Este es un foro dedicado a las Fuerzas Armadas Mexicanas así como de los diferentes Cuerpos de Policía y demás entes que se dedican a la Seguridad interna de México.


COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

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COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 5:16 pm

PONGO EL TEMA AQUI DEBIDO A QUE A PESAR DE QUE EL T-6C TEXAN II FUE SELECCIONADO POR LA FAM POR TODAS SUS CARACTERISTICAS, PILATUS DA SUS PATADAS DE AHOGADO BUSCANDO CAMBIAR LA DECISION YA TOMADA POR LA SEDENA A FAVOR DE SU AVION PC-9M.

EMPECEMOS,


SOBRE EL AVION PC-9M

Pilatus PC-9M Advanced Trainer Aircraft


0

Key Data
Role Basic or Advanced trainer aircraft Crew Two (pilot and co-pilot) Country Switzerland Maiden flight May 1984 Entry into service 2004 Numbers built 250 Length 10.18m
.

The Pilatus PC-9M is a single engine, advanced military training aircraft designed and built by Pilatus Aircraft Limited, Switzerland. The aircraft is manufactured principally to meet the requirements of the Swiss Air Force (SAF), the Royal Australian Air Force (RAAF), the Royal Saudi Air Force (RSAF) and the Royal Thai Air Force (RTAF). The aircraft was derived from its predecessor Pilatus PC-7 turbo trainer aircraft.

Orders and deliveries

In 1997, Croatia signed a contract with the RAAF for supplying three second-hand PC-9M aircraft. Slovenia ordered nine aircraft in December 1997. Oman procured 12 aircraft in January 1999. Ireland ordered eight aircraft in January 2003. Bulgaria acquired 12 aircraft in 2004. Mexico was the last customer to receive two aircraft in September 2006.


Pilatus PC-9M variants

The PC-9 has four variants, namely PC-9/A, PC-9B, PC-9M and Beech Pilatus PC-9Mk2.

The PC-9/A is an Australian version developed under a Hawker de Havilland licence. The variant is a two-seat trainer built for the RAAF.

The two-seat towing aircraft has increased fuel capacity and can fly up to 3 hours 20 minutes.The PC-9B is a target towing version of Germany. The two-seat towing aircraft has increased fuel capacity and can fly up to 3 hours 20 minutes.

The PC-9M is an advanced version of PC-9. The variant boasts wide dorsal fins to enhance longitudinal stability, stall strips, a new engine and propeller controls. The PC-9 Mk2 is an improved version of PC-9M. The improved variant is developed by Pilatus and Beechcraft for the US. It was re-named as T-6A Texan II.

Development

The development of PC-9 began in 1982 to replace the ageing PC-7 fleet. Few aerodynamic changes were made to the PC-7 during 1982 and 1983. The maiden flight of PC-9 was completed on 7 May 1984. The aircraft was first certified in September 1985. It entered into service in 2004.

Cockpit

The PC-9M features a dual glass cockpit with stepped and tandem seating arrangements for both pilot and co-pilot. The cockpit is fitted with a glass canopy for clear visibility.

The engine is also equipped with multi-stage axial and single-stage centrifugal compressor, reverse flow combustor and a single-stage compressor turbine.It also features Martin-Baker CG-A ejection seats, which protect the pilot while operating from sea level with airspeed greater than 65 knots.

The cockpit of PC-9M is upgraded with primary flight display (PFD) and multi function display (MFD), both of which provide clear visibility and display flight information. Engine monitoring, aircraft configuration, pressurisation, and environmental controls are available in the cockpit.

Avionics

The PC-9M is equipped with advanced Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) avionics suite for navigation, communication and identification. The avionics suite installed in the cockpit includes electronics flight instrumentation system (EFIS), Head Up Display (HUD), On-board Oxygen Generating System (OBOGS) and anti-G system.

Armaments

The PC-9M has six under wing hard-points (three on each wing). These hard-points are fitted with two Rocket Pods, FN LAU 7 folding fin aerial rockets and two FN heavy machine guns (HMG). Each gun can fire 250 rounds of ammunitions.

Engines

The PC-9M is powered by a single Pratt & Whitney Canada PT6A-62 turboprop engine and a Hartzell four blade propeller made of aluminium. The engine can generate 857kW of power. The propeller rotates at a constant speed of 2,000 rpm.

An epicyclic speed reduction gearbox installed in the engine reduces propeller noise by optimising output speed. The engine is also equipped with multi-stage axial and single-stage centrifugal compressor, reverse flow combustor and a single-stage compressor turbine.

The length and diameter of the engine are 1.79m and 0.48m respectively.

Performance

The PC-9M can climb at the rate of 19.7m/s. The maximum and cruise speeds of the aircraft are 593km/h and 552km/h respectively. The stall speed is 143km/h. The range of the aircraft is 1,593km and service ceiling is 11,580m. The maximum endurance is 4 hours 30 minutes. The aircraft weighs around 1,781kg and the maximum take-off weight is 2,350kg.


http://www.airforce-technology.com/projects/pc9madvancedtrainera
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 5:19 pm

[3] PILATUS PC-9 / PC-7 MARK II
* The success of the PC-7 led to the introduction of competition in the form of the Brazilian EMBRAER Tucano, which performed its first flight in 1980. That led Pilatus in turn to consider design of a "bigger and better" version of the PC-7. Development of the new aircraft began in 1982, with various new technologies evaluated on a PC-7 testbed. The new aircraft emerged as the Pilatus "PC-9", with the first of two prototypes performing its first flight on 7 May 1984, with Galli at the controls, and the second following quickly on 20 July.

The PC-9 was offered for a British Royal Air Force competition to replace the Hunting Jet Provost trainer, with Pilatus partnered with British Aerospace (BAE) for the deal. EMBRAER won the competition in 1985 with the Super Tucano, but the BAE connection led to a large deal for 30 PC-9s with Saudi Arabia.

The PC-9 looks very much like a PC-7, though it is clearly larger and heavier, and has a distinctive stepped tandem cockpit with a raised canopy, giving the back-seater a much better forward view. The canopy hinges open to the right. The PC-9 has only about 10% commonality with the PC-7. The PC-9 is powered by a PWC PT6A-62 turboprop engine with 860 kW (1,150 SHP), downrated to 710 kW (950 SHP), driving a four-bladed Hartzell propeller. The cadet and flight instructor sit on Martin-Baker Mark CH11A ejection seats, ejecting through the canopy. The machine is fitted with hydraulically-operated landing gear and a hydraulically-operated ventral airbrake. The PC-9 retains the six underwing hardpoints of the PC-7, with the inner two being "wet" for carriage of 145 liter (41 US gallon) or 248 liter (66 US gallon) external tanks.

PILATUS PC-9:
_____________________ _________________ _______________________

spec metric english
_____________________ _________________ _______________________

wingspan 10.19 meters 33 feet 5 inches
wing area 16.28 sq_meters 175 sq_feet
length 10.14 meters 33 feet 4 inches
height 3.26 meters 10 feet 8 inches

empty weight 1,725 kilograms 3,805 pounds
loaded weight 3,200 kilograms 7,055 pounds

max speed at altitude 665 KPH 415 MPH / 360 KT
takeoff distance 645 meters 2,115 feet
landing distance 925 meters 3,035 feet
service ceiling 11,580 meters 38,000 feet
range 1,540 kilometers 955 MI /830 NMI
_____________________ _________________ _______________________

Takeoff and landing specs are relative to an altitude of 15 meters.

The Swiss Air Force didn't buy the PC-9 for training but did obtain 12 for use as target tugs, fitted with a Southwest RM-24 winch system under each inner wing. These machines could also be used for electronic countermeasures training, carrying an Ericsson EriJammer A100 jamming pod, known as the "Vista 5" pod in Switzerland.
Export sales were excellent. By 1998, Pilatus had sold a total of almost 240 PC-9s, with customers including:


Angola (4), with deliveries in 1987. They were used for training and for counterinsurgency operations.

Australia (67). Australia was one of the early customers for the PC-9. The deal involved local manufacture, with two completed examples supplied by Pilatus, 17 provided in kit form for assembly in Australia by Hawker de Havilland, and 48 built by Hawker de Havilland. The Australian variant is designated the "PC-9/A".

Chad (1), delivered in 2006.

Croatia (20), with deliveries beginning in 1996. At the insistence of the Swiss government, these machines were delivered without any weapons capability.

Cyprus (2), with deliveries beginning in 1989.

Germany (10), with deliveries beginning in 1990. These were modified as target tugs as "PC-9Bs", and operated by Condor Flugdienst. Each wing can carry a Southwest RM-24 winch or a laser receiver to permit "scored" attacks by laser weapon simulators.

Iraq (20), with deliveries beginning in 1987.

Myanmar (7), with deliveries beginning in 1986. The PC-9s and some older PC-7s have been used in counterinsurgency operations. Support and service has become a problem due to arms embargoes.
Saudi Arabia (50), with deliveries beginning in 1986. The sale was performed through British Aerospace.

Slovenia (3), obtained in 1994, with these machines originally flown by the US Army and resold through Pilatus.

Switzerland (14), with deliveries beginning in 1987.

Thailand (26), with deliveries beginning in 1991.

United Kingdom, with one machine obtained by BAE Systems in 1989 for use as a chase plane. BAE Systems obtained another from Saudi Arabia in 2005 for similar duties.

US Army (3), with deliveries beginning in 1991, with the aircraft used for test and trials. They proved too expensive to operate and were passed back to Pilatus, which handed them on to Slovenia in 1993, as mentioned above.

Seven have been sold to unknown customers. The current version has a larger dorsal fin to improve yaw stability; modified wingroot fairings; stall strips on the wing leading edges; and new engine and propeller controls.

* In 1992, Pilatus introduced a "PC-7 Mark II" for a South African trainer competition to replace the country's 50-year-old North American Harvards. The South Africans wanted something better than the PC-7 but not as formidable as the PC-9, and despite the PC-7 designation, the Pilatus offering was essentially a downgraded PC-9, with a PT6A-25C engine providing 635 kW (850 SHP) downrated to 520 kW (700 SHP) and driving a four-bladed propeller. The PC-7 Mk.II had only two underwing hardpoints. The only particularly noticeable recognition feature of the PC-9 Mark II versus the PC-9 was a larger tailfin fillet, but it did feature changes under the skin, such as improved avionics and an on-board oxygen generation system (OBOGS).

Two prototypes of the PC-7 Mark II were built, with the first performing its initial flight on 18 September 1992. The type won the South African competition in early 1993, and the first production aircraft flew in August 1994, with delivery to the South African Air Force in November 1994. 60 were handed over into 1996, with the aircraft assembled locally from kits. From 2009, 35 of the South African machines were upgraded with improved avionics by Pilatus, the primary goal being to provide the aircraft with a modern "glass cockpit".

PILATUS PC-7 MARK II:
_____________________ _________________ _______________________

spec metric english
_____________________ _________________ _______________________

wingspan 10.19 meters 33 feet 5 inches
wing area 16.28 sq_meters 175 sq_feet
length 10.14 meters 33 feet 4 inches
height 3.26 meters 10 feet 8 inches

empty weight 1,670 kilograms 3,685 pounds
loaded weight 3,200 kilograms 6,285 pounds

max speed at altitude 555 KPH 480 MPH / 415 KT
takeoff distance 785 meters 2,575 feet
landing distance 890 meters 2,920 feet
service ceiling 9,150 meters 30,000 feet
range 1,500 kilometers 930 MI / 810 NMI
_____________________ _________________ _______________________

Takeoff and landing specs are relative to an altitude of 15 meters.


Other customers for the PC-7 Mark II included:

Brunei (4), with deliveries in 1996.

Malaysia (19), in two batches, the first beginning delivery in 2000, and ten more ordered in 2006. These machines replaced elderly PC-7s in Malaysian service.

Mexico ordered two in 2006, with more orders expected. There had been some earlier difficulties with a deal for PC-9s after Mexican PC-7s were used against insurgents in 1994.

Botswana (5), ordered in 2011, replacing older PC-7s.

India, with a contract award in 2011. Up to 75 machines will be obtained, though details were still in negotiation at last notice and no aircraft are being delivered just yet.

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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 5:20 pm

4] PC-9M / RAYTHEON T-6A TEXAN II
* Following the introduction of the PC-9 Mark II, Pilatus introduced the "PC-9M", where "M" stood for "modular". It featured the tailfin fillet and OBOGS system of the PC-9 Mark II, along with updated avionics -- a "glass cockpit" with main and secondary multifunction displays (MFDs), Global Position System (GPS) navigation, and an optional head-up display (HUD) for the front-seater; when the HUD was fitted the back-seater had a repeater display. Customers have included:


http://www.vectorsite.net/avpc9.html

Bulgaria (6), with initial deliveries in 2004, the type replacing the Aero Vodochody L-29 Delfin in Bulgarian service.

Ireland (Cool, with initial deliveries in 2004. These aircraft are armed with either 12.7 millimeter (0.50 caliber) or 70 millimeter rocket pods for weapons training, with Pilatus providing direct support.

Oman (12), ordered in 1998.

Slovenia (9), purchased in 1997, with these machines provided with a fairly extensive modern combat suite by Radom of Israel.
* The PC-9M was used as the basis for the Raytheon "T-6A Texan II", the winning candidate for the US military's "Joint Primary Air Trainer System (JPATS)", intended to provide flight training for the US Air Force and Navy. JPATS was conceived by the Pentagon in the late 1980s, leading to a preliminary request in 1990. Beech Aircraft came to an agreement with Pilatus to obtain and modify the PC-9 design for JPATS, receiving two "stock" PC-9s, one in August 1990 and the other in March 1991, for development. The second PC-9 was gradually modified to incorporate new features, leading to the construction of two new-build JPATS prototypes. The first flew in December 1992, followed by the second in July 1993. The second new-build prototype was used in the JPATS evaluation.

The flight evaluation was performed from July through October 1994 at Wright-Patterson Air Force Base in Ohio. The Beech entry seemed like a dark-horse candidate since the service bias was to obtain a pure-jet trainer to prepare pilots for jet operations, but it was declared the winner of the competition on 22 June 1995. Other manufacturers engaged in the competition submitted legal protests; they were ultimately rejected but it took some time, and so the actual development contract wasn't signed until 5 February 1996. The JPATS contract involved development of both the aircraft and a ground-based training system, which included flight simulators, training kit, a management and support system, and instructional courseware. A subcontract for the ground system was awarded to Flight Safety Services Corporation in April 1997 by Raytheon, which had bought out Beech in the interim.



Manufacture of the T-6A began in February 1997, with the first production aircraft rolled out at the Raytheon (Beech) plant in Wichita, Kansas, on 29 June 1998. It performed its first flight on 15 July 1998. The T-6A received US Federal Aviation Administration (FAA) certification on 20 August 1999. Initial deliveries to the USAF took place the same year, with deliveries to the US Navy following.

The T-6A looks clearly like a PC-9M externally, the only immediately visible change being a separate windscreen, but it is very much different in detail, with only about 30% commonality with the PC-9M. It has a strengthened fuselage; pressurized cockpit; and state-of-the-art avionics, including GPS, a collision avoidance system, and provision for a HUD. It is powered by a PWC PT6A-68 turboprop engine, normally rated at 1,275 kW (1,708 SHP) but limited to 820 kW (1,100 SHP), driving a four-bladed Hartzell propeller. It has three hardpoints under each wing.

RAYTHEON T-6A TEXAN II:
_____________________ _________________ _______________________

spec metric english
_____________________ _________________ _______________________

wingspan 10.15 meters 33 feet 4 inches
wing area 16.28 sq_meters 175 sq_feet
length 10.14 meters 33 feet 4 inches
height 3.26 meters 10 feet 8 inches

empty weight 2,087 kilograms 4,600 pounds
loaded weight 2,857 kilograms 6,300 pounds

max speed at altitude 575 KPH 360 MPH / 310 KT
takeoff distance 610 meters 2,000 feet
landing distance 732 meters 2,400 feet
service ceiling 10,670 meters 35,000 feet
range 1,574 kilometers 980 MI / 850 NMI
_____________________ _________________ _______________________

Takeoff and landing specs are relative to an altitude of 15 meters.


Development of the T-6A proved anything but smooth, but the problems were ironed out, and the aircraft was finally approved for full production in late 2001. Current plans schedule the procurement of 782 aircraft, with 328 for the Navy to replace Beech T-34AS, and 454 for the Air Force to replace Cessna T-37Bs.
* Raytheon has introduced a "T-6B" with "hands on throttle and stick (HOTAS)" controls, and a "glass cockpit" with a widescreen HUD plus three 12.7 x 17.8 centimeter (5 x 7 inch) MFDs. Certification was in 2009. The US Navy is now obtaining T-6Bs; it is unclear if older T-6As will be updated to T-6B spec, or if USAF will obtain the T-6B. Along with the T-6B, Raytheon offers a "T6-C" that adds underwing stores capability, mostly for carriage of external tanks.


Raytheon has also test-flown prototypes of an "AT-6" light attack variant of the Texan II, with a centerline stores pylon and three stores pylons under each wing for a total of seven; cockpit and engine armor; night vision goggle (NVG) compatible cockpit; and combat avionics including an electro-optic / infrared imager turret mounted on the centerline, helmet-mounted sight, datalinks, and defensive countermeasures. It has the digital cockpit of the T-6B, and features a mission system / central control unit, derived from the A-10C "Warthog" close support aircraft and supplied by Lockheed Martin. Production machines will be fitted with the PT6A-68D engine providing 1,190 kW (1,600 SHP).

The AT-6 was announced in 2006, with the initial sales prospect being the Iraqi Air Force. Initial flight of a prototype was in September 2009 -- not long after the announcement of a fast-track Pentagon requirement for a hundred light attack machines based on an off-the-shelf solution, which no doubt raised the priority of the AT-6 program considerably. The program later went on hold, but interest in light attack aircraft remains high, with Raytheon officials seeing a big opportunity for export sales.



* Raytheon pays a royalty to Pilatus for each Texan II, but also competes with Pilatus in the export market, and has scored a number of wins:


In 1998, Greece agreed to buy 45 T-6As, with the first 25 similar to US specification, and the last 20 built to the "New Trainer Aircraft" specification of the Hellenic Air Force.

The "NATO Flight Training In Canada" program has ordered 24 T-6As through Bombardier of Canada.

The Israeli Air Force obtained 25 T-6As as the "Efroni", with deliveries from 2009. They replaced Fouga Magister jet trainers.

The Iraqi Air Force ordered eight T-6As in 2009.

Morocco ordered 24 T-6Cs in 2009.
Raytheon ultimately hopes to sell about as many T-6s on the export market as will be provided to the US military.



Última edición por GREYHOUND el 20/11/2011, 6:46 pm, editado 1 vez
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 5:25 pm

DESPUES DEL ANUNCIO DE LA SEDENA, PILATUS RUEGA POR RECONSIDERAR LA DECISION YA TOMADA POR LO SIGUIENTE:

JUSTIFICA DICIENDO QUE EL PC-9M ES MEJOR QUE EL T-6C TEXAN II, YA QUE SE PUEDEN OBTENER LOS MISMOS RENDIMIENTOS A UN MENOR COSTO,

Ulises Gutierrez escribió:
GREYHOUND escribió:POR CIERTO, MICTIAN QUE LES PARECE SI ABRIMOS MEJOR UN TEMA PARA COMPARAR TOTAL Y EXCLUSIVAMENTE AL PC-9M VS T-6C...??

Y METEMOS DE LLENO INFORMACION TECNICA, POLITICA, ECONOMICA Y OTROS, QUE NOS PERMITAN TENER UN MEJOR ANALISIS SOBRE CADA APARATO.

Apoyando la moción del compañero GREYHOUND les dejo una tabla comparativa en cuestiones "técnicas" de ambos aviones




Bibliografía

Hawker beechcraft T-6C http://digital.turn-page.com/issue/47395

Pilatus PC-9M http://www.pilatus-aircraft.com/00-def/main/scripts/ckfinder/userfiles/files/Downloads/Brochures/Pilatus-PC-9-Fact-Sheet.pdf
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 5:55 pm

DEBIDO AL CONCURSO JPATS, PERO POR CONFLICTOS ENTRE LA FUERZA AEREA Y LA US NAVY, SE TUVO QUE REDISEÑAR EL AVION CREANDOSE EL PC-9 MKII DE LA MANO DE RAYTHEON GENERANDO AL FINAL UN DISENO NUEVO BASADO EN EL PC-9 Y 22% MAS PESADO QUE EL PC-9 Y ASI NACE EL T-6A QUE FUE QUIEN GANO EL CONCURSO.

UN DATO INTERESANTE ES QUE BEECHCRAFT A PESAR DE VENDER MAS DE 700 AVIONES T-6 TEXAN II, NUNCA A GANADO UN CONCURSO INTERNACIONAL PERO A AMARRADO SUS VENTAS GRACIAS A LOS PROGRAMAS FMS Y LA AYUDA DEL GOBIERNO DE LOS EUA. (QUE TAMBIEN ES VALIDA EN EL MUNDO DE LOS NEGOCIOS).




ADEMAS, UNOS PUNTOS A FAVOR DEL PC-9 SOBRE EL TEXANO SON: COSTOS DE MANTENIMIENTO A UN HORIZONTE DE 20 AÑOS, ASI COMO MENOR CONSUMO DE CONBUSTIBLE.

PUNTOS EN CONTRA ADICIONAL SON: EL PC-9 NO CUENTA CON ASIENTOS EYECTABLES CERO-CERO DEBIDO A EL 90 % DE LOS CASOS, SIEMPRE SE EYECTAN LOS PILOTOS A VELOCIDADES SUPERIORES A LOS 60 NUDOS Y NUNCA SE EYECTARIAN EN TIERRA A MENOS DE 60 NUDOS. ADEMAS DE QUE EL ASIENTO MARTIN BAKER MK11 0/60 SU MANTENIMIENTO CUESTA 2.5 VECES MENOS QUE EL DE UN ASIENTO 0/0.

LA CABINA DEL PILATUS NUNCA SE HA PRESURIZADO DEBIDO A QUE NO ES UNA AERONAVE DE ALTO RENDIMIENTO . EN VUELOS DE ADIESTRAMIENTO NORMALMENTE SE REALIZAN A ALTURAS ENTRE LOS 5,000 Y 15,000 PIES Y A ESA ALTURA NO HAY DIFERENCIA NOTORIA ENTRE UNA CABINA PRESURIZADA Y UNA NO PRESURIZADA.

ASI GLASS COCKPIT EN EL PILATUS PC9 ES DE MENORES PRESTACIONES COMPARADA CON EL T-6.



FUENTE PILATUS LTD
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 6:26 pm

REVISANDO EL TEMA DE LOS ASIENTOS.

MARTIN BAKER MK11 (PILATUS PC-9M)
http://www.martin-baker.com/products/Ejection-Seats/Mk--11.aspx


MK. 11

The Martin-Baker Mk.11 seat embodies all the design features of the Company’s more sophisticated escape systems but at reduced weight and size. The Mk.11 seat design offers a great deal of flexibility allowing each installation to be tailored specifically to an individual customer’s requirements. The Mk.11 seat is fitted in the Pilatus PC9 trainer and Promavia Jet Squalus.





MK. 11

- Seat firing handle pulled causing seat initiation cartridge to fire
- Command firing initiated (if selected)
- Harness retraction unit operated
- Primary cartridge fires
- Top latches disengage, seat rises up rails, secondary cartridges fire progressively
- Canopy breakers shatter canopy
- Drogue gun time-delay mechanism initiated by trip rod
- Barostatic time-release unit (BTRU) initiated by trip rod
- Seat services and command ejection quick-disconnects disconnected
- Emergency oxygen supplied to aircrew
- Leg restraint lines restrain aircrew’s legs, lower attachments shear
- Drogue deploys after delay, to stabilise and decrease velocity of seat
- Barostatic time release unit monitors the altitude

- Above pre-determined altitude -
- Seat falls, stabilised by drogue
- Emergency oxygen supply continues

- Below pre-determined altitude -
- BTRU mechanism operates, cartridge fires
(If BTRU fails manual deployment also available by pulling manual override handle)
- Drogue shackle freed
- Parachute mechanical lock freed
- Upper harness locks released
- Lower harness lock mechanism releases lower harness lugs, negative-g strap and leg restraint lines
- Aircrew momentarily held in seat by sticker straps

- Drogue extracts and deploys the main parachute canopy
- Main parachute canopy fully deploys and lifts aircrew and personal survival pack (PSP) from seat.
- Reaction to sticker clips ensures divergence of aircrew and seat
- PSP manually lowered on drop line below aircrew
- Normal parachute descent follows
- Manual opening of PSP
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 6:37 pm

ASIENTO DEL TEXAN II

MARTIN BAKER MK16
http://www.martin-baker.com/products/Ejection-Seats/Mk--16-low-speed.aspx


Mk. 16 low-speed


The JPATS (Joint Primary Aircraft Training System) is designed to train students in basic flying skills, and is common to the U.S. Air Force and Navy. The US16LA-1/2 lightweight ejection seat is designed for training aircraft. It optimises the pilot field of view, improves comfort and pilot efficiency, and provides increased reliability and maintainability. With the Mk.16 lightweight low speed seat, ejection performance is optimised throughout the escape envelope, from zero height at zero velocity in a near level attitude through to 370 knots. It is designed to accomodate a very wide, size and weight range, including female aircrew.

Mk. 16 low-speed

- Seat firing handle pulled causing seat initiation cartridge to fire
- Interseat sequencing system initiated initiated
- Harness retraction unit operated
- Primary cartridge fires, bottom latches engage, top latches disengage seat rises up rails
- Canopy fracturing MDC initiated
- Aircraft services disconnected
- Leg restraint lines draw back and restrain aircrew’s legs
- Secondary cartridges fire as seat rises

- Multi-purpose initiators fire
- Underseat rocket motor fires
- Leg restraint lines become taut and rivets shear, freeing lines from floor brackets
- Emergency oxygen supplied to aircrew
- Barostatic time-release unit (BTRU) mechanism set to operate when altitude and g-load conditians are satisfactory
- Manual override handle lock released
- Drogue and bridle deployed, stabilise and decrease velocity of seat

- Barostatic time release unit (BTRU) monitors the altitude and g-load conditions

- Above 15 000 ft
- Seat falls, stabilised by drogue
- Emergency oxygen supply continues

- Below 15 000 ft but above 8000 ft
- Seat falls, stabilised by drogue
- Emergency oxygen supply continues
- G-restrictor prevents operation of time-release mechanism until g-load
is satisfactory

- Below 8000 ft
- Time-release mechanism operates, cartridge fires (If BTRU fails manual deployment also available by pulling manual override handle)
- Cartridge of headbox deployment unit fires
- Parachute container (headbox) deploys
- Drogue bridle released
- Sear of time-delay unit (TDU) operated

- After delay, TDU fires
- Upper and lower harness to seat locks released
- Leg restraint lines released
- Parachute container (headbox) separates from main parachute and is pulled clear by auxiliary parachute
- Sticker straps momentarily hold aircrew in seat
- Main parachute develops, lifts aircrew and survival pack from seat and pulls sticker clips from clips causing aircrew and seat to diverge
- Aircrew and survival pack (attached to aircrew) separate from seat
- Pulling survival pack from seat causes automatic deployment unit (ADU) cartridge to fire (if seat to AUTO)
- If set to MANUAL aircrew pulls handle to manually deploy
- ADU operates, lowers survival pack on drop line below aircrew
- Personal locator beacon operates, automatic liferaft inflation unit (ALIU) armed
- Normal parachute descent follows





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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 6:50 pm

EN RESUMEN Y EN ESPERA DE MAS INFORMACION QUE QUIERAN APORTAR, EL PILATUS PC-9M ES UN AVION DE ENTRENAMIENTO SOLAMENTE, EL CUAL SE QUEDO ESTANCADO A PESAR DE SER MAS ECONOMICO REALMENTE NO ES UNA OPCION ATRACTIVA YA QUE ESTA LIMITADA TECNOLOGICAMENTE, POR SU PARTE EL T-6 TEXAN II, ES UN AVION BASADO EN EL PC-9 PERO MAS Y MEJOR EQUIPADO DEBIDO A LOS REQUERIMIENTOS DE LA US NAVY Y US AIR FORCE, ADEMAS DE QUE HA EVOLUCIONADO A SER UN ENTRENADOR MAS AVANZADO QUE EL ORIGINAL PC9 Y ADEMAS ESTA DESARROLLANDO UNA VERSION DE ATAQUE CON CAPACIDAD COIN, COSA QUE EL AVION SUIZO NO PUEDE HACER Y ESTA LIMITADO EN ELLOS, RAZON POR LA CUAL, MUY SEGURAMENTE LA SEDENA OPTO POR EL AVION DE EUA. PORQUE OFRECE UN PRODUCTO ADECUADO PARA LAS NECESIDADES DE LA FAM QUE NO SE LIMITAN SOLAMENTE AL ENTRENAMIENTO.
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 6:56 pm

CABINA DEL T-6C TEXAN II

GREYHOUND escribió:




CABINA DEL PILATUS PC-9M


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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 6:58 pm

ALGUIEN QUE ME EXPLIQUE SI VEN LOGICO ESTE CUADRO DE COMPARACION DE AERONAVES...!!



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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Mictian el 20/11/2011, 10:48 pm

Veo que Embraer da unos datos y Janes da otros...interesante, ahbria que ver si tdos los datos con mayor peso y demas etceteras se solventan con solo una pala mas en la helice...francamente lo dudo...como que se quieren aventar una tranza tipo mustang de ford.


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No te sientas vencido ni aun vencido, no te sientas esclavo siendo esclavo. Tremulo de pavor piensate bravo y arremete feroz ya mal herido!!!. Que muerda y vocifere vengadora, en el polvo ya rodando tu cabeza!!!(Almafuerte).
Desde la creacion de los Ejercitos han existido los exmilitares, pero no existen los exsoldados (Mictian).
Fuiste todo un guerrero mi Max!!! Dios te tenga en su gloria...
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 20/11/2011, 10:51 pm

TAMBIEN HAY QUE TOMAR EN CUENTA QUE EL EMB314 SUPERTUCANO ES UNA EVOLUCION DEL EMB312 TUCANO TAMBIEN ENTRENADOR Y REALMENTE COMPETIDOR DEL PC-9 DIRECTO.

Y NO PUEDES COMPARAR UN AVION TRAINER CON UN AVION COIN COMO LO HACE VER PILATUS PARA QUEDAR MEJOR POSICIONADO CON UNA AERONAVE LIMITADA COMO LO ES EL PC9M.
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Mictian el 20/11/2011, 11:02 pm

GREYHOUND escribió:TAMBIEN HAY QUE TOMAR EN CUENTA QUE EL EMB314 SUPERTUCANO ES UNA EVOLUCION DEL EMB312 TUCANO TAMBIEN ENTRENADOR Y REALMENTE COMPETIDOR DEL PC-9 DIRECTO.

Y NO PUEDES COMPARAR UN AVION TRAINER CON UN AVION COIN COMO LO HACE VER PILATUS PARA QUEDAR MEJOR POSICIONADO CON UNA AERONAVE LIMITADA COMO LO ES EL PC9M.

En esto definitivamente tienes razon a integracion de sistemas de combate en el Texan es algo ya de norma e intentar hacerlo en Pilatus asi sea desarrollo autoctono resulta una burrada redundante y rebuznante. El heco de querer inventar el hilo negro y lo que es peor, comprarles la idea resulta hasta insultante si te la quieren vender...

Es lo que dije...quieren apantallar con espejitos de desarrollo de una supuesta tecnologia de la cual carecen y no pueden prducir, no tienen el know hw, la infraestrucura, ls desarrollos patentes ni nada que apoye legal ni fisicamente ni moralemente un ofrecimieno de esta magnitud. E vender una quimera que ni siquiera es propia...vaya...como ya lo dje, inventar el hilo negro y el agua tibia...


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No te sientas vencido ni aun vencido, no te sientas esclavo siendo esclavo. Tremulo de pavor piensate bravo y arremete feroz ya mal herido!!!. Que muerda y vocifere vengadora, en el polvo ya rodando tu cabeza!!!(Almafuerte).
Desde la creacion de los Ejercitos han existido los exmilitares, pero no existen los exsoldados (Mictian).
Fuiste todo un guerrero mi Max!!! Dios te tenga en su gloria...
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Tupolev TU-160 el 21/11/2011, 12:02 am

Si por mi fuera agarraba el Super Tucano, aparentemente tiene mejores prestaciones que el Texan II y el PC-9M si es que los datos son ciertos...

Pero con esa fama que se creò Embraer en Mèxico es de pensarse bastante...
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por PILATUS el 21/11/2011, 1:08 am

Tupolev TU-160 escribió:.

Pero con esa fama que se creò Embraer en Mèxico es de pensarse bastante...

Con "Embraer" ni a la esquina!!!!!!!!!!!!!!!!!!!!!!!!!
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por asterix el 21/11/2011, 2:18 am

Pero con esa fama que se creò Embraer en Mèxico es de pensarse bastante...


Pues que hizo en México....????


Los Embraer de Alerta Temprana siguen funcionando o que no...???? scratch


Es muy raro.....

Cuando algo les sale mal...la culpa es del fabricante...???

Ejemplos Muchos hay.....

Primero los helos MI.....

Después los Embraer.....

Y ahorita los Alenia C-27......


De quien ENTONCES LA CULPA....?????


Un saludo.

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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Mictian el 21/11/2011, 6:00 am

Embraer no se ajusto a los requerimientos del cliente....por u lado.

Los Helicopteros de entrada tenian sus particularidades de logistica que no fueron evaluadas de manera que el proyecto se impacto debido a esto.

Sin embargo, una cosa es que te metas a discutir con todo un bloque de paisses y su manera de hacer las cosas por muchos años y no te adaptes y otra es que pretendas cambiar a tus huevos la forma de hacer las cosas de un cliente sin considerar su necesidades.


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No te sientas vencido ni aun vencido, no te sientas esclavo siendo esclavo. Tremulo de pavor piensate bravo y arremete feroz ya mal herido!!!. Que muerda y vocifere vengadora, en el polvo ya rodando tu cabeza!!!(Almafuerte).
Desde la creacion de los Ejercitos han existido los exmilitares, pero no existen los exsoldados (Mictian).
Fuiste todo un guerrero mi Max!!! Dios te tenga en su gloria...
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 21/11/2011, 7:24 am

BUENO, CON TAL DE COMPETIR EN EL CONCURSO JPAS, PILATUS PARTICIPO DE LA MANO CON RAYTHEON Y NACIO EL PILATUS PC-9 MKII POSTERIORMENTE CONOCIDO COMO EL T-6 TEXAN II Y GANARON EL CONCURSO, DONDE TAMBIEN PARTICIPO EMBRAER CON UN DESARROLLO DE SU AVION EMB312 TUCANO ASISTIDO POR LA EMPRESA NORTEAMERICANA NORTHROP Y NACIO EL SUPERTUCANO.

EL PUNTO DE TODO ES QUE EL AVION SUIZO NO CUBRE LAS NUEVAS NECESIDADES AERONAUTICAS DE LA FAM, POR LO CUAL SE SELECCIONO A EL TEXAN II.

EL AVION SE QUEDO ESTANCADO, NO HA EVOLUCIONADO, SI SE QUIERE UN ENTRENADOR AVANZADO PARA LA EMA ESTA PERFECTO EL PC-9M, PERO PARA LO QUE SE PRETENDE DESARROLLAR EN LA EMAATFA, ES MEJOR EL T-6.


NUEVAMENTE PARA EL PIENSA QUE EL SUPERTUCANO ES MEJOR, PARA SER UN AVION DE ENTRENAMIENTO EL AVION BRASILEÑO ESTA SOBRADO, MUY SOBRADO PORQUE ES UNA PLATAFORMA COIN, SI QUIERES COMPARAR O IGUAL AL T-6 TENDRIA QUE SER CON UN AVION DEGRADADO DE EMBRAER.


PARA PODER COMPRAR AL SUPERTUCANO, TENDRIA QUE COMPARARSE CON EL ""AT-6"" Y AHI SI, QUE SE DEN UN QUIEN VIVE.

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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por tirador el 21/11/2011, 10:18 am

en todo caso, como mencionas, el comparativo más realista sería entre un T6C y un PC21 (no con el PC9M). Pero parece que el PC21 no se está ofreciendo aquí.
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por R_Krimen el 21/11/2011, 1:46 pm

El PC-21 es otro pex muy diferente...
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 22/11/2011, 4:56 pm

tirador escribió:en todo caso, como mencionas, el comparativo más realista sería entre un T6C y un PC21 (no con el PC9M). Pero parece que el PC21 no se está ofreciendo aquí.

Y DE HECHO PINTA PARA SER UN FRACASO EN PILATUS, Y POR ESO ESTA EN RIESGO LA EMPRESA DE AVIONES ENTRENADORES MILITARES.

DESDE EL PRIMER VUELO EN 2002 SOLAMENTE HA OBTENIDO 3 CONTRATOS, SINGAPUR EN NOVIEMBRE DEL 2006 (19), SUIZA EN ENERO DEL 2007 (Cool Y EN DICIEMBRE DEL 2009 EMIRATOS ARABES UNIDOS (25), EN TOTAL 52 AVIONES Y NO HAY MAS CONTRATOS DESDE ENTONCES.

SOBRE EL PC-9 SE HAN VENDIDO UN POCO MAS DE 260 AVIONES A 15 PAISES Y NO HA REGISTRADO VENTAS IMPORTANTES DESDE 2003 QUE LE VENDIO 6 A BULGARIA Y SU ULTIMA VENTA DE PC-9 FUE A MEXICO, DOS UNIDADES ENTREGADOS EN 2007.

POR OTRO LADO, LA EVOLUCION PC-9 MKII O T-6 TEXAN II DE RAYTHEON EN TODAS SUS VERSIONES EN ENTRADA YA SUPERO CON CRECES LAS VENTAS DEL PC-9 ORIGINAL, DE ENTRADA 700 AVIONES APROX A EUA (JPAS), GRECIA (45 AVIONES "A Y C"), ISRAEL OTROS 25 AVIONES A, IRAK, MARRUECOS, Y PUES MEXICO.

ASI QUE PILATUS AL MENOS DEL SECTOR DEFENSA CORRE EL RIESGO DE PERDER PRESENCIA EN EL FUTURO YA QUE NO HA GENERADO VENTAS IMPORTANTES Y QUERIA MANDAR SU FABRICA Y LINEA DE MONTAJE DEL PC9 A MEXICO PORQUE YA ES TECNOLOGIA DESFASADA Y QUE VA EN CIERTA FORMA DE SALIDA PORQUE NO PROGRESO.







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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por falcon6 el 22/11/2011, 7:52 pm

POR EL MOMENTO NO DIGO NI PIO CON RESPECTOA ESTO PUES UEGO SE ME SALA EL NEGOCIO, VERDAD MI GREY?
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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por GREYHOUND el 22/11/2011, 8:04 pm

falcon6 escribió:POR EL MOMENTO NO DIGO NI PIO CON RESPECTOA ESTO PUES UEGO SE ME SALA EL NEGOCIO, VERDAD MI GREY?

PUES SI, SIGO ESPERANDO MANDAR FAXES, LLEVAR COPIAS, ETC JAJAJAJAJA

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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Aerovias Guest el 23/11/2011, 11:08 am

Greyhound, los puntos rojos que mencionas son un standard; ambas aeronaves cuentan con esos sistemas.

v.gr : sistema hidraulico de emergencia para el tren "libre de mantenimiento".- toda aeronave de tren retractil cuenta con 1 , 2 o hasta 3 en redundancia.

jaja por cierto, por supuesto que el PC9 esta presurizado, basta ver el techo de 31 mil pies.

para hacerlo simple: el PC-9M y la version de entrenamiento del Texan II son practicamente lo mismo,pero de hecho el motor del Pilatus es mas potente y tiene 6 puntos de anclaje (3 debajo de cada ala)




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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

Mensaje por Mictian el 23/11/2011, 11:14 am

Aerovias Guest escribió:Greyhound, los puntos rojos que mencionas son un standard; ambas aeronaves cuentan con esos sistemas.

v.gr : sistema hidraulico de emergencia para el tren "libre de mantenimiento".- toda aeronave de tren retractil cuenta con 1 , 2 o hasta 3 en redundancia.

jaja por cierto, por supuesto que el PC9 esta presurizado, basta ver el techo de 31 mil pies.

para hacerlo simple: el PC-9M y la version de entrenamiento del Texan II son practicamente lo mismo,pero de hecho el motor del Pilatus es mas potente y tiene 6 puntos de anclaje (3 debajo de cada ala)





Mi estimado,

Por que no pasa este comentario al comparativo ya hecho???

Por favorsote.


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No te sientas vencido ni aun vencido, no te sientas esclavo siendo esclavo. Tremulo de pavor piensate bravo y arremete feroz ya mal herido!!!. Que muerda y vocifere vengadora, en el polvo ya rodando tu cabeza!!!(Almafuerte).
Desde la creacion de los Ejercitos han existido los exmilitares, pero no existen los exsoldados (Mictian).
Fuiste todo un guerrero mi Max!!! Dios te tenga en su gloria...

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Re: COMPARATIVO ENTRE PILATUS PC-9M y BEECHCRAFT RAYTHEON T-6

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