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Flight International Test Pilot Peter on the Beechcraft King Air 350, Which Is Only Collins Flew This Model in 2008, Commenting: 1.24M X 1.32M

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Flight International Test Pilot Peter on the Beechcraft King Air 350, Which Is Only Collins Flew This Model in 2008, Commenting: 1.24M X 1.32M FLIGINTERNHTAT IONAL 7-13 JUNE 2016 FLIGHT TEST PRECISION APPROACH Pilatus makes its Swiss army knife of the sky an even sharper ride FIN_070616_301.indd 1 29/06/2016 11:58 COVER STORY UPGRADED PC-12 POWERS AHEAD Pilatus launched its turboprop single in 1991 with modest sales expectations, but a quarter of a century and a string of updates later it is still in high demand; now, with engine update and other subtle but potent enhancements, its NG is sharper than ever MICHAEL GERZANICS DENVER more than 1,400 of the type have been sold. I flew this variant in 2004, and noted its As with most long-running serial produc- flight deck reminded me of early model Boe- hen the PC-12 was announced tion aircraft, the PC-12 has benefited from nu- ing 737-300s. Small screen electronic primary in 1989, manufacturer Pilatus merous improvements since launch. The first flight and horizontal situation displays were anticipated a market for PC-12 (SN101-400) had a Pratt & Whitney installed, but conventional round-dial air- approximately 200 aircraft. But Canada PT6A-67B, a conventional round-dial speed, altimeter and vertical velocity indica- Wwhile many were convinced it would be a cockpit and a maximum take-off weight tors remained. A Honeywell Bendix/King niche product, the versatile PC-12 has become (MTOW) of 4,100kg (9,030lb), later increased KMD-850 multi-function display and LCD one of the most successful turboprop singles to 4,500kg. The first major advance came with engine instrument system made it a poor in history; since its first flight in May 1991, SN401, which featured an updated cockpit. man’s glass cockpit. FIN_070616_026-030.indd 26 29/06/2016 11:50 PC-12NG FLIGHT TEST a composite five-bladed scimitar propeller. Pilatus has sold more Aside from giving the big single a rakish than 1,400 PC-12s appearance, it shortens the PC-12’s time to since first flight in 1991 climb by about 10%. Numerous minor aero- dynamic refinements help the PC-12 cleanly slice through the air. The propeller and aero tweaks combine in equal measure, according to Pilatus’s chief US pilot Jed Johnson, to give the aircraft a maximum cruise speed of 285KTAS (527km/h). The 5kt speed bump, Jon Youngblut/Pilatus over the previous model, slightly closes the Gerzanics (left) and Johnson: more glass and gap with the smaller and less cavernous more horsepower never go out of fashion Daher TBM900, which boasts a maximum cruise speed of 330KTAS. The blades are very thin, designed to have a Another notable upgrade was to the Primus uniform thrust/lift distribution along the Apex flight deck. Build 10 of the software span. If this sounds vaguely familiar, thank improved system functionality and capabili- the elliptical wing of Supermarine’s Spitfire. ties. One particularly useful addition is an The straight wing has an aspect ratio of FMS altitude temperature compensation approximately 10.27, with large fowler flaps capability. This allows vertical navigation that extend inward from the wing root under- approaches at extreme temperatures – more neath the fuselage. Pilatus made the flaps as than a nice-to-have if your destination is only large as possible to reduce stall speed. For served by GPS-based approaches. single-engined aircraft, US federal aviation Johnson was the safety pilot for my regulations dictate a stall speed of 61KIAS, to preview flight out of Rocky Mountain make a crash more survivable, but even with Metropolitan airport (KBJC) to and from the large flaps, the PC-12NG’s is 67KIAS (at Pagosa Springs (KPSO). He has been associat- MTOW). So, to attain certification, the US ed with Pilatus for nearly 20 years, and has Federal Aviation Administration allowed the distinction of having sold more than 150 Pilatus to use an equivalent level of safety PC-12s, amassing nearly 8,000h on the type. (ELOS): a 26g cockpit and 19g cabin seats, During the pre-flight safety inspection he which would dissipate energy in the event of pointed out NG features. To counter propeller- a forced landing. induced “P-factor,” the engine is mounted canted, 3° to the right and 3° downwards. CABIN CLASS COMFORT Vibrations from the PT6A-67P are dampened After we rounded the right wing tip, with its by polymer mounting bushings. As can be 10” radar pod, Johnson pointed out some of Jon Youngblut/Pilatus expected, these bushings get a workout, and the aerodynamic tweaks that helped boost the there are dedicated NACA ducts on the cowl- PC-12NG’s top end. Gap seals were added to With SN684, Pilatus increased the weight ing to direct cooling air to them. the trailing edge of the wing. Flap fairings to 4,700kg and made refinements to the flight Engine oil is checked through a sight gauge, were refined and external antennas moved control system. Production of this variant with an electronic level sensor relaying infor- and oriented to reduce drag. As with all ended with SN880. mation to the system’s multi-function display. PC-12s, flush rivets are employed forward of In 2008, Pilatus fielded the PC-12NG (Next The PT6 has proven to be an extremely relia- the fuselage’s aft pressure bulkhead. Rivets aft Generation), with production starting at ble engine, with an inflight shutdown rate of of the bulkhead have exposed heads as they SN1001. This was the most significant update are in an area of turbulent flow. On the left to the now well-established “niche” aircraft. The current NG is no doubt a side of the aircraft was a most impressive fea- The flight deck received a well-deserved better aircraft than the one I ture, the 1.35m x 1.32m (height x width) cargo makeover with the installation of a door that opens into the 9.34m3 cabin. The Honeywell Primus Apex glass flight deck. had flown 11 years earlier PC-12’s cargo door is larger than that available Fellow Flight International test pilot Peter on the Beechcraft King Air 350, which is only Collins flew this model in 2008, commenting: 1.24m x 1.32m. Its cabin is also taller and “The Apex system makes for a modern, well less than one every 651,126h (on a 12-month wider than the much more expensive type. laid-out, uncluttered cockpit.” Under the rolling average). The number-one cause of The King Air’s cabin, however, is 0.78m long- cowling, a more powerful PT6A-67P turbine engine failure has been oil starvation, fre- er than the PC-12’s and has a volume of 10m3. was installed, improving runway and cruise quently the result of an improperly closed oil While few PC-12 customers cross shop the performance. The Swiss are not renowned for fill cap – though Johnson says the -67P’s cap is King Air, the relative cabin size illustrates just being fashion leaders, but more glass and nearly impossible to install incorrectly. how big the PC-12 is. more horsepower are two things that will Should the statistically nearly impossible After closing the electrically actuated cargo never go out of style. happen, the PT6A-67P’s oil filler check valve door, we rounded the left wing and entered will prevent oil from being syphoned from an the aircraft via the forward door. The manual- PC-12NG IMPROVED open filler. ly-operated counterbalanced cabin entry door For 2016, Pilatus has further sharpened the While not as aggressively shaped as the has four integral steps and features LED light- Swiss army knife of aircraft. The biggest and propellers on the Airbus A400M, the PC-12’s ing. Opposite the entry door is a small cabinet most obvious enhancement is the addition of five-bladed prop was fascinating to look at. with a chemical flush toilet. With an endur- ❯❯ FIN_070616_026-030.indd 27 29/06/2016 11:51 COVER STORY PC-12NG SPECIFICATIONS a versatile utility vehicle. Up to nine standard hand and was intuitive to operate. Four but- seats can be fitted, and in the combi configura- tons on the multi-function controller, or a side Crew 2* tion nearly two-thirds of the cabin is available tap of the scroll wheel on the CCD, changed Passengers 9 max for cargo aft of four standard seats. The versa- the “active” window. The CCD allowed Wing span 16.28m tility of the PC-12 is further highlighted by its graphical flight plan changes en route to and Length 14.40m growing use as an air ambulance. According from KPSO, a capability I first experienced in Height 4.26m to Tom Aniello, vice-president of marketing Dassault’s EASy and Gulfstream’s PlaneView MTOW 4,740kg for Pilatus, there are approximately 125 PC- flight decks. The second was the wireless Engine 1 x P&WC PT6A-67P 12s in dedicated air ambulance service. In the capability resident in Apex Build 10. While Power 1,200shp (SL to ISA +35ºC) medical evacuation configuration, two litter not demonstrated during my visit, databases Take-off distance 793m patients can be carried in pressurised comfort. and canned flight plans can be updated rap- idly without a hard connection while on the Ceiling 30,000ft PRIMUS APEX FORWARD ground. A vertical situation display was a Range (HSC) 3,417km (MTOW, VFR reserves) The flight deck of my preview aircraft was handy addition to the flight deck displays. Landing distance 661m (MLW, SL, ISA) very similar to the one flown by Collins in The fourth and final feature that stood out was * SOURCE: Pilatus single pilot certificated 2008, but Pilatus and Honeywell have im- the Smartview synthetic vision system.
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