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.
Founded 1955 by Leland Snow to make agricultural aircraft of own design. Incorporated 1961; expanded 1963.
Original Snow S-2B, a low-wing single-seat monoplane of metal construction, with fixed landing gear, received FAA Type Approval July 1958. By end of February 1965 260 aircraft of basic S-2 series delivered to 19 U.S. states and 11 foreign countries.
In 1965 Rockwell-Standard acquired Snow Aeronautical, continuing to produce agricultural aircraft at Olney as Snow Commanders (as division of Aero Commander), and acquired Intermountain Manufacturing Company (IMCO) 1966. Single-engined Model 112 delivered to customers from 1972. Low-wing twin-engined Rockwell Commander 700 produced jointly with Fuji in Japan.
Thrush Commander was very notable specially-designed agricultural aircraft. The entire Thrush Commander range sold to Ayres Corp and then became known by the Ayres name. Shrike Commander 500S terminated 1980 but Commander Jetprops continued by Gulfstream American Corporation.
Leland Snow, founder and President of Air Tractor, Inc., and the inventor of modern aerial spray aircraft, died Sunday morning, February 20, 2011 while jogging near his home. He was 80 years old.
Built some kind of flying machine circa 1910. Classified by Jane’s as “Miscellaneous,” this creation had wings as “supporting surfaces, which rotate in a direction opposite to the direction of flight.”
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
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.
When the nationalisation of the French aircraft industry resulted in the creation of the Société Nationale de Constructions Aéronautiques du Centre (SNCAC) from the merger of Farman Aviation Works and Hanriot in 1936, the new company inherited Farman’s experience in high-altitude research, and this research continued.
SNCAC continued work on high-altitude aircraft, proposing two pressurised bombers in 1938. The first, the NC.140, was a four-engined bomber using the wings of the Farman F.223.3 but was quickly abandoned in favour of the smaller, twin-engined NC.150. The NC.150 was a mid-winged monoplane with a retractable tailwheel undercarriage which was designed to make maximum use of non-strategic materials such as wood. The wings were of mixed construction, with a metal centre-section, and wood outer wings that had metal spars, wooden ribs and plywood skinning. Similarly, the fuselage had wooden forward and aft fuselage section connecting to the metal centre section, while the twin tail was of wooden construction with plywood skinning. It was to be powered by two Hispano-Suiza 12Y V12 engines, with power being maintained at high altitudes by using a single three-stage supercharger driven by a separate Hispano-Suiza 12X engine mounted in the fuselage.
SNCAC began work on two prototypes as a private venture in 1938. These two prototypes were not to be fitted with cabin pressurisation, although this was planned for a third prototype. The French Air Ministry placed an order for the two prototypes on 24 April 1939, with the second aircraft to carry full armament.
The first prototype, designated NC.150.01, made its maiden flight from Toussus-le-Noble on 11 May 1939. Following the tests, the aircraft received numerous improvements: modifications of compressors, addition of a glass nose, and modified rudders.
Meanwhile, the French Air Ministry had become worried about possible delays to the Lioré et Olivier LeO 45 and Amiot 354 twin-engined bombers which were planned to re-equip the medium bomber squadrons of the Armée de l’Air caused by shortages of light alloys, and after successful testing in early 1940, ordered a change of plans. Pressurisation was to be abandoned, and the unusual central supercharger with its dedicated engine (known as the “bi-tri” concept) was to be replaced by individually supercharged engines.
The NC150 was transferred to the CEMA (Test Center of the Air Materials) at the beginning of 1940, while the construction of the second prototype, equipped this time, of its armament. The events called into question the project and it was asked the SNCAC to abandon the pressurized bi-tri formula in favour of more conventional formulas using Hispano-Suiza 12Y compressor or Pratt & Whitney Double Wasp engines respectively NC152 and NC153.
Two production versions were planned, the NC.152, powered by Hispano-Suiza engines, and the NC.153, with imported American radial engines. Although testing was promising, and orders were planned for a modified version as a back-up for the Lioré et Olivier LeO 45 and Amiot 354 bombers, the surrender of France in June 1940 ended development with only the single example being built, both the second and third prototypes being abandoned before completion. The first prototype, NC150-01, disappeared after its evacuation on Bordeaux-Mérignac, the second one was never finished, and the third, NC151-01, which was to be the final prototype equipped with pressurization, never came into being.
NC.150 Powerplant: 2 × Hispano-Suiza 12Y 32/33, 720 kW (960 hp) each Powerplant: 1 × Hispano-Suiza 12Xirs liquid-cooled V12 engine driving NC-C2 supercharger, 510 kW (690 hp) Wingspan: 21.882 m (71 ft 9.5 in) Wing area: 61.10 sq.m (657.7 sq ft) Length: 17.60 m (57 ft 9 in) Height: 4.19 m (13 ft 9 in) Empty weight: 7,733 kg (17,048 lb) Gross weight: 10,077 kg (22,216 lb) Maximum speed: 600 km/h; 324 kn (373 mph) at 8,000 m (26,250 ft) Cruise speed: 510 km/h; 275 kn (317 mph) at 8,000 m (26,250 ft) (long-range cruise) Range: 2,200 km; 1,188 nmi (1,367 mi) Service ceiling: 11,380 m (37,350 ft) Time to altitude: 19 min 7 s to 8,000 m (26,250 ft) Crew: Four
