Am 21. September 2006 feierte die 4. Staffel/ FLR 1 des Österreichischen Bundesheeres ein besonderes Jubiläum – 30 Jahre Pilatus Porter PC-6. Zur Staffel gehören derzeit zwölf B2H2, sowie eine B2H4.

Als Staffelangehöriger organisiert hatte diesen Event auch Norbert Tillmann, auf dessen Einladung sich die D-FFBZ der MS-Air GmbH am 19. September 2006 vom Flugplatz Münster-Telgte (EDLT) zunächst auf den Weg nach Krems-Langenlois (LOAG) machte. Da sich entlang der tschechischen Grenze ein Starkregengebiet ballte, wurde dieses mit westverlagertem Kurs umflogen und mit Rückenwindunterstützung Krems nach 3:08hrs erreicht. Dort wurden wir herzlich von Norbert (Tilly) Tillmann und Franz Salzer empfangen, kamen sogar noch am Nachmittag in den Genuss, die BZ zur Airbase Tulln (LOXT), dem Standort der PC6-Staffel, zu fliegen. Dort wurde uns dann auch noch Einblick in PC-6- und Skyvan-Hangar gewährt.

Am 21. September flog die BZ dann als einzige zivile PC 6 zum Aussenübungsgelände Japons. Hier war in einem großen landwirtschaftlichen Anwesen alles für das wohl organisierte Jubiläumsfest hergerichtet. Kurz nach unserer Landung folgten dann die ersten von 8 teilnehmenden PC6 der Staffel, darunter dann auch eine 4er Formation, angeführt vom „Bunten Fredi“, der 3G-EL. Bei Sonnenschein und herrlicher Stimmung, verlebten wir dann einen wunderbaren Tag inmitten aktiver und ehemaliger PC6-Piloten der Jubiläumsstaffel.

Für die BZ galt es an diesem Tag Rundflüge mit den zahlreich anwesenden, flugzeugbegeisterten Zuschauern durchzuführen. Mit vielen wunderbaren Eindrücken kehrten wir dann abends nach Krems zurück und traten am Folgetag morgens unseren Heimflug an. Diesmal cavok und Kurs dct. Nach 2:52 hrs hatten wir die 370NM zurückgelegt und kehrten um ein besonderes fliegerisches Erlebnis bereichert, nach Telgte zurück.

Mit besonderem Dank an Norbert Tillmann und Franz Salzer,
Ralf Gührs und Paul-Jürgen Arndt, MS-Air GmbH

CASI Porter 523 in LAOS, 1965-74

By Fred O’Bell - one of 523’s pilots

523 was part of the aircraft inventory belonging to Continental Air Services, Inc., a subsidiary of Continental Airlines. The company was under contract to support the USAID-Laos refugee resettlement program.  (The shuffling of refugees away from Pathet Lao control.) On paper this was an upfront cause, however, included in the contract were provisions to support the US Embassy Mission. As such we not only supported the refugee resettlement program, we were very involved in supplying soft rice (food and clothing) and "hard rice" (arms & ammunition) to the security forces (Lao military) of the resettlement program.  In support of the program, 523 was normally dispatched from our Vientiane base at five day intervals to LS20A, located  apx. 45 miles north of Vientiane and 5 miles south of the Plaines de Jarres. While there it shuttled refugees in and out of LS20A, resupplied military outposts and made night drops over the Ho Chi Minh trail. (All airstrips throughout Laos were numbered. Most were dirt strips averaging 500' in length. LS20A was a paved strip 2500' long where Air America and other "black" aircraft delivered loads of "hard rice" every day. )

We often came under small arms fire, both friendly and unfriendly. When this occurred, and if the damage wasn't too severe, we would keep on flying and report the event to maintenance personnel at the end of the day. We weren't being nonchalant in not standing down to repair bullet holes, as long as the plane was flyable we kept flying. Why? In addition to our base salary we were paid an additional amount for every hour we flew over hostile territory. Maintenance would then inspect and repair the damage overnight, making the aircraft available for dispatch the next morning. We pilots were not always made aware of how close we came to being "drilled". 

One of the night missions we flew over the Ho Chi Minh trail was to gather information from Thai Intelligence troops who were inserted by Air America helicopters. They would infiltrate to a position where they could observe traffic coming down the trail from North Vietnam. Radios were installed in the aircraft allowing a Thai interpreter flying in the right seat to communicate with the Intel Teams. We flew lights out, at + or- 10,000' a couple of miles off to the side of the Trail. Even though we received extra "hazard" pay for these flights we seldom received ground fire and referred to them as "milk runs".  I didn't worry about ground fire on these missions, I worried the USAF in Thailand would fail to receive the alert about our mission, scramble a fighter and shoot our butts off, but thank God it never happened.

It's nice to know 523 is receiving a face lift and tender loving care. I hope the new owner appreciates her history and treats her with the affection she deserves.

By Fred O’Bell

On Air America Pilatus Porters on a regular basis

While in  South Vietnam in 1966 and 67 as a support soldier attached to the 21st Signal Group--362 Signal Company repairing power generation equipment to keep the tropospheric scatter communications systems (predecessor of satellite communication) on line  I flew on Air America Pilatus Porters on a regular basis. We had 25 signal sites from the DMZ to the Mekong Delta so when a generator went down we were issued redball flight orders and along with the part needed to repair the unit I was able to procure a ride on just about any aircraft I wanted except fighter jets. It always seemed that Air America had a plane going my direction so unless it was a priority flight  taking a dignitary or high ranking officer somewhere I could get on the plane. On several occasions I was fortunate to be able to fly on a Pilatus Porter and even now 37 years later I am still impressed at the experiences. The short take-off and landings always amazed me, as I recall they could take-off in less than 300 feet. Also the silence in flight, all I remember was a slight whine from the turbine.  I have not seen one of these planes since 1968 so was pleased to run across this website.  I surely would like to take a ride in a Pilatus Porter again for old times sake.

John T. Williams

Engine Failure over the Jungle

Published with the aim to share experience with other Porter Pilots

During a flight on January 22, 2002 from Pucallpa (Peruvian Jungle) to Atalaya, 84 miles from Pucallpa (65 from Atalaya) at 9000 feet I had a engine failure. My engine went to 60% NG, and could not accelerate the engine. I feathered the propeller and glide the porter searching in the jungle a spot to do an emergency landing. I found a place to land in the last minutes. I made the emergency landing in a rough land aprox. 50x50M. Unluckily in this season of the year in the Peruvian Jungle is the raining time, so the river grows and disappears most of the beaches and islands, making it much harder when having the needs to choose an emergency landing spot.

During the landing the plane has presented some structural damages, but luckily no human damage. All my passengers: 2 children, 7 adults and me are 100% OK. 

Before landing, when I established on final of this spot (40 M close from the river shore) I put the engine out of feather and 5M above the ground I stall the airplane, selecting low pitch (even the engine was not accelerating) this low pitch and high angle of attack helped me to do a short-hard landing, stopping the plane landing roll in 20M (amazing short). As soon I had contact on ground I cut off the engine (normal shut down procedure).

Because this hard landing, the right shock strut has collapsed, damaging some of the fuselage this right site. The resistance presented because the right shock strut collapsed made my stop faster, but damaging  a bit the right wing tip when heating the ground. The propeller with low RPM cached some of the little trees, presenting a light prop strike.

The engine has the sad story, before yesterday we had a visit of the Pratt & Whitney Canada Field Support Representative in South America. He went to the field where I did the emergency landing. Together with him, our mechanic, opened the engine for the first time. They determinate that the P3 line was broken, this cause the lost of acceleration. This P3 line had provably fatigue, the rupture was close to the gas generator case, below the silicon heater, so during maintenance was not possible to see it. The major engine damaged was as reaction of the hard landing. When the engine was turning the compressor got damages and the hot section CT blades hit the segments, braking blades. The power section is okay.

Melanie Wiedler, Pilot Aero Andino

First Encounter with the Porter at Nakhon Phanom

I was stationed at Nakhon Phanom Royal Thai Air Force Base during the year 1969. I was a comm man, I repaired radios and intercommunication equipment on many aircraft. One day during a let up in the work schedule I walked down the flight line just to see the aircraft.

Off to my right, a small aircraft landed on the taxiway almost at the end of the access road, made a turn and taxied up to the operations building. I was amazed! Traditionally, aircraft take up a lot of space landing, taxiing over to the taxiway and then are lead by the 'follow me' truck to a parking space. Usually. every day. except that day. I made an effort to be around when it took off and was even more amazed! After taxiing up the access rd to the taxiway, it stopped, waited a minute, then ran the rpm's up to what seemed extremely fast and then kept increasing! After a short roll, and and I do mean short, the aircraft sort of lifted off at a 40 degree angle. I watched until it was out of sight.

As time weent on I watched several of these aircraft land and take off. One time I saw 5-6 aircraft leave in succession. The only info anyone would give me was that they were made in Switzerland and were STOL. One afternoon, an aircraft landed and rolled up to the ops building and 4 very large men got out. Nery curious, I walked over to see what I could see. Halfway there, I heard a shout and looked off to my left to see a Thai Guard with an M-16 leveled at me! I took the hint and retraced my steps to a safe distance!

The fascination for this aircraft died down until the movie 'AIR AMERICA' came out. After a very long time and after many requestes from my son, I broke down and entered the 'computer age'. I have found a wealth of info about the organization I was with and others I was around. The movie 'AIR AMERICA' was a great one. Due to an incident of only a minute or so during which I hovered a helicopter while the crew chief corrected a serious and life threatening problem with the aircraft, I also had engaged in a conversation with 'someone' looking for people to fly for them'. According to him, I had excersized and demonstrated 'a natural ability' in hovering a helicopter. I declined his offer. There it is. Surely one of the smallest of experiences to come out of SEA during that time.

Richard M. Johnson

"Agricultural work" with N699SA

Porter loaded with 10 experienced jumpers operating out of 500m grass strip, surrounded at both ends by 2.5m high, thick green corn crops.

Pilot decides on short take-off demo, backtracks and lines up with a good 400m of useful airstrip ....behind him!!
Pilot fails to employ any form of short take-off technique and slowly accelerates towards the wall of corn. Rather than aborting, he is overcome by "agricultural Harvester envy" (having observed several in operation around the local area) and decides that the Porter, being such an outstanding all-round aircraft, could successfully be tasked to the Harvester role!

Looking like "Jaws" in a sea of corn, all that was visible was the giant fin, with green storks flying up like water spray, cutting through the crop at great speed.

On-lookers and passengers alike were convinced a rapid stop was now inevitable, but, being a Porter, it took to its new role with stunning effectiveness and enthusiasm! It powered on through approx. 100m of crop and gradually staggered into the air. The swath of devastation was quite an impressive sight!!

Great clumps of foliage hung from all over the aircraft as it continued to gain altitude. The Pilot remained speechless, sliding down behind the seat-back and not daring to turn around. Not a word was spoken....by anyone.
Due to the extra "agricultural load", the planned climb was finally abandoned at 9,000ft, a climb that seemed to last an eternity....for the pilot anyway. He was so overcome by embarrassment by his first attempts at farming, he parked the aircraft at the far end of the strip and made his retreat through the cover of the surrounding crops.

True story ! Hope you like it. Luckily for the rest of us, the Porter was not damaged.

NB: The Pilot concerned was not me, I just watched the whole thing unfold in front of me
(and cleaned the mess up!!).

Andrew Wallace, New Zealand

Welcome in Belgium

It took a very long time, the whole process of buying this PC-6. First we thought to buy a used one in the U.S., but the Sales Manager of Pilatus Aircraft made us a real good deal on a new one. Even we choose the paint job by
ourselves.

So one day in early April 1994 I made my way to Stans, really excited how it might be to pick up a brand new Porter. There it was - in the assembly hall ! All Pilatus personnel was smiling at me..."Are you the guy to pick up the "Schleckstengel" (Lollipop)" ? No wonder why! The plane was painted in pink, with purple wings. But I think, this is o.k. for a Parachute club.

Since it was the first plane, we've bought, it was to expected that things were going wrong. So finally I was sitting in Stans for 3 full weeks before I could fly out, everybody can imagine, how expectations have been rising, specially at
that new Drop Zone of ours in Spa, Belgium.

It was on April 30th, when I flew out. I was feeling great. Landing in Altenrhein with all customs procedures went fine, I filed my flight plan to Liege, the port of entry in Belgium. On crossing the Belgium border I contacted Liege Tower and received my landing informations. Since it is a military airport as well, sometimes the NATO AWACS
plane did it's pattern work there as well. Well equipped with a 10.000ft runway, but at that landing direction the tarmac at the far end with no taxiways. So my concerns grew rapidly to hold up the whole traffic with my slow aircraft.

I requested a long landing . The answer from Tower: "What again is your full call-sign ?" "D-FSPA"   ..... I saw the Controller calculating in my imagination.  D- F... is single engine aircraft above 2 tons MTOW, at that time
there were 8 registered planes in that category in Germany. What kind of an aircraft was approaching here ?  So: "Negative, D-PA, short landing, call Final."

O.K., as you wish, I thought. On final I could hear another aircraft calling base, then I received my landing clearance. My touch-down was just behind the threshold, I could not even see the tower on the other end of the field... "D-PA, expedite taxi, traffic behind you on final" "Roger, expediting" So I speeded up in the only way I know with the Porter, I took off again and flew the rest down the runway, settling down again some 300 meters before the end . During that "fast taxiing" there was no word from the tower.

I could really feel all controllers watching me through their windows. Only after I asked for directions on the Tarmac, I received an answer. After shutting down, I already had a couple of people arriving at my plane, not looking too pleased. Imagine their feeling, watching a Pilot in a green training trouser with a pink Para Club T-shirt climb out of a pink - purple PC 6....   First, there was stunning silence, but suddenly everybody was laughing and so the Ice was broken.

Unnecessary to mention, that for the rest of the season I could make as short landings as I wanted, even buzz the Tower and they all loved it as much as I did!

Kalli Burg, Germany

Viking Helicopter's Porters in Upper-Volta

I was doing archaeological work in Ghana in 1982, at a time when the country was in very bad shape, verging on civil war especially in the north. The World Health Organization was contracting pilots flying Turbo-Porters for transport and helicopters to spray the Volta River for onchoceriasis (river blindness) and the oncho pilots had contingency plans to evacuate foreigners in an emergency. 
The village we were living in had a long street/footpath running away from the river, and I had one of the oncho pilots ask me its length in case we had to be evacuated. Since I was using it for a survey baseline, I was able to tell him it was 458.71 m long (sufficient accuracy, it seems). I had the temerity to ask him whether he could pick up 4 of us and get us out in that length... the pilot just snorted and said, "Hell, son, I could take the whole village in 450 metres..."

Scott MacEachern, Brunswick, USA