2005 PILATUS PC 9

2005

PILATUS

PC-9

248

Used

Document number: 01803 Issue date: June 1/94 PILATUS AIRCRAFT LIMITED CH-6370 Stans, Switzerland Telephone: Lucerne (041) 63 61 11. Telefax: 041 61 33 51. Telex: 866 202 PIL CH. Cable: PILATUSAIR STANS. CONTENTS Section Title (ATA chapter ref.) Page GENERAL 1 General Description 1 2 Aircraft Data 1 3 Airworthiness 5 PERFORMANCE AND CAPABILITY 4 Performance 6 AIRCRAFT SYSTEMS 5 Structures (51) 7 6 Hydraulics (29) 7 7 Landing Gear (32) 7 8 Flight Controls (27) 8 9 Fuel System (28) 8 10 Environmental Control System (21) 8 11 Oxygen (35) 8 12 Electrical Power (24) 8 13 Lighting (33) 9 14 Ice Protection (30) 9 15 Warning System (31) 9 16 Canopy (52) 10 17 Anti-g System (25) 10 PROPULSION SYSTEMS 18 Engine (71) 11 19 Propeller (61) 11 AVIONICS 20 Communications (23) 12 21 Navigation (34) 12 22 Instrumentation (Various) 12 CREW STATIONS 23 Cockpit Layout (25) 13 24 Escape System (25) 14 DOCUMENTATION 25 Documentation 14 1. GENERAL DESCRIPTION The Pilatus PC-9 is a low-wing monoplane with a stepped tandem seating cockpit, powered by a Pratt & Whitney Canada PT6A-62 turboprop engine. The aircraft is designed for all aspects of basic through to advanced flying training. 2. AIRCRAFT DATA 2.1. MAJOR DIMENSIONS Wing span (incl. Strobe) 10.192 m (33 ft 5 in) Length 10.175 m (33 ft 4 in) Height 3.260 m (10 ft 8 in) Landing gear track 2.540 m (8 ft 4 in) Landing gear wheelbase 2.312 m (7 ft 7 in) Horizontal tail span 3.400 m (11 ft 2 in) Fuselage width 0.972 m (3 ft 2 in) Propeller diameter 2.440 m (96 in) Wing area 16.290 m2 (175.3 ft2) Aspect ratio 6.29 2.2. WEIGHTS Basic Empty Weight is defined as the complete aircraft, empty of usable fuel and without aircrew, baggage or underwing stores, but including engine oil and unusable fuel. The basic empty weight depends on the avionics fit but is approximately 1,685 kg (3,715 lb). Maximum Operating Weights (for acrobatic and with underwing stores): Acrobatic With u/w stores Max. ramp weight 2,260 kg (4,982 lb) 3,210 kg (7,077 lb) Max. take-off weight 2,250 kg (4,960 lb) 3,200 kg (7,055 lb) Max. landing weight 2,250 kg (4,960 lb) 3,100 kg (6,834 lb) Max. zero fuel weight 1,900 kg (4,189 lb) - 2.3. CENTER OF GRAVITY RANGE Acrobatic category 22 to 30% MAC Utility category 24 to 28% MAC AIRCRAFT MAJOR DIMENSIONS 2.4. SPEEDS Equivalent Air Speeds (EAS) at maximum operating weights: Acrobatic With u/w stores Max. operating speed (VMO) 300 kt 320 kt Max. operating Mach no. (MMO) 0.68 0.68 Design diving speed (VD) 360 kt 360 kt Design diving Mach no. (MD) 0.73 0.73 Design cruising speed (VC) 320 kt 300 kt Maneuvering speed (VA) 210 kt 200 kt Max. speed with flaps and/or landing gear extended (VFE,VLE) 150 kt 150 kt Stall speed (IDLE power) with: - flaps and gear up (VS) 79 kt 93 kt - flaps and gear down (VSO) 70 kt 86 kt 2.5. FLUIDS Fuel: Acceptable fuels, according to Pratt & Whitney Canada Service Bulletin No. 13044: ASTM-D1655 Jet A, Jet A-1, Jet B, (Jet A-2 with restrictions) MIL-T-5624 JP-4, JP-5 MIL-T-83133 JP-8 Aviation gasoline MIL-G-5572, all grades, may be used for an accumulated time not to exceed 150 hours in the period between engine overhauls. Engine oil: Oils which comply with Pratt & Whitney Canada Service Bulletin No. 13001: Aeroshell Turbine Oils 500 Castrol 5000 Mobil Jet Oil ll Mobil Jet Oil 254 Esso/Exxon Turbo Oils 2380 Turbonycoil 525-2A Royco Turbine Oils 500 Hydraulic and brake fluid MIL-H-5606 2.6. OPERATIONAL DATA Altitude Limits: Maximum operating 25,000 ft Service Ceiling (ISA, MTOW = 2,250 kg) 38,000 ft Temperature Limits: Minimum - 55° C Maximum + 50° C Load (g) Limits: Acrobatic With u/w stores Max. positive + 7.0 g + 4.5 g Max. negative - 3.5 g - 2.25 g With flaps extended/landing gear down: Max. positive + 2.0 g + 2.0 g Max. negative 0 g 0 g Wing Loading: Normal 138.1 kg/m2 (28.3 lb/ft2) Maximum 196.4 kg/m2 (40.2 lb/ft2) Power Loading (at take-off): Normal 2.37 kg/shp (5.22 lb/shp ) Maximum 3.37 kg/shp (7.43 lb/shp) Approved Maneuvers, singularly or in combination: Acrobatic With u/w stores Stall Turn Steep Turn Steep Turn Loop Positive Loop Positive Roll off the Top (Immelmann) Roll off the Top (Immelmann) Chandelle Lazy Eight Aileron Roll Cuban Eight Barrel Roll Vertical Roll Cuban Eight Rolling Turn Lazy Eight Climbing Half-Roll Aileron Roll Barrel Roll Hesitation Roll Slow Roll Wing Over Erect Spin Derry Turn. No other acrobatic maneuvers are approved. Minimum crew: one pilot. When flying solo, pilot must occupy the front cockpit. 3. AIRWORTHINESS The aircraft complies with the Swiss Federal Office for Civil Aviation (FOCA) requirements which are based on the US Federal Aviation Regulations (FAR), Part 23. Type certification, issued by FOCA, is detailed in Certificate No. F56-22, dated September 19th, 1985 (Acrobatic Category) and April 2, 1987 (Operation with underwing stores installed). An Export Certificate of Airworthiness is issued by the Swiss Federal Office for Civil Aviation for each PC-9 Advanced Turbo Trainer exported from Switzerland. Some customer specified installations may be exempt from the Export Certificate of Airworthiness. In addition to the FOCA Type Certification, the aircraft holds a German LBA Type Certificate. Note: The build standard depends on the certification required. PERFORMANCE AND CAPABILITY 4. PERFORMANCE The performance figures detailed below are valid for the following conditions: - International Standard Atmosphere (ISA), - wind: calm, - propeller speed 2,000 rpm, - airframe in new condition, - external protuberances (antennas, etc.) as per standard installation, - maximum weight 2,250 kg, no underwing stores installed, - environmental control system selected to LOW. Take-off ground roll sea level 230 m (755 ft) Take-off distance to 15 m (50 ft) sea level 375 m (1,230 ft) Landing ground roll sea level 420 m (1,378 ft) Landing distance from 15 m (50 ft) sea level 540 m (1,772 ft) Max. rate of climb (at max. cruise power) sea level 4,100 ft/min 10,000 ft 3,100 ft/min Max. level cruise speed Configuration: Acrobatic category, flaps and landing gear retracted, max internal fuel, ECS low. Power set for: Max. range Max. speed sea level 202 KTAS (374 km/h) 271 KTAS (502 km/h) 25,000 ft 208 KTAS (385 km/h) 298 KTAS (552 km/h) Still air range (with reserve*) Max. range Max. speed Sea level 401 nm (743 km) 358 nm (663 km) 25,000 ft 847 nm (1,569 km) 732 nm (1,356 km) Still air flight endurance (with reserve) Sea level 1 h 59 min 1 h 19 min 25,000 ft 4 h 06 min 2 h 36 min * 5% of total fuel plus 20 minutes. AIRFRAME SYSTEMS 5. STRUCTURES (51) The primary aircraft structure is of aluminum alloy in sheet or extruded form. Structural components (frames, ribs, stringers, reinforcements and skin panels) share the structural loads. The wing is a single-piece conventional structure, formed by a main spar, auxiliary spars, ribs and stringer reinforced skin. The fuselage is of semi-monocoque design formed by longerons, stringers, frames, a stainless steel firewall and skin. Six hard points are integrated into the wing structure to carry the following loads: Inboard stations 250 kg (551 lb) each Center stations 250 kg (551 lb) each Outboard stations 110 kg (243 lb) each Total Permissible Load 1,040 kg (2,293 lb) Corrosion prevention treatment is applied to all components. In addition, critical parts of the wing and fuselage structure are further protected by the application of polysulphide sealing compounds and/or water repellant compounds such as Dinitrol. Epoxy primer and two-component polyurethane paint to customer-specified color scheme is applied to the exterior surfaces. 6. HYDRAULICS (29) The hydraulic system provides power to operate the landing gear, main gear doors, flaps, air brake and nosewheel steering. An emergency package which contains a nitrogen-pressurized fluid accumulator provides power for extending the landing gear and flaps in the event of a main system failure. The accumulator is charged with fluid from the main hydraulic system. 7. LANDING GEAR (32) The landing gear is a hydraulically actuated, retractable, tricycle-type system. Each landing gear leg is a conventional oleo-pneumatic shock absorber strut fitted with a single wheel. Each mainwheel is equipped with a direct operating, hydraulically-actuated brake unit. Nosewheel steering is provided by a hydraulically-actuated rotary servo-motor on the nose leg. In the event of a hydraulic or total electrical system failure or a LG selection malfunction, the landing gear can be extended using the emergency hydraulic system. 8. FLIGHT CONTROLS (27) The primary control surfaces (ailerons, rudder and elevator) are manually operated from the front and rear cockpits by a conventional column and pedal system. Trim facilities are electrically actuated. Flight controls can be locked from the front cockpit, with ailerons and rudder neutral, and elevator in the down position. The split-type wing flaps are hydraulically operated. The single, plate-type, hydraulically-actuated air brake is located on the fuselage lower surface. 9. AIRCRAFT FUEL SYSTEM (28) Fuel is contained in two integral fuel tanks, with a total usable capacity of 535 liters (141.5 US gal). An acrobatic tank with a capacity of 12 liters (3.2 US gal) prevents engine fuel starvation during acrobatics and provides a minimum of 60 seconds inverted flight . The aircraft fuel system delivers fuel to the engine fuel system at a rate and pressure in excess of the maximum engine requirement. 10. ENVIRONMENTAL CONTROL SYSTEM (ECS) (21) The ECS is an air-cycle system operated by engine bleed air. The system can be used on the ground with the engine running. An optional vapour-cycle cooling system can be installed. 11. OXYGEN (35) The gaseous oxygen system is of the economical diluter/demand type and provides both pilots with either oxygen diluted with cockpit air in proportions varying automatically with altitude or, when necessary, with pure 100% oxygen. An optional low pressure system can be fitted in which a regulator reduces the system pressure before supply to the cockpits. An emergency oxygen system is fitted to each ejection seat. 12. ELECTRICAL POWER (24) Electrical power for the various user systems consists of a primary 28V DC system and a secondary 24V DC system and two AC output static inverters. Primary 28V DC power is supplied by the dual-role starter/generator; a nickel/cadmium battery forms the secondary DC power source. The DC busbar is split to form a generator busbar, a battery busbar and a battery direct busbar. With the aircraft on the ground and the engine shut down, DC power is obtained from the battery or an External Power Unit (EPU). AC power (for navigation and avionic equipment) is supplied by either of two static inverters, the remaining inverter is used as a standby. Each inverter can provide two outputs: 115V AC, 400 HZ and 26V AC, 400 HZ. 13. LIGHTING (33) The navigation lights comprise a red light on the forward part of the LH wing tip, a green light on the forward part of the RH wing tip and a white light on the rear part of both wing tips. An anti-collision strobe light is combined with each colored navigation light. A 250 watt landing/taxi light is mounted on each main landing gear compartment and is lowered during main leg extension. Cockpit lighting comprises a utility light, two map lights and an adjustable instrument lighting system (5V DC and 28V DC). The avionics compartment and the hydraulic services compartment are provided with lighting power from the battery direct busbar. 14. ICE PROTECTION (30) Ice protection consists of: an engine intake air inertial separation system which complies with the requirement of FAR 23; an electrical heating system for the pitot tube, static ports and angle-of-attack (AOA) transmitter; a propeller de-icing system (optional). Flight into known or forecast icing conditions is not approved. 15. WARNING SYSTEM (31) The warning system comprises: A central warning system which provides indications of emergency situations (red illuminating warning captions), potentially dangerous situations (amber caution captions) and abnormal situations (green advisory captions) displayed on a central annunciator panel. An aural 'gong' and illuminating WARNING and CAUTION "attention getters" supplement the red and amber captions. An Aural Warning System which, depending on the situation, transmits a continuous or intermittent high or low tone signal in the headset of each pilot. The aural warnings include: LG UP warning; a continuous 1100 Hz tone which is activated when the landing gear is selected up and the power control lever is retarded to a low power setting or the flaps are in the LAND position or the weight is on the main landing gear. Stall warning; an intermittent 1,100 Hz tone which is activated by the angle-of-attack system when the aircraft approaches a stall condition. 6g warning; a continuous 600 Hz tone which is activated by inertia switch to warn the pilot that the aircraft is approaching its maximum positive load limit. Overspeed warning; an intermittent 1,600 Hz tone which is activated by an air pressure switch when the aircraft reaches MMO/VMO (0.68 Mach/320 kt). An Engine and Secondary Instruments Warning System which utilizes red and amber lights and flashing displays on the Engine and Secondary Instruments Display Panels to indicate external sensor or integral system faults. The warnings are activated by a Sensor Interface and Control Unit, which monitors the system and its related sensors. 16. CANOPY (52) The side opening canopy/windshield assembly comprises two acrylic perspex sections mounted in a stiffened frame. 17. ANTI-g SYSTEM (OPTIONAL) (25) PROPULSION SYSTEMS 18. ENGINE (71) The engine is a Pratt & Whitney Canada PT6A-62, free turbine, turboprop engine with full acrobatic capability. Configuration: Three axial stages plus one centrifugal stage compressor, Annular combustion chamber, Single-stage compressor turbine, Two-stage power turbine. Component speeds: Gas generator 34,000 rpm (104%) Power turbine 30,145 rpm Propeller shaft 2,000 rpm Performance: Take-off/max. continuous 950 shp* (thermodynamic: 1,150 shp) Max. climb/max cruise 900 shp (thermodynamic: 1,090 shp) * Use of take-off/max cont. power is limited to five minutes per flight and a total of 10% of engine TBO. Dry Weight: 206 kg (454 lb) Power selection is made from a single jet-type power control lever (PCL) in each cockpit. Protection against operating parameter exceedances is provided by an automatic electronic limiter unit (ELU). A manual override facility provides direct engine control in the event of a malfunction of the automatic fuel scheduling system. 19. PROPELLER (61) The propeller is a Hartzell HC-D4N-2A/D9512A(K) with four aluminium blades. It is controlled by a propeller governor/constant speed unit (CSU) at 2,000 rpm. Protection against propeller overspeed is provided by an overspeed governor and the propeller speed governing section of the ELU. AVIONICS 20. COMMUNICATIONS (23) With the exception of the audio system, the communications system is OPTIONAL. The audio system comprises a voice-controlled hot mike system, four receiver/transmitter in/outputs and up to six receiver inputs. 21. NAVIGATION (34) Standard navigation systems: Pitot-Static System, which includes: Mach/Airspeed Indicators, Altimeters, Vertical Speed Indicators, Angle-of-Attack System, Attitude Indicators, Standby Magnetic Compass. A range of navigation systems is offered as optional. Pitot-static instruments can be calibrated in standard or metric units. 22. INSTRUMENTATION (34) Each cockpit is equipped with an engine and secondary display panel (ESDP) which provides liquid crystal display (LCD) indication of: Torque (digital and analog) ITT (digital and analog) Engine gas generator speed (Ng) (digital and analog) Propeller speed (Np) (digital) Oil temperature and pressure (analog) DC Volts (digital) DC Amps (digital) Fuel flow and fuel used (digital) Fuel quantity (analog) Hydraulic emergency accumulator pressure (analog) Outside air temperature (digital) Other standard instrumentation comprises Combined aileron, rudder and elevator trim indicators Electric clocks Accelerometer (g) Indicators Navigation instruments (see para. 21) CREW STATIONS 23. COCKPIT LAYOUT (25) A typical cockpit layout, together with the areas designated for customer options, is shown below. TYPICAL COCKPIT LAYOUT (front cockpit shown, rear cockpit similar) 24. ESCAPE SYSTEM (25) Two Martin Baker Mk CH11A ejection seats, each with integrated personal empty survival pack together with fighter standard pilot equipment, provide a safe, simple, effective and fully automatic crew escape system and incorporate comfortable, secure pilot seating. Operational Capabilities Operating speed 60 to 400 KEAS Operating altitude (normal attitude) 0 to 40,000 ft Minimum safe operating terrain clearance at 250 KEAS during descent: 2,000 ft/min 40 ft 4,000 ft/min 100 ft 6,000 ft/min 170 ft A list of approved, optional, personal pilot equipment is available. The listed items have been subjected to all required tests, including test ejection. Other equipment can be supplied at customer request but items not on the approved list can be tested and approved or used at the customer’s own risk. DOCUMENTATION 25. DOCUMENTATION Each aircraft is delivered with the following documents: Airplane Flight Manual, Inspection Record, 2 copies, each comprising: Aircraft Inventory, Recorded Aircraft Build Status, List of Service Bulletins Incorporated, Engine Ground Run Check Sheet, Flight Test Report, Actual Weight and Balance Report, Battery Log and Check List, Export Certificate of Airworthiness for Aircraft, Export Certificate of Airworthiness for Engine, Export Certificate of Airworthiness for Propeller, Log Book for Aircraft and Log Book for Engine, Propeller Owner's Manual and Log Book. Advanced Turbo Trainer