pc-12 series 10 - ch1 aircraft general

AIRCRAFT GENERAL 7/09 FOR TRAINING PURPOSES ONLY 1-i

Pilatus PC-12 Series 10 Reference Manual

Chapter 1Aircraft General

Table of Contents

Overview ....................................................................................1Publications ..............................................................................1Aircraft Equipment ...................................................................1Airframe Structure ....................................................................2Nose Section .............................................................................3Center Section ..........................................................................4Flight Compartment ..................................................................6Crew Seats ................................................................................8Passenger Cabin .......................................................................9Passenger/Crew Door ........................................................... 13Cargo Door ............................................................................. 18Aft Fuselage Section ............................................................. 25Empennage ............................................................................ 26Wings ...................................................................................... 27Emergency Features .............................................................. 28Emergency Overwing Exit ..................................................... 28Hand-Held Fire Extinguisher ................................................. 29Aircraft Dimensions .............................................................. 30Airspeeds for Normal Operation .......................................... 31Airspeeds for Emergency Operation .................................... 32Central Advisory and Warning System (CAWS) ................... 33CAWS Panel Series 10 ........................................................... 34

1-ii FOR TRAINING PURPOSES ONLY PC-12 SERIES 10 7/09

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AIRCRAFT GENERAL 7/09 FOR TRAINING PURPOSES ONLY 1-1


Overview

The Pilatus PC-12 is a high performance, single-turboprop, pressurized, multi-mission aircraft certificated in the normal cat-egory. The standard aircraft is approved for oper ation in day, night, VFR, IFR and known icing conditions by the FAA. Publications

Pilatus Aircraft Limited publishes documentation providing detailed aircraft systems information and operating procedures. This Reference Manual is not intended to supersede the Pilot’s Operating Handbook (POH) (which constitutes the FAA/FOCA approved Airplane Flight Manual (AFM), the Pilot’s Check List, and/or related publi cations specific to your aircraft.

Aircraft Equipment

Aircraft systems and equipment provided by the manufacturer as standard from the factory, as well as manufacturer installed optional systems or equipment will be cov ered in this publica-tion. Vendor supplied Supplemental Type Certificated (STC) accessories or equipment will not be covered. This chapter provides a general description of the aircraft structure, acces-sories, and equipment.

1-2 FOR TRAINING PURPOSES ONLY PC-12 SERIES 10 7/09

Airframe Structure

The PC-12 is a low-wing aircraft of primarily all-metal construc-tion with retractable landing gear and a T-tail. The fuselage is a conventional semi-monocoque design of aluminum alloy with composite structures used in specific areas. Flush riveting is used where appropriate to minimize drag. Access panels are installed to facilitate inspection and maintenance. Carry-thru spars, incorporated for the attachment of the wings, are single-piece machined aluminum alloy plate and pass laterally through the lower portion of the fuselage. The fuselage fairings are composed of either carbon/ nomex or aramid/nomex hon-eycomb material. The complete airframe is electrically bonded to eliminate electro-magnetic interference (EMI), and static wicks are used to discharge static electricity while in flight. The fuselage consists of the nose section, pressurized center sec-tion, and aft section.



Nose SectionThe unpressurized nose section includes the engine area, the left and right service bays, and the nose gear assembly. The engine area contains the powerplant and asso ciated acces-sories. The powerplant is attached to a welded, tubular steel engine mounting frame which is secured by bolts to the forward pressure bulkhead. The for ward pressure bulkhead (firewall) is composed of titanium and is covered by insula tion material to protect the airframe structure in the event of an engine fire.

1. Engine Mounting Frame2. Fire Blanket3. Lower Rear Cowling4. Upper Cowlings

The engine area is enclosed by cowling which is constructed from a carbon/nomex honeycomb material. The lower rear cowling section is attached to the fuselage struc ture by thread-ed fasteners. The left and right upper cowlings are secured by cam-and-lever type latches and are hinged to facilitate inspec-tion of the engine area. The top and bottom cowling sections are also secured by cam-and-lever type latches.


The service bays are located aft of and below the engine area on each side of the fuse lage. The left bays provide access to components of the fuel sys-tem. The right bays provide access to components of the emergency oxygen system and the environmental control system (ECS). Each bay is enclosed by a carbon/nomex honeycomb door attached by a full-length piano-type hinge and secured by three latches.

Center SectionThe aircraft center section is reinforced and sealed to the skin for pressurization between the forward and aft pressure bulk-heads. Included in the center section are the flight compart-ment, passenger cabin, passenger door, cargo door, and the emergency overwing exit.

A two-piece windshield, two side windows, and a direct vision (DV) window provide flight com partment visibility. A doubler holds the wind shields and the side windows in the fuselage structure.

s FUEL SERVICE BAY ACCESS

s ENVIRONMENTAL SERVICE BAY ACCESS



The windshield is composed of lami nated, twin-layer min-eral glass with an embed-ded layer of polyvinyl butyral (PVB). Both side windows are composed of stretched acrylic and incorporate double-glazed acrylic inner win dows.

Four windows are located on the left side of the passenger cab-in, five on the right. These win dows are composed of two-ply, laminated mono lithic stretched acrylic and incorporate integral sliding shades. All windows, forming part of the pressure ves-sel, are fixed except for the direct vision window. The left and right inner side win dows prevent formation of ice and conden-sation on the side windows.

The direct vision (DV) window, also composed of stretched acrylic, is installed in the left side window and can be opened to provide pilot visi-bility/smoke evacuation during emergencies and also used to provide additional venti lation during ground operations.

s DIRECT VISION (DV) WINDOW


Flight CompartmentThe flight compartment provides for a crew of two, with full instrumentation for the pilot, and optional instrumentation for the copilot. Layout is conventional in that all controls, switch-es, and instruments are accessible to the pilot for single pilot opera tion.

The overhead panel contains the switches to control DC and AC electrical power generation and electrical bus distribution, external lighting, deicing, starting, and cabin heating systems. The sidewalls contain the circuit breaker panels. The instrument panel contains: the flight, navigation, and engine instruments; avionics; and pressurization. The center console contains the CAWS annunciator panel, EFIS control units, trim indicator, engine power controls , flap selector, cockpit and cabin lighting controls, emergency landing gear handpump, and the fuel and ECS firewall shutoff controls.

The overhead panel switches control DC and AC electrical power generation and bus distribution. A bus distribution dia-gram is shown on the panel with the switches in the appropriate places to help identify system design operation, and malfunc-tion. The individual busses and their associated circuit breakers are located in the left and right cockpit sidewalls. The overhead panel also has a TEST section. The different system and annun-ciator test circuits are controlled here.

Individual test circuits are described with their associated systems within this section, except for the LAMP test switch. When this switch is pressed, all of the annunciators in the push switches, the five bus status indicators, the two batter off-line indicators and the two battery overheat indicator LED’s are functionally checked. This includes the CAWS, landing gear indicators, flap overspeed light within the flap gauge, and the

s OVERHEAD PANEL



master warning and caution lights. The lamp function may be checked at any time without interfering with system function. The overhead panel annunciators have a back-up power sup-ply which can be tested by using the second function of the TEST FIRE switch. With the overhead panel lighting set to dim and the TEST FIRE switch pressed, all the overhead panel an-nunciators must come on bright to show that the back-up pow-er supply is operative. This check is a pre-flight requirement.

On the rear left side there is a small panel which contains the oxygen pressure gauge. The clock and parking brake handle are located forward of the left side circuit breaker panel below the instrument panel. The clock is powered directly from the Battery Direct bus.

The left center of the instrument panel contains the Engine In-strument System (EIS). The right center of the instrument panel contains the audio selector panel and the communication and navigation radios. The lower panel on the pilot’s side contains switches for the ELT, avionics and the landing gear selector and position indicators. The lower panel on the copilot’s side contains the ECS and pressurization controls.

The center console contains the CAWS (Central Advisory and Warning System) annunciator panel, EFIS control units, trim in-dicator, cabin air temperature gauge, the trim and flap interrupt and alternate power switches, and the engine power controls and flap lever. Further aft will be the cockpit and cabin lighting controls. The ECS and fuel firewall shutoff valve controls and the emergency landing gear handpump can be found on the aft vertical surface of the console.

s FLIGHT COMPARTMENT INSTRUMENT LAYOUT


Crew SeatsMSN 401-660: The crew seats are adjustable both fore and aft and vertically. The up and down adjustment handle is under the front and the fore and aft adjustment handle is at the rear of the seat. All armrests can be moved upwards. The inner arms can also be turned through 90° before being moved upwards, to provide free access to get in and out of the seat.

MSN 661 and up: New crew seats are installed which are ad-justable fore and aft and vertically. They also have controls for recline, thigh support, back cushion lumbar support, armrests and headrest. The fore and aft and recline control lever are on the rear inboard side of the seats. The vertical adjustment lever and the thigh support control wheel are at the front of the seat cushion. When the thigh support control wheel is turned, it raises or lowers the thigh pads. There is a push button at the bottom of each side of the seat back board. When the inboard button is pushed, the lumbar support pad can be moved up or down with the aid of a handle. When the outboard button is pushed, the lumbar support pad can be moved inwards or outwards by easing or applying body weight to the back cush-ion. The padded armrests can be moved upwards and inwards to provide free access to get in and out of the seat. They also have a control wheel on the underside which can be used to adjust the height of the armrest. The seat headrest can be adjusted by moving the headrest to the side and rotating it to one of the six lock positions. There is a life vest stowage box installed under the seat.

Each crew seat is equipped with a four-point restraint system consisting of an adjustable lap belt and dual-strap inertia reel-type shoulder harness.



Passenger CabinThe passenger cabin extends 16 ft 11 in (5.16 m) aft from the flight compartment par tition to the aft pressure bulkhead and contains the passenger door, cargo door, bag gage compart-ment, and emergency overwing exit. The maximum width and height of the cabin are 60 in (1.53 m) and 57 in (1.45 m) re-spectively. Avionics and other equipment, installed in the lower fuselage, are accessible through quick-release panels located along the length of the passenger cabin floor.

The passenger cabin may be arranged in a Corporate Com-muter, Combi, Executive, or Freighter configuration based on mission requirements. In the standard Cor porate Commuter configuration, seating for up to nine passengers is provided with in-flight baggage access. In the Combi (combination pas-senger/cargo) configuration, seats 7 through 9 or 5 through 9 may be removed so that the aft cabin area may be converted into a cargo area with a maximum vol ume of 210 cu-ft. The standard Combi Conversion Kit provides the necessary tie-down straps, netting, and attachment fittings to secure cargo.

The Freighter variant is configured for cargo-only operations and provides a maxi mum 326 cu-ft of useful cabin volume.

s EXECUTIVE SEATING ARRANGEMENT


Passenger Cabin Interior Configurations

COMBI

CARGO AREA

1

2 4

3

FREIGHTER

CARGO AREA

EXECUTIVE

AFTBAGGAGE

AREA

2 4 6

1 3 5

CORPORATE COMMUTER

AFTBAGGAGE

AREA

2 4 6 8

7531

9



The optional Executive interior configuration provides seat-ing for up to six passengers with in-flight baggage access. This configuration also includes refreshment cabinets, folding tables, and a private chemical toilet. The Executive configura-tion may also be converted for combination passenger/cargo operations by removing seats 5 and 6 or 3 through 6.

Passenger Cabin Interior ConfigurationsParallel seat rails are located along each side of the cabin floor for passenger seat instal-lation. The optional executive chairs include lateral tracking and swivel fea tures. Each passenger seat is equipped with a three-point restraint system consisting of an ad-justable lap belt and an inertia reel shoulder harness.

s TYPICAL SEAT INSTALLATION s FOLDING TABLE INSTALLATION

s NET ATTACHMENT FITTING


Baggage CompartmentThe baggage compartment is located at the rear of the cabin and is accessible during flight. Maximum volume is 34.3 cu-ft. Adjustable and non-adjustable baggage nets can be secured at 12 attachment points. An extendable baggage net can be installed instead of the standard net to secure baggage in front of and in the baggage compartment. The floor attachments at the front of the net can be moved between frames 32 and 34.

In the Combi or Freighter configuration, the cargo net is held in place by attachment fittings (10 total) which must be inserted into the seat rails and into anchor points located on the cabin sidewalls.



Passenger/Crew DoorThe passenger/crew door is located in the forward left side of the center sec-tion, immediately aft of the flight compartment partition and forward of the wing. The door is a single-sec-tion assembly of aluminum alloy construction which, when secured with all lock-ing mechanisms properly engaged, forms an integral part of the pressure ves sel. When fully open, the door provides an opening 53 in (1.35 m) high by 24 in (0.61 m) wide, and forms a stairway for access to the passenger cabin and the flight com partment.

Four steps and a handrail are installed in the door. The three upper steps and the handrail are automatically extended when the door is opened, and stowed against the door when it is closed. The bottom step is fixed in position.

The door is attached to the airframe structure by a full length, piano-type hinge and swings downward to the open position. When fully open, the door is supported by two suspension cables. A counterbalance system is installed to facilitate open-ing and clos ing. The system consists of a com pressed gas strut linked to the door by a lever and chain mechanism. As the door is operated, the pressure in the gas strut supports the weight of the door which minimizes the effort required to close it, and controls the speed at which it opens.


A one-piece, non-inflating rubber seal is installed around the periphery of the door. When the passenger/crew door is closed, the seal is compressed to make a pressure seal.

1. Shoot Bolt2. Door Seal3. Striker Plate4. Microswitch5. Release Lever

The door is held securely closed by six shoot bolts which en-gage striker plates, attached to the door frame structure, when the door handles are in the closed position. The shoot bolts are disengaged when either door handle is rotated to the “OPEN” position.

A safety locking mechanism is installed to prevent inadvertent opening of the door from inside the aircraft. The mechanism includes a locking pin which engages the outer door handle, and a release lever, located below the inner door handle, which must be operated before the inner door handle can be rotated to the “OPEN” position. Overcentering springs are also installed to prevent unscheduled disengagement of the shoot bolts should a failure in the door operating mechanism or door structure occur.



Passenger Door Mechanism


1. Position Indicator Windows 2. Inner Door Handle 3. Handrail 4. Folding Step 5. Bottom Step

Six position indicator windows are provided on the inner door surface to visually con firm positive engagement of the shoot bolts. With the door properly secured, a green marking will be visible in each indicator window. A red marking indicates that the corresponding shoot bolt is not positively engaged.

Additional indication of passenger door security is provided by a red CAWS [PASS DOOR] annunciator. The annunciator is controlled by a microswitch installed in the door frame and a reed switch installed in the door locking pin lever. The mi-croswitch is actuated by the upper rear shoot bolt. The reed switch senses the position of a mag net, installed in the outer door handle, which is moved adjacent to or away from the reed switch as the door handle is rotated. If either switch is not in the correct position, the [PASS DOOR] annunciator will illu-minate and a voice callout “Warning Passenger Door” will be heard. When the door is properly secured and both switches are in their correct positions, the annunciator is extin guished.



The passenger door is opened from outside the aircraft by pulling the outer door han dle from its stowed position, rotating it clockwise to the “OPEN” position, and pulling the door out-ward. From inside the aircraft, the door is opened by lifting the safety locking mechanism release lever, rotating the inner door handle clockwise to the “OPEN” position, and pushing the door outward.

The passenger door is closed from outside the aircraft by lifting then pushing the door to position it in the frame, and rotating the outer door handle counterclockwise to secure. From inside the aircraft, the door is closed by lifting the door using the hand rail, pull-ing the door inward to position it in the frame, and rotating the inner door handle counter-clockwise to secure.

Note: When closing the passenger door from outside or inside the aircraft, be sure that the folding steps and handrail are properly stowed before securing.

Note: The passenger door functions as an emergency exit and must be accessible at all times.

Warning: The passenger door must not be opened while the engine is running except in emergencies.

A security lock, installed in the outer door handle, prevents operation of the door mechanism without the appropriate key. The same key works for all door locks.

s OUTER DOOR HANDLE

s INNER DOOR HANDLE


Cargo DoorThe cargo door is located in the aft left side of the center sec-tion, immediately aft of the wing. The door is a single-section assembly of aluminum alloy construction which, when secured with all locking mechanisms properly engaged, forms an inte-gral part of the pressure vessel. When fully open, the door provides an opening 52 in (1.32 m) high by 53 in (1.35 m) wide to accommodate loading of palletized/oversized cargo.

The door is attached to the airframe structure by a full length, piano-type hinge and swings upward to the open position. When fully open, the door is supported by a gas strut which also assists in door opera tion. As the door is operated, the pressure in the gas strut supports the weight of the door which minimizes the effort required to open it, and controls the speed at which it closes. A telescopic strut, installed between the door and the airframe structure, extends and retracts during door operation to stabilize the cargo door in windy conditions. To facilitate closing, a strap is attached to the door so that it can be reached from the ground when fully open.

A one-piece, non-inflating rubber seal is installed around the periphery of the door. When the cargo door is closed, the seal is compressed to make a pressure seal.



1. Latch Hook 5. Shoot Bolt 2. Door Seal 6. Microswitch 3. Lowering Strap 7. Striker Plate 4. Latch Fitting

The door is held securely closed by three latch hooks and two shoot bolts when the inner and outer door handles are in the closed position. The latch hooks, located in the bottom of the door, engage lugs attached to the lower door beam structure. The shoot bolts, located in the sides of the door, engage striker plates attached to the door frame structure. The latch hooks and shoot bolts are disengaged when the inner or outer door handle is moved to the “OPEN” position. The door operating mechanism func tions such that the latching hooks engage before the shoot bolts during closing, and disengage after the shoot bolts during opening.


A safety locking mechanism is installed to prevent inadvertent opening of the door from inside of the aircraft. The mechanism includes a locking lever which engages the outer door handle, and a release lever, located adjacent to the inner door handle, which must be operated before the inner door handle can be moved to the “OPEN” position. Additionally, a button located adjacent to the outer door handle, must be pushed in before the outer door handle can be moved to the “OPEN” position.Overcentering springs are also installed to prevent unsched-uled disengagement of the latching hooks and shoot bolts should a failure in the door operating mechanism or door struc-ture occur.

1. Outer Door Handle2. Handle Release Button3. Shoot Bolt Position Indicators4. Latch Hook Position Indicators

Five position indicator windows are provided on the outer door surface to visually confirm positive engagement of the latch-ing hooks and shoot bolts. With the door properly secured, a green marking will be visible in each indicator window. A red marking indicates that the corresponding latching hook or shoot bolt is not positively engaged. No position indicator win-dows are provided on the inner door surface.



Cargo Door Mechanism


An indication of cargo door security is provided by a red CAWS [CAR DOOR] annunciator. The annunciator is controlled by a microswitch (MSN 121 and after) in the door handle. The for-ward shoot bolt actuates a separate microswitch in the door frame. If either switch is not in a position that rep resents the door being closed and latched, the [CAR DOOR] annunciator will be illu minated. When the door is properly secured the an-nunciator is extinguished.

The cargo door is opened from outside the aircraft by first pushing in the button, which releases the locking lever. [Note: the button cannot be pushed in unless unlocked.] The outer handle is then accessed by pushing in a semi-circular access flap at its lower end and pulling the handle outward from its stowed position. Pushing the handle upward disengages the shoot bolts and latch hooks. The door is pulled open by the handle molded into the lower surface of the fairing until the gas strut assumes the load. The door may then be released allow-ing the gas strut to fully extend and the door to fully open.

s DOOR OPERATING MECHANISM RELEASEs LOCKING LEVER/HANDLE RELEASE



From inside the aircraft, the door is opened by first lifting the safety locking mechanism release lever and pulling the inner door handle from its stowed position. As the handle is pushed down ward, the shoot bolts and latch hooks are disen gaged al-lowing the door to be pushed open until the gas strut assumes the load and raises the door to its fully open position.

The cargo door is closed from outside the aircraft by first pull-ing the door down from its fully open position using the strap provided for this purpose. Before positioning the door in the frame, the strap must be stowed. After pushing the door fully closed, pushing the handle inward engages the latch hooks and shoot bolts. When prop-erly secured, the outer handle should be stowed flush with the door skin and the semi-cir-cular flap should “pop” back to its locked position. A free-wheel mecha nism, installed between the inner handle and the door operating mecha-nism, prevents use of the inner door handle to secure the cargo door. Therefore, the cargo door can not be closed from inside the aircraft.

Caution: The cargo door can be opened in wind speeds up to 60 knots. However, to protect from possible stress damage, it is advised to use the attached strap to assist with raising and maintaining the door while open.

Caution: The cargo door can be used as an emergency exit. If it is locked (from the outside only) prior to flight, no emergency personnel will be able to access the aircraft. However, it will be possible to open the door from the inside, but the door cannot then be secured without first unlocking the mechanism.

s INTERIOR CARGO DOOR HANDLE


An optional electrical motor and cable are installed to assist in closing the cargo door. The system is controlled by a switch located aft of the cargo door. When the switch is pressed in and held, a DC electric motor turns a capstan around which a cable that lowers the door is wrapped. As the door lowers to the closed position, a mi-croswitch interrupts electrical current to the motor to prevent damage to the door or the low ering system. Once posi-tioned in the frame, the door must be secured manually as previously described.

A security lock, located on the outer surface of the door ad-jacent to the handle release button, prevents operation of the door mechanism from the outside without the appropriate key. The same key works for all door locks.

s CARGO DOOR LOWERING SWITCH



Aft Fuselage Section

The unpressurized aft fuselage houses the control cables for the tail control sur faces, the emergency locator transmit-ter (ELT), the battery, external power recep tacle, and com-ponents of the vapor cycle cooling system (VCCS). The interior of the aft fuselage is accessed through a hinged door to facilitate servicing and inspection.

The aft access door has a security lock. The same key works for all door locks.

The aft fuselage also serves as the struc tural interface for the empennage and the ventral strakes.

s AFT FUSELAGE ACCESS DOOR


EmpennageThe empennage is a T-tail design with the horizontal stabilizer located above the ver tical stabilizer. The horizontal and vertical stabilizers are constructed of aluminum alloy with attached dor-sal and ventral aerodynamic fairings constructed from a kevlar honeycomb material. The horizontal stabilizer is a trimmable structure and is attached at two hinge points to the top of the vertical stabilizer. Pneumatic deice boots are installed on the leading edge of the horizontal stabilizer.



WingsThe wings are of conventional, primarily all-metal construction incorporating front and rear spars, ribs, and skin. The front and rear spars are machined from aluminum alloy plate and include integral fuselage and main landing gear attachment points. The rear spars also include integral flap actuator attachment points. Three titanium shear pins and one steel tension bolt are used to attach each wing structure to the carry-thru spars.Main load carrying ribs are machined from aluminum alloy plate. All other ribs are formed sheet metal. The ribs incorpo-rate lightening holes to reduce weight, and inte gral beads for stiffening. The wing skin is stiffened, clad aluminum alloy sheet riveted to the spars and ribs. Access panels are located in the lower surface of the wings only.

The wings include integral fuel tanks, ailerons, flaps, winglets, and deice boots. The ailerons and flaps are also of conven-tional, primarily all-metal construction incorpo rating spars, ribs, and skin. The wing trailing edges above the flaps are foam core with a carbon laminate covering. The flap fairings are a carbon laminate with nomex hon eycomb reinforcement strips. The wing tips (winglets) are constructed from a carbon fiber honeycomb material and incorporate metal strips for lightning protection. Pneu matic deice boots are installed on the leading edge of each wing.


Emergency Features

Emergency Overwing ExitThe emergency overwing exit door, located over the right wing, provides an opening 26 in (0.68 m) high by 18 in (0.49 m) wide for emergency evacuation of the aircraft. A one-piece, non-inflating rub-ber seal is installed around the periphery of the door. When the emergency exit door is installed, the seal is com-pressed to make a pressure seal.

The door is held in position by eight locating fittings and a door catch which engage the fuselage structure. An inner handle and outer push panel operate the door mecha nism which disengages the door catch so that the exit door may be opened from inside or out-side the aircraft as required. To open the exit door from inside the aircraft, remove the protective cover, pull the handle to disengage the door catch and pull the door in-ward. From outside the air-craft, depress the push panel to disengage the door catch and push the door inward to open.

The door has a removable security pin installed on the interior of the door to ensure that there is no access from the outside while the aircraft is parked.

Caution: If the emergency exit pin is not removed prior to flight, no emergency personnel will be able to access the aircraft.

s EMERGENCY EXIT EXTERIOR

s EMERGENCY EXIT INTERIOR



Emergency Overwing Exit Door Removal

Hand-Held Fire ExtinguisherA hand-held fire extinguisher is secured in a bracket behind the copilot’s seat. Refer to the instructions printed on the extinguisher bottle for proper operation.


Aircraft Dimensions



Airspeeds for Normal Operation

Airspeeds listed below are based on a maximum takeoff weight of 9039 LBS for the PC-12/9921 LBS for the PC-12/45, at sea level under ISA conditions.

KIAS Airspeed PC-12/45 PC-12/47

Takeoff (VR) flaps - 15°

79 81

Takeoff (VR) flaps - 30°

73 75

Maximum Climb best angle (V

X) 110 110

best rate (VY)

flaps - 0°

up to 10,000 feet 120 120 15,000 feet 115 115 20,000 feet and above 110 110

Recommended Climb flaps - 0° (pusher ice mode) 130 135

Recommended holding pattern speed range for flight into known 140 to 170 140 to 170 icing conditions

Maximum Operating Maneuvering (VO) 158 163

Maximum Flaps Extended (VFE

) Flaps - 15° 163 163 Flaps - 40° 130 130

Maximum Landing Gear Operating (V

LO) 177 177

Extended (VLE

) 236 236

Landing Approach (based on maximum landing weight) Flaps - 0° 118 118 Flaps - 15° 98 98 Flaps - 30° 89 89 Flaps - 40° 84 84 (with residual ice on the airframe) Flaps - 0° (pusher ice mode) 134 140 Flaps - 15° (pusher ice mode) 108 111

Balked Landing Go-Around (based on maximum landing weight) TO/PWR, Flaps - 15° 95 95 TO/PWR, Flaps - 30° 85 85 TO/PWR, Flaps - 40° 84 84 TO/PWR, Flaps - 15° (pusher ice mode) 108 108


Airspeeds for Emergency Operation

Airspeeds listed below are based on airplane in clean configuration under ISA conditions.

KIAS Airspeed PC-12/45 PC-12/47 Maximum Operating Maneuvering (V

O)

10,450 LBS N/A 163 9921 LBS 158 158 9480 LBS 155 155 9039 LBS 151 151 8380 LBS 145 145 7940 LBS 141 141 7500 LBS 137 137 7060 LBS 133 133 6610 LBS 129 129 6170 LBS 124 124 5730 LBS 120 120

Best Glide (propeller feathered)

10,450 LBS N/A 117 9921 LBS 114 114 9039 LBS 110 110 8380 LBS 106 106 7720 LBS 102 102 7060 LBS 97 97 6400 LBS 93 93

Minimum Landing Approach Speed With Residual Ice on the Airframe (after failure of):

Pneumatic Deice Boots (flap position limit 0°) 134 138

AOA Sensor Deice and/or 108 111

Pitot Head and Static Ports Deice 108 111

Balked Landing Go-Around (after failure of):

Pneumatic Deice Boots (flap position limit 0°) 134 138



Central Advisory and Warning System (CAWS)

The Central Advisory and Warning System (CAWS) is an inte-gral part of the aircraft and its systems. The Central Advisory Control Unit (CACU) sends information to the CAWS Display unit, which shows control function and systems status on an annuncia tor panel. The annunciator panel contains 45 indi-vidual annunciator lights. The lights are colored red (for Warn-ing), amber (for Caution/Advisory), and Green (for Advisory). The lamps can be checked by pressing the LAMP test switch located on the System Test Panel (on the Overhead panel).

• Annunciators have six colored LEDs connected in parallel. If one fails, the remaining LEDs will still function. • A Warning annunciation indicates a condition that requires immediate corrective action by the pilot. It is accompanied by a voice callout.• A Caution annunciation indicates a condition that requires the pilot’s attention but not an immediate reaction.• A Green Advisory annunciation indicates that the selected system is activated and functioning correctly.

Positioned directly in front of the pilot (and copilot if installed) are the red Master WARNING and amber Master CAUTION lights.

Any condition that causes a red or amber CAWS annuncia-tor to illuminate also causes the applicable Master WARNING or CAUTION annunciator to light. An audible tone will sound through the overhead speakers and/or the headset(s) whenever a Master WARNING or CAUTION light illuminates. Pushing the applicable Master CAU TION or WARNING light will extinguish that light. The CAWS warning or caution annunciation that trig-gered the Master WARNING or CAUTION light will remain on.

The CAWS has a continuous Built in Test that checks the CAWS function. When an error in the CAWS is detected, the Master CAUTION light will blink. Pressing the Master Caution will reset the CAWS.

Note: Depending on aircraft audio system installation the op-erator may not initially hear the “gong(s)” from the CAWS until Avionics 2 Bus is activated.

Refer to the supplements section in this manual and the hand-out for more details on the CAWS.


CAWS PANEL - SERIES 10

pc-12 series 10 - ch1 aircraft general

Documents

standard aircraft

aircraft structure

mission aircraft

aircraft dimensions

training purposes

emergency operation

caws panel series

optional systems