Pilot impressions gained in a first flight in the 250 HP single engine TB 20 prototype aircraft are presented along with aircraft specifications

Malzbender, B.

English

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SOCATA: TB 20 TRINIDAD GIVEN GERMAN DEBUT 
B. Ma1zbender 
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Trans1~tion of "Socata: TB 20 Trinidad gab Deutsch1and-
Debut", Aerokurier, No. 12, December 1981, pp. 1543; 
1546-1547 . 
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WASHINGTON D. C. 20546 MARCH 1982 
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SOCATA: TB 20 TRINIDAD GIVEN GERMAN MARCH 1982 
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Translation of "Socata: TB 20 Trinidad gab Deutschland-
Debut", Aerokurier, .No. 12, Dee-ember 1981, pp. 1543; 
1546-1547. 
16. ""-'rec" 
This is a magazine article discussing a new model airplane, 
the TB 20 Trinidad. 
Some pilot impressions gained in a first flight in the 
airp·lane are given, as are the aircraf.t's specifications. 
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*1543 
SOCATA: 
TB 20 TRINIDAD HAD A DEBUT IN GERMANY 
The 250 HP TB 20 aircraft with retractable landing gear and 
the license F-WDBB is one of the prototypes which is now being 
prototype tested on the international level after successful flight 
testing by Socata. 
Already up to the first publications in the press (see Aero-
kurier 4/81 page 396) and especially when presented at Le Bourget 
in the summer of this year, there was wide public interest for the 
TB 20 Trinidad, which completes the type spectrum of the TB series . 
. There was also interest at Breitscheid where specialists from 
. 
far and nearby came to visit by car, in spite of the poor weather, 
and maybe because of it. Therefore, the test flights were rather 
, 
short but there was enough time to get a first impression. 
Over 100 flight hours have been logged with this series proto-
type and at the beginning of the demonstration week it landed in 
Breitscheid coming from Sweden and Denmark. On the following day 
there was a short presentation of noise measurements at the LBA. 
This led the Rallye people to give optimistic forecasts about the 
formalities of prototype acceptance for the following spring. The 
great interest in the TB 20 is underlined by the fact that out of 
the 11 aircraft planned for the 1982 contingent, seven have already 
been sold. 
This November there were reasons for festivities at the Rallye 
Germany in Breitscheid. The reason for this was the TB 20 Trinidad 
the first delivery of which is planned in West Germany for January 
1982. For one week the Socata representative in Breitscheid made 
* Nos. 'in margin indicate foreign text pagination. 
1 
" 
the airplane available to the press and customers, and it was 
available for test flight. The Trinidad is the top model of the 
TB Family which has:,become more and more successful. The Trinidad 
is looking for the upper spectrum of the single motor aircraft on 
the market. As a French product, it is not affected by the high 
dollar price except for the engine, and at the present time, Germans 
• 
can profit from the weakness in the French franc. Bernd Malzbender 
flew the Trinidad for the Aerokurier Magazine. We give his report. 
A pilot report will be given in a later Aerokurier issue. 
Its introduction into the TB series about two and a half years 
ago has resulted in a strong rise on the European market, which is 
reflected in a substantial market fraction of 25% of the new 
licensing of comparable aircraft. In spite of strong US competition 
~n the European market, this success has encouraged Socata to esta-
blish itself in the outer European market. 
Good results were achieved in the Australian market where 30 
aircraft have been sold. South Africa was very interested in the 
. 
TB 20 Trinidad. It is no wonder that this aircraft is especially 
suited for overcoming long distances. It was found that the Socata 
market strategy with one aircraft seems to be proving itself which 
was not designed for the European but for the world market. 
IMPROVEMENTS 
During the development and flight testing of the TB 20, the 
TB type series was subjected to optical and technical improvements. 
All of the types of the TB series built in 1982 were equipped with 
these improvements. In the future doors will be made of metal which 
impro~es matching with the airframe and improves the ceiling proper-
ties of the airplane. The head clearance at the seats was improved 
by about three centimeters, by dropping the seats. In addition, the 
TB series after 1982 will be given a cable trim which allows a finer 
and more accurate trimming. This change was done through the TB 20 
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which now offers the possibilities of installing an autopilot. 
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Finally the new TB's have different tank locks, an outer symbol 
of a change in the wing tanks. The wing capacity is now specified 
by variable tank sizes and not by the filling connection of various 
lengths as before. An exact limitation of the tank capacity was 
not possible in practice~ 
I 
I 
THE TX~E OFFERINGS A~E FR~SHENED UP 
At the same time the TB series was completed, Socata decided 
to restrict the Rallye types. The Garnement (115 kW, 155 HP) and 
~ the Gaillard (134 kW, 180 HP) were no longer planned for production 
I 
which does not mean that these aircraft are no 'longer available. 
It is only that the customer, if he decides for one of these two /1546 
aircraft, will have to deal with price and delivery times. In the 
1982 type offerings of the Rallye series, there are the three to 
four passenger training and cruise machine Galopin (110 STFrU~ 
~ 
with 82 kW engines (100 HP) and the proven glider pulling machine 
Galerien with 134 kW Lycoming engine (180 HP) which is the only 
aircraft with an improved noise characteristic of 63.3 dBA.This 
will certainly be appreciated in Switzerland and Germany. 
We should finally mention the Gabier (earlier the Rallye 235 
GT) which has a 175 kW engine (235 HP) and a larger airframe which 
makes it suitable for work assignments. Three aircraft are planned 
for 1982 in the Socata program, the 119 kW (160 HP) TB 9 Tampico, 
which can be delivered with an adjustable propelle~~}e 134 kW 
(180 HP) TB 10 Tobago with four to five seats and, of course, the 
five seat 186 kW (250 HP) TB 20 Trinidad with retractable landing 
gear. 
NEW IN THE PROGRAM: ROBIN 3000 
The present series will be complemented in 1983 by the 3000 
of the firm Robin, and first these will be aircraft which have a 
"4 
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The lines of the TB Family can be seen completely with 
a retracted landing gear. The preliminary peak model 
of the TB Family of the French Socata is the TB 20. 
lower power than the TB class. It is thinkable that the Socata 
in the future will participate in the development of the 3000 series 
Robin. 
SERVICE 
, 
f The great success of the Socata aircraft of the Rallye series 
and the TB series can be attributed in part to the German selling 
organization of the Socata which is located in Breitscheid, the 
company Rallye Germany. An important part of the marketing strategy 
of Rallye Germany is the customer service already reported in this 
magazine. Starting with the principle that an aircraft is only as 
good as its service, Rallye Germany is proud of the fact that no 
customer has to fly longer than 30 minutes in order to reach any 
servicing operation of the German service network. Rallye in fall 
of last year·established 16 aviation companies which build the QRSeS 
5 
, 
f 
Soft landings are facilitated by the articulated wheel 
suspension of the TB20 main landing gear 
for th~ well functioning maintenance network. In the spring of 
1981, the operators were invited to Tarbes in order to become 
familiar with the production and assembly methods of the Socata. 
For the introduction of the TB 20 Trinidad, the mechanics 
'. 
were invited to Breitscheid in order to become familiar with the 
maintenance work of the most recent addition to the TB Family. 
The service contracts which Rallye Germany signed with the companies 
have the purpose of equalizing the substantial price differences 
fop the same work, that is to establish them at a medium level. 
After the spring of 1982, routine maintenance work will be performed 
with the same work expenditure at the installations connected with 
the Rallye network. After 1982, the customer will be able to 
exactly establish the cost of a 100 hour check before he turns the 
aircraft over to the company. For this purpose he multiplies the 
~ unit hour cost by the number of hours of the corresponding facility 
and then arrives at a guaranteed fixed price for the maintenance 
6 
~ 
·. 
. 
and he has to add the expenditures for parts, lubricants, etc. 
The training and retraining of the testing and mechanics of 
the companies associated with the Rallye service network is very 
important for the Rallye organization in Breitscheid. There are 
yearly meetings for education, either at the manufacturing plant or 
at Rallye Germany in Breitscheid. 
The hourly expenditures are to be unified according to a uni-
form service program which is now being implemented. In this way, 
equipment kits will be offered at unit prices which can be installed. 
TB 20: LIKE A ROCKET 
During the introduction of the TB 20 Trinidad in West Germany, 
the Aerokurier Magazine had the opportunity to briefly fly the air-
craft in Breitscheid. The short flight does make it possible to 
discuss first impressions, but there is not enough information for 
an Aerokurier flight report which we will p~blish in the spring, 8S 
soon as the first mass produced machine is available at Breitscheid. 
Far way the Trinidad looks like one of its sisters, the TB 9 
or the TB 10. The elevator control surface is somewhat larger com-
pared with these. In contrast to aerodynamically shaped landing ~ear 
cowlings on the TB 9 and TB 10, one sees somewhat more of the hy-
draulic inner lines of the landing gear legs in the Trinidad. 
I sat in the spacious cabin and I noticed the substantially 
improved head clearance by lowering the seats. The aircraft is top 
instrumented. The right instrument block has two levels, which makes 
the entire panel more substantial but not unelegant. The landing 
gear lever with the control lights is directly to the right next to 
the control horn and is about the only important difference with 
respect to the instrument panel of the usual TB series. 
# 
7 
Ii 
• 
" 
SOCATA TB20 TRINIDAD DATA 
Manuf~cturer Socata 
Tarbes 
Frankreich 
prototype TB20 
Trinidad 
engine Lycoming 
10-540C-4D5D 
performance 
for 
cylinder 
, 
kw 
4 HP 
U/min 
crew + passengers 
span m 
length m 
height m 
wing area m2 
aspect ratio 
cabin dimensions 
length m 
width m 
height m 
empty weight kg 
crew kg 
fuel (max.) kg 
1 
fuel for approach 1 
payload (for max. fuel) 
addl. load kg 
baggage (max.) kg 
max. departure wt kg 
area loading kg/m2 
perfo~mance for max. 
takeoff wt. 
184 
250 
2575 
6 
1 + 4 
9.77 
7.71 
I 2.85 
11. 90 
I 8 
I 
I 2.53 
1.28 
1.12 
762 
80 
238 
236 
326 
kg26l 
579 
50 
1341 
113 
max. speed kts 168 
km/h 312 
cruise speed for 75% 
power at 8000 ft kts 163 
km/h 312 
cruise speed for 65% 
power at 12,000 ft kts 160 
km/h 296 
stall speed flips;~ 
landing gear retracted" 
kts 63 
km/h 118 
stall speed flaps, in 
takeoff position, land-
ing gear deployed kts 59 
km/h 110 
8 
prototype TB20 
Trinidad 
stall speed flaps, 
in landing position, 
landing gear deployed 
kts 
km/h 
ascent performance fpm 
m/s 
usable peak altitude 
ft 
m 
53 
99 
1260 
6.3 
20000 
6500 
takeoff roll distance m 295 
takeoff distance up 
to-YS"-m--height m 479 
landing distance 
from 15 m height m 530 
landing roll distance m 230 
max. range km 
for 75% at 8500 ft km 
for 65% at 12000 ft km 
2145 
1610 
1725 
. ,. 
,. 
• Elegant and inviting and comfortable: The cabin of the 
TB Family. A view into the new TB20 . 
.., 
The 250 HP Lycoming engine immediately starts and its plea-
• \ 
sant sounds are noticeable. After the usual checks, I sat up on 
the runway in Breitscheid and immediately give full power. The 
TB 20 Trinidad rises up like a rocket. 115 km/h rotation, I have 
to pull substantially in order to make the nose go up. The large 
weight of the motor is felt here. I let the airspeed indicator go 
to 135 km/h and instinctively, I try to trim off the large pull of 
the control column. 
One first has to get adjusted to the rope trim system •. Several 
trim motions are required in order to adjust the desired speed. It 
. .'
is sufficient to adjust this and it can be done very accurately. I 
operate the landing gear lever and the green control lights turn off 
which indicate locked landing gear. 
• 9 
·' 
The aircraft in the meantime has reached 170 km/h and rises 
much faster than 1000 ftm (5 m/s). The clouds are rapidly reached 
and I trim the TB 20 for normal flight. Even though the power has 
in the meantime been reduced to 75%, the distance instrument soon 
indlcates the 300 km/h mark. 
At this speed and the relatively low flight altitude, the di-
mensions shrink. Very soon we have reached the airport Siegerland 
and in the last second I am able to tell the airport I am passing 
over. The interior noise level of the TB 20 is somewhat higher 
than i~ the TB 9 and TB 10. Because of the substantially improved 
quietness of the six cylinder motor, there is a compensation for 
this. 
T~e French plant pilot demonstrates the TB 20 for slow flight 
conditions. The landing gear is deployed, the flaps are in the 
landing~configu~~t~~ I can see clearly how the speedometer goes 
below the 100 km/h limit. The aircraft flies with a audible stall 
indication warning and still can be controlled well, and not only 
, 
for straight flight. Still no separation phenomena can be felt and 
I observed the wool 'threads pasted to the wing, which all lie in 
the flow direction except for one which points outwards. The flight 
altitude is too low to make the aircraft tip over, but the stall 
properties of this aircraft are very substantial which had just 
been flown at 300 km/h. 1 
We simulate a failure in the electrical system of the landing 
, 
gear operating system. The landing gear kinematics is designed so 
that the deployed state is the normal state, and therefore, when 
~ the electrical system fails, it is sufficient to operate the emer-
I 
gency button ,to the left next to the fuses in order to make the 
landing gear fallout and lock. 
During landing, we fly at 1,40 km/h, I noticed that the ground 
effect in the TB 20 is much shorter than for already known TB models . 
• 
10 
" 
.. 
Apparently, we can feel the somewhat larger weight of the Trinidad. 
The rocketlike acceleration during takeoff are one of the features 
which I remember very well during this test flight of the TB 20, 
as well as the rapid development of the flight itself with an 
extre~ely steep ascent, the high cruise speed of about 300 km/h 
and the surprising stall property for slow flight. 
This aircraft will be __ ~~<?c~.s_sf~l; it offers performance, com-
fort and classy styling at an attractive price. 
For 450,000 French francs, the TB 20 is offered in the simplest 
version. In addition to the standard equipment for the TB 9 and 
TB 10, the Trinidad has a gasoline flow meter,a flap preselect or 
~ 
and a side rudder trim. For the top equipped TB 20, there is com-
plete IFR, including autopilot, but this goes at a price of 550,000 
French francs, or 214,500 dm. This is a lot of money, but one gets 
a lot of aircraft for this. 
Bernd Malzbender 
11 
End of Document 


Socata: TB 20 Trinidad given German debut

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