982–83''. London:Jane's Yearbooks, 1982. {{ISBN|0-7106-0748-2}}.
{{refend}}

{{IAI aircraft}}
{{Thai transport aircraft designations}}
{{Thai observation aircraft designations}}

[[Category:Israel Aerospace Industries aircraft|Arava]]
[[Category:1960s Israeli military transport aircraft]]
[[Category:Twin-boom aircraft]]
[[Category:Aircraft first flown in 1969]]
[[Category:High-wing aircraft]]
[[Category:STOL aircraft]]
[[Category:Twin-turboprop tractor aircraft]]
[[Category:Aircraft with fixed tricycle landing gear]]