Pilatus started its highly successful turboprop trainer line in 1975 with the 650 shp P&WC PT-6A-25A-powered PC-7, developed from the piston-engined P-3, and has produced over 500 for 17 countries to date. PC-7 concepts were developed through the considerably more potent PC-9, with a PT6A-62 turboprop flat-rated to 900/950 shp, using a single power control lever, a ventral airbrake, and new bubble canopy with no windshield frame, among other refinements. A deeper center-fuselage gives the rear-seat instructor a better view over the forward Martin-Baker CH 11A ejection seat and the student's bonedome.
First flown in May 1984, the PC-9 broke-even with its R&D costs within 10 years and the first 150 sales, since increased to over 260, including 67 PC-9/As mainly assembled in Australia, to a dozen or more air forces. In June 1995, a PC-9 Mk II version developed by Raytheon as the basis of the Beech Mk II/AT-6A Texan II was also selected for the USAF/USN JPATS program. More than 700 are currently being delivered to the U.S. services from Beech's Wichita assembly line, plus 24 for Canada and 45 for Greece. From 1992, most PC-9 airframe features, plus an uprated 700 shp PT6A-25C engine driving a Hartzell four-bladed propeller, and an enlarged dorsal fin, were incorporated in a hybrid PC-7 Mk II/M version, developed initially to meet a South African air force order for 60.
In 1997, further improvements incorporated into new production PC-9Ms centered on provision for new digital avionics, according to customer requirements, with options for Honeywell EFIS cockpit instrumentation, and a Flight Visions FV-2000 head-up display, with mission recording capability, and a HUD repeater in the rear cockpit. Further handling and performance improvements were also achieved from aerodynamic changes, including modified wing-root fairings, leading-edge stall strips, and new engine/propeller controls.
As one of three initial PC-9M customers, Slovenia Military Aviation's nine aircraft received the digital avionics fit, for light ground-attack as well as training roles, from Israel's Radom Aviation Systems, with additional Litton INS-100G INS/GPS, and HOTAS controls. Locally named "Hudourni" (Swift), Slovenia's PC-9Ms can carry up to 550 pounds of stores on each of two inner (wet) underwing and center-fuselage stores pylons, plus 242 pounds on each outer-wing pylon.
Recent PC-9M customers have also included the Irish Air Corps, which received the first three of eight ordered from a €60 million ($73.8 million) contract, on April 22. Delivery completion is due this summer, to replace retired IAC Fouga Magisters, and six Aermacchi SF.260WE primary trainers.
Funding allocations of about €32.4 million ($40 million) were also made in late 2003 towards a €51.55 million ($63.64 million) purchase agreement with Bulgaria for six PC-9Ms with NATO-compatible systems, plus six options, and a single PC-12 turboprop light transport/utility aircraft. PC-7 IIs and basic PC-9s are still being built to order, and with the new PC-21, Pilatus is well placed with a range of options to fulfil Eurotraining and other world turboprop trainer requirements.
