Captain Judy Reinard loves a good challenge. So when Atlantic Eastern offered her the chance to fly to South America, with its tricky hot and high airports, she jumped at it. The airline mostly uses the Embraer E400 Minuano for these routes. Even though the E400 hasn't been a big hit commercially, Judy thinks it’s a great plane to fly. Its four engines let it handle those tough airport conditions and it climbs to cruising altitude faster than twinjets. The Embraer Minuano is a really smart plane. It can fly itself from takeoff to landing with no help from the pilots at all—like, none! And if the pilots can't see outside when it's time to land, the Minuano can handle that all on its own too. Atlantic Eastern is the only airline in the US flying the E400 Minuano, with 22 of them in their fleet, making it pretty unique. They plan to start phasing them out in the 2030s, but Judy is excited to be part of this rare plane's story.

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Here's my take on “what if Embraer made a wide-body aircraft?” The following is from the in-universe Wikipedia page for the Embraer E400 Minuano. The Embraer E400 Minuano is basically the wrong plane at the wrong time. It took a decade to develop and got delayed a ton, plus it uses engines that feel straight out of the 90s and burns a lot of fuel. It hit the market just as the world was facing a financial crisis. Its cool autofly and autoland features are the main selling points, but most airlines that operate the Minuano hardly use them. But honestly, coming up with a totally made-up aircraft is a lot trickier than tweaking an existing one like I did with the McDonnell Douglas MD-12. But hey, in the Judyverse, I can do whatever I want! :P

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Embraer E400 Minuano

The Embraer E400 Minuano is a four-engine, wide-body long-haul airliner designed and manufactured by the Brazilian aerospace company Embraer. It represented Embraer's first and only entry into the wide-body commercial aircraft market. Despite its ambitious goals, the program ultimately struggled to compete with established manufacturers in the wide-body segment and was discontinued in 2018. The E400 remains the largest aircraft produced by Embraer and holds the title of the largest passenger aircraft made by a manufacturer outside the United States and Europe.

Development and History

Program Launch
In the late 1980s, Embraer explored "Project Jetstream," a wide-body aircraft initiative aimed at competing with the triopoly of Airbus, Boeing, and McDonnell Douglas. Simultaneously, Embraer reached out to the aircraft manufacturers in Argentina and Chile, FAdeA and ENAER, to establish a cooperative similar to Airbus in Europe. However, this initiative did not proceed because the other manufacturers had different priorities at the time. As a result, Embraer decided to independently continue the development of Project Jetstream. The company presented this concept to the Brazilian government in 1991. In 1992, Embraer opted to rename Project Jetstream to Project Minuano. Embraer's choice to name the aircraft "Minuano," after the cool wind that sweeps through the southern Brazilian state of Rio Grande do Sul and travels north, was symbolic. The company aimed for the aircraft to effectively compete with established manufacturers in the US and Europe.

The Minuano project was primarily designed by Estêvão "Steven" Rodrigues, a former Boeing engineer who previously served as the lead designer for Embraer's EMB 120 Brasilia and later worked on the ERJ and E-Jet families. Additionally, Embraer enlisted Sam Armstrong, a former McDonnell Douglas engineer who contributed to the MD-11 and MD-12 programs, to serve as a consultant for the E400 program.

Development of the E400 began in 1994 as part of Brazil's strategic initiative to establish itself as a major player in the global aerospace industry. The Brazilian government, seeking to diversify beyond regional aircraft, initiated the program to create a competitive wide-body aircraft capable of challenging established manufacturers like Airbus, Boeing, and McDonnell Douglas. The program was officially launched in 1995 with an initial investment of US$3.2 billion, representing the largest aerospace project ever undertaken in Latin America at that time. When the program launched, Embraer aimed for the E400 to make its first flight in 2000 and enter service by 2004 at the latest. However, developing a new aircraft for the wide-body market, an area where Embraer lacked experience, turned out to be a challenging endeavor.

Marketing efforts for the E400 began in 1996, with Brazilian diplomats and trade representatives actively promoting the aircraft at major international air shows and industry events. Initial market research indicated potential demand for 800 aircraft in the E400's category over a 20-year period, particularly from emerging market carriers in Asia and the Middle East. However, securing firm orders proved challenging due to the program's status as a new entrant in the highly conservative commercial aviation market.

The ambitious nature of the program reflected Brazil's growing economic confidence during the late 1990s and early 2000s. The government viewed the E400 as a flagship project that would demonstrate the country's technological capabilities and establish Brazil as a major force in commercial aviation. This initiative aligned with broader national development goals and received strong political support across multiple administrations.

The development program faced significant technical challenges, particularly in systems integration and aerodynamic optimization. To address these challenges, Brazil established new research facilities, including the Advanced Aerodynamics Center in São José dos Campos and the Composite Materials Research Institute in Campinas. These investments helped create a sustainable aerospace research infrastructure that would benefit the country's aviation sector for decades to come.

Financial constraints began to impact the program in 2003 when Brazil experienced economic turbulence. The original budget proved insufficient as development costs escalated, primarily due to the complexity of developing proprietary avionics systems and achieving certification requirements. The government secured additional funding through a consortium of international banks and strategic industrial partners, bringing total investment to US$5.8 billion by 2004.

Manufacturing infrastructure preparation began in 1998 with the construction of a new assembly facility in São José dos Campos. The facility incorporated state-of-the-art automation systems and was designed to produce up to 48 aircraft annually at full capacity. Supply chain development became a major focus, with Brazil fostering the growth of domestic aerospace suppliers while also establishing partnerships with established international manufacturers.

Engineering validation and testing processes were particularly rigorous, to meet or exceed international safety and performance standards. The program established new testing facilities, including a structural test rig capable of simulating 100,000 flight cycles and an advanced flight test center equipped with the latest data acquisition systems.

The initial designs for the Embraer E400 included options for two or three engines. However, Embraer chose a four-engine configuration to better cater to airlines that operate from hot and high-altitude airports. Embraer also considered two additional design configurations: one featuring a high wing with four engines mounted underneath and a T-tail, and another with a low wing, T-tail, and rear-mounted engines. Ultimately, the production aircraft was designed with a conventional low wing layout, four engines beneath, and a standard tail for simplicity.

The program had significant socioeconomic implications for Brazil's industrial sector. It created over 5,000 direct jobs and an estimated 15,000 indirect positions in the supply chain. The technology transfer agreements negotiated as part of international partnerships helped elevate the technical capabilities of Brazil's aerospace workforce and contributed to the development of a more sophisticated industrial base.

Technical Development
The development phase of the Embraer E400 encountered numerous technical challenges, particularly in systems integration and aerodynamic optimization. Initial design work focused on creating an aircraft that could efficiently serve long-haul routes while maintaining competitive operating costs. Embraer established partnerships with leading international aerospace companies to leverage their expertise in critical systems development. Embraer stated that 70% of the components for the E400 were sourced locally in Brazil.

Key technical partnerships included Collins Aerospace for avionics systems, Honeywell for auxiliary power units and environmental control systems, Liebherr-Aerospace for landing gear systems, IAE for engine development and integration, Safran for electrical systems and wiring, and Spirit AeroSystems for fuselage sections. These collaborations brought valuable expertise but also increased program complexity and coordination challenges.

The program faced significant setbacks during the development phase. Wind tunnel testing revealed unexpected aerodynamic characteristics that required substantial redesign of the wing structure. Additionally, integration challenges between various subsystems led to delays in the testing program. The original first delivery date of 2004 was pushed back to 2008, contributing to development costs ballooning to US$6.8 billion by completion.

The E400's innovative composite materials usage represented a significant technological leap for Embraer, with approximately 20% of the airframe constructed using advanced carbon fiber reinforced polymers. This design choice aimed to reduce overall aircraft weight and improve fuel efficiency, but it also introduced manufacturing complexities previously unexperienced by the company. The composite manufacturing facility in São José dos Campos required substantial investment in new tooling and worker training programs.

Flight testing operations commenced in late 2006, following the inaugural flight on September 20, 2006. The tests were conducted using a fleet of four prototype aircraft. The program identified further challenges with the aircraft's fly-by-wire system, necessitating significant software modifications to meet the desired handling characteristics. Over the course of the flight test campaign, more than 2,500 flight hours were logged in a variety of environmental conditions, ranging from the extreme cold of Alaska to high-altitude operations in the Andes Mountains.

Certification efforts involved simultaneous campaigns with multiple aviation authorities, including Brazil's ANAC, the U.S. FAA, and Europe's EASA. The complexity of coordinating these certification processes, combined with the need to demonstrate compliance with evolving regulatory requirements, contributed to the program's timeline extensions. The aircraft's innovative systems architecture required the development of new certification methodologies, particularly for its integrated modular avionics platform.

The E400's powerplant selection process was particularly contentious, with competing proposals from major engine manufacturers. The final selection of the IAE V2500-E4 engine marked the first time Embraer had partnered with International Aero Engines for a commercial aircraft program. The engine integration phase revealed thermal management challenges that necessitated redesign of the nacelle and pylon structures, further impacting the development schedule.

Market conditions during the development period significantly influenced the program's trajectory. The global financial crisis of 2008 affected customer financing options and led to several order deferrals and cancellations. Despite these challenges, Embraer maintained its commitment to the program, viewing the E400 as crucial for establishing its presence in the long-range commercial aircraft market segment.

The cabin interior design underwent multiple iterations based on airline customer feedback. The final configuration featured a revolutionary cabin architecture that maximized passenger comfort while maintaining operational efficiency. The overhead bin design set new standards for capacity in its class, accommodating 30% more volume than contemporary aircraft of similar size.

While the development challenges resulted in significant program delays and cost overruns, the technical innovations pioneered in the E400 program later benefited Embraer's subsequent aircraft developments. The experience gained in systems integration, composite manufacturing, and certification processes established new organizational capabilities that positioned the company for future commercial aviation projects.

Financial Impact

The E400 program's struggles had severe financial implications for Embraer. The combination of development cost overruns, lower-than-expected sales, and intense competition from established manufacturers led to significant losses. By 2015, the situation had become critical, necessitating a government bailout of US$2.5 billion to prevent Embraer's collapse.

Multiple factors led to the financial challenges of the E400 program. The 2008 global financial crisis significantly affected airlines' purchasing choices, resulting in many carriers delaying or canceling their orders for new aircraft. Additionally, operating costs were higher than expected, diminishing the aircraft's appeal to potential customers. Embraer's lack of experience in supporting and maintaining wide-body aircraft raised concerns among buyers, while the E400's target models—the Airbus A330-200 and Boeing 767-300ER—had been succeeded by the newer Airbus A330-800 and Boeing 787-8, leaving the E400 behind in terms of technology and efficiency.

The technical challenges faced during development further exacerbated the program's troubles. Initial wind tunnel testing revealed unexpected aerodynamic inefficiencies that required substantial redesign of the wing structure. The integration of the IAE V2500-E4 engines, specifically modified for the E400, encountered multiple setbacks related to thrust performance and fuel consumption. These technical setbacks resulted in a two-year delay to the original certification timeline and an additional US$800 million in development costs.

The program's marketing strategy also proved problematic. Embraer's initial focus on positioning the E400 as a direct competitor to established wide-body aircraft manufacturers underestimated the importance of fleet commonality to major airlines. The lack of commonality with existing Embraer narrow-body aircraft meant airlines would need to maintain separate maintenance programs, spare parts inventories, and crew training regimes, significantly increasing operational complexity and costs.

Labor relations deteriorated during the program's difficulties, with widespread layoffs at Embraer's São José dos Campos facility causing significant social unrest. The Brazilian metalworkers' union organized several strikes between 2014 and 2015, further disrupting production schedules and damaging employee morale. The situation led to increased scrutiny from Brazilian labor authorities and negative media coverage that affected Embraer's corporate reputation.

The aftermath of the E400 program had lasting effects on Brazil's aerospace industry. The government bailout came with strict conditions, including the restructuring of Embraer's management team and the implementation of more rigorous project management protocols. The company's subsequent strategic pivot back to regional jets and military aircraft proved more successful, though the financial impact of the E400 program continued to affect Embraer's balance sheet for several years. The experience prompted a comprehensive review of how Brazilian aerospace projects are evaluated and funded, leading to new industry regulations and oversight mechanisms.

International response to the program's struggles varied significantly. While some aviation analysts viewed the E400's failures as evidence of the challenges facing new entrants in the wide-body market, others praised Embraer's ambition in attempting to break the Airbus–Boeing–McDonnell Douglas triopoly. The program's difficulties influenced several other manufacturers' decisions regarding market entry, with some choosing to focus on regional aircraft or military contracts instead of competing in the wide-body sector.

Aviation industry analysts have drawn parallels between the failures of the Embraer E400 Minuano and the Lockheed L-1011 TriStar. Both aircraft were technologically innovative at the time of their design but experienced significant delays, leading to their late market entry when more advanced competitors were already available. Despite having ambitious goals to compete with established manufacturers, both the E400 Minuano and the L-1011 TriStar ultimately resulted in commercial failures that nearly jeopardized their manufacturers' viability.

Recovery from the E400 program's impact required significant organizational changes at Embraer. The company implemented a new risk assessment framework for large-scale projects and established stronger partnerships with international suppliers. These reforms helped restore investor confidence and enabled Embraer to secure new funding for subsequent aircraft development programs, though on a more modest scale than the E400 initiative. The success of the E-Jet E2 family also enabled Embraer to recover from the failure of the E400 program and helped rebuild the company's reputation.

Technical Specifications and Design

General Characteristics
The Embraer E400 features a conventional wide-body design with four wing-mounted engines. Its dimensions include a length of 56 meters (184 ft), wingspan of 60 meters (197 ft), and height of 17.4 meters (57 ft). The aircraft has a wing area of 362 square meters (3,897 sq ft) and employs a supercritical wing design with advanced airfoil sections. Empty weight is 128,850 kg (284,060 lb), with a maximum takeoff weight of 250,000 kg (551,156 lb). Fuel capacity is 138,000 liters (36,455 US gal). The E400’s design life is certified for 90,000 flight cycles, with a calendar life of 30 years under typical usage patterns.

Performance Capabilities
The aircraft achieves a maximum speed of Mach 0.85 and typically cruises at Mach 0.82. Range capabilities extend to 6,500 nautical miles (7,480 miles or 12,038 km) with typical passenger loads, while service ceiling is 41,100 ft (12,527 m). Power comes from four IAE V2500-E4 engines, each producing 160 kN (35,969 lbf) of thrust. These performance characteristics allow the E400 to serve most long-haul routes efficiently, though fuel consumption rates proved slightly higher than contemporary twinjet competitors. The E400's performance in hot-and-high conditions has been notably strong, with the four-engine configuration providing superior takeoff performance at challenging airports such as Mexico City International Airport and Bogotá's El Dorado International Airport.

Passenger Capacity and Configuration
In a typical three-class configuration, the E400 accommodates 242 passengers, while maximum capacity in an all-economy layout reaches 320 passengers. The cabin features a conventional wide-body layout with two aisles and seating arrangements of 2-4-2 in economy class and 2-3-2 in business class. First class configurations typically feature a 1-2-1 layout. Cargo volume of 150.6 m³ (5,319 cu ft) provides substantial capacity for freight operations.

In terms of passenger experience, the E400's cabin features larger windows than its competitors, measuring 20% bigger than contemporary aircraft windows. The cabin altitude is maintained at 6,000 feet during cruise, while the environmental control system provides enhanced humidity levels and multiple temperature zones. The aircraft's interior lighting system includes full LED implementation with over 16 million color combinations, allowing airlines to create customized cabin ambiance.

The E400 offered an optional airstair integrated into its forward cargo door on the right, which was intended for passenger access at airports with limited ground facilities. However, the design proved too large, complex and heavy, consuming valuable cargo space, which led to it never being ordered.

Canceled Variant
The Embraer E405 was a proposed commercial aircraft that was intended to be a stretched derivative of the E400. The E405 was conceived as the company's entry into the high-capacity long-range market segment, directly competing with established aircraft such as the Airbus A340-300, Boeing 777-200ER, and McDonnell Douglas MD-12-10.

The initial design specifications included a stretch of 12 meters (39.3 ft) and a wingspan that was 6 meters (19.6 ft) wider, allowing for a passenger capacity of 300 in a typical three-class configuration, with a design range of 7,000 nautical miles (8,055 miles, 12,964 km). This marked a substantial increase from the E400's baseline capacity, and would have made the E405 Embraer's largest commercial aircraft to date. The aircraft was set to incorporate an advanced wing design based on the E400, featuring a larger span and improved aerodynamic efficiency to support a higher maximum takeoff weight. Additionally, it would include an auxiliary fuel tank in the vertical stabilizer to further extend its range.

Development of the E405 began in 2008, with Embraer investing heavily in preliminary design work and market research. The company established dedicated engineering teams at its facilities in São José dos Campos, Brazil, and conducted extensive wind tunnel testing of the proposed design. By 2011, the program had reached the preliminary design review stage, with approximately US$400 million invested in development costs, including substantial work on systems integration and structural analysis.

However, the project faced significant challenges in securing market interest. Airlines expressed concerns about introducing a new aircraft type from a manufacturer with limited experience in the wide-body segment, particularly given the established presence of Airbus, Boeing, and McDonnell Douglas in this market. The global financial crisis of 2008-2009 also impacted potential sales prospects, as many airlines delayed or canceled fleet expansion plans.

The fate of the E405 was closely tied to the market performance of its predecessor, the E400. When the base model struggled to gain significant market traction, with orders falling well below projections, Embraer was forced to reassess the viability of the stretched variant. The company's board of directors ultimately decided to cancel the E405 program in 2012, choosing instead to focus resources on its more successful regional and executive jet programs as well as military projects.

Technical Innovations
The E400 incorporated several innovative features that were advanced for its time. The airframe utilized advanced composite materials for 20% of its weight, including carbon fiber reinforced polymer (CFRP) wing structures and titanium alloy components in high-stress areas. The fuselage incorporated advanced aluminum-lithium alloys to reduce weight while maintaining structural integrity.

The E400's flight deck incorporates state-of-the-art avionics, including a fully digital glass cockpit with six large LCD displays and dual flight management systems. The aircraft utilizes fly-by-wire technology with envelope protection features and is certified for Category IIIb autoland operations. Advanced navigation capabilities include GPS, inertial reference systems, and compatibility with future air traffic management requirements.

The E400 featured advanced autopilot capabilities that enabled automated operations from takeoff to landing, thanks to its cutting-edge avionics and flight control systems. A key component of this system was the three-axis autopilot, which managed pitch, roll, and yaw, allowing the aircraft to automatically maintain altitude, direction, and speed. The Flight Management System (FMS) improved efficiency by incorporating multiple navigational inputs, aircraft load, and external weather conditions to optimize flight paths. It effectively manages waypoints, speed adjustments, and altitude changes during the flight.

Additionally, the E400 was distinguished by its Automatic Takeoff and Landing (ATC) capabilities, which allowed for fully automated landings using the Instrument Landing System (ILS). Pilots could activate the autopilot during takeoff and utilize the autoland feature in specific conditions, particularly low visibility. The aircraft was equipped with sensing and feedback systems to monitor parameters like altitude, speed, and configuration, enabling real-time adjustments by the autopilot. The user-friendly pilot interface made it easy for pilots to engage or disengage different modes and set desired flight parameters.

Operationally, the process began at takeoff. Once the designated takeoff speed was reached, pilots could activate the autopilot, which managed throttle and control surfaces for optimal ascent. During the cruise phase, the FMS took over navigation, maintaining the flight path while optimizing fuel efficiency. As the aircraft neared its destination, pilots would start the landing sequence. If conditions allowed, the auto land feature could be activated to control descent, flare, and touchdown automatically.

Systems integration represented a significant advancement, featuring a fourth-generation fly-by-wire control system with envelope protection and an integrated modular avionics architecture. The aircraft introduced an enhanced ground proximity warning system (EGPWS) and advanced weather radar with windshear detection capabilities. A central maintenance computer system facilitated enhanced troubleshooting and maintenance procedures.

Aerodynamic innovations included a supercritical wing design with advanced airfoil sections, blended winglets for improved fuel efficiency, and an active load alleviation system. The variable camber leading edge improved low-speed performance while maintaining cruise efficiency. Computational fluid dynamics played a crucial role in optimizing the aircraft's aerodynamic characteristics, resulting in a 15% reduction in drag compared to previous generation aircraft of similar size. The wing design incorporated several innovative features including hybrid laminar flow control on critical surfaces and adaptive wing technology that automatically adjusted to different flight conditions.

Market Performance and Production

Orders and Deliveries
The Embraer E400 entered service on March 9, 2008, with LATAM Airlines Brasil, then known as TAM Linhas Aéreas, as its launch customer. Initially, the Embraer E400 program faced challenges in securing orders beyond Brazil. However, its competitive starting price—10% lower than the Airbus A330-200 in 2010—has made it appealing to smaller and/or startup airlines in emerging markets throughout Latin America, Africa, the Middle East, and the Asia Pacific, who sought to expand into long-haul routes.

Embraer's strategy to enhance the E400's attractiveness for airlines operating in hot and high-altitude airports by opting for a four-engine design was unsuccessful. Airlines preferred twin-engine jets with lighter fuel loads, demanded longer runway construction, or even ceased operations at those challenging locations altogether.

The E400, being a quad-engine aircraft, is not subject to Extended-range Twin-engine Operations Performance Standards (ETOPS) regulations. However, compared to contemporary three- and four-engine aircraft like the McDonnell Douglas MD-12 and Airbus A340, the E400 has lower capacity and range, which affects its profitability and attractiveness to major airlines operating long-haul flights over oceans and remote regions.

Initial production plans targeted 500 units, but total production reached only 238 aircraft before program termination. Production figures showed declining delivery rates over time, reflecting the program's gradual loss of market competitiveness. Between 2008-2010, 45 aircraft were delivered, followed by 98 deliveries from 2011-2013. The period 2014-2016 saw 72 deliveries, with final production years 2017-2018 delivering just 23 aircraft. This decline reflected growing market preference for newer competitor aircraft and concerns about the program's long-term viability. Embraer officially announced the E400 program's termination in late 2018 with the final production aircraft delivered to Azul, and shifting focus to its more successful E2 family of aircraft. The company continued to provide maintenance and support for the existing E400 fleet, though several operators began phasing out the type in favor of newer alternatives.

Major Operators
As of January 2025, 192 E400 aircraft remain in active service across 16 operators. LATAM Airlines Brasil maintains the largest fleet with 28 aircraft, followed by Atlantic Eastern Air Lines with 22 aircraft. Other significant operators include Aeroméxico (15 aircraft), Azul Linhas Aéreas Brasileiras (12 aircraft), and Gol Linhas Aéreas (10 aircraft). The remaining 105 aircraft are distributed among various smaller operators worldwide.

Operational History

Reliability and Performance
Operational experience with the E400 has demonstrated good reliability, achieving a dispatch reliability rate of 98.5%. Operators report favorable fuel efficiency compared to older generation aircraft, though performance falls short of newer competitors like the Airbus A330neo and Boeing 787. Maintenance costs have proven higher than initially projected, particularly for operators with smaller fleets.

Safety Record
The aircraft has maintained a strong safety record, with no hull losses or fatalities recorded during its operational history. Three notable incidents have occurred: a bird ingestion leading to dual contained engine failures during takeoff (Aeroméxico, June 2012), a hard landing incident causing gear collapse (Azul, March 2017), and a cabin depressurization event (Gol Linhas Aéreas, November 2019). All incidents were resolved without serious injuries, and subsequent investigations led to appropriate modifications and procedural changes. The U.S. Federal Aviation Administration issued an Airworthiness Directive in January 2018 requiring additional inspections of the main landing gear assembly following the Azul incident.

Embraer E400 Specifications

Design and Dimensions:
- Length: 56 meters (184 ft)
- Wingspan: 60 meters (197 ft)
- Height: 17.4 meters (57 ft)
- Wing Area: 362 square meters (3,897 sq ft)
- Empty Weight: 128,850 kg (284,060 lb)
- Maximum Takeoff Weight: 250,000 kg (551,156 lb)
- Fuel Capacity: 138,000 liters (36,455 US gal)
- Typical Configuration: 242 passengers (three-class layout)
- Maximum Capacity: 320 passengers (all-economy layout)

Performance:
- Maximum Speed: Mach 0.85 (493 knots / 561 mph / 914 km/h) @ cruise altitude
- Typical Cruise Speed: Mach 0.82 (470 knots / 541 mph / 871 km/h) @ cruise altitude
- Range: 6,500 nautical miles (7,480 miles / 12,038 km)
- Service Ceiling: 41,100 ft (12,527 m)
- Engines: 4 × IAE V2500-E4 engines (160 kN / 35,969 lbf thrust each)
- Takeoff: 2,600 m (8,530 ft) @ MTOW, sea level, ISA
- Landing: 1,700 m (5,577 ft) @ MLW, sea level, ISA

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Character: Atlantic Eastern @  judyjudith

Art by:  tony07734123/KangWolf