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PILATUS Chiricahua

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PC6T
Aircraft
Name Chiricahua
Manufacturer PILATUS
Body Narrow
Wing Fixed Wing
Position High wing
Tail Regular tail, mid set
WTC Light
APC A
Type code L1T
Engine Turboprop
Engine count Single
Position Nose mounted
Landing gear Tricycle fixed
Mass group 2


Manufacturered as:

FAIRCHILD (1) PC-6 Heli-Porter
FAIRCHILD (1) Heli-Porter
FAIRCHILD HILLER Peacemaker
FAIRCHILD HILLER PC-6 Heli-Porter
FAIRCHILD HILLER AU-23 Peacemaker
FAIRCHILD HILLER Heli-Porter
PILATUS PC-6B Turbo-Porter
PILATUS Chiricahua
PILATUS PC-6A Turbo-Porter
PILATUS PC-6C Turbo-Porter
PILATUS Turbo-Porter
PILATUS UV-20 Chiricahua


PILATUS Chiricahua

PILATUS Chiricahua PILATUS Chiricahua 3D

Description

Short Take-Off and Landing (STOL) utility transport aircraft. In service since 1965. Turboprop development of PC-6 Porter. First flight in 1959. Replaced by PC-6/B2-H2 in 1970. Current version PC-6/B2-H4 with increased max. take-off weight, revised wingtips, strengthened airframe structure and improved gear. Also used by military as troop-transporter and ambulance aircraft. US Army type UV-20 Chiricahuas. Licence production by FAIRCHILD, United States, as PC-6 Heli-Porter and UA-23 Peacemaker.

Technical Data

Wing span 15.9 m52.165 ft
Length 10.9 m35.761 ft
Height 3.2 m10.499 ft
Powerplant 1 x 550 SHP P&W PT6A-27 turboprop with 3 blade propeller.
Engine model

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
Descent
(to FL100)
Descent (FL100
& below)
Approach
V2 (IAS) kts IAS kts IAS kts IAS kts MACH TAS 115 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 197 m ROC 940 ft/min ROC ft/min ROC ft/min ROC ft/min MACH ROD ft/min ROD ft/min MCS kts Distance 127 m
MTOW 28002,800 kg
2.8 tonnes
kg
Ceiling FL250 ROD ft/min APC A
WTC L Range 870870 nm
1,611,240 m
1,611.24 km
5,286,220.476 ft
NM

Accidents & Serious Incidents involving PC6T

  • PC6, Evora Portugal, 2012 (On 29 July 2012, the rudder of a Pilatus PC6 detached in flight and fell onto the stabiliser/elevator preventing its normal movement. Pitch control was gained using the electric stabiliser trim and a successful touchdown was achieved on the second attempt. However, directional control could not be maintained and a lateral runway excursion followed. Investigation attributed the rudder failure to maintenance error which went undetected. Unapproved dispensation by the maintenance organisation involved, which allowed some dual inspections for correct completion of safety critical tasks to be carried out by the same person, was considered to be a significant contributory factor.)