Monoplane

SOCATA TBM 700

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Launched in June 1987, the TBM 700 is a pressurised single-engined business aircraft developed by TBM International, formed by Socata (France) and Mooney (USA): Valmet (Finland) joined the programme in 1988. Production is split between the partners for assembly in France. The long nose cowling houses a 700 shp (522 kW) Pratt & Whitney Canada PT6A-40/1 turboprop driving a four-bladed propeller. Three were built, the first of which made its initial flight on 14 July 1988, and production aircraft were flying by 1990.

SOCATA TBM 700 Article

With a maximum cruise speed of around 300 knots and a range exceeding 1,500 nautical miles, the TBM 700 quickly became a favourite among business travellers and private owners looking for a high-performance aircraft with good operational flexibility. According to the April 2023 edition of Flying Magazine, the first production batch of 50 TBM 700s sold out almost instantly.

The engine in the TBM 700A is classified as a large PT6A, the “dash 64” which is derived from the 67 gas generator and the 42 propeller gear¬box. The gas generator operates at about half power and the gearbox should never see more than 82 per cent of its rated capacity as the TBM 700 installa¬tion calls for only a 700 h.p. output. The fuel control unit stops the engine producing more than about 800 h.p. and the pilot, by observing the torque and temperature limits, limits the output to 700 h.p. The TBM 700A aerofoil RA16 43 is the same computer designed, wind tunnel tested wing of the ATR 42 and ATR 72 regional airliners. In the TBM 700A’s role as an executive aircraft it is superb with its comfortable cabin, its pressurisation (6.2 psi diff.) that can maintain a sea level cabin to 14,500 ft aircraft altitude and an 8,000 ft cabin at 29,000 ft. It’s fast, it has excellent airfield capability.

Its pressurized cabin allowed it to cruise at altitudes up to 31,000 feet, making it ideal for long-distance flights. Over its production run, several upgrades were introduced, improving avionics and cabin features.

TBM 700

The TBM 700B featured a wide entrance door and increased maximum zero fuel weight.

The TBM 700C1 featured rear unpressurized cargo compartment, reinforced structure, and new air conditioning system.

The TBM 700C2 had an increased maximum takeoff weight.

The TBM 700C2 aircraft can cruise at over 30,000 feet at 225 knots, has a range of 1,565 run (with a 45 minute reserve), and is fitted with dual Garmin GNS 530. The GNS 530 combines IFR GPS receivers with large colour moving maps and has a digital 3,040 channel communication system and ART RDR 2000 weather radar.

The TBM 700S features a 3 ft 7 in longer fuselage.

TBM700
Engine: PT6A-40/1
Empty weight: 3282 lb
Wing span: 37.07 ft

TBM700A
Engine: PT6A-64, 700 shp
Wing span: 39.87 ft
Length: 34′ 3″
Height: 13′ 9″
Cabin Length: 13′ 3″
Empty Weight: 4,025 lb
Max ramp weight: 6,614 lbs/ 3,000 kg
Max T.O. weight: 6,579 lbs/ 2,985 kg
Max landing weight: 6,520 lbs/ 2,597 kg
Max zero fuel weight: 5,783 lbs/ 2,623 kg
Useful Load: 2,554 lb
Fuel Capacity: 282 USgallons
Baggage Capacity: 330 lb
T/O dist (50ft): 2131 ft (650m)
Ldg dist(50ft): 2000 ft (610m)
Max. Speed: 300 knots
Cruise speed: 295 kts
Fuel Burn (Idle): 29 USGPH
Normal Fuel Burn: 52 GPH
Range (at 300 kts, 26,000 ft with 45 min reserve): 1,330 nm 4 POB
Range (at 300 kts, 26,000 ft with 45 min reserve): 954 nm 6 POB 60 kg baggage
Range (at 240 kts, 30,000 ft with 45 min reserve): 1,650 nm 4 POB
Range (at 240 kts, 30,000 ft with 45 min reserve): 1,170 nm 6 POB 60 kg baggage
Climb Rate (S.L./SA, 5,512 Ibs/2500 kg 2,380 ft/min
Service Ceiling: 30,000′
Stall speed: (ldg flap @ 5,512 lbs) 57 kts, (0 flap@ 6,579 lbs) 76 kt
Crosswind limit: 20 kt
Vd Maximum diving speed: 320 KCAS
Vmo No Mach limit S.L. to 30,000 ft: 270 KCAS
Noise Level (dB): 73.9

TBM700C

TBM 700S
Engine: 852 shp
Pax capacity: 6

SOCATA TB.9 Tampico / TB.10 Tobago / TB.11 / TB20 Trinidad / TB.21

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TB.10 Tobago

This series was originated in 1975 as a supplement to the Rallye family with fixed landing gear and lower performance but greater accommodation.

Effectively starting with a clean sheet of paper, the Aerospatiale design team came up with an entirely new and original aircraft, the TB9/TB10. First launched in mid 1979, the initial two versions, the TB9 Tampico and the TB10 Tobago, share virtually identical airframes. The Tampico however is powered by a fixed pitch prop, 160 hp Lycoming (though a variable pitch version has subsequently become available), while the Tobago comes with 180 hp driving a constant speed propellor.

Socata Tampico TB 9

The series began with the TB.10 that first flew in February 1977 with a 119-kW (160-hp) O-320-D2A engine. The type was later named Tobago, but with the development of a higher-powered model the original type became the four-seat TB.9 Tampico so that the designation TB.10 Tobago could be accorded to the newer four/five-seat model with the 134-kW (180-hp) O-360-A1AD.

The third member of the family flew on 14 November 1980 as the TB.20 Trinidad with more power and, more importantly, retractable tricycle landing gear. The latest variant was introduced in 1983 as the TB.11 aerobatic version of the Tobago with an inverted flight engine/fuel system for the training of professional pilots.

TB20 Trinidad

Actual airframe structure is remarkably simple – which returns savings in both initial cost and future maintenance. The entire aircraft has only 800 parts (compared with 2,000 or more for most similar light singles), and construction is done on a modular basis- This enables individual customer options, including avionics and indeed even the choice of 160 or 180 hp engine, to be installed at the appropriate constructional stage, rather than as an add-on later.

Wing spars are milled from a solid billet of aluminium instead of being built up with webs, gussets, spar caps etc. The only cable run in the aircraft is the elevator trim, the rest of the controls being torque tubes and/or push/pull tubes. Socata have got the parts count for the basic airframe down to around 800 pieces.

The TB.20 Trinidad was designed utilising the interior dimensions of the Citroen GS car. Certified in 1981 to the American FAR 23. Wing spars are milled from a solid billet of aluminium instead of being built up with webs, gussets, spar caps etc. The only cable run in the aircraft is the elevator trim, the rest of the controls being torque tubes and/or push/pull tubes. Socata have got the parts count for the basic airframe down to around 800 pieces.

The 10 degree flap extension speed was raised from 103 KIAS to 129 KIAS. The early models had a takeoff weight and landing weight of 1335 kgs. The take-off weight only was then increased to 1400 kgs. The Trinidads from serial number 950 have the same take-off and landing weights of 1400 kgs. This later mod involved changes to the landing gear that can’t be retro-fitted.

Gallery

TB.9 Tampico
Engine: Lycoming O-320, 160 hp
Cruise 65%: 107 kts
Endurance 65%: 4 hr 40 min
Stall: 58-48 kt
Useful load: 910 lbs
ROC: 660 fpm
TO dist 50 ft: 1854 ft
Max X-wind: 25 kt

TB.9 Tampico Club
Engine: Lycoming O-320, 160 hp

TB.10 Tobago
Engine: Lycoming O-360-A1AD, 180 hp
Prop: Hartzel Variable Pitch CSU
Seats: 4-5
TO dist 50 ft: 1398 ft
Max X-wind: 25 kt
Cruise speed: 115kts

TB 10 Tobago
Engine: Lycoming O 320 D2A, 158 hp
Length: 25.066 ft / 7.64 m
Height: 9.514 ft / 2.9 m
Wingspan: 32.021 ft / 9.76 m
Wing area: 128.092 sq.ft / 11.9 sq.m
Max take off weight: 2249.1 lb / 1020.0 kg
Weight empty: 1228.2 lb / 557.0 kg
Max. speed: 173 kt / 321 km/h
Cruising speed: 127 kt / 236 km/h
Take off distance: 1398 ft / 426 m
Initial climb rate: 826.77 ft/min / 4.2 m/s
Wing loading: 17.63 lb/sq.ft / 86.0 kg/sq.m
Range: 594 nm / 1100 km
Crew: 2+2-3

TB.10GT

TB.11

TB.20 Trinidad
Engine: Lycoming IO-540-C4D5D, 250 hp
TBO: 2000 hr
Propeller: Const. spd.
Wingspan: 32 ft. 1 in
Overall length: 29 ft. 3 in
Height: 9 ft. 4 in
Wing area: 128 sq. ft
Gross weight: 3086 lb
Empty weight, std: 2010 lb
Useful load, std: 1076 lb
Fuel: 86 USgal
Wing loading: 24.1 lbs/sq.ft
Vne: 187 kts
Cruise speed 75% power: 157kt
Cruise speed 65% power: 153 kt
Cruise at 75%: 164 kts (8000 feet)
Cruise at 65%: 160 kts (12,000 feet)
Fuel consumption 75% power: 13.7 USgph
Fuel consumption 65% power: 12.1 Usgph
Rate of Climb @ 95 kts: 1260 ft/min
Best climb angle speed: 81 kts
Best glide: 92 kts
Final approach speed: 73 kts
Stall speed (gear, flaps down): 59 kt
Demonstrated Crosswind: 25 knots
Max speed: 193 mph at sea level
Max range (w/ res) 75% power: 887 nm
Max range (w/ res) 65% power: 1048 nm
Operational range: 1,109 miles
Service ceiling: 20,000 ft
Takeoff ground roll: 1193 ft
Landing ground roll: 755 ft
Landing gear type: Tri/Retr.
Seating capacity: 4-5
Cabin width: 50 in
Cabin height: 42 in
Baggage capacity: 143 lb

TB.20 Trinidad GT

TB.21 Trinidad TC
Engine: Lycoming TIO-540-AB1AD, 250 hp
TBO: 2000 hrs
Propeller: Const. spd.
Landing gear type: Tri/Retr.
Gross weight: 3086 lb
Empty weight, std: 1860 lb
Useful load, std: 1226 lb
Fuel: 86 USG
Wingspan: 32 ft. 1 in
Overall length: 25 ft. 7 in
Height: 9 ft. 4 in
Wing area: 128 sq. ft
Seating capacity: 4-5
Cabin width: 50 in
Cabin height: 44 in
Baggage capacity: 143 lb
Cruise speed 75% power: 187 kts
Cruise speed 65% power: 169 kts
Max range (w/ reserve) 75% power: 890 nm
Max range (w/ reserve) 65% power: 1030 nm
Fuel consumption 75% power: 16.4 USgph
Fuel consumption 65% power: 12.4 USgph
Stall speed (gear, flaps down): 59 kt
Best rate of climb: 1126 fpm
Service ceiling: 25,000 ft
Takeoff ground roll: 1217 ft
Landing ground roll: 755 ft

2004 Socata TB.21 Trinidad GT
Engine:Lycoming IO-540-CAD5D, 250 hp @2575 rpm@SL
TBO: 2000 hr
Fuel type: 100/100LL
Propeller: Hartzell 2-blade, CS
Landing gear type: Tri/Retr.
Max ramp weight: 3080 lb
Gross weight: 3080 lb
Landing weight: 3080 lb
Empty weight, std: 1911 lb
Useful load, std: 653 lb
Payload, full std. fuel: 728 lb
Usable fuel: 86 USgal
Oil capacity: 13.3qt
Wingspan: 32 ft. 2 in
Overall length: 25 ft. 5 in
Height: 9 ft. 4 in
Wing area: 128 sq. ft
Wing loading: 24.1 lbs./sq. ft
Power loading: 12.3 lbs./hp
Wheel base: 6 ft. 3 in
Wheel track: 7 ft. 2 in
Wheel size: 6.00 x 6 in
Seating capacity: 4-5
Cabin doors: 2
Cabin width: 50 in
Cabin height: 47 in
Baggage capacity: 143 lb
Cruise speed (best economy power) 75% power: 159 kt
Cruise speed (best economy power) 65% power: 156 kt
Cruise speed (best economy power) 55% power: 141 kt
Stall speed (flaps down): 54 kt
Best rate of climb (SL): 1200 fpm
Service ceiling: 20,000 ft
Takeoff over 50-ft. obstacle: 2150 ft
Landing over 50-ft. obstacle: 1825 ft

Socata 1998 Tobago XL
Engine: Lyc. IO-360-A1B6, 200 hp
TBO: 2000 hr
Propeller: Const. spd.
Landing gear type: Tri/Fixed
Gross weight: 2535 lb
Empty weight: 1576 lb
Useful load: 959 lb
Fuel: 54 USgal
Wingspan: 32 ft
Overall length: 25 ft. 2 in
Height: 9 ft. 10 in
Wing area: 128 sq. ft
Seating capacity: 4-5
Cabin width: 50 in
Cabin height: 46 in
Baggage capacity: 143 lb
Cruise speed 75% power: 130 kt
Cruise speed 65% power: 123 kt
Max range (w/ reserve) 75% power: 585 nm
Fuel consumption 75% power: 12.4 USgph
Fuel consumption 65% power: 11.0 USgph
Stall speed (gear, flaps down): 53 kt
Best rate of climb: 937 fpm
Service ceiling: 16,000 ft
Takeoff ground roll: 1067 ft
Landing ground roll: 623 ft

SOCATA Super Horizon 2000 / Provence / ST.10 Diplomate

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From the all-metal GY.80 Horizon SOCATA developed an improved model that first flew in November 1967 with a lengthened fuselage, a redesigned cabin, a modified tail unit, a more powerful engine and revised landing gear. This last adopted main units that retracted inwards into the undersurfaces of the wings, while the nosewheel unit retracted to leave about one-quarter of the wheel exposed. Initially designated Super Horizon 2000 and then Provence, the type eventually became the ST.10 Diplomate by the time production deliveries began at the end of 1969. Despite the fact that it offered a usefully higher level of performance than the Horizon, the type failed to attract any real sales enthusiasm and SOCATA ended production in 1975 after delivery of only 56 examples.

ST.10 Diplomate
Type: four-seat sport and touring lightplane
Powerplant: 1 x Avco Lycoming IO-360-C1B, 149kW (200 hp)
Span: 9.70m (31ft 9.75in)
Length: 7.26m (23 ft 9.75 in)
Empty weight: 1594 lb / 723 kg
Max TO weight: 1220 kg (2,690 lb)
Max speed: 174 mph at sea level
Max cruise 75%: 143 kt / 165 mph / 265 kph
ROC: 1003 fpm / 306 m/min
Service ceiling: 16,400 ft / 5000 m
Operational range: 860 miles / 746 km / 1385 km
Baggage capacity: 154 lb / 70 kg
Cabin length: 7 ft 3.75 in / 2.25 m
Cabin width: 3 ft 8.75 in / 1.14 m
Cabin height: 4 ft 1.25 in / 1.25 m

Sobkow WS-3 Czajka

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In 1949, Stanisław Sobkow started to construct an amateur plane, which he called WS-3 “Czajka”.

Single-seat, self-supporting low-wing wooden structure.
The wing is divided, with a trapezoidal contour, with rounded ends and with a slant backwards, the end of the wings is elliptical. The wing had a working caisson and two girders. The rear part of the wing is covered with canvas, at the fuselage and at the ends of the wings with plywood. Slotted ailerons, covered with linen.
The wooden fuselage had a rectangular cross-section in the front part, passing into a rounded tail part. Half-shell frame and longitudinal structure covered with plywood. Covered cabin.
Horizontal control with a rectangular contour with a rise. Covering the fins with plywood, the rudders with cloth. The spreading of the rudders made them act as aerodynamic brakes.
Three-wheeled chassis with a front wheel, fixed.

The construction was started in 1951. The woodwork was made in the carpentry workshop of Spółdzielnia Rzemieślnicza in Kielce, Poland, and metal details were made by the workshops of the Kielce Aeroclub, at the airport in Masłów, where the construction of the airframe was completed in mid-April 1956. The engine received from the Board of the League of Friends of the Soldier. Although “Czajka” was an amateur construction, only aviation materials were used for its construction. During the assembly of the plane of his idea, S. Sobkow used many ready-made structural elements from the glider and the factory plane. The works were completed on April 15, 1956.

After the taxiing tests carried out in the spring of 1956, on August 26, 1956, WS-3 “Czajka” made its first flight. The plane was also demonstrated at air shows, once at the Aeroclub in Kielce, once at the Workers’ Aeroclub in Mielec, arousing the understandable interest of the public, and above all, aviation hobbyists. This amateur, light and small plane was the first, thoroughly successful structure of this type, built in Poland after World War II. It was proved easy to fly, and of simple construction.

Up to 1959, “Czajka” spent about 20 hours in the air in about 70 flights. The constructor tried to legalize his activity, but the Institute of Aviation he did not respond to applications and letters for approval. The documentation sent there has not been checked. As a result, the designer was forced to stop using his plane, which was pushed behind the hangar.

In 1960 “Czajka” was completely destroyed. At that time, the construction and piloting of own aircraft were strictly forbidden in Poland. That is why a commission burned down the structure, which – apart from arsonists – was convinced by all to be successful. The structure that Stanisław Sobkow had been building for 6 years, putting 15,000 man-hours into it, was thoughtlessly destroyed.

Engine: Praga D, 55 kW (75 HP) max, 44 kW (60 HP) nominal
Span: 8.2 m
Wing area: 10.0 m2
Length: 6.4 m
Height: 2.2 m
Empty weight: 320 kg
MAUW: 470 kg
Useful load: 150 kg
Max speed: 195 km / h
Cruising speed: 150 km / h
Stall speed: 80 km / h
ROC: 3.3 m / s
Ceiling: 3300 m
Range: 450 km
Endurance: 3 hr

Snow S2 Thrush

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S2R

By 1955 plans were under way for the S2 model, to be joined by the S2B, a 450 hp version, with the pilot sitting behind the hopper. This first flew in August 1956. The smaller model, the S2A, was fitted with the Continental W670-6A radial engine of 220 hp and 74 of these were built by the Snow Aeronautical Corporation. Only 17 of the larger 450 hp S2B were built and this was followed by the Snow S2C-450, still an open cockpit aircraft with distinctive overturn protection incorporating a larger hopper and a wing span increased to 44 feet, 7 inches. The empty weight was 2940 lbs and loaded, 5700 lbs. Some 215 were built, at least half with the 600 hp P&W R-1340-AN1 which increased the loaded weight to 6000 lbs.

The first Snow S2C appeared in 1960, a follow-on aircraft to the similar Snow S2B of which nineteen were produced. Both were powered by the 450-hp R-985. At that time Snow were also building the S2A which was produced until 1962. A smaller aircraft, the pilot sat in front of the hopper. Some S2C aircraft had the wingtips removed and were fitted with large end plates.

Snow S-2C N1633S

Around 260 Snow S2Cs were built, firstly powered with a 450hp P&W R-985-AN-1, first flying on 12 April 1961, a 600-hp P&W R-1340-AN-1 version first flying on 12 May 1961. From 1962 until production was superseded by the Aero Commander-Snow S2D-600 in 1965. Until this point all aircraft were built with open cockpits.

In 1965 the Snow Corporation was taken over by Aero Commander and a new model, the S2D-600, was flown in 1965. It was the first with the new enclosed cockpit, setting the lines for the later Thrushes and with a larger hopper. Snow also modified the aircraft to incorporate a loader driver seat directly behind the pilot’s and facing rear.

Aero Commander built 105 S2D-600’s. The S2D was fitted with an even larger hopper suitable for rice sowing and fertiliser spreading and this became the Rockwell S2R-600 Thrush in 1968.

Rockwell Thrush Commander

Re-engining became popular. Besides the R-1340 version, Rockwell introduced the S2R Thrush 800 fitted with a Wright R-1300B1 radial of 800 hp. In 1975 two US Ag operators, Marsh in Arizona and Ayres in Georgia, fitted Garrett and Pratt & Whitney turbines to Thrush aircraft. Marsh had previously fitted a Garrett TPE-331 Pre-Century of 575 shaft horse power to an open cockpit 1965 model Snow S2C and it was first flown on 9 July 1973. It is the first known conversion, known as the Marsh S2R-T Turbo-Thrush, of an agricultural aircraft in the United States; N1674S, #600-1250C (the 250th ag¬plane built by Snow), was later sold to Plexico as XB-ETQ. Another conversion by Serv-Aero Engineering was to fit the 1200 hp Wright R-1820-71 piston radial.
In 1977, the Ayers Corporation, of Albany, Georgia, purchased the Thrush Commander line and continued to build the S2R, with the same constructors serial sequence, finally ending at 2582R.

A new sequence was started by Ayres with the 750 hp P & W PT6A-34AG with constructors numbers beginning with 6001, and incorporating one major change, the fitting of a 500 US gallon hopper. The 5000 sequence was used for the 100 or so 800 hp Wrights built by Rockwell.

Once Ayres had taken over, one of the new versions was named the Bull Thrush, powered with a 1200 hp Wright R-1820-97 and fitted with a 500 US gallon hopper. One of the new features was a Dual Cockpit variant, being denoted by a DC at the end of the constructor’s number. From this time Ayres were to start a whole new series of constructors numbers, prefixed by S2R, followed by engine model fitted and then a number, in most cases, starting at -001. As example, S2R-1340-… (600 hp), S2R-1820-… (1200 hp), S2R-RS3-… (PZL R83, 595 hp) and S2R-T34-… (750 hp).

Model 600 S2D Owners Manual

Gallery

S2A
Engine: Continental W670-6A, 220 hp

S2B
Engine: 450 hp

S2C
Engine: 450hp P&W R-985-AN-1
Wingspan: 42’ 6”
Length: 29’ 8”
Height: 2.71 m (8’ 10.5”)
Empty wt: 2940 lb
Loaded wt: 5700 lb
Useful load: 2470 lb
Hopper load: 2000 lb
Max speed: 130 mpg
Cruise: 115 mph
Stall: 69 nph
Range: 330 mi

S-2C
Engine: 600hp P&W R-1340-AN-1
Wingspan: 42’ 6”
Length: 27’ 6”
Height: 2.71 m (8’ 10.5”)
Empty wt: 3150 lb
Loaded wt: 6000 lb
Useful load: 2720 lb
Hopper load: 2400 lb
Max speed: 140 mpg
Cruise: 120 mph
Stall: 72 nph
Range: 270 mi

S2R 600 Thrush
First built: 1968
Engine: 1 x P&W R-1340, 600 hp
TBO: 1000 hrs
Prop: Hamilton Standard 2 blade, constant speed 109 in
Seats: 1
Length: 29.3 ft
Height: 9.2 ft
Wingspan: 44.4 ft
Wing area: 326.6 sq.ft
Wing aspect ratio: 6
Max ramp wt: 6000 lbs
Max take off wt: 6000 lbs
Standard empty wt: 3700 lbs
Max useful load: 2300 lbs
Max landing wt: 6000 lbs
Wing loading: 18.3 lbs/sq.ft
Power loading: 10 lbs/hp
Max useable fuel: 624 lbs
Hopper capacity: 400 USG
Climb rate: 680 fpm
Climb rate @ 8000 ft: 275 fpm
Service ceiling; 15,000 ft
Max speed: 109 kts
Working speed: 100 kts
Fuel flow @ working speed: 187 pph
Endurance @ working speed: 3.2 hr
Stalling speed clean: 60 kts
Stall speed flaps down: 56 kts
Turbulent air penetration speed: 109 kts
Fixed tail-wheel undercarriage

Rockwell Thrush Commander 800
Engines: Wright R-1300-1B, 800 hp
Seats: 1
Wing loading: 18.4 lb/sq.ft
Pwr loading: 7.5 lb/hp
Max TO wt: 6000 lb
Empty wt: 4400 lb
Equipped useful load: 1550 lb
Payload max fuel: 963 lb
Range max fuel/ 75% pwr: 173 nm/ 1.5 hr
Service ceiling: 25,000 ft
Hopper cap: 400 USG
75% cruise: 119 kt
Working speed: 109 kt
Working endurance: 2.2 hr
Stall: 59-62 kt
ROC: 1350 fpm
Min field length: 900 ft
Fuel cap: 587 lb

Rockwell Thrush Commander
Engine: Pratt & Whitney R-1340-AN-1, 600 hp
Wingspan: 44 ft 5 in / 13.54 m
Length: 29 ft 4.5 in / 8.95 m
Empty weight: 3700 lb / 1678 kg
MTOW: 6900 lb / 3130 kg
Cruise 70%: 107.5 kt / 124 mph / 200 kph
ROC SL: 900 fpm / 274 m/min
Service ceiling: 15,000 ft / 4570 m
Ferry range 50% pwr: 408 nm / 470 mi / 756 km
Seats: 1
Hopper capacity: 53 cu.ft / 1.50 cu.m / 400 USG / 1514 lt / 3280 lb / 1487 kg

Rockwell Thrush Commander

Snow S1

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Snow began designing his first aerial application aircraft, the S-1, in 1951 when he was 21 years old.

In August, 1953, the S1 flew for the first time, powered by a 190 hp Lycoming. Unusually for a US ag-plane, the pilot sat between the engine and the hopper, and, unlike later Snow models, the aircraft had wing struts.

The aircraft was successful, enough for Snow to take it to Nicaragua for a season the following year.

To give it more power, it was fitted with a Continental radial of 220 hp. The radial engined S-1 lost its wing struts.

Dam¬aged by a thunderstorm in 1958, this aircraft was destroyed in a warehouse fire a few years later.

That airplane remained in production until 1957, after which Snow introduced the S-2A and S-2B models.

Snow S-1

Gallery

Snedden M7

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The Snedden M7 is a cable braced, four-wheel, float optional, low aspect ratio mid wing, short take off ultralight design with upsweep wing tips, a large inverted V-tail equipped with anti-servo flaps, a three second ground roll and a very steep climb angle with the wing chord at 45 degrees to the horizon.

The M7 is a two blade tractor (70 inch diameter Powerfin ‘F’ type with 2.6:1 cog belt reduction) powered by the 65 HP, 6300 rpm, Hirth 3203, dual ignition, 625 cc two cylinder in line, two cycle, oil premix, air cooled engine with Al-Nikasil cylinder bores, dual carbs forward slanted and reed valves.

This machine completely conforms to FAR 103 and A/C 103-7.

Engine: Hirth 3203, 65 hp @ 6300 RPM
Reduction Type: cog belt
Reduction Ratio: 2.6:1
Wingspan: 23 ft
Wing Chord: 78 in
Weight: 277 lb
Fuel Capacity: 5 US G
Stall Speed: 26-27 mph
Top Speed: 63 mph
Cruise Speed: 35 mph
Climb Rate: 1970 fpm

Snecma C.450 Coleoptere

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The C.450 Coleoptere was a VTOL research aeroplane, designed by von Zborowski,,that rose vertically on the power of its SNECMA Atar 101 turbojet before translating into forward flight supported by its annular wing.

The C.450 Coleoptere was derived from the Atar Volant test vehicle, and combined the concept of tail-sitting vertical take-off and an annular wing. Powered by an 8157-lb (3700-kg) thrust SNECMA Atar 101EX, the Coleoptere first flew in May 1959 and completed a limited test programme before the aeroplane was lost in an accident.