But the true marvel was the . While Bonanzas and Mooneys used complex hydraulic or electric screw-jacks, Thorp devised an ingenious mechanical, push-pull tube system operated by a single lever in the cockpit. It was lighter, simpler, and more reliable than any competitor’s—a hallmark of Thorp’s philosophy.
Only eight S-18s were ever built. The tooling costs were immense. Each aircraft required hand-fitting of the complex mid-wing structure. Dakota simply could not scale up. Legacy: The Surviving Few Today, only two or three Dakota S-18s are believed to exist, scattered among private collectors and aviation museums. One is occasionally flown at air shows, its sleek lines drawing gasps from those who recognize it. The type is supported by a tiny, passionate group of owners who hand-machine replacement parts. dakota s18
The S-18 was certified (receiving its FAA Type Certificate) in 1961 , just as the U.S. economy was limping out of a sharp recession. General aviation sales had cratered. Capital for a new, unproven company was nonexistent. But the true marvel was the
To compete with the Bonanza ($22,000 in 1961), Dakota priced the S-18 at $14,950 . That was cheaper than a Bonanza but more expensive than a fully equipped Cessna 172 ($9,500). The buyer who wanted performance bought a used Bonanza. The buyer who wanted economy bought a new Cessna. The S-18 fell into a no-man’s-land. Only eight S-18s were ever built
By the early 1960s, Cessna and Piper had perfected mass production. Their fixed-gear aircraft (172, Cherokee) were cheap and reliable, and their retractables (182RG, Arrow) were gaining market share. Dakota had no dealer network, no parts supply chain, and no brand recognition.
