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Pilatus Flies Second Prototype PC-21
Near-jet performance with turboprop economics were among the main benchmarks in the Pilatus PC military advanced trainer concept. First flown on July 1, 2002, the PC-21 launch followed sales of some 790 earlier PC-7s and PC-9s, plus another 780 of the latter aircraft, developed and being license-built by Raytheon as the Beech T-6A Texan II, for the USAF/USN's current 20-plus-year JPATS program.
By late last year, the prototype proof-of-concept PC-21 had accumulated over 350 hours of flight development, including completion of cold- and hot-weather trials, and spin clearance. Its flight program has also recently been extended by the preproduction prototype, to help complete full certification by yearend.
Claimed as the fastest turboprop trainer yet, the PC-21 is powered by a 1,600 shp P&WC PT6A-68B engine similar to those in the Beech T-6A and Embraer EMB-314M ALX, driving a new five-bladed Hartzell graphite/titanium propeller. These allow low-level training flights at up to 300 kt, although an advanced electronic power management system (PMS), specially developed for Pilatus, automatically restricts available engine takeoff power to a torque-limiting 900 shp. Full power output of 1,600 shp is available at speeds above 230 kt, conferring a design maximum level speed of 370 kt/Mach 0.72, and dive limits of 420 kt/Mach 0.8.
To further simulate jet characteristics, the PC-21's PMS also includes automatic yaw compensation for variations in propeller torque, and the flight-control system allows configurable handling characteristics for different stages of tuition, between basic, advanced, and lead-in fighter training. Upper-wing spoilers can supplement the ailerons to give very high fighter-like rates of roll, while double-extension Fowler flaps contribute to docile low-speed handling, and stalling speeds below 80 kt.
Company-funded development of the 112.6 million euro ($139 million) PC-21 program began in January 1999. Despite similar layout to earlier Pilatus turboprop trainers, the aircraft is entirely new, with a smaller-span twin- instead of single-spar wing, allowing installation of a detachable bird-impact resistant leading-edge section, and dihedral from the roots. It also has more leading-edge sweep, as does the PC-21's vertical fin.
The deepened fuselage allows the instructor in the rear cockpit 4 degrees more downward visibility over the front cockpit's Martin-Baker Mk16 zero-zero ejection seat, and 11 degrees over the nose for the student in front. The pressurised cockpits have automated air conditioning, g-suit points, and an onboard oxygen generation system (OBOGS). Digital open architecture mission computer avionics provide each pilot with three 6-by-8 Barco multifunction LCDs, two AMLCD standby displays, and HOTAS. The front cockpit also has Flight Visions HUD and up-front control panel with rear cockpit repeater, and the avionics include provision for simulated weapons aiming and release. Provision is also made for external stores on four underwing and one centerline hardpoints.
With Switzerland a Eurotraining signatory, Pilatus invested some 14.68 million euros ($17.83 million) on PC-21 development in 2003, and is preparing for series production in 2005. No launch customer has yet been identified, but there have been reports of prospective interest in the Middle and Far East, and elsewhere, with possible long-term requirements for up to 300 aircraft.
Pilatus Aircraft is in Chalet K3.
- John Fricker
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