Civil | Military | Helicopters | History | Spaceflight

Pilatus PC-21

Type (Muster)
Advanced turboprop trainer (Schulflugzeug mit Turboprop-Antrieb)

Country (Land)
Switzerland (Schweiz)

Manufacturer (Hersteller)
Pilatus Flugzeugwerke AG
6371 Stans
Switzerland

Phone: 0041-41/619-6111
Fax: 0041-41/610-9230
Internet: www.pilatus-aircraft.com

General (Allgemeine Angaben)
Crew (Besatzung): 2 in tandem on Martin-Baker Mk.16L ejection seats with zero-zero performance

Power plant (Antrieb): 1 x Pratt & Whitney Canada PT6A-68B turboprop with electronic power management system
Power (Leistung): 1600 shp (1195 kW)
Propeller: Hartzell five blade, diameter 2,39 m

Dimensions (Abmessungen)
Length (Länge): 11,23 m
Height (Höhe): 3,75 m
Span (Spannweite): 9,11 m
Wing area (Flügelfläche): 15,22 sq m

Weights (Massen)
Basic empty weight (Leermasse): 2280 kg
Max. external load (max. Außenlast): 1150 kg
Max. take-off weight (Max. Startmasse): 3100 kg (acro) or 4250 kg (utility)

Performance (Flugleistungen)
Max operating speed (Maximalgeschwindigkeit): 685 km/h (370 KEAS)
Max. operating Mach number (max. Machzahl): 0.72
Max. level speed (Höchstgeschwindigkeit im Horizontalflug):624 km/h (337 KTAS) at 10000 ft
Max. horizontal speed (max. Geschwindigkeit): 598 km/h (323 KEAS) at sea level
Stall speed (Überziehgeschwindigkeit): 150 km/h (81 KEAS) at max. take-off weight, flaps and gear down
Max. rate of climb (Steigrate): 21,6 m/s at sea level
Service ceiling (Dienstgipfelhöhe): 11580 m (38000 ft)
Take-off distance over 50 ft (Startstrecke über 15-m-Hindernis): 725 m
Landing distance over 50 ft (Landestrecke über 15-m-Hindernis): 900m
Max. range (max. Reichweite) : 1330 km (720 NM)
Load factor (g-limits): +8/-4 g or +5/-2.5 g in utility category

Costs (Kosten)
In December 2006, the Swiss parliament approved procurement of six PC-21s at a cost of SFr 115 million.
Price for a PC-21 should be in the region of 8 to 10 million Swiss Francs, it was stated at the roll out.
Development costs were put at 200 million SFr in 2002.

Customers (Kunden)
As of January 2007, there were two customers for the PC-21:

Singapore: 19. Pilatus will provide the aircraft to prime contractor Lockheed Martin, which was selected for a turnkey training service over 20 years. The aircraft will be stationed at RAAF base Pearce in western Australia.
Switzerland: 6. The Swiss parliament approved procurement of the PC-21 in December 2006. The contract with Pilatus was signed on 22 January 2007. It provides for six PC-21, the associated logistics and engineering services plus mission planning and debriefing systems for the PC-21 Jet Pilot Training System operated by the Swiss Air Force (JEPAS PC-21). The PC-21 trainers will be delivered by the end of 2007, and training for Swiss Air Force pilots is scheduled to commence in March 2008.

At the time of the roll out in April 2002, there were no known customers for the PC-21. this situation had not changed by the summer of 2005.
In the summer of 2005, Pilatus hoped to gain as much as 50 per cent of a potential 1000 aircraft trainer market over the next 20 to 25 years´.

Competitors (Konkurrenz)
Aermacchi M-311
Embraer EMB-314 Super Tucano
Raytheon T-6A Texan II

Remarks (Bemerkungen)
According to Pilatus, the PC-21 is designed to maximise training efficiency by combining economies of turboprop operation with high aerodynamic performance and a state-of-the-art training system.
The PC-21 is designed for basic, advanced and fighter lead-in training. It is a single engine, low wing, swept monoplane with a stepped tandem cockpit that is optimised for:

Aircraft handling
Tactical navigation training
Mission and system management
Simulated air-to-ground engagement
Simulated air-to-air engagement
NVG, FLIR and reconnaissance training
Embedded simulation and emulation

A Pratt & Whitney PT6A-68B turboprop engine incorporating an electronic power management system, and a five-blade graphite propeller powers the aircraft. Other key features include a high-efficiency swept wing with ailerons and spoilers, automatic yaw compensation, pressurised cockpit, automated cockpit conditioning, an anti-g system and on board oxygen generation.
The latest reliability and maintainability concepts have been designed into the PC-21. Modern fabrication techniques reduce assembly time, repair and modification costs. Improved accessibility and intelligent component selection reduces maintenance man-hours per flight hour and minimises the risk and operational impact of aircraft on the ground (AOG). Smart contracting with component suppliers drives efficiency in the logistics chain and provides an innovative environment for capability growth.
Systems integration is the key element of the PC-21 cockpit design philosophy. There are three 6x8 inch (15 x 20 cm) AMLCD main displays and two AMLCD standby displays in each cockpit. All displays are NVG compatible. In addition the front cockpit has a head-up display (HUD). The rear cockpit can be fitted with a HUD repeater. Inputs to the system are made via the multi-function display soft keys, the up-front control panel and the HOTAS.
Digital recorders track all displays for effective debriefing, even after solo sorties. The instructor can de-couple himself from the student's display selections in order to monitor accurately the aircraft position, even if the student has made erroneous inputs. In an emergency, the student can select full flight safety mode, even if the syllabus profile would deny the student access to some of the functionality of the avionic system. The training software is easily adapted to the requirements of the syllabus and the PC-21 software is compatible with computer-based training, cockpit procedure trainers and simulators. The aim is to create the perfect environment for the student and instructor in accordance with the requirements of the syllabus and the ability of the student.
According to Pilatus, the PC-21 will reduce the cost of ownership by providing a much greater training capability without exceeding turboprop acquisition and life-cycle benchmarks. Aircraft handling characteristics can be changed to reflect the stage of training. For basic students, the engine power can be limited, yaw is minimised and roll-rate is scheduled on a dual system that allows benign handling at normal stick deflection. For advanced sorties, full power is available and the aileron/spoiler combination generates roll rates that are comparable with the very latest fighter aircraft. By designing configurable handling characteristics, pushing low-level speed and climb rates into jet territory and incorporating avionics that provide the best missions systems training of any training aircraft in the World, PC-21 may eliminate one or even two types of aircraft from the training fleet. In a PC-21-based training system, economies of scope and scale will result in significant savings in both the time and cost of the training pipeline.

History (Geschichte)
From November 1997, Pilatus flew a modified PC-7 Mk.II to test various improvements for a next generation turboprop trainer.
In November 1998, Pilatus decided to privately fund the development of the PC-21 training system. Full-scale development was launched in January 1999.
Extensive wind tunnel tests were performed to validate the CAD/CAM design.
A PC-7 MK.II was converted into a proof of concept aircraft to test higher wing loadings, spoilers, the 1600 shp engine and power management system.
Roll out of the first PC-21 prototype was on 30 April 2002 at the Stans factory. The aircraft will be certified in 2004, with first deliveries possible from late that year, it was said at the roll out.
The first flight took place on July 1 at Stans. The PC-21 (HB-HZA) was flown by Pilatus test pilot Bill Tyndall. The flight lasted 73 minutes. Tyndall climbed the aircraft to an altitude of 10000 feet before accelerating to 176 knots and performing gentle manoeuvres. "Everything went exactly according to plan. The aircraft behaved normally throughout the flight envelope and I feel confident that we will be able to make rapid progress through the test program." Tyndall stated. It was said that test flying will continue throughout the summer and the flight envelope will be expanded rapidly to test critical performance criteria, such as the 300kt low-altitude cruise speed and the training system software.
After 12 hours flying, the PC-21 departed for the RIAT show in Fairford, England, on 19. July 2002. After the weekend in Fairford, the aircraft was then shown at the Farnborough air show.
In January 2003, cold weather trials (down to –26 deg C) were conducted in the Engadin region.
By May 2003, the PC-21 hat clocked up more than 125 flight hours. Testing concentrated on envelope expansion, proof of the design and identification of any problems. In the summer of 2003, optimisation of flight control began. Hot weather trials (up to + 46 deg C) were conducted in Spain during August.
At the beginning of 2004, in the context of a European competition, IABG was awarded the contract for structural tests for the certification of the Pilatus PC-21. On completion of technical planning, the tests commenced in May at Ottobrunn near Munich. The static test with the wings (“Wing Static Test”) was to be completed by the end of 2004. In parallel, the qualification of the landing gear was executed through drop tests of the main and nose landing gear. Subsequently, in Spring 2005, the fatigue test was to be executed on a second airframe, which was to last approx. twelve months (“Full Scale Fatigue Test“).
By May 2004, the first prototype had flown nearly 400 hours.
The second PC-21 (HB-HZB) made its maiden flight on 7 June 2004, with Andreas Ramseier at the controls. After around 75 minutes in the air in the morning, a second flight of around two hours followed in the afternoon.
Pilatus received the type certification of its PC-21, from the Swiss Federal Office for Civil Aviation on 23 December 2004. By that time, the two PC-21 prototypes had logged more than 750 flight test hours during the development and certification phase. Pilatus said that it will continue to work on the testing and certification of several additional systems, such as autopilot and instrument flying (IFR).
One of the two prototypes of the Pilatus PC-21 (HB-HZB) crashed on Thursday, January 13, 2005. The accident claimed the life of Pilatus Aircraft's chief test pilot A. Ramseier; and a young woman who was close to the crash site when the accident happened was also seriously injured. The accident occurred not during a test flight but in the course of a training flight in preparation for an air show. Immediately after the accident, the Swiss Federal Office for Civil Aviation (FOCA) ordered the grounding of the remaining PC-21 prototype. This grounding was later unconditionally rescinded.
Pilatus said that the remaining PC-21, registration HB-HZA, will be brought up to the status of system prototype. This aircraft restarted its flight test programme on 4 April 2005 at Buochs.
By the beginning of 2005, Pilatus said that it was in further contact with potential PC-21 customers. In particular, discussions were continuing with Armasuisse on the procurement of the PC-21 for the Swiss Air Force.
Completion of the first series-production PC-21 was brought forward: the aircraft (HB-HZC) made its 65 minute first flight on 29 August 2005 with Neil Smorthit and Reto Aeschliman at the controls. It will be used to help secure the type's IFR and autopilot certification.
In mid-September 2005 there were unconfirmed reports that the Swiss air force had signed a memorandum of understanding to procure six PC-21s from 2007. This depended on Government approval.
On 3 November 2006, Singapore awarded Lockheed Martin Simulation, Training & Support a 20-year contract as provider for the Singapore Air Force (RSAF) Basic Wings Course (BWC). In the context of the turn-key training package, nineteen PC-21 and a engineering and logistics support service will be provided by Pilatus. The training will be conducted at the Royal Australian Air Force Base Pearce, north of Perth in Western Australia. Training was to start in June 2008. Hawker Pacific Pty Ltd. will provide aircraft maintenance services to Pilatus to enable Pilatus to generate the flying hour task.
By the time of the Singapore win, the PC-21 test fleet had achieved 1400 flight hours.
The Swiss procurement programme for 2007 was passed by parliament in December 2006. It included the procurement of six Pilatus PC-21 as replacements for aging F-5 Tiger jets used to help train pilots for the F/A-18 Hornet fighters. The contact was signed in Stans on 22 January 2007 with armasuisse, the procurement and technology centre that operates within the Federal Department of Defence, Civil Protection and Sports (DDPS). It was said that the aircraft will be stationed at the air force base in Sion (principal location) and in Emmen. The PC-21 trainers will be delivered by the end of 2007, and training for Swiss Air Force pilots is scheduled to commence in March 2008.

Civil | Military | Helicopters | History | Spaceflight

Last updated 12 February 2007

FLUG REVUE, Ubierstr. 83, 53173 Bonn, Germany