When one admires the skills involved in a perfectly executed half-Cuban 8, a neatly performed Khe-San approach, or a side slipped approach to landing in a tricky crosswind, it is easy to forget that the basis of these skills perhaps began in more humble origins, in one of the aviation industry’s many available training aircraft. In today’s military and civil roles, where the accountant’s magnifying glass becomes ever more prevalent, the trainer must be more than a stepping stone to larger or perhaps more complicated front-line types, it must be an asset or entity in its own right. Indeed, one can look at the current crop of turboprop training aircraft and see the immediate benefit of using such aircraft when compared to many of the light jets available in direct competition. Who though, would question the validity and operational flexibility of having a number of light jet trainers at their disposal when these are easily convertible into weapons platforms whose capability would have been welcomed on the front line a mere thirty years ago, and can still be potent today when used in conjunction with front line types?
CheckSix took the opportunity of looking into this sometimes more sedate, and yet fiercely competitive world during the RIAT 2006 event, and we are happy to applaud the aircraft that train the pilots who go on to fly our favorite mud-movers and heavy lifters.

Sharing a lineage with the Yak-130, which began in 1993, the Yakolev and Aermacchi concerns went their separate ways in 1999, and the M346 is the “Western” approach to what is continuing with the Yak-130 program. Aermacchi’s independent approach has resulted in a more slim line package, with lower empty and take off weights achieved, and indeed it could be commented that the diminutive size of the aircraft whilst airborne and displaying was noticeable. Size is not everything though, and with the help of its twin Honeywell/ITEC F124-GA-200 turbofans, rated at 6,300, (2,850kg ), pounds thrust each, the aircraft has a high subsonic performance envelope, reaching approximately Mach 0.95. Any aircraft tasked with carrying ordinance such as AIM-9 Sidewinder, Raytheon AGM-65 Maverick, or straightforward iron bombs is obviously no pushover, but the pressing question is not “is it capable?” – its sprightly performance and the undoubted aeronautical skills of its designers have already answered this – the question is will it sell in an environment where competition and alternatives abound?

The Jetstream design originated in 1965, as the Handley Page answer to retaining its independence within British aviation circles dominated by much larger companies. Designed primarily to capture a portion of the regional airline trade in the United States market, the first example took to the air in August 1967. This prototype was powered by Turbomeca Astazou engines. Handley Page succumbed to the growing pressures of operating independently within the demanding world of commercial aviation, and Scottish Aviation, who had at this time been involved in the production of wings for the Jetstream stepped in to continue production of the design. The T2 version is powered by 940hp Turbomeca 16D turboprop engines, and these are basically converted T1’s which have been modified to allow training of Observers for the Fleet Air Arm. Typically, these people will continue on to work with Sea King, Merlin, or Lynx aircraft giving the Fleet their anti-surface, antisubmarine, or AsaC, (Airborne Surveillance and Control), capability. The T2’s seen here are based at RNAS Culdrose, as part of 750 Naval Air Squadron, whose bold motto is “Teach and Strike”.

Much has been written in connection with this aircraft, not least because of its longevity, its capabilities, and its very successful commercial career. Since its first flight in August of 1974, when it was known as the Hawker Siddeley Hawk, the aircraft has distinguished itself as perhaps the most successful Western initial jet training aircraft. riginally designed for the RAF as a replacement for its Gnat aircraft in the T1 guise, upgrades allowing the fit of AIM-9 Sidewinder created the T1A version. These versions have flown over one million flying hours with the RAF alone, a fact that was strongly conveyed upon one of this year’s display aircraft! The RAF and RN use the aircraft in a number of roles, not least of which are as “aggressor” aircraft in air combat training, In the context of this article, mention should be made of its adoption by the US Navy, (T-45 Goshawk), which is not renowned for importing outside product. Surely this confirms how well this aircraft can perform and deliver amongst bits contemporaries.

No mention of training, the Hawk and RIAT 2006 could fail to mention the activities of FRADU. The Fleet Requirements Air Direction Unit operates 13 Hawk T1 aircraft, which are on lease to the RN by the RAF. The contractor Serco who provides the service thus delivers a wide portfolio of training situations, including simulated surface vessel attacks, AEW training, and joint helicopter/fighter operations awareness. One might raise an eyebrow when the word “contractor” is mentioned – but it should be remembered that the pilots employed are all ex-military, having spent part of their military careers on such types as Lightnings, Jaguars, and Tornados. These days it is difficult to disassociate the Hawk from perhaps its most famous advertiser – “the Red Arrows”. Simply put, the “Reds” once again delivered immaculate displays in the sunny blue Gloucestershire skies.

The Pilatus family of training aircraft of which the PC-7 is one member exemplify the approach of cost effective and yet potent application of technology to deliver effective, usable systems for the training of modern air arms. Indeed, the aircraft is known for its well balanced and harmonised controls, sensible operating costs, and at least 20 countries have voted with their hard earned to procure over 520 examples of this and the later version, the PC-7 MkII M. There are even a few lucky civil owners of this aircraft, which should be testament to its allure. RIAT 2006 was graced by an example from No. 131 (EMVO) Squadron of the Royal Netherlands Air Force, and some may remember this type being previously displayed in its high visibility yellow, red, and white scheme. Whilst the photographer may lament the passing of this very attractive scheme, the current black, with yellow visibility stripe is the order of the day. The squadron is tasked with using the PC-7 for elementary training for both Navy and Air Force pilots, and successful candidates then pass to the United States for their undergraduate jet training at Sheppard Air Force Base – another example of the flexibility of modern training program’s.

The newest aircraft from the famous Swiss manufacturer Pilatus is the PC-21. This aircraft is optimized not only for basic training but for advanced training as well. Similar in its characteristic like a jet trainer it can fulfill more tasks than any other current turboprop trainer. Equipped with a sophisticated glass-cockpit, 3 different LCD displays, Flight management system, a Mission Data Recorder and a head up display the Pilatus PC-21 is the right choice for a future training aircraft. Low noise level and also less costs compared to a jet makes it even more interesting to customers. (Over )Powered by a 1600 SHP Pratt & Whitney Canada  PT6A-68B engine the PC-21 is a very fast and agile aircraft. It can pull up to +8 and –4G and has a top speed of 337 mph (624 km/h) in level flight. The PC-21 is probably the most modern Turboprop trainer available on the market. With only 50% more weight compared to the PC-7 but more than twice its power the PC-21 is a real alternative to a jet trainer.

The Slingsby T67M-260 Firefly is the more powerful, (!) of two versions of this aircraft operated by the RAF, who displayed for our appreciation. The Firefly is capable of helping pilots learn the basic flying skills, but is truly capable of much more. Formation and low-level flying, instrument only operation, night flying and so on - indeed the list of its remit is extensive. Given its wide ranging usability, it is worth mentioning that it does not take the best accountant in the world to realize that this aircraft will be cost effective in day to day operation. The 260 is powered by One Textron Lycoming AEIO-320 piston engine, is stressed to +6 and –3G, and has pupil friendly side-by-side seating. This year’s display of the Firefly was flown by Captain Alan Wade, and his consummately skillful displays over the weekend resulted in the award of the Sir Douglas Bader, (Best Individual Flying Demonstration), to himself and the aircraft, a fitting accolade indeed given some of the fantastic performances witnessed by the large RIAT crowd.

Beside the already mentioned aircraft there had been a few more interesting trainer on display, like the Dornier Alpha Jet from the Defense Evaluation and Research Agency (DERA) at Boscombe Down, the Slovenian Pilatus PC-9 or the BAe Dominie T.1 (originally based on the Hawker Siddely HS125 business jet), which is used for Navigational Training. Older Trainers, like the Jet Provost where seen in the static. In total the RIAT 2006 offered a great opportunity to see most of the current and future European Trainer aircraft in action.

Scott Fellows (with additions f. R. Kysela)

Release 3.1/2008

languages

Imprint
Team CHK 6
Editorial