First flying in 1967, in 1968 the S.208 version became available, produced basically as a five-seat, more powerful version of the S.205, with some 60% of its structural components in common.
By February 1973, approximately 80 S.208s had been delivered to customers in Europe and Africa, including 44 S.208Ms to the Italian Air Force for liaison and training duties.
A version for general duties, including agricultural and ambulance work, was developed as the S.208AG.
S.208 Engine: Lycoming O-540-E4A5. 260 hp Wingspan: 35 ft 7.5 in / 10.86 m Length: 26 ft 3 in / 8.00 m Empty weight equipped: 1720 lb / 780 kg MTOW: 3307 lb / 1500 kg Max cruise: 162 kt / 187 mph / 300 kph Range, internal fuel: 647 nm / 746 nm / 1200 km Range Max fuel/tiptanks: 1085 nm / 1250 mi / 2000 km Seats: 5 Cabin length: 5 ft 10.25 in / 1.78 m Cabin width: 3 ft 8,25 in / 1.14 m Cabin height: 4 ft 4 in / 1.32 m Cabin volume: 88.0 cu/ft / 1.5 cu.m
A four-seat development of the SA.202 Bravo, design of the S.205 four-seat all-metal light monoplane was started in March 1964, first flying in 1965, and by April of 1965 three examples had been completed. Each had a 134kW Lycoming engine fitted, but a wide range of versions subsequently became available with different engines and equipment.
Savoia-Marchetti S.205 Article
The S205/22R was never a trainer. It was the retractable version of the 205 with a franklin engine. We also had a 205R which was the same airplane with a Lycoming. The left door was a factory option.
Waco Aircraft Co [2] was founded in 1966 to build Savoia-Marchetti S.205 (as Waco Vela II and Sirius) plus turbosupercharged Taurus derivative
S.205-22/R
S.205 Max take-off weight: 1350 kg / 2976 lb Empty weight: 750 kg / 1653 lb Wingspan: 10.86 m / 36 ft 8 in Length: 8 m / 26 ft 3 in Height: 2.89 m / 10 ft 6 in Wing area: 16.09 sq.m / 173.19 sq ft Max. speed: 295 km/h / 183 mph Ceiling: 6200 m / 20350 ft Range: 1325 km / 823 miles
S.205 18F Engine: Lycoming O-360-A1A, 180 hp Undercarriage: fixed
S.205 18R Engine: Lycoming O-360-A1A, 180 hp Undercarriage: retractable
S.205 20F Engine: Lycoming O-360-A1A, 200 hp Undercarriage: fixed
S.205 20R Engine: Lycoming O-360-A1A, 200 hp Undercarriage: retractable
S.205-22/R / Waco S.220 Vela Engine: Franklin 6A-350-C1, 220 hp Undercarriage: retractable
The three-seat prototype of the amphibian FN-333 flying boat, designed and built by Nardi S.A., flew first on 4 December 1952. Two more prototypes were built by Nardi through the decade. In the wake of the second Nardi prototype, Fiat of Italy also built two FN.333 prototypes, but did not continue with the exercise.
The initial prototype had “guitar-pick” style tailfins, and was powered by a Continental engine with 110 kW (145 HP); there had been thought of fixing the floats to the wingtips and then folding the wing downward after water landing, but the idea didn’t survive close examination.
Following the third Nardi prototype, an exclusive manufacturing licence for the FN-333 was obtained by SIAI Marchetti in March 1959. SIAI Marchetti called the aircraft “Riviera”.
SIAI-Marchetti placed a slightly enlarged four-seat variant in production which had flown in prototype form on 8 December 1954. The first of ten pre-production Rivieras was flown in February 1962.
The Riviera used a tricycle landing gear with the nose gear tucking up into the forward hull, the main gear hinging up to be stowed in the fuselage, as well as retractable floats, hinging up to mate with the wingtips, and no wing bracing. The twin tailfins were of trapezoidal configuration and had forward fillets. Powerplant was a Continental IO-470-P air-cooled flat-six engine with fuel injection, providing 185 kW (250 HP) and driving a two-bladed propeller.
Initial production was devoted to fulfilling orders from the USA were sales were handled by the Lane Aircraft Company which purchased the airframes for assembly by Southwest Airmotive. The first four were delivered to the USA bu mid-January 1963 and more than fifty had been sold by the middle of the year.
About 24 Rivieras were built through the 1960s, the exact number being hard to determine because of double-counting of serials.
Engine: 1 x Continental IO-470-P, 185kW Wingspan: 10.4 m / 34 ft 1 in Length: 7.4 m / 24 ft 3 in Height: 3.2 m / 11 ft 6 in Wing area: 15.0 sq.m / 161.46 sq ft Empty weight: 1030 kg / 2271 lb Max take-off weight: 1485 kg / 3274 lb Max. speed: 285 km/h / 177 mph at SL Cruise 70%: 264 km/h / 164 mph Econ cruise: 137 mph ROC: 1220 fpm Service ceiling: 5600 m / 18350 ft Range w/max.fuel: 1300 km / 808 miles Range w/max.payload: 1000 km / 621 miles Crew: 4
Enrico Luzzatto was a Milan lawyer who owned a typographic industry. After building a couple of planes he formed the “Società Italiana degli Aeroplani” (S.I.A.). In 1913 he designed and built a two-seater, called “Roma”. On May 27, 1913, piloted by Francis Deroy and with a passenger on board, it flew from Milan to Rome in less than six hours, winning the Coppa Ponti. Entered in the first Italian military competition, the “Roma” placed very well in all tests, but an error in flight route between Turin and Milan eliminated it from the competition.
The 360 is a growth development of the 330 with more power, and a three foot stretch ahead of the wing and a redesigned rear fuselage and tail surfaces. An extra six seats (in two rows) were accommodated by stretching the cabin and deleting the 330’s rear loading ramp, and the tail arrangement was changed to a conventional single fin.
The prototype 360 flew on 1 June 1981 and the type entered service in December 1982. First introduced with Pratt & Whitney Canada PT6A-45R engines, the Shorts 360-300 version has 1,424 shp (1062 kW) PT6A-67R turboprops with six-bladed propellers and other refinements to produce about 18 per cent more thrust at take-off.
164 examples were sold up until 1991.
SD3.60 Engines: 2 x P&W PT6-65AR, 1403 shp Props: Hartzell 5-blade, 111-in Seats: 36 Length: 70.9 ft Height: 23.7 ft Wingspan: 74.7 ft Wing area: 453 sq.ft Wing aspect ratio: 12.3 Maximum ramp weight: 25,800 lb Maximum takeoff weight: 25,700 lb Standard empty weight: 16,600 lb Maximum useful load: 9200 lb Maximum landing weight: 25,400 lb Wing loading: 56.7 lbs/sq.ft Power loading: 9.7 lbs/hp Maximum usable fuel: 3840 lb Best rate of climb: 1010 fpm Service ceiling: 20,000 ft Maximum speed: 211 kt Normal cruise @ 7,000ft: 160 kt Fuel flow @ normal cruise: 975 pph Endurance at normal cruise: 3.4 hr Stalling speed clean: 94 kt Stalling speed gear/flaps down: 78 kt Turbulent-air penetration speed: 158 kt
Short 360-300 Engines: 2 x Pratt & Whitney PT6A-67R turboprops, 1062kW / 1,424 shp Prop: 6 blade Max take-off weight: 12290 kg / 27095 lb Wingspan: 22.8 m / 75 ft 10 in Length: 21.58 m / 71 ft 10 in Height: 7.27 m / 24 ft 10 in Wing area: 42.18 sq.m / 454.02 sq ft Cruise speed: 400 km/h / 249 mph Range w/max.payload: 745 km / 463 miles
The prototype of the Shorts SD3-30 30-passenger unpressurized commuter airliner; later redesignated Shorts 330, was derived from the smaller Skyvan, with a fuselage stretched to accommodate 30 passengers while retaining the Skyvan’s twin tail fin, but including a semi-retractable undercarriage.
The Short SD3-30 prototype (G-BSBH), a 30-passenger airliner powered by twin turboprop engines, was flown for the first time at Belfast, Northern Ireland on 22 August 1974, and the first entered service with the Canadian airline Time Air on 24 August 1976, although the first order had been placed by Command Airways of Pouglikeepsie, New York.
Versions available included the standard 330-200, the Sherpa civil freighter, and the 330-UTT utility tactical transport.
The USAF operated 18 twin-turboprop Sherpa/330-UTT from Zweibrucken in West Germany, providing a distribution service for high-priority spares in Europe. Designated C-23A, the aircraft were ordered in March 1984 to fulfil the European Distribution System Aircraft (EDSA) requirement. Two Sherpas were delivered in November 1984, and the remaining 16 by the end of 1985.
The C-23A is a freighter version of the Shorts 330-200, retaining many features of the civilian model including the forward freight door. An hydraulically operated rear cargo door/ramp is incorporated in the Sherpa, thus allowing through loading. Up to seven C08 or four LD3 cargo containers or two half-ton vehicles can be accommodated, and utility passenger operations may also be undertaken. The C-23A first flew on August 6, 1984, and is powered by two 893kW Pratt & Whitney Canada PYT6A-45R turboprops.
Designated C-23B, the first of 10 Shorts Super Sherpas for the US Army National Guard made its first flight in 1990. The aircraft are similar to the 18 C-23A Sherpas used by the US Air Force, but have more powerful Pratt & Whitney Canada PT6A-65AR turboprops, strengthened wings, five-bladed propellers and air-operable rear freight doors for supply dropping.
Lacking the rear loading ramp of the Sherpa, the Shorts 330-UTT (Utility Tactical Trans¬port) can carry a maximum payload of 3,630kg. Typical loads include 33 troops, 30 paratroops, or 15 stretchers. Range with 30 fully armed troops is greater than 1,100km. Two inward opening rear side doors are provided for para¬dropping. Customers for the 330-UTT include the Royal Thai Army and Royal Thai Police.
Nearly 100 had been delivered by 1990, and a total of 141 Short 330s were built before production ended in 1992.
SD3-30 Engines: 2 x P&WAC PT6A-45, 1120 hp Seats: 33 Wing loading: 48.6 lb/sq.ft Pwr loading: 9.8 lb/hp Max TO wt: 22,000 lb Operating wt: 14,230 lb Equipped useful load: 7770 lb Payload max fuel: 3930 lb Range max fuel/cruise: 690 nm/3.5 hr Range max fuel / range: 785 nm/ 5.5 hr Service ceiling: 18,500 ft Max cruise: 190 kt Max range cruise: 144 kt Vmc: 77 kt Stall: 73-89 kt 1.3 Vso: 95 kt ROC: 1130 fpm SE ROC: 210 fpm @ 101 kt SE Service ceiling: 9500 ft Min field length: 3650 ft Fuel cap: 3840 lb
SD3.30 Engines: 2 x P&W PT6A-45A, 1156 shp Props: Hartzell 5-blade, 111-in Seats: 30 Length: 58 ft Height: 16.2 ft Wingspan: 78.6 ft Wing area: 453 sq.ft Wing aspect ratio: 12.3 Maximum ramp weight: 22,500 lb Maximum takeoff weight: 22,400 lb Standard empty weight: 14,700 lb Maximum useful load: 7800 lb Zero-fuel weight: 21,140 lb Maximum landing weight: 22,100 lb Wing loading: 49.5 lbs/sq.ft Power loading: 9.7 lbs/hp Maximum usable fuel: 3840 lb Best rate of climb: 1070 fpm Certificated ceiling: 19,000 ft Maximum single-engine rate of climb: 210 fpm @ 105 kt Single-engine climb gradient: 120 ft/nm Single-engine ceiling: 6750 ft Maximum speed: 204 kt Normal cruise @ 10,000ft: 197 kt Fuel flow @ normal cruise: 890 pph Endurance at normal cruise: 3.9 hr Stalling speed clean: 89 kt Stalling speed gear/flaps down: 74 kt Turbulent-air penetration speed: 157 kt
330/UTT Engine: 2 x P&WAC PT6A turboprop Installed pwr: 1785 kW Span: 22.8 m Length: 17.7 m Wing area: 42.1 sq.m Empty wt: 6445 kg MTOW: 11,160 kg Payload: 3630 kg Cruise speed: 372 kph Initial ROC: 360 m / min Ceiling: 6100 m T/O run: 415 m Ldg run: 235 m Fuel internal: 2546 lt Range/payload: 1390 km with 2330 kg Capacity: 33 pax
C-23A Sherpa Engine: 2 x P&WAC PT6A Installed pwr: 1785 kW Span: 22.8 m Length: 17.7 m Wing area: 42.1 sq.m MTOW: 10,390 kg Payload: 3175 kg Cruise speed: 350 kph Initial ROC: 360 m / min Ceiling: 6100 m T/O run (to 15m): 1036 m Ldg run (from 15m): 1225 m Fuel internal: 2032 lt Range/payload: 1240 km with 2270 kg Capacity: 33 pax
C-23A Engines: 2 x Pratt Whitney PT6A-45R turboprops, 900kW Max take-off weight: 10390 kg / 22906 lb Loaded weight: 6680 kg / 14727 lb Payload: 3175kg / 7000 lb Wingspan: 22.76 m / 75 ft 8 in Length: 17.69 m / 58 ft 0 in Height: 4.95 m / 16 ft 3 in Wing area: 42.1 sq.m / 453.16 sq ft Cruise speed: 352 km/h / 219 mph Ceiling: 6000 m / 19700 ft Range w/max.payload: 370-1240 km / 230 – 771 miles Crew: 3
The Skyvan had its origins in the Miles Aerovan, the concept of which was taken on by Short in a radically overhauled design. It was designed to carry an 11 ton payload over 200 miles at 160 m.p.h, with an all up weight of 8,600 lb.
Two prototypes were built at Belfast during 1960 with two 390 bhp Continental GTS IO 520s. It was decided that turboprop power was required, so the prototype and early production (Series 2) examples were ultimately fitted with Astazou II turboprops.
The Short Skyvan (G ASCN), re engined with Turbomeca Astazou turboprops, flew for the first time with its new power plants on October 2, 1963. With Dennis Taylor at the controls the Skyvan was in the air for twenty five minutes on its first flight.
These engines were not ideal for hot-and-high conditions or American customers, so the Series 3 was upgraded to the specified Garrett type.
The Skyliner was a dedicated passenger-carrying version.
The military version of the twin-turboprop Skyvan is the Skyvan 3M-200, which is cleared to an increased maximum take-off weight of 6,804kg for military operations. Powered by two 533kW Garrett TPE331 engines, the prototype Skyvan 3M first flew early in 1970. Troop transport, paradropping, assault transport, SAR, and medevac are among the capabilities of the Skyvan. The Skyvans of the Sultan of Oman’s Air Force have Racal ASR 360 airborne surveillance radars for maritime patrol and SAR duties.
The sole example of the Skyvan sold to the Sharjah Amiri Air Wing was delivered in 1986. It was also the last Skyvan built.
In all, 149 Skyvans were built and sold to commercial freight/passenger ‘bush’ operators and military/paramilitary operators up until 1986.
SC-7 Engines: 2 x Garrett TPE 331-2-201A, 715 shp / 533kW Props: Hartzell 3-blade, 102-in Seats: 19 Length: 40 ft Height: 15 ft Wingspan: 64.8 ft Wing area: 373 sq.ft Wing aspect ratio: 11 Maximum ramp weight: 12,500 lb Maximum takeoff weight: 12,500 lb Standard empty weight: 7100 lb Maximum useful load: 5400 lb Equipped useful load: 3900 lb Maximum landing weight: 12,500 lb Wing loading: 33.5 lbs/sq.ft Power loading: 8.7 lbs/hp Fuel cap: 2320/3105 lb Payload max fuel: 795 lb Range max fuel/cruise: 770nm/4.5hr Range max fuel /range: 849nm/5.9hr Best rate of climb: 1640 fpm Service ceiling: 22,100 ft Maximum single-engine rate of climb: 450 fpm @ 92 kt Single-engine ceiling: 12,500 ft Maximum speed: 176 kt Normal cruise @ 10,000ft: 169 kt Fuel flow @ normal cruise: 482 pph Endurance at normal cruise: 6 hr Max range cruise: 145 kt Vmc: 67 kt Stalling speed clean: 74 kt Stalling speed gear/flaps down: 55 kt Turbulent-air penetration speed: 140 kt Min field length: 1580 ft 1.3 Vso: 78 kt
Skyvan Series 3 Engines: 2 x Garrett TPE331-201 turbo-prop, Max take-off weight: 5670 kg / 12500 lb Empty weight: 3500 kg / 7716 lb Wingspan: 19.79 m / 65 ft 11 in Length: 12.22 m / 40 ft 1 in Height: 4.6 m / 15 ft 1 in Wing area: 34.65 sq.m / 372.97 sq ft Cruise speed: 325 km/h / 202 mph Ceiling: 6860 m / 22500 ft Range w/max.fuel: 1117 km / 694 miles Range w/max.payload: 450 km / 280 miles Crew: 2 Passengers: 19
Skyvan 3M-200 Engine: 2 x Garrett TPE331 Installed pwr: 1060 kW Span: 19.8 m Length: 12.2 m Wing area: 35.1 sq.m Empty wt: 3768 kg MTOW: 6800 kg Payload: 2360 kg Cruise speed: 308 kph Initial ROC: 470 m / min Ceiling: 6700 m T/O run: 290 m Ldg run: 210 m Fuel internal: 1330 (+440) lt Range/payload: 1075 km with 4000 kg Capacity: 20 pax
The Shorts Belfast was originally built for the RAF in the 1960s and although the manufacturer initiated a civil certification programme, of which approximately 65% was completed, this was cancelled due to apparent lack of interest displayed by commercial carriers at that time. The development of the Belfast was initially based upon that of the Bristol Britannia the design was for some time dubbed the Britannic, and the RAF finalised a contract for 10 of the type to serve in the strategic, heavy airlift role.
The aircraft eventually utilised only some of the Britannia’s basic wing structure. It was specifically designed for the carriage of heavy freight, including the largest types of guns, vehicles, guided missiles and other loads and had ‘beaver-tail’ rear loading doors capable of permitting the unhindered passage of any load that the fuselage could contain. As a troop transport it could carry 200 men, and was often used to carry helicopters overseas.
Following a development which spanned four years, the first Belfast made its maiden flight on 5 January 1964 and deliveries to the RAF commenced on 20 January 1966, when the first C.Mk l was handed over to No 53 Squadron at Brize Norton.
As a result of defence cuts at the end of 1976, the RAF phased out Belfast operations and, on 23 March 1977, Eurolatin Aviation concluded the purchase of the aircraft. At this stage in their career the Belfasts had flown 23 million nm without incident, averaging 8,000 flying hr/airframe. Of the original 10 aircraft, four were scrapped, one was destined for display with the RAF Museum and TAC HeavyLift had access to the other five.
On obtaining the aircraft, the airline completed an investigation to ascertain the outsanding conditions for Civil Aviation Authority (CAA) approval and following the go ahead decision for certification, they enrolled the aid of Marshalls of Cambridge to provide the design and flight test support for the Belfasts under the organisation’s existing CAA approvals. An independent engineering base at Southend airport was set up to carry out modifications required by the programme and to organise the management, identification, certifying and transport of spares for the fleet.
The Belfast civil certification programme involved a cost of over £4 million and included 120hr of flight testing; 20,000man/hr of design; 25,000man/hr of aircraft engineering; a complete assessment of all aircraft systems; civil certification of the Rolls Royce Tyne engine; production of civil maintenance schedules, flight operating and technical manuals; and design, manufacture and installation of modifications to the radio station, navigation equipment and the aircraft’s compulsory ‘black boxes’, cockpit voice recorder and flight data recorder. Additional tasks were the removal of both the Belfast’s RAF automatic landing system (the type became the first military transport in the World cleared for ‘hands¬off’ autolanding in fully operational conditions), and in flight refuelling equipment.
The dimensions and specifications of the Belfast are impressive and its hold has a volume of 11,000 cu.ft with a cross section minimum of 12ftx 12ft. It is capable of carrying up to 34 tons of freight although at this weight its range is a very limiting 700 800nm, and it has a cruising speed approaching 330mph.
Several aircraft operated with civil Heavylift Cargo Airlines at Stansted in Britain.
Short Belfast C 1 Engines: 4 x Rolls Royce Tyne RTy 12 Mk 101 turboprops, 5,730eshp / 4273kW Length: 136ft 5in / 41.58 m Height: 47ft / 14.33 m Wing span: 158ft 10in / 48.4 m Wing area: 2464.956 sq.ft / 229.0 sq.m Max take off weight: 230050 lb / 104330.0 kg Weight empty: 127023.4 lb / 57607.0 kg Cruise with max payload: 275kts (510km/hr) Service ceiling: 30003 ft / 9145 m Cruising altitude: 23950 ft / 7300 m Range w/max.fuel: 10200 km / 6338 miles Range w/max.payload: 2000 km / 1243 miles Max hold width: 16ft 1in Max payload: 75,000 lb (34,000kg) Capacity: 200 troops Crew: 4-5
All Aero 