Thrush S2R-510
Everything here is true of every aircraft of the type, not of any one aircraft.
S2R-510 is the registry's name for the 510-gallon Thrush with the 750 shp Pratt & Whitney PT6A-34AG, sold as the 510P and now the 510P2: a single-engine, one- or two-seat agricultural aircraft with a 66 cubic foot hopper ahead of the cockpit, a 10,500 lb certified gross weight since the 2017 Part 23 approval and a working speed of 90-150 mph.
This is a working tool and its price is set by engine time, hopper and spray equipment, and spar status, not by cosmetics: the wing-spar life limits and the recurring spar inspections are the airframe's defining cost, and the PT6 hot section and overhaul intervals are the other half of the bill. Thrush's 2017 certification of the full 10,500 lb weight applies from serial T34-273 and by kit to about 180 earlier 510Ps; before that the legal weight was lower, so check the serial and the kit status. Two-seat dual-cockpit versions exist. The designation itself is a trap: the TCDS lists the model as S2R-T34 and the brochure calls it the 510P, so match the registry string to the aircraft's data plate. No current asking price for this exact model was found.
Variants of the Thrush S-2R
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Among 1–2 seat turboprops (16 models)
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What it is
| Seats | 2 |
|---|---|
| Landing gear | taildragger |
| Engines | 1 |
| Engine | Pratt & Whitney Canada PT6A-34AG |
| Horsepower | 750 hp |
| Fuel | JetA |
| Certification basis | FAR23 |
| Production start | — |
| Production end | current |
| Endorsements required | tailwheel;high-performance;complex |
Performance
| Cruise (75 % power) | 130 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 | 2 |
|---|---|
| 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 | 80 |
|---|---|
| Active fleet | 32 |
| Median year built | 2024 |
| NTSB events, last 10 years | 0 |
| Fatal events, last 10 years | 0 |
| Events per 1,000 active, last 10 years | 0 · thin base (low)1 |
| Personal-flying events per 1,000 active | 0 · thin base (low)2 |
| Ownership transfers, last 24 months | 14 |
| Transfers per 100 active | 43.75 · thin base (low)3 |
| Airworthiness directives | 5 |
| Directives, last 5 years | 0 |
| Rate confidence | low |
- Events per 1,000 active, last 10 years: per 1,000 active aircraft · base 32 active.
- Personal-flying events per 1,000 active: per 1,000 active aircraft · base 32 active.
- Transfers per 100 active: per 100 active aircraft · base 32 active.
Peer scores6
| Peer class | Fixed wing single-engine, turbo-prop, 1 engine, 1-2 seats |
|---|---|
| Accident record | —1 |
| Severity | —2 |
| Access | —3 |
| Support | 4.3 of 104 |
| Liquidity | 10 of 105 |
- 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