Pilatus PC-21

For example, by using datalinks it is possible to synthesise the use of air-to-air weapons, while employing GPS along with pre-programmed virtual ground targets means it can accurately represent the air-toground role, right down to having synthetic gun and surface-to-air missile (SAM) sites to avoid or attack. It even has a virtual radar warning receiver (RWR) system.

Furthermore, the hands-on-throttleand- stick (HOTAS), head-up display (HUD) and multi-function displays (MFDs) are completely customisable, so that when students graduate from the PC-21 training system they’ve already accumulated lots of flight time in an aircraft whose systems are in many ways identical to the F-16, F/A-18 (the PC-21 is being offered to the RAAF for its AIR 5428 Pilot Training System project), Rafale or Typhoon that they would be flying at the operational conversion unit.

Indeed, the only thing that the PC- 21 can’t do is fly at the same speeds (when I flew the Hawk a couple of times many years ago we did everything at 420kt, or seven miles a minute), but 300kt is still prettyquick (and certainly quicker than any other military turboprop).

The original plan was for day one to start off with a simulator session so that I could acquaint myself with the cockpit, with particular emphasis on the HOTAS, HUD and MFDs, and then fly an air-to-ground mission with some general handling and a few circuits, from the back seat. If all went well I would fly the air-to-air mission planned for the next day from the front seat, giving me the opportunity to examine the aircraft from both the student’s and instructor’s perspectives. However, the forecast for the next day is not encouraging, so Christophe and Canyon decide I should fly air-toground first, then have my simulator session the morning of the second day and then hopefully fly air-to-air if the weather improves.

Briefing over, it was off to the equipment section to be measured and fitted with a helmet and the rest of my flying kit. Dave Upton takes one look at me and diplomatically says that I’ll probably need one of the G-suits that are usually reserved for visiting generals (and no, these aren’t particularly special G-suits, just slightly larger-than-average ones!). Once I’ve been issued with all my equipment it’s time for the mission briefing. Just as it is on an

Its systems cleverly replicate those of a modern fighter.

operational squadron, every sortie is fastidiously planned, right down to the minute when we walk out to the aircraft. There’s an enormous amount of information to assimilate and also an incredible number of acronyms and initialisms! This is SOP, as it allows the maximum amount of info to be promulgated ASAP ie PDQ – QED! Briefing complete, I squeeze into my G-suit. Its been eight years since I last wore a pair of ‘speed jeans’ and it shows as I wrestle with the myriad zips, fasteners, Velcro and press studs. Once suitably attired, I waddle out to our waiting PC-21 with a certain amount of excited anticipation.

Approaching it I was struck by just how elegant an aircraft it is.

The ‘Ferrari red’ paint scheme really suits it, making it look like its moving even when it’s standing still.

As we begin to move around the aircraft I mention to Canyon that the trailing-link undercarriage looked particularly robust, while the myriad access panels suggested servicing would be relatively straightforward.

In fact the PC-21 has been designed with ease of maintenance and high levels of serviceability in mind, and features HUMS, pressure refuelling and it even has its own oxygen generating system.

All these features help to maintain a high sortie rate, and Pilatus claim that one mechanic can turn the aircraft round in only 12 minutes, while scheduled overhauls are only required at 150 and 300 hours.

Canyon confirmed that the aircraft has proven to be very reliable in service, and when I asked Christophe for his opinion he described it as “just like a Swiss watch. Beautifully made and very dependable. ” Some of this dependability clearly comes from its Pratt & Whitney Canada PT6A-68B, which turns a five-blade composite prop. Althoughthe engine’s maximum power output is 1,600shp, this is scheduled as a function of airspeed through the power management system (PMS). Consequently at speeds below 80kt, even bending the throttle (it’s actually called the PCL or power control lever, as it also controls the propeller) over the stop won’t give you more than 1,080shp, while the full 1,600 isn’t available until 200kt has been attained.

It’s a very clever system, which greatly reduces rudder inputs during takeoff, and it’s this combination of the PMS and automatic yaw compensation (the TAD, or Trim Aid Device) that means the -21 can more accurately replicate the characteristics of a jet.

The wing is also interesting, as the leading edge is slightly swept-back, while lateral control is provided by both ailerons and spoilers Having climbed up to the rear cockpit I settled myself onto the Martin-Baker Mk16 zero-zero ejection seat and begin the process of strapping in and connectingmyself to the aircraft. It is important this is done correctly, as you really do become an integral part of the aircraft, and literally cannot move except for your head, arms and legs.

The various display screens suddenly illuminate as Canyon begins to bring our PC-21 to life, so I lower my clear visor and confirm I have done so over the intercom, allowing Canyon to lower and lock the canopy. It is imperative that your visor is down before the canopy is shut, just in case the miniature detonating cord (MDC malfunctions and shatters the canopy. Interestingly only the front part of the canopy is fitted with MDC as it is bird-strike proof up to 300kt. If I need to egress quickly from the rear there is a canopy breaker tool by my right shoulder.

I then carefully remove the safety pin from the ejection seat. Although I’ve armed a seat on many occasions, I always pause for a second and reflect that I am now sitting on a live rocket, and that it’s best to keep my hands well clear of the firing handle.

Starting the engine is turbine-simple – just press the ‘start’ button and above 13 per cent Ng move the PCL out of its detent and into idle. I note that we get a nice cool start, well below the maximum allowable temperature.

While Canyon continues with his post-start checks, I begin to familiarise myself with the cockpit layout and instrument panel and soon realise that is why Christophe had planned the simulator session first – it would’ve been very useful. The HOTAS system features 14 different buttons and switches, and some have more than one function! All of the primary flight and navigation information is displayed in the HUD and (in the rear cockpit, HUD repeater), along with the weapons aiming data. The panel is dominated by a central primary flight display (PFD) and two large MFDs; there are no analogue standby flight instruments except a ‘Whiskey’ compass, and even that is probably superfluous – the secondary flight display (SFD)has its own battery, and more than enough info to get you home.

Having scrolled through the useful electronic checklist Canyon sets up the MFDs so that I have the moving map on the left and the engine performance data on the right and we taxi out. Once we’re across the road that separates the factory from the airfield (having waited dutifully for a green traffic light) Canyon hands control to me.

The PC‑21 is an easy aircraft to taxi, with a fine field of view (the rear seat is ‘stepped-up’ slightly), positive nosewheel steering through the rudder pedals and powerful, progressive brakes. With the flaps set to takeoff I roll out onto the runway, line up with the centreline and bring the power up to 40 per cent against the brakes.

The PC‑21 squats down on its nosewheel like a sprinter on the blocks, a final check of the engine performance data and I release the brakes and simultaneously push the PCL up to the stop. A sudden jerk and we bound forward and race down the runway. As advertised (and very impressively), despite the fact that the engine is already putting out 1,080shp, only a small amount of right rudder is required to track the centreline. The airspeed indicator comes alive and the speed starts building at a gratifyingly fast rate, and although I rotate slightly early the acceleration is such that it isn’t an issue. As we race into the sky with both speed and power continuing to increase I quickly raise the undercarriage and flaps and climb away with the speed building past 200kt and all 1,600 horses pulling eagerly.

Within seconds I can tell that this is my sort of aircraft. The handling is really crisp and precise, the field of view exceptional and there’s plenty of power. It also really does feel like a jet, as the speed, lack of vibration and rock-solid ride make the PC-21unlike any prop-driven aircraft I’ve ever flown (with the caveat I haven’t flown its rival in the Australian competition, the T-6B Texan).

As the wing is quite small the wing loading is relatively high, and it slices through some light, choppy turbulence as if it wasn’t there.

The PC-21 is definitely an aircraft that flies through the air, not upon it. Although both Christophe and Canyon had emphasised that it does possess similar qualities to a modern jet trainer, I’m still surprised and impressed by just how ‘jet-like’ it is. Indeed, apart from the prop the biggest clue that we aren’t in a jet is that the fuel flow gauge shows we’re only burning about of 200kg of Avtur an hour. The pressurisation system works so smoothly that I don’t even notice the prodigious rate of climb.

Canyon encourages me to ‘wring it out’ and a few steep turns and sharp reversals confirm that the handling is every bit as good as I’d been told it was, and that my ability to handle G has not diminished with age.

Canyon then takes control, selects air-to-ground mode, and attacks a bridge with virtual bombs. Just as

The ‘Ferrari red’ really suits it, making it look like its moving even when it’s standing still.

if we were on the range dropping practice bombs we get a near instantaneous score (54ft at 4. 30 – good job Canyon), but with just a couple of keystrokes the bombs reappear on the stores management page, allowing me to have a go.

Today, all of our weapons are virtual, but the PC-21 has one centreline and four underwing hardpoints that allow it to carry up to 1,150kg of weapons or ferry tanks.

Canyon also demonstrates the synthetic radar and RWR panel as we flash past virtual SAM and gun sites on our mission through the mountains.

Flying at low-level and 300kt through the Alps is tremendously exciting, and it also gives me the chance to evaluate the PC-21 in this environment and sample the fine handling as Canyon says “OK, hard right at the next mountain, then reverse and turn left down the valley towards that lake. ” Zooming past the iconic north face of the Eiger below the summit is fantastic, while slaloming back down through the snow-covered alpine valleys at 300kt is great sport.

Canyon sets us up for a rocket attack on another bridge, and then demonstrates a toss-bomb attack on a nearby airfield. Once again we get near instantaneous scores, with the MFD showing that the rockets went slightly long but the bomb was a direct hit.

I try my hand at rocketry (with mixed results!) before we climb swiftly up to 10,000ft for some aerobatics, spins and stalls. Aileron rolls are easy (the combination of ailerons and spoilers for lateral control gives the PC‑21 a roll-rate of around 210°/second) but my four-point hesitation roll leaves something to be desired. Loops are also perfectly straightforward – accelerate to 270kt and then pull up at a steady four G for a nice round loop. Incidentally, at the top of aloop is one of the few times when the PC-21 doesn’t fly like a jet, as the relatively slow airspeed and high power setting as you reach the apex requires just a squeeze of right rudder to keep the ball centred.

After I’ve finished my rather rusty aerobatic repertoire with a couple of Immelmanns and a passable cloverleaf, Canyon takes control and demonstrates a sixturn spin to the left. I like how the PC-21 behaves in a spin – the nose is nicely pitched down, the rate of rotation steady and not too rapid and recovery is both easy and immediate. Having climbed back up to 10,000ft (with a best rate-ofclimb of around 4,000fpm it doesn’t take long), I have no hesitation in trying a six-turn spin to the right.

It’s very benign.

I then try a couple of stalls and it is interesting to note that it can be heldin a fully-stalled attitude with quite heavy buffet yet still retain adequate lateral control. Canyon then takes over, sets the power to simulate a failed engine with feathered prop and commences a glide approach back to Stans from 8,000ft.

The PC-21 has a glide ratio of about 12:1, which means it descends 1,000ft every two nautical miles.

Canyon does an excellent job of judging the glide, even though his approach is compromised by a PC-6 dropping parachutists which isn’t where it’s reported to be.

After a touch-and-go he gives control to me and talks me round a right-hand circuit onto runway 07.

Canyon is an excellent instructor, and by giving me good cues on how much power to use and when to drop the undercarriage and flaps it all goes rather well, and although initially it seems to me that the flapselector would be better placed slightly further forward I soon get used to it.

About 120kt on base leg with undercarriage down and T/O flap works well, with a Vref of 104 and full flap. A near-perfect approach is spoilt by me holding off a metre too high, but the trailing link undercarriage soaks it up with aplomb.

Off again for a left-hand circuit – this proves to be interesting as you completely lose sight of the airfield on the downwind leg due to a large mountain being in the way! This time I’ve got my eye in, and although the view from the backseat isn’t perfect (you do lose a bit of the picture on short final due to the HUD repeater) as we flash over the numbers I raise the nose, squeeze the PCL closed and just let it settle.

I get a really nice landing which I convert into a touch-and-go, Canyon demonstrates a turn back and we’re all done for the day. What a sweethandling aeroplane! As we taxi back across the road I can see we’ve barely used half of our 542kg of fuel in over an hour of flight time, most of which was done at high power settings.

Back in the briefing room Canyon downloads all the information from the mission data recorder. This is an incredibly powerful debriefing tool, because it completely removes any ambiguities or misunderstandings between student and instructor. It is also extremely impressive.

The following morning I meet Canyon for my sim session. This is very useful as I can start to get to grips with the symbology in the HUD and the switchology of the HOTAS system. This isn’t easy (there’s a lot to learn) but Canyon is very patient and does a great job.

Just to keep me on my toes he also gives me an engine fire, and once the fire is out and the smoke gushing from both sides of the cowling goesaway I’m once again surprised at how well it glides, bearing mind the relatively high wing loading.

In fact, I arrive at low key with an embarrassment of speed and altitude, but with the combination of a steep side-slip, a 2,000m runway and powerful brakes I just manage to stop before the end.

After lunch the weather looks fractionally brighter and Canyon decides to give it a try. Time is of the essence, and luckily I manage to both wedge into my G-suit and strap in a lot quicker than the day before! Although I’d hoped to fly from the front, the low ceiling means that an instrument let-down is almost inevitable, and my instrument flying skills are more than a little rusty.

Consequently, when Canyon somewhat apologetically indicates that he’d rather sit in the front I just grin and reply I’d rather he sit in the front too! The acrid tang of jet fuel wafts across the ramp as Moritz cranks up another PC-21, and within minutes

By the time I’ve started to decipher some of the hieroglyphics in the HUD he’s already ‘locked on’ our opponent.

our two-ship is scorching skyward through a big blue hole and on its way to 17,000ft. Once at altitude we start off with some graceful formation ‘lazy-eights’ and I note how smart the other PC-21 looks.

Its bright red paint scheme really stands out against the pristine white cloud and snow-covered mountains.

We both then turn outboard for 10 miles and then back in.

“Fight’s on,” says Canyon, but by the time I’ve started to decipher some of the hieroglyphics in the HUD he’s already ‘locked on’ our opponent with our synthetic radar and called “Fox 3”. Seconds later the MFD confirms that our virtual AIM-120 has destroyed the target.

I try my hand at firing our various missiles and although Moritz is clearly not trying terribly hard to avoid being shot down I still struggle to engage our opponent efficiently. Operating the HOTAS well is simply not a skill that can be learned in one session! Switching to guns gives me a weapon even I can understand, and I turn into Moritz, put the pipper on his canopy and pull the trigger.

(During the de-brief the Mission Data Recorder reveals that I fired 95 virtual rounds with good ranging and about 6-9 with good tracking for a definite kill. It doesn’t reveal that Moritz wasn’t trying very hard!) As with the synthetic bomb and rocket attacks of the previous day, our dogfights are so realistic that I wonder whether piping the “brrrpppttt” of the cannon being fired and the “whooshhh” of missiles being launched through the intercom wouldn’t enhance the realism still further.

At the conclusion of our A/A session we separate and descend into cloud. I try my hand at some instrument flying, and am relieved to find that I’m not as rusty as I’d thought, and impressed todiscover that, for an aircraft with a 210°/sec roll-rate, the PC-21 is a pretty good instrument platform. Nevertheless, we are quite literally surrounded by big mountains, and Canyon takes over and flies a perfect let-down, until we break out at 100ft above MDA and directly above a large lake.

We’ve still got lots of fuel (possibly the biggest advantage of using a turboprop instead of a jet) so we revert back to A/G mode and attack various targets, including using the synthetic radar for a bomb attack against our home airfield. Canyon also demonstrates the synthetic RWR by flying past several virtual SAM and gun sites. It’s been another great flight, and is topped off with (if I do say so myself) a very smooth landing. I brake hard, the anti-skid system works well and we’re stopped after quite a short ground roll. I think even Canyon might’ve been slightly impressed! In conclusion, although I’d gone to Switzerland to flight test an aircraft, I came away having achieved a great deal more. The PC-21 is a great aeroplane; indeed the first time I saw one I knew it would be. It just looks right. However, it isn’t just about the aircraft. The whole package is sophisticated and well integrated, making the PC-21 a true 21st Century trainer. The jet-like performance at turboprop costs, customisable HOTAS, HUD and MFD pages make it a great trainer, while the synthetic A/A and A/G radars and RWR, onboard target generation and the real time datalink make it ideal for simulated weapons training.

As I was about to leave Christophe told me that a French student who had trained on the PC-21 in Switzerland had subsequently been posted straight to the Rafale OCU, and this simple fact probably says more about the PC-21 than I ever could.