Thrush S2R-H80
Everything here is true of every aircraft of the type, not of any one aircraft.
The S2R-H80 is the Thrush 510G: the 510-gallon airframe with the 800 shp GE H80 turboprop (the former Walter M601 line) in place of the PT6, certified at 10,500 lb with a 66 cubic foot hopper, 90-150 mph working speeds and a brochure cruise of 159 mph at 55 percent. Thrush pitched it as the lower-acquisition-cost turbine with better hot-day margins.
The engine is the whole story for a buyer. The H80 has a different overhaul regime, parts network and field knowledge from the PT6 that every other Thrush and Air Tractor operator knows, and the 2017 listing read had already been converted to a PT6A-140AG, which says something about how the market treated it. Price one on the engine's documented status and on who will support it, then on the ordinary Thrush items - spar life, spar inspections, hopper and spray fit. Weights and dimensions here are blank because the spec sheet read gives only hopper, speeds and distances. No current asking price was found.
Variants of the Thrush S-2R
Also consider
TAILFAX SCORE
Partial: 9.2 out of 30 (safety not scored, too few records)
Among 1–2 seat turboprops (16 models)
Compare with…
Put Thrush S2R-H80 side by side with up to three other models.
- Thrush S2R-H80
Open Thrush S2R-H80 in Compare
Watch this model
One email a day if anything changes: new ADs and NTSB records.
What it is
| Seats | 1 |
|---|---|
| Landing gear | taildragger |
| Engines | 1 |
| Engine | GE Aviation Czech H80-100 |
| Horsepower | 800 hp |
| Fuel | JetA |
| Certification basis | FAR23 |
| Production start | 2010 |
| Production end | — |
| Endorsements required | tailwheel;high-performance;complex |
Performance
| Cruise (75 % power) | 138 KTAS |
|---|---|
| Range (75 %, standard fuel, 30-min reserve) | — |
| Service ceiling | — |
| Climb rate | — |
| Stall speed (Vso) | — |
| Takeoff over 50 ft | — |
| Landing over 50 ft | — |
Load and fuel
| Seats | 1 |
|---|---|
| Useful load | — |
| Full-fuel payload | — |
| Max takeoff weight | 10,500 lb |
| Empty weight | — |
| Usable fuel | — |
| Fuel burn at cruise | 52 gal/h |
Estimated cost to own
An estimate, not a quote. Change the inputs to match how you would fly it. Defaults are for a single-engine turboprop.
| Fuel (burn × price) | hourly | $398/h | $39,832/yr |
| Maintenance reserve | hourly | not counted | |
| Insurance | fixed | $15,000/yr | |
| Annual inspection | fixed | not counted | |
| Hangar | fixed | not counted |
Not in the totals: Maintenance reserve, Annual inspection, Hangar. We have no reliable default for these lines; enter your figure to include them.
No TBO or overhaul cost is on record for this model, so the engine reserve is not included.
How these estimates are built. Fuel = this model's typical burn x the national average price from AirNav's Fuel Price Report (100LL $7.41, Jet A $7.66 per gallon, 5 Oct 2026; your airport may differ by $2 or more). Engine reserve = typical overhaul cost / TBO for this engine. The remaining lines are class-level defaults, not quotes for this aircraft: annual inspection is the base inspection fee (findings are counted in the per-hour maintenance line); insurance assumes an instrument-rated owner with time in type and a $1M liability limit - less experienced pilots commonly pay 1.5-2x; hangar and tie-down are national mid-tier figures, with rural and metro options; the rental rate is a 2026 flight-school rate for a comparable aircraft, including fuel. Twin and turboprop maintenance defaults are estimates, not published figures. Sources: AirNav, BWI Aviation Insurance (2019-2026), Flying (May 2026), Savvy Aviation, American Flight Schools, published airport rate sheets. Every default is editable - change any number to match your situation. Depreciation, taxes, financing and major upgrades are not included. Depreciation is not included. An estimate, not a quote.
Cost of ownership
| Price, low | — |
|---|---|
| Price, high | — |
| Prices as of | — |
| Engine TBO | — |
| Overhaul cost, low | — |
| Overhaul cost, high | — |
The fleet and its record
| Registered, all time | 124 |
|---|---|
| Active fleet | 30 |
| Median year built | 2015 |
| NTSB events, last 10 years | 5 |
| Fatal events, last 10 years | 0 |
| Events per 1,000 active, last 10 years | 166.67 · thin base (low)1 |
| Personal-flying events per 1,000 active | 0 · thin base (low)2 |
| Ownership transfers, last 24 months | 1 |
| Transfers per 100 active | 3.33 · thin base (low)3 |
| Airworthiness directives | 13 |
| Directives, last 5 years | 0 |
| Rate confidence | low |
- Events per 1,000 active, last 10 years: per 1,000 active aircraft · base 30 active.
- Personal-flying events per 1,000 active: per 1,000 active aircraft · base 30 active.
- Transfers per 100 active: per 100 active aircraft · base 30 active.
Peer scores6
| Peer class | Fixed wing single-engine, turbo-prop, 1 engine, 1-2 seats |
|---|---|
| Accident record | —1 |
| Severity | —2 |
| Access | 7.3 of 103 |
| Support | 1.9 of 104 |
| Liquidity | 0 of 105 |
| Overall (sum of the categories shown) | Partial: 9.2 out of 30 (safety not scored, too few records)6 |
These record scores treat Thrush S2R-H80 as one design with the same aircraft registered under other names: it includes the record of aircraft once registered under THRUSH AIRCRAFT LLC. Prices are not combined.
- Accident record: class median 0 · 16 models in class.
- Severity: class median 20.2.
- Access: class median 5,000.
- Support: class median 48.
- Liquidity: class median 23.47.
- Each of the five categories places the model within its peer class, from 0 (the worst of the class) to 10 (the best): a position among comparable models, not a grade. The overall score is the sum of the categories shown that are scored, out of 10 for each (50 when all five are); it is given only when at least 4 of the five are scored, and it can be set against another model's only when both are in the same peer class and scored on the same categories. When accident record and severity cannot be scored because the model has too few records, the other three give a partial score out of 30, labelled as such; it is never set against a full score.
Data as of: FAA registry Sep 28 · NTSB Oct 2 · ADs Oct 8 · scores Sep 30