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Additional Information from Internet Encyclopedia
The Pilatus PC-6 Porter is a single-engined STOL
utility aircraft designed by Pilatus Aircraft of Switzerland. First flown in
1959, the PC-6 was produced at Pilatus Flugzeugwerke in Stans, Switzerland. It
has been built in both piston engine- and turboprop-powered versions, and was
produced under licence for a time by Fairchild Hiller in the United States.
After around 600 deliveries in six decades, Pilatus announced the end of
production in 2017. In 2020 however the company produced a final run of five PC-6s
for Indonesia, the last of which were delivered in 2021.
Development
On 4 May 1959, the first prototype, powered by a
254 kW (340 shp) piston engine, made its maiden flight.[4] In early May 1961,
the first Turbo Porter, powered by a Turbomeca Astazou II turboprop engine,
performed its initial flight.[5] In comparison to its earlier piston
engine-powered incarnation, the Astazou II-equipped Turbo Porter had an
increased gross capacity and top speed, as well as benefitting from the
engine's automatic handling functions. These benefits came at the expense of a
greater initial purchase cost and higher fuel consumption.[5] Both the piston
and turbine-engine versions of the PC-6 became quickly known for their Short
Takeoff and Landing (STOL) capabilities, requiring only a very short takeoff
run before being ready for rotation prior to taking off.
The initial turbine-powered models of the PC-6
were equipped with the Astazou II powerplant, however complaints of the
reliability of this engine were made. Another early turboprop powerplant that
became available for the PC-6 was the Garrett Air Research TPE 331. Some
operators such as Air America chose to retrofit their Astazou II-powered PC-6s
with the TPE 331 engine in its place.[7] In May 1996, the first PC-6 to be
equipped with the Pratt & Whitney Canada PT6A engine performed its maiden
flight.
To offset rising labour and manufacturing costs in
Switzerland, Pilatus distributed manufacturing work on the PC-6 to other
countries; in 1993, Czech Republic-based Letov Kbely began manufacturing
activity upon the type.[9] In 2013, Pilatus formed a joint venture with Beijing
Tian Xing Jian Yu Science Co., Ltd. to locally manufacture the PC-6 and the
newer Pilatus PC-12 in Chongqing, China; initially this facility performed
subassembly work on the fuselage, and later other elements such as the wings
and moving surfaces, which were conveyed to Pilatus' final assembly facility in
Stans, Switzerland.[10][11] Global production of the PC-6 shall be eventually
transferred to the Chongqing facility. On 11 December 2014, the first
Chinese-assembled PC-6 fuselage was completed.[12][13] In 2014, the majority of
PC-6s delivered that year were to Chinese customers.[14] By April 2016, around
20 PC-6s were in operation in the Chinese market; the type has often been used
to replace the Antonov An-2, being reportedly cheaper to operate.
The Porter was also manufactured under license by
Fairchild Hiller in the United States. Roughly 100 of these licence-produced
aircraft would be completed, being mainly purchased by civil operators within
the US.[7][16] A number of Fairchild Hiller-built PC-6s were also procured for
military operations during the Vietnam War. It received the designation AU-23A
Peacemaker for service with the U.S. Air Force. The Peacemaker was fitted with
a side-firing 20mm XM-197 Gatling cannon, four wing pylons and a centre
fuselage station for external ordnance. However, the AU-23A proved to be
troublesome in service. All of them were returned to the continental U.S. and
placed into storage after only a single year of operation. In 1979, a pair of
UV-20s were assigned to the aviation detachment of the Berlin Brigade in
Germany due to their suitability for operating within the heavily restricted
airspace; they were fitted for carrying either cargo, up to eleven passengers,
or three litters with four medical attendants.
After nearly 600 deliveries in six decades
including about 90 Fairchild-Hiller built and 425 PT6-powered, but only 52 in
the last ten years, Pilatus will close the orderbook from summer 2018 and will
roll off the last one in early 2019 while parts production will continue for at
least 20 years.
Design
The Pilatus PC-6 Porter is a Short Takeoff and
Landing (STOL) utility aircraft. The majority of aircraft are powered by a
single Pratt & Whitney Canada PT6A turboprop engine, which drives a fully
reversible, constant-speed, three-bladed HC-B3TN-3D (or an alternative
four-bladed HC-D4N-3P unit) Hartzell aluminium propeller via a reduction
gearbox.[19][20][21] Pilatus claims that it possesses unique STOL capabilities,
capable of landing in places only otherwise accessible by rotorcraft.[20] It is
fully capable of being operated from unprepared rough airstrips, in remote
areas, hot climates and at high altitudes in all-weather conditions. In
particular, the undercarriage employed provides for high wing and propeller
clearances, making the PC-6 less susceptible to damage than conventional
nosewheel-type undercarriages.[20] For further landing versatility, various
types of landing gear may be optionally installed allowing it to operate from
different types of terrain; options include floats for water landings and skis
for landing on snow.
Early models of the PC-6 were equipped with a full
instrument panel as standard, and were reportedly easy for unfamiliar pilots to
intuit.[22] Later-manufactured PC-6s are equipped with a Garmin G950 glass
cockpit in place of analog instrumentation; the majority of earlier-produced PC-6s
can also be retrofitted with a glass cockpit.[23][24] In addition to its flight
functionality, the G950 system acts as a remote maintenance unit and electronic
flight bag all in one. Two large 10.4-inch liquid-crystal displays (LCDs) are
present, functioning as the Primary Flight Display for all key flight
information and the Multi-function Display for system/mission management
respectively; fully independent secondary flight instrumentation is also
provided to provide backup altitude, attitude, and airspeed information in the
event of complete electrical failure.[23][20] The cockpit has been designed for
single pilot operations; additional flight controls for a co-pilot can be
optionally fitted.[19] Other optional features include an autopilot (capable of
operating within all phases of flight), traffic collision avoidance system
(TCAS), terrain awareness and warning system (TAWS), weather radar, satellite
phone, LIDAR, forward-looking infrared (FLIR) and lightning detector; in
addition, onboard electrical and avionics equipment are readily modifiable to
conform with customer requirements.
The airframe is of a rugged and low-maintenance
construction; featuring high levels of accessibility, interchangeability, and
favourable manning levels.[20] The wings, fuselage, and empennage are
manufactured using conventional semi-monocoque construction techniques, the
primary structure being composed of aluminium;[20] the central structure
retains critical strength despite the cutout areas for the sliding doors of the
main cabin.[22] Corrosion resistance is achieved via a combination of plating
and a polyurethane-based enamel paint.[20] The simple nature of the structure
allows for ease of repair in the field.[16] Features such as low-pressure
tyres, twin-caliper disc brakes, and a highly energy-absorbent undercarriage
enable the aircraft to be capable of operating from rough or otherwise
challenging terrain.
For role flexibility, individual aircraft can be
easily converted between various mission types, such as transport, paradrop,
aerial photography, surveillance, air medical services and search and rescue
duties.[19][20] A maximum of ten passengers, or a 2,200 lb payload, may be
carried within the aircraft's main cabin area within the rear section of the
fuselage; the standard passenger seats are designed to allow for rapid removal
and may be stowed within an optional separate externally-accessed seat stowage
compartment behind the main cabin.[20][26] The main cabin area is furnished
with soundproofing measures, ventilation, and heating as standard.[22] A
maximum of three fuel tanks can also be carried in the main cabin, accordingly
reducing payload capacity, to increase the aircraft's flight endurance.[20] In
addition to the large sliding doors at either side of the main cabin, separate
hinged doors are present on either side of the cockpit; an optional
pilot-controlled trapdoor, to accommodate supply drops or surveillance
payloads, may also be installed in the center of the cabin floor without any
design changes required.[7][19][27] Additional equipment include a firefighting
system, aerial application system, underwing tanks, sand filters, propeller
de-icing system, mudguard, tailwheel debris guard, oxygen system, and
additional power distribution system.
Operational history
This section needs expansion. You can help by
adding to it. (March 2016)
The PC-6 is noted for its Short Takeoff and
Landing (STOL) performance on almost any type of terrain - it can take off
within a distance of 640 feet (195 m) and land within a distance of 427 feet
(130 m) while carrying a payload of 2,646 lbs (1,200 kg). Thanks to its STOL
performance, the PC-6 holds the world record for highest landing by a
fixed-wing aircraft, at 18,865 feet (5,750 m), on the Dhaulagiri glacier in
Nepal.
Due to the type's favourable STOL characteristics,
described by the magazine Flying as being "one of the most helicopter-like
airplanes in terms of takeoff performance", Pilatus has deliberately
marketed the PC-6 towards helicopter operators at times, feeling the type to be
complementary to their typical mode of operation.[16] According to Pilatus, the
PC-6 can provide very similar surveillance capabilities to a rotorcraft at a
significantly lower cost to operate and procure.
During its early service, the PC-6 Porter was
noted for its high level of comfort and usability against competing
aircraft.[30] The type has also proven to have a long service life; by 1993,
roughly 440 of the 500 PC-6 Turbo Porters completed by that point were still in
service.
During the 1960s and 1970s, the Central
Intelligence Agency (CIA)-controlled airline Air America operated up to 23
PC-6s at a time. Many of these were operated in the South-East Asia region,
including South Vietnam during the Vietnam War. The type was used for various
missions including paradropping supplies to troops, passenger transport, psy
ops, reconnaissance, prisoner conveyance, airborne radio relay, and other
intelligence operations.
Since 1976, the Austrian Air Force has operated a
fleet of 12 PC-6 Porters as the mainstay of their fixed-wing transport fleet;
the type has been used in various support roles, including transport, Search
and Rescue, firefighting, observation, target-towing and paradropping.
According to Flying magazine, around 40 per cent
of all PC-6s in use in Europe during the early 1990s were being used by
skydivers.
Variants
UV-20
PC-6/340 Porter
Initial production version, powered by a 254-kW
(340-hp) Lycoming GSO-480-B1A6 flat-six piston engine. Max takeoff weight 1,960
kg (4,320 lb).[4]
PC-6/340-H1 Porter
As PC-6/340, but with modified landing gear and
increased weight (2,016 kg (4,444 lb)).[4]
PC-6/340-H2 Porter
As for H-2, but with maximum takeoff weight
increased to 2,200 kg (4,850 lb).[4]
PC-6/350 Porter
As PC-6/340, but powered by a 261 kW (350 hp)
Lycoming IGO-540-A1A piston engine.[4]
PC-6/350-H1 Porter
As for /340 H1 but with O-540 engine.
PC-6/350-H2 Porter
As for 340 H2 with O-540 engine.
PC-6/A Turbo-Porter
Initial turboprop powered version, fitted with a
390 kW (523 shp) Turbomeca Astazou IIE or IIG turboprop engine.
PC-6/A1 Turbo-Porter
This 1968 version was powered by a 427-kW
(573-shp) Turbomeca Astazou XII turboprop engine.
PC-6/A2 Turbo-Porter
This 1971 version was powered by a 427-kW
(573-shp) Turbomeca Astazou XIVE turboprop engine.
PC-6/B Turbo-Porter
This version was powered by a 410-kW (550-shp)
Pratt & Whitney Canada PT6A-6A turboprop engine.
PC-6/B1 Turbo-Porter
Similar to the PC-6/B, but fitted with a 410-kW
(550-shp) Pratt & Whitney Canada PT6A-20 turboprop engine.
PC-6/B2-H2 Turbo-Porter
Fitted with a 507-kW (680-shp) Pratt & Whitney
Canada PT6A-27 turboprop engine.
PC-6/B2-H4 Turbo-Porter
The B2-H4 has improved airframe structuring and
extended, upturned wingtips.
PC-6/C Turbo-Porter
One prototype built by Fairchild Industries in the
United States, powered by a 429-kW (575-shp) Garrett TPE331-25D turboprop
engine.
PC-6/C1 Turbo-Porter
Similar to the PC-6/C, but fitted with a 429-kW
(575-shp) Garrett TPE 331-1-100 turboprop engine.
PC-6/C2-H2 Porter
Developed by Fairchild Industries in the USA. It
was powered by a 485-ekW (650-ehp) Garrett TPE 331-101F turboprop engine.
PC-6/D-H3 Porter
One prototype, fitted with a 373-kW (500-hp) avco
Lycoming turbocharged piston engine.
AU-23A Peacemaker
Armed gunship, counter-insurgency, utility
transport version for the U.S. Air Force. It was used during the Vietnam War in
the early 1970s. 15 were built under licence in the USA by Fairchild
Industries.[33] All aircraft were sold to Royal Thai Air Force.
OV-12
Designation for U.S. version, cancelled 1979.
UV-20A Chiricahua
STOL utility transport version for the U.S. Army.
Two UV-20As were based in West Berlin from late 1979 till 1991.
PC-8D Twin Porter
Twin-engined version flown in 1967, but not
subsequently developed.
Operators
Austrian Air Force PC-6, 2013
PC-6 prior to landing, 2009
A low-passing PC-6, 2009
Pilatus PC-6/B2-H2, 2010
Continental Air Service's PC-6, 2010
Current military operators
Algeria
Algerian Air Force
Angola
National Air Force of Angola
Argentina
Argentine Navy
Gendarmeria Nacional Argentina
Austria
Austrian Air Force
Burma
(Myanmar)
Myanmar Air Force - 7 Aircraft
Chad
Chad Air Force
France
French Army
Ecuador
Ecuadorian Army
Indonesia
Indonesian Air Force
Agricultural Air Unit Five PC-6/B2-H2
Turbo-Porter
Iran
Islamic Republic of Iran Air Force
Mexico
Mexican Air Force
Peru
Peruvian Air Force
Slovenian Air Force Pilatus PC-6 L6-03 landing at
the Murska Sobota Airport
Slovenia
Slovenian Air Force and Air Defence
Switzerland
Swiss Air Force
Thailand
Royal Thai Air Force
Bureau of Royal Rainmaking and Agricultural
Aviation
United
States
United States Army
Former military operators
Australia
Australian Army Aviation - 19 Turbo-Porters were
in service with Australian Army from 1968 to 1992.
173rd Surveillance Squadron (Australia)
No. 161 Independent Reconnaissance Flight
No. 163 Independent Reconnaissance Flight
No. 171 Air Cavalry Flight
School of Army Aviation
Flag of Bophuthatswana (19721994).svg
Bophuthatswana
Bophuthatswana Air Force - Later transferred to
South African Air Force
Bolivia
Colombia
Colombian Air Force
SATENA
Israel
Israeli Air Force
100 Squadron
Iraq
Iraqi Army Aviation;
Two in service with the 83rd Squadron, started
serving the army aviation on 20/11/1987.
Oman
Royal Air Force of Oman
South
Africa
South African Air Force
Sudan
Sudanese Air Force - eight ordered in 1966
Thailand
Royal Thai Army
United Arab
Emirates
United Arab Emirates Air Force
United
States
United States Army
United States Air Force
Law enforcement operators
Malaysia
Royal Malaysian Police
Oman
Royal Oman Police
South
Africa
South African Police Service
Thailand
Royal Thai Police
Civil operators
Continental Air Services PC-6 Porter in Laos, ca.
1970
Swissboogie PC-6/B2-H4 Turbo Porter, 2005
United States Geological Survey PC-6 Porter, 2007
PC-6 upon Franz Josef Glacier, 1999
Australia
Mission Aviation Fellowship
Canada
North-Wright Airways
Indonesia
Associated Mission Aviation
Yajasi Aviation
Susi Air
Mongolia
Thomas Air
Nepal
Tara Air
New Zealand
Mount Cook Airlines
Switzerland
Para Sport Club Triengen
Papua New
Guinea
Mission Aviation Fellowship
Thailand
Thai Ministry of Agriculture
United
States
Air America
CASI
Former civil operators
Hungary
National Hydrological Service
National Ambulance Service
Indonesia
Merpati Nusantara Airlines
Mimika Air
Nepal
Tara Air