Created by Fabio Russo early 2008, Tecnam’s Head of Research and Development, the single seat, low wing, Tecnam ‘SNAP’ will be available as a LSA, ULM or Experimental category aeroplane.
With a G limit of +6/-4 with airframe but tested up to 11g, a roll rate of 300º/sec, a high power to weight ratio (comparable with unlimited aerobatic category airplanes), coupled with low purchasing and operating costs will guarantee a lot of fun and sporty plane to pilots of the Tecnam SNAP from Primary to Intermediate category of Aerobatics.
According to Fabio the Tecnam ‘SNAP’ offers incredible performance and is easy to fly for anyone having a basic taildragger experience.
Fabio, how was born the idea of building an aerobatic LSA?The idea was simpler than it can be imagined: avoid to travel for 700km by car, then pay 160€ to fly with an unlimited aircraft! From this condition, in my free time, i started to design the snap with the only objective to build a light plane with high power/weight ratio able to perform all the basic maneuvers, including inverted flight, spins and some advanced figures such as snap rolls... The main objective was also to design a beautiful-to-see aircraft with beautiful lines and shape.
How long did it take from the initial idea to the first flight?
The original idea was in August 2008, immediately followed by the first 3D and pencil drawings/calculus while the first flight was on February 20, 2011. Good result for a "free-time" project and great result in terms of flight characteristics: no modification has been made from the original design, only wingtip were added in order to improve the esthetic.
What kind of engines can be mounted?
Basically, as "fun plane", the snap can be equipped with ROTAX 912ULS in order to be really competitive in terms of purchasing and operating price allowing the pilot to perform all the basic maneuvers excluding the inverted and negative g flight. The 912iS can be also fitted as starting point for the application of a separate inverted oil system while a tuned 912ULS is the maximum choice in terms of power and performances, especially if coupled with an MT-Propeller. The power rating is from 98 to 125hp
What are the G limits of the SNAP aircraft? And the roll rate?+6/-4 g with airframe tested up to 11g. The main point for the wing (entirely made in light alloy) is that the spar is made by 4 separate caps: if one of those is craked, the aircraft is still capable to fly up to 4g with a comfortable fail safe behaviour. Roll rate is almost 300°/sec
Is it possible to SNAP with the SNAP aircraft?
Obviously yes: low speed, full rudder and aileron please! And the snap will snap!
How many fuel tanks does it have? What is the total fuel capacity?
Standard tank is the frontal one, 38lt plus the acro header tank with 4 liters capacity. Further 2 wing tanks can be asked as option with 25lt each.
What would be the autonomy of the main fuel tank in aerobatics ?
At full power the most "fuel expensive" engine will draw 28lt/hr... this means that only the main tank is enough to perform several acro flight sessions.
What kind of safety elements do you offer on this aircraft?
Ballistic parachute can be factory fitted; Also the canopy can be unlatched in flight pulling two levers. Anti explosion main tank and integral fire extinguisher are also available as option.
In which category do you think the performance of the SNAP can compete?
Primary; Sportsman; (full intermediate program tests in progress)
What kind of stress test did you do when building an aircraft like this?
All the prescribed tests following the EASA CS23 requirements for aerobatic category plus the fail safe principle as exposed above.
What would be the cost of your aircraft compared with a normal aircraft in the same category?
Less than 85.000€, comparable with several years used aerobatic aircraft but with operating costs down to the ones of light sport or ultralight airplanes
When this aircraft will be available for the customers?
Within the year first deliveries to customers.
Are you thinking to build a dual seat aerobatic trainer in the future?
...maybe in the future, not for the moment.