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Pilatus Aircraft Ltd

PO Box 992
CH-6371 Stans, Switzerland
Tel: + 41 41 619 62 96
Fax: + 41 41 619 62 24

Pilatus Business Aircraft, Ltd.


11755 Airport Way
Broomfield, Colorado 80021 USA
Tel: + 1 303 465 9099
Fax: + 1 303 465 9190

Pilatus Australia Pty Ltd


17 James Schofield Drive
Adelaide Airport SA 5950, Australia
Tel: + 61 8 8234 4433
Fax: + 61 8 8234 4499

www.pilatus-aircraft.com
General Description . . . . . . . . . . . . . . . . . . . . 1 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Aircraft Data . . . . . . . . . . . . . . . . . . . . . . . . . 3
General . . . . . . . . . . . . . . . . . . . . . . . . . . 11
External Dimensions . . . . . . . . . . . . . . . . . . . . . . 3
Junction Boxes . . . . . . . . . . . . . . . . . . . . . . . 12
Cabin and Entry Dimensions . . . . . . . . . . . . . . . . . . 3
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . 13
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Controls and Indicators Overhead Panel . . . . . . . 13
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . 13
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . 3
Hydraulic Power . . . . . . . . . . . . . . . . . . . . . . . . 16
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Environmental Control . . . . . . . . . . . . . . . . . . . . 17
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . 17
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . 17
Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Outside Air Temperature . . . . . . . . . . . . . . . . . . 4
Internal . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Flight Load Factor . . . . . . . . . . . . . . . . . . . . . . 4
External . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Airframe/Structures . . . . . . . . . . . . . . . . . . . 5
Crew Alert System (CAW) . . . . . . . . . . . . . . . . . . . 19
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Stall Warning . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figures Page
Doors and Emergency Exit . . . . . . . . . . . . . . . . . . . 6
1. Interior Configurations . . . . . . . . . . . . . . . . . . . 1
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2. Aircraft Planform . . . . . . . . . . . . . . . . . . . . . . 2
Seats/Restraint Systems . . . . . . . . . . . . . . . . . . . . 6
3. Ground Turning Radius . . . . . . . . . . . . . . . . . . . 4
Equipment and Furnishings . . . . . . . . . . . . . . . . . . . 7
4. Fuselage Structure Showing Cabin and Cargo Doors . . . 5
Cabin Volume . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5. Standard and Executive Seats . . . . . . . . . . . . . . . 6
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . 7
6. Example Cockpit Arrangement . . . . . . . . . . . . . 89
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7. PT6A-67P Engine . . . . . . . . . . . . . . . . . . . . . 10
Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8. Electrical Power System . . . . . . . . . . . . . . . . . 12

Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . 8 9. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . 14

Cockpit Arrangement . . . . . . . . . . . . . . . . . . . .810 10. Landing Gear System . . . . . . . . . . . . . . . . . . . 15

Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . 10 11. Brake System . . . . . . . . . . . . . . . . . . . . . . . 18


The PC-12 is a large single-engine turbo- grass and prepared, unpaved runways. configuration can also be converted to a
prop utility aircraft designed to perform Complete icing protection for flight complete cargo role by removing all nine
a wide range of missions, including the into known icing conditions. passenger seats.
transport of passengers, cargo or combina- Advanced Honeywell Primus Apex The optional Executive configuration
tions of both. cockpit design for reduced workload, consists of two crew seats plus seating
Design features include: single-pilot operations. for six to eight passengers. Seating is
A Pratt & Whitney Canada PT6A-67P The PC-12 can be outfitted in a Stan- arranged to offer the choice of relaxing pri-
turboprop engine, flat-rated at 1,200 dard or optional Executive configuration. vately or working, with conference seating
SHP for takeoff and climb. for four. This configuration includes six ex-
A pressurized, large volume cabin The Standard configuration consists of ecutive chairs, two refreshment cabinets,
quickly convertible from an all- two crew seats plus seating for up to nine three folding tables, in-flight accessible
passenger to an all-cargo or a passengers with an in-flight accessible baggage area and a private chemical flush-
combination of passenger/cargo baggage area. The Standard configuration ing toilet. The Executive configuration can
configurations. can easily be converted to a combination be converted to a combination passenger/
A high-lift wing for exceptional short passenger/cargo role by removing the aft cargo role by removing the aft two to four
field performance. three to five passenger seats. This results passenger seats.
Separate forward passenger and aft in a large, usable cargo area in the aft The PC-12 is also well suited for a vari-
cargo doors. cabin. An optional Combi Conversion Kit ety of special operations, such as air am-
Retractable landing gear with trailing- provides the means to secure cargo during bulance transport, for which dedicated or
link main landing gear capable of passenger/cargo operations. The Standard quick change configurations are available.

Figure 1 Interior Configurations

PC-12 PC-12 PC-12 PC-12 PC-12


Executive Standard Combi Cargo Air Ambulance
(other options Commuter (other options
available) available)

September 2007 All information subject to change without notice 1


PC-12 TECHNICAL DESCRIPTION

Figure 2 Aircraft Planform

NOTES
1. Dimensions shown
are based on standard
empty weight and
proper nose gear and
tire inflation.
2. Propeller ground clear-
ance: 12.5 in (32.0
cm) with nose tire fully
inflated and airplane
at maximum takeoff
weight and most for-
ward C.G. loading. 1.9
in (4.9 cm) with nose
tire fully deflated and
nose gear strut bot-
tomed out.
3. Total wing area is 277.8
ft2 (25.81 m2).

2 All information subject to change without notice September 2007


External Dimensions Capacities
Wing Span 53 ft 4 in 16.28 m Fuel
Length 47 ft 3 in 14.40 m Total 407 US gal 1,540 liters
Total Usable 402 US gal 1,522 liters
Height 14 ft 4.26 m
Oil
Wing Area 277.8 ft 2
25.81 m2
Total Quantity 3.6 US gal 13.6 liters
Horizontal Tail Span 17 ft 1 in 5.20 m Consumption
Propeller Diameter 8 ft 9 in 2.67 m Normal 0.2 lb/h 0.1 kg/h
Maximum 0.3 lb/h 0.14 kg/h
Propeller Ground Clearance 12.5 in 32.0 cm
Landing Gear Power Plant
Track 14 ft 10 in 4.53 m Manufacturer Pratt & Whitney Canada
Wheelbase 11 ft 5 in 3.48 m
Model PT6A-67P
Tire dimensions Nose Tire Main Tires
Takeoff Power
Width 6.25 in 8.5 in
Thermodynamic 1,845 ESHP (un-installed)
Inner Diameter 6.0 in 10.0 in
Flat-rated 1,172 SHP flat rated at sea level
Outer Diameter 17.5 in 22.0 in
up to 33 C
Pressure 60 psi 60 psi
Climb Power
Cabin and Entry Dimensions Thermodynamic 1,745 ESHP (un-installed)
Cabin Flat-rated 1,172 SHP flat rated at sea level
Length* 16 ft 11 in 5.16 m up to 26 C
Width 5 ft 0 in 1.53 m Cruise Power
Height 4 ft 10 in 1.47 m Thermodynamic 1,745 ESHP (un-installed)
Width at Floor 4 ft 3 in 1.30 m Flat-rated 1,000 SHP flat rated at sea level
Forward Cabin Door up to 28 C
Width 2 ft 0 in 0.61 m TBO 3,500 hours
Height 4 ft 5 in 1.35 m
Cargo Door Propeller
Width 4 ft 5 in 1.35 m Manufacturer Hartzell
Height 4 ft 4 in 1.32 m Model HC-E4A-3D/E10477SK
Overwing Emergency Exit Type Constant speed, fully reversing
Width 1 ft 6 in 0.46 m
Number of Blades 4 aluminum
Height 2 ft 2 in 0.66 m
Diameter 8 ft 9 in (2.67 m)
Compartment Volume
Baggage 40 ft3 1.13 m3 Operating Speed 1,700 rpm
Cabin* 330 ft3 9.34 m3 Specific Loadings
*Cockpit/cabin divider to rear pressure bulkhead Wing Loading 37.6 lb/ft2 183.7 kg/m2
Power Loading 10.45 lb/shp 4.74 kg/shp
Weights
Max Ramp Weight 10,495 lb 4,760 kg
Limitations
Max Takeoff Weight 10,450 lb 4,740 kg
Airspeed
Max Landing Weight 9,920 lb 4,500 kg Max. Operating (Vmo/Mmo) 236 KIAS/0.48 M
Max Zero Fuel Weight 9,040 lb 4,100 kg Max. Flap Extended (Vfe)
Standard Empty Weight (equipped) 6,186 lb 2,806 kg 15 (Takeoff) 163 KIAS
40 (Landing) 130 KIAS
Standard Operating Weight* 6,386 lb 2,897 kg
Max. Landing Gear Operating (Vlo) 177 KIAS
Max Useful Load 4,309 lb 1,955 kg
Max. Landing Gear Extended (Vle) 236 KIAS
Max Payload** 2,654 lb 1,204 kg

*Includes 200 lb pilot **Pilot not included

September 2007 All information subject to change without notice 3


PC-12 TECHNICAL DESCRIPTION

continued

Altitude Flight Crew


Max. Operating Altitude 30,000 ft 9,144 m Minimum required flight crew is one pilot.
Cabin Altitude Outside Air Temperature
at 25,000 ft 8,000 ft 2,438 m Minimum 67 F 55 C
at 30,000 ft 10,000 ft 3,048 m Maximum +122 F +50 C
Operations Flight Load Factor
The PC-12 is certified for flight under the following operations: With Flaps Up + 3.3 g 1.32 g
VFR Day and Night With Flaps Down + 2.0 g 0.00 g
IFR Day and Night
Flight into known icing conditions

Figure 3 Ground Turning Radius

"

!
# #
!
0 )6 / 4 0 / ). 4

"

NOTE: Ground turning radius using nosewheel steering,


inside brake and partial power. Pivot point is the
inboard main landing gear.
$
A. Wing Tip Radius 32 ft 2 in 9.83 m
B. Nosewheel Radius 13 ft 9 in 4.2 m
C. Outside Main Gear Radius 14 ft 10 in 4.53 m
D. Tail Radius 30 ft 2 in 9.2 m

4 All information subject to change without notice September 2007


GENERAL FUSELAGE Divider with curtain between cockpit
The aircraft primary structure is conven- The fuselage is a semi-monocoque and cabin.
tional aluminum alloy in sheet or extruded design consisting of frames, Iongerons, Baggage safety barrier between cabin
form. State-of-the-art corrosion proofing is and stringers. The pressurized cockpit and baggage area.
used on all internal and external struc- and cabin are contained within a fire-proof Individual passenger reading lights
tures. Epoxy resin-based composites are titanium forward pressure bulkhead and an and air vents.
used for secondary structures. Numerous aluminum alloy aft pressure dome. Carpet on the entire floor area.
access panels facilitate ease of inspection The engine cowling is constructed from The cabin contains a forward cabin door
and maintenance. carbon fibre/nomex honeycomb sandwich and aft cargo door located on the left fuse-
The entire aircraft is fatigue-tested material. The engine mount is welded steel lage side and an emergency overwing exit
to the equivalent of six lifetimes. Aircraft tubing bolted to the firewall. The firewall is ti- located on the right fuselage side. Aircraft
fatigue life is based on 20,000 flying hours tanium and protected by insulation material. avionics are cockpit panel mounted with
and 27,000 landings, assuming a typical The Standard aircraft interior includes: some remote units located under the cabin
flight length of 45 minutes. Full interior lining, soundproofing and floor. All remote avionic units are readily ac-
insulation. cessible through quick release panels.

Figure 4 Fuselage Structure Showing Cabin and Cargo Doors

September 2007 All information subject to change without notice 5


PC-12 TECHNICAL DESCRIPTION

continued

DOORS AND EMERGENCY EXIT defogging and anti-ice capability. Both side
Figure 5 Standard and Executive Seats
The forward cabin door is located in the windows are stretched acrylic. A separate
front left fuselage, immediately aft of the pilot side window, also stretched acrylic,
cockpit, and is 4 ft 5 in (1.35 m) high by can be opened to provide pilot visibility/
2 ft 0 in (0.61 m) wide. The door can be smoke evacuation during emergencies and
opened or closed from inside or outside can be used to provide additional cockpit
the aircraft and is secured by six locking airflow during ground operations.
pins which can be visually checked to verify The cabin area contains a total of nine
engagement. The PASS DOOR warning light dual-layer windows with four on the left
on the Crew Alerting System (CAS) display side and five on the right side. All nine
window comes on when the forward cabin windows are stretched acrylic with integral
door is unlocked. The door is hinged at the sliding shades.
bottom and incorporates an integral folding
step/handrail assembly which automati- SEATS/RESTRAINT SYSTEMS
cally extends and retracts as the door is Standard aircraft seating includes two
opened or closed. crew seats and nine passenger seats. The
The structural cargo door is located in crew seats are adjustable both fore and aft
the aft left fuselage and is 4 ft 4 in (1.32 and vertically. They can recline and provide
m) high by 4 ft 5 in (1.35 m) wide. This size adjustable thigh and lumbar support. Arm-
accommodates standard pallets. The door rest height is adjustable and the headrest
is opened hydraulically and closed electri- has six position adjustments. Each crew
cally with the push of a button. The door seat is equipped with a four-point restraint
is secured by locking pins which can be system consisting of an adjustable lap belt
visually checked from the outside to verify and a dual-strap inertia reel-type shoulder
engagement. The CAR DOOR warning light harness.
on the CAS display window comes on when Passenger seats are quickly and easily
the cargo door is unlocked. The cargo door removed or installed. Each passenger seat
is hinged at the top and swings up out of is equipped with a three-point restraint
the way to facilitate loading and unloading. system consisting of an adjustable lap belt
The overwing emergency exit is located and an inertia reel-type shoulder harness,
over the right wing and is 2 ft 2 in (0.66 reclining backrest, sliding headrest and a
m) high by 1 ft 6 in (0.46 m) wide. This exit folding inner armrest.
contains a window and can be quickly and Executive seats are available as an
easily removed when required. option. Each Executive seat has leather up-
holstery, fore/aft and lateral tracking, swiv-
WINDOWS eling, reclining backrest, sliding headrest
A two-piece windshield and two side and sliding armrest. The Executive seats
windows provide cockpit visibility. Both can be arranged in forward or aft facing
pilot and copilot windshields are laminated configurations. Each seat is equipped with
twin-layer mineral glass with an embedded a three-point restraint system, consisting
polyvinyl butyrol (PVB) layer. The pilot and of an adjustable lap belt and an inertia
copilot windshield incorporates triple-zone reel-type shoulder belt.
dual-level electric heating elements for

6 All information subject to change without notice September 2007


EQUIPMENT AND FURNISHINGS BAGGAGE COMPARTMENT WINGS
A divider with center curtain is installed The baggage compartment is aft of the The wing is a two-piece, cantilever
between the cockpit and cabin while the in- seating area and is accessible in flight. structure consisting of a main spar, a rear
flight accessible baggage area is separated The baggage area holds 40 cu ft (1.13 auxiliary spar, ribs and stringer reinforced
from the cabin by a safety barrier net. cu m) of baggage weighing up to 400 lb skin. The wing root is a NASA LS(1)-417
The optional Executive interior includes (181 kg). This increases to 80 cu ft (2.26 Mod design and the wing tip incorporates a
a forward closet with private lavatory en- cu m) of volume and 500 lb (227 kg) with winglet. Each wing contains an integral fuel
closure, two forward refreshment cabinets incorporation of a larger baggage net tank, aileron, flap, deicing boots, and main
and LED cabin illumination. A stereo/CD (SB25-010). landing gear and is attached to the cabin
player system with six headphones and In addition, the baggage compartment carry-through spar attach fittings.
jacks is an additional option. can be increased in the Combi configura- The ailerons are conventional aluminum
tion by removing up to five rear seats of construction with a single spar and ribs.
CABIN VOLUME the standard seating configuration and They are mass balanced and the aileron/
The cabin volume is 330 cu ft (9.34 cu reinstalling the safety barrier at frame 24. wing gap is sealed. Each wing incorporates
meters) measured from the cockpit/cabin an electrically actuated Fowler flap of con-
divider back to the rear pressure bulkhead. EMPENNAGE ventional aluminum construction with flap
Installation of air conditioning does not The tail assembly is a T-tail configura- tracks and support arms.
infringe on the 330 cu ft cabin volume. tion. The vertical and horizontal stabilizer Flush mounted, pneumatically operated
The cabin floor measures 16 ft 11 in assemblies are conventional aluminum deicing boots are attached to the leading
(5.16 m) from the cockpit/cabin divider alloy construction of spars, ribs, stringers edge of each wing. The winglets incorpo-
to the rear pressure bulkhead. Cabin floor and skin panels. rate position/strobe light assemblies and
width is 4 ft 3 in (1.3 m). The horizontal tail assembly consists of a are constructed of carbon laminate with
A safety barrier net can be installed be- trimmable stabilizer incorporating a separate fiberglass layers and metal strips for light-
hind the overwing emergency exit at frame two-piece elevator, deicing boots and redun- ning protection.
24, in front of the cargo door at frame 27 dant load paths and attach points (fail-safe
and in front of the baggage compartment design). The dorsal and ventral fin fairings
at frame 34. All barriers are secured by at are a kevlar honeycomb sandwich covered
least ten separate cabin attach points. with a fiberglass ply to resist moisture.

September 2007 All information subject to change without notice 7


PC-12 TECHNICAL DESCRIPTION

Figure 6 Example Cockpit Arrangement


1
10

6 7 8 9 11 12
4 5 13

28 27 16 15
1
17

1 1
188
6
26

19
19
5
25
20
0

21
1

4
24 22

23

8 All information subject to change without notice September 2007


1. Parking Brake Handle
2. ECS Side Air Outlet
3. Emergency Standby Instrument System (ESIS)
4. Primary Flight Display (PFD)
5. Master Caution and Warning Lights
6. Audio/Marker Panel
7. PFD & Radio Control Panel
13 8. Situation Awareness MFD
9. Autopilot Control Panel
14 10. Overhead Electrical Control Panel
11. Optional Co Pilot PFD & Radio Control Panel
12. Optional Co Pilot Audio/Marker Panel
13. Master Caution and Warning Lights
14. Optional Co Pilot PFD
2 15. Control Wheel
16. ACS and CPCS Control Switches
17. Systems MFD
18. Multi Function Controller
19. Display Reversionary Control Panel
20. Flap/Trim Interrupt, ALT STAB Trim Switches
21. Flap Selector
22. Condition Lever
23. Cockpit/Cabin Lighting Controls
24. Manual Override Fuel Control
25. ELT Remote Control Panel
26. Power Control Lever
27. Ice Protection Switches
28. Control Wheel

15

September 2007 All information subject to change without notice 9


PC-12 TECHNICAL DESCRIPTION

continued

COCKPIT ARRANGEMENT control and audio marker panel. POWER PLANT


The cockpit is designed for single pilot The overhead panel contains all electri- The PC-12 is powered by the Pratt
reduced workload operations. The left side cal power management controls, indica- & Whitney PT6A-67P, reverse flow, free
of the instrument panel contains the pilots tors, engine start and ignition switches, turbine engine. The five-stage compressor
primary flight display (PFD), landing gear fuel pump switches, and external lighting section consists of four axial stages and
controls and electronic stand-by instru- switches. a single centrifugal stage. A compression
mentation. The left cockpit side-wall contains the ratio of 12 to 1 is achieved as air exits the
The central panel and console area left front and rear circuit breaker panels, centrifugal compressor.
houses two multi function displays (MFDs) hand microphone, PARK BRK handle, The three-stage turbine section consists
the multi function controller and the power oxygen mask/mic switch, oxygen pressure of a single-stage compressor turbine and
control lever (PCL). It also contains the flap gauge and left-hand power junction box. a two-stage power turbine. The two-stage
controls, condition lever, manual override The right cockpit side-wall contains the power turbine drives the propeller through
lever, emergency gear extension and fuel right front and rear circuit breaker panels, the propeller reduction gearbox.
shut-off valves. co-pilot mask/mic com switch, right-hand Engine power is controlled by the
The right side of the instrument panel power junction box and hand microphone. POWER CONTROL and CONDITION levers,
contains the optional co-pilots primary flight Refer to Figure 6, Example Cockpit located on the center console. The POWER
display along with the associated radio Arrangement, for detailed cockpit layout. CONTROL lever controls engine power

Figure 7 PT6A-67P Engine

Accessory
Combustion Gearbox
Fuel Manifold
Chamber Liner Oil
Propeller Adapter and Nozzle
Governor Assembly Tank
Mounting Exhaust Bleed
Pad Duct Gas Generator Adapter
Case
Turbine Rotor
Assembly

Propeller
Shaft

Magnetic Chip
Fuel Detector
Magnetic Chip Fuel Drain Drain
Valve Compressor
Detector Starter/Generator 2
Rotor Assembly
Centrifugal Drive Pad
Fuel Flow Divider
Impeller
Propeller and Purge Valve
Reduction Generator 1
Gearbox Drive Pad

10 All information subject to change without notice September 2007


during ground, flight and propeller reverse Ignition is provided by an ignition exciter Essential bus
operations. The CONDITION lever sets the and two spark igniter plugs. A two-position, Standby power bus
fuel control unit operating condition for ON/AUTO, IGNITION switch controls engine Emergency Power Supply (EPS) bus
operation in fuel cut-off/feather, ground ignition. When set to ON, ignition will oper- Hot battery bus
or flight modes. In case of power control ate continuously. Avionics 1 bus
system malfunction, the MANUAL OVER- Electrical power from Generator 2 is
RIDE lever allows the pilot to control engine PROPELLER distributed through the:
power output through manual manipulation The propeller assembly is a constant Generator 2 bus
of the fuel control unit. speed, fully feathering, reversible unit. Non-Essential bus
The computer controlled Engine Nominal propeller rpm during all flight Cabin bus
Information Display, shown on the PFD, operations is 1,700 rpm and propeller Avionics 2 bus
shows engine torque, turbine temperature, pitch is regulated by engine oil through the Main bus
gas generator speed, oil temperature and propeller governor. Generator 2 is also the engine starter
pressure, fuel flow, and propeller speed. The propeller hub and four propeller motor. System status is displayed on the
The Engine Condition Monitoring System blades are aluminum. Each propeller lower MFD and the CAS.
(ECMS) is displayed on the MFD. blade incorporates an electric deicing Under normal power generation
Outside air is ducted to the engine inlet boot. The propeller diameter is 8 ft 9 in distribution system operating conditions,
through the air induction system. A circular (2.67 m). the systems and circuits powered from
cross-section intake under the aircraft The propeller blades will be set to mini- Generator 1 are designated channel 1.
nose directs airflow past the inertial mum pitch and reverse thrust when the The systems and circuits powered from
separator to the engine inlet. The inertial POWER CONTROL lever is in the GROUND Generator 2 are designated channel. 2.
separator, electrically controlled by a cock- range. The propeller is fully reversing with The channels operate independently. The
pit switch, separates moisture and foreign operation in the Beta range permitted dur- only connection is through a bus tie in the
objects from incoming air to avoid engine ing ground operations only. event of component failures. Automatic
intake icing and damage. switching and load shedding take place
The engine air inlet lip is continuously ELECTRICAL should component failures occur.
heated by engine exhaust gas during en- General Should either the Generator 1 or Gen-
gine operation to prevent ice accumulation. The PC-12 incorporates five independent erator 2 fail, the control relays in the Power
An oil filler neck with quantity dipstick power generation sources consisting of: Generation Distribution System automati-
and cap are located on top of the acces- Generator 1 28V, 300A generator cally change and connect the remaining
sory gearbox. The OIL QTY warning light, Generator 2 28V, 300A starter/ generator and both batteries to the Power
on the Crew Alerting System (CAS) display generator and Secondary Power Lines. A caution will
panel, comes on when oil quantity is low Battery 1/Battery 2 24V, 42Ah display on the Crew Alert System (CAS)
and the engine is shut down. Emergency Power Supply (EPS) 24V, window.
The starter/generator unit is a starter 5Ah lead-acid battery Battery 1 and Battery 2 are installed
until engine speed (Ng) stabilizes at 50%. Electrical power from Generator 1 is in the rear fuselage. Battery 1 provides
Above 50% Ng the starter/generator func- distributed through the: power to maintain the essential systems
tions as a 300 amp generator. Generator 1 bus during engine start. Battery 2 provides the

September 2007 All information subject to change without notice 11


PC-12 TECHNICAL DESCRIPTION

continued

power for engine start. Should both gen- The external 28VDC power can be used There is a Battery and External Power
erators fail, the batteries supply power to for engine starting, ground operation of the Junction Box (BEPJB) containing compo-
the essential electrical systems after auto- optional air conditioning system, ground nents for the batteries, external power
matic load shedding for a maximum range operation of cabin heaters or maintenance functions, hot battery bus and associ-
glide and one attemped engine start. requirements. ated circuit breakers. It also contains
In the event of a total power loss, the Junction Boxes the necessary components to permit
Emergency Power Supply (EPS) battery will There are two Power Junction Boxes optional nickel cadmium battery instal-
provide sufficient power through the EPS (PJB), one for each generator. Generator 1 lation. The BEPJB is located in the rear
bus to the backup systems for 30 minutes. PJB is located on the cockpit lower left wall. fuselage. There is also a Relay Module
On the ground, the DC system can Generator 2 PJB is located on the cockpit Panel (RMP) for power Channel 1 and 2
be powered by an external power source lower right wall. They contain the principal which contains terminal blocks and re-
connected under the rear fuselage of the contactors, relays and other circuit protec- lays and is located under the cabin floor
PC-12 on the left side. tion devices. on the left and right sides.

Figure 8 Electrical Power System

12 All information subject to change without notice September 2007


Circuit Breakers ity of approximately 201 US gal (761 liters). LH + RH Fuel Low less than 20 US gal (75
liters)
Circuits supplied from the Bus Bars Fuel is supplied to the engine in excess
Fuel Pressure Low The fuel system pressure
have circuit breakers on color coded pan- of that required for all ground and flight
less than 2 psi (0.14 bar)
els. These panels are located on both the operations. The transfer and delivery of
Fuel Balance Fault FCMU automatic fuel
left and right cockpit walls. fuel is achieved through a triple-redundant balancing is not successful
Controls and Indicators Overhead Panel configuration consisting of a motive flow Fuel Imbalance A fuel imbalance of more
The electrical system is controlled from system, boost pumps and engine driven (on ground) than 178 lbs. between LH
and RH fuel quantity. Takeoff
the Electrical Power Management section pumps. Fuel balancing is managed by auto- is prohibited until balanced.
of the overhead control panel. The panel matic activation of the boost pumps.
The CAS window of the systems MFD
has controls for the: The distribution system transfers fuel
displays the following status for the fuel
Avionics busses (AV1 and AV2) between left and right wing tanks and deliv-
system, on the ground:
Generators (GEN1 and GEN2) ers fuel to the engine through transfer-and-
WHITE
Batteries (BAT1 and BAT2) delivery ejector pumps, shutoff valves, a FCMU Fault The FCMU has detected an
External power (EXT PWR) fuel filter, an air separator, and a low pres- internal fault
Standby bus (STBY BUS) sure engine driven pump. Electric boost Low Lvl Sense Fault The FCMU has detected a
fault with fuel low level
Cabin bus (cabin bus) pumps provide fuel for engine starting and
sensing
Master power (master power) are used as a fuel delivery backup.
Emergency Power System (EPS) Fuel delivery pressure is initially
Bus Tie (bus tie) provided by electrically operated boost
FLIGHT CONTROLS
The flight control system is convention-
pumps while motive flow ejector pumps
FUEL al, using push-pull rods and carbon steel
are the main source of fuel flow during
Total fuel capacity is 407 US gal (1,540 cables connected to the pilot and copilot
normal operation. A transfer ejector pump
liters) with total usable fuel being 402 US control wheels and rudder pedals. Internal
transfers fuel from the main fuel tank to
gal (1,522 liters). Fuel quantity is deter- gust locks are set from the cockpit.
the collector tank.
mined by a fuel indication system, fuel flow The ailerons are connected to cockpit
Each wing tank contains four capaci-
and a low-level warning system. Fuel quan- control wheels by cables in the fuselage
tance-type fuel quantity probes that are
tity is displayed in the Fuel System Status which are connected to push-pull rods in
connected to the fuel computer part of
Window of the systems MFD and refueling the wings. Both ailerons are mass bal-
the Fuel Control and Monitoring System
is accomplished using overwing filler caps. anced and include a flettner tab on the
(FCMU).
The firewall fuel shutoff valve is me- outboard side. The flettner tab of the left
Total fuel quantity used and fuel
chanically connected to the FUEL SHUTOFF aileron is electrically trimable from both
quantity remaining are displayed in the fuel
handle in the aft end of the center console control wheels. Roll trim is pilot or copilot
window of the systems MFD. A fuel quantity
and is used to shut off fuel flow to the controlled using a control-wheel-mounted
reset function is available so that reference
engine in an emergency. A maintenance trim switch.
fuel quantities can be reset.
shutoff valve is used to isolate the fuel The elevator is a two-piece unit at-
The CAS window of the systems MFD
system during system maintenance. tached to the horizontal stabilizer and is
contains five fuel system-related cautions:
The fuel system consists of storage, dis- connected to the cockpit control wheels
Amber Caution
tribution and indication/warning systems. Fuel Quantity Fault The FCMU is unable to deter- by cables.
mine fuel quanity The rudder is connected to cockpit rud-
Fuel is contained in two integral wing
LH Fuel Low The fuel quantity in left, right der pedals by cables. Both pilot and copilot
tanks. Each wing has a usable fuel capac- RH Fuel Low or both tank(s) has reached
rudder pedals are adjustable fore and aft.

September 2007 All information subject to change without notice 13


PC-12 TECHNICAL DESCRIPTION

continued

Electric triple-trim systems assist the


Figure 9 Fuel System
pilot in controlling the aircraft around the
pitch, roll and yaw axes. A three-axis triple-
trim position indicator is located in the
TRIM window of the systems MFD. It shows
individual trim position of the ailerons,
horizontal stabilizer and rudder. If an emer-
gency condition arises, all trim systems
can be disconnected by pressing the trim
interrupt switch.
Pitch and roll trim are controlled by
a switch on the outboard horn of each
control wheel. Rudder trim is controlled
by a switch incorporated in the POWER
CONTROL lever.
Pitch trim is accomplished by an
electrically controlled actuator connected
to the moveable horizontal stabilizer. The
secondary trim motor, installed in the
same actuator, is controlled by the autopi-
lot and can also be used as a backup sys-
tem (alternate stabilizer trim) by the pilot.
Alternate pitch trim can be accomplished
by pressing the Alternate Stab Trim switch
in the desired direction. The color of the
symbolic aircraft views of trim positions
for aileron, rudder and horizontal stabilizer
change based on trim position. An invalid
trim status will show with an amber cross.
The aircraft symbols change to green
when each trim position is correctly set
for takeoff.
The aircraft incorporates Fowler flaps
that have four primary positions: 0 (up),
15 (takeoff), 30 (short takeoff) and
40 (landing). The flaps are electrically
operated by a handle located to the
right of the power controls on the center

14 All information subject to change without notice September 2007


console. A flap position indicator is located
Figure 10 Landing Gear System
in the FLAP window of the systems MFD. A
single electric drive unit, connected to four
screw actuators by flex shafts, drives the
flaps into the selected position.
Flap movement will stop automatically
if out-of-limit conditions are detected. The
CAS Flaps caution will then come on. If the
airspeed goes above the maximum limit for
the current flap setting, the Flight Alerting
System (FAS) will initiate an Overspeed
warning on the PFD and a Speed voice
callout will be heard.
A flap interrupt switch, on the center
console, allows the pilot to interrupt flap
operation if the main flap control unit
malfunctions. Once this emergency system
is actuated, the normal control system is
locked out to prevent any uncommanded
inputs.

LANDING GEAR
The landing gear is a conventional
tricycle arrangement capable of operations
on prepared, unpaved runways. The landing
gear is extended, retracted and held in
the retracted position by hydraulic pres-
sure produced by an electrically-powered
hydraulic pump. No mechanical up locks
are required.
A nitrogen-charged accumulator is
used to maintain the hydraulic pressure
necessary to hold the landing gear in the
retracted position following a hydraulic
failure. If required, the landing gear can be
lowered manually through a combination of
free falling and the emergency landing gear
hand pump.

September 2007 All information subject to change without notice 15


PC-12 TECHNICAL DESCRIPTION

continued

Nosewheel steering is by rudder pedals wheel well. Each main gear retracts inward The CAS will initiate a Gear warning
linked to the nosewheel. Differential brak- into the main gear wheel well. message on the PFD when the following
ing contributes to nosewheel steering. Use Cockpit controls and indicators consist conditions are met:
of rudder pedals only will turn the nose- of the following: flaps set to more than 15; or
wheel 12 from center while differential A LANDING GEAR control handle, airspeed less than 130 KIAS; and
braking will turn the nosewheel 60 from located on the lower center section power setting less than 10% of maxi-
center. of the instrument panel, to initiate mum torque.
The tires are a low-pressure type that extension or retraction of the landing With aircraft weight on wheels, a
allows operations from grass and unim- gear. solenoid locks the LANDING GEAR control
proved fields. An emergency landing gear hand handle in the down position to prevent
Aircraft braking is controlled by toe ped- pump, located in the center console, inadvertent landing gear retraction during
als operating brake assemblies attached to can be used to manually lock ground operations. An emergency hydraulic
the left and right main landing gear. Propel- the landing gear in the down position. fluid line provides hydraulic fluid during
ler reversing is used to enhance aircraft Landing gear position icons (one for emergency landing gear extension. The
braking and aircraft ground operations. each gear) in the GEAR window of the emergency landing gear hand pump, in the
The brake system is separate and inde- systems MFD indicate landing gear aft center console, can be used to lower
pendent from the aircraft hydraulic system. position and status. and lock the landing gear in the extended
A separate brake master cylinder is me- The three individual landing gear position. The landing gear can be retracted
chanically connected to each toe pedal. position icons, in the GEAR window of the normally if the landing gear was manually
A parking brake valve, connected to the systems MFD, can show gear displays for extended for training purposes.
cockpit PARKING BRK handle, secures the the following conditions:
brakes when the aircraft is parked. HYDRAULIC POWER
The nose gear is a hydraulic-fluid and Condition of left main
Color Gear The hydraulic system is rated at 3,000
gear, right main gear,
nitrogen-filled shock strut. Nose gear doors and Font Display psi (207 bar) and its only function is to ex-
and nose gear
are spring loaded to the open position and State is
Amber cross on tend and retract the landing gear. Maintain-
black
are mechanically closed during nose gear undetermined
background ing hydraulic system pressure is completely
retraction. The nose gear is locked in the White UP with automatic and requires no pilot inputs.
extended position by the folding strut being
State is
Gear Up normal
white box
outline
UP Hydraulic pressure is supplied by a
put in an over-center position. The nose State is Gear Up hydraulic power package. The hydraulic
gear retracts rearward into the nosewheel (after 20 sec. with
flaps up)
Grey UP with
grey box outline UP power package incorporates an electrically-
well and is completely enclosed by the gear powered variable displacement motor/
doors when retracted.
State is
Gear Up warning
White UP
in red box UP pump, a reservoir with sight gauge and a
The main landing gear is a trailing low pressure filter.
Black DN with
link design. A hydraulic fluid and nitrogen Hydraulic fluid level in the reservoir
State is Gear Down green
background
DN
filled shock strut connects the trailing link can be checked visually using the sight
to the main leg hinge point. Each main White hatched gauge. Hydraulic power package electric
State is
lines with black
gear actuator incorporates a mechanical Gear in Transit motor/pump operation is controlled by the
background
down-lock and a gear down and locked White hatched
pressure limit switch and the motor over-
State is Gear in
micro-switch. The main landing gear door Transit Warning
lines with red temperature switch.
background
is a single unit attached to the main gear A nitrogen-charged accumulator is used
leg and the outside edge of the main gear to minimize system pressure loss, allow for

16 All information subject to change without notice September 2007


thermal expansion, and maintain system any electrical power loss will not depressur- with built-in microphones. The passenger
pressure in case of hydraulic motor/pump ize the cabin. The system has independent oxygen masks are constant-flow types and
failure. Servicing is done through a nitro- safety valves that open if the cabin differ- are stored within easy reach of all seats.
gen-charge valve located in the hydraulic ential pressure exceeds 6.35 psi (0.43 bar) Oxygen system quantity is displayed to
servicing bay. or if a negative cabin pressure differential the pilot on a gauge in the left cockpit side
The CAS will show a hydraulic caution exists, such as cabin altitude exceeding air- panel, forward of the Test Panel.
if the hydraulic system fluid pressure falls craft altitude. The pressurization warning
below 1,800 psi (124 bar). in the CAS window on the system MFD, will FIRE PROTECTION
come on to indicate ECS malfunctions. The engine fire detection circuit is a
ENVIRONMENTAL CONTROL Primary heating and cooling for cockpit continuous-loop corrision-resistant steel
The environmental control system (ECS) and cabin is by air bled from the engine capillary tube that is routed throughout the
provides aircraft heating, cooling and pres- compressor and cooled to the required engine bay. The system activates at 932
surization. ECS control is automatic, follow- temperature by the air-cycle cooling pack, F (500 C) for localized fire conditions and
ing pilot inputs, with manual operation as located in the engine bay. This bleed-air at 675 F (357 C) for general fire condi-
a backup. The cockpit and cabin heating can be cooled to any temperature between tions. The CAS warning Engine Fire red
and cooling requirements are individu- 37 F (2 C) and 194 F (90 C) and is set will illuminate.
ally set and controlled using the control using controls on the ECS control panel. A portable halon-type fire extinguisher,
panel and the environment window of the Engine bleed-air is routed through a heat in the cockpit area, is standard equipment.
systems MFD. exchanger where it is precooled by ambient
Aircraft pressurization is achieved by air and delivered to the cockpit and cabin ICE AND RAIN PROTECTION
using pre-conditioned engine bleed-air. by the air cycle cooling pack. The aircraft is certified for flight into
A maximum cabin pressure differential Additional aircraft cooling can be known icing conditions and is equipped
of 5.8 psi (0.40 bar) provides a 10,000 provided by an optional electrically driven with icing protection on the wing leading
ft (3,050 m) cabin altitude at 30,000 air conditioning system. This system can edges, horizontal stabilizer leading edge,
ft (9,150 m). Cabin pressurization is be automatically controlled based on the windshield, engine inlet, propeller blades,
controlled by the Cabin Pressurization temperature demands as set on the sys- pitot-static and AOA probes.
Control System (CPCS) control panel and tems MFD. Cooling is provided to cockpit Inflatable deicing boots are installed
monitored based on the inputs defined on and cabin areas through three separate on the leading edges of the wings and
the systems MFD. The CPCS will maintain evaporators and individual passenger over- horizontal stabilizer. All deicing boots have
cabin altitude at the selected level and head outlets. The aircraft can be precooled suction applied during engine operation,
will increase or decrease cabin altitude at when the engine is not operating by power- regulated by deice boot-ejector valves, to
any set rate. Manual control switches are ing the vapor cycle cooling system from the maintain the aerodynamic profile when
located at the cross bar panel. external electrical DC power receptacle. not in use. The wing boots are separated
A dump valve, controlled by the weight- into inboard, outboard, upper and lower
on-wheels switch and the condition lever OXYGEN sections. The horizontal stabilizer boots are
position, will prevent inadvertent cabin An emergency oxygen system is in- one-piece sections.
pressurization with the aircraft on the stalled which provides oxygen to two crew A wing-ice inspection light can be used
ground. This dump valve can also be and up to ten cabin outlets. The system by the pilot to inspect the left wing leading
opened by the pilot if conditions warrant is certified for use up to 30,000 ft (9,150 edge for ice.
the immediate dumping of cabin pressure. m). Both pilot and copilot oxygen masks Deicing boot inflation is controlled by
This dump valve is spring-loaded closed so are quick-donning diluter-demand types a boot cycle timer. Inflation cycles of one

September 2007 All information subject to change without notice 17


PC-12 TECHNICAL DESCRIPTION

continued

or three minutes are selectable by the whenever the engine is operating, by routing with the engine running. The PROPELLER
pilot, using the BOOTS switch on the ICE engine exhaust gas through the inlet lip. An advisory on the ice protection portion of
PROTECTION control panel. A green BOOTS inertial separator is built into the aft inlet the systems MFD will come on when the
advisory is shown in the ICE PROTECTION area and is opened or closed by the INERT propeller deice system is on.
window of the systems MFD. SEP switch on the ICE PROTECTION panel. The pitot-static and AOA probes are
The pilot and copilot windshield is The INERT SEP green advisory, on the ice deiced using integral electric heating ele-
deiced using integral electrically heated protection portion of the systems MFD, ments. These elements are controlled by
elements. The pilot windshield can be will illuminate when the inertial separator the PROBES switch on the ice protection
deiced by setting the LH WSHLD switch on bypass system is activated. control panel. With the PROBES switch
the ice protection portion of the pilots sub The propeller blades are deiced by ON, all pitot-static and AOA probes will be
panel to heavy or light. The copilots electrically-heated boots attached to each heated.
windshield can be deiced by setting the blade. The boots are controlled by the PRO- The AOA deice caution light on the CAS
RH WSHLD switch on the pilots side sub PELLER switch on the pilot side right-hand display panel will come on when a deicing
panel to heavy or light. sub panel. Propeller deicing is activated malfunction is detected in the AOA deice
The engine inlet is continuously deiced, when the PROPELLER switch is set to ON system. The Pitot heat 1 and Pitot heat
2 warning will illuminate when a malfunc-
Figure 11 Brake System tion has occurred in either the Pitot 1 or
BRAKE FLUID
Pitot 2 systems, respectively.
RESERVOIR

LIGHTING
Internal
Cockpit lighting consists of internally lit
LEFT R IG H T LE F T R IG H T cockpit displays, controllers, switch pan-
els, instrument panel and circuit breaker
PILOT BRAKE/ COPILOT BRAKE/
MASTER CYLINDER
ASSEMBLIES
MASTER CYLINDER
ASSEMBLIES panel mounted floodlights, map lights,
and a dome light. All cockpit lighting has
adjustable intensity levels to compensate
for day and night operations.
LEFT RIGHT The cabin area is lit by ceiling lighting.
SHUTTLE SHUTTLE
VALVE VALVE

SET TO PARKING
BRAKE T-HANDLE

PARKING BRAKE VALVE


(SHOWN WITH PARKING
BRAKE NOT SET)

NOT SET

SET

TO LEFT BRAKE TO RIGHT BRAKE


ASSEMBLY ASSEMBLY

NOT SET
PARKING BRAKE VALVE
KEY (SHOWN WITH PARKING
BRAKE SET)

- RESERVOIR BRAKE FLUID

- LEFT BRAKE SYSTEM

- RIGHT BRAKE SYSTEM

18 All information subject to change without notice September 2007


A vestibule light illuminates the airstair. Caution attention light and generate the ap- action. A cyan advisory CAS message
There is also a baggage area light. Read- propriate Crew Alerting System (CAS) alert. will be displayed in reverse (cyan
ing lights are installed in the cabin ceiling The CAS messages are displayed in the CAS background) for 5 seconds. After 5
panels at each passenger seating location. window of the systems MFD. seconds they will show in the cyan
A separate dome light is installed in the The CAS messages have four levels: advisory color.
lavatory area. Warning (red) indicates a condition Status (white) are only displayed on
External that requires an immediate corrective the ground in white text and indicate a
External lighting consists of a LED posi- action by the pilot. A red warning CAS maintenance action is required.
tion light and strobe light unit mounted in message will be displayed in reverse
each winglet tip, a white LED position light (red background) until acknowledged STALL WARNING
mounted in the tail, a 250 watt landing by pressing the WARNING attention Stall warning is provided by PFD indica-
light mounted to each main landing gear, light. After which the CAS warning tion, an audible tone, and a stick shaker
a 150 watt taxi light mounted to the nose message text will be shown in the red and stick pusher system.
landing gear, a wing deicing inspection warning color. Some warnings also An angle-of-attack transmitter vane is lo-
light mounted in the left fuselage, one include a voice call out. cated in the outboard leading edge of each
recognition light mounted below each wing Caution (amber) indicates a condition wing and each vane is electrically heated
and red flashing beacons located on the that requires a pilots attention but not for icing protection. The electrical output
tail and belly areas of the aircraft. The rec- an immediate reaction. An amber cau- from each transmitter vane is used by a
ognition lights and logo light are optional. tion CAS message will be displayed in processing unit to control the stall warning
Dual navigation lights are standard. reverse (amber background) until ac- tone and stick shaker/pusher system.
knowledged by pressing the CAUTION When approaching a stall condition,
CREW ALERTING SYSTEM attention light. After which the CAS both the stall warning tone and stick
The Monitor Warning Function (MWF) caution message text will be shown in shaker are activated. If recovery from an
continuously monitors the interfaced air- the amber caution color. Unacknowl- impending stall is not initiated, the stick
craft systems and initiates the appropriate edged reversed caution messages pusher will automatically lower the nose by
warning, caution alert, advisory and status cannot be scrolled off the CAS window. pushing on the control wheel with a 60-65
messages to the crew when necessary. Advisory (cyan) indicates a sys- lb force. The stick pusher will automatically
When the MWF detects an out of limits con- tem condition, which requires pilot disengage once a safe margin above stall
diton, it will illuminate either the Master or awareness and may require crew has been reached.

September 2007 All information subject to change without notice 19


PC-12 TECHNICAL DESCRIPTION

20 September 2007

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