Background The origins of the PC-9 can be traced back to the earlier
PC-7 from which it evolved. This preceding trainer aircraft had been developed during the mid-1970s and became one of the most successful turboprop trainers of that decade. During the early 1980s, Pilatus commenced work on a series of design studies towards what would become the PC-9. From the onset, the PC-9 was designed to function as both an ab initio and advanced trainer without the need for an intermediate stage. It is suitable for performing primary, intermediate, transition,
aerobatic and weapons training, amongst other tasks. The PC-9 is a tandem-seat single-engine military trainer aircraft capable of relatively high performance. In comparison to the PC-7, this new aircraft was almost 300 kg heavier, possessing a lengthened nose along with an elongated cockpit and canopy. It was largely an all-new design, despite the similarities to its predecessor. Amongst other improvements, the
ejection seats within the cockpit were stepped (providing better visibility from the rear position) while a ventral
airbrake was also added.
Launch and flight testing During 1982, the PC-9 program was officially launched. Although some aerodynamic elements were tested on a PC-7 during 1982 and 1983, the
maiden flight of the first PC-9
prototype took place on 7 May 1984. A second prototype flew on 20 July of the same year; this prototype featured all the standard electronic flight instrumentation and environmental control systems installed and was thus almost fully representative of the production version. While not fitted as standard, a
head-up display (HUD) and onboard oxygen generation system could be optionally fitted. During 1984, Pilatus teamed up with
British Aerospace to promote the PC-9 to fill a requirement to replace the
Royal Air Force’s (RAF)
BAC Jet Provost trainer fleet. In September 1985,
type certification was achieved. However, by this point, the PC-9 had lost the RAF trainer competition to the
Short Tucano. However, the marketing links that Pilatus built up with British Aerospace during this competition remained in place, and reportedly contributed to the type's first order, for 30 aircraft, being received from
Saudi Arabia.
Into production and further development During 1985, quantity production of an initial batch of 10 aircraft commenced. In December of that year, a key early order for 67 PC-9s was received from the
Royal Australian Air Force (RAAF). On 19 May 1987, the first production aircraft for the
Royal Australian Air Force (RAAF) performed its maiden flight. Pilatus referred to the Australian aircraft by the designation
PC-9/A, as they were
produced under licence in
Australia by
Hawker de Havilland and featured extensive Australian-sourced content. During 1992, the final Australian-built PC-9 was delivered. In the early 1990s, Pilatus worked with the American aircraft manufacturer
Beechcraft to jointly develop the
Beech Pilatus PC-9 Mk. II, an extensively modified version of the PC-9, that was entered into the
United States JPATS programme. Subsequently rebranded as the
Beechcraft T-6A Texan II, the aircraft emerged victorious in June 1995. Shortly thereafter, Beechcraft established a US-based assembly line and commenced production of the type. Over 700 aircraft are to be built for the
United States Air Force and
United States Navy By 2000, the original PC-9 model was not being actively produced, although the type remained available for customers to order. Ten years later, production of the type (with the exception of the T-6 Texan II) had been halted; Pilatus was reportedly prepared to restart production if further orders were secured. Approximately 276 PC-9s had reportedly been delivered by this point. ==Operational history==