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FSD PILATUS TURBINE PORTER B2-H2

For Microsoft Flight Simulator

Note! The Pilatus for FS9 or Flightsimulator 2004 can be purchased at this link:PC6

FsX version is now availble at fsd-international fsd

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At last also the Piper Turbo Arrow is aivailable in a well designed package from Caranado See it here

Read the Review at Flightsim.com here

Also see pics from a flight with a similar airplane both in the real world and in the fs world here!

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This aircraft model is the result of four months hard work by a small group of enthusiasts. This group comprised Jim Goldman, Yannick Lavigne, Steve Small, Fred Banting and Marco Rensen.It has been a cooperative effort that started as a result of a casual conversation, and as with anything worthwhile in developing substantial Flight Simulator projects, this was a group effort by folks with different skills from across the globe. More on that later...

In addition to providing background on this amazing aircraft and credits to all who participated in its' development, this file contains important information about how to actually exploit the unique performance and dynamic versatility of this amazing aircraft.

BRIEF HISTORY ...

This aircraft is manufactured by Pilatus Aircraft of Switzerland. The Pilatus PC-6 was first produced in 1958-59 and was first fitted with a reciprocating engine. The turboprop powerplant was offered shortly thereafter as an alternative power source, and from 1961 was offered for sale fitted with a French Turbomeca turboprop installation.

Over the years it has been fitted with different powerplants from different manufacturers, but in the greatest numbers with the Pratt and Whitney PT-6 of legendary reliability and performance. In different variants it has been produced with three and four bladed propellers, with different door configurations, on wheels, tundra tires, skis, and as both a floatplane and amphibian.

More than 500 examples of the Turbine Porter in varying configurations are in operation around the world today from the deserts of Africa, to South American rainforests, to the Arctic or at home in the high altitudes of the Swiss Alps.

A very interesting site to visit and that explains a lot about the Porter's history, is maintained by Markus Herzig at 

http://www.pc-6.com/

WHO USES THE PILATUS PORTER ... ?

The Porter is used by virtually anybody who needs extreme performance or versatility in a go-anywhere do-anything aircraft. It's used by Police services, Search and Rescue organizations, alpine ski service operators, glacier tour operators, construction services, parachute drop centers, Armed Forces, wildlife management agencies, mineral exploration companies, explorers, adventurers, hunters and fishermen … the list is endless, as is the list of places these aircraft can be found currently flying. The list is as extensive as are the color schemes varied: the Porter is often used as a flying canvas of color - and not always conservatively.

SPECIFICATIONS AND PERFORMANCE ...

The following are based on standard operating procedures :

Max. Level Speed :125 KTAS sea level

Best Rate of Climb :935 ft / min at 5'000 ft

Range 10'000 ft, ISA, no reserve :

:Internal fuel @ 116 KTAS: 500 nm 

External fuel @ 112 KTAS: 870 nm 

Critical Speed Limitations : 

VMO 151 KEAS

VD 167 KEAS 

VFE 98 KEAS

 

Porter Pilatus Amphibium for FS 9.1

Flight from ENDU to Altevatn (FS images)

You are welcome to visit my other related pages:

Piper Turbo Arrow trip ENTC (Tromsø) to ESNQ (Kiruna) Real flight and FS-images!

DA20 Jet Falcon in service in Norway

 

Home

 

Max. operating Altitude:          25'000 ft FAR 23 limit 

Service ceiling @ max Weight : 20'500 ft 

G limits clean wing +3.58/-1.43 g ;flaps down +2.0 

Max. Take-off weight : 6’173 pounds/2800 Kilograms 

Take-Off Roll at MTOW : normal technique : 650Ft

Landing Roll at MTOW : normal technique : 417Ft

"A PILOT'S ACCOUNT"

This personal contribution is provided by LT. COL. Dave Hayes, former Australian Army Check Captain, Instrument Rating Examiner who had in excess of 1,600 hours on the Porter at the time they were withdrawn from Australian service in 1992. 

" Regarding flight dynamics when modeling a Pilatus Porter, it would be a very difficult aircraft to model for the simulator for reasons I will outline, but tremendously rewarding if it could be done. 

The key issues are: 

Control effectiveness: 

The Porter has excellent control in all three axes, diminishing only slightly in elevator effectiveness and aileron response from about 1.4 to 1.0 Vs. The reason it is such a good STOL machine is because it has extremely effective elevator trim (an all-trimming tailplane, in fact) that, if trimmed correctly, results in remarkably light and responsive controls at all airspeeds.  On the subject of elevator trim,  if the aircraft is trimmed incorrectly, the aircraft can be impossible to fly. 

Effect of flaps: 

The flaps are mechanically operated with the crank handle mounted on the cabin roof.  Three turns of flap are used for a high lift/drag ratio; eight turns are used for take off; and eleven for landing. The Porter's double-slotted fowler flaps are extremely effective. The Porter's stall speeds are reduced to the ridiculously low speeds described later, without the need for drooping ailerons or spoilers. This of course gives it great STOL potential. 

At high altitudes (with Oxy we often flew them at 25,000 ft),  using three turns of flap greatly increases the "coffin corner" margin between stall speed and maximum level speed that ordinarily limits small, slow turbine aircraft at high altitudes.

Stalling:

The Porter has a very docile stall, which at maximum all-up weight occurs at 46 knots.  At low all-up weights (e.g. one pilot, low on fuel) the docile stall occurs at 38 knots. This great variation in stall speeds means that those pilots who varied their approach speed (keeping it at 1.3Vs) could get far better STOL performance than the novice pilot who just used the published Flight Manual value of 60 knots. The aircraft stalls directly ahead, only rarely dropping a wing only then if it was out of balance - and with flaps down. 

The Porter can be held in the stall without inducing a spin. 

Reverse thrust: 

This is a must for any simulation. After landing (or, if you were brave and prepared to bend the rules, during the flare for landing), the prop could be thrown into full reverse for braking power that literally threw you against the restraint harness.

 

"Beta" range: 

Beta is one of three propeller conditions; with Forward and Reverse thrust are the other two. In Beta, the Porter's huge prop is set at +30 minutes of blade angle which (for reasons too detailed to go into here) results in the generation of a substantial component of reverse thrust whilst in flight. In a "Beta Landing",  you fly at circuit height until the landing point disappears under the nose (in fact, you wait until a point abeam the landing point can be seen next to the turbine exhaust on the cowl).  At this point you pull the prop into Beta, drop the nose steeply until the windscreen is full of earth, and you ride it down to the landing point like a carnival ride at the Sydney Royal Easter Show.  You only flare at the bottom of the dive just late enough to get to the aircraft into a three-wheel attitude just before touching down. 

This is a great technique to get into very tight strips in places like Papua New Guinea (PNG). 

Excessive Power: 

The Porter is overpowered. The use of the 550 shaft horsepower PT6-A-27 turbine meant that with a static deck angle of 19 degrees nose up, it could climb out at 50 knots for an amazing angle of climb.  This is extremely useful for beating steep terrain in PNG, for example. 

You must realize that this is not as close to a stall as it might sound because a substantial component of the thrust is directed downwards and prop effect over the inner part of the wings reduces the total lift required from the wings. 

Takeoffs:

The Porter exhibits a huge torque effect not unlike that of WW2 type aircraft that often were lost at the hands of inexperienced pilots.  Without a good boot of right rudder on takeoff it will rapidly exit the runway to stage left. 

(Editor's Note: MS Flight Simulator does not model torque effect in a turboprop aircraft). 

Low Wing Loading: 

The low wing loading of the Porter meant that in smooth flight conditions, (particularly at night, when this machine was a joy to fly) it felt really smooth and very solid. But in bumpy conditions, (e.g. at low level in the heat of summer) it could be a real handful and make a lot of passengers - and the occasional pilot - airsick. 

Landing:

The Porter uses relatively low tire pressures: the main wheels are 19psi, the tailwheel 32 psi) which - combined with the Porter's superb STOL capabilities, means that these aircraft can operate from almost any soft surface, beaches, or in fact just about anywhere you can find a few hundred feet of cleared surface." 

OPERATION OF THIS MODEL

PANEL OPERATION

FUEL SELECTION

Fuel tank selection is automatic and is coded to the controls gauge: the gauge function calls all tanks feeding in common when the panel loads. Fuel re-assignment is still possible via the FS2000 Menu.

STARTING THE ENGINE

1.       Battery /Master ON

2.       Generator ON

3.       Condition Lever : Low Idle; Fuel control OFF [Rearwards] [CTRL+SHIFT+F1]

4.       Engage starter switch and hold

5.       At 15% turbine RPM move Condition Lever / Fuel control ON [Forward] [CTRL+SHIFT+F4]

As above, in plain text, the correct start procedure for the turboprop is to have condition lever (fuel lever) set to off, then engage the starter. In real life, at about 15% turbine RPM (in the simulator, anytime after the starter is switched works) you introduce fuel using the keyboard command CRTL+SHIFT+F4.You can’t have the mouse in two places at once!

Note :If correct start procedure is not used, the starter sounds may not be heard: this is an unfortunate FS2000 bug. If the Porter is selected from another aircraft whilst that aircraft’s engine is running, the starter sounds may not be heard. If the engine of the other aircraft is turned off, then the Porter loaded, normal starter sounds will operate.

Lighting control is by use of appropriate switches, all of which include sounds. Landing Lights may be extinguished using CTRL+L, which leaves the NAV, strobe and beacon lights illuminated. You will notice that landing lights automatically depress in angle whilst on the ground and re-align as taxi lights. At take-off, the lights re-adjust upwards at the correct angle. This is thanks to a special design macro written by FSD's Marco Rensen. The lights swing down from under the wings and are visible out the side view windows. 

There is a specially designed fuel gauge on this panel similar to the actual gauge, programmed by Fred Banting. Several gauges require the installation of the sound module fssound.dll, written by Daniel Steiner, which has been installed as part of this archive and allows for the sounds in the gauges and switches.

FLIGHT OPERATIONS

TAILWHEEL TECHNIQUE

You will have to use correct taildragger technique to enjoy the Porter and get the most from it's dynamic modeling. Taildragger technique is not always understood or even familiar to tricycle gear aircraft drivers. In this aircraft, and any taildragger, you must taxi with full aft stick - always - or a nose over may occur. If you wind up the power holding on the brakes WITHOUT holding full aft stick, the tail will get light or may even lift, just as it does in real life. If this happens, you will eat dirt.

Back to ernst-rolf.com

ENGINE

Firstly, you will notice this turboprop engine is far more responsive, and closer to correct response, than the default King Air turbine which is quite inaccurate. Acceleration is faster, post ignition torque surge is dramatically reduced, but it remains easy to over-torque the engine. A consequence of these engine improvements is reduced prop spool-down time. The prop ceases rotation in about 20 seconds (rather than the 120 seconds in the King Air) - this is a more realistic spool-down cycle.

STARTING:

After Switching on both the BATT and GEN switches, repeating what was mentioned above, correct start procedure for the turboprop is to have fuel lever off, engage the starter and at 15% turbine RPM, introduce fuel using the keyboard command ALT+F4.If correct start procedure is not used, the starter sounds may not be heard: see note above.

FLIGHT

Note! The Pilatus for FS9 or Flightsimulator 2004 can be purchased at this link: PC6 (fsd-international)

You will notice that controls are very powerful at low speed, but are not overly so as speed increases. The Porter is an odd aircraft that by virtue of the powerplant is capable of cruising faster that the structural limits imposed. This excess of power is what gives it the great take-off and climb performance.

It is important to note that placarded normal cruise is about 117Kts for the standard build, and about 112Kts for the build equipped with the Extended Range external fuel tanks. The Porter can well exceed these numbers just as it does in real life, if you use horsepower and ignore the flight manual: To meet and/or maintain these performance values, the use of excessive torque must be avoided, especially on take-off. Normal cruise will be achieved using about 90% prop and turbine RPM, and fairly modest torque settings in the 32-33 PSI range. At altitude, settings will vary but speed restrictions remain.

Unlike in real life, FS will not destroy the turbine due to over-torque. The PT6-A-27 is not fitted with a gearbox, so you won't blow that either, but you need to be aware how the engine and airframe are operated. At correct power settings and speeds, the published range forecasts are met on the prototypically correct amount of fuel.

Takeoff roll and climb are accurate using maximum allowable power settings, providing correct torque limits are observed. Using excess torque and therefore power does increase performance markedly but in real life, disregarding the placard limits will certainly break the power train or reduce its life expectancy. This model uses a power rating of 550 shaft horsepower whereas the PT6-A-27 is capable of much more in some applications - but is flat-rated at 550 in the Porter B2-H2.

There are no panel mounted gauge controls, for either the flaps or for elevator trim, for in the real aircraft they are manually operated and are mounted on the ceiling. The Flap and Trim controls must be operated either by the keyboard, or by controller button assignments. Flap and Trim indicators are included, however.

SIMULATED BETA RANGE PROP CONTROL IN FLIGHT

The Porter, ands some other aircraft like the turbine Beavers, is able to access Beta range and reverse pitch in flight although it is normally placarded as a prohibited operation. That is in the ideal world, but the reality is it is a commonly used procedure for extreme operations. The images below show the Porter racing the parachutists who have just exited the aircraft to the ground. This is done without using flaps, relying entirely on the nominally prohibited use of Beta range or reverse thrust.

Without Beta range simulation, the Porter would only be half a dynamic model and half the fun for it does allow some astonishing - but realistic - modeling of the amazing performances as shown above. As a result of some lateral thinking and some cunning gauge programming by Fred Banting, effective Beta range modeling in flight is achieved using the throttle control. To access Beta range in flight, the throttle must be pulled hard back to idle position (keyboard command F1) and the braking effect is automatically invoked together with attendant noises generated. Panel mounted pitch warning, and reverse / Beta range warning lamps, function to warn you of this condition.

(Photos courtesy Andrew Wallace)

 

TAKE-OFF

Take-off technique is different in a taildragger. Correct technique is to hold aft stick until about 25-30 Kts at which speed you then briskly apply full forward stick to lift the tail, balancing attitude with elevator until rotation. This flight model has been balanced for neutral pitch forces at rotation and is quite benign in behavior.

The other take-off option - extreme performance - is to simply wind up full power on brakes holding full aft stick, then releasing the brakes whilst continuing to hold full aft stick. In this case, the mains will lift first and the tailwheel will still be on the ground. The aircraft pivots on the tailwheel and rotates: this is what these aircraft will actually do. This is impressive to watch or experience in a lightly loaded Porter or a select few other high-power taildraggers such as the Maule 235 or turbine M-7-420TP.

This is not a dynamic modeling liberty. This is as it is in reality.

LANDING

No special procedures apply other than to recommend you use reverse thrust judiciously. This is not a difficult aircraft to fly conservatively. You must remember that simulated Beta Range is called when the throttle is retarded to idle. Normal technique is to always carry power into the landing in other than extreme performance after a very steep approach. Use of reverse thrust enables extreme approach angles of greater than 45 degrees and allows for descents such as those shown in the above photographs. Once on the ground, reverse thrust disengages and must be re-engaged with the F2 key. The warning lamp for pitch illuminates if too low a power is being carried for a given pitch setting: use of simulated Beta calls both the Pitch Warn and Reverse lamps.

The Porters use low-pressure tires, and are right at home on almost any terrain.

"BUT WHERE IS THE ASSYMETRIC TORQUE - The 'P-factor' ... ???".

Unfortunately, the turboprop engine is poorly defined in Microsoft Flight Simulator. Microsoft's simulator considers the turboprop to be a jet - not a propeller - thrust source. As a result, the thrust from the turboprop is modeled as a jet blast and has no torque effect whatsoever. In reality, the Porter exhibits a huge torque reaction but it cannot be modeled due to this program limitation. You therefore do not need to use huge rudder input as you do in real life: rudder is only required to address crosswinds or to sideslip. This is a limitation of the program, and sadly is beyond a flight modeling resolution.

In real life, the Porter exhibits a huge torque effect not unlike that displayed by high-power aircraft of WW2 vintage and demands huge applications of right rudder at take-off. This cannot be modeled in FS thanks to this fundamental program flaw.

OTHER REQUIRED FILES NOT INCLUDED IN THIS ARCHIVE

While not needed for the PORTER we strongly recommend that one obtain the interface Module FSUIPC. This file (FSUIPC.dll) is a module for FS98 or FS2000, and it should be placed into the 'Modules' folder. FSUIPC attempts to provide a compatible FS98 interface for FS2000, so that applications written for FS98 (specifically some gauges) will work with FS2000. Use the most recent version, searching the file libraries for "FSUIPC.zip"

ACS-GPS98 1.70 by Alain Capt. ACS-GPS98 1.70 is a full-featured programmable GPS. This GPS is a visual mirror of that installed in the prototype aircraft. Alain Capt graciously allowed the re-painting of this gauge for the Pilatus panel project. This file archive, in it's most recent form is available from the file libraries at http://www.flightsim.com or http://www.avsim.com The re-painted gauge required in this panel has been included in this archive. Use the most recent version, searching the file libraries for "ACS-GPS98 1.70".

These files are available at http://www.flightsim.com/ or http://www.avsim.com/ file libraries.

 

CREDITS 

There were several folks who contributed to this model.

FlightSim Developers' Jim Goldman, using Abacus' FSDS Pro and Abacus' Aircraft Animator, designed the visual aircraft model and created the texture templates used in both models.

Texture art is by both Jim and Yannick Lavigne. Yannick was the catalyst in getting this project started, and FSD have been delighted to work with Yannick on this joint venture. There are two visual models, and two sets of textures, that comprise this project. Yannick and Jim worked closely developing final art. The prototype French parachuting club aircraft, HB-FLA, is rendered in paint exactly as it is in reality apart from the registration which is F-GMJG. The second model, the Extended Range variant, features fictitious registration HB-TIG and is painted in a colorful but fictitious 'Siberian Tiger' paint scheme. These reflect personal choices for the two texture artists.

The panel art and gauge art is entirely the work of Yannick Lavigne. The panel includes many unique and custom designed gauges by Fred Banting, designer of the beautiful award-winning Beaver series of bush aircraft on which project Yannick also worked. Without Fred's generous assistance in programming, this model would be far from complete.

Sounds - with the exception of one file - are all original digital recordings made by Yannick Lavigne. These sounds were recorded digitally on a Sharp Mini-CD-ROM recorder, being edited and re-compiled into FS2000 format by Steve Small. These were made from the prototype aircraft that is operated by the CERP Bruno Roquet parachuting group at Bergerac, which is located 100Km east of Bordeaux, France. The registration of their aircraft is F-GEEO. Thanks go to Alain Chretien, Porter pilot, and manager Cédric Morazzani, for making this possible.

Steve Small also undertook the Flight Dynamics programming and concepts, and coordinated project development.

Marco Rensen (FSD) created a number of unique design macros specifically for this project.

THE DESIGN TEAM 

Jim Goldman      

[  jgoldman@ev1.net ]

Yannick Lavigne

[ yannick.lavigne@wanadoo.fr ]

Steve Small                         

[ sj_small@dingoblue.net.au ]

Fred Banting       

[ fbanting@attcanada.ca ]

Marco Rensen    

[ M.J.M.Rensen@student.tn.tudelft.nl ]

OTHER THANKS

Louis Sinclair, creator of Abacus' FSDS Pro, a commercial aircraft design tool, for assisting FSD push the limits of that design program.

Other Freeware authors have contributed to this project: 

Daniel Steiner for programming the FSSound.dll module that is required for the function of some gauge sounds. 

Alain Capt for creating the GPS system “ACS_GPS98” and for approving a repaint for this panel artwork. 

Richard Probst for permitting the use of the digital trim gauge approved for use with the as-yet-unreleased FSD Commander 115TC - our next project.

Pete Dowson, author of the interface module FSUIPC that re-enables many other FS98 gauges. 

We would like to say a special Thank You to French aviator Ludovic Cotton from the Soulac parachute center 100Km North of Bordeaux, France, who assisted Yannick in the research and visual documentation of this most amazing aircraft.

To Microsoft for creating the simulator and default gauges, some FS98 gauges of which have been cosmetically altered for this project, and to Pilatus Aircraft of Switzerland, for their vision in designing this extraordinary aircraft.

COPYRIGHT NOTICES

Note! The Pilatus for FS9 or Flightsimulator 2004 can be purchased at this link:PC6

There are several contributors to this project, not all of whom who are a part of the group known as FlightSim Developers (hereinafter referred to as FSD) 

The Pilatus Porter aircraft was a joint development effort of authors Jim Goldman, Yannick Lavigne, Steve Small and Fred Banting. Yannick Lavigne and Fred Banting retain their own Copyright and ownership rights over their fine works. Let it be known that FSD as a group will vigorously act to support and protect not just FSD's copyright but also that of Yannick and Fred.FSD will not hesitate to act in defend all parties Rights under Copyright Law if required to do so. We respect and value the contribution of Yannick Lavigne and Fred Banting, and FSD will support all parties rights with great vigour if they are violated.

FSD comprises Jim Goldman, Gerry Schmidt, Robert Kirkland, Larry Teele, Steve Small, Manuel Medel, Jacques Alluchon and Marco Rensen. 

No duplication or bundling of this package for redistribution without prior written consent of the authors is permitted. This condition applies to both shareware and payware distribution, and there are No Exceptions. No modification of the enclosed files is permitted without the written permission of the authors. Posting of this aircraft to AOL or to CIS is SPECIFICALLY PROHIBITED without the written permission of the authors. You may neither add, nor subtract, any files to or from this archive without the written permission of the authors. 

Although we appreciate the desire to use our files on other websites, we MUST insist on the following guidelines regarding their use. We should explain (this information pertains to FlightSim Developers only) that FlightSim Developers has been both a Commercial Producer and a Freeware Producer organization. We spend many hours creating the files you see around the World Wide Web. Sometimes a file appears on a download site unauthorized and occasionally these pirated files have been altered or cut down. In these cases we are unable to provide the high level of support that we usually offer but inevitably get loads of e-mail asking why they don't work. Bearing this in mind, provided that you agree to our terms and conditions, we will fully support the files included in this archive and will reply to any user problems that may arise. We hope you understand.

Terms and conditions

1.       Any file belonging to FlightSim Developers must be used in its original, complete and unaltered form. It must remain intact complete with text files and images.

2.       Alongside EACH file used there must be a Full credit for the AUTHOR and for FLIGHTSIM-DEVELOPERS.

3.       A link to www.flightsim-developers.com MUST appear on EVERY Page where our files are used.

We hope you find these terms agreeable but understand that If you do not you will refrain from using FSD Files on your Site.

Finally,

We hope you have as much fun using the Porter as we had in creating it.

Regards,

Steve Small 

FlightSim Developers

November 2000