Pilatus PC-12: a Used PC-12 Could Be One of the Most Versatile Step-Up Turboprop Singles, but Don’T Skimp on Training

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Pilatus PC-12: A used PC-12 could be one of the most versatile step-up turboprop singles, but don’t skimp on training.

he PC-12 turboprop single cess with training and utility aircraft, starting with the model PC-12- turned out to be more versa- including the P-2, P-3, PC-7, PC-9 41, which had a 9040-pound Ttile than perhaps even Pilatus and the PC-21. Before the PC-12, maximum takeoff weight. If you’re envisioned. That’s because it works however, Pilatus was well known for searching the used market for just as well hauling dirt bikes an early one, you’ll be hard (we’re talking motorcycles, pressed to find a PC12-41 that by the way) as it does corpo- The PC-12 has notoriously been hasn’t be modded (via land- rate executives and charter ing gear mod and a paperwork passengers, thanks to a posh marketed as an alternative change) for a 9920-pound rear cabin that’s configurable maximum takeoff weight, es- in several seating arrange- to the King Air 200 series. sentially making it a PC-12-45 ments. Formed in 1939, designation—the second series Pilatus is hardly a newcomer of PC-12s introduced around to the aircraft market and the PC-12 the PC-6 Porter, a STOL-equipped 1996. has been to market since 1995. That utilitarian turboprop single that is Up until the current PC-12NG means there is a healthy selection of popular for hauling skydivers, among model, Pilatus incrementally bun- used PC-12s to choose from. filling other unique missions. But the dled modifications and improve- But since the capable PC-12 has Pratt PT6A-powered PC-12 is differ- ments into 11 groups of airframe earned so much respect among ent, combining impressive amounts serial numbers. This means if you a wide variety of operators, don’t of utility with high-end styling and were to buy a 2014 PC-12 (an ex- look for bargain pricing. This air- performance, including a nearly ample for the sake of shopping the plane—from the early PC-12s to the cross-continental range and a cruise used market), it would incorporate later-model PC-12NG—has notori- speed that flirts with 280 knots in all of the improvements made to ously maintained high resale values, newer PC-12NG models. especially well-cared-for owner-flown ones. Here’s a look at the current DECIPHERING THE MODELS The PC-12 series, main image, market. Surfing the PC-12 market can be is pressurized and powered by tricky because of the different, yet a Pratt & Whitney PT6A-67 HISTORY LESSON similar, model designations. Look engine. The typical overhaul cost Pilatus Aircraft rolled out its first air- all the way back to when Pilatus craft in 1945 and enjoyed much suc- delivered the first PC-12s in 1994, is around $500,000.

24 • The Aviation Consumer www.aviationconsumer.com SeptemberJanuary 2019 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE PILATUS PC-12 53 ft. 4 in. 47 ft. 3 in.

Drawings courtesy

www.schemedesigners.com ft. 0 in. 14

SELECT MODEL HISTORY MODEL YEAR ENGINE TBO OVERHAUL FUEL (LBS) USEFUL LOAD CRUISE TYPICAL RETAIL 1995 PC12-41 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$1,400,000 1996-1997 PC12-41 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$1,500,000 1997 PC12-45 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$1,600,000 1998-1999 PC12-45 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$1,700,000 2000-2003 PC12-45 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$2,000,000 2002-2003 PC12-45 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$2,100,000 2004-2005 PC12-45 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$2,300,000 2006-2007 PC12-47 P&W 1200 SHP PT6A-67B 3500 $400,000 2704 4020 LBS 270 KTS ±$2,500,000 2008-2009 PC12-47E NG P&W 1200 SHP PT6A-67P 3500 $400,000 2704 4020 LBS 280 KTS ±$3,000,000 2010-2011 PC12-47E NG P&W 1200 SHP PT6A-67P 3500 $400,000 2704 4020 LBS 280 KTS ±$3,300,000 2012-2013 PC12-47E NG P&W 1200 SHP PT6A-67P 3500 $400,000 2704 4020 LBS 280 KTS ±$3,500,000 2014-2017 PC12-47E NG P&W 1200 SHP PT6A-67P 3500 $400,000 2704 4020 LBS 280 KTS ±$4,200,000

RESALE VALUES SELECT RECENT ADs 1995 PC-12 2008 PC-12NG 3.5M– AD 2009-05-07 REAR STICK PUSHER CABLE

2.5M- AD 2005-04-16 WINDSHIELD DEICE WIRING – 2M – AD 2003-20-15 FUEL BOOSTER PUMP REPLACEMENT – DATA: AIRCRAFT BLUEBOOK 1.5M – AD 2001-22-15 CARGO DOOR LIGHTNING HOLES – 1M – 2000 2005 2010 2015 2019 AD 99-17-01 REPLACE WING FLAP DRIVE SHAFTS

PAYLOAD/FULL FUEL MAX CRUISE SPEED, KNOTS TRUE PRICE COMPARISONS PILATUS PC-12 PILATUS PC-12 2007 PILATUS PC-12 PIPER MERIDIAN PIPER MERIDIAN 2004 PIPER MERIDIAN TBM 850 DAHER TBM 850 2006 TBM 850 CESSNA CARAVAN CESSNA CARAVAN 2003 CESSNA CARAVAN

300 600 900 1200 1500 180 210 240 270 300 800K 1M 2M 3M

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A PC-12NG’s flight deck is all business. Pilatus got the er- gonomics right, but we think the Honeywell Apex suite, top photo, can benefit from a modern refresh. Look for the Cursor Control Device (CCD in used models—it was a pricey option on early NG airplanes). The center power console houses the flap lever and keypad for the Apex, bottom.

plays) to replace BendixKing EFIS displays. The early models even had the Universal EFIS. On the exterior of the PC-12, the dash 47 model brought new winglets, a new empennage dorsal fin, new ailerons for better roll handling and new LED lighting. The later series 11 is the dash 47E model PC-12NG, which begins with serial number 1001. More on this model in a minute. SYSTEMS AND LOADING Except for the pushrods on some sections of the ailerons, the flight controls on the PC-12 are cable driven. And unlike other turboprop singles like the Daher TBM and Cessna Caravan, the PC-12 doesn’t have spoilers for roll control and the aircraft over time. But if you’re jor modifications were incorporated that’s thanks to the smaller aileron shopping the used market, you’ll fo- in series 10 aircraft, starting with se- size. After some complaints about cus on the more significant changes rial number 401 through 888 (later heavy ailerons, Pilatus installed associated with a given series. Some serial numbers upgraded the aircraft servo tabs on the ailerons, which, upgrades (through service bulletins) to the PC-12-47). This included a combined with the third generation were more substantial than others. new EIS, which incorporated an of winglet design, delivered accept- For example, the series three engine condition monitoring system able roll forces and response, nicely (serial numbers 141-160) brought (ECMS), allowing the EIS to capture harmonized with pitch and rudder the previously mentioned gross all critical engine parameters for forces and an aileron/rudder inter- weight increase from 9040 pounds download to a laptop computer for connect. Max flap travel of the big to 9920 pounds (which ultimately engine trend analysis. There were semi-Fowler flaps is 40 degrees. In became standard beginning with also some avionics upgrades, includ- flight, that allows for a dramatically serial number 181). Series four ing the addition of the BendixKing steep rate of descent at 85 KIAS. (serial numbers 161-180) brought KLN90B approach-approved GPS, There are angle-of-attack vanes new pilot and copilot seating with the KMD850 multifunction display, on each wing, providing data to improved adjustment mechanisms, EGPWS, weather radar and TCAS. dual AOA systems that drive a stick plus passenger seats certified for the But the used market shows that shaker and pusher. Stalls are pro- increased gross weight. Series five many of these early-gen airplanes hibited, as the airplane could not (serial numbers 181-200) included have major avionics upgrades. You’ll meet the certification requirements new heat ducting in the cabin, a find that the BendixKing avionics regarding maximum roll-off at the new oxygen shutoff lever in the were replaced with Garmin GNS 530 stall break with full flaps and full cockpit, a 60-second engine start re- and GNS 430 navigators (and newer power. AoA data is displayed on the lay, plus head impact modifications GTN navigators), plus Garmin flight director (and on the PFD in to the passenger seating. More ma- G600 PFD (and now the TXi dis- the later NG model), which makes

26 • The Aviation Consumer www.aviationconsumer.com SeptemberJanuaryAugust 2019 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

The PC-12’s huge cargo door provides access to the rear cabin for loading and unloading almost as much as you can fit inside, top. And once inside, oc- cupants are treated to a dwelling that follows the lead of high-end bizjets, bottom.

holding the right speed for a given landing weight easy. At max takeoff weight, stall speed is 67 knots. Up front, a 1605-SHP Pratt & Whitney PT6A-67B spins a four- blade, full-feathering Hartzell prop. On pre-NG models, the engine is derated to 1200 SHP for five minutes on takeoff and 1000 SHP for continuous operation. Max gross weight for the PC-12 is 10,495 pounds, with max takeoff at 10,450 pounds. The early-gen PC-12 Aviation Consumer flew back in 2007 for a review weighed 6474 pounds empty, giving it a useful load of 4021 pounds. With all 2704 pounds of fuel aboard, 1317 pounds may be carried in the cabin, or six 200 pounders and more than 100 pounds of baggage. For the pilot- plus-four range question used for evaluating VLJs and single-engine turboprops at the time, the answer for the older PC-12 is that a pilot plus five can still carry full fuel and go 1500 nautical miles at max speed cruise with NBAA reserves, meaning it can miss the approach and go to an alternate 100 miles away. The zero-fuel weight is 9040 gallons usable) in the wings (53-foot enced a fuel leak as a result of minor pounds, which allows a hefty 2566 4-inch span) is as far outboard as wing damage or a fire due to major pounds in the cabin. In sample possible. Fuel balancing is auto- wing damage. loading problems, we found that mated, so the pilot doesn’t have to A big plus on the PC-12 is that with just two people up front, the mess with tank selection or take any virtually all of the systems, as well airplane was near the forward CG action unless the system should fail as the engine, can be accessed via limit. Keeping just the pilot aboard or a line person fills one tank much doors or hatches that unlatch and and then loading the maximum 400 more than the other. swing open easily—only one access pounds in the aft baggage area (be- The upside is that it was done in a port has to be unscrewed during a hind the rear seats) and then 500 fashion that fuel burn doesn’t affect 100-hour inspection. Lubrication oil pounds in the back end of the cabin the aircraft’s center of gravity; the quantity is checked via a sight gauge moved the CG to near the aft limit, downside is that there’s fuel all the after landing, reducing the chance of indicating a satisfactory CG range in way to the leading edge, so it’s only engine failure because someone for- service. Max landing weight is 9920 protected by a deicer boot and the got to replace the dipstick correctly. pounds, so 575 pounds of fuel have leading edge aluminum in the event The oil filler cap has a vertical stripe to be burned off following a max of a crash. Pilatus pointed out that of paint on it to quickly indicate if gross launch. the wing skin is made of stiffened it’s correctly screwed on. We like that for occupant protec- clad aluminum alloy, riveted to the tion in an accident, no hydraulic or spar and ribs. The PC-12 does not CABIN, JET-LIKE COCKPIT fuel lines penetrate the pressure ves- have easily punctured fuel tanks and, Pilatus has notoriously tried to sell sel and the 406 gallons of fuel (402 to our knowledge, has never experi- the PC-12 as an alternative airplane

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to the King Air 200 series—a work- PC-12 PRANGS: IMC LOSS OF CONTROL horse of general aviation. One look There have been about 1600 PC-12s turned to slush leading to both the at the PC-12 and it’s obvious that it built—yet our search only revealed left and right boost pumps running was designed as a workhorse, too. 28 accidents. We were encouraged to try and get fuel to the engine at Moreover, it’s similar in size and performance, but with a substantial by the low rate of serious accidents the needed rate. The boost pumps operational cost savings with one for the fleet—an indication that normally only activate to balance engine. operators take training and mainte- the fuel between the wing tanks. At 5 feet wide with nearly 5 feet nance seriously. The result was an increasing of headroom, the PC-12’s cabin is Nevertheless, six crashes involv- fuel imbalance—left wing heavy. slightly larger than a King Air 200, ing loss of control in IMC got our Approaching the destination, the with the extra width noticeable attention. That seems high to us for imbalance became so bad control of once inside. The seats recline and turboprops, even owner-flown ones. the airplane became questionable swivel and have three-point re- In one accident, the investigators and the pilot diverted to a nearer straints. There’s also a potty oppo- could not determine if the autopilot airport. By then, the left tank was site the airstair door, with its own disengaged or would not engage; nearly full of fuel and the right tank solid door for privacy. Removing and reinstalling the interior in this however, it appears that the pilot empty. On slowing down in the aircraft—like many higher-end cab- was distracted by an autopilot issue pattern the airplane rolled left and ins—is a lot of work that you’ll pay and did not focus on flying the air- crashed; all 14 aboard perished. for during avionics upgrades. plane after entering clouds shortly A PC-12 carries an impressive Need to transport your small following takeoff. load, but it has its limitations. A pilot motorcycle or power equipment? One pilot was cruising in IMC for an on-demand charter company No problem in a Pilatus thanks to with the autopilot engaged. He that did not get passenger and its 53- by 52-inch aft cargo door. It’s commanded a course change and baggage weights found that his hinged to open vertically hydrauli- had the autopilot disengage during airplane was uncontrollable shortly cally, although it closes via an elec- the turn. As the bank steepened after leaving the ground. It began tric motor and can also be operated and the nose dropped into a diving oscillations of increasing magnitude manually. The latching mechanism for it and the main cabin door is spiral, the pilot made the decision until it hit the ground and collapsed easy to operate and the telltales to conduct an autopilot test. The the gear. The airplane was several showing the position of the latching autopilot tested appropriately while hundred pounds over gross and pins were obvious and easy to read. the bank increased to 75 degrees loaded well aft of the aft CG limit. A forklift can approach the fuselage and the speed climbed to more than A PC-12 pilot made his last at a 90-degree angle. The cockpit is 150 knots above Va. The pilot than mistake when he failed to deice comfortable for virtually any size pulled hard on the yoke and the his airplane after pulling it from a pilot. The step past the console is airplane came apart. The pilot had heated hangar and fueling it while not particularly difficult and while been through PC-12 training, but he snow was falling. Witnesses said all we would prefer a side stick from had never flown a turboprop before of the upper surfaces were covered a crashworthiness perspective, the buying the PC-12 five weeks earlier, in slush. Shortly after takeoff the control yoke slides out of the panel so there’s no column to take up and he had not flown in IMC in over aircraft started a left turn and de- floor space. The crew seats adjust seven years. scended into the ground. vertically and horizontally, tilt, A pilot took his PC-12 to FL300, There were two accidents involv- have lumbar support and four-point slightly above the maximum oper- ing engine power losses. One PC-12 restraints. One unusual feature in ating altitude. While in cruise, he was damaged when the pilot hit the an airplane this size is adjustable reported to ATC that he had a “panel tail on the runway while making a rudder pedals, which allow the failure.” He did not give more details go-around from a flaps-up landing pilot to obtain the eye position before entering a diving spiral that approach. A pilot shot a second ILS recommended by lining up two continued to ground impact. to a wet runway, touched down with small balls on top of the magnetic A tragic and well-publicized acci- 1000 feet left and was unable to get compass. dent involved a professionally flown stopped. The PC-12 has an all-electric trim system, controlled via a toggle on PC-12 in which the decision-maker We found only two runway loss each control yoke. Power control apparently never used the anti-icing of control accidents, an indication of is single-lever, just like a jet, with additive Prist in the fuel. Loaded 600 good ground handling. no manual RPM control. Starting a pounds over gross, with four pas- One PC-12 hit an elk on landing, PC-12 is conventional for a turbo- sengers more than there were seats, another hit a deer. While it may prop. Hit the starter button, then the pilot launched from Oroville, seem insignificant, that’s a high introduce fuel at about 14 percent California, for Bozeman, Montana. rate and a risk worth considering RPM and monitor to assure the start At FL250 the moisture in the fuel when going into smaller airports. stays within temperature parameters. Once the Pratt is running, the

28 • The Aviation Consumer www.aviationconsumer.com SeptemberJanuary 2019 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

two generators and avionics master nature of the Apex means lots of switches are turned on and it’s time small conveniences, too. to taxi. For instance, prior to engine Once off the runway (with a start, the backup battery powers 2650-foot takeoff distance at max one MFD so you can input a flight weight), the PC-12 can climb at plan, look at weather graphics from 1920 FPM. With the prop in beta, the XMWX satellite system and READER SERVICES landing distance over a 50-foot get a clearance from the secondary obstacle is 1830 feet. comm radio, to name a few chores. TO VIEW OUR WEBSITE But the PC-12NG offers more than Visit us at: PC-12NG new avionics. There’s a dual electri- www.aviationconsumer.com Clearly the more desirable of the cal bus and a big upgrade on the used PC-12 models, the PC-12NG powerplant. FOR QUESTIONS ABOUT YOUR (for next-gen) was certified back That increased performance SUBSCRIPTION: in 2008 and it has the Honeywell comes from the PT6A-67P, which Phone us at: 800-829-9081 Primus Apex glass cockpit. This is delivers 15 percent more thermody- a well-integrated suite with engine namic power for faster climbs (the monitoring, aircraft configuration, full 1200 SHP can be maintained to TO CHANGE YOUR MAILING OR pressurization and environmental a much higher altitude) and better EMAIL ADDRESS, RENEW YOUR controls. While it’s quite capable, cruise speeds by utilizing single- SUBSCRIPTION OR TO the Apex might seem dated to some crystal CT blades and a new com- CHECK PAYMENT STATUS, since it doesn’t have touchscreen pressor configuration. This boosts VISIT OUR displays or synthetic vision—some- the max cruise speed to 280 knots ONLINE CUSTOMER SERVICE: thing Garmin has as standard in the from 270 knots, which is reflected G3000 suite standard on current in a slightly higher fuel burn, al- Log on at: competing turboprops. The G3000 though range is minimally affected. www.aviationconsumer.com/cs will be front and center in Textron’s Maximum operating altitude Cessna Denali turboprop single, is 30,000 feet, although owners To change your address by mail, attach your present mailing label to which will compete directly with tell us that going above FL280 is this form (or a copy of this form), enter the PC-12NG. rarely worthwhile from a fuel burn your new address below and mail it to: The Apex does have a cursor perspective. Plan on burning 360 control device (CCD), but it was an pounds, or 54 GPH on average. option on many PC-12NGs. It has THE AVIATION CONSUMER a trackball, scroll wheel and but- FEEDING IT P.O. Box 8535 tons for making selections on the Several operators we spoke with Big Sandy, TX 75755-8535 two large multifunction displays. estimate hourly operating costs at The CCD is perfectly mounted in around $800, depending on fuel the center pedestal area, aft of the and ancillary costs. When operated Name______power lever. Every time we fly an under FAR Part 91, annual inspec- Company______Apex-equipped PC-12NG, we walk tions are required, but Pilatus shops Address______away certain that pilots either tran- suggest 100-hour inspections for sitioning from older PC-12s or from heavy usage. We’re told that a typi- Address 2______other aircraft will require healthy cal annual inspection could easily City______amounts of transition training to run $15,000 on a low-time model. nail the Apex feature set. It’s an As for the PT6A-67B engine on State______Zip:______integral part of transition training the PC-12, it has a 3500-hour TBO Email______at Flight Safety International. and Aircraft Bluebook says the aver- As one owner put it, “You need to age overhaul cost is $350,000, but To order or renew a subscription, be able to operate the Apex suite in we think that’s on the low side. As enter your name and address above and preprogram mode—that is, without we have found, there are too many check the subscription term you prefer: really thinking about what you’re variables to nail across-the-board [ ] 1 year (12 issues) $69 doing. It’s not difficult, it’s just dif- prices. [ ] 6 months (6 issues) $34.50 ferent.” A hot section inspection (plan on [ ] Check enclosed [ ] AMEX But saying that, the NG simpli- $50,000) is generally recommended [ ] MasterCard [ ] Visa fies cockpit chores and includes a at 1750 hours, and 2000 hours Card #______digital dual-zone Environmental maximum. The propeller has a Control System (ECS) for increased 4000-hour or six-year TBO. Expiration Date______cockpit and cabin comfort, a fully Buy a newer PC-12 and the Signature______automatic digital Cabin Pressuriza- airframe could still be under the tion Control System that requires seven-year, 5000-hour transferrable YOUR RENEWAL no input from the pilot and a warranty, while the engine is cov- IS JUST A CLICK AWAY! redundant Power Generation and ered for five years or 2500 hours. www.aviationconsumer.com Distribution System. The integrated In our view, if you have to ask what

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A tech at Prostar Aviation in New Hampshire tends to the Pratt PT6A in a Pilatus on the maintenance floor. The Pilatus service center network is vast and owners we talked with are happy with a high level of service. Two forward access com- partments outside the pressure bulkhead, bottom, provide easy access to systems during pre- flight. Trailing link landing gear, bottom, has 14 inches of travel for off-airport landings.

world. Even then, insurance rates will be all over the board. Aviation Consumer’s insurance editor Jonathan Doolittle from Hartford, Connecticut-based Sutton James Insurance told us underwriters look favorably at PC-12 pilots stepping up from faster and more complex aircraft. That makes sense. “Underwriters in general are looking for prior experience in any- thing that will make the pilot more suited to the airplane. I wouldn’t recommend to someone that they go out and buy a Beech Baron twin, for example, to build some time before getting a Pilatus PC-12, but stuff costs to main- an underwriter looking at someone tain on a PC-12—or with time in a heavier, busier air- any turbine-powered plane will probably give him or her aircraft—you’ll be a little better deal on a premium,” shocked when the Doolittle said. He also noted that invoices roll in. while underwriters each have their Don’t forget the cost own ways of weighting different and effort for train- types of experience, in general any- ing. thing that will make the pilot more As owner-flown suited to flying the PC-12—or any PC-12NG pilots other step-up turboprop or jet—will reported—espe- help with higher limits and lower cially in a hardened premiums. insurance market— A good place to start when con- underwriters will sidering stepping up to a Pilatus is require solid PC-12 POPA, for the Pilatus Owners and initial and recurrent Pilot’s Association. POPA holds an training before issu- annual convention, offers training a policy, which ing courses and is a solid source of could likely include knowledge when it comes to own- flying with a mentor ing and operating a Pilatus. pilot highly Our go-to (and the one who of- experienced in the fered his tech advice to this review) PC-12. This isn’t is Pilatus instructor John Braun. uncommon in the He’s at [email protected]. turboprop and jet He can help with training and advice

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on the step-up decision. FEEDBACK Our shop, Prostar Aviation in Lon- donderry, New Hampshire, has been a factory- authorized Pilatus center since 2009 and we see a lot AVweb’s of PC-12s of all vintages. I think the TOP FIVE PC-12 is one of the • Podcasts – finest business air- Biweekly craft ever produced. podcasts with aviation The aircraft continues to evolve and That’s the angle-of-attack vane newsmakers the company utilizes the latest in on the wing’s leading edge of a • Brainteasers – Put your advanced technologies. In essence PC-12NG. this turboprop offers class-leading aviation knowledge to the test capability with incredible reliability with these interactive quizzes and safety. to the Bahamas nonstop. That’s over • – The Pilatus Aircraft company in 1570 NM range. Video of the week Switzerland enjoys a reputation for Some of the most interesting employing the most modern design Michael Kenny plane and pilot videos around techniques, precision engineering Prostar Aviation and cutting-edge manufacturing • Picture of the week– processes to produce its aircraft. The I have been piloting PC-12s for over A showcase for our readers PC-12NG integrates a single turbo- 20 years—both early-gen and later keen eyes an impeccable taste prop engine into an aerodynamically PC-12NG models. My advice to in aerial photography advanced airframe. potential buyers is simple: Keep with It’s become the world’s best-selling the recurrent (and get initial) train- • The Pilot’s Lounge – business turboprop mainly because ing. These can be relatively east step- Need we say more! it combines excellent economy, reli- up airplanes, but only with the right ability and versatility with inherent approach. Even with my experience safety proven over the last 20 years. I frequent Flight Safety because it’s a All this and more Today the fleet is over 1600 aircraft must to maintain proficiency. in global operation. We see that transitions from Steve Hanschel FREE smaller piston airplanes are common via email at AVweb.com and the PC-12 has proven to be a viable route for many owners of Cir- I have been flying the PC-12 for rus, Bonanza and Malibu airplanes. over 15 years, from legacy PC-12s as In fact, a sizable percentage of new early as the second PC-12 ever built buyers come from Cirrus owner- all the way through to the latest ship. The PC-12 is a relatively simple NGs being delivered today. While airplane to fly despite its size and there have been continual incre- complexity. mental improvements each model Although the Pilatus is signifi- year, the core PC-12 remains the cantly bigger and more capable than same; from the first to the newest a Cirrus SR22, it is still a single- models, they all deliver unmatched engine aircraft governed by the same efficiency, performance and mission Part 23 certification. Think about capabilities, bulletproof reliability, the following: The PC-12 has similar system redundancy and a level of SUBSCRIBE approach speeds to the SR22, and to safety by design that make this the clear a 50-foot obstacle, the PC-12 ultimate owner-flown airplane. at max weight requires an 1830-foot I have mentored many pilots of TODAY! landing distance versus 2344 feet for all experience levels over the years at the SR22. in the PC-12 and the transition for The PC-12 can fly from Aspen, all is typically seamless after the AVweb.com/register Colorado, to Teterboro, New Jersey, usual familiarization and practice. nonstop, and Boston, Massachusetts It is one of the best single-pilot

October 2019 www.aviationconsumer.com The Aviation Consumer • 31 PIPER SENECA

It’s time to take a look at the used Piper Seneca market for the Avia- tion Consumer Used Aircraft Guide. We want to know what it’s like to own these twins, how much they cost to operate, maintain Used PC-12 and insure and what they’re like the airplane. The lineup for runway to fly. If you’d like your Seneca to (continued from page 31) 24 was planes deep on the taxiway appear in the magazine, send us on a CAVU day. The winds were a any photographs (full-size, high- platforms for sure, and with the quartering crosswind for runway resolution) you’d like to share abundance of power, the ability to 15, and was not being used, but not to the email below. We welcome climb quickly above weather and noted as closed on the ATIS. I simply information on mods, support no mixture/engine management to requested it and we were airborne organizations or any other com- worry about, pilots quickly realize within a minute and landed on the ments. Send correspondence on that it is a lot easier to fly than the mainland 10 minutes later, drop- the Seneca by October 10, 2019, light recip singles that they have ping the pax off, while many holding to: been flying. short in the line were likely still in Controllers love the PC-12’s the cue. I relayed to the owner that ability to operate at speeds in the this was exactly why he bought the Aviation Consumer approach and airport environments PC-12. e-mail at: from 80 knots to 180 knots. This While there is no one perfect ConsumerEditor@ makes it versatile in busier airplane for every mission, the PC-12 hotmail.com spaces, like JFK for example, where would be the plane I would choose if we often arrive VFR and are able to I had to pick only one. It doesn’t do fit into the arrival flows at whatever jet speeds, but the comfortable cabin, (maybe 500 to 550 PPH, versus 380 speed is required all the way to the the low operating costs and low fuel to 400 pounds or so) the net gain FAF. burn make the extra hour or so to in speed and time savings makes it One of the most important Florida from the Northeast worth it. worth it. things to note about the PC-12 is The ability to land on unimproved The Honeywell Apex avionics that is develops its best true air- strips as short as 2000 feet make it system in the NG with synthetic vi- speed at relatively low altitudes as the ultimate touring platform and sion is one of the best platforms to compared to other turboprops. We opens up so many more airports. fly low approaches and the redun- often fly the northeast corridor and The range at altitude is remark- dant situational awareness is help- beyond 17,500 feet, which gives us able and it will easily stay aloft ful, but you need to be proficient a 265-knot speed and saves a lot of 6-plus hours without pulling the with it all. extra time by avoiding circuitous power back. I have flown 8-plus- Many pilots who are transition- IFR routing and ATC delays. hour legs on several occasions ing from Garmin panels (especially The PC-12’s runway performance on deliveries abroad with ample the G1000) have hesitations about is unmatched. In Nantucket, Mas- reserves at the landing. learning a new system—including sachusetts (KACK), for example, Nonstops from the mountain the different FMS— but that usually we often land on taxiway/runway states to the East Coast have always disappears pretty quickly once they 30 to hold short of runway 6/24 been nonstop for me and typically learn the keystrokes and system when there is heavy traffic going in take about 5 to 5.5 hours. logic. and out of KACK. It also allows for Westbound typically requires You get the idea why Pilatus has takeoffs with plenty of margin on a fuel stop. If the winds are very enjoyed such success with the PC- other runways that may not be the strong at altitude, we will often fly 12. preferred runway for winds. at lower VFR altitudes to get out of I recently departed KACK on a the wind and make far better time. Peter Simpson busy weekend with new owners in Though we burn a bit more fuel, via email

32 • The Aviation Consumer www.aviationconsumer.com October 2019