Socata TB21 - Trinidad GT Turbo: Flight Test

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Socata TB21 Page 1
Socata TB21 - Trinidad GT Turbo
Fitting a turbo-charged engine can only make a

good aircraft even better. Dave unwin flies the
turbocharged trinidad gt. Fitting a turbo-charged
engine can only make a good aircraft even better.
Dave unwin flies the turbocharged trinidad gt.
The TB21 Trinidad GT Turbo is, as the name implies, a

turbo-charged version of the popular TB20 Trinidad.
Turbo-charging an aero-engine confers two significant
advantages. Firstly, the reduction in performance caused
by operations at high-density altitudes is greatly reduced
and secondly, the much better performance at altitude
makes it possible to flight plan more efficiently by utilising
weather pressure patterns and high-altitude winds more
effectively.
The cockpit is very well laid out. The instrument panel consists of three easily removable, padded boxes, the one in
front of the pilot carrying all the primary flight instruments and a very comp rehensive annunciator panel. The one on
the right contains the power gauges and some additional flight instruments, and the centre one houses a large vertical
stack crammed with avionics and topped with vertical-reading gauges showing engine oil pressure and temperature,
volts and fuel quantity. The avionics suite includes a Honeywell KMD 550 MFDS with colour GPS and a KFC 225
autopilot and flight director. Note the large stepped panel for the circuit breakers to the left of the pilot, the
comprehensive annunciator panel above the flight instruments and the useful grab handle located under the panel.
The large red knob under the instrument panel is for emergency undercarriage extension.
Today's Pilot Jan 2001), I was interested to see how many differences I could spot and whether or not Socata had
implemented any further improvements (apart, of course, from fitting a turbocharged engine) to what was already a
very well thought-out aeroplane. I particularly remember that the TB20's baggage bay door was perhaps not as large
as it could have been. Therefore I was pleased to note that on the TB21 (and later model TB20s) the height of the
door has been increased by eight inches.
The actual baggage capacity remains usefully high at 143lb. Other improvements were that the cabin is now five
inches taller and boasts a new interior, and that the wingtips have been redesigned.
As I'd noted the last time that I'd flown a Socata-built aircraft, build quality is very good. Wherever possible the
aeroplane's skin has been flush-riveted (which helps to reduce drag), while the windows are also flush-mounted. A
carbon-fibre honeycomb sandwich is used to make the fuselage's upper panels and, interestingly, a CNC (computer
numerically controlled) milling machine produces the main spar from a single piece of metal. This means that the
wing's single spar has no joins at all, which makes it very strong wing, as any homogenous structure is inherently
stronger than a modular structure. As on the TB20, the fin and rudder is set forward of the stabilator and a similar pair
of ventral strakes are mounted under the fuselage.
9/13/2006 7:06 PM 1 of 3
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The main undercarriage legs are of the superior trailing link design. An electro-hydraulic pack is used to retract the
undercarriage and, unusually, there are no mechanical up-locks. The wheels are retained in their wells solely by
hydraulic pressure. Should the electro-hydraulic pack fail, the pilot merely releases the hydraulic pressure by
actuating the emergency undercarriage lowering system. Springs then assist the undercarriage to free-fall into the
extended position.
Entry to the spacious cockpit is first-class. Small steps (which retract when the undercarriage retracts) are mounted
either side of the fuselage just aft of the trailing edge, making it easy to step up onto the wing and then down into the
cockpit. As on the TB20, I was pleased to note that the non-slip wing root walkway is of a decent size. Too many
aircraft have unreasonably narrow wing root walkways, making it only too easy for someone to walk where they
shouldn't. Once in the cockpit my initial impression was that the cabin really does seem large for an aircraft in this
class. The cabin is just over 50 inches wide and almost as tall, while the large windows give the cockpit a bright, airy
feel. As with the TB20, the rear seat is of the bench type and is certified for three occupants. This bench seat is easily
removed for carrying over-sized cargo up to 550lb.
I thought the pilot's seat was extremely comfortable. A useful grab handle located under the panel makes it easy to
pull yourself forward in the seat and the range over which it can be adjusted is generous. Inertia-reel seat belts are
fitted as standard and the rudder pedals also adjust. If you cannot get comfortable
in this cockpit, it's your own fault!
The panel is of an unusual but very practical design. It consists of three easily removable, padded boxes, with the one
in front of the pilot carrying all the primary flight instruments and also a very comprehensive annunciator panel. The
one on the right contains the power gauges and some additional flight instruments, and the centre one houses a large
vertical stack crammed with avionics. As on the other aircraft in the TB range, the centre stack is topped with
vertical-reading gauges that show engine oil pressure and temperature, volts and fuel quantity. As you'd expect on an
aircraft in this class, the avionics suite is very comprehensive and for 2002 includes a Honeywell KMD 550 MFDS with
colour GPS and a KFC 225 autopilot and flight director. And what makes the panel design practical? Well, both the
left and right hand boxes 'tilt out', making for easy maintenance.
At the base of the avionics stack is a sizeable centre console that carries the throttle, prop and mixture levers, elevator
trim wheel and adjacent pitch trim indicator, cigar lighter (which also functions as a 24-volt power point) and ashtray,
as well as a knob for the rudder trim and markings to indicate rudder trim position. There is a rocker switch for the
electric pitch trim on the pilot's yoke, which also incorporates buttons for the PTT and autopilot disconnect. Further
back on the console is the rotary fuel tank selector, while immediately in front of the power control levers is a flat panel
that carries a guarded pre-select switch for the flaps, a flap position indicator and the buttons for the electrics.
The system used for selecting the electrical services is worthy of comment, as Socata favours the use of thermal
overload buttons. Consequently, each service has two push buttons a green one for 'on' and a red one for 'off', while
the circuit breakers are located in a neat stepped panel next to the pilot's left knee.
One feature that I really approved of was that an electric fan supplements ram air for supplying fresh air to the cabin
and de-mister, as on any car. Why don't more aeroplanes have this very useful device? Your guess is as good as
mine! I liked the cockpit a lot. It is comfortable with good ergonomics and also has some very useful stowage areas for
the Pilot's Operating Handbook, Airways manuals, flight guides, etc. In fact, my only real quibbles would be the lack of
a DV panel and that the altimeter is of the old three-pointer design. As this aircraft is designed to cruise at 25,000 feet
it really should have a drum-type altimeter with a single pointer.
9/13/2006 7:06 PM 2 of 3
The engine started readily and I was soon wending my way towards the active runway. The nosewheel steers through
the rudder pedals, although differential braking can be used to reduce the turning circle.
With four people on board and full fuel tanks we were just about on the maximum take-off weight, and I was curious to
see how the TB21 would perform on a hot day with nil wind. Having checked the mags, cycled the constant speed
prop, adjusted the elevator and rudder trims to the 'take off' settings, turned the fuel pump 'on' and set the flaps to 10°,
I rolled out onto the runway and smoothly opened the big Lycoming up to full power.
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Statistics and Contacts
As the TB21 is essentially the

same airframe as that of the TB20 Dimensions
that I flew for an air test some time Length 25ft 5in 7.75m
ago.
Height 9ft 4in 2.85m
As the TB21 has a powerful
Wingspan 32ft 2in 9.85m
rudder trimmer I needed less right
rudder than when flying many Wing Area 128.1sq ft 11.9m²
other aircraft with substantially
Aspect ratio 8.2
less horsepower and had
absolutely no trouble tracking the
centreline. Despite being close to Weights and Loadings
gross weight and the day being
Empty weight 1,911lb 867kg
hot with no appreciable wind
acceleration was good and as Max AUW 3,086lb 1,400kg
70kts came up I eased the yoke Useful load 1,323lb 600kg

back and the TB21 rotated cleanly
Wing loading 24.10 lb/sq 117.6kg/m²
and lifted off. As the last of the
runway disappeared beneath the Power loading 12.35lb/hp 7.51kg/kW
nose, I dabbed the brakes and
Fuel capacity 73.9 Imp 336 lit
retracted the undercarriage before
gal
clicking the flap switch to 'up',
trimming for 100kts and turning Baggage 143lb 65kg
the fuel pump 'off'. I particularly capacity
liked the position of the flap
switch, as it is possible to flick the
Performance
switch forward without having to
remove your hand from the Vne 187knots 347km/h
throttle... which is nice!
Cruise 190 knots 352km/h
Jacques had recommended Stall 54 knots 102km/h

leaving all three power controls
Climb rate 1,126 5.7m/s
fully forward, as he was keen for
ft/min
me to experience the difference
that fitting a turbocharged engine Service ceiling 25,000ft 7,620m
has made. If he was looking to
impress me he succeeded, for Engine
less than ten minutes later, we Lycoming TIO-540 AB21AD turbo-charged,
went surging past 10,000 feet with air-cooled flat-six,
the needle of the VSI still showing producing 250hp (186kW) at 2,575rpm.
in excess of 1,000ft/min. As we'd
9/13/2006 7:06 PM 1 of 6
decided not to use the

Propeller
supplemental oxygen system, I
Hartzell metal three blade constant speed
levelled out at 12,500ft, trimmed
forward and let the aircraft
Manufacurer
accelerate before easing the
SOCATA GROUP AÉROSPATIALE
power levers back to '25 squared'.
Le Bourget
In no time at all, the ASI was
France
indicating a true airspeed of
UK Agent
almost 170kts, although fully
Air Touring Ltd.
exploring the TB21's capabilities
Tel: 01959 573652
would have required donning the
oxygen masks and climbing to
25,000ft. At this altitude, the TB21
produces true airspeeds of around This article appeared in the
190kts at only 75% power! December December 2002 issue of Today's
Pilot.
I was also pleasantly surprised at
how quiet the cabin was. I'd felt
Tel: +44(0)1780 480404
that the TB20 I'd flown was a little
Fax: +44 (0)1780 757812
bit noisy, but all aircraft in the TB
email: orders@keypublishing.com
range built since 2000t have a
re-designed cabin and the 2002
ambient noise level certainly
seemed lower, at least to me.
Controlling the cabin environment
was easy, with a good-sized air
vent at both ends of the
instrument panel and an
automotive-type environmental
control panel below the right hand
instrument panel.
Visibility, as on the TB20, is

excellent. The windscreen is wide,
the windows large and the fact
that the pilot sits just in front of the
leading edge all combine to confer
an outstanding outlook. Ride
quality is also first class. With a
wing loading of up to 24lb/sq ft,
the TB21 has a substantially
higher wing loading than most
aircraft in this class. In fact, it flies
like a much larger aircraft, and the
ride is consequently agreeably
firm. I think that this aircraft will
9/13/2006 7:06 PM 2 of 6
prove to be very popular with

passengers as well as pilots.
Investigation of its general

handling qualities produced no
real surprises. The control forces
are reasonable, even at higher
speeds, while I felt that the electric
pitch trim was nicely geared. All
three primary controls felt very
crisp and positive, probably
testimony to the fact that they are
all driven by push-pull rods,
including the rudder. This is most
unusual, as the rudder on most
GA types is cable operated.
Harmony of control was also
good, with light authoritative
ailerons, a slightly heavier,
effective elevator and a powerful
rudder. Stick-free, the longitudinal
stability was positive and the
lateral stability almost neutral,
while directional stability was fair. I
briefly engaged the autopilot and
found that it functioned very
precisely, before disengaging it
and trimming forward for a dive to
the aircraft's 187kt Vne. As is to
be expected, the primary controls
firmed up as the airspeed
increased and the cabin noise
rose, although not to an
unpleasant level.
Slow flight was equally easy.

There is ample pre-stall buffet and
also an audio stall-warning device.
With the passengers on the back
seat giving us an aft CG, I didn't
let the stall fully develop but just
let the aircraft nibble at the edge
of the stall envelope.
Nevertheless, the TB21 appeared
to be a well-mannered beast, and
I got the airspeed down to below
9/13/2006 7:06 PM 3 of 6
60kts with full flap and a smidgen

of power.
As our speed was still slow,

Jacques recommended that I try
the undercarriage emergency
extension system. This simply
required pulling the circuit breaker
for the electro-hydraulic power
pack (to simulate its failure) before
selecting the undercarriage lever
to 'down' and then pulling the red
knob situated below the left side
air vent. This opens a valve in the
hydraulics line, and with the
hydraulic pressure removed
gravity (assisted by springs) soon
had the three wheels locked into
place, an event confirmed by the
three green, down-pointing arrows
illuminating. Satisfied that the
emergency extension system was
functioning as advertised I pushed
the red knob back in (to close the
valve) re-set the circuit breaker
and then selected the
undercarriage up, before opening
the throttle and setting course
back to the airfield so that I could
try a few circuits. Approaching the
airfield at speed, I discovered that
although the maximum speed for
flight with the undercarriage
extended is 139kts, the speed for
operating the undercarriage is 10
knots slower at 129kts. I felt that
this was less than satisfactory, as
dropping the undercarriage early
can be a great help in slowing
down, and the TB21 is quite a
slippery aircraft. The limiting
speed for the first stage of flap is
the same as the max
undercarriage operating speed, so
a little bit of forward planning is
necessary when approaching an
9/13/2006 7:06 PM 4 of 6
airfield if one is to arrive without

an embarrassment of both
airspeed and altitude.
With the undercarriage down I

waited until I was nicely
established on a long-ish final at
90kts before clicking the flap
pre-selector to 'land', pushing the
prop lever up to 'max rpm' and
re-trimming for 75. Speed control
all the way in was fine but alas,
the touchdown was on the firm
side. As we crossed the perimeter
fence I began drawing the power
off while initiating a nice smooth
flare. However, this particular
flight was at the end of a
particularly long day, during which
I'd already flown two other types of
aircraft, and for whatever reason I
ended up rounding out that little
bit too high. Net result; the TB21
quit flying while still three feet up,
and even the excellent trailing link
undercarriage could not disguise
the fact that this was not one of
my better landings! Curiously,
another circuit produced exactly
the same result -- speeds and
heights absolutely perfect all the
way round, only for the whole
affair to be spoilt by me rounding
out just that little bit too high. To
be fair, neither landing was
especially bad, just not quite as
neat an arrival as I usually aim to
achieve.
So, in conclusion what did I make

of this fine French tourer? Well,
the cabin is easily one of the best
of the light tourers and, now I think
about it, the three-person rear
bench seat may even be unique in
this class. The handling is
9/13/2006 7:06 PM 5 of 6
excellent, while the addition of a

turbocharged engine and an
oxygen system makes it a truly
serious tourer, able to not only
operate out of 'hot 'n high' airfields
but also to make the most of the
advantages of flying at high
altitudes.
An admirable aircraft for any pilot

who not only likes to tour, but also
likes to arrive in style!
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Aviator's Guide: Bird of the Month - January/February 2003 http://www.aviatorsguide.com/botm/0103/0103_botm.htm
Advertisement
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OTHER BIRDS ISSUE ARCHIVES
2004
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2003
The Bonanza A36 November/December Issue
The Tiger September/October Issue
Mooney M20R Ovation2 DX July/August Issue
Cirrus SR22 May/June Issue
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Aerospatiale TB-20 http://www.aviationconsumer.com/issues/33_4/usedaircraftguide/52...
Volume 33
•
Number 4
•
April 2003
Aerospatiale TB-20
The Trinidad isn't the fastest retractable on the block but it excels in
comfort and load carrying capability.
The French have always done things a little
differently. Sometimes a lot differently, as is
evident in the Aerospatiale line of piston
singles.
While European manufacturers have not

proven a powerhouse of GA manufacturing,
Aerospatiale has achieved an enduring if not
overwhelming presence with its
single-engine trainers and cruisers.
Sleek and modern looking, the TB-20 has
The TB-20 Trinidad, especially, looks trim
enjoyed steady if not record setting sales in
and sleek with a sports-car like interior one
aviation writer once described as a the U.S. GT or "Generation Two" aircraft were
Cherokee done over by Club Med. These introduced as improved airframes in 2000.û
airplanes also have gull-wing doors, lots of
class and, coming soon, the option of diesel powerplants. …
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Trinidads Old and New
About Us 20/01/2003 12:56:23 Email
Latest MY FIRST IMPRESSION of the eighteen-year-old TB 20 that I'm about to fly is of a

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News lovely aircraft. The excellent condition totally belies its age, and is a credit to owner Clive
Events Francis.
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The airframe is basically of all-metal construction. Cabin roof and doors are of composite Login Sign Up
Insider construction and sit in a recess in the load-bearing metal fuselage. The cabin looks
square in cross-section, giving a very roomy impression, as befits the widest in its class. Join 16,000 pilots and
Getting Started
Flight Tests register for free to
Reviews The rear fuselage continues this square section, tapering uniformly to a point. The receive our monthly
Flight Sims stabilator is mounted on top of the rear fuselage, aft of the rudder. The fin and rudder newsletter!
Features are tall and large, the rudder being aerodynamically balanced and having a
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Travel Features cockpit-adjustable trim tab. The stabilator is huge, twelve feet in span, with a large
Safety trim/anti-servo tab in the centre.
Photo Galleries
The wings are a typically unconventional piece of French engineering. They have a
one-piece, tip-to-tip milled aluminium spar with a marked dihedral of 6.5°. The middle
Forums third of the wing each side contains the ample fuel tanks; inboard are the wide-tracked
Blogs main wheels which retract inwards to disappear neatly into their wells. The nosewheel
retracts rearwards, leaving just a small area of tyre showing. The combined effect gives
Services a very sleek look to the aircraft in flight.
Airfield Search
Useful Sites The flaps are about two-thirds span leaving room for quite small ailerons. A small hatch
Subscribe behind and below the left-hand rear window gives access to a large luggage area behind
Submit Your Content the rear seats.
Back Issues
Contact Ad Team G-BPAS has recently had a cockpit overhaul, including Connolly hide seats, so I
discover the smell and comfort of an old Jaguar. And the replacement engine has only
flown four hours. Current Issue
The walkround check is generally easy to carry out, but requires the usual crawling
under wings to check the undercarriage and the fuel drains. Under the engine cowlings Lost contact with
the nice new grey IO-540 Lycoming still has that distinct smell of oil and fresh paint. friends?
Seeking potential
Access to the cabin is via a stirrup, one on each side, aft of the wing trailing edges. From co-owners?
here you step onto the wing walkways and then climb in through the gull-wing doors.
The ease of access via these doors is excellent, allowing both front- and rear-seat
NORWICH passengers to step into the body of the cabin. The front seats tilt forward for ease of Click here to
access to the rear. The door sills are quite high but not inconveniently so. Access--and search!
Search details on emergency egress--should always be this easy, although making an aircraft with
100's of UK Airfields gull-wing doors requires a lot more strengthening, and hence weight.
The instrument panel is so comprehensive it uses every bit of space on both sides of the
How many hours have cockpit. Apart from all the engine instruments, which includes a fuel-flow computer, the
you flown so far this year? avionics fit comprises a Garmin GPS 150, KC 55a HSI slaved compass gyro, KNS 80
VOR/DME nav computer, dual comms, second nav/VOR, ADF, Stormscope,
Fewer than 10 transponder, marker receiver, and autopilot with flight director coupled to the HSI and
11 to 25 nav computer. The autopilot will even fly the ILS and glideslope for you. The fuel flow
meter is coupled to the GPS for fuel planning, monitoring and diversion calculations.
26 to 50 Reims Cessna
My only gripe about the panel layout is that the tacho and manifold pressure gauges are F150G for sale
More than 51 on the right-hand side, directly in front of the passenger, albeit angled towards my side,
Vote with the pressure gauge hidden behind the yoke. I feel that they were difficult to read
accurately (which may say as much about my eyesight as their position), and looking at
them at all meant a major distraction from the job in hand. That apart, the panel is
impressive by anyone's standards.
Grumman AA5B
On the pilot's left is a vast array of contact-breakers. With an eye on the U.S. market the Tiger
designers have tried to avoid language problems by using symbols instead of labels, but
frankly these left me baffled. Click here to see the
full range of aircraft
The air-conditioning system, every bit as good as in an expensive car, is controlled by a and shares for sale on
system of levers under the right-hand yoke. It provides air at the required temperature to
PilotWeb.
all four seats with fresh air available separately--this is an aircraft designed for
long-distance travel in comfort.
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The engine start-up procedure is the same as for any injected Lycoming engine--fuel
9/13/2006 9:55 PM 1 of 4
pump on to prime the system with mixture full rich, then set the mixture to full lean and Mission M212
crank the engine until it fires. At this point I need three hands to push the mixture fully
rich and catch the engine on the throttle while still holding the key in the cranking Ikarus C42
position. With the engine running smoothly and a decent oil pressure showing, I taxi to Van's RV-9A
the hold.
After the standard engine checks and take-off clearance, I pull onto the runway and NATS - Flight
ease the throttle lever forward. The acceleration is good and at seventy knots we are Planning
airborne.
The normal procedure is to apply the brakes and retract the gear at fifty feet, flaps up at
300 feet, and climb out at full power with mixture full rich and pitch set to fine, trimming
for a speed of 92 knots. Because of the new engine, Clive has asked me to leave the
gear down until we are well established in the climb with no adverse engine readings. I
also need to climb at 120 knots to keep the engine cool.
Once we are happy all is well, I set the prop to 2,500 rpm and manifold to 25 inches to
give us a gentle cruise-climb, then I retract the gear. Even with the engine restrictions,
we are climbing at nearly 1,000 fpm. If the engine had been run in, the manual tells me
that operating out of Exeter (102 feet above sea level) at ISA and mauw, the climb
would be 1,250 fpm. Once clear of Exeter's airspace, I reset the engine to 65 per cent
power, 2,300 rpm and 23 inches, then spend some time getting the feel of the plane.
The controls, which are rod operated, are a bit on the heavy side, with the ailerons being
heaviest. Control response generally is good and the plane can be flown accurately,
aided by the electric elevator trim and manual rudder trim. It can easily be trimmed to fly
hands-off and even without the autopilot it happily flies itself. Roll response is not
sparkling, probably due to the small ailerons, but I would imagine it has as much to do
with roll inertia due to 36 gallons of fuel in the middle of each wing. Certainly, I find
rolling from steep turn to steep turn a bit ponderous, but this roll inertia plus the high
wing-loading makes it an ideal instrument platform, stable and heavy enough to plough
through turbulence and barely acknowledging today's thermals.
I try a stall, with some power on because of the engine limitations. Not only is the stall
itself benign, the pre-stall buffet and extreme nose-high attitude mean that there is
ample warning, quite apart from the bleating stall-warner. Recovery is instant on pushing
the yoke forward, even without any increase in power.
I join the Dunkeswell circuit to try a landing. As with all fast, retractable aircraft you need
to think ahead and plan your approach rather more than would be necessary in a slower
aircraft. As soon as we join downwind I throttle back to 120 knots and put the gear
down--the maximum gear extension speed is 130 knots. On turning base, I put the flaps
down as well--flap limiting speed is 100 knots--and trim back to ninety. I am happy with
the approach at that speed although it needs quite a bit of power to hold any excess
sink, which should tell me something...
I ease the speed back to 75 knots once we are over the threshold and hold it off, letting
the speed decay. Then I make the mistake of chopping the trickle of power back to idle.
As soon as the power comes off it drops the last few inches onto the tarmac with a
bump. No damage is done to anything other than my pride I'm glad to say, but it is a
lesson well learnt. With no power on, it drops like a stone due to the high wing-loading,
unlike the Mooney I used to fly. That would float forever, but then the Mooney has over a
third more wing area.
After a photoshoot, we return to Exeter, where Clive flies an engine-out approach just to
show me how it is done--very steeply as it happens. I should point out that Clive is a
former Squadron Leader and was a Cranwell instructor!
One point of interest from the flight manual: in flight the undercarriage is held up by
hydraulic pressure, with emergency extension relying on gravity. This seems like a good
idea in theory, but I am told by a friend who owned one that in practice gravity is barely
enough to lower the nosewheel against the airflow and it is necessary to slow down well
below the recommended 97 knots to aid extension.
So what are my impressions? From a pilot's point of view I don't like the position of the
engine gauges and find the controls heavy but effective. That apart, its smooth ride,
solid feel, precise handling and attention to comfort make it feel like an airborne version
of an expensive and well designed car.
Full tanks can give 6.5 hours flying when leaned right off at 65 per cent, giving a cruise
of 145 knots. That means a range of 940 nm--so on a good day you might make Rome
in one go. Certainly, if you are looking for a fast, touring, IFR aircraft capable of taking
four people and baggage to the South of France, then look no further.
The Socata TBs
THE SOCATA TB series was mooted in 1975, the idea being to produce a basic
airframe from which a series of models could be developed. The first to fly was the TB
9/13/2006 9:55 PM 2 of 4
10 Tobago fixed-gear, 180 hp, four/five seater in 1977. This was followed in 1980 by the
fixed-gear, 160 hp, four-seat TB 9 Tampico and the TB 20 Trinidad, which is basically
the same fuselage as the Tobago but with retractable gear and a 250 hp Lycoming.
The TB 20 was updated in 1984 by increasing the mtow to 3,086 lb, the landing weight
remaining at 2,943 lb. A further update in 1990, starting with aircraft number 950,
included strengthened undercarriage, allowing the landing and take-off weights to be
equalised, and also a 28-volt electrical system. By early 1999, Socata had sold 600 TB
20s, and 80 of the turbocharged TB 21 Trinidad TC versions.
The prototype of the new model TB 20 was first flown in April 1999, at that stage being
named the NG or Nouvelle Generation. This was later changed to the GT or Generation
Two, reputedly when the French realised that in America NG can be used as shorthand
for No Good! The first production version was rolled out in February 2000 and I flew
aircraft number 2004. By August, Air Touring were selling number 2014, so they are
selling fast!
The aircraft is beautifully finished, with a customised paint job and all the goodies to
make the inside as comfortable as possible. This is a top of the range TB 20 GT
Excellence, and as such the standard fit is impressive and comprehensive; the only
options apart from a choice of navaid packages are Stormscope and full TKS de-icing
system. Given its destination, I am not surprised to find that it is to be fitted with air
conditioning.
On first seeing the new aircraft it is easy to think that there is no difference from the old
one. Closer inspection reveals a rounded cabin roof instead of a flat one. The wingtips
have sprouted fancy new fairings (the French appropriately call them salmon) and the fin
has a rounded fairing where it joins the fuselage. The windows are now flush-mounted,
reducing drag. The mounting stirrups now retract with the undercarriage, an eminently
sensible idea given the damage they can do to an airframe in a wheels-up landing. The
baggage compartment and its access door are both larger, allowing a couple of full-size
suitcases to be loaded. These may seem small changes, but the effect on passenger
comfort and flight characteristics is marked.
I first climb into the back seat to try that for ease of access and comfort. Cabin height
has always been a gripe for owners of the older models. I am six feet tall and I find that I
can climb into the back seat with ease and sit comfortably with a couple of inches of
space above my head. The designers have achieved this in two ways--they have
increased the headroom by rounding the roof, and they have lowered the rear seat by
1.5 cm. The roof is made of carbon fibre, so it is stronger and lighter than the old
GRP/aluminium composite one. This means that the aircraft, always one of the widest in
its class, now has the height to match.
Climbing into the left front seat, I have a good look around the bewildering array of
instruments fitted to this aircraft. I am pleased to be flying with Graham Corbin, a
mechanic with Air Touring and a man with a great many hours on type. He will supply
me with all the numbers I need.
The nav fit in this aircraft is: KLN90B GPS coupled to HSI, KX165 nav/com plus
KCS55A, KX155 nav/com plus KI203, KN62 DME, KR87 ADF plus KI227-01
synchronised with KX165, KT76A encoding transponder, KFC150 autopilot/flight director
plus a PMA7000S audio/marker with four-place intercom and even a music system. The
aircraft is also fitted with an ELT.
Apart from the navaid stack, the panel layout is familiar to me after my flight in the very
early model. Although the engine gauges are still on the other side of the aircraft, I find
them easier to read. The yoke is festooned with switches, including PTT, autopilot
disconnect and electric trim. The centre console carries the switches for the electric fuel
pump, strobes, beacon etc and the three-position flap control, which has up, take-off and
landing positions. Behind this are the engine controls, and further back are the manual
trimwheel for the stabilator and the rudder trim knob. Below the yoke is the ignition
switch and parking-brake lock, which requires the brakes to be applied and then the
knob turned clockwise to engage.
Graham talks me through the checks and I start the engine. The maximum revs
recommended for taxying is 1,200, which gives a good taxying speed without needing
too much braking. Checks are done at 2,000 rpm and include exercising the prop down
to 1,500 rpm, then with everything in order we line up on Biggin Hill's huge runway.
Smooth application of power gives a brisk acceleration to rotate at 75 knots and once
cleaned up we settle down to 95 knots, cutting the engine back to 25/25 for a cruise
climb.
At 2,400 feet I set the normal cruise power of 24/24 and, when Graham is happy that we
are clear of the TMA, we climb up through the cloud on autopilot to find some sunshine
at 5,400 feet.
Given that the airframe is basically the same as the older version I had assumed there
9/13/2006 9:55 PM 3 of 4
would be no surprises from a pilot's point of view. The obvious difference between this
aircraft and the older version is the roll control. The fancy wingtip fairings make the
ailerons noticeably lighter and more effective and I find it a much more enjoyable aircraft
to fly. Even flying formation is relatively easy, the main problem being reining in all the
power to stay with the Tampico we use as a camera ship. I seem to be spending most of
the flight with the low throttle setting/undercarriage warning horn screaming at me.
Much has been written of the exemplary low-speed handling of this aircraft, with test
pilots having their various tricks to show this, including the high-alpha manoeuvres
normally seen at airshows. Graham's simple but effective way of showing it off is to get
me to do a normal power-off stall with gear and first stage of flap down and the prop still
set at 2,400 rpm. At 65 knots, with the yoke right back, the only evidence of a stall is a
nodding of the nose, so Graham tells me to hold that attitude and apply power. I reset
cruise power and the aircraft simply climbs away as if nothing has happened. It is difficult
to imagine an improvement on the docile low-speed handling of the previous model, but
this is very much better again and is likely to withstand all but the most ham-fisted
attempts to persuade it to stall or spin.
So, how do these two aircraft, seemingly identical but separated by almost twenty years,
compare? The old version left me with the impression of an aircraft which was very good
at its job as a long-distance IFR tourer, but as a flying machine I found it uninspiring,
heavy and lacking manoeuvrability. The new one will please all those owners who want
more headroom, but more to the point, I enjoyed flying it. The Trinidad has always been
an aircraft to go places, now the new one will do everything the old one did, in better
comfort and be more fun to fly.
The manufacturers claim that the decrease in weight and the cleaner lines give it an
extra three to four knots, but I found no evidence of that. In fact, the figures taken from
the flight manuals show it to be slightly slower and with slightly higher stall speeds. The
decrease in empty weight, allied with a higher maximum weight, gives much more useful
load, including an extra 33 lb baggage capacity. It is that rarity, a real four-
people, plus baggage, plus full-tanks aircraft--and even with the optional extra rear
seat-belt fitted, a realistic five-seater.
It may be possible to find a slightly faster aircraft in this class, but faced with a 600 mile
trip, I think most people would prefer to get there a few minutes later in the comfort and
safety which the Trinidad provides.
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9/13/2006 9:55 PM 4 of 4
1984 EADS/Socata Trinidad TB-20 http://www.aso.com/aircraft/99932/
Price: $ 100,000
1984 EADS/Socata Trinidad TB-20
Click on an image for a larger view
Look at this price! Priced so you can customize with your paint, interior and
radios!! Owner bought new airplane, no known damage, fresh annual!
Airframe: Only 2,300 TT

Engine(s): 675 on Factory Overhaul Engine
Prop(s): 3 Bladed
Features:
Century 31 Autopilot w/HSI and Alt Hold

King IFR with:
KX-155
KY-197 Com
KLN-88 Loran
KNS-80 R-NAV
KR-87 ADF
KMA-24 Audio Panel
KT-76A Transponder
Exterior/Interior:
Overall White with Red Trim and Gray Fabric Interior, both Rated as "Old"
9/13/2006 8:02 PM 1 of 2
1984 EADS/Socata Trinidad TB-20 http://www.aso.com/aircraft/99932/
Scottsdale:
Tel: (480) 951-6207 (24 Hrs.)

Fax: (480) 951-6229
Van Nuys: Dallas:
Tel: (818) 997-8181 (24 Hrs.) Tel: (214) 358-3528 (24 Hrs.)
Fax: (214) 350-9261
All Specifications Subject to Verification Upon Inspection

Availability Subject to Prior Lease, Sale, or Withdrawal From Market Without Notice
9/13/2006 8:02 PM 2 of 2
1986 EADS/SOCATA TB-20 TRINIDAD Piston Single Aircraft Fo... http://www.controller.com/listings/forsale/detail.asp?PID=314152...
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1986 EADS/SOCATA TB-20 Email This

TRINIDAD Add to 'Aircraft of Interest'
1986 EADS/SOCATA TB-20 TRINIDAD, S/N: 616, N82TT, 1604 TT, IFR, Complete
logs and all AD's complied with. Custom Cover. No damage history, 5 Seats, For Sale
- $129,500
No Damage History
Complete Logs
All AD's Complied With
Bruce's Custom Cover
Cruise 160 knots @ 14 GPH
Airframe:
1604 TTSN
Engine Specs:
1604 TTSN
Additional Equipment:
Vertical Card Compass
Interior:
Grey Leather Custom Interior by Leading Edge Interiors. Matching Blue carpets.
Super Sound Proofing. Inflatable Lumbar Support in Pilot Chair. Very good condition.
Exterior:
9/13/2006 10:35 PM 1 of 2
Two toned blue and light blue paint with white accents. Paint in above average
condition
Avionics / Radios:
KMA 24 Audio Panel
Garmin 430 GPS (IFR Approved)
King KX 155 Nav/Com with glideslope and localizer
KAP 150 Two Axis Autopilot with Glideslope Intercept
KMD 150 Multifunction Display (Backup VFR GPS)
WX-10A Stormscope
KT 76A Transponder with Altitude Encoding
Inspection Status:
Annual Completed September 2006
IFR 2005
Say you saw this 1986 EADS/SOCATA TB-20 TRINIDAD on Controller.com!
Contact:
Joseph Weinberger
Send Joseph Weinberger A Message
Aircraft is Located in:

Roseville, California, USA
Phone: (916)782-8800
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Copyright © by Sandhills Publishing Company 2006. All rights reserved.
9/13/2006 10:35 PM 2 of 2
1987 EADS/SOCATA TB-20 TRINIDAD Piston Single Aircraft Fo... http://www.controller.com/listings/forsale/detail.asp?OHID=11004...

1987 EADS/SOCATA TB-20 TRINIDAD, S/N: 755, N21AR, 2150 TT, 100 SMOH ,
IFR, New Engine! Clean, Very Nice, SMOH by Lycoming, 2-Axis A/P, JPI Engine
Monitor, 4-place intercom, Apollo M3 GPS, No Damage, 1987 Paint, 4 Seats, For
Sale - $126,000
No damage history
Complete logs
All ADs complied with
Always hangared (except for last 4 months)
Includes new custom-fitted cover
100 SMOH by Lycoming
Interior:
Interior clean and in good condition
Exterior:
Very slight paint chipping of exterior paint on wings
Avionics / Radios:
Dual King KX155 Radios with GS
King Audio Panel
King Transponder
King ADF
Apollo M3 GPS
JPI EDM-700 Engine Monitor with Fuel Flow
Alcor CHT/ EGT
2-Axis Auto-Pilot with Altitude Hold
4-place Intercom
Contact:
Ryel Kestenbaum
Send Ryel Kestenbaum A Message

Denver, Colorado, USA
Phone: (303)870-8650
9/13/2006 8:06 PM 1 of 2
9/13/2006 8:06 PM 2 of 2

Enlarge OR Zoom Enlarge OR Zoom
1989 EADS/SOCATA TB-20 TRINIDAD, S/N: 916, N2507U, 2059 TT, 132 SFOH ,
Equipped with GPS, Stormscope, Skywatch, For Sale - $129,900
Useful Load = 1124.5 Pounds.
Airframe:
2059 TTAF
Engine Specs:
132 Since Lycoming Factory Overhaul. Overhaul completed April 2003.
StormScope, Skywatch, Digital Fuel Flow Meter, PS Engineering PM1000 Intercom
Avionics / Radios:
KY197A Com, KX155 NAV/COM, KN53 NAV, Glideslope, Marker Beacons, KT76A
Transponder, KR87 ADF, HSI, KAP 150 Autopilot, Northstar M2 GPS
Contact:
Frederick Aviation, Inc.
Harry Kraemer
Send Frederick Aviation, Inc. A Message

Frederick, Maryland, USA
Phone: (301)662-8156
or (301)471-3039
Fax: (301)662-3101
9/13/2006 10:43 PM 1 of 2
9/13/2006 10:43 PM 2 of 2

1990 EADS/SOCATA TB-20 TRINIDAD, S/N: 1038, N909RD, 1361 TT, GPS, TCAD,
Radar Alt, Flight Director, Moving Map, WX-1000, EXCEPTIONAL, AS NEW,
CHARGED WITH INSTRUMENTS!, 4 Seats, For Sale - $164,900
Solely owned and maintained by a very meticulous plastic surgeon

ALWAYS hangared
Airframe:
1361 TTEA
Engine Specs:
Lycoming 250HP IO-540-C4D5D
2000 TBO
Compressions 6-2006 76-75-77-76-78-76/80
9/13/2006 8:09 PM 1 of 3
Prop(s):
Recent (in last 25 hours) major prop overhaul
JPI EDM 700 Engine Management System
Davtron M655 (multi temps)
SPA 400 4 Place w/music input & pilot isolate
Shadin Miniflow Fuel Computer
Auxiliary Instrument Air
Avionics Cooling Fan
Electric elevator trim
ELT New style w/remote
Tannis engine heater
Air/Oil Separator
AM/FM CD Stereo Player Alpine CDE-7825 35 watt
4 Place Intercom
Backup Electric Vacuum pump
Electric engine heater
New tires
All manuals, documentation, Service records,and maintenance
Huge technical resource database on CD
Useful Load 1137.46 lbs.
Interior:
Platinum Gray Leather, Gray carpet Gray interior panels
9+/10
Exterior:
All over White/w Silver/Gray accents on cowling,tail,& wings Black and silver striping
9+/10
Avionics / Radios:
King KMA-24 Audio Panel w/marker receiver
Ryan TCAD ATS 8000
Tri 40 Radar Altimeter
KCS 525A HSI
A-190B annunciator
Terra TriNav(This is where the Nav 2 plays,it is a backup and has a Glideslope)
King KLN 90B (IFR)GPS w/Jeppeson subscription and updates
Davtron Model 903 DVOR To/From/VOR Radial Indicator
Argus 5000 IFR Moving Map 1000+
BFG Stormscope WX1000
King KNS 80 RNAV/DME/VOR/ILS
KFC 150 Flight Director
KT 76A Transponder
TAS
King KX 165 Nav/com
King KY 196A Nav/com Programmable and can be remotely controlled from yoke
King KR 87 ADF
Aux Instruments
Terra Radar Altimeter
Inspection Status:
IFR approved
9/13/2006 8:09 PM 2 of 3
Contact:
T.J. Neff Aircraft Sales
T.J. or Jim
Send T.J. Neff Aircraft Sales A Message

Novato, California, USA
Phone: (415)898-5151
or (415)786-5151
Fax: (415)898-5155
9/13/2006 8:09 PM 3 of 3

1995 EADS/SOCATA TB-20 TRINIDAD, (20) 1995 Socata TB-20 Trinidad's For
Immediate Sale!!!!, 5 Seats, For Sale - Call
Absolutely “No Expense Spared” Maintenance!

Get a “Like New” TB-20 Trinidad for 1/2 the cost!
Call for details, Hurry! Limited offer. First Come, First Serve.
These aircraft are all identically equipped and loaded with factory air conditioning,
King Autopilot with Flight Director, Full Co-Pilot Instruments and much more!
You can also customize one of the Trinidads of your choice with your very own
avionics, paint and interior. Hurry and call now and take your pick of the group. You
will not find a group of finer pre-owned TB-20's that have had better maintenance
history.
Factory Installed Keith Air Conditioning (USA)
Co-Pilot Instruments: R.C. Allen electric AI
KI-209 ILS indicator
Dual push to talk switches
Pilot's control wheel Chronograph
Electric outside air temp gauge
Hour Meter
9/13/2006 8:05 PM 1 of 2
True Airspeed Indicator

Sensitive Altimeter
Encoding Altimeter
Remote 3 light Marker Receiver
EGT/CHT gauge
Interior:
Colors and materials customized to customer specifications
Exterior:
Overall White w/custom color trim to customer specifications
Avionics / Radios:
Audio Panel KMA 24H w/4place intercom w/marker
Nav/Com #2 KX165 w/glide slope receiver
DME KN 63 w/Nav 1&2 select switch
ADF KR 87 w/flight timer & Chronograph
Transponder KT 76A w/mode 'C'
RMI KI226 System w/Nav1&2 select switch
Autopilot/Flight Director System KFC 150
GPS Garmin Model 100 coupled to A/P
Modifications / Conversions:
Useful load 1165 lbs.
86.2 gallons of usable fuel
Contact:
T.J. Neff Aircraft Sales
T.J. or Jim
Send T.J. Neff Aircraft Sales A Message

Novato, California, USA
Phone: (415)898-5151
or (415)786-5151
Fax: (415)898-5155
9/13/2006 8:05 PM 2 of 2

Socata TB21 - Trinidad GT Turbo: Flight Test

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Flight Test http://www.todayspilot.co.uk/flight_tests/dec02/2p1.

Socata TB21 Page 1

Socata TB21 - Trinidad GT Turbo

Fitting a turbo-charged engine can only make a

The TB21 Trinidad GT Turbo is, as the name implies, a

goto page 2 >>

Socata TB21 Page 2

<< Back to page 1

As the TB21 is essentially the

70kts came up I eased the yoke Useful load 1,323lb 600kg

Jacques had recommended Stall 54 knots 102km/h

decided not to use the

Visibility, as on the TB20, is

prove to be very popular with

Investigation of its general

Slow flight was equally easy.

60kts with full flap and a smidgen

As our speed was still slow,

airfield if one is to arrive without

With the undercarriage down I

So, in conclusion what did I make

excellent, while the addition of a

An admirable aircraft for any pilot

The French-made Socata

This four- or five-seat, all-aluminum airplane fits

Thanks to a wide wheel base, low center

Some pilots have said that Socata aircraft

Sure, the Trinidad GT delivers performance and economy in a family-friendly

For more information on the Trinidad GT, visit: http://www.socata.com.

OTHER BIRDS ISSUE ARCHIVES

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Mooney M20R Ovation2 DX July/August Issue

Cirrus SR22 May/June Issue

Sun Lake Aircraft Sea Fury March/April Issue

Socata Trinidad GT January/February Issue

Cessna Skylane Preview Issue

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Latest MY FIRST IMPRESSION of the eighteen-year-old TB 20 that I'm about to fly is of a

The Socata TBs

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Click on an image for a larger view

Airframe: Only 2,300 TT

Century 31 Autopilot w/HSI and Alt Hold

Tel: (480) 951-6207 (24 Hrs.)

All Specifications Subject to Verification Upon Inspection

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Aircraft is Located in:

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