Side mounted joy stick, nosewheel steerable through joystick. Construction: Aluminium, Dacron
Engine: Cuyuna ULII-02 (429 cc) 33 hp
Static thrust: 250 lb
Wing span: 26 ft
Wing area: 130 sq.ft
Height: 6 ft 11 in
Length: 14 ft 2 in
Empty wt: 240 lb
Max wt: 550 lb
Fuel cap: 5 USG
Stall: 22 mph
Max speed: 63 mph
Vne: 75 mph
Climb rate: 600 fpm @ 35 mph
Design limit: +6, -4g
Glide ratio: 8-1
Wing loading: 4.23 lbs/sq.ft
Power loading: 15.71 lbs/hp
Designed by Virginius E. Clark, the 1931 100, 100-A or American Pilgrim was essentially a Fairchild product, descended from Fairchild 100.
The Pilgrim 100-A received ATC 443, 2-365.
The 1932 100-B was powered by Wright R-1820 Cyclone B engines and received ATC 470. Ten were built, of which six went to American Airways, and four to the Army as Y1C-24.
Priced at $28,750, sixteen P&W Honet-engined Pilgrim 100As and six Wright Cyclone-engined 100B were built, all of which went to American Airlines, later passing to Alaskan Airways.
100 / 100-A / American Pilgrim
Engines: 575hp P&W Hornet B
Wing span: 57’0″
Length: 38’1″
Useful load: 3388 lb
Max speed: 136 mph
Cruise: 118 mph
Stall: 65 mph
Range: 400-500 mi
Seats: 10
100-B
Engines: 575hp Wright R-1820 Cyclone B
Length: 39’2″
Useful load: 3313 lb
Max speed: 135 mph
Cruise: 118 mph
Stall: 65 mph
Range: 510
Seats: 10
Pilcher added bicycle wheels and a tow launch to his ‘Hawk’ for swifter starts, and more than 100 separate pieces of piano wire to hold the wings in shape. Many successful flights were made.
Percy Pilcher crashed and was killed in the Hawk on 2 October 1899.
First flight: 1896
Wing span: 7.1m / 23ft 4in
Length: 5.6m / 18ft 6 in
Weight: 23 kg / 50 lb
In 1893 Pilcher had been appointed assistant lecturer in Naval Architecture and Marine Engineering at Glasgow University, and it was there, inspired by Otto Lilienthal, that he designed his first glider, the Bat, in 1895 and tested it at Cardross. In 1896 he made his first glides, under Lilienthal’s tuition. This was the second form of Bat, with a bisecting circular fin and tailplane. Longer flights were made, some under tow when the wings’ dihedral was reduced.
The PC-24 twin-engine business jet is equipped with a cargo door.
The first ever PC-24 took off on its maiden flight on 11 May 2014 at 10:00 local time from Buochs Airport. Prototype P01, callsign HB-VXA, flew across central Switzerland for a total of 55 minutes. The flight went exactly as planned with no problems. The aircraft took off from runway 07 in just under 600 meters and climbed to 10,000 feet (approx 3000 m ) in around three minutes. Test pilot Paul Mulcahy flew the PC-24 as Pilot in Command, with second test pilot, Reto Aeschlimann. The maiden flight followed a route across Central Switzerland – from Altdorf to Brünig via Engelberg. Twelve Flight Test engineers watched the flight from the ground on a stream of real-time flight data received from the PC-24.
A total of three PC 24 prototypes were to be built and used to complete a test programs of some 2,300 hours over the next two years.
Pilatus sold 84 PC-24’s in the space of just 36 hours at last year’s European Business Aviation Conference & Exhibition (EBACE) in May 2014. Certification and initial deliveries of the first aircraft were to come off the production line are planned from 2017.
The Pilatus PC-24, the “super versatile jet” from the Swiss manufacturer that is designed to bring many of the PC-12 turboprop’s unique capabilities to the bizjet market.
PC-24 production has started at Pilatus Aircraft’s headquarters in Stans, Switzerland, as the manufacturer readies to deliver the first customer airplane following certification.
In January 2017, fractional-ownership company PlaneSense was revealed as the launch customer for the jet, which features a large aft cargo door and the ability to operate from unimproved airstrips, both hallmarks of the PC-12 NG.
Flight testing to date has confirmed that the PC-24 will beat original projections and that the current flight test schedule is tracking on time, allowing for the handover of the first customer airplane two short weeks after certification is in hand.
Pilatus opened and closed the order book for the PC-24 at the EBACE show in Geneva in 2014, notching 84 sales, or three years’ worth of production. A long line of potential customers is said to be showing interest in the $9 million jet. Pilatus says it will reopen the order book after completing certification.
The PC-24 will boast a speed of 425 knots, a range of nearly 2,000 nm, a max operating altitude of 45,000 feet and a max payload figure of 2,500 pounds. The jet will be capable of carrying up to 10 passengers.
In January 1999 Pilatus launched the development of a completely new training system, the PC-21. The objective was to meet the expectations of modern air forces over the next 30 years both in terms of capability and life-cycle cost.
With this in mind, the PC-21 development specification focused on three core objectives:
A superior aerodynamic performance when compared with any other turboprop trainer on the market, a more powerful, flexible and cost effective integrated training system than any other jet or turboprop trainer in the world, and a life-cycle support cost not to exceed current turboprop benchmarks.
The wingspan is 1.1m shorter than the PC-9 wing. The fowler are big enough to allow a stall speed of 81 kts when configured. The small ailerons are hydraulically boosted and are suppoorted by spoilers which begin to deploy at greater than 5 degrees of aileron deflection. The load limit is +8 to –4 G.
The aircraft has been designed to be fast for a turboprop with a maximum speed of 370 kts. The canopy is birdstrike resistant. The wing leading edge is designed to prevent a birdstrike from penetrating deeply into the wing structure by dissipating the energy span-wise. The zero-zero ejection seats are Martin Baker Mk 16s with selectable command ejection options. Oxygen is supplied from an onboard oxygen generation system. The air conditioning system is automatic.
The Pratt & Whitney Canada PT6A-68B 1600 shp / 1195 kW engine power is limited to 900 shp / 670 kW on the ground or below 90 kts. Above 90 kts the power is increased until the full 1600 shp / 1195 kW is reached at 200 kts and above. This is controlled automatically by the power management system.
The first flew on 1 July 2002.
PC-21
Engine: Pratt & Whitney Canada PT6A-68B 1600 shp / 1195 kW
Wing span: 9.11 m
Length: 11.23 m
Height: 3.91 m
Wing area: 15.2 sq.m
Basic empty weight: 2280 kg
Max take off weight (Aero): 3100 kg
Max take off weight (Utility): 4250 kg
Max external load: 1150 kg
Max loading: +8 / -4 G
Max operating speed: 370 KEAS
Max operating Mach: 0.72
Max level speed (FL 100 ISA): 337 kt
Useable cruise speed: 300 kt
Stall: 81 kts
Announced in October 1989, the PC-12’s design has come about after analysis of various missions. Pilatus built two prototypes, the first flying on May 31, 1991, and it took just over 600 flight hours over three years to obtain Swiss certification. US FAA certification was awarded five months after this and the aircraft made its first sale to a US customer the very same day.
The PC- 12 has various internal configurations: a six-seat executive aircraft, a nine-seat corporate commuter, a “combi” carrying four passengers and 210 cu.ft of freight, an all-cargo version with its 330 cu.ft cabin area and the special mission aircraft. With a cabin over 5 metres in length, and a pressurisation differential of 5.75 psi giving a cabin altitude of 9,000 ft at 30,000 ft, the PC-12’s maximum operating certified altitude.
The PC-12’s Pratt & Whitney Canada PT6A-67B turboprop engine is de-rated to 1,200 shp for take-off and 1000 shp in the cruise. Pilatus has improved the engine governor system on the PC- 12 to the point where you simply push the power lever forward for take-off and confirm that the engine is indeed making full power. There is no propeller lever as the four-bladed, aluminium, fully reversible Hartzell propeller is governed to a constant speed of 1,700 rpm. With a diameter of 2.67 m, the propeller clears the ground by only 32 cm at minimum extension.
The digital engine in¬strument system panel, the EIS (engine instrument system), displays all the indicators for the engine, while the overhead panel contains the electrical power management controls and indicators.
The flight controls are conventional, using push-pull rods and carbon steel cables connected to the pilot’s and copilot’s control wheels and rudder pedals. Electric triple-trim systems assist the pilot in controlling the aircraft around pitch, roll and yaw axes and the aircraft has Fowler flaps that have four operating positions: 0 degrees (up), 15 degrees (take-off), 30 degrees (also take-off) and 40 degrees (landing), with intermediate positions able to be selected. The flaps will stop automatically if an asymmetric condition of more than 5 degrees is detected and the rudder has a yaw damper and an auto-trim system. The PC-12’s landing gear is a conventional tricycle arrangement and has been designed for both grass and rough field operations. The PC- 12 has a very simple fuel system with no fuel management required and the air¬craft has an automatic fuel balance feature. The 1,522 litres of total useable fuel, stored in four integral wing tanks, gives the pilot around eight hours of IFR endurance.
The PC-12 is the first single-engine aircraft to qualify for a stalling speed above 61 knots at a maximum take-off weight of 4,500 kg. The PC- 12 has a stick pusher, which applies 50 lbs of forward pressure, so the aircraft is highly unlikely to be unintentionally stalled. In the landing configuration with gear down and flaps extended, the shaker begins at 65 knots and the pusher at 59 knots. When the aircraft is “clean” the shaker comes in at 90 knots and the pusher at 85 knots. Before the pusher takes effect the two aircraft computers calculate how much the nose must be lowered to avert at stall. When the PC-12 is stalled, it is fairly typical in its behaviour.
Because the PC-12 is considerably electrically dependent it has two generators, which are able to back each other up, and a 43-amp battery. The battery can take the load of one nav/com unit and the GPS for at least an hour after lose of engine electrical power.
In 2000 PC-12 sales increased 25.5% with a total of 69 aircraft delivered.
The PC-12/47 variant has increased maximum weight, modified winglets and other upgrades.
PC-12
Engine: Pratt & Whitney Canada PT6A-67B turboprop, (max) 1200 shp / 1327kW, (continuous) 1000 shp
Wingspan: 53 ft 3 in / 16.23m
Length: 47 ft 3 in / 14.4m
Height: 14 ft / 4.26m
Max ramp weight: 9965 lb
Max take-off weight: 4000 kg / 8819 lb
Empty weight: 2386 kg / 5260 lb
Usable fuel: 1,522 lt / 402 USG
Payload: 1150kg / 2535 lb
Wing loading: 35.7 lbs./sq. ft
Power loading: 8.2 lbs./shp
ROC SL: 2000 fpm
ROC FL200: 1500 fpm
Service ceiling: 7620 m / 25000 ft
Max certified alt: 30,000 ft
Max operating speed: 240 kts
Cruise speed: 497 km/h / 309 mph
Max range: 2172 nm
Range with 640 kg: 1600 nm
Range with 1430 kg: 400 nm
Takeoff distance: 1475 ft
Landing distance: 945 ft
Cabin volume: 330 cu.ft
Crew: 1-2
Passengers: 9
Base price: $2,700,000
2009 Pilatus PC-12 NG
Base Price: $3.8 million
Engine: Pratt & Whitney PT6A-67P, 1200 shp
Max Takeoff Weight: 10,450 lb
Max Payload: 2866 lb
Seats: 6–9
Rate Of Climb: 26.5 min to FL300
Max Certified Altitude: 30,000 ft
Max Cruise Speed: 280 kt
Fuel Flow @ Max Cruise: 491 lb/hr (73 gph)
Takeoff Distance Over 50 Ft. Obstacle: 2650 ft
The prototype PC-9 flew on May 7, 1984, and was followed by a second aircraft, to production standard, on July 20, 1984. Although it bears a strong external resemblance to the PC-7, the PC-9 has only ten per cent commonality with the former. Major differences include a ventral airbrake, a reduced span wing with enlarged ailerons, a longer dorsal fin, and undercarriage doors. Compared with the PC-7, the PC-9 has an 857kW PT-6A-62 turboprop engine driving a four-blade propeller which, together with the structural changes, gives a significantly improved performance, including a maximum low-level speed of 496km/hr (268kt), an initial climb rate of 1,247m/min (4,000ft/min), and a time to 4,575m (15,00ft) of 4mm 30sec. Stepped tandem seating is fitted under a revised canopy, with Martin-Baker zero-zero ejection seats. Cleared for erect and inverted spinning.
Pilatus had completed the first PC-9 for Australia by June 1987. Two aircraft will be supplied complete, followed by six in kit form and components for 11 more. Hawker de Havilland and the GAF division of Aerospace Technologies of Australia assembled their first PC-9/A, of 67 PC-9/As for the RAAF, which first flew on 14 November 1987.
By late 1986 126 PC-9s had been sold to five customers.
Orders for more than 150 have been placed by 1990 by a number of air arms including those of Burma and Saudi Arabia. The PC-9 is fully acrobatic and has provision for underwing pylons for light stores.
Pilatus has continually upgraded the PC-9M to improve its operation, while maintaining low life-cycle and acquisition costs. Optimised power mapping and a trim aid device result in outstanding airborne handling. The introduction of large primary and secondary AMLCD flight displays has transformed the PC-9M into a true “glass cockpit” aircraft. The aircraft can also be equipped with a Head Up Display and Video Recording System, which enable the operator to expose students to today’s fighter technology at a very early stage of their training.
By 1993 a total of 140 aircraft were built.
The Royal Australian Air Force’s Pilatus PC-9/A is the major basic training aircraft of the Australian Defence Force (ADF), introduced to the Air Force in 1987. Pilot training in the aircraft commenced in 1989. It was flown by the Central Flying School at RAAF Base East Sale, Victoria, where ADF fixed-wing flying instructors are trained, No 2 Flying Training School at RAAF Base Pearce, Western Australia, where ADF pilots are trained to ‘wings’ stage, and Forward Air Control Development Unit at RAAF Base Williamtown, near Newcastle, to train Joint Terminal Attack Controllers.
The PC-9/A is flown by the RAAF Roulettes in aerobatic displays at major events throughout Australia. Central Flying School pilots fly six aircraft that comprise the team as a secondary role to their instructional tasks. Central Flying School trains Navy and Air Force pilots to become flying instructors.
At RAAF Base Pearce, trainee ADF pilots, having successfully completed the Basic Flying Course at the ADF Basic Flying Training School at Tamworth, undertake the Advanced Flying Training Course with No 2 Flying Training School, during which they fly 130 hours in the PC-9/A. Upon successful completion, graduates are awarded their wings and posted to a flying squadron.
There are also four modified PC-9/A(F) aircraft in grey paintwork fitted with smoke grenade dispensers for target marking. These aircraft are based at RAAF Base Williamtown, near Newcastle, and are used to train ADF Joint Terminal Attack Controllers (JTACs, formerly forward air controllers), who coordinate air support to troops on the ground.
In 2020 eighteen retired RAAF PC-9A were placed up for auction at Avalon Airport, Victoria, Australia, with bids starting at $1 and no reserve.
Variant: Raytheon Aircraft T-6 Texan II
PC-9
Crew: 2
Engine: 1 x Pratt & Whitney Canada PT6A-62 turboprop, 950 shp (708 kW)
Wingspan: 10.12 m / 33 ft 2 in
Length: 10.18 m / 33 ft 3 in
Height: 3.26 m / 11 ft 8 in
Wing area: 175.453 sq.ft / 16.3 sq.m
Max take-off weight: 3200 kg / 7055 lb
Empty weight: 1620 kg / 3572 lb
Fuel internal: 508 lt
Max. speed: 556 km/h / 345 mph
Landing speed: 79 kt / 147 km/h
Cruising speed: 270 kt / 500 km/h
Max operating speed: 320kts IAS
Initial climb rate: 3937.01 ft/min / 20.0 m/s
Ceiling: 11580 m / 38000 ft
Range w/max.fuel: 1642 km / 1020 miles
T/O run: 240 m
Ldg run: 260 m
Endurance: 2 hr
Crew: 2
Pilatus PC-9/A
Engine: Pratt and Whitney PT6A-62 turboprop, 950 shp / 710kW
Length: 10.18m / 33 ft 4 in
Height: 3.28m / 10 ft 8 in
Wingspan: 10.24m / 33 ft 2in
Wing area: 175.3 sq.ft
Basic weight: 2250kg
MTOW: 2710kg
Max speed: 320 kts
Cruise speed: 270 kts
ROC: 4100 fpm
Range (with two underwing tanks): 1,850km
Combat radius: 650km
Ceiling: 25,000 ft
Hardpoints: 2
Crew: 2
Pilatus PC-9/A (F)
Engine: Pratt and Whitney PT6A-62 turboprop, 950 shp / 710kW
Length: 10.18m / 33 ft 4 in
Height: 3.28m / 10 ft 8 in
Wingspan: 10.24m / 33 ft 2in
Wing area: 175.3 sq.ft
Basic weight: 2250kg
MTOW: 3210kg
Max speed: 320 kts
Cruise speed: 270 kts
ROC: 4100 fpm
Range (with two underwing tanks): 1,850km
Combat radius: 650km
Ceiling: 25,000 ft
Hardpoints: 2
Crew: 2
PC-9M
Basic empty weight (typical) 1,725 kg (3,803 lbs)
Maximum take-off weight 2,350 kg (5,181 lbs)
Maximum external load 1,040 kg (2,292 lbs)
Take-off ground roll 247m (810ft)
Landing ground roll 352m (1.155ft)
Rate of climb 3,880 ft/min
Maximum operating speed 320 KCAS
Maximum cruise speed 271 KTAS
Maximum cruise speed at 10,000 ft 298 KTAS
Stall speed – flaps and gear down 69 KCAS
Maximum positive g-load +7.0 g
Maximum negative g-load -3.5 g
Sustained g-load +3.7 g
Maximum range (clean) 860 nm
Underwing stores 6
The Pilatus PC-8D Twin Porter was a Swiss ten-seat light transport built by Pilatus Aircraft. Work on the Twin Porter started in 1966, it was a modified Pilatus PC-6 high-wing monoplane with the nose-mounted engine removed and two 290 hp Lycoming IO-540-GIB engines mounted on the wing leading edges.
To keep development costs down, as many components as possible were adopted from the single-engine PC-6 Porter, such as the center fuselage, the wings and main landing gear. There was a new development of the forward fuselage, also with the tail and the arrangement of the propellers. The cabin was easily converted for various tasks. First drafts showed a motor assembly right and left of the fuselage nose, similar to the Dornier Do 28. A tandem arrangement of the engines like on the Dornier Wal above the fuselage, as with the earlier flying boats, was considered. In the final design, the engines were located very close, in front of the wings, to the fuselage with separate engine pylons. There was no fixed connection between the engines and the wings, but a gap as in a slat. With this arrangement, it was hoped to obtain favorable values for single-engined flight.
On 28 November 1967, the PC-8D prototype made its first flight. The results from more than a year of flight testing were not satisfactory, so they abandoned the project at the end of January 1969. Because of the lack of single-engine performance, approval by FAR23 was not possible. The PC-8D Twin Porter was presented also at the international air show in Paris. The only aircraft built was scrapped after the project.
Simultaneously, Pilatus began the development of the training aircraft PC-7 powered by a turboprop engine. This made it possible to retrofit existing piston-engined Pilatus Porters with turboprop engines, with minimal changes to the airframe. The desired higher power of the twin PC-8D was achieved with lower operating and maintenance costs. A PC-8 with twin turboprop engines was considered, but was abandoned due to lack of market demand.
Only the one aircraft was built as flight testing was halted in 1969. The prototype was later scrapped.
Powerplant: 2 × Lycoming IO-540-GIB5, 220 kW (290 hp) each
Propellers: 3-bladed Hartzell HC-A3VK/V8433-4, 2.03 m (6 ft 8 in) diameter
Wingspan: 15.60 m (51 ft 2 in)
Wing area: 32.4 m2 (349 sq ft)
Length: 10.50 m (34 ft 5 in)
Height: 3.65 m (12 ft 0 in)
Empty weight: 1,550 kg (3,417 lb) (equipped)
Max takeoff weight: 2,700 kg (5,952 lb)
Maximum speed: 260 km/h (160 mph, 140 kn)
Cruise speed: 230 km/h (140 mph, 120 kn) max cruise (70% power at sea level)
Range: 1,400 km (870 mi, 760 nmi) max fuel, 620 kg (1,370 lb) payload, no reserves
Rate of climb: 6 m/s (1,200 ft/min)
Take off distance to 15 m (50 ft): 260 m (850 ft)
Landing distance from 15 m (50 ft): 250 m (820 ft)
Crew: one
Capacity: nine passengers
Based on PC-3 model, the first prototype flew on April 12, 1966, entering production in 1978. The PT-6A-powered tandem-seat trainer suitable for basic, transition and acrobatic training and, when fitted with suitable equipment, for IFR and tactical training, the first production PC-7 flew on August 18, 1978. PC 7 Turbo Trainers may be armed with four 7,62¬mm machine guns with 500 rpg, two 551 lb (250 kg) bombs.
Pilatus PC-7 Turbo-Trainer Article
Late in 1978, an initial contract was placed with Pilatus for eight PC 7 Turbo Trainers for the Colegio del Aire, these arriving in Mexico mid 1979, with a total of 55 aircraft ordered.
Surinam became the 14th military operator of the PC-7 when it took delivery of two aircraft in October 1986. Lightweight Martin-Baker Mk.15 ejection seats are optional on new aircraft, and are also available for retrofit to older aircraft.
More than 380 had been sold by late 1986 and by 1990 more than 400 were in service.
The PC-7 Mk.II began operation in 1994 and was designed to reflect the handling qualities of a PC-9 but with a less powerful engine. The PC-7 Mk.II is designed for all aspects of ab initio and basic training, and covers a limited number of tasks required in advanced flying training.
PC-7 Turbo-Trainer
Engine: 1 x P&WAC PT6A-25A turboprop, 550 shp (410 kW).
Span: 10.4 m
Length: 9.8 m.
Wing area: 16.6 sq.m
Empty wt: 1330 kg.
MTOW: 2700 kg
Warload: 1040 kg.
Max speed: 500 kph
Initial ROC: 630 m / min.
Ceiling: 9800 m
T/O run: 250 m.
Ldg run: 335 m
Fuel internal: 480 lt.
Range/Endurance: 1350 km / 3 hr 20 min
Combat radius lo-lo-lo: 535 km.
PC-7 Mk.II
Take-off ground roll: 259m (850ft)
Landing ground roll: 335m (1,100ft)
Rate of climb: 2,840 ft/min
Maximum operating speed: 300 KCAS (556 km/h)
Maximum cruise speed: 242 KTAS (448 km/h)
Maximum cruise speed at 10,000 ft: 251 KTAS (465 km/h)
Stall speed – flaps and gear down: 68 KCAS (126 km/h)
Maximum positive g-load: +7.0 g
Maximum negative g-load: -3.5 g
Sustained g-load: +3.2 g
Maximum range (clean): 810 NM
Underwing stores: 6
Basic empty weight (typical): 1,670kg (3,682 lbs)
Max take-off weight: 2,250kg (4,960 lbs)
Maximum external load: 1,040kg (2,292 lbs)
PC-7/CH
Engine: 1 x Pratt & Whitney Canada PT6A-25A, 485kW
Max take-off weight: 2700 kg / 5953 lb
Loaded weight: 1330 kg / 2932 lb
Wingspan: 10.4 m / 34 ft 1 in
Length: 9.78 m / 32 ft 1 in
Height: 3.21 m / 11 ft 6 in
Cruise speed: 412 km/h / 256 mph
Ceiling: 9755 m / 32000 ft
Range w/max.fuel: 2260 km / 1404 miles
Crew: 1-2
All Aero 