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
The Pilatus Porter PC 6 first flew on 4 May 1959 and remained in production in 2005. Once marketed as the “Heli Porter” by Fairchild in the US, this name more accurately describes the type’s abilities, although its true success came only after the turboprop engine was introduced to the design from May 1961 onward.
After the first of five prototypes flew on 4 May 1959, a pre-series of twenty aircraft was completed by mid-1961. A second series of twenty had been delivered by mid-1963. One was delivered to the Colombian Air Force.
The PC-6 was available with the 340 hp geared and super-charged GSO-480-B1A6 or the 350 hp geared TGO-540-B1A engines.
The Turbo-Porter development first flew on 2 May 1961, powered by a Astazou IIE turbo-prop.
Entering production in 1961, the Turbo-Porter light STOL utility transport, derived from the piston-engined Porter, has been built in substantial numbers for both civil and military applications. Identical to the earlier PC-6, except the engine, the PC-6A Turbo-Porter is equipped with a Turbomeca Astazou II 530 shp engine in place of the Lycoming GSO-480 of 340 hp. Cruise is 170 mph carrying eight passengers or an 1160 lb payload. Take-off distance is 425 ft and it can be equipped low-pressure tires for grass fields, skies or floats.
Production later changed to the improved Astazou IIG engine.
Fairchild possessed a US manufacturing licence for the Turbo-Porter, and in early 1964 was offering the type, re-engined with a Pratt & Whitney PT6A-6 turboprop. Two Astarzou-powered Turbo Porters were evaluated by the US Army during February-March 1964.
Operated by the US Army as the UV-20A Chiricahua.
In production since 1985, the 1987 production version of the Turbo-Porter was the PC-6/B2-H4, which has an increased payload. This was achieved by improving the aerodynamic efficiency of the aircraft by fitting new wing-tip fairings and an enlarged dorsal fin for increased weights, and is normally fitted with six quickly-removable seats in the main cabin. All PC-6s built since mid-1985 are of the H4 variant. Earlier PC-6/B1-H2s and /B2-H2s can be retrofitted to H4 standard if equipped with an electrical longitudinal trimming system. By mid-1986 456 PC-6s of all models had been delivered to civil and military operators, including those built under licence by Fairchild, as the AU-24 Peacemaker, in the USA.
The Credible Chase programme, an off shoot of Pave Coin, in which a number of aircraft were evaluated by the USAAF at Eglin AFB in order to come up with a new light-strike attack aircraft for the South Vietnamese Air Force, resulted in a 15 each order for the Helio Stallion and Fairchild Peacemaker. These aircraft, carrying the designa¬tions AU 24 and AU 23 respectively, are militarised versions of their commercial counterparts, but have increased gross weights, underwing and fuselage hardpoints and Gatling guns firing from the cabin doors.
Fairchild production of Pilatus Turbo-Porters begun June 1966; 15 of COIN version delivered to USAF as AU-23A Peacemaker, transferred to Royal Thai Air Force.
The PC-6/B1-H2 and B2-H4 were certified under Switzerland Federal Office for Civil Aviation FOCA F 56-10.
More than 480 PC-6s had been delivered by 1990.
As the certification of the PC-24 Super Versatile Jet got closer, in July 2017 Pilatus announced it was discontinuing the PC-6 Porter. The Porter has seen one of the longest continuous production runs of any airplane model since it first rolled off the line in Switzerland in 1959.
While the production line has been running for nearly six decades, the number of airplanes produced is nowhere near mass-produced. The Swiss manufacturer has delivered a little more than 500 of the multi-mission high-wing airplane and approximately another 100 Porters were produced in the United States under license.
Pilatus said orders have dropped in recent years. Pilatus will continue to take orders for the airplane until mid 2018 and will cease production in early 2019. Pilatus has also committed to supporting the existing fleet for at least the next 20 years. There will be no layoffs of employees as a result of the production termination. Instead, workers from the PC-6 product line will transfer to the PC-24.
PC-6 Porter Engine: Lycoming GSO 480, 340 hp Wingspan: 49 ft 10.5 in Length: 33 ft 5.5 in Height: 10 ft 6 in Wing area: 306.8 sq.ft Empty wight: 2360 lb Loaded weight: 4320 lb Max speed: 143 mph Max cruise: 135 mph Econ cruise: 125 mph ROC: 1025 fpm Service ceiling: 23,950 ft Max range: 750 mi
PC-6 Turbo-Porter Engine: 1 x P&WAC PT6A, 410 kW. Wing span: 15.87 m / 52.07 ft Wing area: 30.15 sq.m / 324.54 sq.ft Overall length: 10.90 m / 35.76 ft Height: 3.20 m / 10.50 ft Track: 3.00 m Empty wt: 1270 kg. MTOW: 2880 kg Payload: 960 kg. Fuel internal: 645 (+490) lt Capacity: 10 pax. Design diving speed (VD): 167 kt Never exceed speed (VNE): 151 kt Design cruising speed (VC): 119 kt Max. flap extended speed (VFE): 95 kt Stall speed (idle power) flaps up (VS): 58 kt Stall (idle power) flaps dn (VSO): 52 kt Max. operating altitude: 25,000 ft Service ceiling (at max. weight): 20,500 ft Max. rate of climb at sea level: 1,010 ft/min Max. rate of climb at 5,000 ft: 935 ft/min Take-off ground roll at sea level: 197 m / 646 ft Take-off dist to 15 m (50 ft): 475 m / 1,558 ft Landing ground roll at sea level: 127 m / 417 ft Landing distance from 15 m (50 ft): 315 m / 1,033 ft Take-off ground roll at sea level: 197 m / 646 ft Take-off distance to 15 m (50 ft): 440 m / 1,443 ft Max. Range at opt. speed, no reserves, at 10,000 ft: 500 nm Endurance at opt. speed, no reserves: 4 h 20 min Max range with underwing tanks: 870 nm Endurance with underwing tanks: 7 h 35 min Average fuel consumption: 148 litres/h (39 US gal/h)
PC-6A H2 Engine: Turbomeca Astazou IIE turboprop, 523 shp. Max speed: 170 mph Normal cruise 80%: 155 mph at 9800 ft ROC: 1700 fpm Service ceiling: 28,000 ft Max range: 620 mi Endurance: 4 hr 20 min Empty weight: 2248 lb MTOW: 4320 lb Wingspan: 49 ft 10.5 in Length: 36 ft 1 in Height: 10 ft 6 in Wing area: 306.8 sq.ft
PC-6-B1-H2 Engine: P&W PT6A-20, 550 shp.
PC 6 B2 Turbo Porter Engine : Pratt & Whittney PT A-27 Length: 36.089 ft / 11.0 m Height : 10.499 ft / 3.2 m Wingspan : 49.869 ft / 15.2 m Wing area : 310.003 sq.ft / 28.8 sq.m Max take off weight : 6107.9 lb / 2770.0 kg Weight empty : 2932.7 lb / 1330.0 kg Max. weight carried : 3175.2 lb / 1440.0 kg Max. speed : 132 kt / 244 km/h Initial climb rate : 1968.5 ft/min / 10.0 m/s Service ceiling : 32808 ft / 10000 m Wing load : 19.68 lb/sq.ft / 96.0 kg/sq.m Range : 721 nm / 1336 km Endurance : 6 h Crew : 1+7
PC-6/B2-H2 Engine: P&WAC PT6A-27, 550 hp / 507kW Wingspan: 15.87 m / 52 ft 1 in Length: 10.9 m / 36 ft 9 in Height: 3.2 m / 11 ft 6 in Wing area: 30.15 sq.m / 324.53 sq ft Wing loading: 15.57 lb/sq.ft Pwr loading: 8.8 lb/hp. Gross wt: 4850 lb Empty wt: 2680 lb. Equipped useful load: 1973 lb Payload max fuel: 851 lb. Range max fuel/cruise: 388 nm/2.9 hr Range max fuel / range: 461 nm/ 3.6 hr. Service ceiling: 30,000 ft Max cruise: 135 kt. Max range cruise: 130 kt Stall: 44-50 kt. 1.3 Vso: 57 kt ROC: 1270 fpm. Min field length: 770 ft Fuel cap: 1122 lb. Seats: 11.
PC-6-B2-H4 Engine: PT6A-27, 680 shp (508 kW) flat-rated at 550 shp (410 kW). Wing area: 29sq.m. MTOW Std: 4850 lb MTOW Special cat: 6000 lb Cruise: 120-135 kt Stall: 44-50 kt. TO run: 370 ft TO 50 ft: 780 ft Range (@4850 lb): 450 nm Payload: 2000 lb. Pax cap: 11
The Pilatus P-4 represented another attempt by the company to get into the market for civil aircraft, but this five-seat cabin monoplane had little more success than its SB-2 predecessor. Of braced high-wing monoplane configuration, with fixed tailwheel landing gear, a braced tail unit and a 142kW Avco Lycoming O-435 engine, the P-4 had accommodation for a pilot and four passengers. All passenger seats were removable easily so that the P-4 could be used as a cargo carrier, or as an air ambulance accommodating two stretchers and two medical attendants.
P-4 Engine: 1 x Avco Lycoming O-435, 142kW Max take-off weight: 1500 kg / 3307 lb Wingspan: 11.85 m / 39 ft 11 in Max. Speed: 245 km/h / 152 mph Crew: 1 Passengers: 4
The success of the P-2 led to development of a new general-purpose trainer under the designation Pilatus P-3, the prototype of which was flown for the first time on 3 September 1953. Intended for use as both a primary and advanced trainer, the P-3 is of cantilever low-wing monoplane configuration and differs from its predecessor by being of all-rnetal construction. It has retractable tricycle landing gear, but as the P-3 was required by the Swiss air force for ‘all-through’ training, from the primary stage to the point of passing on to the de Havilland Vampire jet trainer, a lower-powered engine was adopted, the Avco Lycoming GO-435-C2A. Like the P-2 that preceded it into service, the P-3 has similar standards of equipment or weapons for comprehensive pilot training by day or night. A total of 72 P-3s was built for the Swiss air force, and in 1993 a handful of these remain in service.
A small number were supplied to Brazil, but these were superseded by indigenous trainers by 1993.
P-3 Engine: 1 x Avco Lycoming GO-435-C2A, 194kW Max take-off weight: 1500 kg / 3307 lb Loaded weight: 1110 kg / 2447 lb Wingspan: 10.4 m / 34 ft 1 in Length: 8.75 m / 29 ft 8 in Height: 3.05 m / 10 ft 0 in Wing area: 16.5 sq.m / 177.60 sq ft Max. speed: 310 km/h / 193 mph Ceiling: 5500 m / 18050 ft Range: 750 km / 466 miles Crew: 2
P3-05 Engine: Lycoming GO-435-C2A, 260 hp Propeller: Hartzell HC-83V20-2C, 3-blade
The P-2 first flew in 1945 as a trainer for operation from high-altitude airfields, fitted with night-flying, radio and oxygen equipment.
The first 27 were built as pilot trainers while the balance of 26 were built for weapons and observer training. They were built using many parts from stocks of Bf109 components.
P-2 Engine: 1 x Argus As 410 A-2, 347kW / 465 hp Max take-off weight: 1970 kg / 4343 lb Empty weight: 1520 kg / 3351 lb Wingspan: 11 m / 36 ft 1 in Length: 9.07 m / 30 ft 9 in Height: 2.7 m / 9 ft 10 in Wing area: 17 sq.m / 182.99 sq ft Max. speed: 340 km/h / 211 mph Cruise speed: 305 km/h / 190 mph Range: 865 km / 538 miles Crew: 2
First product of Pilatus Flugzeugwerke AG was a four/six-seat light transport designated Pilatus SB.2 Pelican, a braced high-wing monoplane with fixed tricycle landing gear, powered by a 336kW Pratt & Whitney Wasp Junior radial engine. The pilot and co-pilot/navigator were seated in a separate compartment forward of the wing leading edge, with a main cabin below the wing which could be arranged to accommodate two to four passengers according to layout. The Pelican, which was first flown during 1944, failed to gain any commercial interest.
SB-2 Engine: 1 x Pratt & Whitney Wasp Junior, 336kW Wingspan: 15.5 m / 51 ft 10 in Max. Speed: 250 km/h / 155 mph Crew: 2 Passengers: 2-4
The Pik-27 design was begun by DI Aki Suokas with the objective of operating costs at a reasonable level, but not at the expense of safety. The design was to require minimal maintenance and only the necessary systems were included.
The prototype OH-XYA bears the excess weight of a prototype and it was anticipated the next would be at least 30-40 pounds lighter. The prototype weight includes a 70 m tow rope with a built-in reel.
The PIK-27 low-wing monoplane has GRP wing construction and a fabric-covered SAF2205 steel-tube fuselage. The material has a very high elongation at break (25%), which improves the chances of settlement in the event of an accident. Another plan was for a 4130 fuselage.
The wings were traditional glider technology of glass reinforced PVC foam laminate surfaces, with fuel tanks in the wing.
The Windcraft Oy built prototype (OH-XYA) was first flown December 2006, powered by a 115 hp Rotax 914. The Rotax 914 is a supercharged engine, meaning it does not lose power as density increases. The Rotax 914 maintains full power for flight level 150.
The undercarriage and brakes are the same style as the Cessna 172. The landing gear is quite high for a large propeller optimized for low speeds. The propeller has a diameter of 1.95 meters.
The Pik-27 was offered as kit and fits the US LSA definition (FAR CR 1.1). The wings and tail have to be molded. Wings can be joined by the builder if the transportation of a 9 m long package is difficult. The frame could not be deliver welded.
The PIK-26 Mini-Sytky is a single-seater ultra-light aircraft. The structure is entirely wood, except the wing and rudder which are cut from PVC foam. The one-piece wing attaches with two bolts to the main arch of the frame and its rear spar to the lower part of the backrest. Hinged flaps are fitted. The wing can be detached from below, leaving the frame resting on the landing gear.
The cockpit features a sidestick.
Designed by Kai Mellén and first built in 1996, at least four ave been built: OH-U355, OH-U356, OH-U403, and OH-U404. .
Mini-sytky OH-U403 Engine: Mosler MMCB HO2, 35 hp Propeller: 48 “(122cm) x 38 “(96.5 cm) Wing span: 5.24 m Wing chord: 1.15 m Wing area: 6 sq. m Airfoil: GAW-2 Length: 4.33 m Height: 1.22 m Load limit: +3.8, -1.5 g Empty Weight: 144 kg Gross Weight: 250 kg Fuel capacity: 27 lt / 20 kg Useful Load: 106 kg Luggage capacity: 5 kg Vne: 190 km/h Top Speed 3250 rpm: 180 km/h Cruise@3000rpm: 160 km/h Stall w/flaps: 55 kph Stall clean: 60 km / h Maximum flap speed: 120 km / h Maximum manoeuvre speed: 125 km / h Fuel Consumption: 7-8 lt/hr Rate of Climb: 3.2 m/s Takeoff Distance: 170 m Landing Distance: 250 m TO to 15 m: 600 m Landing dist from 15 m: 500 m Climb speed: 100-110 mph Endurance: 3.25 hr Range: 475 km Wing loading: 41.6 kg/sq.m Seats: 1 Wheel track: 1.21 m Wheelbase: 3.27 m Rudder: 0.22 sq.m Vertical stabilizer: 0.56 sq.m Vertical stabilizer profile: NACA 0011 Rudder: 0.38 sq.m Rudder profile: NACA 0009 Aspect Ratio: 4.56 Didedral: 4 degrees Aileron movement: – 35, + 27 Flap deflection: 16 deg Rudder movement: + – 28 deg Elevator movement: 20 deg up, 12 deg down Tires: LAMB 11.400-5 (6ply) Wheels: 5 ” AZUZA Brakes: AZUZA, mechanical
The 1983 PIK-25 Varttimarkka (Quarter Mark) was a 2-seat ultralight of GRP construction. Powered by a VW HO4 engine the project was abandoned.
In 2007 the project was completed privately by Jarmo Hakala of the Finnair flying club and registered OH-XXV.
PIK-25 OH-XXV Engine: 1 x 100/120 hp WV 1.9 TDI JH1 Wing span: 8.8 m Length: 6.6 m Empty weight: 595 kg MTOW: 850 kg Fuel capacity: 240 l Cruise 75% (75hp): 115 mph (less than 2000 ft) Stall speed: 65 mph Stall speed with flaps: 55 mph 3.8G max Fuel consumption 75% (75hp): approx. 14 l / h
The 1981 PIK-21 Super-Sytky is a mid-wing monoplane Formula V racer, powered by a 53 hp VW-1600 engine. A Tavastia College student project of wooden construction, the two built, OH-XTM & OH-XMR, have a wing span of 5.3 m.
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