FLUG REVUE July 2002: Pilatus PC-21 rolls out at Stans

NEW-GENERATION PILATUS PC-21 ROLLS OUT

By Karl Schwarz

P-2, P-3, PC-7, PC-9 and PC-7 Mk.II – the Pilatus aircraft factories in Stans, Switzerland boast an illustrious gallery of propeller trainers. Another important member of the family is the Raytheon T-6A Texan II, over 700 of which are to be built for the US Air Force and Navy, with Pilatus receiving royalties.

Pilatus PC-21

Winning the JPATS competition "was a major success”, recalls Pilatus President Oscar J. Schwenk, "But on the other hand in so doing we have created competition for ourselves. To retain our position as market leader in the long-term, we had to take active measures.”

According to Schwenk, there were two strategic options. "We could have upgraded the PC-9, as "market follower”. The volume of investment would have been relatively low, but there would then have been little to differentiate us from our competitors.” Procurement decisions would have been made on the basis of price – which would be an awkward position against the T-6A Texan II.

The second option, according to Schwenk, was to be the "market innovator”, i.e. to design a completely new aircraft "which in matters of flying performance and weight is right at the limits of what is feasible” and has a cockpit that is based on the layout of future fighters. This route would require massive investment. "On a project like this, it is many years before you see the first profits. On the other hand the prospects are good, as competitions will then be decided on the basis of the functionality and superior efficiency,” Schwenk is convinced.

Development and testing of the PC-21 are expected to cost around 200 million Swiss francs, a budget which was approved by the former owners of Pilatus (the Oerlikon-Bührle company) in November 1998 after a tough internal battle.

Customer orientation was a top priority from the start, and so Pilatus chose the RAF, the Royal Australian Air Force, and the air forces of South Africa and Switzerland to act as "advisers”. "They made their best training specialists available to us to help tailor the flight characteristics and cockpit systems precisely to the requirements of future fighter pilots,” explains Schwenk.

The result was a trainer for the 21st century which, in the view of Pilatus, is a generation ahead of the competition. For example the notable features of the PC-21 include an ultra-modern cockpit, which surpasses even fighters like the Eurofighter or the Gripen. Three 15.2cm x 20.2cm liquid crystal colour displays from Barco dominate the two instrument panels, and even the small emergency indicators are LCDs. A head-up display (HUD) from Flight Vision is also provided as standard, as are up-front control panel and Hands on Throttle and Stick (HOTAS) controls.

But the high point is the avionics architecture, which is based on a powerful computer from Computing Devices. Only the central screen is relevant to flight safety; various display formats can be easily generated for the others. Weapon system displays of the future operational type are quite feasible, as is simulated radar imagery. The general aim is to familiarise the student early on with the mission management tasks that will consume most of the pilot's attention in the fighter aircraft of the future, which are relatively simple to fly.

Despite this shift in training emphasis, however, aircraft performance needs to be better if one wishes to move into jet trainer territory. The PC-21 is therefore powered by a 1600shp (1190kW) version of the PT6 turbine, compared with the 710kW available to the PC-9. Power is produced by a five-blade propeller from Hartzell, which consists of titanium spar and carbon fibre sheeting. As a result, even at low altitudes the aircraft achieves average speeds of 300kt (555km/h) instead of the 390 to 450km/h which has been normal up to now.

An electronic control system keeps performance in check Automatic trimming is provided to balance the enormous torque. In addition, the swept-back wing has a slight twist. It is smaller than on previous trainers because of the need to achieve the higher surface loading of a jet. Ailerons and spoilers provide for excellent rates of roll, and slotted flats for acceptable landing speeds.

Given the greater speeds, the cockpit canopy is reinforced in the front, as well as the wing leading edges to protect against birdstrikes. In case of emergency, the latest Martin-Baker Mk.16L ejection seats are installed.

On the airframe, Pilatus has made extensive use of aluminium, but with a greater number of milled parts so as to increase precision and reduce manufacturing time. Many of the secondary structures are made out of composite materials. The landing gear is also extremely robust. Combined with reliable systems and built-in health monitoring, operating costs are low and service life long, according to Pilatus.

Such predictions are not pure invention, since although the PC-21 prototype was only officially unveiled on 30 April and is not scheduled to fly until the end of June, a lot of experience has already been gained from a re-equipped PC-9 test platform. Since November 2000, trials have been under way using this aircraft to test first the avionics, and then the engine, propeller and wing modifications.

The PC-21 was designed entirely on computers. A digital mock-up thus replaced the models that normally have to be built. "The first prototype was actually built using the tools that will be used during full production,” says Schwenk. "This means we will be able to move into full production without having to develop extra tools. New, modular gauges are ensuring that changes can be implemented quickly and relatively easily.”

After extensive flight testing with prototype no. 1 and a second aircraft that will be available from the end of 2003, "the first full production customer aircraft will roll out of the assembly hangar in November 2004,” says Schwenk.

At present Pilatus is not yet able to name any customers for the "eight to ten million Swiss franc” trainer. But the best prospects are among the four air forces that were involved in project definition, although the Royal Air Force is not looking for a trainer but a training system that is run by a private company. Pilatus expects this to be provided by a consortium in which it would also be willing to invest.

Pilatus is also active with regard to common pilot training across air forces in Europe. Then there are other competitions around, for example in Singapore. After disappointing sales in recent years (in 2001 Pilatus only delivered two trainers), they are extremely confident in Stans. Over a twenty year period they see a requirement for 1,000 trainers and hope to win half of this business.

The success of the PC-21 will be critical to the future of Pilatus, which latterly has been very heavily dependent on the PC-12. Sales of the PC-12 slumped dramatically in the primary market, the USA, after 11 September. Until the stock market flotation, the new owners will therefore not be receiving any dividends. And this stock market flotation will not take place until a launch customer for the PC-21 has been found.

From page 58 of FLUG REVUE 7/2002

Last updated 3 June 2002

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