Argentina’s military aviation during the first half of the 20th century was defined by diverse imports from European and North American manufacturers. While domestic production began in the late 1920s, the bulk of the frontline fleet remained imported.
Early Era (1910s – 1920s)
Initial acquisitions were primarily from France and the United Kingdom, focusing on reconnaissance and early training.
France: Breguet 14, Morane-Saulnier MS.35, and Dewoitine D.21 (fighters).
United Kingdom: Avro 504K trainers (21 units) and the Bristol F.2B Fighter (28 units purchased before local production).
Italy: Ansaldo SVA-5 and SVA-10 (scout/bomber aircraft).
Interwar & World War II (1930s – 1945)
Imports during this period saw a shift toward U.S. and German designs, though wartime neutrality eventually restricted access to newer American parts.
United States: Curtiss Hawk 75O (fighters), North American NA-16/T-6 Texan trainers, and Martin B-10 bombers.
Germany: Junkers Ju 52 (transports) and Focke-Wulf Fw 44 Stieglitz (trainers).
United Kingdom: Avro 626 trainers and the Cierva C.30 autogyro.
Post-WWII Expansion (1945 – 1950)
Following the war, Argentina used its accumulated foreign reserves to purchase significant quantities of surplus and advanced hardware, primarily from the United Kingdom.
United Kingdom:Gloster Meteor F.4: 100 units purchased in 1947, making Argentina the first Latin American nation to operate jet fighters.
Avro Lancaster & Lincoln: 45 heavy bombers (15 Lancasters and 30 Lincolns).
Vickers Viking & Bristol 170: Used for military transport.
Percival Prentice: Standard basic trainer.
Italy: Fiat G.55 fighters and Fiat G.46 trainers (approximately 30 units).
United States: Douglas C-47 Skytrain (transports) and Beechcraft AT-11 Kansan (bombing/navigation trainers).
Early Era (1910s – 1920s)
Initial acquisitions were primarily from France and the United Kingdom, focusing on reconnaissance and early training.
France: Breguet 14, Morane-Saulnier MS.35, and Dewoitine D.21 (fighters).
United Kingdom: Avro 504K trainers (21 units) and the Bristol F.2B Fighter (28 units purchased before local production).
Italy: Ansaldo SVA-5 and SVA-10 (scout/bomber aircraft).
Interwar & World War II (1930s – 1945)
Imports during this period saw a shift toward U.S. and German designs, though wartime neutrality eventually restricted access to newer American parts.
United States: Curtiss Hawk 75O (fighters), North American NA-16/T-6 Texan trainers, and Martin B-10 bombers.
Germany: Junkers Ju 52 (transports) and Focke-Wulf Fw 44 Stieglitz (trainers).
United Kingdom: Avro 626 trainers and the Cierva C.30 autogyro.
Post-WWII Expansion (1945 – 1950)
Following the war, Argentina used its accumulated foreign reserves to purchase significant quantities of surplus and advanced hardware, primarily from the United Kingdom.
United Kingdom:Gloster Meteor F.4: 100 units purchased in 1947, making Argentina the first Latin American nation to operate jet fighters.
Avro Lancaster & Lincoln: 45 heavy bombers (15 Lancasters and 30 Lincolns).
Vickers Viking & Bristol 170: Used for military transport.
Percival Prentice: Standard basic trainer.
Italy: Fiat G.55 fighters and Fiat G.46 trainers (approximately 30 units).
United States: Douglas C-47 Skytrain (transports) and Beechcraft AT-11 Kansan (bombing/navigation trainers).
Bristol F2.B
Argentina purchased and locally produced the Bristol F.2B Fighter (often nicknamed the "Brisfit") during the early 20th century.
The Argentine Army Aviation Service purchased 28 original aircraft from the United Kingdom between 1920 and 1924.
Argentina acquired a license to manufacture the aircraft domestically. Between 1930 and 1931, the Fábrica Militar de Aviones (FMA) built an additional 10 units.
Some historical accounts suggest these 10 "new" aircraft may have actually been rebuilt using parts from existing Argentine F.2Bs that had been written off in accidents.
These aircraft were primarily used for training and reconnaissance. They were officially retired from Argentine service in 1932.
The F.2B was one of the first foreign designs produced by the FMA, following the license-built Avro 504, marking a critical step in Argentina's early aviation industry.
The Argentine Army Aviation Service purchased 28 original aircraft from the United Kingdom between 1920 and 1924.
Argentina acquired a license to manufacture the aircraft domestically. Between 1930 and 1931, the Fábrica Militar de Aviones (FMA) built an additional 10 units.
Some historical accounts suggest these 10 "new" aircraft may have actually been rebuilt using parts from existing Argentine F.2Bs that had been written off in accidents.
These aircraft were primarily used for training and reconnaissance. They were officially retired from Argentine service in 1932.
The F.2B was one of the first foreign designs produced by the FMA, following the license-built Avro 504, marking a critical step in Argentina's early aviation industry.
Breguet 19 XIX A2
Breguet XIX biplanes. Argentina purchased approximately 25 units directly from France. The acquisition of the Breguet XIX biplanes by the Argentine Army's, Aeronáutica Militar took place in the late 1920s.
Official records indicate a key acceptance date of January 15, 1928, for the Breguet 19-A2 variant. While some records note the purchase of 25 units from France, other historical listings for the Argentine Air Force show a total of 39 Breguet XIX A2 aircraft in service throughout their operational history.
These aircraft served as the primary bomber and reconnaissance equipment for Argentina until their retirement in 1935, when they were replaced by the domestically produced FMA Ae.M.B.2 "Bombi".
Although Argentina's Fábrica Militar de Aviones (FMA) acquired a license to manufacture the Lorraine-Dietrich 12Eb engine (which powered many Breguet XIXs), this license did not extend to the airframe itself. Large-scale licensed production of the airframe occurred in other countries, specifically Spain (CASA), Belgium (SABCA), and Yugoslavia (Kraljevo).
Official records indicate a key acceptance date of January 15, 1928, for the Breguet 19-A2 variant. While some records note the purchase of 25 units from France, other historical listings for the Argentine Air Force show a total of 39 Breguet XIX A2 aircraft in service throughout their operational history.
These aircraft served as the primary bomber and reconnaissance equipment for Argentina until their retirement in 1935, when they were replaced by the domestically produced FMA Ae.M.B.2 "Bombi".
Although Argentina's Fábrica Militar de Aviones (FMA) acquired a license to manufacture the Lorraine-Dietrich 12Eb engine (which powered many Breguet XIXs), this license did not extend to the airframe itself. Large-scale licensed production of the airframe occurred in other countries, specifically Spain (CASA), Belgium (SABCA), and Yugoslavia (Kraljevo).
Autogyro Cierva C-30 Avro 671 Rota
Photo: Juan de la Cierva´s Cierva C.30 autogyro taking off from Dédalo in 1934. Wikipedia.
Argentina's history with British-built autogyros is primarily centered on the Cierva C.30A (Avro 671 Rota), which was a landmark in rotary-wing aviation during the 1930s.
Argentina acquired the Cierva C.30A (built under license by Avro in the UK) for military and civil evaluation.
The "Juan Reges Ayma" Connection: One specific aircraft (registration G-ACVX) was purchased in 1936 by Juan Reges Ayma after a demonstration flight by the inventor, Juan de la Cierva himself.
This aircraft, later registered as LV-FBL, was operated in Argentina for 30 years, remaining active until 1966. It featured modifications like a long-range fuel tank that allowed for a 5-hour endurance.
Today, this historic autogyro is preserved at the Museo Nacional de Aeronáutica in Morón, Argentina.
Technical Features of the Avro 671 Rota
Feature Specification
Engine 140 hp Armstrong Siddeley Genet Major IA (7-cylinder radial)
Rotor Diameter 37 ft (11.28 m)
Max Speed ~94–100 mph (151–160 kph)
Control System Direct control via a tilting rotor head, replacing traditional control surfaces
Argentina's history with British-built autogyros is primarily centered on the Cierva C.30A (Avro 671 Rota), which was a landmark in rotary-wing aviation during the 1930s.
Argentina acquired the Cierva C.30A (built under license by Avro in the UK) for military and civil evaluation.
The "Juan Reges Ayma" Connection: One specific aircraft (registration G-ACVX) was purchased in 1936 by Juan Reges Ayma after a demonstration flight by the inventor, Juan de la Cierva himself.
This aircraft, later registered as LV-FBL, was operated in Argentina for 30 years, remaining active until 1966. It featured modifications like a long-range fuel tank that allowed for a 5-hour endurance.
Today, this historic autogyro is preserved at the Museo Nacional de Aeronáutica in Morón, Argentina.
Technical Features of the Avro 671 Rota
Feature Specification
Engine 140 hp Armstrong Siddeley Genet Major IA (7-cylinder radial)
Rotor Diameter 37 ft (11.28 m)
Max Speed ~94–100 mph (151–160 kph)
Control System Direct control via a tilting rotor head, replacing traditional control surfaces
Junker JU-52
Left: Junkers Ju 52 (serial 166) operating in Argentina. Specifically, this photograph shows the aircraft during a flight for LADE (Líneas Aéreas del Estado) in Esquel in 1944.
On the right: While the Fábrica Militar de Aviones (FMA) in Córdoba is famous for indigenous designs like the Guaraní and the Pulqui jet, it also played a critical role in maintaining Argentina's foreign-built fleet, including the Junkers Ju 52.
On the right: While the Fábrica Militar de Aviones (FMA) in Córdoba is famous for indigenous designs like the Guaraní and the Pulqui jet, it also played a critical role in maintaining Argentina's foreign-built fleet, including the Junkers Ju 52.
The Junkers Ju 52 had a significant military career in Argentina, serving with both the Army Aviation and the Argentine Air Force (FAA) for over 15 years.
Military Service and Roles
The Argentine military first acquired five Ju 52/3m aircraft in the late 1930s to modernize its transport capabilities.
They were primarily used as military transports for cargo and personnel, but were also utilized for paratrooper training and sanitary (medical) evacuation.
Organizational Shift
Initially operated by the Army, these aircraft became a core component of the Argentine Air Force when it was officially established as an independent branch in 1945.
They were formally assigned to Monitoring Group No. 1 based at El Palomar.
End of Service: Most military Ju 52s remained active until the late 1940s, when they were replaced by the American Douglas DC-3.
LADE
The aircraft often appeared in civilian-style markings because the military operated the state airline, LADE (Líneas Aéreas del Estado).
A total of 15 Ju 52s served under LADE between 1939 and 1955.
These flights were essentially military operations providing vital links to remote Patagonia, flown by Air Force pilots and maintained at military facilities like the FMA in Córdoba.
Military Service and Roles
The Argentine military first acquired five Ju 52/3m aircraft in the late 1930s to modernize its transport capabilities.
They were primarily used as military transports for cargo and personnel, but were also utilized for paratrooper training and sanitary (medical) evacuation.
Organizational Shift
Initially operated by the Army, these aircraft became a core component of the Argentine Air Force when it was officially established as an independent branch in 1945.
They were formally assigned to Monitoring Group No. 1 based at El Palomar.
End of Service: Most military Ju 52s remained active until the late 1940s, when they were replaced by the American Douglas DC-3.
LADE
The aircraft often appeared in civilian-style markings because the military operated the state airline, LADE (Líneas Aéreas del Estado).
A total of 15 Ju 52s served under LADE between 1939 and 1955.
These flights were essentially military operations providing vital links to remote Patagonia, flown by Air Force pilots and maintained at military facilities like the FMA in Córdoba.
139W/WAA aircraft.
Argentina was a major operator of the Martin 139W, the export version of the American Martin B-10 bomber.
Between 1936 and 1938, Argentina acquired a total of 35 aircraft:
Army Aviation Service (Ejército Argentino), received 22 Model 139WAA aircraft (often serialized B-501 to B-522) plus one fuselage for training.
Naval Aviation (Armada Argentina), received 13 aircraft, consisting of 12 Model 139WAN and one Model 139WA demonstrator.
The Navy models were assembled at the Punta Indio Air Naval Base and formed the 1st and 2nd Air Naval Squadrons, operating primarily for coastal patrol and maritime cooperation until 1945.
The Only Survivor
The only complete Martin B-10 surviving in the world today is an export model (139WAA) originally sold to Argentina.
Return to the US. After serving as a ground-training tool for engineering students in Buenos Aires until the 1960s, the Argentine government donated the aircraft to the United States in 1970. It was restored and is now on display at the National Museum of the U.S. Air Force in Ohio.
Between 1936 and 1938, Argentina acquired a total of 35 aircraft:
Army Aviation Service (Ejército Argentino), received 22 Model 139WAA aircraft (often serialized B-501 to B-522) plus one fuselage for training.
Naval Aviation (Armada Argentina), received 13 aircraft, consisting of 12 Model 139WAN and one Model 139WA demonstrator.
The Navy models were assembled at the Punta Indio Air Naval Base and formed the 1st and 2nd Air Naval Squadrons, operating primarily for coastal patrol and maritime cooperation until 1945.
The Only Survivor
The only complete Martin B-10 surviving in the world today is an export model (139WAA) originally sold to Argentina.
Return to the US. After serving as a ground-training tool for engineering students in Buenos Aires until the 1960s, the Argentine government donated the aircraft to the United States in 1970. It was restored and is now on display at the National Museum of the U.S. Air Force in Ohio.
The only surviving complete B-10 is on display at the National Museum of the United States Air Force at Wright-Patterson Air Force Base near Dayton, Ohio. The aircraft is painted as a B-10 used in the 1934 Alaskan Flight. It was an export version sold to Argentina in 1938.
The aircraft survived as a ground crew trainer, and was still being used by the Argentine Air Force for training its ground crews as late as the 1960s. The Air Force Museum conducted an exhaustive search for any surviving B-10 remains, and eventually learned of the aircraft. In 1970, the incomplete airframe was donated by the Government of Argentina to the U.S. Government in a formal ceremony attended by the U.S. ambassador.
The aircraft was restored by the 96th Maintenance Squadron (Mobile), Air Force Reserve, at Kelly Air Force Base, Texas, in 1973-1976, and placed on display in 1976.
The aircraft survived as a ground crew trainer, and was still being used by the Argentine Air Force for training its ground crews as late as the 1960s. The Air Force Museum conducted an exhaustive search for any surviving B-10 remains, and eventually learned of the aircraft. In 1970, the incomplete airframe was donated by the Government of Argentina to the U.S. Government in a formal ceremony attended by the U.S. ambassador.
The aircraft was restored by the 96th Maintenance Squadron (Mobile), Air Force Reserve, at Kelly Air Force Base, Texas, in 1973-1976, and placed on display in 1976.
1941. Life Magazine. Hart Preston.
These vintage 1941 photographs by Hart Preston for LIFE Magazine show ground crew personnel at work in the Argentine Army Aviation (Ejército Argentino) workshops. At the time, Argentina operated a variety of foreign-designed aircraft that required skilled maintenance from local ground staff
LIFE photographs from 1941 at the El Palomar workshops of the Argentine Army Aviation. On the Left: Mechanics working on the engine of a Northrop 8A-2. Argentina was the primary customer for this specific export version, which was unique for its fixed landing gear and "spats" (wheel covers).
On the Right: The large aircraft with the distinctive corrugated metal skin is the Junkers Ju 52/3m, code "2-B" on its fuselage. These were used as heavy transports and were vital for long-range logistics in Argentina's vast territory.
On the Right: The large aircraft with the distinctive corrugated metal skin is the Junkers Ju 52/3m, code "2-B" on its fuselage. These were used as heavy transports and were vital for long-range logistics in Argentina's vast territory.
Northrop 8A-2
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The photo captures ground crew members loading a 7.65 mm Madsen machine gun into the leading edge of the aircraft's wing. This was a standard procedure for the Northrop 8A-2 in Argentine service, which featured a specific armament configuration.
Wing Guns. Two 11.35 mm Madsen machine guns and two 7.65 mm Madsen machine guns were mounted fixed in the wings, firing forward. Defensive Gun: One flexible 7.65 mm Madsen machine gun was located in the rear cockpit for the gunner. Photo: LIFE 1941 |
It featured an internal bomb bay for small fragmentation bombs and underwing racks for heavier ordnance
Northrop Model 8A-2
North American Northrop 8A-2. Photo LIFE Magazine.
Wright Cyclone R-1820-E. Smithsonian Air Space Museum. D.C.
North American NA-16
The North American Aviation NA-16 was the first trainer aircraft built by North American Aviation, Inc. and was the beginning of a line of North American trainer aircraft that would number more than 17,000 examples.
Developed into North American BT-9
T-6 Texan
North American P-64
CAC Wirraway
The NA-16 was a single engine, low-wing monoplane with tandem seating in open cockpits and fixed landing gear. A Wright Whirlwind radial air-cooled engine of 400 hp powered the aircraft. While it was mostly of metal construction, the rear fuselage was fabric covered.
Developed into North American BT-9
T-6 Texan
North American P-64
CAC Wirraway
The NA-16 was a single engine, low-wing monoplane with tandem seating in open cockpits and fixed landing gear. A Wright Whirlwind radial air-cooled engine of 400 hp powered the aircraft. While it was mostly of metal construction, the rear fuselage was fabric covered.
This LIFE Magazine photograph from 1941 shows a lineup of North American NA-16-4P aircraft at the El Palomar Military Air Base in Argentina.
The Aircraft: North American NA-16-4P.
These aircraft were an export variant of the North American NA-16, the predecessor to the famous T-6 Texan.
The "4P" variant was specifically designed for Argentina as a two-seat light attack and reconnaissance aircraft. It is easily identified by its fixed landing gear and the tandem cockpit arrangement.
Argentina purchased 30 units from North American Aviation in the late 1930s.
These planes served as a critical bridge for the Argentine Army Aviation (Ejército Argentino), providing modern metal monoplane experience to pilots and ground crews.
In the background to the left, several Northrop 8A-2. This image highlights the diverse mix of American-designed aircraft that made up the core of Argentina's military air power just before the formation of the independent Argentine Air Force in 1945.
The Aircraft: North American NA-16-4P.
These aircraft were an export variant of the North American NA-16, the predecessor to the famous T-6 Texan.
The "4P" variant was specifically designed for Argentina as a two-seat light attack and reconnaissance aircraft. It is easily identified by its fixed landing gear and the tandem cockpit arrangement.
Argentina purchased 30 units from North American Aviation in the late 1930s.
These planes served as a critical bridge for the Argentine Army Aviation (Ejército Argentino), providing modern metal monoplane experience to pilots and ground crews.
In the background to the left, several Northrop 8A-2. This image highlights the diverse mix of American-designed aircraft that made up the core of Argentina's military air power just before the formation of the independent Argentine Air Force in 1945.
Right: Leather flight training helmet for Gosport speaking tubes.
Three pilots from the Argentine Air Force (Fuerza Aérea Argentina) during the early 1940s, posed in front of a North American NA-16-1P trainer.
Curtiss Hawk 75-O
ThisLIFE Magazine photograph, taken by Hart Preston around 1941, shows a row of Curtiss Hawk 75-O fighters of the Argentine Army Aviation (Ejército Argentino) at the El Palomar Military Air Base.
During World War II, Argentina’s neutrality led to a United States arms embargo, which cut off the supply of official spare parts for the North American NA-16s, Northrop 8A-2s, and Curtiss Hawk 75s.
To keep these planes flying throughout the 1940s, Argentina had to become incredibly resourceful
The Fábrica Militar de Aviones (FMA) in Córdoba shifted its focus from assembly to reverse-engineering. When specialized American parts (like engine valves or landing gear components) ran out, FMA technicians fabricated their own local versions. This is why some historical records of FMA are "blurry", they were essentially running a massive, unauthorized industrial maintenance operation to bypass the embargo.
As parts became rarer, the "Hangar Queen" strategy became standard. A few aircraft from each squadron were permanently grounded and stripped of every usable bolt, wire, and instrument to keep the rest of the fleet airworthy.
The engines were the hardest to maintain. Both the Northrop and the Hawk used variants of the Wright R-1820 Cyclone. Without new seals and bearings from the U.S., Argentine mechanics had to perform deep overhauls that pushed the limits of the engines' original design life.
Transition to Indigenous Designs
This exact parts crisis is what drove Argentina to develop its own planes, like the I.Ae. 24 Calquín. It was designed to look and fly like a British Mosquito but was built almost entirely of local wood to avoid needing imported aluminum and specialized parts that the world wouldn't sell them.
By the time the embargo lifted after the war, most of the planes in those LIFE photos were so "patched up" with local parts that they were quickly replaced by the flood of cheap, surplus T-6 Texans and Gloster Meteors.
To keep these planes flying throughout the 1940s, Argentina had to become incredibly resourceful
The Fábrica Militar de Aviones (FMA) in Córdoba shifted its focus from assembly to reverse-engineering. When specialized American parts (like engine valves or landing gear components) ran out, FMA technicians fabricated their own local versions. This is why some historical records of FMA are "blurry", they were essentially running a massive, unauthorized industrial maintenance operation to bypass the embargo.
As parts became rarer, the "Hangar Queen" strategy became standard. A few aircraft from each squadron were permanently grounded and stripped of every usable bolt, wire, and instrument to keep the rest of the fleet airworthy.
The engines were the hardest to maintain. Both the Northrop and the Hawk used variants of the Wright R-1820 Cyclone. Without new seals and bearings from the U.S., Argentine mechanics had to perform deep overhauls that pushed the limits of the engines' original design life.
Transition to Indigenous Designs
This exact parts crisis is what drove Argentina to develop its own planes, like the I.Ae. 24 Calquín. It was designed to look and fly like a British Mosquito but was built almost entirely of local wood to avoid needing imported aluminum and specialized parts that the world wouldn't sell them.
By the time the embargo lifted after the war, most of the planes in those LIFE photos were so "patched up" with local parts that they were quickly replaced by the flood of cheap, surplus T-6 Texans and Gloster Meteors.
The Miles Magister M.14A Hawk Trainer Mk.III. Civilian Aircraft.
It is not a military training aircraft, but a very interesting civilian training aircraft. Juan Perón's administration was responsible for the purchase of the Miles Magister fleet. Shortly after taking office in 1946, Perón used the country's post-war wealth to modernize Argentina’s aviation infrastructure as part of his first Five-Year Plan.
The Miles Magister (M.14A Hawk Trainer Mk.III) had a significant history in Argentina as a primary trainer, but as of 2026, there are no known airworthy examples remaining in the country.
In 1946, following World War II, the Argentine Government placed an order for 150 Miles M.14A Hawk Trainer Mk.IIIs for the Dirección General de Aeronáutica Civil.
These aircraft were distributed to various aero clubs across the country to train civilian pilots. Most of the fleet was retired and systematically burned between 1968 and 1975.
Only one aircraft (registered as LV-XSG, later LV-X246) survived the mass destruction of the fleet.
It was kept at the Aeroclub San Martín in Mendoza, where it was restored to airworthy condition in the early 2000s.
In 2019, this last Argentine Magister was sold to R.A.F. Station Czechoslovakia and moved to the Czech Republic.
It is now operated in Europe, repainted in British wartime training colors with the serial T9752.
The Miles Magister (M.14A Hawk Trainer Mk.III) had a significant history in Argentina as a primary trainer, but as of 2026, there are no known airworthy examples remaining in the country.
In 1946, following World War II, the Argentine Government placed an order for 150 Miles M.14A Hawk Trainer Mk.IIIs for the Dirección General de Aeronáutica Civil.
These aircraft were distributed to various aero clubs across the country to train civilian pilots. Most of the fleet was retired and systematically burned between 1968 and 1975.
Only one aircraft (registered as LV-XSG, later LV-X246) survived the mass destruction of the fleet.
It was kept at the Aeroclub San Martín in Mendoza, where it was restored to airworthy condition in the early 2000s.
In 2019, this last Argentine Magister was sold to R.A.F. Station Czechoslovakia and moved to the Czech Republic.
It is now operated in Europe, repainted in British wartime training colors with the serial T9752.
Gloster Meteor F4
100 were exported to Argentina (and saw action on both sides in the 1955 revolution, one being lost on 19 September 1955.
Argentine Air Force ordered 50 F.4s in May 1947, comprising 50 ex-RAF aircraft and 50 newly built, Deliveries started in July that year,the Meteor remaining in service until 1970, when the last examples were replaced by Dassault Mirage IIIs.
Argentine Air Force ordered 50 F.4s in May 1947, comprising 50 ex-RAF aircraft and 50 newly built, Deliveries started in July that year,the Meteor remaining in service until 1970, when the last examples were replaced by Dassault Mirage IIIs.
In 1947, under the post-war Labour government (but within the context of the Anglo-Argentine trade relations established during Churchill's wartime leadership), Argentina became the first export customer for the Gloster Meteor.
A nearly-bankrupt Britain agreed to sell 100 Gloster Meteor jet fighters to Perón’s government in part to repay debts incurred during World War II. During the war, Argentina had served as a "neutral breadbasket," supplying essential beef and grain to the UK.
The sale was a strategic move by the British to divert Argentine military preferences away from American-made equipment, especially after the U.S. had rebuffed Perón's attempts to buy arms.
A nearly-bankrupt Britain agreed to sell 100 Gloster Meteor jet fighters to Perón’s government in part to repay debts incurred during World War II. During the war, Argentina had served as a "neutral breadbasket," supplying essential beef and grain to the UK.
The sale was a strategic move by the British to divert Argentine military preferences away from American-made equipment, especially after the U.S. had rebuffed Perón's attempts to buy arms.
After World War II, Britain was virtually bankrupt and owed Argentina a massive debt for essential food supplies (primarily beef and grain) provided during the war.
Argentina received 50 ex-RAF Meteor F.4s and 50 newly built models, along with a license to produce Rolls-Royce Derwent 5 jet engines domestically in Córdoba.
Internal Conflict: Ironically, the same aircraft Perón bought were later used against him. During the 1955 Liberating Revolution that overthrew him, Gloster Meteors were flown by both loyalist forces and rebels. Loyalists marked their planes with "PV" (Perón Victory), while rebels used a cross over a "V" with the legend "Cristo Vence" (Christ Wins).
The Meteors were operated by different units, primarily Fighter Group 3 (and later others) based at Morón and Tandil. While they were in the air at the same time as the Fiats, they did not physically replace the Fiats at the Mendoza base.
Argentina received 50 ex-RAF Meteor F.4s and 50 newly built models, along with a license to produce Rolls-Royce Derwent 5 jet engines domestically in Córdoba.
Internal Conflict: Ironically, the same aircraft Perón bought were later used against him. During the 1955 Liberating Revolution that overthrew him, Gloster Meteors were flown by both loyalist forces and rebels. Loyalists marked their planes with "PV" (Perón Victory), while rebels used a cross over a "V" with the legend "Cristo Vence" (Christ Wins).
The Meteors were operated by different units, primarily Fighter Group 3 (and later others) based at Morón and Tandil. While they were in the air at the same time as the Fiats, they did not physically replace the Fiats at the Mendoza base.
The first jet-powered air victory in Latin American history.
During the June 1955 uprising (a precursor to the final September coup), the Argentine Air Force (FAA) achieved its first-ever air-to-air victory when a Gloster Meteor F Mk.4 shot down a rebel aircraft.
On June 16, 1955, loyalist pilot First Lieutenant Juan García Adradas, flying Gloster Meteor serial I-063, intercepted a rebel formation over the Río de la Plata.
The downed aircraft was a North American AT-6 Texan (specifically an AT-6A) piloted by rebel Navy officer Arnaldo Román.
While some records refer to the Texan's serial as 3-A-9 (with register number 0340), others identify the specific airframe involved in this historic jet-vs-piston encounter.
Arnaldo Román successfully parachuted to safety after his aircraft was struck by the Meteor's 20mm cannon fire.
This event marked the first jet-powered air victory in Latin American history.
On June 16, 1955, loyalist pilot First Lieutenant Juan García Adradas, flying Gloster Meteor serial I-063, intercepted a rebel formation over the Río de la Plata.
The downed aircraft was a North American AT-6 Texan (specifically an AT-6A) piloted by rebel Navy officer Arnaldo Román.
While some records refer to the Texan's serial as 3-A-9 (with register number 0340), others identify the specific airframe involved in this historic jet-vs-piston encounter.
Arnaldo Román successfully parachuted to safety after his aircraft was struck by the Meteor's 20mm cannon fire.
This event marked the first jet-powered air victory in Latin American history.
FIAT G55 "Centauro"
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Argentina was a major post-WWII customer for the Fiat G.55 Centauro, which was widely considered the best Italian fighter of the war. In 1947, Argentina acquired 45 aircraft from Fiat.
30 G.55A single-seat fighters. 15 G.55B two-seat trainers. They were assigned to the Fighter Group I (Agrupación Aérea de Combate) based at El Plumerillo in Mendoza. Despite their performance, they had a brief service life (roughly 1947–1954) due to material fatigue, high maintenance costs, and a critical lack of spare parts for their Daimler-Benz DB 605 engines. The 30 G.55A fighters and 15 G.55B trainers were primarily assigned to Fighter Group 1 at BAM El Plumerillo. They were retired by 1954 due to material fatigue and a critical lack of spare parts. |
 WWII High Altitude Italian Oxygen Mask and Leather Cap. Smithsonian Air and Space Museum.
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The F-86 Sabre Arrival (1960): Surplus U.S. F-86F Sabres arrived at El Plumerillo on September 26, 1960, in an event known as "Operation Sabre". These jets took over the operational role at the IV Air Brigade in Mendoza that the Fiats had vacated a few years earlier.
Resale to Egypt
In a unique turn, Argentina returned 17 of the G.55A fighters to Italy in 1948, which were then resold to the Royal Egyptian Air Force.
The "Italian Mustang": Fiat G.59
Argentina also played a role in the evaluation of the Fiat G.59, a version of the Centauro redesigned to use the Rolls-Royce Merlin engine (the same engine used in the P-51 Mustang).
Argentina purchased one G.59-2A for testing, but no further orders were placed as the Air Force shifted its focus toward jet aviation with the Gloster Meteor.
Resale to Egypt
In a unique turn, Argentina returned 17 of the G.55A fighters to Italy in 1948, which were then resold to the Royal Egyptian Air Force.
The "Italian Mustang": Fiat G.59
Argentina also played a role in the evaluation of the Fiat G.59, a version of the Centauro redesigned to use the Rolls-Royce Merlin engine (the same engine used in the P-51 Mustang).
Argentina purchased one G.59-2A for testing, but no further orders were placed as the Air Force shifted its focus toward jet aviation with the Gloster Meteor.
Military and civilian aircraft in 1948
Avro-Lancaster
Argentina was a significant post-WWII operator of the Avro Lancaster, using them to establish one of the most powerful strategic bombing forces in Latin America at the time.
In 1947-1948, Argentina acquired 15 Avro Lancaster Mk.I and Mk.III heavy bombers from British surplus. These were often seen as a stopgap measure until more modern Avro Lincolns arrived.
They were primarily operated by Escuadrón I, Grupo 4 de Cazabombardeo (Group 4 Fighter-Bomber) of the IV Air Brigade, based at El Plumerillo Airport in Mendoza.
The Lancasters were used during several domestic military conflicts, most notably during the 1955 Revolución Libertadora coup that deposed President Juan Perón.
The fleet was gradually phased out starting in 1965, with the last aircraft officially retired in 1966.
The "Star Dust" Mystery
Beyond military use, a civilian variant called the Avro Lancastrian (a Lancaster converted for passenger and mail transport) is famous in Argentine history for a tragic mystery. In 1947, a British South American Airways Lancastrian named Star Dust vanished while flying from Buenos Aires to Santiago, Chile.
Its final Morse code message, "STENDEC," remained unexplained for decades until the wreckage was finally discovered in 1998 emerging from a glacier on Mount Tupungato in the Argentine Andes.
Survivors
There are no complete Avro Lancasters preserved in Argentina; the entire fleet was scrapped or written off after retirement.
The only known surviving piece is an FN-50 mid-upper gun turret found in Argentina in the 1970s. It was returned to the UK and is now installed on the airworthy Lancaster (PA474) of the Battle of Britain Memorial Flight.
In 1947-1948, Argentina acquired 15 Avro Lancaster Mk.I and Mk.III heavy bombers from British surplus. These were often seen as a stopgap measure until more modern Avro Lincolns arrived.
They were primarily operated by Escuadrón I, Grupo 4 de Cazabombardeo (Group 4 Fighter-Bomber) of the IV Air Brigade, based at El Plumerillo Airport in Mendoza.
The Lancasters were used during several domestic military conflicts, most notably during the 1955 Revolución Libertadora coup that deposed President Juan Perón.
The fleet was gradually phased out starting in 1965, with the last aircraft officially retired in 1966.
The "Star Dust" Mystery
Beyond military use, a civilian variant called the Avro Lancastrian (a Lancaster converted for passenger and mail transport) is famous in Argentine history for a tragic mystery. In 1947, a British South American Airways Lancastrian named Star Dust vanished while flying from Buenos Aires to Santiago, Chile.
Its final Morse code message, "STENDEC," remained unexplained for decades until the wreckage was finally discovered in 1998 emerging from a glacier on Mount Tupungato in the Argentine Andes.
Survivors
There are no complete Avro Lancasters preserved in Argentina; the entire fleet was scrapped or written off after retirement.
The only known surviving piece is an FN-50 mid-upper gun turret found in Argentina in the 1970s. It was returned to the UK and is now installed on the airworthy Lancaster (PA474) of the Battle of Britain Memorial Flight.
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In Argentine service, the Avro Lancaster was equipped to carry a wide variety of British-standard ordnance, maintaining its reputation as a "heavy lifter" with a maximum capacity of approximately 9,979 kg (22,000 lbs) of bombs.
While they were technically capable of carrying the massive 12,000 lb "Tallboy" and 22,000 lb "Grand Slam" earthquake bombs, these specialized weapons were not used in Argentina. Instead, the Argentine Air Force (FAA) utilized more conventional payloads for its strategic and tactical needs:
General Purpose (GP) High-Explosive Bombs: The primary ordnance consisted of standard 250 lb, 500 lb, and 1,000 lb GP bombs.
Anti-Submarine Depth Charges: In 1960, Lancasters (and their successors, the Avro Lincolns) were deployed in the Golfo Nuevo to hunt an unidentified submarine, using specialized depth bombs for the mission.
Incendiaries: The fleet was capable of carrying Small Bomb Containers (SBCs) filled with incendiary bomblets, though these were less common in domestic operations.
On October 20, 1953, while serving as a test pilot for the Argentine Air Force, Baumbach was evaluating a Lancaster B.Mk.I (registration B-036). Shortly after taking off from Morón, one of the left engines failed, causing the aircraft to crash into the Río de la Plata near Berazategui.
Baumbach, flight engineer Karl Henrici, and an Argentine mechanic were killed in the crash. Two other crew members were rescued from the water.The flight was part of a secret project involving the evaluation of a remote-controlled missile prototype.
Service in Domestic Conflicts
During the 1955 Revolución Libertadora, both loyalist and rebel Lancasters were mobilized for internal combat:
They were used to attack naval vessels (such as destroyers) and military bases.
During the June 16 uprising, while other aircraft like the Navy's AT-6 Texans performed many of the strikes, approximately 9.5 to 13.8 tonnes of varied explosives were dropped in the Buenos Aires area, including many conventional GP bombs from the heavier aircraft.
In the heat of the 1955 conflict, at least one pilot reportedly dropped an auxiliary fuel tank as an improvised incendiary bomb after running out of standard ammunition.
Comparison: Lancaster vs. Lincoln
It is often noted that the Avro Lincoln, which served alongside the Lancaster in the FAA, carried similar loadouts but was more frequently used for the long-range maritime and reconnaissance roles that defined the latter years of the fleet.
While they were technically capable of carrying the massive 12,000 lb "Tallboy" and 22,000 lb "Grand Slam" earthquake bombs, these specialized weapons were not used in Argentina. Instead, the Argentine Air Force (FAA) utilized more conventional payloads for its strategic and tactical needs:
General Purpose (GP) High-Explosive Bombs: The primary ordnance consisted of standard 250 lb, 500 lb, and 1,000 lb GP bombs.
Anti-Submarine Depth Charges: In 1960, Lancasters (and their successors, the Avro Lincolns) were deployed in the Golfo Nuevo to hunt an unidentified submarine, using specialized depth bombs for the mission.
Incendiaries: The fleet was capable of carrying Small Bomb Containers (SBCs) filled with incendiary bomblets, though these were less common in domestic operations.
On October 20, 1953, while serving as a test pilot for the Argentine Air Force, Baumbach was evaluating a Lancaster B.Mk.I (registration B-036). Shortly after taking off from Morón, one of the left engines failed, causing the aircraft to crash into the Río de la Plata near Berazategui.
Baumbach, flight engineer Karl Henrici, and an Argentine mechanic were killed in the crash. Two other crew members were rescued from the water.The flight was part of a secret project involving the evaluation of a remote-controlled missile prototype.
Service in Domestic Conflicts
During the 1955 Revolución Libertadora, both loyalist and rebel Lancasters were mobilized for internal combat:
They were used to attack naval vessels (such as destroyers) and military bases.
During the June 16 uprising, while other aircraft like the Navy's AT-6 Texans performed many of the strikes, approximately 9.5 to 13.8 tonnes of varied explosives were dropped in the Buenos Aires area, including many conventional GP bombs from the heavier aircraft.
In the heat of the 1955 conflict, at least one pilot reportedly dropped an auxiliary fuel tank as an improvised incendiary bomb after running out of standard ammunition.
Comparison: Lancaster vs. Lincoln
It is often noted that the Avro Lincoln, which served alongside the Lancaster in the FAA, carried similar loadouts but was more frequently used for the long-range maritime and reconnaissance roles that defined the latter years of the fleet.
Avro-Lincoln
The Avro Lincoln was the last piston-engined heavy bomber to serve in the Argentine Air Force (Fuerza Aérea Argentina or FAA), providing a powerful strategic bombing capability in South America during the early Cold War.
Service History (1947–1967)
In 1947, Argentina acquired 30 Avro Lincolns (18 newly built and 12 ex-RAF aircraft) to serve alongside its 15 Lancasters.
They were assigned to I Grupo de Bombardeo of the V Air Brigade (V Brigada Aérea) based at Villa Reynolds, San Luis Province.
Internal Conflicts. Lincolns were used by both government and rebel forces during the attempted military coup in September 1951 and the 1955 Revolución Libertadora.
Antarctic Operations
They performed critical supply airdrops to Argentine Antarctic bases. One aircraft (B-022) completed a notable 20-hour, 37-minute non-stop flight to Antarctica in October 1965.
Civilian Conversion. One bomber was modified in 1948 with a Lancastrian nose and tail for Antarctic support; named Cruz del Sur and civilian-registered, it became the first Avro Lincolnian.
The fleet was gradually retired starting in 1965, with the final examples officially decommissioned in 1967, replaced by Douglas A-4P Skyhawks.
Service History (1947–1967)
In 1947, Argentina acquired 30 Avro Lincolns (18 newly built and 12 ex-RAF aircraft) to serve alongside its 15 Lancasters.
They were assigned to I Grupo de Bombardeo of the V Air Brigade (V Brigada Aérea) based at Villa Reynolds, San Luis Province.
Internal Conflicts. Lincolns were used by both government and rebel forces during the attempted military coup in September 1951 and the 1955 Revolución Libertadora.
Antarctic Operations
They performed critical supply airdrops to Argentine Antarctic bases. One aircraft (B-022) completed a notable 20-hour, 37-minute non-stop flight to Antarctica in October 1965.
Civilian Conversion. One bomber was modified in 1948 with a Lancastrian nose and tail for Antarctic support; named Cruz del Sur and civilian-registered, it became the first Avro Lincolnian.
The fleet was gradually retired starting in 1965, with the final examples officially decommissioned in 1967, replaced by Douglas A-4P Skyhawks.
Vickers "Vickings"
Cargo Aircraft Vickers "Vickings". Argentina was a major operator of the Vickers VC.1 Viking, a British twin-engine short-range transport that entered service shortly after World War II. In Argentine service, these aircraft were primarily used as military transports and VIP carriers, rather than purely commercial cargo planes.
Service in the Argentine Air Force (FAA)
In the late 1940s, Argentina purchased 24 Vickers Vikings as part of a larger modernization effort involving British aircraft.
They were primarily operated by the Grupo 2 de Transporte Aéreo.
LADE Operations/Many of these military-owned Vikings flew on behalf of LADE (Líneas Aéreas del Estado), the military-run airline providing service to remote regions like Patagonia.
While they could carry freight, they were mostly configured for 21–24 passengers. They also served in VIP transport roles, including the Presidential Flight.
Notable Incidents & Survivors
Accidents. Several Vikings were lost in Argentina, including T-11 (also registered as LV-XFE), which crashed at Aeroparque in 1957 due to strong crosswinds. Another, T-6, survived a fuel-exhaustion forced landing in a field in 1953.
Preserved Aircraft. One of the most famous survivors is T-9 (c/n 165), a Viking 1B that is currently on display at the Museo Nacional de Aeronáutica in Morón, Buenos Aires.
Distinction: Viking vs. Valetta
It is important to note that while Argentina operated the Viking (the airliner variant), the British RAF primarily used a dedicated military cargo/freighter version called the Vickers Valetta, which featured a strengthened floor and a large freight door.
Service in the Argentine Air Force (FAA)
In the late 1940s, Argentina purchased 24 Vickers Vikings as part of a larger modernization effort involving British aircraft.
They were primarily operated by the Grupo 2 de Transporte Aéreo.
LADE Operations/Many of these military-owned Vikings flew on behalf of LADE (Líneas Aéreas del Estado), the military-run airline providing service to remote regions like Patagonia.
While they could carry freight, they were mostly configured for 21–24 passengers. They also served in VIP transport roles, including the Presidential Flight.
Notable Incidents & Survivors
Accidents. Several Vikings were lost in Argentina, including T-11 (also registered as LV-XFE), which crashed at Aeroparque in 1957 due to strong crosswinds. Another, T-6, survived a fuel-exhaustion forced landing in a field in 1953.
Preserved Aircraft. One of the most famous survivors is T-9 (c/n 165), a Viking 1B that is currently on display at the Museo Nacional de Aeronáutica in Morón, Buenos Aires.
Distinction: Viking vs. Valetta
It is important to note that while Argentina operated the Viking (the airliner variant), the British RAF primarily used a dedicated military cargo/freighter version called the Vickers Valetta, which featured a strengthened floor and a large freight door.
Bristol Type 170 "Freighter"
Argentina was the first significant export customer for the Bristol Type 170 Freighter, placing a large order shortly after World War II. The aircraft's rugged design and nose-loading capability made it ideal for the country's developing transport infrastructure and exploratory missions.
Service in the Argentine Air Force (FAA)
Between October 1946 and August 1947, the Argentine Air Force received 15 Bristol Mk 1A Freighters.
Based at El Palomar with the 1st Transport Group, they were used for cargo, medical evacuation, and as "flying workshops". Five were specifically converted into 35-seat troop carriers.
Antarctic Pioneering. The Bristol Freighter was a key asset in early Argentine Antarctic expeditions, providing heavy-lift capability for supplies to remote bases.
Commercial and Civil Service
FAMA (Flota Aérea Mercante Argentina): Before the creation of Aerolíneas Argentinas, FAMA operated several Freighters (such as registration LV-AEY) for regional cargo and passenger services.
Mixed Fleet. The aircraft often served dual roles, carrying both vehicles and passengers a concept later popularized in Europe as the "Air Ferry".
Notable Incidents and Preservation
Accidents: Several units were lost in service. On August 31, 1949, aircraft T-39 made an emergency landing near Morón Air Base following an engine failure, which resulted in the aircraft coming to rest inverted.
Preserved Survivor: One of the most famous Argentine survivors is TC-330 (serial 12751). It served for decades and was eventually preserved at the Aeroparque Jorge Newbery museum.
Service in the Argentine Air Force (FAA)
Between October 1946 and August 1947, the Argentine Air Force received 15 Bristol Mk 1A Freighters.
Based at El Palomar with the 1st Transport Group, they were used for cargo, medical evacuation, and as "flying workshops". Five were specifically converted into 35-seat troop carriers.
Antarctic Pioneering. The Bristol Freighter was a key asset in early Argentine Antarctic expeditions, providing heavy-lift capability for supplies to remote bases.
Commercial and Civil Service
FAMA (Flota Aérea Mercante Argentina): Before the creation of Aerolíneas Argentinas, FAMA operated several Freighters (such as registration LV-AEY) for regional cargo and passenger services.
Mixed Fleet. The aircraft often served dual roles, carrying both vehicles and passengers a concept later popularized in Europe as the "Air Ferry".
Notable Incidents and Preservation
Accidents: Several units were lost in service. On August 31, 1949, aircraft T-39 made an emergency landing near Morón Air Base following an engine failure, which resulted in the aircraft coming to rest inverted.
Preserved Survivor: One of the most famous Argentine survivors is TC-330 (serial 12751). It served for decades and was eventually preserved at the Aeroparque Jorge Newbery museum.
The image shows the Bristol Type 170 Freighter, a British twin-engine aircraft known for its distinctive boxy fuselage and nose-opening cargo doors
The Messerschmitt Me 323 "Gigant"
If any German plane looks like a "copy" or relative, it's this one. It was a massive six-engine transport that also featured clamshell nose doors. While they share that specific loading concept, the Bristol was a clean-sheet design by the Bristol Aeroplane Company in 1944 specifically to meet a British requirement for a rugged transport for the Burma campaign.
Differences at a Glance:
Loading:
Bristol = Nose; Junkers = Side or Rear.
Engines: Bristol = 2; Junkers = 3.
Construction: Both are metal, but the Junkers is famous for its corrugated "washboard" skin, while the Bristol has a smooth skin.
It’s a classic example of "form follows function" two different countries designed planes for the same job (moving heavy gear into rough fields), so they ended up looking like cousins!
The Messerschmitt Me 323 "Gigant"
If any German plane looks like a "copy" or relative, it's this one. It was a massive six-engine transport that also featured clamshell nose doors. While they share that specific loading concept, the Bristol was a clean-sheet design by the Bristol Aeroplane Company in 1944 specifically to meet a British requirement for a rugged transport for the Burma campaign.
Differences at a Glance:
Loading:
Bristol = Nose; Junkers = Side or Rear.
Engines: Bristol = 2; Junkers = 3.
Construction: Both are metal, but the Junkers is famous for its corrugated "washboard" skin, while the Bristol has a smooth skin.
It’s a classic example of "form follows function" two different countries designed planes for the same job (moving heavy gear into rough fields), so they ended up looking like cousins!
Bristol Type 170 "Freighter". VC.1 Vickers Vickings, and Douglas DC-3s "Skytrain".
De Havilland "Dove"
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Argentina was the largest global operator of the de Havilland Dove, ordering 70 aircraft between 1947 and 1950. These planes served as a primary light transport and liaison workhorse for both military and government institutions for over two decades.
Military & Government Service |
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Argentine Air Force (FAA)
The majority of the 70 Doves were assigned to the FAA, replacing older biplanes like the Dragon Rapide.
They were utilized for VIP transport, light cargo, air ambulance duties, and as "flying classrooms" for crew training.
Other Agencies. Beyond the Air Force, Doves were operated by the Argentine Coast Guard (Prefectura Naval), the Federal Police, and the Civil Aeronautics Board.
Most of the fleet was withdrawn from service by the mid-1960s, though some remained in storage or limited use later.
Notable History & Incidents
Antarctic Pioneer. In November 1953, a tragic mid-air collision occurred between an FAA Dove (T-82) and a Junkers Ju 52 near Santa Fe. Among those killed was Vice-commodore Gustavo Argentino Marambio, a legendary pioneer of Argentine flights to Antarctica.
Fatal Accidents. Several Doves were lost in service, including a 1955 crash in Formosa caused by engine power loss during takeoff, which killed seven people.
Preservation
Museo Nacional de Aeronáutica: One notable survivor (serial F-12, formerly LV-YAI) was restored in 1999 and is currently on display at the national aviation museum in Morón, Buenos Aires.
Douglas DC-4
The Douglas DC-4 (and its military version, the C-54 Skymaster) was a foundational aircraft for both civil and military aviation in Argentina starting in the mid-1940s.
Commercial Service
Aerolíneas Argentinas. The national carrier used DC-4s extensively during its early years. By 1950, the airline operated at least six DC-4s for regional routes to Santiago, Lima, São Paulo, and Santa Cruz.
FAMA (Flota Aérea Mercante Argentina): Prior to the 1949 merger that created Aerolíneas Argentinas, FAMA was one of the earliest international operators of the type, using them for transatlantic service as early as 1946.
Other Operators. Private and cargo carriers such as Aerotransportes Entre Rios and Aerovias Halcon also operated the type in Argentina.
Military & Government Service
Fuerza Aérea Argentina (FAA)
The Argentine Air Force operated several C-54 variants for transport and long-range missions.
One notable aircraft was T-47, which was involved in an accident in May 1964 during a flight from Buenos Aires to Lima.
Antarctic Missions
The FAA utilized the C-54 for crucial logistics and exploration flights to the Argentine Antarctic sector during the 1950s and 60s.
Notable Incident
Bolívar Crash (1957): On December 8, 1957, an Aerolíneas Argentinas DC-4 (registration LV-AHZ) crashed near Bolívar, Buenos Aires province. The aircraft disintegrated in flight due to severe turbulence, resulting in the loss of all 61 people on board.
Commercial Service
Aerolíneas Argentinas. The national carrier used DC-4s extensively during its early years. By 1950, the airline operated at least six DC-4s for regional routes to Santiago, Lima, São Paulo, and Santa Cruz.
FAMA (Flota Aérea Mercante Argentina): Prior to the 1949 merger that created Aerolíneas Argentinas, FAMA was one of the earliest international operators of the type, using them for transatlantic service as early as 1946.
Other Operators. Private and cargo carriers such as Aerotransportes Entre Rios and Aerovias Halcon also operated the type in Argentina.
Military & Government Service
Fuerza Aérea Argentina (FAA)
The Argentine Air Force operated several C-54 variants for transport and long-range missions.
One notable aircraft was T-47, which was involved in an accident in May 1964 during a flight from Buenos Aires to Lima.
Antarctic Missions
The FAA utilized the C-54 for crucial logistics and exploration flights to the Argentine Antarctic sector during the 1950s and 60s.
Notable Incident
Bolívar Crash (1957): On December 8, 1957, an Aerolíneas Argentinas DC-4 (registration LV-AHZ) crashed near Bolívar, Buenos Aires province. The aircraft disintegrated in flight due to severe turbulence, resulting in the loss of all 61 people on board.
Beechcraft model 18 Twin-Engine
The aircraft in the image is a Beechcraft Model 18, famously known as the "Twin Beech".
This specific aircraft, carrying the Argentine registration LV-XGQ, was configured as an air ambulance (sanitary version), as indicated by the prominent red cross markings on the fuselage and wings.
It is a twin-engine, low-wing monoplane with a distinctive twin tail configuration.
While originally designed as an executive transport, the Model 18 was incredibly versatile and served in Argentina for decades as a light transport, trainer, and medical evacuation plane.
The "LV-" prefix indicates it was registered in Argentina. The country operated a large fleet of both civilian and military variants (such as the C-45 Expeditor and AT-11 Kansan) starting in the mid-1940s.
This specific aircraft, carrying the Argentine registration LV-XGQ, was configured as an air ambulance (sanitary version), as indicated by the prominent red cross markings on the fuselage and wings.
It is a twin-engine, low-wing monoplane with a distinctive twin tail configuration.
While originally designed as an executive transport, the Model 18 was incredibly versatile and served in Argentina for decades as a light transport, trainer, and medical evacuation plane.
The "LV-" prefix indicates it was registered in Argentina. The country operated a large fleet of both civilian and military variants (such as the C-45 Expeditor and AT-11 Kansan) starting in the mid-1940s.
Boeing B-17 Flying Fortress.
Boeing B-17 Flying Fortress. Before the war, six B-17s made a high-profile record-breaking flight from Miami to Buenos Aires for the inauguration of President Roberto M. Ortiz. This was a massive public event that showcased the aircraft's long-range capabilities to South America.
Civilian and Cargo Use (1947–1964)
After WWII, two ex-RCAF (Royal Canadian Air Force) B-17Es were purchased by an Argentine entrepreneur and racing pilot, Carlos Pérez de Villa. They were registered as LV-RTO and LV-RTP.
Although they were technically on the civil register, these aircraft were frequently seen at military bases like Morón. One was intended for high-altitude seafood transport from Patagonia, while the other was envisioned as a VIP transport.
Search and Rescue/Training
Because the government eventually restricted their private commercial use, the aircraft spent much of their time at airbases, where they were occasionally used for training exercises or as stationary subjects for ground troop maneuvers.
Civilian and Cargo Use (1947–1964)
After WWII, two ex-RCAF (Royal Canadian Air Force) B-17Es were purchased by an Argentine entrepreneur and racing pilot, Carlos Pérez de Villa. They were registered as LV-RTO and LV-RTP.
Although they were technically on the civil register, these aircraft were frequently seen at military bases like Morón. One was intended for high-altitude seafood transport from Patagonia, while the other was envisioned as a VIP transport.
Search and Rescue/Training
Because the government eventually restricted their private commercial use, the aircraft spent much of their time at airbases, where they were occasionally used for training exercises or as stationary subjects for ground troop maneuvers.
Bell 47B Helicopter
This is the Bell 47B, the first version of the famous Bell 47. It is easily identifiable by its fully enclosed, car-like cabin, which was later replaced by the iconic "bubble" canopy (the Bell 47G) seen in the MASH* TV series.
Argentina was one of the first countries in the world to adopt helicopter technology for both military and civil use. During the late 1940s, the Perón administration pushed for modernizing the nation's infrastructure, which included creating the Ministry of Aeronautics.
LV-ADY: The registration LV-ADY belongs to one of the first units imported. These early Bells were used for a variety of "Aeronautic" missions, including:
Pest Control: Fighting locust plagues in the Argentine countryside.
Rescue & Transport: Testing the utility of vertical flight for the Air Force and Army.
Publicity: They were often used in public demonstrations to show the "New Argentina's" technological progress.
The Jeep looks like a Willys MB (or the Ford-built GPW variant).
Argentina was one of the first countries in the world to adopt helicopter technology for both military and civil use. During the late 1940s, the Perón administration pushed for modernizing the nation's infrastructure, which included creating the Ministry of Aeronautics.
LV-ADY: The registration LV-ADY belongs to one of the first units imported. These early Bells were used for a variety of "Aeronautic" missions, including:
Pest Control: Fighting locust plagues in the Argentine countryside.
Rescue & Transport: Testing the utility of vertical flight for the Air Force and Army.
Publicity: They were often used in public demonstrations to show the "New Argentina's" technological progress.
The Jeep looks like a Willys MB (or the Ford-built GPW variant).
North American F-86F Sabre
The North American F-86F Sabre (specifically the F-30 variant) arrived at the IV Air Brigade at El Plumerillo, Mendoza, in 1960, filling the role left by the Fiat G.55 after its 1954 retirement.
Argentina purchased 28 F-86F Sabres from U.S. surplus. They were delivered on September 26, 1960, after a massive ferry flight from Arizona known as "Operation Sabre".
They were assigned the serial numbers CA-101 through CA-128 and served in Fighter-Bomber Group 1 (Grupo 1 de Caza y Bombardeo).
While the Gloster Meteors were the Air Force's primary interceptors in Buenos Aires, the Sabres provided modern air defense and ground-attack capabilities for the western frontier from Mendoza.
(1960–1986)
Cruz del Sur. The F-86 became the centerpiece of the "Cruz del Sur" (Southern Cross) aerobatic display team, known for their distinctive paint schemes and precision flying.
They participated in major maneuvers, including the "Yunká" exercise in 1967 and the first "dissimilar" air combat training against Navy A-4Q Skyhawks in 1978.
Argentine Sabres were deployed to Comodoro Rivadavia in August 1967 following naval tensions in the Beagle Channel.
1978 Crisis. During the peak of the Beagle dispute in late 1978, the F-86s were part of an airmobile squadron deployed to Trelew. On one occasion in 1978, Argentine Sabres participated in an 18-minute raid into Chilean territory between Río Turbio and Puerto Natales.
South Atlantic War (1982)
Although the Sabres were on reserve status by 1982, they were briefly reinstated to active service to bolster air defenses along the Chilean border while newer jets were deployed to the South.
The fleet was officially discharged on August 11, 1986, after 26 years of service and over 6,600 flight hours.
Several Argentine Sabres survive today as museum pieces, including one (serial C-127) that was returned to the U.S. and currently flies with the Planes of Fame Air Museum.
Argentina purchased 28 F-86F Sabres from U.S. surplus. They were delivered on September 26, 1960, after a massive ferry flight from Arizona known as "Operation Sabre".
They were assigned the serial numbers CA-101 through CA-128 and served in Fighter-Bomber Group 1 (Grupo 1 de Caza y Bombardeo).
While the Gloster Meteors were the Air Force's primary interceptors in Buenos Aires, the Sabres provided modern air defense and ground-attack capabilities for the western frontier from Mendoza.
(1960–1986)
Cruz del Sur. The F-86 became the centerpiece of the "Cruz del Sur" (Southern Cross) aerobatic display team, known for their distinctive paint schemes and precision flying.
They participated in major maneuvers, including the "Yunká" exercise in 1967 and the first "dissimilar" air combat training against Navy A-4Q Skyhawks in 1978.
Argentine Sabres were deployed to Comodoro Rivadavia in August 1967 following naval tensions in the Beagle Channel.
1978 Crisis. During the peak of the Beagle dispute in late 1978, the F-86s were part of an airmobile squadron deployed to Trelew. On one occasion in 1978, Argentine Sabres participated in an 18-minute raid into Chilean territory between Río Turbio and Puerto Natales.
South Atlantic War (1982)
Although the Sabres were on reserve status by 1982, they were briefly reinstated to active service to bolster air defenses along the Chilean border while newer jets were deployed to the South.
The fleet was officially discharged on August 11, 1986, after 26 years of service and over 6,600 flight hours.
Several Argentine Sabres survive today as museum pieces, including one (serial C-127) that was returned to the U.S. and currently flies with the Planes of Fame Air Museum.
English Electric Camberra Mk.62
In Argentina, the English Electric Canberra B Mk 2 served under the local designation B Mk 62. Following a contract signed in late 1967, Argentina acquired ten ex-RAF B Mk 2 bombers and two T Mk 4 trainers to replace their aging Avro Lincolns and Lancasters.
Contract: Argentina ordered 10 refurbished B Mk 2 aircraft and 2 T Mk 4 trainers in 1967.
Delivery: The first three aircraft arrived on November 17, 1970. The rest were delivered between 1970 and 1971.
Designation: The refurbished B Mk 2 bombers were redesignated as B Mk 62, while the trainers became T Mk 64.
They were operated primarily by Grupo de Bombardeo 2 based at Paraná.
Argentine B Mk 62s featured unique modifications, including the ability to deploy chaff and flares (partially using improvised systems) and a different ordinance selection compared to standard British versions.
The "Pelican" Radar:
Some aircraft were fitted with a nose radar known as "Pelican," which reportedly caused handling issues during engine-out scenarios.
Combat History (1982 Falklands War)
The Canberra was a frontline asset for Argentina during the conflict with the UK:
Missions: They flew approximately 54 sorties, including 36 bombing missions, primarily conducted at night to avoid air defenses.
Losses: Two aircraft were lost in combat:
B-110: Shot down by a Sea Harrier's AIM-9L Sidewinder on May 1, 1982.
B-108: Shot down by a Sea Dart missile from HMS Cardiff on June 13, 1982, at an altitude of 39,000 feet.
Last Sortie: A Canberra (serial B-109) conducted the last Argentine combat mission of the war on June 13, 1982.
Contract: Argentina ordered 10 refurbished B Mk 2 aircraft and 2 T Mk 4 trainers in 1967.
Delivery: The first three aircraft arrived on November 17, 1970. The rest were delivered between 1970 and 1971.
Designation: The refurbished B Mk 2 bombers were redesignated as B Mk 62, while the trainers became T Mk 64.
They were operated primarily by Grupo de Bombardeo 2 based at Paraná.
Argentine B Mk 62s featured unique modifications, including the ability to deploy chaff and flares (partially using improvised systems) and a different ordinance selection compared to standard British versions.
The "Pelican" Radar:
Some aircraft were fitted with a nose radar known as "Pelican," which reportedly caused handling issues during engine-out scenarios.
Combat History (1982 Falklands War)
The Canberra was a frontline asset for Argentina during the conflict with the UK:
Missions: They flew approximately 54 sorties, including 36 bombing missions, primarily conducted at night to avoid air defenses.
Losses: Two aircraft were lost in combat:
B-110: Shot down by a Sea Harrier's AIM-9L Sidewinder on May 1, 1982.
B-108: Shot down by a Sea Dart missile from HMS Cardiff on June 13, 1982, at an altitude of 39,000 feet.
Last Sortie: A Canberra (serial B-109) conducted the last Argentine combat mission of the war on June 13, 1982.
Mirage III
The Mirages were central to Argentina’s air campaign, though they faced significant technical challenges:
Mirage IIIs were used for high-altitude air defense and Combat Air Patrol (CAP), while Daggers were primarily used for low-level anti-ship strikes.
They lacked aerial refueling capability, meaning they could only spend about 5 minutes in the combat zone over the islands before needing to return to the mainland.
The fleet suffered heavy losses to British Sea Harriers equipped with superior AIM-9L Sidewinder missiles and to ground-based anti-aircraft fire.
The first Dassault Mirage III aircraft arrived in Argentina in 1972. The Argentine government had placed the order in 1970 for an initial batch of 12 aircraft. This first group consisted of:
10 Mirage IIIEA (single-seat interceptors).
2 Mirage IIIDA (two-seat trainers).
1972: The first aircraft, specifically the trainer I-001, arrived in the country to begin pilot transition.
1973: The squadron became fully operational at the newly established Mariano Moreno Military Air Base as the 1st Fighter-
Interceptor Squadron.
1977–1980: A second batch of seven Mirage IIIEA was ordered and delivered to bolster the fleet before the 1982 conflict.
The arrival of the Mirage III in 1972 marked a major technological leap for the Argentine Air Force, providing its first Mach 2 (supersonic) capability and replacing the aging Gloster Meteors.
Mirage IIIs were used for high-altitude air defense and Combat Air Patrol (CAP), while Daggers were primarily used for low-level anti-ship strikes.
They lacked aerial refueling capability, meaning they could only spend about 5 minutes in the combat zone over the islands before needing to return to the mainland.
The fleet suffered heavy losses to British Sea Harriers equipped with superior AIM-9L Sidewinder missiles and to ground-based anti-aircraft fire.
The first Dassault Mirage III aircraft arrived in Argentina in 1972. The Argentine government had placed the order in 1970 for an initial batch of 12 aircraft. This first group consisted of:
10 Mirage IIIEA (single-seat interceptors).
2 Mirage IIIDA (two-seat trainers).
1972: The first aircraft, specifically the trainer I-001, arrived in the country to begin pilot transition.
1973: The squadron became fully operational at the newly established Mariano Moreno Military Air Base as the 1st Fighter-
Interceptor Squadron.
1977–1980: A second batch of seven Mirage IIIEA was ordered and delivered to bolster the fleet before the 1982 conflict.
The arrival of the Mirage III in 1972 marked a major technological leap for the Argentine Air Force, providing its first Mach 2 (supersonic) capability and replacing the aging Gloster Meteors.
The history of Argentine Air Force (FAA) aircraft from 1900 to 1982 spans the early days of aviation, the establishment of a domestic industry, and the jet age culminating in the 1982 conflict.
Pioneering Era and Early Army Aviation (1900–1944)
Before becoming an independent service in 1945, military aviation was part of the Army. Early acquisitions were primarily European and later North American.
Early Trainers/Scouts: Henri Farman and Bleriot XI-II (locally built), Castaibert II/III/IV, and Morane-Saulnier Type G/L.
Post-WWI Expansion: Ansaldo S.V.A.10 (1919), Avro 504K Gosport (1920), and Fokker D.VII.
Interwar Modernization:
Fighters/Attack:
Dewoitine D.21/D.27, Curtiss Hawk 75O, and Northrop 8A-2.
Trainers: FMA Ae. 20 (indigenous), Avro 626 (1932), and Focke-Wulf Fw 44 Stieglitz.
Transports: Junkers Ju 52/3m (1940s).
The Jet Age and Post-War Modernization (1945–1970)
Argentina became the first Latin American nation to operate jet fighters (Gloster Meteors), largely through post-WWII debt-settlement agreements with the UK.
Combat Aircraft:
Gloster Meteor F.4: 100 units acquired starting in 1947; the backbone of early jet operations.
Avro Lincoln & Lancaster: Heavy bombers used from the late 1940s.
North American F-86F Sabre: Arrived in 1960 to replace aging Meteors.
Douglas A-4P/B Skyhawk: First arrived in 1966, equipping the V Air Brigade.
Indigenous Designs (FMA):
I.Ae. 24 Calquín: Twin-engine attack aircraft.
I.Ae. 27 Pulqui I & I.Ae. 33 Pulqui II: Early indigenous jet fighter prototypes.
I.Ae. 22 DL: Wooden trainer.
Transports:
Douglas C-47/DC-3, C-54/DC-4, and de Havilland Dove.
The South Atlantic War Era Fleet (1970–1982)
By 1982, the FAA operated a sophisticated mix of supersonic fighters, dedicated ground-attack aircraft, and specialized transports.
Supersonic Fighters:
Dassault Mirage IIIEA/DA: 16 units for high-altitude interception.
IAI Dagger: 27 Israeli-built Nesher (Mirage 5 clones).
Ground Attack & Bombers:
Douglas A-4B/C Skyhawk: The primary strike platform. (The A-4 Skyhawk served as the backbone of both the Argentine Air Force (FAA) and the Argentine Naval Aviation (COAN) for decades). The A-4 Skyhawk largely took over the frontline strike and ground-attack roles from the F-86 Sabre, and the Sabres were placed in reserve. Arrival of the A-4: Argentina began receiving its first A-4B Skyhawks (A-4P) in 1966 and later A-4Cs in 1975.
English Electric Canberra B.62: Medium bombers used for night raids.
FMA IA-58 Pucará: Indigenous twin-turboprop COIN aircraft.
Transport & Support:
Lockheed C-130H/KC-130H Hercules: Crucial for logistics and aerial refueling.
Fokker F-27 Friendship & F-28 Fellowship: Tactical transports.
Learjet 35A: Used for reconnaissance and decoy missions.
Helicopters: Bell 212, Bell UH-1H, and Boeing CH-47C Chinook.
Pioneering Era and Early Army Aviation (1900–1944)
Before becoming an independent service in 1945, military aviation was part of the Army. Early acquisitions were primarily European and later North American.
Early Trainers/Scouts: Henri Farman and Bleriot XI-II (locally built), Castaibert II/III/IV, and Morane-Saulnier Type G/L.
Post-WWI Expansion: Ansaldo S.V.A.10 (1919), Avro 504K Gosport (1920), and Fokker D.VII.
Interwar Modernization:
Fighters/Attack:
Dewoitine D.21/D.27, Curtiss Hawk 75O, and Northrop 8A-2.
Trainers: FMA Ae. 20 (indigenous), Avro 626 (1932), and Focke-Wulf Fw 44 Stieglitz.
Transports: Junkers Ju 52/3m (1940s).
The Jet Age and Post-War Modernization (1945–1970)
Argentina became the first Latin American nation to operate jet fighters (Gloster Meteors), largely through post-WWII debt-settlement agreements with the UK.
Combat Aircraft:
Gloster Meteor F.4: 100 units acquired starting in 1947; the backbone of early jet operations.
Avro Lincoln & Lancaster: Heavy bombers used from the late 1940s.
North American F-86F Sabre: Arrived in 1960 to replace aging Meteors.
Douglas A-4P/B Skyhawk: First arrived in 1966, equipping the V Air Brigade.
Indigenous Designs (FMA):
I.Ae. 24 Calquín: Twin-engine attack aircraft.
I.Ae. 27 Pulqui I & I.Ae. 33 Pulqui II: Early indigenous jet fighter prototypes.
I.Ae. 22 DL: Wooden trainer.
Transports:
Douglas C-47/DC-3, C-54/DC-4, and de Havilland Dove.
The South Atlantic War Era Fleet (1970–1982)
By 1982, the FAA operated a sophisticated mix of supersonic fighters, dedicated ground-attack aircraft, and specialized transports.
Supersonic Fighters:
Dassault Mirage IIIEA/DA: 16 units for high-altitude interception.
IAI Dagger: 27 Israeli-built Nesher (Mirage 5 clones).
Ground Attack & Bombers:
Douglas A-4B/C Skyhawk: The primary strike platform. (The A-4 Skyhawk served as the backbone of both the Argentine Air Force (FAA) and the Argentine Naval Aviation (COAN) for decades). The A-4 Skyhawk largely took over the frontline strike and ground-attack roles from the F-86 Sabre, and the Sabres were placed in reserve. Arrival of the A-4: Argentina began receiving its first A-4B Skyhawks (A-4P) in 1966 and later A-4Cs in 1975.
English Electric Canberra B.62: Medium bombers used for night raids.
FMA IA-58 Pucará: Indigenous twin-turboprop COIN aircraft.
Transport & Support:
Lockheed C-130H/KC-130H Hercules: Crucial for logistics and aerial refueling.
Fokker F-27 Friendship & F-28 Fellowship: Tactical transports.
Learjet 35A: Used for reconnaissance and decoy missions.
Helicopters: Bell 212, Bell UH-1H, and Boeing CH-47C Chinook.
Loockheed C-130 and variants
The Argentine Air Force (FAA) has operated the Lockheed C-130 Hercules since 1968, making it the cornerstone of their strategic transport and logistical capabilities for over 50 years.
Anti-guerrilla Operations. (1975). A C-130E (TC-62) carrying 114 members of the Gendarmería Nacional. The guerrilla placed a large explosive charge reportedly over 150kg of TNT and amonite inside a storm drain under the runway at the Airport.
As the aircraft reached rotation speed (approx. 200 km/h), the bomb was detonated remotely via a 250-meter cable. The explosion tore through the aircraft, causing it to crash in flames. Six gendarmes died and 29 were injured.
South War (1982): The Hercules played a critical role in the South Atlantic conflict. It was used for daily, high-risk re-supply missions to the islands and served as a makeshift bomber. Notably, the KC-130H tankers provided essential aerial refueling for A-4 Skyhawk attack planes during missions against the British fleet.
In a desperate bid to intercept British supply ships far out at sea, the Argentine Air Force (FAA) famously modified one of its Hercules transports into an improvised long-range bomber.
The Target: TC-68 located a massive 220,000-ton supertanker named, ironically, "Hercules". Flying a low-level profile to avoid radar, the C-130 crew dropped several bombs. One hit the ship but failed to explode, remaining lodged in the hull.
Antarctic Support
The FAA regularly uses C-130s to support its Marambio Base in Antarctica, utilizing the aircraft's ability to land on challenging ice and dirt runways.
Humanitarian Missions: The fleet is frequently deployed for disaster relief, such as supporting earthquake recovery in Ecuador in 2016.
Accidents & Losses:
TC-62 (C-130E): Destroyed by a bomb on the runway in Tucumán in 1975.
TC-63 (C-130E): Shot down by a British Sea Harrier during the Falklands War on June 1, 1982.
TC-67 (C-130H): Damaged beyond repair during a bad-weather landing in 1996.
Variants Operated
Argentina has utilized several versions of the airframe over the decades:
C-130B: Five units were received between 1992 and 1994 via the US Foreign Military Sales program; one (TC-56) is now preserved as a gate guardian.
C-130E: Used primarily in the early operational years, including during the Falklands conflict.
C-130H: The current backbone of the fleet. Five units have undergone a major modernization process by FAdeA (Fábrica Argentina de Aviones) to extend their service life until at least 2040.
KC-130H: Dedicated tanker-transport variant used for aerial refueling.
L-100-30: A civilian-version "stretched" Hercules (TC-100) used for heavy transport.
In the early 1990s, as part of a broader "liquidation" of military assets, TC-67 was sold to the Indonesian Air Force (TNI-AU). The sale was highly criticized because the aircraft was sold at a price many considered significantly below its market and historical value. The aircraft was re-registered as A-1312 upon entering service with Indonesia. Its story ended tragically years later. On July 1, 2015, the aircraft (A-1312) crashed shortly after takeoff from Medan, North Sumatra.The crash resulted in the deaths of all 122 people on board and approximately 20 more on the ground.
The tragedy in Indonesia sparked a debate in both countries about the safety of operating aging C-130 fleets. In Argentina, it served as a painful reminder of the aircraft's controversial sale decades prior.
Anti-guerrilla Operations. (1975). A C-130E (TC-62) carrying 114 members of the Gendarmería Nacional. The guerrilla placed a large explosive charge reportedly over 150kg of TNT and amonite inside a storm drain under the runway at the Airport.
As the aircraft reached rotation speed (approx. 200 km/h), the bomb was detonated remotely via a 250-meter cable. The explosion tore through the aircraft, causing it to crash in flames. Six gendarmes died and 29 were injured.
South War (1982): The Hercules played a critical role in the South Atlantic conflict. It was used for daily, high-risk re-supply missions to the islands and served as a makeshift bomber. Notably, the KC-130H tankers provided essential aerial refueling for A-4 Skyhawk attack planes during missions against the British fleet.
In a desperate bid to intercept British supply ships far out at sea, the Argentine Air Force (FAA) famously modified one of its Hercules transports into an improvised long-range bomber.
The Target: TC-68 located a massive 220,000-ton supertanker named, ironically, "Hercules". Flying a low-level profile to avoid radar, the C-130 crew dropped several bombs. One hit the ship but failed to explode, remaining lodged in the hull.
Antarctic Support
The FAA regularly uses C-130s to support its Marambio Base in Antarctica, utilizing the aircraft's ability to land on challenging ice and dirt runways.
Humanitarian Missions: The fleet is frequently deployed for disaster relief, such as supporting earthquake recovery in Ecuador in 2016.
Accidents & Losses:
TC-62 (C-130E): Destroyed by a bomb on the runway in Tucumán in 1975.
TC-63 (C-130E): Shot down by a British Sea Harrier during the Falklands War on June 1, 1982.
TC-67 (C-130H): Damaged beyond repair during a bad-weather landing in 1996.
Variants Operated
Argentina has utilized several versions of the airframe over the decades:
C-130B: Five units were received between 1992 and 1994 via the US Foreign Military Sales program; one (TC-56) is now preserved as a gate guardian.
C-130E: Used primarily in the early operational years, including during the Falklands conflict.
C-130H: The current backbone of the fleet. Five units have undergone a major modernization process by FAdeA (Fábrica Argentina de Aviones) to extend their service life until at least 2040.
KC-130H: Dedicated tanker-transport variant used for aerial refueling.
L-100-30: A civilian-version "stretched" Hercules (TC-100) used for heavy transport.
In the early 1990s, as part of a broader "liquidation" of military assets, TC-67 was sold to the Indonesian Air Force (TNI-AU). The sale was highly criticized because the aircraft was sold at a price many considered significantly below its market and historical value. The aircraft was re-registered as A-1312 upon entering service with Indonesia. Its story ended tragically years later. On July 1, 2015, the aircraft (A-1312) crashed shortly after takeoff from Medan, North Sumatra.The crash resulted in the deaths of all 122 people on board and approximately 20 more on the ground.
The tragedy in Indonesia sparked a debate in both countries about the safety of operating aging C-130 fleets. In Argentina, it served as a painful reminder of the aircraft's controversial sale decades prior.
FMA to Lockheed Martin
In the 1990s, President Carlos Menem orchestrated a controversial deal that fundamentally changed the Argentine Air Force (FAA) and the fate of the Fabrica Militar de Aviones (FMA).
To modernize the FAA after the 1982 losses, Menem negotiated the purchase of 36 refurbished A-4M Skyhawks from the U.S. Marine Corps. These were upgraded by Lockheed Martin to the A-4AR Fightinghawk standard.
The upgrade included the APG-66V2 radar (the same used in the F-16), making them the most advanced Skyhawks in the world at the time. The first aircraft arrived in 1997, and they remain the FAA's primary combat jet today [1, 5].
As part of Menem's sweeping privatization policy, the state-owned FMA in Córdoba was conceded to the American aerospace giant. In 1995, the factory was renamed Lockheed Martin Argentina (LMAASA).
Lockheed Martin received a 25-year concession to maintain the new A-4AR fleet and other FAA aircraft.
Critics argued the sale "sold out" national sovereignty and dismantled local aeronautical engineering in favor of a mere "maintenance workshop" for U.S. technology.
To modernize the FAA after the 1982 losses, Menem negotiated the purchase of 36 refurbished A-4M Skyhawks from the U.S. Marine Corps. These were upgraded by Lockheed Martin to the A-4AR Fightinghawk standard.
The upgrade included the APG-66V2 radar (the same used in the F-16), making them the most advanced Skyhawks in the world at the time. The first aircraft arrived in 1997, and they remain the FAA's primary combat jet today [1, 5].
As part of Menem's sweeping privatization policy, the state-owned FMA in Córdoba was conceded to the American aerospace giant. In 1995, the factory was renamed Lockheed Martin Argentina (LMAASA).
Lockheed Martin received a 25-year concession to maintain the new A-4AR fleet and other FAA aircraft.
Critics argued the sale "sold out" national sovereignty and dismantled local aeronautical engineering in favor of a mere "maintenance workshop" for U.S. technology.
Re-Nationalization
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While the FAdeA IA-100 Malvina (the aircraft in the image) was being developed, Argentina did extensively evaluate Chinese (JF-17) and Russian (Mig-29 and Mig-35) aircrafts to fill its longstanding supersonic gap, but those plans were ultimately discarded in favor of Western technology.
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The Air Force runs out of planes
Official figures at the time showed that the Air Force had suffered 76 accidents from all kind of planes, over the previous two decades, leading to accusations that the fleet was being kept active far beyond its safe operational life. In 2007 Arentina's government ordered the grounding of the entire Mirage fleet.
F-16A Blok 15 , MLU (Mid-Life Update) variants
Argentina spent nearly 10 years without any supersonic fighter after retiring the Mirage fleet in 2015. For decades, the UK blocked Argentina from buying any aircraft with British parts.
The U.S. government prioritizes regional stability and its strategic partnership with the United Kingdom, a key NATO ally. The sale was designed specifically to restore Argentina’s defensive capabilities while ensuring they do not pose a credible threat to British interests in the South Atlantic.
These early update F-16 utilizes a sophisticated identification Friend or Foe (IFF) system to distinguish between friendly and potentially hostile aircraft.
The U.S. government prioritizes regional stability and its strategic partnership with the United Kingdom, a key NATO ally. The sale was designed specifically to restore Argentina’s defensive capabilities while ensuring they do not pose a credible threat to British interests in the South Atlantic.
These early update F-16 utilizes a sophisticated identification Friend or Foe (IFF) system to distinguish between friendly and potentially hostile aircraft.
