TVS-2-DT RA-2519G at MAKS, Zhukovsky, Moscow, Russia, August 26, 2015
Another organization working on a “better” An-2 is SibNIA (Siberian Aeronautical Research Institute) in Novosibirsk, Russia. In this version, the An-2MS (An-2MC in Russian) and later usually referred to as the TVS-2MS), the radial engine was replaced by a 1,100 hp Honeywell TPE331-12UHR turbine, driving a five-bladed Hartzell propeller. The first An-2MS/TVS-2MS was first flown on September 5, 2011 and by 2015 well over fifteen examples had been delivered by SibNIA and Rusaviaprom JSC, all built, from existing An-2 airframes retaining the An-2 wings and tail feathers.
SibNIA went a step further and also developed an upgraded An-2 with an entirely new composite construction high-lift, high-aspect-ratio wing. This new wing was first tested on an An-2MS which flew as a high wing monoplane. The aircraft, designated TVS-2-DT, first flew in December 2014 and had the TPE331 engine and old style tail. It then received curved wingtips on the upper wing and a new lower wing with wingtips acting as interconnecting struts. In this guise it flew on June 10, 2015, initially also with the old tail, but this was soon replaced by a new design larger and squared vertical tail as shown in the photo.
Russia Siberian aeronautical research institute founded in 1940s as reserve organization in war for TsAGI. In addition to aerodynamics testing and other work has developed (with Rastr Scientific-Technical Centre) the Dzhinn two-seat lightplane and builds replicas of the Polikarpov 1-16 and 1-153 fighters of the 1930s.
Flown for the first time on 20 December 1947, the SM.101 was designed as a six-seat light transport and is powered by a 235 hp Walter Bora radial engine.
Welded steel-tube construction is used with fabric covering. Fowler-type flaps are fitted to the wing and dual controls are fitted.
Engine: 235 hp Walter Bora Wingspan: 54 ft 1 in Wing area: 322 sq.ft Length: 33 ft 6 in Height: 9 ft 9.5 in Empty weight: 2910 lb Loaded weight: 4828 lb Max speed: 149 mpg at SL Cruise: 140 mph at 9020 ft Range: 777 mi Service ceiling: 15,750 ft
As a result of the seeming success of the SH-4, SIAI-Marchetti’s Sezione Volo Verticale (Vertical Flight Division) was formed in 1968 under the leadership of Dr. Emilio Bianchi.
In July of that year, development began of the SV-20A (A = Alato or “winged”) – a 14-seat twin-engine, winged, high-speed helicopter – as well as the SV-20C (C = “compound”) – an improved performance version with a pusher propeller. The SV-20 was a project to design a helicopter that weighed 4,000kg when carrying a load greater than its empty weight and cruised at 390km/h.
In December 1968, fabrication of dynamic components and major dynamic assemblies, as well as a number of airframes, was begun (first flight was originally expected in 1970). A full-scale mock-up of the SV-20A was also completed and was shown at the Paris Air Show. By the end of 1972, about 200,000 manhours had been spent on the SV-20 design, including wind tunnel testing at the Universities of Turin, Milan, and Pisa, but a prototype was not completed.
The SIAI-Marchetti SV-20 had a two-blade teetering-hub main rotor, anti-torque rotor and a high mounted cantilever wing. The SV-20C compound added a three-blade variable pitch pusher propeller driven by the right engine. The two United Aircraft of Canada PT6C engines would have been built under license by Motoren-und-Turbinen-Union (the successor to MAN) in Germany. Each engine had a maximum rating of 900hp, and were located in two nacelles on the wing; the Turbomeca Astazou XIVA or Rolls-Royce RS.360 were considered as alternates based on customer preferences. The cabin was designed to transport 12 passengers or 1250kg of cargo in addition to the two pilots. The SV-20C was projected to be about 80kg heavier than the SV- 20A, but about 110km/h faster.
The wings of the SV-20 had movable surfaces acting as flaps or ailerons, allowing the pilot to vary the load between the rotor and the wing. During high speed flight, the rotor was to be partially unloaded by the wing and the surfaces were used to augment roll control. A version with a “Fenestron” type tail rotor was planned in 1970. Production jigs reportedly had produced numerous examples of many components by the end of 1972. A market of 500 units was expected, producing 40-60 SV-20s per year. Three prototypes were planned, but, despite initial talks with the FAA and the Registro Aeronautico Italiano (RAI) in January 1972, none of the prototypes were ever completed and the project was abandoned the following year. Agusta, which had acquired 30% of SIAI-Marchetti in 1970, had increased its stake to about 60% by 1973 and reached complete ownership in 1983.
n October 1963 Silvercraft SpA flew the XY prototype light helicopter further developed with financial and technical assistance of shareholder SIAI-Marchetti as the all-metal three-seat SH-4, the prototype of which (I-SILX) made its first flight in March 1965.
The SH-4 had a skid undercarriage and a high-set tubular corrugated tailboom with a small fin and tailplane and a two-blade tail rotor and powered by a 235hp (derated to 170hp) Franklin 6A-350-D1B piston engine. The main rotor had two blades and a transverse mass-balanced stabiliser bar.
A pre-production model was displayed at the 1967 Paris Air Show, certification was achieved in September 1968. The first helicopter of all-Italian design and construction to receive both Italian and U.S. certification. The SH-4 went into production at Silvercraft’s works at Sesto Calende in basic form. Variations were the SH-4/A for agricultural use and as the SH-4/C with a supercharged Franklin 6AS-350-D1 engine.
SH-4A
Serious production had begun as SIAI-Marchetti/Silvercraft SH-4, but under name Silvercraft alone deliveries began 1970. Production ceased 1977. Production of a batch of about 50 SH-4s was started at the Sesto Calende works with the aid of Fiat Aviazione (Motori), who manufactured mechanical parts for the rotor transmission, but the firm ran into difficulties over the Franklin engine, which had gone out of production.
A total of 21 SH-4s were completed with individual examples being exported to Brazil, South Africa, France and Holland. One aircraft was delivered to the Italian Air Force.
The company ceased operations in the late 1970s.
SH-4 / SH-4A Engine: Franklin 6AS-350-S1, 235 hp de-rated to 170 hp Main rotor diameter: 29 ft 7.5 in / 9.03 m Fuselage length: 25 ft 1.25 in / 7.65 m Empty weight: 1142 lb / 518 kg MTOW norm: 1900 lb / 862 kg Max cruise: 70 kt / 81 mph / 130 kph ROC: 1180 fpm / 360 m/min Service ceiling: 15,100 ft / 4600 m Range max fuel: 173 nm / 200 mi / 320 km Seats: 3 SH-4A ag capacity: 54 USG / 200 lt / 441 lb / 200 kg External cargo hook: 441 lb / 200 kg Cabin length: 4 ft 9.75 in / 1.47 m Cabin height: 4 ft 0.25 in / 1.24 m
The Cessna O-1 provided the basis for the Italian development of a turboprop version. A two-seat STOL light monoplane powered by a 298kW Allison 250-B17 turboprop engine, the prototype first flew on 24 May 1969.
The SM 1019 was evaluated by the Italian Army Light Aviation, which ordered 80 SM.1019E1s, under the designation AL-2. Optional armament or equipment is carried on two underwing hardpoints.
Engine: Allison 250-B15G, 317 shp Wingspan: 10.97 m / 36 ft 0 in Max. speed: 280 km/h / 174 mph
Twin-engined light transport aircraft accommodating eight passengers. The first prototype flew on 24 February 1949. Originally powered with two 500 hp Ranger SVG-770-C1B, the type was modified to take two Pratt & Whitney R-985 Wasp Junior radials and a small batch was built for the Italian Air Force.
Engines: two Pratt & Whitney R-985 Wasp Junior Wingspan: 18 m / 59 ft 1 in Length: 43 ft Height: 11 ft 5 in Empty weight: 7600 lb Max take-off weight: 5050 kg / 11133 lb Max. speed: 330 km/h / 205 mph at 3280 ft Cruise: 180 mph at 11,480 ft Time to 5000ft: 6 mon Service ceiling: 19,700 ft Max range: 932 mi
The prototype SF600TP Cangaru (Kangaroo) general utility transport was built by General Avia and made its first flight on 30 December 1978. Production examples entered service in an air taxi role on 8 April 1988.
A choice of fixed or retractable undercarriage versions was available, the engines being 450 shp (335 kW) Allison 250-B17F turboprops.
Projected military versions of the twin-turboprop SF.600TP Canguro include a swing-tail cargo transport, an electronic warfare aircraft, and a maritime surveillance variant with an undernose 360o -scan Bendix RDR-1400 search radar. Two underwing and two underfuselage hardpoints are provided.
The basic utility version can be equipped with 12 inward facing seats for paradropping, four stretchers for medevac, or Zeiss type cameras for photographic reconnaissance, and can also be used for target or glider towing.
In 1990 the PADC in the Philippines started assembling S 211s, followed by SF 260 TPWs and SF 600 Canguro in agreement with SIAI Marchetti of Italy.
The SF.600 Canguro was taken over by VulcanAir.
SF.600TP Engines: 2 x Allison 250-B17C turboprops, 450 shp (335 kW) Max take-off weight: 3300 kg / 7275 lb Wingspan: 15 m / 49 ft 3 in Length: 12.15 m / 40 ft 10 in Height: 4.6 m / 15 ft 1 in Max. speed: 305 km/h / 190 mph Ceiling: 7300 m / 23950 ft Range: 1580 km / 982 miles
The prototype for the SF.260 series, known as the F.250, flew for the first time on 15 July 1964. The version developed initially for civil production was manufactured at first under licence from Aviamilano by SIAI-Marchetti and is designated SF.260 (initials in SF.260 denoted design by Stelio Frati). Subsequently SIAI-Marchetti became the official holder of the type certificate and of all manufacturing rights of the SF.260.
A cabin monoplane with a cantilever low wing, the fuselage is an all-metal semi-monocoque structure of relatively thick skins and minimal stringers. The wing has a metal single spar, Friese type ailerons and electric slotted flaps. The wing is NACA 64-212 at the root and NACA 64-210 at the tip. The empennage contains cantilevered flying surfaces, with a manually operated trim tab on the elevator. The retractable tricycle undercarriage has oleo-pneumatic shock absorbers and a steerable nose wheel.
Designed by Stelio Frati and built in Italy, it is a 4 seater low-wing aircraft powered by a 260 hp Lycoming and has been predominantly sold in military versions since first flying in 1966. The SF.260 received FAA certifica¬tion on 1 April 1966.
Production of SF.260s for military use continued into 1987 in three versions: the SF.260M basic trainer, the armed SF.260W Warrior trainer and light attack aircraft, and the SF.260TP, powered by an Allison 250-B17C turboprop in place of the Lycoming 0-540 piston engine of the earlier models. The airframe is common in each case, except for a lengthened fuselage for the turboprop version. The SF.260W and TP have up to four underwing pylons for a variety of light stores, including rocket and gun pods to a maximum of 300kg.
Replacing the earlier C model, the SF.260D is powered by a 260 hp (194 kW) Textron Lycoming O-540-E4A5 engine and has the aerodynamic and structural improvements developed for the military SF260M. The similar SF260W Warrior can also double as a tactical support/liaison aircraft with light weapons. Production continues in 1990 of the SF.260TP, of which more than 60 had been ordered powered by the 350 shp (261 kW) Allison 250-B17D turboprop.
Some 350 SF260s were built in the 14 years since the type first flew. By 1993 more than 700 civil and military SF.260s of all models had been completed, most of which were for export.
Waco Aircraft was founded in 1966 to build SF.260 (as Waco Meteor), and Socata Rallye Commodore (as Waco Minerva).
Waco Meteor
In 1990 the PADC in the Philippines started assembling S 211s, followed by SF 260 TPWs and SF 600 Canguro in agreement with SIAI Marchetti of Italy.
SIAI-Marchetti SF.260 Engine: Lycoming O-540-E4A5, 260 hp TBO: 2000 hr Fuel type: 100LL Propeller type: CS Landing gear type: Tri./Retr Max ramp weight: 2430 lb Gross weight, utility: 2430 lb Gross weight, aerobatic: 2205 lb Landing weight: 2430 lb Empty weight, std: 1664 lb Useful load, std: 766 lb Useable fuel, std: 62 USG Payload, full std. fuel: 377 lb Wingspan: 27 ft. 5 in Overall length: 23 ft. 4 in Height: 7 ft. 11 in. Wing area: 109 sq. ft Wing Loading: 22.3 lbs./sq.ft Power loading: 9.3 lbs./hp Seating capacity: 3/4 Cabin width: 40 in Cabin height: 36 in Cruise speed, 75% power: 186 kt Fuel consumption, 65% power: 12.4 USgph Max range, 75% power: 800 nm Max range, 55% power: 1040 nm Vso: 57 kt Best rate of climb, SL: 1700 fpm Service ceiling: 21,370 ft Takeoff ground roll: 820 ft Takeoff over 50-ft. obstacle: 1610 ft Landing ground roll: 790 ft Landing over 50 ft. obstacle: 1610 ft
SF-260 Engine: Lycoming O-540-E4A5 or D4A5, 260 hp Prop: Hartzell 2 blade CS 76 in Wingspan: 27 ft 5 in Wing area: 108.7 sq.ft. Aileron area total: 8.5 sq.ft. Flaps area total: 12.7 sq.ft. Fin area: 8.05 sq.ft. Rudder area: 5.38 sq.ft. Tailplane area: 14.9 sq.ft. Elevator area: 10 sq.ft. Length: 23 ft Height: 7 ft 7 in Wheel track: 7 ft 5 in Wheel base: 5 ft 3.5 in Tire size mains: 6.00 x 6 Tire size nose: 5.00 x 5 Seats: 3 MTOW normal: 2430 lb MTOW aerobatic: 2095 lb Empty wt: 1488 lb Useful load: 937 lb Wing loading: 22.4 lb/sq.ft Power loading: 9.3 lb/sq.ft Fuel cap wing total/useable: 26 /25.4 USG Baggage capacity: 90 lb Fuel cap tip tanks total/useable: 38 /36.6 USG Max cruise SL: 230 mph Range max cruise 30min res: 1275 sm 75% cruise fuel burn: 19 USG/hr 60% cruise fuel burn: 14 USG/hr Stall: 65 mph Vy: 125 mph ROC SL: 1880 fpm Service ceiling: 21,235 ft Take off ground roll: 790 ft Landing ground roll: 790 ft Landing over 50ft obst: 1610 ft
SF.260C
SF.260D Engine: Textron Lycoming O-540-E4A5, 260 hp (194 kW). Rear seat load limit: 260 lb Max cruise@ 10 000 ft: 186 kts. Max range: 1,100 nm
SF.260E
SF.260M
SF.260TP Engine: 1 x Allison 250-B17D turboprop, 350 shp (261 kW). Span: 8.35 m Length: 7.4 m. Wing area: 10.1 sq.m Empty wt: 750 kg. MTOW: 1300 kg. Warload: 300 kg. Max speed: 380 kph Initial ROC: 660 m / min. Ceiling: 8500+ m T/O run: 300 m. Ldg run: 305 m Fuel internal: 235 (+144) lt. Range: 950 km Endurance: 3hr 20min. Combat radius lo-lo-hi: 150 km
SF.260W Warrior Max take-off weight: 1300 kg / 2866 lb Loaded weight: 830 kg / 1830 lb Wingspan: 8.35 m / 27 ft 5 in Length: 7.1 m / 23 ft 4 in Height: 2.41 m / 8 ft 11 in Wing area: 10.1 sq.m / 108.72 sq ft Max. speed: 305 km/h / 190 mph Ceiling: 4480 m / 14700 ft Range w/max.fuel: 1715 km / 1066 miles Armament: 300kg on underwing pylons
Probably the first trainer to employ a supercritical wing section, the intention of the private venture design was to combine low unit cost with advanced technology and utilising the PWC 1T15D turbofan.
The first prototype of SIAI Marchetti’s S.211 two-seat basic trainer powered by a single Pratt & Whitney JT15D4C turbofan of 2,500 lb (1134 kg) was flown on 10 April 1981 at Milan-Malpensa airport with Siai Marchetti’s chief test pilot, Cmdte Alessandro Ghisleni, at the controls. Five further flight tests were made during the following week.
The type was being developed as an “attack optimised” trainer with a light¬weight HUD and navigation computer in association with the Republic of Singapore Air Force.
Also under test in a production S.211 was the 5 version of the JT15D, offering 3190 lbs thrust with a dry weight 50 kg more than the -4C fit.
An S.211A was test flown with a PWC JT15D 5 turbofan, providing 3200 lbs of thrust (2500 lbs from the 4C) for an additional 50 kgs of dry weight. As well as the 28 percent in¬crease in thrust, designed to make the S.211A more competitive with close contender MB339 at the top end of the scale, the aircraft has a stronger wing and a greater fuel capacity, boosted to 1440 lbs. The reinforced wing structure is to +7.33 and 3G’s.
Singapore Aircraft Industries (SAI) continues to assemble S.211 single-turbofan two seat basic trainers for the Rebublic of Singapore Air Force, which has ordered 30 aircraft, in 1987. Six of these were delivered in CKD form for reas¬sembly by SAI, while the remainder are being delivered in kit form for complete assembly in Singapore. Haiti is the only other confirmed customer for the S.211.
Siai-Marchetti (as part of the Agusta group) teamed with Grumman as a contender for the USAF’s PATS (Primary Aircraft Training System) requirement for a lightweight, low-cost basic trainer and attack aircraft.
Customers to 1990 were the Philippines (18), where the type is being assembled by PADC, Singapore (30), where a similar arrangement involves SAI, Haiti (4) and Uganda (4).
In 1990 the PADC in the Philippines started assembling S 211s, followed by SF 260 TPWs and SF 600 Canguro in agreement with SIAI Marchetti of Italy.
It can carry external loads of four underwing pylons although the difference between clean gross weight and maximum take off weight is only 1323 lb with the -4C engine.
S.211 Engine: 1 x Pratt & Whitney Canada JT15D-4C turbofan, 2,500 lb st (1134 kgp) Span: 8.43 m / 28 ft 8 in Length: 9.5 m / 31 ft 7 in Wing area: 12.6 sq.m / 135.63 sq ft Height: 3.8 m / 12 ft 6 in Empty wt: 1645 kg MTOW: 3100 kg TO wt clean: 6000 lb Warload: 660 kg Max speed: 452 kt, 667 kph / 413 mph Initial ROC: 1280 m / min Ceiling: 12,200 m / 40000 ft T/O run: 390 m Ldg run: 360 m Fuel internal: 800 lt Range/Endurance: 2480 km / 3hr 50min Combat radius hi-lo-hi: 550 km Hardpoints: 4 Loading limit: 3.5G Fuel burn: 700 lbs/hr Ejection seat: zero/zero Crew: 1-2
