|Function||Passenger, Liaison, Transport|
|Engines||1*220hp MM-1||1*220hp MV-6|
|Wing Load (kg/m2)||65.9||66.4|
|Power load (kg/hp)||6.53||6.58|
|Maximum Speed at 0m||311km/h||262km/h|
|Maximum Speed at ...||1700m
Low wing modification of the SAM-5-2bis, with new engine. Canopy was made from plexiglas on metal frame, its central section was opening sidewards. Aircraft was designed and assembled with retractable main landing gear, but schedule delays did not allow to tune it up. To keep up with trials schedule landing gear was fixed in lowered position and covered with 'pants' fairings. Unlike simple rubber suspension of predecessors, SAM-10 landing gear was equipped with oleo-pneumatic shock absorbing suspension.
Trials took place at NII GVF, July 5 - August 9, 1938. Performance was excellent. Speed reached 336km/h and ceiling 7000m, beating all other aircraft (including foreign) with equivalent powerplant. Insufficient stability and too small passenger section were mentioned among disadvantages. Nonetheless, SAM-10 was recomended as passenger, transport and liaison aircraft for the GVF.
Since only two experimental MM-1 engines were available at the time, SAM-10 was redesigned into SAM-10bis with 220hp MV-6. Performance suffered, but still was well above standard GVF requirements. This time trouble came from license-built powerplant. It was found unsuitable for winter operation and discontinued in 1939.
There was a project of ambulance SAM-10bis on tricycle landing gear with whole tail section swinging to side. It was very convenient to load a stretcher(s) straight into the cabin. Not built.
SAM-10 were in service as passenger and liaison aircraft.
|Created March 25, 1998||Back to|