Pilatus PC 12 NG Manual PDF

PILOT’S INFORMATION MANUAL
PILOT’S INFORMATION MANUAL
WARNING
This PC-12 Pilot’s Information Manual is published for general and familiarization purposes only.
This Pilot’s Information Manual does NOT meet FAA, FOCA or any other civil aviation authority
regulations for operation of ANY Aircraft.
This Pilot’s Information Manual is a reproduction of a PC-12 Airplane Flight Manual, however,
it is NOT revised or updated.
This Pilot’s Information Manual does NOT reflect the configuration or operating parameters of
any actual aircraft.
Only the Approved Airplane Flight Manual/Pilot’s Operating Handbook issued for a specific serial
number aircraft may be used for actual operation of that serial number aircraft.
Pilatus Aircraft Ltd

P.O. Box 992
6371 Stans, Switzerland
Phone +41 41 619 67 00
Fax +41 41 619 92 30
info@pilatus-aircraft.com Certified to EN 9100/ISO 14001 standards
www.pilatus-aircraft.com This Approval may be extended or withdrawn in writing by Pilatus at any time
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PC-12/47E LIST OF SERVICE BULLETINS INCORPORATED
This list of Service Bulletins are those that are mentioned in the various Sections of the
POH.
It is not a complete list of SB’s. The purpose is to show the modification status of the
aircraft to assist the pilot in the correct understanding of the procedures and the system
descriptions.
SB No. Title Incorporated
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31-010 Installation of a Video Interface Module
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31-012 Installation of a Cockpit Voice Recorder Flight Data
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Recorder
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34-014 Wiring change to permit the Weather Radar to transmit
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on ground.
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Incorporated on production from MSN 1081.
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34-017 Connects GPS 2 data signal to ADAHRS Channel B.
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34-020 Installation of SBAS capable GNSSU.

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34-026 Introduction of Honeywell SBAS capable GNSSU.

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34-028 Replace the Air Data Attitude and Heading Reference

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System (ADAHRS).
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45-002 Upgrade PRIMUS APEX software to Build 5.3.1.

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45-003 Upgrade PRIMUS APEX software to Build 6.

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Incorporated on production from MSN 1181

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46-003 Installation of Cursor Control Device (CCD).

79-007 Removal of Oil Debris Monitoring (ODM) system.

Removed on production from MSN 1101.
Mark an X in the box when the Service Bulletin has been incorporated on the aircraft.
Issued: September 15, 2006 Report No: 02277

Revision 10: Dec 20, 2010 LOSB-1
LIST OF SERVICE BULLETINS INCORPORATED
PC-12/47E
SB No. Title Incorporated

34-032 Introduction of Honeywell SBAS GNSSU.
11-005 Placards and Markings - External Placards and
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Markings - Revised Fuel Filler Placard
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11-006 Placards and Markings - External Markings - Replace
the Oxygen Charging Pressure and Engine Oil
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Placards
34-033 Navigation - Attitude and Direction - Replace the Air
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Data, Attitude and Heading Reference System.
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34-035 Navigation - Dependent Positioning Determining -
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Introduction of Honeywell GNSSU P/N
45-009 N
Central Maintenance System - Central Computer -
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Update the Honeywell Primus APEX Operational
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Software to Build 8.3.3

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Mark an X in the box when the Service Bulletin has been incorporated on the aircraft.
Report No: 02277 Issued: September 15, 2006

LOSB-2 Revision 12: December 01, 2012
PC-12/47E LIST OF EFFECTIVE PAGES
LIST OF EFFECTIVE PAGES

Page No. Rev. No. Page No. Rev No. Page No. Rev. No.
Title N/A 2-12 and 2-13 6 3-67 14

LOSB 1 10 2-14 and 2-15 12 3-68 thru 3-81 11
LOSB 2 12 2-16 6 3-82 13
LOEP 1 thru 4 14 2-17 11 3-83 thru 3-101 11
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LOTR 1 8 2-18 13 3-102 thru 3-112 13
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LOTR 2 12 2-19 thru 2-20 6 3A-1 9
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LOTR 3 13 2-21 11 3A-2 10
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LOTR 4 12 2-22 9 3A-3 thru 3A-5 11
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LOR 1 6 2-23 12 3A-6 12
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LOR 2 thru 5 7 2-24 11 3A-7 10
LOR 6 thru 9 8 2-25 10 3A-8 11
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LOR 10 thru 12 9 2-26 11 3A-9 and 3A-10 10
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LOR 13 thru 15 10 2-27 thru 2-29 10 4-i and 4-ii 11
LOR 16 thru 18 11 2-30 13 4-1 9
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LOR 19 and 20 12 2-31 thru 2-35 10 4-2 thru 4-9 11
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LOR 21 and 22 13 2-36 and 2-37 12 4-10 12

LOR 23 and 24 14 2-38 13 4-11 and 4-12 11
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CONTENTS-1 & 2 6 2-39 10 4-13 12

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0-i and 0-ii 6 2-40 13 4-14 and 4-15 11

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0-1 thru 0-4 6 2-41 thru 2-48 10 4-16 13

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1-i 8 2-49 13 4-17 thru 4-38 11

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1-ii 6 2-50 thru 2-53 10 5-i thru 5-iv 10

1-1 and 1-2 6 2-54 13 5-1 thru 5-41 10
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1-3 and 1-4 9 3-i 12 5-42 thru 5-45 12

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1-5 thru 1-16 8 3-ii 11 5-46 thru 5-73 10

1-17 11 3-iii 12 5-74 thru 5-76 12
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1-18 thru 1-20 8 3-iv 13 5-77 thru 5-94 10

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2-i 6 3-1 thru 3-3 10 6-i 11

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2-ii 13 3-4 12 6-ii 6

2-iii 12 3-5 thru 3-9 11 6-1 and 6-2 6
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2-iv 6 3-10 12 6-3 thru 6-34 11

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2-1 10 3-11 thru 3-24 11 6-35 12

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2-2 9 3-25 12 6-36 thru 6-40 11

2-3 6 3-26 thru 3-28 11 6-01-1 thru 3 6
2-4 10 3-29 12 6-01-4 8
2-5 12 3-30 and 3-31 14 6-01-5 and 6 6
2-6 and 2-7 13 3-32 and 3-33 11 6-03-1 thru 3 6
2-8 10 3-34 14 6-03-4 8
2-9 13 3-35 thru 3-43 11 6-03-5 and 6 6
2-10 9 3-44 thru 3-60 12 6-04-1 thru 3 6
2-11 7 3-61 thru 3-66 11 6-04-4 8

Revision 14: March 02, 2015 LOEP-1
LIST OF EFFECTIVE PAGES PC-12/47E

6-04-5 and 6 6 7-13-17 12 7-30-21 11

6-05-1 thru 3 6 7-13-18 10 7-30-22 10
6-05-4 8 7-14-1 14 7-31-1 thru 7-31-3 10
6-05-5 and 6 6 7-14-2 13 7-31-4 12
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6-06-1 thru 3 6 7-15-1 thru 7-15-7 10 7-31-5 10
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6-06-4 8 7-15-8 and 7-15-9 13 7-31-6 11
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6-06-5 and 6 6 7-15-10 thru 7-15-14 10 7-31-7 10
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6-07-1 thru 3 6 7-16-1 and 7-16-2 10 7-31-8 thru 7-31-12 11
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6-07-4 8 7-17-1 thru 7-17-5 10 7-31-13 and 7-31-14 12
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6-07-5 and 6 6 7-17-6 11 7-31-15 and 7-31-16 10
Vol 2 Title - 7-17-7 thru 7-17-9 10 7-32-1 thru 7-32-3 10
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7-1-1 thru 7-1-3 11 7-17-10 11 7-32-4 11
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7-1-4 14 7-18-1 12 7-32-5 thru 7-32-10 10
7-1-5 thru 7-1-7 13 7-18-2 thru 7-18-6 10 7-33-1 and 7-33-2 11
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7-1-8 11 7-19-1 12 7-33-3 and 7-33-4 10
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7-2-1 and 7-2-2 10 7-19-2 thru 7-19-4 10 7-33-5 11

7-3-1 thru 7-3-6 10 7-20-1 thru 7-20-4 10 7-33-6 10
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7-4-1 thru 7-4-3 10 7-21-1 thru 7-21-3 10 7-33-7 thru 7-33-16 13

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7-4-4 11 7-21-4 13 7-34-1 and 7-34-2 10

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7-4-5 13 7-21-5 thru 7-21-8 10 7-34-3 13

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7-4-6 thru 7-4-14 10 7-22-1 thru 7-22-4 10 7-34-4 10

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7-5-1 and 7-5-2 10 7-23-1 and 7-23-2 10 7-35-1 10

7-6-1 and 7-6-2 10 7-24-1 and 7-24-2 10 7-35-2 and 7-35-3 13
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7-7-1 and 7-7-2 10 7-25-1 thru 7-25-4 14 7-35-4 10

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7-8-1 13 7-26-1 thru 7-26-8 10 7-36-1 10

7-8-2 thru 7-8-4 10 7-27-1 and 7-27-2 10 7-36-2 thru 7-36-4 13
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7-9-1 and 7-9-2 10 7-27-3 thru 7-27-26 11 7-36-5 and 7-36-6 10

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7-10-1 thru 7-10-7 10 7-28-1 thru 7-28-3 10 7-37-1 and 7-37-2 10

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7-10-8 14 7-28-4 11 7-38-1 thru 7-38-5 10

7-10-9 and 7-10-10 10 7-28-5 thru 7-28-22 10 7-38-6 11
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7-10-11 13 7-29-1 thru 7-29-5 10 7-39-1 and 7-39-2 10

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7-10-12 thru 7-10-28 10 7-29-6 thru 7-29-8 13 7-40-1 thru 7-40-4 0

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7-10-29 and 7-10-30 14 7-29-9 and 7-29-10 11 8-i 12

7-10-31 and 7-10-32 10 7-29-11 thru 7-29-18 10 8-ii 13
7-11-1 thru 7-11-4 10 7-29-19 13 8-1 9
7-12-1 thru 7-12-4 10 7-29-20 10 8-2 and 8-3 6
7-12-5 13 7-30-1 thru 7-30-7 10 8-4 8
7-12-6 thru 7-12-8 10 7-30-8 13 8-5 6
7-13-1 thru 7-13-6 10 7-30-9 thru 7-30-11 10 8-6 thru 8-30 12
7-13-7 and 7-13-8 13 7-30-12 13 8-31 and 8-32 13
7-13-9 thru 7-13-16 10 7-30-13 thru 7-30-20 10 8-33 12

LOEP-2 Revision 14: March 02, 2015
PC-12/47E LIST OF EFFECTIVE PAGES

8-34 14
8-35 thru 8-38 12
9-i 12
9-ii 6
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9-00-1 14
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9-00-2 6
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10-i 12
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10-ii 6
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10-1 6
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10-2 9
10-3 6
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10-4 thru 10-22 12
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Revision 14: March 02, 2015 LOEP-3
LIST OF EFFECTIVE PAGES PC-12/47E

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LOEP-4 Revision 14: March 02, 2015
PC-12/47E LOG OF TEMPORARY REVISIONS
The incorporation of Temporary Revisions into this manual are to be recorded on the
sheet below. Instructions for the removal of Temporary Revisions will given in the
Instruction Sheet issued with each regular revision.
NO. TEMPORARY REVISION TITLE DATE OF CANCELLED

ISSUE BY
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1 MMDR KTR2280 operation in 8.33 KHz airspace Mar 26/08 Post SB 23-
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2 ENGINE NG & ITT OSCILLATIONS AT GRD May 20/08 POH TR 4
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3 ABNORMAL PROCEDURES Oct 21/08 POH Rev 7
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4 ENGINE NG & ITT OSCILLATIONS AT GRD
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5 WEATHER RADAR GROUND OPERATION Oct 21/08 POH Rev 7

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6 ADAHRS PART No. 985.99.12.101 and APEX Oct 31/08 Post SB 34-
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SOFTWARE BUILD 5.4 018

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7 MF CONTROLLER PART No. 985.99.12.170 Dec 5/08 Post SB 46-

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001
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8 NORMAL PROCEDURES - PARKING Apr 1/09 Post SB 24-

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025
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9 ADAHRS – INCORRECT ROLL ATTITUDE Feb 9/09 TR 11

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INDICATION
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10 DATABASE LOADING Apr 15/09 POH Rev 8
11 ADAHRS - INCORRECT ROLL ATTITUDE Mar 30/09 Post SB 34-

INDICATION 022
12 PCL THRUST REVERSE LATCH LEVER Aug 6/09 Post SB 76-

002

Revision 8: August 31, 2009 LOTR-1
LOG OF TEMPORARY REVISIONS
PC-12/47E

ISSUE BY
13 ADAHRS – HIGH AND LOW LATITUDE Aug 31/09 Post SB 34-

OPERATIONS 022
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14 SECTION 7 – TABLE OF CONTENTS Oct 30/09 POH Rev 9
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15 SECTION 2 – USE OF FMS DIRECT-TO- May 19/10 Post SB 45-
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RECOVERY FUNCTION PROHIBITED 005
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16 HONEYWELL FMS – PROBLEM WITH May 19/10 Post SB 45-
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CHANGING RUNWAY INFORMATION 005
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17 ADAHRS – RESTRICTED FLIGHT ENVELOPE
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Supp COUPLED VNAV – SOFTWARE ANOMALY Apr 18/11 TR 18

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18 FMS/VNAV SOFTWARE ANOMALY Jul 28/11 Post SB 45-

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19 PFD MISCOMPARISON ALERTS Aug 22/11 POH Rev 11

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20 PRIMUS APEX – FLIGHT MANAGEMENT Sep 23/11 Post SB 45-

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SYSTEM 008
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21 GROUND DE-ICING/ANTI-ICING Oct 31/11 POH Rev 12

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OPERATIONS
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22 EXTENDED STORAGE Oct 19/11 Post SB 31-

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23 SECTION 9 SUPPLEMENTS - LOEP Oct 14/11 POH Rev 11
24 FUEL FILLER PLACARD Mar 22/12 POH Rev 12

LOTR-2 Revision 12: December 01, 2012
PC-12/47E LOG OF TEMPORARY REVISIONS
NO. TEMPORARY REVISION TITLE DATE CANCELLED

OF BY
ISSUE
25 ENGINE OIL PLACARD Mar POH Rev 12

22/12
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Supp 10/12
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27 PROPELLER PITCH Nov POH Rev. 13
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Revision 13: June 01, 2014 LOTR-3
PC-12/47E
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LOTR-4 Revision 12: December 01, 2012
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LOG OF REVISIONS PC-12/47E
LOG OF REVISIONS
Revision Page
Number Number Description
and Date
7 Sect 2
14 Nov 08 2-ii and iii Contents pages updated
2-1 Wording changed to EASA Approved
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2-11 Green arc normal ops RPM figure updated
2-23 and 24 Primus Apex FMS Limitations updated
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2-25 PC-12/47E with APEX added to beginning of sentence
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2-26 Primus Apex Transponder Limitations updated
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2-26 Primus Apex ADAHRS Limitations updated
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2-26 Primus Apex Electronic Checklist Limitations added
2-26 Primus Apex Electronic Charts Limitations added
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2-27 Primus Apex XM Sat Weather Limitations added
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2-27 Primus Apex Weather Radar Limitations from TR No. 5 added
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2-27 Primus Apex INAV Map Limitations added
2-28 thru 39 Pages run on
2-40 Control wheel placards updated
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2-41 Page run on
2-42 PCL placard updated. (Note: old page 2-42 deleted)
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Sect 3
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3-i thru iv Contents pages updated

3-1 Circuit breaker reset explanation added
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3-5 thru 9 Format and standardized layout changes made

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3-20 and 22 Cockpit/cabin Fire and Smoke procedures updated

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3-23 Page run on

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3-27 Page run on
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3-28 Batteries endurance changed to 33 minutes

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3-47 and 48 Batteries endurance changed to 33 minutes
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3-74 New step added to Pax and Cargo Door in flight procedure
3-75 and 76 Note added to DU Check and Overheat procedures
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3-82 and 83 Note added to MAU Failures procedure
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3-87 and 88 AHRS A+B Fail procedure updated

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3-96 Second Note para added
3-A-2 CAS advisory updated for APEX Software Build 5
3-A-3 Temporary Revision No. 4 info added
3-A-4 PFD and GPS advisories procedures updated
3-A-5 CAS advisories updated for APEX Software Build 5
3-A-6 Engine & Aircraft Exceedences TR No. 4 info added & updated
3-A-7 and 8 Pages run on
Sect 4
4-2 Landing approach speeds aligned with Section 5
4-3 Color type removed from step 5 and step 9 updated

LOR-2 Revision 7: November 14, 2008
PC-12/47E LOG OF REVISIONS
LOG OF REVISIONS
Revision Page
and Date
4-5 Info added ref checking security of engine oil dipstick
4-6 Page run on
4-7 4.3.8 Step 2, Com capitalized, step 12 updated, WX step added
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4-8 Steps re-numbered
4-9 EPU output disconnect voltages updated
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4-10 Passenger oxygen switch changed to selector
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4-13 Stick pusher test step 6.e. updated
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4-14 Note information updated
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4-15 4.8.1 step 5. Flap position 30° added. Step 8 clarified
4-19 4.11 step 7 clarified
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4-24 Step 8 Oxygen shut-off lever changed to main oxygen lever
4-30 New para added to AFCS operation in Amplified Procedures
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Sect 7
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7-ii thru vii Contents pages updated
7-16 Landing Gear schematic corrected
7-18 N
Air/Ground System updated for APEX Software Build 5
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7-40 ODM if installed Pre SB 79-006 added
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7-42 Starting - first para, CAS Fire callout sentence added

7-43 Temporary Revision No. 4 info added
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7-48 Analog range Warnings and Cautions clarified

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7-49 Engine oil temperature Caution parameter

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7-60 Fuel System schematic vent/fuel line detail correction

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7-65 External Power Controller voltage range corrected
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7-103 thru Main oxygen lever and passenger oxygen selector terminology
105 changes
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7-106 Optional larger oxygen cylinder in rear fuselage RH side added

7-107 Main oxygen lever and passenger oxygen selector terminology
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7-108 Page run on

7-109 Main oxygen lever and passenger oxygen selector terminology
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7-110 thru Pages run on

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7-127 thru Primus APEX General topic updated for APEX Software Build 5
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129
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7-130 APEX Equipment Bus Bars schematic simplified

7-131 Page run on
7-132 & 133 Primus APEX topic updated for APEX Software Build 5
7-134 Page run on
7-135 thru Primus APEX topic updated for APEX Software Build 5
7-151 New Fig. 7.24 (Sheet 6) Multi Function Display added
7-152 thru Primus APEX Attitude & Heading topic updated for APEX
7-161 Software Build 5
7-162 thru Primus APEX Comms & Nav topic updated for APEX Software
7-164 Build 5

Revision 7: November 14, 2008 LOR-3
LOG OF REVISIONS
Revision Page
and Date
7-169
1-170 thru Figures updated for APEX Software Build 5
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7-174
7-175 & 176 Optional HF Comms system topic added
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7-177 thru Primus APEX Situation Awareness topic updated for APEX
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7-179 Page run on
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7-180 thru Primus APEX Situation Awareness topic updated for APEX
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7-192 thru Lightning Sensor System topic added
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7-194
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7-195 XM SAT Weather System topic added
7-196 Primus APEX MWF System updated for APEX Software Build 5
7-197 & 198 Page run on
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7-199 Primus APEX MWF System updated for APEX Software Build 5
7-200 Page run on
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7-201 & 202 CAS Messages updated for APEX Software Build 5
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7-203 Page run on

7-204 thru CAS Messages updated for APEX Software Build 5
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7-208
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7-209 Figure 7-37 CAS updated for APEX Software Build 5

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7-212
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7-213 HDG mode statement added

7-214 Page run on
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7-215 Figure 7-38 AFCS Schematic simplified

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7-216 Page run on

7-217 Primus APEX FMS System updated for APEX Software Build 5
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7-218 Page run on

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7-219 PRAIM spelling correction

7-220 Page run on
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7-221 thru Primus APEX FMS System updated for APEX Software Build 5
7-223
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7-224 & 225 Pages run on

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7-226 thru Primus APEX ACMS System updated for APEX Software Build 5
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7-228
7-229 Page run on
7-230 & 231 Primus APEX ADMS System updated for APEX Software Build 5
7-232 thru Primus APEX Optional Electronic Charts topic added for APEX
7-235 Primus APEX Optional Electronic Checklist topic added for APEX
Software Build 5
7-236 Intentionally Left Blank Page added

LOR-4 Revision 7: November 14, 2008
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LOG OF REVISIONS PC-
PC-12/47E
Revision Page
and Date
8 Sect 1
31 Aug 09 1-3 Aircraft turning clearance Figure updated
1-5 Fuel anti-icing additive specification superseded
1-15 Minor formatting correction
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Sect 2
2-24 Primus Apex – FMS limitations two minor changes
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2-25 Primus Apex – FMS instrument approaches limitations updated
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2-25 Primus Apex – FMS high latitude limitation mGauss value change
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2-26 Primus Apex – FMS new LNAV approach limitation added
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2-26 Primus Apex – ADAHRS high lat limitation mGauss value change
2-27 Primus Apex – XM SAT WX limitations effectivity added
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Sect 3
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3-iii & iv Contents pages updated
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3-2 3.1.3 Cabin pressurized FAS message wording corrected
3-6 3.4.2 Maximum recommended bank angle added
3-9 3.4.5 step 8 typo removed
3-10
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3.5.1 Relight Envelope extended to 240 KIAS
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3-12 & 13 3.6.2 Engine NP procedure updated
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3-14 3.6.3 Engine NG procedure updated

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3-21 3.7.3 Cockpit/cabin Fire step 7 updated

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3-22 3.7.3 Cockpit/cabin Fire caution step numbers corrected

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3-33 3.9.9 step numbering corrected

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3-36 3.11 use of Flap Reset switch added. Flap CB location added
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3-47 3.15.10 Condition: minor format change

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3-50 3.15.13 first Caution more info added and bus location corrected
3-50 3.15.14 sentence between steps 3 and 4 minor format change
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3-51 3.15.14 first Caution more info added

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3-52 3.15.16 Step 1 minor typo corrected

3-52 3.15.18 Condition: minor typo corrected
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3-53 3.16.1 step 4 minor format change

3-60 3.17.2 new step 10 added
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3-64 3.17.5 D In Flight step 6 addition info added

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3-65 3.17.7 new procedure added

3-68 3.18.3 step 5 minor format change
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3-76 3.21.1 step 7 addition info added

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3-80 3.21.3 Condition: typo deleted

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3-84 3.21.8 step 3 CB name added and Caution updated

3-89 3.21.14 Indication: minor typo corrected
3-96 3.21.21 new procedure added
3A-3 Minor format change and CCD option info added
3A-4 Post SB 45-003 new CAS advisory message added
3A-5 thru 8 Pages run on

LOR-6 Revision 8: August 31, 2009
PC-
Revision Page
and Date
Sect 4
4-2 4.2 Maximum Flaps Extended values clarification added
4-9 4.4 step 2 additional info added, steps 8 re-arranged & new step
4-10 4.4 steps 16 & 17 clarified
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4-13 4.6 stick pusher test updated for Post SB 45-003 Build 6
4-19 4.12 new fuel state step and a Note added
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4-20 4.14.1 flap settings revised and a Note added
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4-21 4.14.2 flap settings revised and a Note added
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Sect 5
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5-49 thru 52 Max endurance cruise tables cx to higher margin to stall speed
Sect 6
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6-22 Completion of loading form first para clarified
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6-23 Combi Conversion Example table figures corrected
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6-29 Example Loading Form header and figures updated
6-30 Loading Form header updated
6-01-4 Weight and Moment denominations changed to lower case
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Sect 7
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7-vii Contents page updated
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7-18 & 19 Air ground system updated, page 19 now blank
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7-34 Fig 7-8 Typo corrected
7-42 Typo corrected
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7-43 Low Ng condition description changed
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7-58 Fuel values updating in flight added
7-73 Fig 7-14 MFD bat indication + signs removed
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7-74 Fig 7-14 CB configuration updated for CCD
7-75 Fig 7-14 CB configuration updated for CCD
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7-81 Interior lighting cockpit switches configuration updated for CCD
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7-99 Cabin pressure warning clarified
7-107 Cockpit description updated for optional ADAHRS heading
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override switch and CCD§
7-108 Page run on
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7-109 Fig 7-18 Cockpit Layout updated for optional ADAHRS heading
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override switch and CCD§
7-124 Optional 110 VAC power system max power output added
7-128 &129 Primus APEX abbreviations updated
129A & B Pages added
7-135 & 136 Temp Rev No. 10 info added
7-137 CCD info added
140
7-144 Fig 7-23 Sheet 2 updated for CCD
7-145 Fig 7-23 Sheet 3 updated for CCD

Revision 8: August 31, 2009 LOR-7
LOG OF REVISIONS PC-
PC-12/47E
Revision Page
and Date
7-146 thru Figure7-24 Sheets 1 thru 3 APEX displays updated
148
7-150 Figure 7-24 Sheet 5 APEX display updated
7-153 ADAHRS High and low latitudes and field strength info added
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7-154 ADAHRS optional HDG/TRK override switch info added
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7-157 Fig 7-25 Sheet 1 changed from Sheet 2
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7-158 7-25 Sheet 2 changed from Sheet 1 and updated for GNSSU
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7-162 Optional ADF function updated
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7-168 GPS description updated for GNSSU WAAS capability
7-169 New CAS Advisory message added
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7-170 Fig 7-27 updated for GNSSU and optional second GNSSU
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7-192 Lightning Sensor System description updated
7-193 Lightning Sensor System operation updated
7-195 XM SAT Weather operation updated
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7-196 New Fig 7-37 APEX Situation Awareness schematic added
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7-200 Fig number changed

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7-201 Monitor Warning Function (MWF) clarified

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7-207 New CAS advisory message added

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7-208 Page run on

7-209 New CAS status message added
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7-210 Fig re-numbered

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7-213 VNAV push button added
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7-217 Fig re-numbered and VNAV push button added

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7-218 Fig re-numbered and ref to RVSM ref to Supplement added

7-219 Page run on
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7-220 Effectivity added to two Notes

7-221 Page run on
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7-222 FMS window size corrected

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7-223 Page run on

7-224 Temp Rev No. 10 info added
7-225 Page run on
7-226 Fig re-numbered, AFCS panel and GPS units updated
232
7-234 Page run on
7-236 Optional Checklist topic updated

LOR-8 Revision 8: August 31, 2009
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LOG OF REVISIONS
Revision Page
and Date
9 Title page Copyright information added. Fill in the MSN and Registration
Number on the new page.
30 Jun 10 LOSB-1 and List of Service Bulletins issued. Complete as appropriate for the
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2 aircraft MSN.
LOEP-1 and List updated
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2
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LOTR-2 List updated
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Section 1
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1-3 & 4 Ground turning clearance illustrations clarified
Section 2
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2-ii Contents page updated
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2-iii Page run on
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2-2 VO values corrected
2-5 Oil Qty annunciator changed to Engine Oil Level
2-10 Chip annunciator changed to Engine Chip
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2-21 MSN 1231 & UP. Brakes limitations added
2-22thru 23 Pages run on
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2-24 and 25 Primus APEX FMS updated

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2-26 AHRS dead reckoning paragraph clarified with latitude areas

2-27 Terminology standardized for ADAHRS high latitude operation
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2-28 Build 5 only added

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2-29 Page run on

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2-30 Cargo retaining angle changed to retaining bar.

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2-31 thru 40 Page run on

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2-41 Vo Placard changed

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Section 3
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3-ii thru iv Contents pages updated

3-5 MSN 1231 & UP. Brake Caution added
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3-18 SB number corrected

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3-19 Information moved forwards

3-20 & 21 Smoke goggles added
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3-22 Page run on

3-24 and 25 All occupants seat belts added
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3-26 Step 7 added, paragraphs renumbered

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3-33 Page run on

3-53 thru 59 Fuel procedures enhanced
3-65 Step 6 altitude changed to 10,000 ft
3-75 Passenger and cargo door procedure enhanced
3-76 Cracked window procedure added
3-77 thru 89 Page and paragraph numbering run on

LOR-10 Revision 9: Jun 30, 2010
LOG OF REVISIONS
Revision Page
and Date
9 3-90 Note added ref FMS failure CPCS default
30 Jun 10 3-91 thru 98 Pages run on
(Cont’d) 3A-3 FMS Fail advisory updated with CPCS default info
3A-4 MF CTLR Fail advisory info terminology standardized
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3-A5 No Altitude Reporting advisory info terminology standardized
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Section 4
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4-ii Contents page updated
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4-1 Hypoxia Cautions moved to Section 7
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4-10 Check ESIS aligned added
4-13 ESIS alignment completed added
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4-35 Prevention of frozen brakes info deleted
4-36 Procedure re-numbered
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4-37 and 4- Remove and destroy pages
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Section 6
6-i Contents page updated N
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6-13 General Loading Recommendations info updated
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6-16 thru 28 Cargo loading information completely revised

6-29 Page run on
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6-30 thru 37 Figure Numbers revised

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Section 7
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7-iv thru vii Contents pages updated. TR 14 incorporated. Remove and

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destroy TR 14
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7-13 CAS changed to FAS

7-20 Brakes description updated with MSN split for new brakes
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7-40 SB number corrected

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7-42 CAS Fire callout removed.

7-50 Np changed to 930 rpm. Warning time changed to 25 seconds.
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7-57 and 58 Boost pump caption description changed

7-81 CCD terminology standardized
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7-89 and 90 Text moved

7-96 CPCS default position for FMS failure info added
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7-104 Reference to inapplicable SB deleted and text corrected

7-105 Hypoxia Cautions added from Section 4
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7-106 Page run on

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7-108 Cockpit divider walls description and smoke goggles added
7-109 Figure 7-18 added Sheet No. 1
7-110 Figure 7-18 new Sheet 2 added
116
7-133 FMS hosted on AIOP b (was on AGM)
7-134 thru Page run on
137

Revision 9: Jun 30, 2010 LOR-11
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LOG OF REVISIONS
Revision Page
and Date
10
20 Dec 10 LOSB 1 and 2 List updated
LOEP-1 and 2 List updated
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LOTR-2 List updated
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LOR 13 thru 16 New pages.
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Section 2
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2-i thru 2-iv Contents updated
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2-1 Tripped circuit breaker reset paragraph added
2-4 Airspeed limitation table deleted – duplicated information..
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2-8 Anti-icing additive warning added
2-17 L3 ESIS added, Standby Magnetic Direction Indicator was
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Magnetic Compass.
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2-24 Speed mode limitation added.
2-25 thru 2-28 Page run on.
2-29 N
Primus APEX Electronic Charts limitations updated. Primus
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APEX Video Input limitation added.
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Section 3
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3-i and 3-iv Contents list updated.

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3-1 Tripped circuit breaker reset added.

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3-15 and 3-16 Low oil temperature procedure added.

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3-17 and 3-18 Page run on.

3-36 CAS caption corrected to CAS caution.
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3-53 Glide capacity corrected to glide capability

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3-77 and 78 Note changed to include Dual charts option.

3-81 Standby Magnetic Direction Indicator was Standby
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Compass.
3-82 Miscomparison Condition statements clarified. IAS and ALT
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miscompare procedures updated.

3-83 Standby Magnetic Direction Indicator was Standby
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Compass.
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3-91 and 92 Standby Magnetic Direction Indicator was Standby
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Compass. FMS-GPS Indications updated.

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3-98 and 99 HSI TRK Indications updated.
3-100 Page run on.
3A-2 Configuration Management System was Monitoring. AFCS
reset procedure added..
3A-3 AFCS Fault added. FMS Fail updated. FMS 1 + 2 added.
3A-4 CCD added.
3A-5 Build 6 added to No Altitude Reporting.
3A-8 and 3A-9 Build 5, 6 and 7 details for exceedance messages added.
3A-10 Page run on.

Revision 10: Dec 20, 2010 LOR-13
Revision Page
and Date
10 Section 4
(Continued)
20 Dec 10 4-i and 4-ii Contents list updated.
4-11 Oil temperature check added. CAS cyan messages and
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Note added.
4-12 to 4-38 Page run on.
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Section 5
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5-i thru 5-iii Contents list updated.
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5-1 Note added.
5-2 to 5-94 Page run on.
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Section 7 Complete section split into sub-sections and re-issued.
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Changes are listed against the new sub-sections.
7-1-1 and 2 Contents list updated.
7-3-1 Static wicks removed from ailerons.
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7-13-11 and 12 Circuit breaker panel layout updated.
7-26-2 Effectivity added. New ESIS added for MSN 1271 and up.
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7-27-2 Optional second FMS added.

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7-27-5 Build 5, 6 and 7 interactive window function detailed.

7-27-6 Optional Video system added.
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7-27-7 Build 5, 6 and 7 interactive window function detailed.

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7-27-8 Build 5, 6 and 7 CCD pushbutton functions detailed.

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7-27-9 PFD display areas corrected.

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7-27-15 MAU configuration updated.

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7-27-18, 19, 20 YD indication added.

and 22
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7-28-4 Build 5, 6 and 7 HSI messages added.

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7-28-7 Effectivity added.

7-28-9, 10 and Effectivity added.
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7-28-12 thru 20 New ESIS added for MSN 1271 and up.
7-28-21 Standby Magnetic Direction Indicator was Standby
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Compass.
7-29-6 Crew/Pax ICS Vol outer knob function removed.
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7-29-16 Build 5 and 6 added.

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7-29-17 New illustration for Build 7 added.

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7-30-4, 10, 11 OVRLY corrected.

and 20
7-31-12 thru 14 Build 5, 6 and 7 CAS messages added.
7-32-3 YD indication added.
7-32-4 Modes explained in more detail.
7-32-5 YD indication added.
7-32-7 YD indication added. AFCS Fault added.
7-32-8 and 9 AFCS Fault added.
7-33-1 Time period removed from Vertical Track Alert generation.
7-33-2, 7 and 9 Build 6 and higher added, Build 7 updates added.
7-33-11 Optional Dual FMS added.

LOR-14 Revision 10: Dec 20, 2010
Revision Page
and Date
10
(Continued)
20 Dec 10 7-34-3 Build 5, 6 and 7 details added for exceedances.
7-36-1 RT software added for database loading.
7-36-2 Optional Dual Charts added. CCD scroll function added.
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7-36-3 RT software added for database loading.
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7-36-5 Optional Video Input added.
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7-38-5 and 6 Vertical Situation Display added.
7-40-1 thru 4 Optional CVFDR added.
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Section 8
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8-ii Bi-Weekly Corrosion check added.
8-18 Fuelling procedure caution added.
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8-20 Anti-icing additive warning added.
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8-26 Oxygen pressure chart updated.
8-35 and 8-36 Bi-Weekly Corrosion check added.
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Section 9
9-i Supplement 4 Revision 1 issued. Supplement 2 Rev 2
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issued. Supplement 9 issued.

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9-00-1 Supplement 4 Revision 1 issued. Supplement 2 Rev 2 issued.

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Approved by: European Aviation Safety Agency (EASA)

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EASA Project No: 0010008185-001

Approval Date: 16 December 2010
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Revision Page
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11 LOSB 1 and 2 List updated.
20 Dec 2011 LOEP-1 and 2 List updated.
LOTR-2 List updated.
LOR 16 thru 18 New pages.
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Section 1
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1-17 Tare weight added.
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Section 2
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2-ii Contents updated.
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2-17 PFD Controller quantity changed to 2. ADAHRS Channel A &
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B clarified.
2-21 Interior code STD-6S-3B removed.
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2-24 Primus APEX Build 6 and 7 added.
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2-26 MNPS paragraph added.
2-30 INAV Map and Vertical Situation Display paragraphs added.
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3-i thru 3-iv Contents updated.

Section 3 all Procedures separated by “END” statement.
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3-4 VO speeds corrected.

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3-5 Software Build 8 statement added.

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3-18 Engine Oil Level procedure standardized.

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3-19 Engine Oil Debris procedure standardized.

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3-20 Fire Detect procedure standardized.

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3-23 Fire, Smoke or Fumes, Smoke Evacuation procedure

standardized.
Landing with Main Gear Unlocked – Note corrected to rear
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3-30
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right cabin window.

3-38 Software Build differences added.
3-44 Avionics 1 Bus procedure standardized.
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3-46 Avionics 2 Bus procedure standardized.

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3-47 Standby Bus procedure standardized.

3-82 Displays procedure – Note added for more than one display
EN
failure.
3-88 and 3-89 PFD Miscomparison Alerts – procedure clarified and
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improved.
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3-91 Baro annunciation – Condition added.

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3-92 APEX Miscellaneous – Indication CAS caution Gear Actuator

Cntl added.
MAU failures – CBs removed, procedure simplified.
3-100 FLT CTLR procedure – Note added.
3-100 and FMS-GPS procedure – Indication simplified, procedure
3-101 simplified.
3-109 and HSI TRK procedure – Build 5 removed.
3-110
Report No: 02277 Issued: June 10, 1994

Revision Page
and Date
11 3A-3 FMS Synch Error added.
20 Dec 2011 3A-4 In Flight Only added to FLT CTRL Ch failure.
(Continued) 3A-5 GPS Fail explanation simplified.
3A-8 Build 5 removed – two places.
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Section 4
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4-i and 4-ii Contents updated.
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4-2 VO speed corrected.
4-3 Software Build 8 statement added.
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4-4 thru 4-29 Page roll-on.
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4-31 Noise level certification data updated.
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Section 6
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6-i Contents updated.
6-3 and 6-4 Weighing procedure clarified.
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6-35 and 6-36 Loading Forms updated.
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6-40 Interior code STD-6S-3B removed.
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6-02-1 thru Interior code STD-6S-3B removed.

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7-1-1 thru 7-1-8 Contents reformatted.

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7-4-4 Gear Up declutter indication corrected.

7-17-6 Passenger oxygen selector added.
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7-17-10 Schematic updated.

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7-27-3 APEX top level software P/N location added.

7-27-4 MAU Configuration for Build 8 added.
7-27-5 and Software Build 5 removed. SB 45-005 removed.
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7-27-6
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7-27-7 Page roll-on.

7-27-8 and Software Build 5 removed.
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7-27-9
7-27-12 Software Build 8 added.
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7-27-15 thru Figure 7-27-2 title – Software Build 6 and 7 removed. Typical
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7-27-19 added to titles.

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7-27-20 Figure 7-27-3 added.

7-27-26 Illustration title corrected
7-28-4 Software Build 5 removed.
7-29-9 GNSSU information updated.
7-30-21 Declutter ranges Table updated for Software Build 8.
7-31-6 Wording change for the sentence to read correctly.
7-31-8 thru CAS cautions Table updated, Gear Actuator Cntl added.
7-31-12
7-31-13 FMS Synch Error added.
7-31-14 AFCS Fault – Taxi removed.

Revision Page
and Date
11
20 Dec 2011 7-32-4 SPD – Software Build information added.
(Continued) 7-33-1 and Software Build information added.
7-33-2
7-33-5 Software Build 8 or higher added.
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7-33-7 Database loading – extra information added.
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7-33-11 FMS Synchronization clarified.
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7-33-12 Note corrected for PDC mode. Software Build 8 added to
second note.
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7-33-13 FMS Synch Error added.
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7-35-2 Data transfer information updated.
7-36-3 Software Build 8 added. Database downloading – extra
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information added.
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7-38-6 Vertical profile sentence added.
Section 8
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8-32 Interior care updated.

8-33 Primus APEX Display Care added.
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Section 9
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9-i Contents updated

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9-00-1 LEP updated. TR 23 incorporated.

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Supplement 8 Rev 1 issued.

Supplement 9 Rev 1 issued.
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Supplement 10 issued.
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Revision Page
and Date
12 LOSB 2 List updated.
01 Dec 2012 LOEP 1 and 2 List updated.
LOTR 2 thru 4 List updated.
LOR 19 and 20 New pages.
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Section 2
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2-iii Page roll-on.
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2-5 TR 25 incorporated. Oil mixing restriction removed.
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2-14 Pneumatic de-icing boot system requirements added.
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2-15 GEN failure requirement removed. Pneumatic de-ice
PO
boot text moved to page 2-14.
2-23 Pneumatic De-ice System paragraph moved to page 2-14.
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2-36 TR 25 incorporated. Oil mixing restriction removed.
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2-37 TR 24 incorporated. New & optional fuel filler placard added.
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3-i, 3-iii and 3-iv Contents updated.
3-4 Glide speeds updated.
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3-44 Left gear/left window changed to right gear/right window.

3-45 Note to leave and not fly in icing conditions added.
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3-50 Items added to list of automatically load shed systems.

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3A-6 Aural Warning Fault added for Build 8.5 and subsequent.
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Section 4
4-10 Extra steps added to ensure EXT PWR output quality.
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4-13 Note added. Step added to EXT PWR disconnect procedure.

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Section 5
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5-42 thru 5-45 “Values applicable with inertial separator closed” added.
5-74 thru 5-76 New graphs representing updated glide speeds.
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6-35 Zero Fuel, Ramp and Takeoff weight moments corrected.
Section 7
7-1-5 Page numbers corrected.
7-13-17 Prop De-Ice added to automatically load shed items.
7-18-1 Storage cylinder charge pressures changed.
7-19-1 Clock power supply source changed.
7-31-4 Aural Warning Fault CAS advisory description added.
7-31-13 and
7-31-14 Aural Warning Fault added.

Revision 12: December 01, 2012 LOR-19
LOG OF REVISIONS
PC-12/47E
Revision Page
and Date
12 Section 8
01 Dec 2012 8-i and 8-ii Contents updated.
(continued) 8-6 Check of blanks and covers added.
8-7 and 8-8 Figure title changed.
8-9 New figure added.
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8-10 thru 8-14 Figures renumbered.
8-15 Page roll-on.
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8-16 Statement removing mixing of oils removed.
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8-26 Cylinder pressure changed and figure renumbered.
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8-27 Figure renumbered.
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8-36 Battery removal moved from 30 day to 14 day intervals.
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8-37 and 8-38 Page roll-on.
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9-00-1 Addition of supplements 11, 12 and 13.
9-3-1 thru
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9-3-2 Revised pages of supplement 3.

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9-3-6 Revised page of supplement 3.

9-11-1 thru
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10-4 thru 10-18 Incorporation of TR 21.
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LOR-20 Revision 12: December 01, 2012
Revision Page
14109
and Date
13 LOEP 1 and 2 List updated.
01 Jun 2014 LOTR 3 List updated.
LOR 21 and 22 New pages.
Section 2
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2-6 and 2-7 Note 10 added regarding permitted RPM variation.
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2-9 Fine pitch changed. TR 27 incorporated.
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2-18 KOEL updated to include LED lights.
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2-30 Seat limitations consolidated.
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2-38 Placard note updated.
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2-40 Placard change.
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Section 3
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3-iv Contents updated.
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3-82 Autopilot/DU independence note added. Layout change.
3-102 thru 3-112 Procedure completely revised. Page roll-on.
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Section 4
4-16 Note added.
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Section 7
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7-4-5 Gear warning condition change.

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7-8-1 Cargo door opening instructions clarified.

7-10-11 Propeller feather mechanism corrected.
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7-12-5 Fuel system diagram updated.

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7-13-7 and 7-13-8 Aircraft power-up sequence adjusted and augmented.

Page roll-on.
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7-14-2 Exterior lights description added for S/N 1451 and up.
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7-15-8 and 7-15-9 ECS operation instructions added. Page roll-on.

7-21-4 Dynamic Speed Bug added.
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7-29-6 thru 7-29-8 Dual KMA 29 operation description added. Page roll-on.
7-29-19 “PRS W” and “PRS F” indications added.
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7-30-12 Database detail for S/N 1451 added. EGPWS Mk VI

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installation reference removed.

7-33-7 thru 7-33-16 Wireless Fastload system added. Page roll-on.
7-34-3 Event Button description added.
7-35-2 and 7 35-3 Data download possibilities consolidated. Wireless
Fastload System added.
7-36-2 thru 7-36-4 Editorial changes. Title changed.

Revision 13: June 01, 2014 LOR-21
LOG OF REVISIONS
PC-12/47E
Revision Page
and Date
13
01 Jun 2014 Section 8
(continued) 8-ii Contents updated.
8-31 and 8-32 Brake care added. Page roll-on.
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Section 9
9-00-1 List updated.
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The Revision No. 13 to the AFM ref. 02277 is approved
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Under the authority of DOA ref. EASA.21J.357.
Approval date: 05.06.2014
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LOR-22 Revision 13: June 01, 2014
Revision Page
15088
and Date
14 LOEP 1 thru 4 List updated, additional pages added.
02 March LOR 23 and 24 New pages.
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Section 3
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3-30 and 3-31 Editorial corrections.
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3-34 Editorial corrections.
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3-67 New procedure step added.
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Section 7
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7-1-4 Contents updated.
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7-10-8 Editorial correction.
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7-10-29 and 7-10-30 Fuel flow range change. Engine NP and Oil Temperature
condition change.
7-14-1 Interior lighting change.
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7-25-1 thru 7-25-4 Kannad Integra ELT and eNAV unit added.
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Section 8
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8-34 Cleaning instructions updated.

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9-00-1 List updated.
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The Revision No. 14 to the AFM ref. 02277 is approved

Under the authority of DOA ref. EASA.21J.357.
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Approval date: 11.02.2015.

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Revision 14: March 02, 2015 LOR-23
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LOR-24 Revision 14: March 02, 2015
CONTENTS PC-12/47E
CONTENTS
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Section Subject Page
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0 INTRODUCTION 0-1
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1 GENERAL 1-1
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2 LIMITATIONS 2-1
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3 EMERGENCY PROCEDURES 3-1
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4 NORMAL PROCEDURES 4-1
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5 PERFORMANCE 5-1
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6 WEIGHT AND BALANCE 6-1

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8 HANDLING, SERVICING, AND MAINTENANCE 8-1

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10 SAFETY AND OPERATIONAL TIPS 10-1

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Revision 6: March 26, 2008 CONTENTS-1
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SECTION 0
PC-
PC-12/47E INTRODUCTION
SECTION 0
INTRODUCTION
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TABLE OF CONTENTS
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GENERAL 0-1
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WARNINGS, CAUTIONS, AND NOTES 0-1
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Transmittal Letter 0-2
Log of Revisions 0-2
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New or Revised Pages 0-3
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Revision 6: March 26, 2008 0-i
SECTION 0
INTRODUCTION PC-
PC-12/47E
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0-ii Revision 6: March 26, 2008
SECTION 0
PC-
GENERAL
This Pilot's Operating Handbook (POH) is designed to provide the information required for the
operation of the airplane. Each airplane is delivered with a POH that reflects the standard
airplane with all of the approved options plus any special equipment installed on an individual
basis.
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WARNINGS, CAUTIONS, AND NOTES
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The following definitions apply to the warnings, cautions, and notes as used in this manual:
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WARNING
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ANY OPERATING PROCEDURE, PRACTICE, OR
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CONDITION WHICH, IF NOT STRICTLY COMPLIED WITH,
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MAY RESULT IN PERSONAL INJURY OR LOSS OF LIFE.
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CAUTION
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ANY OPERATING PROCEDURE, PRACTICE, OR
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CONDITION WHICH, IF NOT STRICTLY COMPLIED WITH,
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MAY RESULT IN DAMAGE TO THE AIRPLANE OR
EQUIPMENT.
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NOTE
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Any operating procedure, practice, or condition that requires
emphasis.
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Revision 6: March 26, 2008 0-1
SECTION 0
INTRODUCTION PC-
PC-12/47E
REVISION MARKINGS
Additions, deletions, and revisions to existing POH material will be identified by a vertical
revision bar (black line) in the outside margin of the applicable page, next to the change.
When a revision causes expansion or deletion of text or illustration which results in unchanged
material appearing on a different page, that page will be identified by a revision bar in the outer
margin next to the page number.
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At the bottom of each page, opposite the page number, there will be the original issue date of
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the page. As the page is subsequently revised, the original issue date will be followed by the
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current revision number and date. If a new page is issued, it will be identified by having the
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same original issue and revision date and have a revision bar in the outer margin next to the
page number.
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The revision bar will only indicate the current change on each page. Physical relocation of
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material or the correction of typographical or grammatical errors, outside of the material
revised, will not be identified by a revision bar.
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REVISION PROCEDURE
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To keep this POH current, revisions will be issued to latest registered owner of airplane.
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Revisions to this POH will consist of:

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- Transmittal Letter
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- Log of Revisions
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- List of Effective Pages

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- New or Revised Pages

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- Temporary Revisions
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The Equipment List is not included in the Revision Procedure. The Equipment List is a
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separate report and was current at the time of license at the manufacturer and must be
maintained by the airplane owner.
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TRANSMITTAL LETTER
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The Transmittal Letter will show the revision number and date. All POH pages affected by the
Transmittal Letter will be listed along with instructions for incorporating the revision into the
POH.
LOG OF REVISIONS
The Log of Revisions provides a brief description of each revision.

0-2 Revision 6: March 26, 2008
SECTION 0
PC-
The List of Effective Pages will list all of the current POH page numbers with the applicable
revision number.
NEW OR REVISED PAGES
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In accordance with the instructions of the Transmittal Letter, new or revised pages will be
incorporated into the POH and superseded pages destroyed.
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CAUTION
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IT IS THE RESPONSIBILITY OF THE OWNER OR
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OPERATOR TO MAINTAIN THIS PILOT’S OPERATING
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HANDBOOK IN A CURRENT STATUS AND INCORPORATE
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SUCCESSIVE REVISIONS.
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TEMPORARY REVISIONS
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Temporary Revisions are issued when the POH must be revised between the regular formal
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revisions. They are issued on yellow paper and must be recorded on the Log Of Temporary
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Revisions. Temporary Revisions should normally be put at the front of the POH, apart from
Section 9 Temporary Revisions which should be put in front of the applicable Supplement.
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Temporary Revisions must only be removed from the POH when instructed to do so by, the
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Transmittal Letter of the next issue of a formal revision, superseded by another temporary
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revision and sometimes by the incorporation of a Service Bulletin. The Log Of Temporary
Revisions will be updated and issued with each formal revision.
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SECTION 0
INTRODUCTION PC-
PC-12/47E
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SECTION 1
PC-12/47E GENERAL
SECTION 1
GENERAL
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TABLE OF CONTENTS
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Subject Page
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GENERAL 1-1
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INTRODUCTION 1-1
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DESCRIPTIVE DATA
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ENGINE 1-5
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PROPELLER 1-5
FUEL 1-6
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OIL 1-6
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MAXIMUM WEIGHTS 1-7

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TYPICAL AIRPLANE WEIGHTS 1-7

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CABIN AND ENTRY DIMENSIONS 1-7

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SPECIFIC LOADINGS 1-8

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SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY 1-9

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GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS 1-9

METEOROLOGICAL TERMINOLOGY 1-11
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POWER TERMINOLOGY 1-13

ENGINE CONTROLS AND INSTRUMENTS TERMINOLOGY 1-14
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AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY 1-15

WEIGHT AND BALANCE TERMINOLOGY 1-16
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GENERAL ABBREVIATIONS AND SYMBOLS 1-18

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CONVERSION INFORMATION 1-19

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GENERAL 1-19
STANDARD TO METRIC 1-19
METRIC TO STANDARD 1-20

Revision 8: August 31, 2009 1-i
SECTION 1
GENERAL PC-12/47E
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SECTION 1
PC-12/47E GENERAL
GENERAL
This section contains basic data and information of general interest to the pilot. It also
contains definitions and explanations of symbols, abbreviations, and terminology that is
used throughout this POH.
INTRODUCTION
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This POH includes the material required to be furnished by the Federal Aviation
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Regulations and additional information provided by the manufacturer and constitutes the
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FOCA Approved Airplane Flight Manual. This POH must be read, and thoroughly
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understood, by the owner and operator in order to achieve maximum utilization as an
operating guide for the pilot.
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This POH is divided into numbered sections which are separated by tabs. Section 3,
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Emergency Procedures, is further highlighted by the use of a red tab to facilitate quick
recognition.
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Pages that have been intentionally left blank will be so indicated by the statement "THIS
PAGE INTENTIONALLY LEFT BLANK".
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SECTION 1
GENERAL PC-12/47E
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Figure 1-1. Airplane Three View and Dimensions

SECTION 1
PC-12/47E GENERAL
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Figure 1-2. Airplane Ground Turning Clearance – NWS only (No Braking)

Revision 9: Jun 30, 2010 1-3
SECTION 1
GENERAL PC-12/47E
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Figure 1-3. Airplane Ground Turning Clearance – NWS and Braking

1-4 Revision 9: Jun 30, 2010
SECTION 1
PC-12/47E GENERAL
DESCRIPTIVE DATA
ENGINE
Number of Engines 1
Engine Manufacturer Pratt & Whitney Canada
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Engine Model Number PT6A-67P
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Engine Type
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This airplane incorporates a twin shaft turboprop engine with 4 axial and
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1 centrifugal compressor stages, an annular combustion chamber, and a
3 stage turbine where one stage drives the compressor and two stages
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power the propeller.
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Horsepower Rating and Engine Speed
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Takeoff Power 1,200 shp
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Maximum Climb/Cruise Power 1,200 shp
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Compressor Turbine (Ng)

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Speed (104%) 38,967 rpm

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Propeller Speed (Np) 1,700 rpm

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PROPELLER
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Number of Propellers 1
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Propeller Manufacturer Hartzell

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Propeller Model Number HC-E4A-3D/E10477SK

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Number of Blades 4
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Propeller Diameter 105" (2.67 m)

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Propeller Type
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The propeller assembly consists of a hub unit and four metal blades, and
is a hydraulically actuated, constant speed, full feathering and reversible
type.

Revision 8: August 31, 2009 1-5
SECTION 1
GENERAL PC-12/47E
FUEL
APPROVED FUELS
JET A, JET-A-1, JET B, JP-4
Any other fuel which complies with the latest revision of Pratt & Whitney Service
Bulletin 14004.
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TOTAL CAPACITY
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406.8 US gal, 2,736.5 lb (1,540 liters, 1,241.3 kg)
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USABLE FUEL
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402 US gal, 2,703.6 lb (1,521.5 liters, 1,226.4 kg)
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ANTI-ICING ADDITIVE
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Anti-Icing additive conforming to MIL-DTL-27686 or MIL-DTL-85470.
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Anti-icing additives should be in compliance to Pratt & Whitney Service Bulletin

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14004.
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OIL
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OIL GRADE OR SPECIFICATION

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Any oil specified by brand name in the latest revision of Pratt & Whitney Service
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Bulletin 14001.
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OIL QUANTITY
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Total Oil Capacity 3.6 US gal (13.6 liters)

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Drain and Refill Quantity 2.0 US gal (7.6 liters)

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Oil Quantity Operating Range 1.0 US gal (3.8 liters)

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Report No: 02277 Issue Issued: September 15, 2006

1-6 Revision 8: August 31, 2009
SECTION 1
PC-12/47E GENERAL
MAXIMUM WEIGHTS
Maximum Ramp Weight 10495 lb (4760 kg)
Maximum Takeoff Weight 10450 lb (4740 kg)
Maximum Landing Weight 9921 lb (4500 kg)
Maximum Zero Fuel Weight 9039 lb (4100 kg)
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Maximum Cargo Weight
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Baggage Area 400 lb (180 kg)
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Cabin Area 3300 lb (1500 kg)
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TYPICAL AIRPLANE WEIGHTS
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Empty Weight (approx) 6173 lb (2800 kg) *
Useful Load N 4277 lb (1940 kg)

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*Empty weight of standard airplane with standard interior, 9 passenger seats and
cabin floor covering.
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CABIN AND ENTRY DIMENSIONS

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Maximum Cabin Width 5' 0" (1.52 m)

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Cabin Floor Width 4' 3" (1.30 m)

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Maximum Cabin Length 16' 11" (5.16 m)

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Cabin Floor Length 15' 4" (4.68 m)

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Maximum Cabin Height 4' 9" (1.45 m)

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Forward Cabin Door

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Width 2' 0" (0.61 m)

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Height 4' 5" (1.35 m)

Cargo Door
Width 4' 5" (1.35 m)

Height 4' 4" (1.32 m)

SECTION 1
GENERAL PC-12/47E
Overwing Emergency Exit
Width 1' 6" (0.49 m)

Height 2' 2" (0.68 m)
Compartment Volume
Baggage 34.3 ft3 (0.97 m3)
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Cabin 326 ft3 (9.23 m3)
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SPECIFIC LOADINGS
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Wing Loading 37.6 lb/sq ft (183.7 kg/sq m)
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Power Loading 8.71 lb/shp (3.95 kg/shp)
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SECTION 1
PC-12/47E GENERAL
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
CAS Calibrated airspeed means the indicated airspeed of an aircraft,

corrected for position and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea level.
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GS Ground speed is the speed of an airplane relative to the ground.
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IAS Indicated airspeed means the speed of an aircraft as shown on its
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airspeed indicator.
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KCAS Calibrated airspeed expressed in knots.
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KIAS Indicated airspeed expressed in knots. In APEX KIAS is corrected for
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position error.
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Means Mach number. Mach number is the ratio of true airspeed to the
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speed of sound.
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MMO Maximum operating limit speed is the speed limit that may not be
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deliberately exceeded in normal flight operations. M is expressed in

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Mach number.
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TAS True airspeed means the airspeed of an airplane relative to

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undisturbed air which is the CAS corrected for altitude, temperature,

and compressibility.
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VFE Maximum flap extended speed is the highest speed permissible with
wing flaps in a prescribed extended position.
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VLE Maximum landing gear extended speed is the maximum speed at

which an airplane can be safely flown with the landing gear extended.
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VLO Maximum landing gear operating speed is the maximum speed at

which the landing gear can be safely extended or retracted.
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SECTION 1
GENERAL PC-12/47E
VMO Maximum operating speed is the speed limit that may not
be
exceed at any time. V is expressed in knots.
VO Maximum Operating Maneuvering airspeed is the

maximum
speed at which application of full available aerodynamic
control will not overstress the airplane.
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NOTE
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VO is defined in accordance with FAR 23 Amendment
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45.
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VR Rotation speed used for takeoff.
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VS Stalling speed or the minimum steady flight speed at
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which the
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airplane is controllable.
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VSO Stalling speed or the minimum steady flight speed at

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which the
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airplane is controllable in the landing configuration at

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maximum gross weight.

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VS1 Stalling speed or the minimum steady flight speed at

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which the
airplane is controllable in the specified configuration at
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the specified weight.

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VX Best angle of climb speed is the airspeed which delivers

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the
greatest gain of altitude in the shortest possible
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horizontal distance.
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VY Best rate of climb speed is the airspeed which delivers

the
greatest gain of altitude in the shortest possible time.

SECTION 1
PC-12/47E GENERAL
METEOROLOGICAL TERMINOLOGY
Indicated The number actually read from an altimeter when the

Altitude barometric subscale has been Pressure set to 29.92 in
hg (1013.2 mbar).
ISA International Standard Atmosphere in which
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- the air is a dry, perfect gas;
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- the temperature at sea level is 59° F (15° C);
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- the pressure at sea level is 29.92 in hg (1013.2
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mbar);
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- the temperature gradient from sea level to the
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altitude at which the temperature is -69.7° F (-
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56.5° C) is -0.003564° F (-0.00198° C) per foot
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and zero above that altitude.
SAT Static Air Temperature is the temperature of the air the
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aircraft is flying through. SAT indication on the
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groundmay not be accurate.
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Pressure Pressure Altitude measured from standard sea level

pressure
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Altitude (29.92 in hg/1013.2 mbar) by a pressure or barometric

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altimeter. It is the indicated pressure altitude corrected for

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position and instrument error. In this AFM, altimeter

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instrument errors are assumed to be zero.

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Station Actual atmospheric pressure at field elevation.

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Pressure
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Wind The wind velocities recorded as variables on the charts of

this AFM are to be understood as the headwind or
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tailwind components of the reported winds.

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ELEV Geographical altitude of landing field.

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Can exist when the outside air temperature (OAT) on

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Icing
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Conditions the ground and for take-off, or total air temperature (TAT)
in flight, is 10°C or colder, and visible moisture in any form is present (such as clouds, fog
or mist with visibility of one mile or less, rain, snow, sleet and ice
crystals).

SECTION 1
GENERAL PC-12/47E
Icing Can exist when the OAT on the ground and for take-off
Conditions (Continued) is 10°C or colder when operating on ramps, taxiways or
runways, where surface snow, ice, standing water, or
slush may be ingested by the engine, or freeze on the
engine, or the engine nacelle.
Can exist when there are visible signs of ice accretion on
the aircraft.
Severe Icing Severe icing may result from environmental conditions
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Conditions during flight in freezing rain, freezing drizzle, or mixed
icing conditions (supercooled liquid water and ice
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crystals) which may result in ice build-up on protected
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surfaces exceeding the capability of the ice protection
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system, or may result in ice forming aft of the protected
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surfaces.
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SECTION 1
PC-12/47E GENERAL
POWER TERMINOLOGY
Cruise The power recommended to operate the airplane in a

cruise
Climb Power climb (a continuous, gradual climb) profile.
Flight Idle Power The power required to run an engine, in flight, at the
lowest speed that will ensure satisfactory engine and
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systems operation and airplane handling characteristics.
Power setting is achieved with the Power Control Lever
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at the Idle Detent and the Condition Lever in the Flight
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Idle position.
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Ground Idle Power The power required to run an engine on the ground, as
slowly as possible, yet sufficient to ensure satisfactory
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engine, engine accessory, and airplane operation with a
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minimum of thrust. Power setting is achieved with the
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Power Control Lever at or immediately aft of the Idle
Detent and the Condition Lever in the Ground Idle
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position. IO
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Maximum The maximum power approved for climb.

Climb Power
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Maximum The maximum power approved for cruise.

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Cruise Power
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Reverse Thrust The thrust of the propeller directed opposite the usual
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direction, thereby producing a braking action. Power

setting is achieved with the Power Control Lever aft of
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the Idle Detent and the Condition Lever in Flight or

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Ground Idle.
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Takeoff Power The maximum power permissible for takeoff (limited to 5

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minutes).
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Zero Thrust The absence of appreciable thrust, in either direction.

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SECTION 1
GENERAL PC-12/47E
ENGINE CONTROLS AND INSTRUMENTS TERMINOLOGY
Adjustable The Power Control Lever position selects the minimum pitch in
Minimum Prop flight (6° to 12°) when forward of the idle detent. This pitch can
Pitch in flight only be reached when the propeller is underspeeding (below 1700
rpm) at low power and low airspeed conditions.
Beta Range The range of propeller pitch where the beta valve in the Constant
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Speed Unit (CSU) controls the pitch. Forward of the Idle Detent only
the minimum pitch is limited by the beta valve. In case of a propeller
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overspeed the CSU moves the propeller to a coarser pitch. Below
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flight regime, i.e. aft of the Idle Detent, the pneumatic section of the
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CSU limits the propeller speed to an underspeed condition and the
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beta valve, i.e. PCL position, directly controls the propeller pitch.
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Condition Lever This lever selects the gas generator idle speed and fuel cutoff, and
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feathers the propeller when in the CUTOFF/FEATHER position.
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Constant The engine operating range where the propeller is out of Beta
Speed Range
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range and operating at a constant rpm, under control of the
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propeller governor.
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ITT Gauge A temperature measuring system that senses gas temperature in

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the turbine section of the engine.

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Manual Override (MOR)The device that controls engine power in case of a pneumatic
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failure in the engine control systems. It can also control engine

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power in case of a power control lever failure.

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Power The lever used to control engine power, from reverse (see Beta
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Control Lever Range) to maximum power (see Power Terminology).

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Propeller Feather This is a propeller pitch condition which produces minimum drag in
a flight condition (engine shut-down).
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Propeller Governor The device that keeps propeller rpm constant by increasing or
decreasing propeller pitch through a pitch change mechanism in the
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propeller hub. See Beta and Constant Speed Range.

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Py Pressure P3 pressure (after engine compressor) is regulated to Py pressure

to limit fuel flow during engine acceleration in order to not cause
compressor surges. The torque limiter and the Nf governor reduce
Py pressure to limit fuel flow so that the torque and Nf limits are not
exceeded.

SECTION 1
PC-12/47E GENERAL
Tachometer An instrument that indicates rotational speed. Gas generator

tachometers measure speed as a percentage of the nominal
maximum speed of the turbine(s), while propeller tachometers

measure actual propeller rpm.
Torquemeter An indicating system that displays the output torque available on

the propeller shaft. Torque is shown in reference terms, such as
the oil pressure generated by the engine torquemeter piston.
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Torque Limiter A device which monitors torque pressure and adjusts the Py air
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pressure to the Fuel Control Unit to prevent an overtorque
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condition by limiting engine power.
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AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
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Climb Gradient The demonstrated ratio of the change in height during a portion of
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a climb, to the horizontal distance traversed in the same time
interval.
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Demonstrated The demonstrated crosswind velocity is the velocity of the
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Crosswind Velocity crosswind component for which adequate control of the airplane
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during takeoff and landing was actually demonstrated during

certification tests. The value shown may or may not be limiting.
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Whether or not the value shown is limiting will be stated.

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MEA Minimum Enroute IFR Altitude.

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Route Segment A part of a route. Each end of that part is identified by: (1) a
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geographical location; or (2) a point at which a definite radio fix can

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be established.
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SECTION 1
GENERAL PC-12/47E
WEIGHT AND BALANCE TERMINOLOGY
A.O.D. Aft of Datum
Arm The horizontal distance from the reference datum to the center of
gravity (C.G.) of an item.
Basic Empty Standard empty weight plus optional equipment.
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Weight
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Center of The point at which an airplane would balance if suspended. Its
Gravity (C.G.) distance from the reference datum is found by dividing the total
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moment by the total weight of the airplane.
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C.G. Arm The arm obtained by adding the airplane's individual moments
and dividing the sum by the total weight.
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C.G. Limits The extreme center of gravity locations within which the airplane
must be operated at a given weight.
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Datum An imaginary vertical plane from which all horizontal distances are
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measured for balance purposes.

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Maximum Maximum weight approved for the landing touchdown.

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Landing Weight
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Maximum Maximum weight approved for ground maneuver. It includes

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Ramp Weight weight of start, taxi, and run-up fuel.

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Maximum Maximum weight approved for the start of the takeoff run.
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Takeoff Weight
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Maximum Zero Maximum weight exclusive of usable fuel.

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Fuel Weight
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Moment The product of the weight of an item multiplied by its arm. Moment
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divided by a constant is used to simplify balance calculations by

reducing the number of digits.
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Payload Weight of occupants, cargo, and baggage.
Standard Weight of a standard airplane, standard interior, 9 passenger

Empty Weight seats and cabin floor covering including unusable fuel, full
operating fluids, and full oil.
Station A location along the airplane fuselage usually given in terms of

distance from the reference datum.

SECTION 1
PC-12/47E GENERAL
Tare Weight The weight indicated by a scale before it is loaded.
Unusable Fuel Fuel which may not be considered usable for flight planning.
Usable Fuel Fuel available for flight planning.
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Useful Load Difference between takeoff weight, or ramp weight if applicable,
and basic empty weight.
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Revision 11: Dec 20, 2011 1-17
SECTION 1
GENERAL PC-12/47E
GENERAL ABBREVIATIONS AND SYMBOLS
C Celsius mkg Moment in meters/kilograms
cu Cubic min Minimum
F Fahrenheit mm Millimeters
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FAA Federal Aviation Administration nm Nautical Mile
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(U.S.A.)
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FOCA Federal Office for Civil Aviation N/A Not Applicable
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(Switzerland)
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fpm Feet per Minute psi Pounds per Square Inch
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ft Feet rpm Revolutions Per Minute
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g Unit of acceleration measured sec Second
against the force of gravity N
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gal Gallon (US) shp Shaft Horsepower

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hg Mercury sm Statute Mile

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IFR Instrument Flight Rules TBD To Be Determined

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in Inches TBO Time Between Overhauls

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kg Kilogram VFR Visual Flight Rules

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KTAS Knots True Airspeed ° Degrees

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lb Pound (mass) ' Feet

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m Meter " Inches

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MAC Mean Aerodynamic Chord

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max Maximum
mbar Millibar
NOTE: Refer to Section 7 Apex – Avionics Installation General for Avionic

acronyms and abbreviations.

SECTION 1
PC-12/47E GENERAL
CONVERSION INFORMATION
All numerical data contained in this AFM is shown in standard format with the metric
equivalent immediately following in parenthesis, ex. 7' 3" (2.1 m). The following
formulas can be used to make required conversions.
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GENERAL
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Fahrenheit (°F) = (°C x 1.8) + 32
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Celsius (°C) = (°F - 32) x 0.556
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Statute Mile (sm) = Nautical Mile (nm) x 1.151
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Nautical Mile (nm) = Statute Mile (sm) x 0.869
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Jet Fuel (JET A) Standard Weights at 15° C (Relative Density 0.806)
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One (1) Liter = 1.777 lb
N
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One (1) U.S. Gallon (US gal) = 6.73 lb
AT
One (1) Imperial Gallon (IMP gal) = 8.078 lb

IZ
R
STANDARD TO METRIC
IA
Millimeters (mm) = Inches (in) x 25.4

IL
M
Centimeters (cm) = Inches (in) x 2.54

FA
Meters (m) = Feet (ft) x 0.305

D
Meters (m) = Yards (yd) x 0.914

AN
Kilometers (km) = Statute Miles (sm) x 1.61

AL
Kilometers (km) = Nautical Miles (nm) x 1.852

ER
Liters = US Gallons (US gal) x 3.785

EN
Liters = Imperial Gallons (IMP gal) x 4.546

G
Kilograms (kg) = Pounds (lb) x 0.454

R
FO
Bar = psi x 0.069

SECTION 1
GENERAL PC-12/47E
METRIC TO STANDARD
Inches (in) = Millimeters (mm) x 0.039
Inches (in) = Centimeters (cm) x 0.393
Feet (ft) = Meters (m) x 3.281
Yards (yd) = Meters (m) x 1.094
Statute Miles (sm) = Kilometers (km) x 0.621
LY
Nautical Miles (nm) = Kilometers (km) x 0.54
N
O
US Gallons (US gal) = Liters x 0.264
S
Imperial Gallons (IMP gal) = Liters x 0.22
SE
Pounds (lb) = Kilograms (kg) x 2.205
PO
psi = Bar x 14.504
R
PU
N
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AT
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AN
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EN
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SECTION 2
PC-12/47E LIMITATIONS
SECTION 2
LIMITATIONS
LY
TABLE OF CONTENTS
N
O
S
SE
Subject Page
PO
GENERAL 2-1
R
PU
AIRSPEED LIMITATIONS 2-2
N
IO
AIRSPEED INDICATON MARKINGS 2-4
AT
POWER PLANT LIMITATIONS 2-5

IZ
R
ENGINE 2-5
IA
OIL 2-5
Oil Grade or Specification 2-5
IL
Oil Quantity 2-5

M
FA
ENGINE OPERATING LIMITS 2-6

D
FUEL 2-8
AN
Approved Fuel Grades 2-8

Anti-Icing Additive 2-8
AL
PROPELLER 2-9
ER
STARTER 2-9
GENERATOR 2-10
EN
POWER CONTROL LEVER OPERATION 2-10

G
CHIP DETECTOR 2-10

R
FO
POWER PLANT WINDOW MARKINGS 2-11

MISCELLANEOUS INSTRUMENT MARKINGS 2-11
WEIGHT LIMITS 2-12
CENTER OF GRAVITY LIMITS 2-13
MANEUVER LIMITS 2-14

FLIGHT LOAD FACTOR LIMITS 2-14
Issued: September 15, 2006 EASA Approved Report No: 02277

Revision 6: March 26, 2008 2-i
SECTION 2
LIMITATIONS PC-12/47E
Subject Page
FLIGHT CREW LIMITS 2-14

KINDS OF OPERATION 2-14
PNEUMATIC DEICING BOOT SYSTEM 2-14
ICING LIMITATIONS 2-15

SEVERE ICING CONDITIONS 2-16
LY
N
KINDS OF OPERATIONAL EQUIPMENT LIST 2-17
O
S
FUEL LIMITATIONS 2-20
SE
MAXIMUM OPERATING ALTITUDE LIMITS 2-20
PO
OUTSIDE AIR TEMPERATURE LIMITS 2-20
CABIN PRESSURIZATION LIMITS 2-20
R
PU
MAXIMUM PASSENGER SEATING LIMITS 2-21
N
IO
SYSTEMS AND EQUIPMENT LIMITS 2-21
AT
STALL WARNING/STICK PUSHER SYSTEM 2-21

BRAKES (MSN 1231 & UP) 2-21
IZ
TRIM SYSTEMS 2-22

R
HEATED WINDSHIELD 2-22

IA
FIRE DETECTION SYSTEM 2-22

IL
ENGINE ICE PROTECTION 2-22

M
OXYGEN SYSTEM 2-22

FA
PROBE HEAT 2-23

D
FLAP SYSTEM CYCLE LIMITS 2-23

AN
PRIMUS APEX 2-23

PRIMUS APEX - AUTOMATIC FLIGHT CONTROL SYSTEM 2-23
AL
PRIMUS APEX - FLIGHT MANAGEMENT SYSTEM 2-25

PRIMUS APEX - TCAS 1 2-28
ER
PRIMUS APEX - TRANSPONDER 2-28

PRIMUS APEX - ADAHRS 2-28
EN
YAW DAMPER 2-28

G
PRIMUS APEX - ELECTRONIC CHECKLIST 2-29

PRIMUS APEX - ELECTRONIC CHARTS 2-29
R
PRIMUS APEX - VIDEO INPUT 2-29

FO
PRIMUS APEX - XM SAT WEATHER 2-30

PRIMUS APEX - WEATHER RADAR 2-30
PRIMUS APEX - INAV MAP 2-30
PRIMUS APEX - VERTICAL SITUATION DISPLAY 2-30
OTHER LIMITATIONS 2-30

PASSENGER SEAT LAP BELT EXTENSION 2-30
ALL PASSENGER SEATS 2-30
Report No: 02277 EASA Approved Issued: September 15, 2007

2-ii Revision 13: June 01, 2014
SECTION 2
Subject Page
LUGGAGE LIMITATIONS 2-31

CARGO LIMITATIONS 2-31
STRUCTURAL LIMITATIONS 2-32
SMOKING 2-32
PLACARDS 2-33
LY
EXTERIOR 2-33
COCKPIT 2-40
N
CABIN 2-46
O
SEATING VARIATIONS 2-49
S
SE
PO
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AT
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Revision 12: December 01, 2012 2-iii
SECTION 2
LY
N
O
S
SE
PO
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N
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AT
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2-iv Revision 6: March 26, 2008
SECTION 2
GENERAL
This section contains the EASA Approved operating limitations, instrument markings,
color coding, and basic placards necessary for the operation of the airplane, its engine,
systems, and equipment. Compliance with approved limitations is mandatory.
Limitations associated with systems or equipment which require POH Supplements are
LY
included in Section 9, Supplements.
N
O
With the exception of circuit breakers on the Essential Bus, and if not detailed otherwise
in procedures, all tripped open circuit breakers are not allowed to be reset in flight.
S
Circuit breakers on the Essential Bus, if tripped, may be reset once only in flight
SE
providing:
PO
1. At least one minute has elapsed from the time of the circuit breaker trip
R
PU
2. There is no remaining smoke or burning smell.
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
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Revision 10: Dec 20, 2010 2-1
SECTION 2
AIRSPEED LIMITATIONS
AIRSPEED KIAS SIGNIFICANCE
Maximum operating speed Do not exceed this speed in any

operations. Refer to VMO schedule
- VMO 240 for maximum speed above 15,200 ft.
LY
N
- MMO 0.48 (See Fig No. 2-1, Vmo Schedule)
O
S
SE
Maximum Operating Do not make full or abrupt control
Maneuvering Speed - VO movements above this speed.
PO
10450 lb (4740 kg) 166
R
PU
9921 lb (4500 kg) 161
9480 lb (4300 kg) 158
N
IO
9039 lb (4100 kg) 154
AT
8380 lb (3800 kg) 148

IZ
7940 lb (3600 kg) 144

R
IA
7500 lb (3400 kg) 140

IL
7060 lb (3200 kg) 136

M
FA
6610 lb (3000 kg) 132

D
6170 lb (2800 kg) 127

AN
5730 lb (2600 kg) 123

AL
Maximum flap extended Do not exceed this speed with flaps

ER
speed - VFE extended.

EN
 15° 165
G
 15° 130
R
FO
Maximum landing gear Do not retract or extend landing gear

operating speed - VLO 180 above this speed.
Maximum landing gear Do not exceed this speed with landing

extended speed - VLE 240 gear extended.

2-2 Revision 9: Jun 30, 2010
SECTION 2
LY
N
O
S
SE
PO
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Figure 2-1, VMO Schedule

SECTION 2
AIRSPEED INDICATION MARKINGS
INDICATION KIAS VALUE REMARKS

OR RANGE
Red/White 240 or 0.48 M Maximum operating limit (VMO/MMO)
LY
Barber Pole across whichever is
and upwards on lower
N
right side of tape
O
S
SE
Red (high speed) 180 VLO Extends downwards from VMO/MMO
strip on right side of 165 VFE 15° to the valid VLO or VFE as applicable.
PO
tape 130 VFE 30/40° Not shown in clean config or with gear
extended only
R
PU
Labeled Placards on 180 VLO Maximum flap operating and extended
right side of tape 165 VFE 15° speed (VFE: 15 /30/40°) and maximum
130 VFE 30/40° N
landing gear operating speed (VLO)
IO
AT
Red low speed Shaker speed Extends upwards from bottom of tape to the
IZ
awareness tape shaker speed in the current configuration.

R
overlaid on right side Not shown on ground.

IA
of tape
IL
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2-4 Revision 10: Dec 20, 2010
SECTION 2
POWER PLANT LIMITATIONS
ENGINE
Number of Engines 1
LY
Engine Manufacturer Pratt & Whitney Canada
N
O
Engine Model Number PT6A-67P
S
SE
OIL
PO
OIL GRADE OR SPECIFICATION
R
PU
Any oil specified by brand name in the latest revision of Pratt & Whitney Service Bulletin
14001 is approved.
N
IO
AT
OIL QUANTITY
IZ
R
Total
IA
IL
Oil Capacity 3.6 US gal (13.6 liters)

M
Drain and Refill Quantity 2.0 US gal (7.6 liters)

FA
Oil Quantity Operating Range 1.0 US gal (3.8 liters)

D
AN
An oil quantity check is required for takeoff. Takeoff is not approved with the ENGINE
OIL LEVEL warning annunciator illuminated.
AL
ER
EN
G
R
FO

Revision 12: December 01, 2012 2-5
SECTION 2
ENGINE OPERATING LIMITS
The limits presented in each column shall be observed. The limits presented do not
necessarily occur simultaneously. Refer to the Pratt & Whitney Engine Maintenance
Manual for specific action if limits are exceeded.
OPERATING SHP TORQUE MAX Ng Np OIL OIL
LY
CONDITION PSI ITT % RPM PRESS TEMP
N
°C PSI °C
O
(6)
S
(1) (8) (8) (2) (7)
SE
PO
TAKEOFF (9) 1200 44.34 850 104 1700 90 to 10 to
R
( 10 ) 135 110
PU
N
IO
MAX. CONT. 1200 44.34 820 104 1700 90 to 10 to
AT
MAX. CLIMB/ ( 10 ) 135 105

IZ
R
CRUISE 1000 36.95 820 104 1700 90 to 10 to

IA
( 10 ) 135 105
IL
M
FA
MIN. IDLE 750 50.7 60 MIN. -40 to

D
(5) ( G.I. ) 110

AN
64
( F.I. )
AL
ER
STARTING 1000 200 MAX. -40

EN
(3) MIN.
G
R
FO
TRANSIENT 61.00 870 104 1870 40 to -40 to

(4) (4) (4) 200 110
(4)
MAX. 900 34.25 760 1650 90 to 10 to

REVERSE 135 105

2-6 Revision 13: June 01, 2014
SECTION 2
(1) Torque limit applies within a range of 1000 to 1700

propeller rpm. Torque is limited to 23.9 psi below 1000
propeller rpm.
(2) Normal oil pressure is 90 to 135 psi at gas generator

speeds above 72%. With engine torque below 35.87 psi,
minimum oil pressure is 85 psi at normal oil temperature
(60 to 70° C). Oil pressures under 90 psi are undesirable.
Under emergency conditions, to complete a flight, a lower
LY
oil pressure of 60 psi is permissible at reduced power level
not exceeding 23.9 psi torque. Oil pressures below 60 psi
N
are unsafe and require that either the engine be shut down
O
or a landing be made as soon as possible using the
S
minimum power required to sustain flight.
SE
PO
(3) These values are time limited to 5 seconds maximum.
R
(4) These values are time limited to 20 seconds maximum.
PU
N
(5) Applies over a speed range of 50.7% to 61.4% Ng rpm.
IO
AT
(6) For increased service life of the engine oil, an oil

temperature of between 60 to 70° is recommended.
IZ
R
(7) Oil temperature limits are -40° C to 105° C with limited

IA
periods of 10 minutes at 105 to 110°C.

IL
M
(8) 100% gas generator speed corresponds to 37468 rpm.

FA
100% power turbine speed (N1) corresponds to 29894 rpm

which also corresponds to 1700 rpm propeller speed.
D
AN
(9) Takeoff power is time limited to 5 minutes.

AL
( 10 ) During steady state operation, a variation of +30 rpm is

ER
permitted.
EN
G
R
FO

Revision 13: June 01, 2014 2-7
SECTION 2
FUEL
APPROVED FUEL GRADES
JET A, JET-A-1, JET B, JP-4

Any other fuel which complies with the latest revision of Pratt & Whitney Service Bulletin
14004.
LY
ANTI-ICING ADDITIVE
N
O
Anti-icing additive must be used for all flight operations in ambient temperatures below 0°
S
C.
SE
PO
WARNING
R
PU
OPERATING IN AMBIENT TEMPERATURES LESS
THAN 0°C WITHOUT FOLLOWING THE PROCEDURE
N
TO ADD ANTI-ICING ADDITIVES MAY LEAD TO ICE IN
IO
THE FUEL SYSTEM WHICH MAY EVENTUALLY BLOCK
THE DELIVERY LINES AND COMPONENTS OF THE
AT
FUEL SYSTEM, INCLUDING THE FUEL FILTER,

IZ
SUBSEQUENTLY RESTRICTING OR STOPPING THE

R
FLOW OF FUEL TO THE ENGINE.

IA
Use anti-icing additive conforming to MIL-DTL-27686 or MIL-DTL-85470.

IL
M
Anti-icing additives should be in compliance to Pratt & Whitney Service Bulletin 14004.
FA
Additive concentration must be between a minimum of 0.06 % and a maximum of 0.15 %

by volume.
D
AN
CAUTION
AL
ER
THE CORRECT MIX OF ANTI-ICING ADDITIVE WITH

THE FUEL IS IMPORTANT. CONCENTRATIONS OF
EN
MORE THAN THE MAXIMUM (0.15% BY VOLUME)

WILL CAUSE DAMAGE TO THE PROTECTIVE
G
PRIMER AND SEALANTS OF THE FUEL TANKS.

R
DAMAGE WILL OCCUR IN THE FUEL SYSTEM AND

FO
ENGINE COMPONENTS.
Refer to Section 8, Handling, Servicing, and Maintenance for blending instructions.

2-8 Revision 10: Dec 20, 2010
SECTION 2
PROPELLER
Propeller Manufacturer Hartzell
Propeller Model Number HC-E4A-3D/E10477SK
Number of Propellers 1
Number of Propeller Blades 4
LY
N
Propeller Diameter
O
Minimum 104" (2.642 m)
S
SE
Maximum 105" (2.667 m)
PO
Propeller Operating Limits (Np)
R
PU
Maximum Normal Operation 1,700 rpm
Maximum transient ( 20 sec.)

N 1,870 rpm
IO
AT
Maximum reverse 1,650 rpm

IZ
Stabilized operation on the ground between 350 and 950 rpm is not permitted.
R
IA
Blade Angles at Station 42

IL
M
Fine Pitch 19° +/- 0.2°

FA
Maximum Reverse Pitch -17.5° +/- 0.5°

D
AN
Feather 79.6° +/- 0.5°
Minimum pitch in flight 6°

AL
ER
STARTER
EN
The engine starting cycle shall be limited to the following intervals:

G
R
1. Sequence, 60 seconds OFF

FO
2. Sequence, 60 seconds OFF
3. Sequence, 30 minutes OFF

Revision 13: June 01, 2014 2-9
SECTION 2
GENERATOR
Maximum generator load limit as follows
GENERATOR MAX CONTINUOUS LOAD MAX LOAD FOR

2 MINUTES *
LY
Generator 1 300 AMP 450 AMP
N
O
Starter/Generator 2 300 AMP 450 AMP
S
SE
*Maximum load permitted for a 2 minute period per each one hour of operation.
PO
R
PU
POWER CONTROL LEVER OPERATION
N
Power Control Lever operation aft of the idle detent is prohibited:
IO
AT
1. When engine is not running.

IZ
2. During flight. Such operation may lead to loss of airplane control

R
and total power loss.

IA
IL
3. When engine is controlled by the Manual Override System. Such

M
operation may lead to loss of airplane control or may result in an

FA
engine/propeller overspeed condition and consequent loss of

engine power.
D
AN
CHIP DETECTOR
AL
Takeoff is not approved with ENGINE CHIP caution annunciator illuminated.

ER
EN
G
R
FO

2-10 Revision 9: Jun 30, 2010
SECTION 2
POWER PLANT WINDOW MARKINGS
RED AMBER GREEN AMBER RED MARK

MARK MARK ARC ARC Max. Limit
Min. Caution Norm Ops. Caution Indication
Limit
LY
Torque (psi) N/A N/A 0 to 36.95 psi 44.34 psi
N
36.95 psi
O
S
ITT (° C) N/A N/A 400° C to 820° C 850° C
SE
820° C
PO
Engine Speed N/A 60% 60% to 103.5% 104%
R
Ng (%) 103.5%
PU
Oil Temperature N/A 10° C
N
10° C to 105° C 110° C
IO
(° C) 105° C
AT
Oil Pressure 60 psi 90 psi 90 to N/A 135 psi

IZ
(psi) 135 psi

R
IA
IL
M
FA
MISCELLANEOUS INSTRUMENT MARKINGS

D
AN
Instrument RED YELLOW GREEN YELLOW RED

AL
RADIAL ARC ARC ARC RAD/DIA

Min. Limit Caution Norm Ops. Caution Max. Limit
ER
EN
Oxygen
Pressure N/A N/A N/A N/A 1850 to
G
(psi) 2000
R
FO

Revision 7: November 14, 2008 2-11
SECTION 2
WEIGHT LIMITS
Maximum Ramp Weight 10495 lb (4760 kg)
Maximum Takeoff Weight 10450 lb (4740 kg)
Maximum Landing Weight 9921 lb (4500 kg)
LY
Maximum Zero Fuel Weight 9039 lb (4100 kg)
N
O
Maximum Baggage Weight 400 lb (180 kg)
S
SE
Maximum Floor Loading -
PO
On Seat Rails 205 lb/ft2 (1000 kg/m2)
R
PU
On Cabin Floor 125 lb/ft2 (600 kg/m2)
N
IO
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SECTION 2
CENTER OF GRAVITY LIMITS
Weight Forward Limit Aft Limit

Pounds (kilograms) A.O.D.: In. / M A.O.D.: In. / M
10450 (4740) 232.20 / 5.898 240.43 / 6.107
LY
9921 (4500) 232.20 / 5.898 240.94 / 6.120
N
O
S
8158 (3700) 224.13 / 5.693 -
SE
7938 (3600) - 242.99 / 6.172
PO
R
6615 (3000) - 242.99 / 6.172
PU
5733 (2600) 220.75 / 5.607 225.47 / 5.727
N
IO
AT
NOTES
IZ
R
Straight line variation between points given.

IA
The datum is 118 in (3.0 m) forward of firewall.

IL
M
It is the responsibility of the pilot to ensure that airplane

FA
is loaded properly.
See Section 6, Weight and Balance for proper loading
D
AN
instructions.
AL
ER
EN
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FO

SECTION 2
MANEUVER LIMITS
This airplane is certificated in the Normal Category. The normal category is applicable to
aircraft intended for non-aerobatic operations. These include any maneuvers incidental to
normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the
bank angle does not exceed 60°.
LY
Aerobatic maneuvers, including spins, are not approved.
N
O
FLIGHT LOAD FACTOR LIMITS
S
SE
Flight load limits with flaps up +3.3 g, -1.32 g
PO
Flight load limits with flaps down +2.0 g, -0.0 g
R
PU
FLIGHT CREW LIMITS
N
Minimum required flight crew is one pilot in the left hand seat.
IO
AT
KINDS OF OPERATION
IZ
R
The Pilatus PC-12 is approved for the following types of operation when the required
IA
equipment is installed and operational:

IL
M
1. VFR Day.
FA
2. VFR Night.
D
3. IFR Day incl. CAT 1 approaches, single pilot.

AN
4. IFR Night incl. CAT 1 approaches, single pilot.

AL
5. Flight into Known Icing Conditions.

ER
EN
PNEUMATIC DEICING BOOT SYSTEM

G
The pneumatic deice system boots are required to be installed for all flights.
R
Preflight function test required before takeoff and flight into known icing conditions.
FO
The system is required to function properly for flight into known icing conditions.
Operation of the pneumatic de-ice boot system in ambient temperatures below -40°C
and above +40°C may cause permanent damage to the boots.
The wing and tail leading edge pneumatic deicing boot system must be activated at the
first sign of ice formation anywhere on the aircraft.
The wing and tail leading edge pneumatic deicing boot system may be deactivated only
after leaving icing conditions and after the aircraft is determined to be clear of ice.

2-14 Revision 12: December 01, 2012
SECTION 2
ICING LIMITATIONS
Icing conditions can exist when:
The outside air temperature (OAT) on the ground and for takeoff, or static air
temperature (SAT) in flight, is 10°C or colder, and visible moisture in any form is
present (such as clouds, fog or mist with visibility of one mile or less, rain snow,
sleet and ice crystals).
LY
The OAT on the ground and for take-off is 10°C or colder when operating on ramps,
N
taxiways or runways, where surface snow, ice, standing water, or slush may be
O
ingested by the engine, or freeze on the engine, or the engine nacelle.
S
SE
There are visible signs of ice accretion on the aircraft.
PO
Flight in icing conditions is only approved with all ice protection systems, generator 1 and
generator 2 serviceable.
R
PU
During flight in icing conditions, if there is a failure of any of the aircraft ice protection
systems exit icing conditions. Contact ATC for priority assistance if required.
N
IO
Prolonged flight in severe icing conditions should be avoided as this may exceed the
AT
capabilities of the aircraft ice protection systems.

IZ
During flight in icing conditions or flight with any visible ice accretion on the airframe, the
R
following flap maximum extension limits apply:

IA
IL
- With operational airframe pneumatic deice boots 15° FLAP

M
FA
- After failure of the airframe pneumatic deice boots 0° FLAP

D
In the event of a balked landing go-around with residual ice on the airframe, the flaps
AN
should not be retracted from the 15° position.

AL
Flight in freezing rain, freezing fog, freezing drizzle and mixed conditions causing ice
accretion beyond the protected areas of the pneumatic boots is not approved.
ER
The aircraft must be clear of all deposits of snow, ice and frost adhering to the lifting and
EN
control surfaces immediately prior to takeoff.

G
In the event of a balked landing (go around) with residual ice on the airframe, the landing
R
gear and flaps may not fully retract after selection.

FO
The left wing inspection light must be operative prior to flight into forecast icing conditions
at night.

SECTION 2
SEVERE ICING CONDITIONS
Severe icing may result from environmental conditions outside of those for which the
airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in ice build-up on protected
surfaces exceeding the capability of the ice protection system, or may result in ice
forming aft of the protected surfaces. This ice may not be shed using the ice protection
systems, and may seriously degrade the performance and controllability of the airplane.
LY
During flight, severe icing conditions that exceed those for which the airplane is
N
certificated shall be determined by the following visual cues. If one or more of these
O
visual cues exists, immediately request priority handling from Air Traffic Control to
S
facilitate a route or an altitude change to exit the icing conditions:
SE
 unusually extensive ice accumulation on the airframe and windshield areas not
PO
normally observed to collect ice

R
accumulation of ice beyond the active portions of the wing pneumatic boots
PU
Care must be taken when using the autopilot that tactile cues, such as increased aileron
N
forces, are not masked by the autopilot function. Periodically disengage the autopilot to
IO
check for abnormal forces.
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 2
KINDS OF OPERATION EQUIPMENT LIST
This airplane is approved for operations under day and night VFR, day and night IFR and
flight into known icing conditions when the required equipment is installed and operating
properly. The following systems and equipment list does not include specific flight and
radio/navigation equipment required by any particular country's operating regulations.
The pilot in command is responsible for determining the airworthiness of the aircraft and
LY
assuring compliance with current operating regulations for each intended flight.
N
The zeros (0) used in the list below mean that the system and/or equipment was not
O
required for type certification for that kind of operation. When (AR) appears for the
S
number required it indicates As Required.
SE
Deviations from this KOEL may be approved for the operation of a specific aircraft if a
PO
proper MEL (Minimum Equipment List) has been authorized by the appropriate regulatory
agency.
R
PU
SYSTEM / EQUIPMENT VFR VFR IFR IFR ICING
DAY
N
NIGHT DAY NIGHT
IO
AT
PRIMUS APEX:
Pilot PFD 1 1 1 1 1
IZ
MFD 1 1 1 1 1
R
MAU (Channel A & B) 1 1 1 1 1

IA
PFD Controller 2 2 2 2 2
IL
MF Controller 0 0 1 1 1
M
Audio Marker Panel 1 1 1 1 1

FA
ADAHRS (Channel A & B) 1 1 1 1 1

Magnetometer 0 0 1 1 1
D
MMDR (COM/NAV) 0 1 1 1 1
AN
Mode S Transponder 0 0 1 1 1
GPS 0 0 1 1 1
AL
DME 0 0 1 1 1
ER
Miscellaneous Instruments:
Clock 0 0 1 1 1
EN
Electronic Standby Instrument (ESIS) 1 1 1 1 1

G
Standby Magnetic Direction Indicator 1 1 1 1 1

R
(ESIS Heading (MSN 1271 and up)

FO
OR Magnetic Compass E2B)

Engine:
No.1 Generator 1 1 1 1 1
No. 2 Generator 1 1 1 1 1
Inertial Separator 1 1 1 1 1
Engine Driven Low Pressure Fuel
Pump 1 1 1 1 1
Electric Wing Tank Fuel Boost Pump 2 2 2 2 2
Firewall Fuel Shutoff Valve 1 1 1 1 1
FCU Manual Override System 1 1 1 1 1
Torque Limiter 1 1 1 1 1
Revision 11: Dec 20, 2011 2-17
SECTION 2

DAY NIGHT DAY NIGHT
Ignition System 1 1 1 1 1
Fire Detect System 1 1 1 1 1
Electrical:
No. 1 Battery 1 1 1 1 1
LY
No. 2 Battery 1 1 1 1 1
N
Stall Warning/Stick Pusher System 1 1 1 1 1
O
AOA Probes 2 2 2 2 2
CAS 1 1 1 1 1
S
SE
Longitudinal (Stab) Trim System 1 1 1 1 1
Alternate Stab Trim System 1 1 1 1 1
PO
Lateral Trim System 1 1 1 1 1
Directional Trim System 1 1 1 1 1
R
Trim Interrupt System 1 1 1 1 1
PU
Windshield Heat 2* 2* 2* 2* 2*
Position Lights (MSN 101 thru 1450) 0 3 3 3 3
Position Lights (MSN 1451 upwards) 0 4
N 4 4 4
IO
Strobe Lights 0 2 2 2 2
AT
Landing Lights 0 2 2 2 2
Taxi Light 0 1 1 1 1
IZ
Instrument and Panel Lighting 0 AR AR AR AR

R
Audio System 1 1 1 1 1
IA
Cockpit Speaker 1 1 1 1 1
IL
Cabin Speaker 1 1 1 1 1
M
Deice Boot Timer 0 0 0 0 1

FA
AOA Heater LH 1 1 1 1 1
AOA Heater RH 1 1 1 1 1
D
Probe Current Monitor 1 1 1 1 1

AN
Propeller Deice Timer 0 0 0 0 1

Propeller Deice Brush 0 0 0 0 1
AL
Propeller Deice MOV 0 0 0 0 1

Propeller Deice Boots 0 0 0 0 4
ER
Propeller Deice OAT Sensor 0 0 0 0 2

Left Wing Inspection Light 0 0 0 0 1
EN
Mechanical Systems :
G
Landing Gear Actuating System 1 1 1 1 1

R
Emergency Gear Extension System 1 1 1 1 1

FO
Flap Control 1 1 1 1 1
Flap Interrupt System 1 1 1 1 1
Seat Restraints (each occupant) AR AR AR AR AR
* Refer to Section 2 System and Equipment Limits - Heated Windshield for the actual
limitation

2-18 Revision 13: June 01, 2014
SECTION 2

DAY NIGHT DAY NIGHT
Firewall ACS Shutoff Valve 1 1 1 1 1
Emergency Ram Air Scoop 1 1 1 1 1
Negative Pressure Relief Valve 2 2 2 2 2
Oxygen System 1 1 1 1 1
Deice Boot PRV 1 1 1 1 1
Deice Boot EFCV’s
LY
1 1 1 1 5
Deice Boot Pressure Switches 0 0 0 0 5
N
Deice Boot, Inner Wing LH 1 1 1 1 1
O
Deice Boot, Outer Wing LH 1 1 1 1 1
S
Deice Boot, Inner Wing RH 1 1 1 1 1
SE
Deice Boot, Outer Wing RH 1 1 1 1 1
Deice Boot, Tail LH 1 1 1 1 1
PO
Deice Boot, Tail RH 1 1 1 1 1
Fuel Control & Monitoring System 1 1 1 1 1
R
PU
For Pressurized Flight:
N
ACS 1 IO 1 1 1 1
Cabin Pressure Control Unit 1 1 1 1 1
Outflow Valve 1 1 1 1 1
AT
Safety valve 1 1 1 1 1
IZ
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SECTION 2
FUEL LIMITATIONS
Total Fuel Capacity 406.8 US gal, 2,736.5 lb (1,540 liters,

1,241.3 kg)
Total Usable Fuel 402 US gal, 2,703.6 lb (1,521.5 liters,

1,226.4 kg)
Total Unusable Fuel 4.8 US gal, 32.9 lb (18.5 liters, 14.9 kg)
LY
N
Maximum Fuel Imbalance 26.4 US gal, 178 lb (100 liters, 80.6 kg)
O
(Maximum 3 segments on indicator)
S
SE
PO
NOTE
R
Usable fuel can be safely used during all Normal
PU
Category airplane maneuvers.
MAXIMUM OPERATING ALTITUDE LIMITS N

IO
AT
Maximum Operating Altitude 30,000 ft (9,144 m)

IZ
R
IA
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OUTSIDE AIR TEMPERATURE LIMITS

M
FA
Minimum Outside Air Temperature -55° C (-67° F)

D
AN
Maximum Outside Air Temperature +50° C (122° F)

AL
CABIN PRESSURIZATION LIMITS

ER
Maximum cabin pressure differential is 5.75 psi (400 mbar).

EN
Pressurized landing is approved, up to 0.7 psid.

G
R
FO

SECTION 2
MAXIMUM PASSENGER SEATING LIMITS
Maximum number of occupants is 9 passengers plus pilot(s).
Refer to Section 6, Weight and Balance, for seat locations.
The PC-12 is certified with two basic cabin interior configurations, a Corporate Commuter
and an Executive interior. Variations to the two basic interior configurations that are been
LY
approved together with general limitations are given below:
N
O
Corporate Commuter Interior Code STD-9S nine standard seats.
S
Executive Interior Code EX-6S-2 six executive seats.
SE
Executive Interior Code EX-8S eight executive seats.
PO
Leave seats 5, 6, 7 and 8 vacant during takeoff and landing unless seat in front
is occupied.
R
PU
Executive Interior Code EX-4S-3B four executive seats and three seat bench.
Executive Interior Code EX-6S-STD-2S six executive seats and two standard
N
seats.
IO
Leave seats 5, 6, 7 and 8 vacant during takeoff and landing unless seat in front
AT
is occupied.
IZ
Executive Interior Code EX-4S-STD-4S four executive seats and four standard
seats.
R
IA
Pilatus must be contacted to determine the modification work required to the aircraft,
IL
before any change to an interior configuration is made.

M
FA
SYSTEMS AND EQUIPMENT LIMITS

D
AN
STALL WARNING/STICK PUSHER SYSTEM

AL
Preflight function test required before takeoff.

ER
System is required to function properly in normal mode for all flights and in ice mode for
EN
flight into known icing conditions.

G
R
BRAKES (MSN 1231 & UP)

FO
To allow adequate cooling of the wheels and brakes the aircraft must remain on the
ground for at least 45 min following the two events:
 Rejected takeoff with brake on speed greater than V R -20 kts and heavy brake
usage
 0° flap full stop landing and heavy brake usage

Revision 11: Dec 20, 2011 2-21
SECTION 2
TRIM SYSTEMS
Stabilizer normal and alternate, and rudder trim systems must function properly for all
flights.
HEATED WINDSHIELD
Left Hand and Right Hand Heated Windshields must function properly for all flights.
LY
Exception, for IFR flights conducted into no known or forecast icing conditions at least
one heating zone of the windshield on the side of the pilot in command must function
N
properly.
O
S
SE
FIRE DETECTION SYSTEM
PO
Preflight Function Test is required for takeoff.
R
System must function properly for all flights.
PU
N
ENGINE ICE PROTECTION IO
AT
Preflight Function Test is required for takeoff.

IZ
OXYGEN SYSTEM
R
IA
A minimum oxygen supply of 10 minutes duration for each occupant is required for
IL
dispatch for pressurized flight above FL250.

M
FA
NOTE
D
AN
Some National Operating Requirements may require

that a larger quantity of oxygen be carried on the
aircraft.
AL
ER
The oxygen system shut-off valve handle in the cockpit must be selected to on prior to
engine start and throughout the duration of flight.
EN
G
The oxygen masks for the crew must be connected for all flights.
R
For aircraft with the Corporate Commuter side wall paneling, oxygen masks must be
FO
connected and properly stowed for each passenger prior to takeoff when the aircraft is to
be operated above 10,000 feet.
NOTE
In the executive interior configurations the oxygen masks

are permanently connected.

2-22 Revision 9: Jun 30, 2010
SECTION 2
PROBE HEAT
Preflight function test required before takeoff.
The system is required to function properly for IFR flight and flight into known icing
condition.
LY
N
FLAP SYSTEM CYCLE LIMITS
O
S
A flap cycle is defined as movement from 0° to 15° to 0° and from 0° to 15° to 40° to 0°.
SE
Maximum number of cycles per hour -
PO
Up to 25° C OAT 10
R
25° C to 50° C OAT 8
PU
N
IO
AT
PRIMUS APEX
IZ
The Honeywell PRIMUS APEX Integrated Avionics System for the Pilatus PC-12E –
R
Pilot’s Guide must always be on board the aircraft.

IA
IL
PRIMUS APEX - AUTOMATIC FLIGHT CONTROL SYSTEM

M
FA
During autopilot operation, a pilot must be seated in a pilot position with seat belt
fastened.
D
AN
The autopilot (AP) and yaw damper (YD) must be OFF during takeoff and landing.
AL
Minimum engagement height after takeoff is 400 ft AGL.

ER
With the exception of the approaches defined below, the autopilot must be disengaged
EN
below 1000 ft AGL.

G
For non-precision approaches (at airspeeds <150 KIAS & VS <1500 ft/min) the autopilot
R
must be disengaged below 400 ft AGL.

FO
For approach procedures with vertical guidance in VGP mode, the autopilot must be
disengaged below 200 ft AGL.
For autopilot coupled ILS approaches up to 4° the autopilot must be disengaged below
200 ft AGL.
The system is approved for Category 1 operation (Approach mode selected).
Maximum approved glideslope angle for all coupled approaches is 4°.
During normal operation do not overpower the autopilot to change pitch and roll attitude.
SECTION 2
CAUTION
In accordance with FAA recommendation (AC 00-24B),

the use of “PITCH ATTITUDE HOLD” mode is
recommended during operation in severe turbulence.
Aircraft with Primus APEX Build 6 and 7 - Do not use SPD mode with the pre
selected altitude (PSA) set at current aircraft altitude, because the aircraft would maintain
PSA and may deviate from the target speed with SPD mode annunciated as active in the
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FMA. In case of total loss of engine power (NG below 60%), the system will ignore the
N
PSA and descend at the target speed.
O
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2-24 Revision 11: Dec 20, 2011
SECTION 2
PRIMUS APEX – FLIGHT MANAGEMENT SYSTEM
From an airworthiness perspective, the PC-12/47E with APEX-FMS is certified for:
Use of GNSS AMC 20-5 Guidance Material on Airworthiness Approval and

Operational Criteria for the use of the NAVSTAR Global
Positioning System (GPS).
LY
AC 90-100A U.S. Terminal and En Route Area Navigation
(RNAV) Operations.
N
O
B-RNAV AMC 20-4 Guidance Material on Airworthiness Approval and
S
Operational Criteria for the use of navigation Systems in
SE
European Airspace Designated for basic RNAV Operations.
PO
AC 90-96A Approval of U.S. Operators and Aircraft to operate
R
under Instrument Flight Rules (IFR) in European Airspace
PU
designated for Basic Area Navigation (B-RNAV) and Precision
Area Navigation (P-RNAV).
N
NOTE: B-RNAV is also termed ICAO RNAV 5
IO
AT
P-RNAV JAA TGL 10 Rev 1 Airworthiness and Operational Approval for

Precision RNAV Operations in Designated European Airspace.
IZ
R
IA
AC 90-100A U.S. Terminal and En-route Area Navigation

(RNAV) Operation
IL
M
FA
AC 90-96A Approval of U.S. Operators and Aircraft to operate

under Instrument Flight Rules (IFR) in European Airspace
D
designated for Basic Area Navigation (B-RNAV) and Precision

AN
Area Navigation (P-RNAV)

AL
NOTE: COMPLIANCE WITH BOTH P-RNAV (TGL 10) AND

U.S. RNAV (AC 90-100A) ASSURES COMPLIANCE WITH
ER
ICAO RNAV 1 AND RNAV 2.

EN
.
G
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Revision 10: Dec 20, 2010 2-25
SECTION 2
BARO-VNAV AMC 20-27 Airworthiness Approval and Operational Criteria for
RNP Approach (RNP APCH) Operations including APV BARO-
VNAV Operations.
AC 90-105 Approval Guidance for RNP Operations and

Barometric Vertical Navigation in the U.S. National Airspace
System.
LY
AC 20-129 Airworthiness Approval of Vertical Navigation (VNAV)
Systems for the use in the U.S. National Airspace System (NAS)
N
and Alaska.
O
S
RNP 1 AC 90-105 Approval Guidance for RNP Operations and
SE
PO
System
R
RNP APCH AMC 20-27 Airworthiness Approval and Operational Criteria for
PU
RNP Approach (RNP APCH) Operations including APV BARO-
VNAV Operations.
N
IO
AC 90-105 Approval Guidance for RNP Operations and
AT

System.
IZ
R
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MNPS AC20-138A. The APEX FMS and KGS200 GNSSU as installed

has been found to comply with the requirements for GPS oceanic
IL
and remote navigation (AC20-138A, Appendix 1), when used in

M
conjunction with the onboard GPS RAIM and FDE.

FA
Full redundancy for the GPS navigation system is only provided

if second FMS, second GPS and Cursor Control Device (CCD)
D
are installed.
AN
This does not constitute an operational approval.

AL
NOTE
ER
Installation of relevant equipment and aircraft certification

EN
does not guarantee operational approval. It is the

responsibility of the operator to apply for operational
G
approval at the local authorities

R
FO

2-26 Revision 11: Dec 20, 2011
SECTION 2
The PC-12/47E with APEX-FMS has satisfied only the airworthiness requirements, this
does not constitute an operational approval.
The FMS data base must incorporate the current update cycle for IFR operation.
FMS instrument approaches must be accomplished in accordance with approved

instrument approach procedures that are retrieved from the FMS data base.
(a) Instrument approaches must be conducted in the approach mode and
LY
GPS integrity monitoring must be available at the Final Approach Fix.
N
O
(b) APP (approach active) mode must be annunciated at the Final Approach
S
Fix.
SE
(c) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches
PO
using the FMS is prohibited.
R
PU
(d) The FMS can only be used for approach guidance if the reference co-
ordinate datum system for the instrument approach is WGS-84.
N
IO
The use of the FMS to perform RNAV operations in the designated European airspace is
AT
limited as follows:
IZ
Given a GPS constellation of 23 satellites or less (22 or less when the FMS
R
incorporates automatic pressure altitude aiding) is projected to be operational,

IA
the availability of RAIM must be confirmed for the intended flight (route and time).
IL
Dispatch for RNAV must not be made in the event of predicted continuous loss
M
of RAIM of more than 5 minutes for any part of the intended flight. For RAIM
FA
prediction the Honeywell Program “Preflight” or equivalent approved software

must be used.
D
AN
Traditional approved navigation equipment (e.g. VOR, DME, ADF) adequate for the route
to be flown must be installed and serviceable for use of the FMS in accordance with the
AL
operational approval.
ER
Dead reckoning mode of navigation based on AHRS is not available in the high latitude
EN
regions (approximately north of 82°۫ north latitude and south of 82° south latitude) since
G
the ADAHRS magnetometers do not provide accurate information near the poles.
R
When using the VNAV system, the altimeter must be used as the primary altitude
FO
reference for all operations.

When using the VNAV path deviation indicator during approach the LNAV/VNAV
minimums apply as published on the approach charts. Below the minimum the crew must
fly the aircraft based on visual references. Due to the large tolerances of the VNAV
system the deviation indicator must not be relied on below the minimum.
If flying on LNAV approach using the vertical guidance provided by the FMS, the crew
must at no point allow the aircraft to descend below the published LNAV MDA, unless
required visibility of the runway is provided.

Revision 10: Dec 20, 2010 2-27
SECTION 2
Barometric VNAV guidance during approach including the approach transition, final
approach segment, and the missed approach procedure is not temperature
compensated. Unless a temperature limitation is reflected on the approach chart,
operating at uncompensated minimum IFR altitudes will not provide expected terrain and
obstacle clearance for temperatures below ISA
PRIMUS APEX - TCAS I
LY
The flight crew must not use a TA on the PFD traffic display to initiate evasive
maneuvering. ATC procedures and visual acquisition of the intruder prior to initiation of
N
evasive maneuvers must continue to be the primary means of ensuring aircraft
O
separation
S
SE
PRIMUS APEX – TRANSPONDER
PO
The transponder system complies with the criteria of ICAO Doc 7030/4 Regional
R
PU
Supplementary Procedures for operations where enhanced surveillance is required.
N
The transponder FL ID should never be cleared by the pilot without entering a legal FL ID
IO
or recycling the power to the XPDR (if a Blank ID is desired). The XPDR reads the FL ID
at power up and if the FL ID is invalid it will default to the TAIL No.
AT
IZ
PRIMUS APEX – ADAHRS

R
IA
If CAS message “HSI IS MAG TRK” or “HSI IS TRU TRK” is displayed, then the system
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accuracy does not allow VOR, VOR/DME and NDB non-precision approaches. The flight
M
crew must use (GPS) VOR/DME or (GPS) NDB overlay approaches, LNAV or
FA
LNAV/VNAV approaches, RNAV (GPS) approaches, RNAV (RNP) approaches or LPV

and ILS precision approaches instead. CAS message “HSI IS MAG TRK” or “HSI IS TRU
D
TRK” is displayed if operating north of approximately of 82° ۫ north latitude and south of
AN
82° south latitude as well as in the following two regions:

AL
North of approximately 73° north latitude between longitude 80° west and 130° west
ER
(Northern Canadian Domestic Airspace).

EN
South of approximately 60° south latitude between longitude 120° east and 160° east
G
(Region south of Australia and New Zealand).

R
FO
YAW DAMPER
Above FL200, when the yaw damper is not operating, the aircraft must be flown only in
balanced flight (slip ball centered +/- 1 ball).

2-28 Revision 10: Dec 20, 2010
SECTION 2
PRIMUS APEX – ELECTRONIC CHECKLIST

The Electronic Checklist functionality allows implementation of a user defined Electronic
Checklist database. With respect to airworthiness approval the AFM remains the primary
reference for checklists.
Implementation of an Electronic Checklist Database is the responsibility of the aircraft

owner/operator, use and operational approval is dependent on the rules of operation.
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Implementation of Electronic Checklist functionality does not constitute operational
N
approval.
O
Use of the Electronic Checklist Function is prohibited in the event of a lower MFD failure
S
SE
(operating on upper Multi Function Display only).
PO
PRIMUS APEX – ELECTRONIC CHARTS
R
PU
The APEX Electronic Charts provide supplemental situational awareness only and do not
allow “blind taxi” procedures or flight navigation by use of these charts.
N
IO
At any time the pilot shall remain responsible for taxiing by external visual references and
for flying by airborne navigation by the use of primary navigation instruments.
AT
IZ
The position accuracy of the aircraft symbol on the charts can decrease in the case of
insufficient GPS signal reception or GPS sensor failure. The aircraft symbol is not in-
R
scale with the APEX Electronic Charts.

IA
IL
The APEX Electronic Charts do not replace approved published paper or approved
M
electronic systems for aeronautical charts, which must remain available as a backup
FA
reference for chart data.

D
AN
NOTE
AL
It is the responsibility of the operator to apply for specific

operational approval at the local authority for the use of
ER
external electronic charts (e.g. Electronic Flight Bags

EN
Class 1 and Class 2) instead of paper charts. Class 3

EFBs require a Supplemental Type Certificate (STC) or
G
certification design approval as part of the aircraft

equipment.
R
FO
PRIMUS APEX – VIDEO INPUT

It is the responsibility of the operator to make sure that no interference with the installed
avionics systems results from the connection of a camera device to the Video Input
Module.

Revision 10: Dec 20, 2010 2-29
SECTION 2
PRIMUS APEX – XM SAT WEATHER

The XM Weather System does not work in PDC mode (STBY bus). Even though the
layers can be selected, no data will be transmitted until the aircraft is powered by the
batteries (or external power or the engine) and re-selection of the required XM layers is
performed.
PRIMUS APEX – WEATHER RADAR
LY
When the weather radar system is operated while the aircraft is on the ground, direct the
N
nose of the aircraft so that the antenna scan sector is free of large metallic objects, such
O
as hangars or other aircraft for a minimum distance of 100 feet (30 meters), and tilt the
S
antenna fully upwards.
SE
PO
Do not operate the weather radar system during aircraft refueling or during refueling
operations within 100 feet (30 meters).
R
PU
Do not operate the weather radar system when personnel are standing within 33 feet (10
meters) of the 270° forward sector of the aircraft.
N
IO
AT
PRIMUS APEX – INAV MAP

IZ
R
The INAV topographical map shall not be used for navigation. The display of airspaces
IA
shall not be used as the sole means of reference.

IL
M
PRIMUS APEX – VERTICAL SITUATION DISPLAY

FA
D
The Vertical Situation Display provides situational awareness only and shall not be used
AN
for navigation purposes.

AL
OTHER LIMITATIONS
ER
PASSENGER SEAT LAP BELT EXTENSION

EN
The lap belt extension Part No. 959.30.01.590 (used with restraint system Part No.
G
959.30.01.259) can be used on standard passenger seats Part Nos. 525.22.12.011/012.

It’s use is limited to those who need it and it shall be handed out by the pilot on a case by
R
FO
case basis before flight. The lap belt extension must not be used for strapping small
children sitting on a person’s lap.
ALL PASSENGER SEATS

For take-off and landing the seat lap and shoulder belts must be fastened, the lap belt
tightened, and the seat headrest positioned to support the head.

2-30 Revision 13: June 01, 2014
SECTION 2
LUGGAGE LIMITATIONS
The luggage area maximum load is given in the following table. The load is dependent on
the aircraft interior configuration and the Part No. of the luggage net installed.
Interior
525.25.12.043
Configuration
LY
STD-9S 265 lb (120 kg)
N
EX-6S-STD-2S 265 lb (120 kg)
O
EX-4S-STD-4S 265 lb (120 kg)
S
SE
EX-6S-2 400 lb (180 kg)
PO
EX-8S 400 lb (180 kg)
R
PU
A Luggage Net must be installed at Frame 34 when luggage is stowed.
The luggage area maximum load is 500 lb (225 kg) with an extendable luggage net
N
installed. The extendable luggage net Part No. 525.25.12.026 and/or any luggage may
IO
not extend in front of frame 32. If the extendable luggage net is used without a three seat
AT
bench installed, there must be a clear area in front of the net as follows:
IZ
- at least 280 mm forward of frame 32, when the net floor attachments are
R
placed at frame 32 (the most forward position of the net)

IA
IL
- at least 340 mm forward of frame 34, when the net floor attachments are
M
placed at frame 34
FA
CARGO LIMITATIONS
D
AN
Maximum Freight Load 3300 lbs (1500 kg)

AL
Cargo must be arranged to permit free access to the left hand cabin door and the right
ER
hand emergency overwing exit. No cargo must be placed on the seats.

EN
All cargo must be secured by approved Cargo Restraints as described in Section 6. Tie
Down Straps with a breaking strength of at least 1800 lb per strap must be used.
G
All Cargo/Containers must be located against a Retaining Bar secured laterally to the
seat rails.
R
FO
Items up to a total weight of 66 lb (30 kg) can be stowed in the cabin area without being
strapped down providing a Cargo Net is installed in front of the items.
Cargo Nets may only be installed on the attachments at Frames 24 and 27.
No passengers must be seated rearward of a Cargo Net.
If an extendable baggage net is used the tie down fittings and the cargo strap fittings
must have a minimum space of 5 inches between the fittings.

Revision 10: Dec 20, 2010 2-31
SECTION 2
STRUCTURAL LIMITATIONS
Refer to Chapter 4 of the PC-12/47E Aircraft Maintenance Manual, Pilatus Report

Number 02300.
SMOKING
Smoking is not permitted in the cabin of aircraft equipped with a standard interior unless
LY
ashtrays are installed.
N
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2-32 Revision 10: Dec 20, 2010
SECTION 2
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Revision 10: Dec 20, 2010 2-33
SECTION 2
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2-34 Revision 10: Dec 20, 2010
SECTION 2
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Revision 10: Dec 20, 2010 2-35
SECTION 2
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SECTION 2
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SECTION 2
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2-38 Revision 13: June 01, 2014
SECTION 2
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Revision 10: Dec 20, 2010 2-39
SECTION 2
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2-40 Revision 13: June 01, 2014
SECTION 2
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Revision 10: Dec 20, 2010 2-41
SECTION 2
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2-54 Revision 13: June 01, 2014
SECTION 3
PC-12/47E EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
LY
CONTENTS
N
O
S
SE
Paragraph Subject Page
PO
EMERGENCY PROCEDURES 3-1
R
PU
3.1 GENERAL 3-1
N
IO
3.1.1 CREW ALERTING SYSTEM 3-2
3.1.2 FLIGHT ALERTING SYSTEM 3-2
AT
3.1.3 FAS MESSAGES AND ACTIONS 3-3

IZ
3.2 AIRSPEEDS FOR EMERGENCY OPERATIONS 3-4

R
IA
3.3 REJECTED TAKEOFF 3-6

IL
M
3.4 ENGINE FAILURE 3-7

FA
3.4.1 ENGINE FAILURE BEFORE ROTATION 3-7

D
3.4.2 ENGINE FAILURE AFTER ROTATION - LANDING GEAR 3-7

AN
DOWN
3.4.3 ENGINE FAILURE AFTER ROTATION - LANDING GEAR 3-8
AL
UP
3.4.4 ENGINE FAILURE IN FLIGHT – PARTIAL POWER LOSS 3-8
ER
3.4.5 ENGINE FAILURE IN FLIGHT –TOTAL POWER LOSS 3-10

EN
3.5 AIR START 3-11

G
3.5.1 AIR START ENVELOPE 3-11

R
3.5.2 AIR START - WITH STARTER 3-12

FO
3.6 ENGINE EMERGENCIES 3-13

3.6.1 PROPELLER - LOW PITCH 3-13
3.6.2 ENGINE - NP 3-13
3.6.3 ENGINE - NG 3-14
3.6.4 ENGINE - TORQUE 3-15
3.6.5 ENGINE - ITT 3-15
3.6.6 ENGINE OIL PRESSURE 3-16
3.6.7 ENGINE OIL TEMPERATURE 3-16
3.6.8 ENGINE STARTER ENGAGED 3-17
3.6.9 ENGINE OIL LEVEL ON GROUND 3-18
Revision 12: December 01, 2012 3-i
SECTION 3
PC-12/47E
3.6.10 ENGINE OIL CHIP 3-18

3.6.11 ENGINE OIL DEBRIS 3-19
3.7 FIRE, SMOKE OR FUMES 3-20

3.7.1 FIRE DETECT 3-20
3.7.2 ENGINE FIRE 3-20
3.7.3 COCKPIT/CABIN FIRE, SMOKE, FUMES AND SMOKE 3-22
LY
EVACUATION
N
O
3.8 EMERGENCY DESCENT 3-24
S
3.8.1 GENERAL 3-24
SE
3.8.2 MAXIMUM RANGE DESCENT - AFTER ENGINE FAIL 3-25
3.8.3 MAXIMUM RATE DESCENT 3-26
PO
R
3.9 EMERGENCY LANDING 3-29
PU
3.9.1 GLIDE DISTANCE AND SPEED 3-29
3.9.2 FORCED LANDING (ENGINE CUT-OFF/FEATHER) 3-29
3.9.3
N
LANDING WITH MAIN LANDING GEAR UNLOCKED 3-30
IO
3.9.4 LANDING WITH NOSE LANDING GEAR UNLOCKED 3-31
AT
3.9.5 LANDING WITH GEAR UP 3-31

3.9.6 LANDING WITHOUT ELEVATOR CONTROL 3-32
IZ
3.9.7 LANDING WITH IMMOBILIZED HORIZONTAL 3-33

R
STABILIZER
IA
3.9.8 LANDING WITHOUT FLAPS 3-33

IL
3.9.9 DITCHING 3-34

M
FA
3.10 LANDING GEAR / HYDRAULIC SYSTEM FAILURE 3-35

3.10.1 LANDING GEAR FAILS TO RETRACT 3-35
D
3.10.2 HYDRAULIC SYSTEM FAILURE 3-35

AN
3.10.3 EMERGENCY EXTENSION 3-36

AL
3.11 FLAPS FAILURE 3-37

ER
3.12 STICK PUSHER FAILURE 3-39

EN
3.13 INADVERTENT PUSHER/SHAKER OPERATION 3-40

G
3.13.1 PUSHER 3-40

R
FO
3.13.2 SHAKER 3-41
3.14 ELECTRICAL TRIM 3-42
3.14.1 PITCH TRIM RUNAWAY 3-42

3.14.2 TRIM RUNAWAY 3-42
3.14.3 NO MAIN STABILIZER TRIM 3-43

3-ii Revision 11: Dec 20, 2011
SECTION 3
3.14.4 NO STABILIZER TRIM, MAIN OR ALTERNATE 3-43
3.15 ELECTRICAL SYSTEM FAILURES 3-44

3.15.1 ESSENTIAL BUS 3-44
3.15.2 AVIONICS 1 BUS 3-44
3.15.3 MAIN BUS 3-45
3.15.4 GENERATOR 1 BUS 3-46
LY
3.15.5 GENERATOR 2 BUS 3-47
N
3.15.6 AVIONICS 2 BUS 3-47
O
3.15.7 STANDBY BUS 3-48
3.15.8 NON ESSENTIAL BUS 3-48
S
3.15.9 BUS TIE 3-49
SE
3.15.10 GENERATORS 3-49
PO
3.15.11 GENERATOR 1 OFF 3-51
3.15.12 GENERATOR 1 VOLTS 3-52
R
3.15.13 GENERATOR 2 OFF 3-53
PU
3.15.14 GENERATOR 2 VOLTS 3-54
3.15.15 BATTERY 1 OR BATTERY 2 OR BATTERY 1 + 2 HOT 3-55
N
3.15.16 BATTERY 1 OR 2 IO 3-56
3.15.17 BATTERY 1 OR 2 OFF 3-56
3.15.18 EXTERNAL POWER 3-56
AT
IZ
3.16 FUEL SYSTEM 3-57

R
3.16.1 FUEL PRESSURE LOW 3-57

IA
3.16.2 FUEL QUANTITY LOW 3-58

IL
3.16.3 FUEL BALANCING 3-59

M
3.16.4 SUSPECTED FUEL LEAK 3-60

FA
3.16.5 LOSS OF ANALOGUE FUEL QUANTITY INDICATION 3-61

3.16.6 LOSS OF DIGITAL FUEL QUANTITY INDICATION 3-62
D
3.16.7 FUEL PUMP FAILURE 3-63

AN
3.17 CABIN ENVIRONMENT FAILURES 3-64

AL
3.17.1 CABIN PRESSURE WARNING 3-64

ER
3.17.2 CABIN PRESSURE CAUTION 3-64

3.17.3 CABIN ALTITUDE 3-66
EN
3.17.4 ACS LOW INFLOW 3-66

3.17.5 CPCS FAULT 3-67
G
3.17.6 ECS FAULT 3-69

R
3.17.7 UNCONTROLLED CABIN PRESSURE 3-70

FO
3.18 DEICE SYSTEMS 3-71

3.18.1 PROPELLER DEICE FAILURE IN ICING CONDITIONS 3-71
3.18.2 BOOT DEICE FAILURE IN ICING CONDITIONS 3-72
3.18.3 INERTIAL SEPARATOR FAILURE 3-73
3.18.4 WINDSHIELD DEICE FAILURE IN ICING CONDITIONS 3-75
3.18.5 PROBES OFF 3-75

Revision 12: December 01, 2012 3-iii
SECTION 3
PC-12/47E
3.18.6 AOA PROBE DEICE FAILURE IN ICING CONDITIONS 3-76

3.18.7 PITOT PROBE DEICE FAILURE IN ICING 3-77
CONDITIONS
3.18.8 STATIC PROBE DEICE FAILURE IN ICING 3-78
CONDITIONS
3.18.9 PUSHER ICE MODE FAILURE IN ICING CONDITIONS 3-79
LY
3.19 PASSENGER AND CARGO DOOR 3-80
N
3.20 CRACKED WINDOW IN FLIGHT 3-81
O
S
3.21 WHEEL BRAKE FAILURE 3-81
SE
3.22 APEX FAILURES 3-82
PO
3.22.1 DISPLAYS 3-82
R
3.22.2 PFD INVALID DATA ALERTS 3-87
PU
3.22.3 PFD MISCOMPARISON ALERTS 3-88
3.22.4 APEX MISCELLANEOUS – ON GROUND ONLY 3-92
3.22.5 MAU FAILURES
N 3-92
IO
3.22.6 AIR/GROUND FAILURE 3-93
AT
3.22.7 AURAL WARNING FAILURE 3-93

3.22.8 DME FAILURE 3-94
IZ
3.22.9 RAD ALT FAILURE 3-94

R
3.22.10 ADC FAILURES 3-95

IA
3.22.11 AHRS FAILURES 3-98

IL
3.22.12 FLT CTLR 3-100

M
3.22.13 FMS-GPS 3-100

FA
3.22.14 UNABLE FMS-GPS MONITOR 3-102

3.22.15 MULTI MODE RADIO TRANSCEIVER FAILURES 3-104
D
3.22.16 MULTI MODE RADIO TRANSCEIVER OVERHEAT 3-105

AN
3.22.17 TRANSPONDER FAILURES 3-106

3.22.18 AVIONICS STANDARD COMMUNICATIONS BUS 3-107
AL
FAILURE
3.22.19 AUTOMATIC FLIGHT CONTROL SYSTEM FAILURES 3-108
ER
3.22.20 HSI TRK 3-110

3.22.21 CAS MISCOMPARE 3-111
EN
G
ABNORMAL PROCEDURES 3A-1

R
FO
3A.1 GENERAL 3A-1

3A.2 CAS ADVISORIES 3A-1
3A.3 CAS STATUS 3A-6

3-iv Revision 13: June 01, 2014
SECTION 3
3.1 GENERAL
The recommended action to be taken in case of failure or in emergency situations
are contained in this section. Some situations require rapid action, leaving little
time to consult the emergency procedures. Prior knowledge of these procedures
and a good understanding of the aircraft system is a prerequisite for safe aircraft
handling.
LY
KNOW YOUR AIRCRAFT AND BE THOROUGHLY FAMILIAR WITH
IMPORTANT EMERGENCY PROCEDURES.
N
O
The emergency procedures use the terms “ Land as soon as possible” and “Land
as soon as practical”. For the purpose of these procedures the meanings are as
S
SE
follows:
 Land as soon as possible – Land without delay at the nearest airport where
PO
a safe approach and landing is reasonably assured
R
 Land as soon as practical – Landing airport and duration of flight are at the
PU
discretion of the pilot. Extended flight beyond the nearest suitable airport is
not recommended
N
Emergency procedures alone cannot protect against all situations. Good
IO
airmanship must be used in conjunction with the emergency procedures to
AT
manage the emergency. It is good practice during the emergency procedures,

where CAS messages are given, to check the circuit breaker panels to ensure
IZ
there are no open circuit breakers related to the CAS annunciation.

R
IA
If not detailed otherwise in the procedures, circuit breakers on the Essential Bus
which trip in flight, one attempt only is allowed to reset the circuit breaker if the
IL
pilot in command determines that the system/equipment is needed for safe

M
completion of that flight. The open circuit breaker can be reset after at least one
FA
minute has elapsed since the circuit breaker trip and if there is no remaining
smoke or burning smell.
D
AN
If an emergency procedure requires a circuit breaker to be reset, this means to

open (pull out) the circuit breaker, wait for approx. 2 seconds and then close
AL
(push in) the circuit breaker. If a circuit breaker is found open, reset means close
the circuit breaker.
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 3-1
SECTION 3
PC-12/47E
3.1.1 CREW ALERTING SYSTEM

The Crew Alerting System (CAS) gives:
RED Warning messages which require immediate corrective action by
the pilot.
AMBER Caution messages which requires the pilots attention but not an
immediate action.
LY
CYAN Advisory messages which indicate a system condition, which
requires pilot awareness and may require action.
N
WHITE Status messages which are only shown on the ground and
O
indicate a maintenance action is required.
S
SE
Whenever a red or amber message illuminates on the Systems Multi
Function Display (MFD), the MASTER WARNING or CAUTION lamp will
PO
illuminate.
A triple chime will sound, a voice callout will be given with some red
R
annunciations in place of the triple chime. A single chime will sound with
PU
all amber messages.
N
CAS warnings and cautions will remain illuminated as long as the
IO
initiating condition exists. The MASTER WARNING and CAUTION lamps
AT
should be pressed to reset them for further failures once the failure is
identified.
IZ
R
3.1.2 FLIGHT ALERTING SYSTEM

IA
IL
Flight Alerting System (FAS) messages are given when necessary on the
M
pilot’s PFD to warn of a condition that requires immediate action from the
FA
pilot. FAS messages are directly related to the operation of the aircraft.
All the FAS messages are accompanied by a voice callout and can only
D
be cancelled by correcting the aircraft condition.

AN
AL
ER
EN
G
R
FO

3-2 Revision 10: Dec 20, 2010
SECTION 3
3.1.3 FAS MESSAGES AND ACTIONS
FAS AURAL REQUIRED ACTION

MESSAGE MESSAGE
TEXT
STALL Stall Reduce AOA
GEAR Gear Extend Landing Gear
LY
CAB PRESS Cabin Check Systems MFD ENVIRONMENT
N
(on ground window,
O
only) if shows ∆P ≥ 0.072 psi:
CPCS CABIN PRESSURE switch
S
SE
DUMP
PO
NO TAKEOFF No Takeoff Check aircraft configuration is correct for
Takeoff:
R
Flaps Set 15° or 30°
PU
CL Set Flight Idle
Aileron, Rudder,
N
Stabilizer Trim
IO Set green range
OVERSPEED Speed Reduce airspeed
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 3-3
SECTION 3
PC-12/47E
3.2 AIRSPEEDS FOR EMERGENCY OPERATIONS
All airspeeds shown are with airplane in clean configuration under ISA conditions.
A. Operating Maneuvering Speed (VO):
10450 lb (4740 kg) 166 KIAS

9921 lb (4500 kg) 161 KIAS
LY
9480 lb (4300 kg) 158 KIAS
N
9039 lb (4100 kg) 154 KIAS
O
8380lb (3800 kg) 148 KIAS
S
SE
7940 lb (3600 kg) 144 KIAS
PO
7500 lb (3400 kg) 140 KIAS
R
7060 lb (3200 kg) 136 KIAS
PU
6610 lb (3000 kg) 132 KIAS
6170 lb (2800 kg)
N
127 KIAS
IO
5730 lb (2600 kg) 123 KIAS
AT
IZ
B. Best Glide (Propeller feathered):

R
IA
10450 lb (4740 kg) 119 KIAS

IL
9920 lb (4500 kg) 116 KIAS

M
9040 lb (4100 kg) 110 KIAS

FA
8160 lb (3700 kg) 105 KIAS

D
AN
7280 lb (3300 kg) 99 KIAS

6400 lb (2900 kg) 93 KIAS
AL
ER
C. Landing Approach Speeds with ice accretion on the airframe:

EN
After failure of: Minimum Approach Speed:

G
Pneumatic Deice Boots 137 KIAS

R
FO
(flap position limit 0°)

AOA Probe Deice 110 KIAS
and/or
Pitot and Static Probe Deice 110 KIAS
and/or
Pusher Ice Mode 110 KIAS

SECTION 3
D. Balked Landing (Go Around)

After failure of:
Pneumatic Deice Boots
(TO/Pwr, flaps 0° 137 KIAS
Pusher Ice Mode)
LY
E. For APEX software Build 8 and higher, the Angle of Attack Fast/Slow
N
indicator is replaced by the Dynamic Speed Bug on the Airspeed Tape.
Therefore the term “AOA centered” used in this chapter refers to the
O
speed represented by the Dynamic Speed Bug (1.3 V STALL).
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-5
SECTION 3
PC-12/47E
3.3 REJECTED TAKEOFF (Not engine related)

1. PCL Idle
2. Reverse As required
3. Braking As required
LY
CAUTION
N
MSN 1231 & UP. IF ANY FURTHER TAXIING IS
O
REQUIRED SOFT BRAKE PEDALS AND/OR WHEEL
S
FUSIBLE PLUGS RELEASE MAY OCCUR, DUE TO
SE
OVERHEATING.
PO
If the aircraft cannot be stopped on the remaining runway:
R
PU
4. PCL Idle
5. CONDITION LEVER
N
CUT-OFF/FEATHER
IO
AT
6. FUEL EMERG shut off Press latch down and pull lever
up
IZ
R
7. MASTER POWER switch EMERGENCY OFF

IA
IL
After the aircraft has stopped:

M
FA
8. Aircraft Evacuate
D
CAUTION
AN
AL
A REJECTED TAKEOFF MAY CAUSE OVERHEATING

OF WHEEL AND BRAKE ASSEMBLY COMPONENTS.
ER
THE MAIN WHEELS AND BRAKES SHOULD BE

EN
INSPECTED FOR DAMAGE IN ACCORDANCE WITH

THE RESPECTIVE COMPONENT MANUALS BEFORE
G
THE NEXT FLIGHT.

R
FO
END

3-6 Revision 11: Dec 20, 2011
SECTION 3
3.4 ENGINE FAILURE
3.4.1 ENGINE FAILURE BEFORE ROTATION
1. PCL Idle
If runway overrun or collision is likely, then:
LY
N
3. CONDITION LEVER CUT-OFF/FEATHER
O
S
SE
up
PO
R
PU
N
IO
END
AT
3.4.2 ENGINE FAILURE AFTER ROTATION - LANDING GEAR DOWN

IZ
R
A. If total power loss:

IA
IL
If altitude is not sufficient to select a runway or field:

M
1. Aircraft Land straight ahead,

FA
turning only to avoid

obstructions (maximum
D
recommended bank angle

AN
2. Flaps 30° L/R)

40°
AL
3. Final Approach Speed 88 KIAS. AOA centered

for 10450 lb (4740 kg)
ER
4. PCL Idle
EN

G
6. FUEL EMERG shut off Press latch down and pull

R
lever up
FO
After touch down:

After the aircraft has stopped
B. If partial power loss refer to 3.4.4
END

Revision 11: Dec 20, 2011 3-7
SECTION 3
PC-12/47E
3.4.3 ENGINE FAILURE AFTER ROTATION - LANDING GEAR UP
A. If total power loss:
1. Landing Gear Down, if landing site allows,
otherwise keep landing gear up
2. Flaps 40°
3. Final Approach Speed 101 KIAS Flaps 15°
for 10450 lb (4740 kg) 91 KIAS Flaps 30°
LY
88 KIAS Flaps 40°
N
O
4 PCL Idle
S
SE
PO
up
R
After touch down:
PU
N
After the aircraft has stopped: IO
AT
B. If partial power loss refer to 3.4.4.

IZ
R
END
IA
IL
3.4.4 ENGINE FAILURE IN FLIGHT - PARTIAL POWER LOSS

M
Indications: Un-commanded engine power reduction.

FA
No response to PCL movement.

D
AN
NOTE
Below NG 58% the ACS will go off. At approx NG 35%
AL
both generators will go off-line.

ER
1. PCL Idle
EN
2. Manual Override Lever Pull upwards and move slowly

G
forward until engine responds,

wait and let engine stabilize
R
FO
If engine compressor stalls and/or ITT exceeded:

3. Manual Override Lever Retard and move very slowly
forward
If Ng falls below 50%:
4. Starter Push momentarily

3-8 Revision 11: Dec 20, 2011
SECTION 3
NOTE
When the starter is engaged both generators will go off-
line and Main, AV2, Non Ess, Cabin, GEN 1 and GEN 2
busses go off. Upper MFD and copilots PFD will go
blank. 7.5 seconds after NG is > 50% both generators will
automatically come on-line and the ACS will come on at
NG > 62%.
5. Manual Override Lever Move forward to required power
LY
(NG > 80%)
N
O
6. Aircraft Land as soon as practical
S
SE
CAUTION
PO
WHEN MOR IS IN OPERATION, DO NOT PERMIT NG
TO FALL BELOW 75% AND OBSERVE ENGINE
R
LIMITATIONS.
PU
In descent and until touch down:
N
IO
7. Manual Override Lever Maintain at least 75% Ng
AT
IZ
WARNING
R
IA
DEPENDING ON AIRFIELD CONDITIONS AND

AIRCRAFT WEIGHT AND CONFIGURATION, THE
IL
AVAILABLE POWER MIGHT NOT BE SUFFICIENT TO

M
ENSURE A GO AROUND.
FA
After touch down:

D
AN

AL
WARNING
ER
DO NOT MOVE PCL AFT OF IDLE DETENT.

EN
TOTAL LANDING DISTANCE IS INCREASED BY A

G
FACTOR OF 2.
R
FO
CAUTION
DO NOT USE MOR ON GROUND FOR TAXIING.
NOTE
For complete MOR description and operation refer to
Section 7 Manual Override Lever.
END

Revision 11: Dec 20, 2011 3-9
SECTION 3
PC-12/47E
3.4.5 ENGINE FAILURE IN FLIGHT – TOTAL POWER LOSS
1. Autopilot Use SPD (best glide speed and HDG/T

or NAV mode
Best glide (propeller feathered):
10,450 lb (4740 kg) 119 KIAS
9,920 lb (4500 kg) 116 KIAS
LY
9,040 lb (4100 kg) 110 KIAS
N
O
8,160 lb (3700 kg) 105 KIAS
S
SE
7,280 lb (3300 kg) 99 KIAS
PO
6,400 lb (2900 kg) 93 KIAS
R
2. PCL Idle
PU
N
IO
4. Aircraft Proceed to nearest airfield or landing
AT
site avoiding high terrain

IZ
5. Remaining fuel Check

R
IA
6. Aircraft Carry out Air Start (refer to 3.5)

IL
M
If cabin altitude is above 10,000 ft:

FA
7. Aircraft Make an Emergency Descent (refer to

Sect. 3.8)
D
AN
If engine air start is not successful:

AL
8. Aircraft Make a forced Landing (refer to 3.9.2)

ER
END
EN
G
R
FO

SECTION 3
3.5 AIR START
3.5.1 AIR START ENVELOPE
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 3-1. Relight Envelope

Revision 11: Dec 20, 2011 3-11
SECTION 3
PC-12/47E
3.5.2 AIR START - WITH STARTER
WARNING
DO NOT ATTEMPT MORE THAN ONE AIR START.

REPEATED AIR START ATTEMPTS COULD
DISCHARGE THE BATTERY TO A LEVEL THAT
WOULD NOT BE ABLE TO SUPPORT ESSENTIAL
LY
ELECTRICAL SERVICES.
N
O
1. PCL Idle
S
SE
PO
3. FUEL EMERG shut off Full in
R
4. BAT 1 and BAT 2 switches ON
PU
5. Air start envelope Check
N
IO
6. IGNITION ON
AT
7. STARTER Push momentarily

IZ
R
8. CONDITION LEVER (NG FLIGHT IDLE

IA
>13%)
IL
M
9. ITT and Ng Monitor

FA
When engine has relit NG >60%:

D
AN
10. IGNITION AUTO

AL
11. FUEL PUMPS AUTO

ER
12. GEN 1 and 2 Check volts and amps

EN
13. Electrical Equipment As required

G
If air start is unsuccessful:

R
FO
14. Aircraft Make a Forced Landing (refer to.

3.9.2)
END

3-12 Revision 11: Dec 20, 2011
SECTION 3
3.6 ENGINE EMERGENCIES
3.6.1 PROPELLER - LOW PITCH
Indication: CAS warning - Propeller Low Pitch and voice callout

“Propeller Low Pitch”
1. PCL Ensure forward of idle detent.
LY
If it is not possible to maintain speed and height:
N
O
S
SE
3. Aircraft Emergency Descent (Sect. 3.8) and
landing (Sect. 3.9) procedures
PO
R
END
PU
3.6.2 ENGINE - NP
N
IO
Indication: CAS warning or caution - Engine NP
AT
A. ON GROUND IMMEDIATELY AFTER ENGINE START

IZ
R
1. NP Check NP RPM indication

IA
If propeller RPM is below 950:

IL
2. Select as convenient
M
either:
FA
CONDITION LEVER FLIGHT IDLE

D
or
AN
ELECTRICAL HEAT/COOL INHIBIT

or
ACS BLEED AIR INHIBIT
AL
or
ER
PCL Retard aft of idle detent until NP is

above 950 rpm
EN
B. ON GROUND
G

R

FO
2. PCL Retard aft of idle detent or increase

power until NP is above 950 rpm
If propeller RPM is above 1760:

3. PCL Reduce power

Revision 11: Dec 20, 2011 3-13
SECTION 3
PC-12/47E
C. IN FLIGHT
2. PCL Increase power
3. Aircraft speed Increase
If propeller RPM is above 1760:
4. PCL Reduce power
LY
5. Aircraft speed Reduce
N
O
If NP remains between 1760 and 1870 RPM
S
6. Aircraft Continue flight, at low aircraft
SE
speed, using minimum possible
PO
power.
If NP is above 1870 RPM:
R
PU
7. PCL Reduce power (to idle if necessary)
8. Aircraft speed N
Reduce to 120 KIAS or below
IO
AT
9. Aircraft Land as soon as possible, using

IZ
minimum power. If possible always

R
retain glide capability, to the

IA
selected landing airfield, in case of

IL
total propeller failure

M
FA
END
3.6.3 ENGINE NG
D
AN
Indication: CAS warning or caution - Engine NG

AL
1. NG Check NG % indication
ER
If NG is above 103.5%:
EN
2. PCL Reduce power

G
If NG is above 104%:
R
FO
3. PCL Reduce power
4. Aircraft speed Reduce to 120 KIAS or below

total engine failure

3-14 Revision 11: Dec 20, 2011
SECTION 3
If NG is below 60%:
A. ON GROUND IMMEDIATELY AFTER ENGINE START
1. Select as convenient
either
CONDITION LEVER FLIGHT IDLE
or
ELECTRICAL HEAT/COOL INHIBIT
LY
or
ACS BLEED AIR INHIBIT
N
O
B. IN FLIGHT
S
SE
2. Aircraft speed Increase
PO
If engine does not respond to PCL inputs:
R
PU
3. Aircraft Carry out Engine Failure in Flight –
Partial Power Loss procedure (Sect.
N
3.4.4)
IO
END
AT
3.6.4 ENGINE TORQUE

IZ
R
Indication: CAS warning or caution - Engine Torque

IA
1. TORQUE Check torque indication

IL
M
If torque above 44.3 psi

FA
2. PCL Reduce power

If torque warning remains:
D
AN

AL
retain glide capability, to the selected

landing airfield, in case of total engine
ER
failure
EN
END
G
3.6.5 ENGINE ITT

R
FO
Indication: CAS warning or caution - Engine ITT
1. ITT Check ITT indication

If ITT above 850° C:
2. PCL Reduce power

Revision 11: Dec 20, 2011 3-15
SECTION 3
PC-12/47E
If ITT warning remains:
total engine failure
END
LY
3.6.6 ENGINE OIL PRESSURE
N
Indication: CAS warning or caution - Engine Oil Press
O
S
1. Oil Check OIL P PSI indication
SE
If oil pressure warning is confirmed:
PO
R
2. NG Check NG above 72 %
PU
3. Torque Reduce to below 24 PSI
N
If oil pressure warning remains: IO
AT
minimum power. If possible

always retain glide capability, to
IZ
the selected landing airfield, in

R
case of total engine failure

IA
IL
M
END
FA
D
3.6.7 ENGINE OIL TEMPERATURE

AN
Indication: CAS warning or caution - Engine Oil Temp

AL
A. ON GROUND
ER
1. Oil Check OIL T °C indication

EN
If oil temperature is high:

2. Aircraft Position into wind
G
3. CONDITION LEVER FLIGHT IDLE

R
FO

If oil temperature does not return to normal:
5. ELECTRICAL HEAT/COOL INHIBIT

switch
If Engine Oil Temp warning remains:
6. Engine Shut down engine.

Maintenance required.
3-16 Revision 11: Dec 20, 2011
SECTION 3
If oil temperature is low (below -40°C):
1. Engine Do not start. Preheating is

required.
If oil temperature is -40°C or above
2. PCL Use low power settings until oil
temperature is above 10°C.
LY
B. IN FLIGHT
N
O
1. Oil Check OIL T °C indication
S
If oil temperature is high:
SE
PO
2. PCL Reduce power
R
If oil temperature does not return to normal:
PU
3. Landing gear Extend
N
IO
If Engine Oil Temp warning remains:
AT
4. Aircraft Land as soon as practical.

IZ
After landing:
R
IA
5. Engine Shut down engine. Maintenance

IL
required.
M
END
FA
D
3.6.8 ENGINE STARTER ENGAGED

AN
AL
Indication: CAS warning - Starter Engaged

ER
A. ON GROUND (during an engine start)

EN

G
2. START INTERRUPT switch Push

R
FO
3. BAT 1 and BAT 2 switches OFF
4. EXT PWR (if available) OFF
5. Aircraft Maintenance action required

Revision 11: Dec 20, 2011 3-17
SECTION 3
PC-12/47E
B. IN FLIGHT (following an air start):
1 BUS TIE circuit breaker Pull

(Electrical Power
Management panel)
2 STARTER circuit breaker Pull
(Essential Bus LL1)
3 GEN 1 and GEN 2 switches OFF
LY
If Starter Engaged warning extinguished:
N
O
4 GEN 1 and GEN 2 switches RESET then ON
S
SE
5 BUS TIE circuit breaker Reset
(Electrical Power
PO
Management panel)
R
If Starter Engaged warning remains:
PU
6 BAT 2 switch OFF
N
IO
7 GEN 1 switch RESET then ON
AT
8 BAT 1 switch Check, ON

IZ
R
NOTE
IA
IL
The CAS Starter Engaged warning will remain on.

M
FA
END
D
3.6.9 ENGINE OIL LEVEL ON GROUND

AN
Indication: CAS warning - Engine Oil Level

AL
Condition: Low engine oil level on ground.

ER
EN
1. Do not start engine Maintenance required.

G
2. Engine Fill engine with an approved oil

R
FO
END
3.6.10 ENGINE OIL CHIP

Indication: CAS caution - Engine Chip
A. ON GROUND: Before engine start:
1. Do not start engine. Maintenance required.

3-18 Revision 11: Dec 20, 2011
SECTION 3
B. ON GROUND: After engine start or after landing:
1 Aircraft Return to parking area.
2 Engine Shut down engine.
Maintenance required:
3 Engine Inspect chip detectors

and engine, as
LY
required.
N
C. IN FLIGHT
O
S
1 Aircraft Check and monitor
SE
engine parameters.
PO
2 PCL Reduce power to
minimum required for
R
safe flight.
PU
3 Aircraft Land as soon as
N practical
IO
After landing, maintenance required:
AT
4 Engine Inspect chip detectors

IZ
and engine, as
R
required.
IA
IL
END
M
3.6.11 ENGINE OIL DEBRIS

FA
D
(If ODM is installed, MSN 545, 1001-1100 Pre SB 79-007)

AN
Indication: CAS caution - Engine Oil Debris

AL
1 Engine Check and monitor

engine parameters.
ER
2 PCL Reduce power to

EN
minimum required for

safe flight.
G
R
3 Aircraft Land as soon as practical

FO
After landing, maintenance required:
4 Engine Inspect engine (P&WC

EMM) and reset chip
counter.
END

Revision 11: Dec 20, 2011 3-19
SECTION 3
PC-12/47E
3.7 FIRE, SMOKE OR FUMES
3.7.1 FIRE DETECT
Indication: CAS caution – Fire Detector
Condition: A fault in the Fire detection system has occurred.
A. ON GROUND
LY
1. Engine Do not start engine, shut down
engine.
N
O
2. Engine Maintenance action
S
required.
SE
B. IN FLIGHT
PO
1. Engine Check indications
R
PU
END
N
IO
3.7.2 ENGINE FIRE
AT
Indication: CAS warning - Engine Fire and voice callout “Fire”.

IZ
Possible smoke and/or fumes.

R
A. ON GROUND
IA
IL
1. PCL Idle
M
FA

D
3. ACS EMER shut off Pull

AN
4. FUEL EMER shut off Press latch down and pull lever
AL
up
ER
5. Radio Emergency call

EN
6. MASTER POWER switch OFF

G
7. Parking brake OFF (if possible)

R
FO
9. Fire Extinguish
B. IN FLIGHT
1. Engine Power Reduce to minimum acceptable

according to flight situation.

3-20 Revision 11: Dec 20, 2011
SECTION 3
3. Crew oxygen masks and ON

smoke goggles (if
equipped)
Procedure to don the crew oxygen masks
a. Remove the normal headset.
b. Put the oxygen mask on.
c. Put the smoke goggles on.
d. Put the normal headset back on.
LY
e. Set MIC SELECT switch on the rear left panel to MASK.
N
4. Crew Oxygen 100%
O
If smoke goggles worn
S
SE
a. Vent valve OPEN
PO
5. PASSENGER OXYGEN ON
R
selector
PU
6. Main OXYGEN lever Confirm ON
7. Systems MFD PAX OXY N Confirm on
IO
advisory
AT
8. Passengers Instruct to don masks

IZ
9. Aircraft Check fire

R
IA
If confirmed that fire exists:

IL
M
a. FUEL EMER shut off Press latch down and pull lever up
FA
b. CONDITION LEVER CUT-OFF/FEATHER

If smoke evacuation is required:
D
a. ACS EMERG shut off PULL

AN
AL
b. CABIN PRESSURE DUMP

switch
ER
When cabin differential pressure is zero:

EN
c. DV window Open
G
d. FANS VENT switch LOW

R
10. Aircraft Carry out Emergency Descent

FO
(Sect. 3.8) and/or Emergency

Landing (Sect. 3.9) procedures
END

Revision 11: Dec 20, 2011 3-21
SECTION 3
PC-12/47E
3.7.3 COCKPIT/CABIN FIRE, SMOKE OR FUMES, SMOKE EVACUATION
1. Crew oxygen masks and smoke ON

goggles (if equipped)
Procedure to don the crew oxygen masks
LY
N
O
2. Crew Oxygen 100%
S
If smoke goggles worn
SE
a. Vent valve OPEN
PO
3. PASSENGER OXYGEN selector ON
R
PU
5. Systems MFD PAX OXY advisory Confirm on
6. Passengers
NInstruct to don masks
IO
7. Aircraft Initiate descent to below
AT
10,000 ft or to minimum
safe altitude if higher
IZ
R
8. Aircraft Proceed to nearest

IA
Airfield
If smoke evacuation is required:
IL
M
a. ACS EMER shut off Pull

FA
b. CABIN PRESSURE switch DUMP

When cabin pressure differential is zero:
D
AN
c. DV window Open
d. VENT FANS LOW
AL
9. Fire Extinguisher Use if required

ER
As soon as time permits and source is known electrical:

EN
10. Associated electrical equipment Off (circuit breakers)

G
R
FO

3-22 Revision 11: Dec 20, 2011
SECTION 3
WARNING
DO NOT PULL THE FOLLOWING CIRCUIT BREAKERS

ASSOCIATED WITH THE AUXILIARY HEATING
SYSTEM:
COND HTR CTL
CABIN FAN
U/F FAN
LY
N
If smoke/fumes still persist and source is suspected electrical:
O
S
11. BUS TIE CB (overhead panel) Pull
SE
12. GEN 2 OFF
PO
13. BAT 2 OFF
14. CABIN HEATER, CB 1 (LHPJB) Pull
R
PU
If smoke/fumes still persist and source is suspected electrical:
N
15. Aircraft IO Attempt to regain VMC conditions
if possible.
AT
16. EPS CHECK ARMED

IZ
Commence flying with reference to the ESIS

R
IA
17. GEN 1 OFF

IL
18. BAT 1 OFF

M
If smoke/fume still persist and source is suspected electrical:

FA
19. MASTER PWR EMERGENCY OFF

D
AN
Refer to Emergency Landing Gear lowering procedures (Sect. 3.10.3).

AL
END
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-23
SECTION 3
PC-12/47E
3.8 EMERGENCY DESCENT
3.8.1 GENERAL
The type of emergency descent will depend on the kind of failure and the
aircraft situation.
Two types of descent are considered:
LY
1. Engine failure, aircraft flown for maximum range.
N
2. Engine running, maximum descent rate.
O
The factors to be considered are:
S
SE
i) Cabin altitude and oxygen duration.
PO
ii) Electrical power endurance.
R
iii) Distance to suitable landing area.
PU
iv) Flight conditions IMC, VMC, ICING.
v) Minimum safe altitude.
N
IO
vi) Fuel reserves.
AT
IZ
R
The pilot must consider the situation and priorities and adjust his actions
IA
accordingly.
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3-24 Revision 11: Dec 20, 2011
SECTION 3
3.8.2 MAXIMUM RANGE DESCENT - AFTER ENGINE FAIL

1. PCL Idle
2. CONDITION LEVER CUT-OFF/FEATHER (to feather
propeller)
3. Aircraft configuration Landing gear up and flaps to 0°.
LY
CAUTION
N
IF LANDING GEAR AND OR FLAPS ARE EXTENDED
O
GLIDE RANGE WILL BE SEVERELY REDUCED.
S
RETRACTING LANDING GEAR AND FLAPS WILL
SE
REDUCE BATTERY ENDURANCE SIGNIFICANTLY
AND MAY PREJUDICE SUBSEQUENT FLAPS
PO
LOWERING. ADAHRS AND APEX DISPLAYS MAY FAIL
DURING LANDING GEAR/FLAP OPERATION.
R
PU
4. Airspeed 119 KIAS for 10450 lb (4740 kg)
116 KIAS for 9920 lb (4500 kg)
N 110 KIAS for 9040 lb (4100 kg)

IO
105 KIAS for 8160 lb (3700 kg)
AT
99 KIAS for 7280 lb (3300 kg)

93 KIAS for 6400 lb (2900 kg)
IZ
137 KIAS in icing conditions

R
IA
5. All occupants Check seat lap and shoulder

belts are fastened and the lap
IL
belt tightened
M
6. Oxygen masks Prepare. Put on before cabin

FA
altitude exceeds 10,000 ft.

D
If cabin altitude exceeds 10,000 ft:

AN
Procedure to don the crew oxygen masks:

AL

ER

EN

G

R
7. PASSENGER OXYGEN selector AUTO. Check

FO
contents.Calculate Oxygen
duration
9. Systems MFD PAX OXY advisory Confirm ON
11. Electrical load Monitor battery amps

SECTION 3
PC-12/47E
CAUTION
MONITOR BAT 1 AND BAT 2 AMPS. IF ONE

INDICATION IS POSITIVE, SWITCH OFF
AFFECTED BATTERY. AFTER 5 MINS BATTERY
CAN BE SWITCHED ON AGAIN. IF INDICATION
STILL POSITIVE SWITCH BATTERY OFF.
NOTE
LY
During extended glide period engine low oil quantity
N
warning may appear - disregard for air start.
O
12. Engine Restart as soon as possible (if
S
applicable) (Refer to 3.5.1)
SE
If engine restart was not successful or not applicable:
PO
R
13. Rate of descent Adjust to achieve cabin altitude
PU
of 10,000 ft before oxygen
supply exhausted.
Below 10,000 ft:
N
IO
14. ACS EMER shut off Pull (cabin ventilation)
AT
15. Aircraft Carry out Forced Landing

IZ
procedure (Sect. 3.9.2).

R
IA
END
IL
M
FA
3.8.3 MAXIMUM RATE DESCENT

D
1. PCL IDLE
AN
2. Landing gear Below 180 KIAS, down

3. Aircraft speed MMO/VMO
AL
ER

belts are fastened and the lap
EN
belt tightened.
5. Oxygen masks Prepare. Put on before cabin
G

R
FO
If cabin altitude exceeds 10,000 ft:

.
3-26 Revision 11: Dec 20, 2011
SECTION 3
6. PASSENGER OXYGEN selector AUTO. Check contents.

Calculate Oxygen duration
CAUTION
LY
N
IN TURBULENCE REDUCE SPEED TO 170 KIAS
O
10. Left windshield heat As required
S
SE
END
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-27
SECTION 3
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3-28 Revision 11: Dec 20, 2011
SECTION 3
3.9 EMERGENCY LANDING
3.9.1 GLIDE DISTANCE AND SPEED
Configuration:
1. Landing gear UP
2. Flaps 0°
LY
4. Best glide speed 119 KIAS for 10450 lb (4740 kg)
N
O
116 KIAS for 9920 lb (4500 kg)
S
110 KIAS for 9040 lb (4100 kg)
SE
105 KIAS for 8160 lb (3700 kg)
PO
99 KIAS for 7280 lb (3300 kg)
93 KIAS for 6400 lb (2900 kg)
R
NOTE
PU
Two fully charged batteries will last for 33 minutes with
the Automatic Load Shedding. N
IO
AT
END
IZ
R
3.9.2 FORCED LANDING (ENGINE CUT-OFF/FEATHER)

IA
IL
1. PCL Idle
M

FA
3. FUEL EMERG shut off Pull

D
4. CABIN PRESSURE switch DUMP

AN
5. Best glide speed 119 KIAS for 10450 lb (4740 kg)

116 KIAS for 9920 lb (4500 kg)
AL
110 KIAS for 9040 lb (4100 kg)

ER
105 KIAS for 8160 lb (3700 kg)

99 KIAS for 7280 lb (3300 kg)
EN
93 KIAS for 6400 lb (2900 kg)

G
6. Seat backs Upright

R
7. Seat belts Fastened. Tighten lap straps

FO
8. Passengers Brief. Instruct to sit upright

9. ELT Set to ON
If landing site allows:
a. Landing gear DOWN

SECTION 3
PC-12/47E
If landing site not suitable for gear down landing:
a. Landing gear Keep UP
b. Flaps 40°
10. Final approach speed 88 KIAS for 10450 lb (4740
kg). AOA centered
After touch down:
LY
N
O
S
SE
END
PO
3.9.3 LANDING WITH MAIN LANDING GEAR UNLOCKED
R
PU
1. Aircraft Confirm landing gear
position by control tower or
N
IO
other aircraft.
AT
NOTE
IZ
It is possible to verify the down position of the main

R
landing gear from the rear right cabin window.

IA
IL
CAUTION
M
FA
IF ONE MAIN LANDING GEAR IS NOT DOWN, IT IS

RECOMMENDED TO LAND WITH GEAR UP.
D
If failed gear is down but not locked:

AN
2. Fuel weight Reduce

AL
3. Passengers Brief
ER
4. Flaps 40°
EN

G
kg). AOA centered

R
6. Touchdown Gently, avoid sideslip during

FO
touchdown
7. Landing Lower nose wheel
immediately to maintain
lateral control.
8. Roll out Use full aileron during roll-
out to lift the wing with the
failed landing gear

SECTION 3
9. PCL Idle
13. Aircraft Do not taxi the aircraft
before deficiency is
rectified.
LY
N
END
O
S
SE
3.9.4 LANDING WITH NOSE LANDING GEAR UNLOCKED
PO
1. Passengers Brief
R
2. Flaps 40°
PU
3. Final approach speed 88 KIAS for 10450 lb
(4740 kg). AOA centered
N
IO
4. Landing Land on main wheels,
keep nose high
AT

IZ

R
IA
7. Landing Lower nose wheel slowly

IL
8. Aircraft Avoid braking

M

FA
D
END
AN
3.9.5 LANDING WITH GEAR UP

AL
ER
1. Passengers Brief
2. Approach Standard
EN
3. Flaps 40°
G
4. Final approach speed 88 KIAS for 10450 lb

R
(4740 kg). AOA centered

FO
5. CABIN PRESSURE Switch DUMP

When runway is assured:

SECTION 3
PC-12/47E
6. PCL Idle
8. FUEL EMERG shut off Pull
9. Aircraft Flare out
After touch down:
LY
N
O
END
S
SE
3.9.6 LANDING WITHOUT ELEVATOR CONTROL
PO
1. Passengers Brief
R
2. Landing gear Down
PU
3. Flaps 40°
4. Final approach speed 90 KIAS
N
IO
5. Power Set power as necessary to
maintain speed and 300 to
AT
500 ft/min rate of descent.

IZ
6. Aircraft Use stab trim to adjust pitch.

R
IA
When closing to ground:

IL
7. Aircraft Reduce Rate of Descent by

M
increasing pitch and/or

FA
power.
8. Power Reduce power
D
progressively.
AN
AL
ER
EN
G
R
FO

3-32 Revision 11: Dec 20, 2011
SECTION 3
WARNING
STALLS ARE NOT PROTECTED WITH THE STICK

PUSHER INOPERATIVE.
STALLS MUST BE AVOIDED WHEN THE STICK
PUSHER IS INOPERATIVE. EXCESSIVE WING DROP
AND ALTITUDE LOSS MAY RESULT DURING STALL
WITH FLAPS DOWN AND/OR WHEN POWER IS
LY
APPLIED.
N
END
O
S
3.9.7 LANDING WITH IMMOBILIZED HORIZONTAL STABILIZER
SE
1. Aircraft Fly at indicated airspeed
PO
which reduces elevator
forces to minimum.
R
2. Flaps At a safe altitude select flap
PU
required for landing
3. Landing
N Land using normal
IO
procedures holding elevator
AT
forces
IZ
END
R
IA
IL
3.9.8 LANDING WITHOUT FLAPS

M
1. Aircraft Proceed as for normal

FA
approach
D
2. Landing gear DOWN

AN

kg). AOA centered
AL
4. Landing Normal
ER
5. Reverse As required
EN
G
R
FO
CAUTION
LANDING DISTANCE WILL INCREASE BY 80%.
MSN 1231 & UP. IN THE CASE OF HEAVY BRAKE

USAGE, SOFT BRAKE PEDALS AND/OR WHEEL
FUSIBLE PLUGS RELEASE MAY OCCUR DURING A
FOLLOWING TAXI. LIMITATION IN SECTION 2
APPLIES.
END

Revision 11: Dec 20, 2011 3-33
SECTION 3
PC-12/47E
3.9.9 DITCHING
1. Landing gear UP
CAUTION
HEAVY SWELL WITH LIGHT WIND, DITCH PARALLEL TO THE

SWELL. STRONG WIND, DITCH INTO THE WIND.
LY
2. Passengers Brief
N
3. ELT Set to ON
O
4. Flaps 40°
S
SE
kg). AOA centered
PO
R
PU
7. PCL Idle
8. CONDITION LEVER
NCUT-OFF/FEATHER
IO
AT
9. If time permits, CPCS:

IZ
a. CABIN PRESSURE switch AUTO

R
IA
b. CPCS SYSTEM MODE switch MANUAL

IL
M
c. MANUAL CONTROL switch Set and hold to DESCENT

FA
for 30 sec (to close OFV)

D
10. FUEL EMERG shut off Press latch down and pull
AN
lever up
AL
11. Ditching Ditch with a low rate of

descent.
ER
EN

G
13. Aircraft Evacuate through the

overwing emergency exit
R
FO
only
END

SECTION 3
3.10 LANDING GEAR/HYDRAULIC SYSTEM FAILURE
3.10.1 LANDING GEAR FAILS TO RETRACT
Indication: All Landing Gear Indicator Lights do not change to UP.

If CAS warning - Essential Bus is on:
Condition: Essential Bus voltage is below 22 V.
LY
1. Aircraft Refer to Electrical
N
System Failures,
O
Essential Bus (Sect.
S
3.15.1)
SE
PO
If CAS caution Hydraulics is on:
R
PU
2. Aircraft Refer to Emergency
Extension (Sect. 3.10.3)
N
IO
END
AT
3.10.2 HYDRAULIC SYSTEM FAILURE

IZ
Indication: CAS caution - Hydraulics

R
IA
A ON GROUND:
IL
After landing: Hydraulic pump has operated more than six times in one
M
hour during flight

FA
1: Aircraft Maintenance required

D
AN
B IN FLIGHT:
AL
Hydraulic pump has operated for more than 2½ minutes or system

pressure has fallen below operational limits.
ER
EN
1. HYD CTL circuit breaker Pull

(Essential Bus LC2)
G
R
2. Aircraft Reduce airspeed below

FO
180 KIAS
After 200 minutes (3 hrs, 20 mins), landing gear may start to extend.
Before landing:
3. Aircraft Refer to Emergency

Extension procedure
(Sect 3.10.3)
END

Revision 11: Dec 20, 2011 3-35
SECTION 3
PC-12/47E
3.10.3 EMERGENCY EXTENSION
Indication: Incorrect Indication on landing gear indicator lights and/or

CAS caution - Hydraulics is on. Red unlocked lights on
and/or green lights not illuminated.
1. Landing gear selector DOWN
2. Airspeed 110 KIAS (power idle
LY
momentarily)
N
O
If 3 green lights not illuminated within 30 sec:
S
SE
3. Hand pump Activate. Use full strokes,
pump until 3 green lights are
PO
illuminated. Complete
lowering takes about 80
R
strokes
PU
If 3 green lights still not illuminated:
N
IO
4. Aircraft Yaw the aircraft left and
AT
right to lock the main

landing gear.
IZ
R
5. Airspeed Reduce to minimum safe to

IA
improve nose gear locking.

IL
M
If 3 green lights illuminated:

FA
6. Aircraft Land
D
AN
If not successful:
AL
7. Aircraft Carry out Emergency

Landing
ER
(Sect. 3.9.3 to 3.9.5)

EN
END
G
R
FO

3-36 Revision 11: Dec 20, 2011
SECTION 3
3.11 FLAPS FAILURE
A. FAILURE ON GROUND
Indication: CAS caution - Flaps
Condition: Flap system failed.
1. FLAP circuit breaker Check CB
(LH Rear LP4)
LY
N
If tripped:
O
2. FLAP circuit breaker Wait 5 minutes, reset CB
S
(LH Rear LP4) (max. 2 attempts) and
SE
continue normal
PO
operation if CAS caution
goes off
R
PU
If not tripped:
3. FLAP RESET switch (on maintenance

N Push (max. 1 attempt)
IO
panel, right sidewall behind copilot
AT
seat)
IZ
If unsuccessful:
R
IA
4. Aircraft No flight permitted.

IL
Maintenance action
M
required
FA
B. FAILURE IN FLIGHT
D
Indication: CAS caution - Flaps

AN
Condition: Flap system failed.

AL
1. FLAP circuit breaker Check CB

ER
(LH Rear LP4)

EN
If tripped:
G
2. FLAP circuit breaker Wait 5 minutes, reset CB

R
(LH Rear LP4) (max. 2 attempts) and

FO
continue normal
operation if CAS caution
goes off
If unsuccessful:
3. Aircraft Land with flaps at the

failed position

Revision 11: Dec 20, 2011 3-37
SECTION 3
PC-12/47E
C. FAILURE IN FLIGHT - WITH POTENTIAL FLAP ASYMMETRY
Indication: CAS cautions – “Flaps” shortly followed by “Pusher” and

“Pusher Safe Mode” advisory illuminating.
Condition: Flap system failed and stick pusher set to ‘safe’ mode.
CAUTION
LY
IN THIS MODE THE STICK PUSHER REMAINS
N
OPERATIVE BUT WILL PUSH AT A HIGHER
O
AIRSPEED, (APPROXIMATELY 5 KNOTS).
S
SE
1. Airspeed Reduce to below 121 KIAS
for indicated flaps position
PO
30° or greater
R
PU
2. Aircraft Land as soon as practical -
with flaps at the failed
N
position.
IO
3. Approach Build 6 and 7
AT
Approach using PFD Angle

IZ
of Attack display at the fast

R
diamond.
IA
IL
Build 8 and higher

M
Approach at approximately
FA
10 knots above AOA based

landing speed reference in
D
PFD (1.3 VSTALL).

AN
AL
CAUTION
ER
LANDING DISTANCE WILL INCREASE.

EN
G
MSN 1231 & UP. WHEELS AND BRAKES MAY

R
OVERHEAT. LIMITATION IN SECTION 2 APPLIES.

FO
END

3-38 Revision 11: Dec 20, 2011
SECTION 3
3.12 STICK PUSHER FAILURE

Indication: CAS caution - Pusher
A. ON GROUND
1. Pusher Test Carry out
If PUSHER caution persists:
2. Aircraft No flight permitted, maintenance
LY
required.
N
B. IN FLIGHT
O
1. Pusher Test Carry out
S
If Shaker 1 and 2 active and PUSHER caution extinguished:
SE
2. Aircraft No further action required
PO
If Shaker 1 or 2 not active and PUSHER caution persists:
R
PU
WARNING
N
THE AIRCRAFT IS NOT STALL PROTECTED
IO
AT
3. Airspeed not below 1.3 Vs for 10450 Flaps 0° 120 KIAS

lb (4740 kg)
IZ
R
Flaps 15° 101 KIAS

IA
Flaps 30° 90 KIAS

IL
Flaps 40° 88 KIAS

M
FA
WARNING
D
AN

AL

ER

APPLIED.
EN
CAUTION
G
R
STALL SPEEDS IN TURNS ARE HIGHER.

FO
AOA MAY NOT BE RELIABLE.

If in icing conditions:
4. Aircraft Carry out Pusher Ice
Mode Failure in Icing
Conditions (Sect. 3.18.9)
END

Revision 11: Dec 20, 2011 3-39
SECTION 3
PC-12/47E
3.13 INADVERTENT PUSHER/SHAKER OPERATION
3.13.1 PUSHER
Indication: Non-commanded pusher operation, rapid nose pitch-
down motion.
NOTE
Control wheel force to stop pusher operation is 60 to 65
LY
pounds.
N
1. Control wheel Hold against pusher action
O
2. PUSHER INTR switch Press and hold
S
SE
3. PUSHER SYS circuit breaker Pull
PO
(Essential Bus LL3)
or
R
PU
4. PUSHER SYS GND circuit breaker Pull
(RH Rear RP3)
N
IO
AT
IZ
WARNING
R
IA
NATURAL STALLS ARE NOT PREVENTED WITH THE

IL
STICK PUSHER INOPERATIVE.

M
FA

D

AN

APPLIED.
AL
5. Aircraft Carry out Stick Pusher Failure

ER
procedure (Sect. 3.12)

EN
END
G
R
FO

3-40 Revision 11: Dec 20, 2011
SECTION 3
3.13.2 SHAKER
Indication: Non-commanded shaker operation.
1. AOA Decrease
2. IAS Increase
If shaker continues to operate:
LY
N
3. STALL WARN 1 circuit breaker Pull
O
(Essential Bus LK3)
S
SE
4. STALL WARN 2 circuit breaker Pull
(Main Bus RH3)
PO
R
WARNING
PU
N
APPROACHES TO STALLS ARE NOT WARNED AND
IO
NATURAL STALLS ARE NOT PREVENTED WITH THE
STICK SHAKER INOPERATIVE.
AT
IZ

R
IA

IL
APPLIED.
M
FA
5. Aircraft Carry out Stick Pusher

Failure procedure (Sect.
D
3.12)
AN
AL
END
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-41
SECTION 3
PC-12/47E
3.14 ELECTRICAL TRIM
3.14.1 PITCH TRIM RUNAWAY
Indications: CAS warning - Pitch Trim Runaway and voice callout

“Trim Runaway”
1. TRIM INTERRUPT switch INTR
2. PITCH TRIM circuit breaker Pull
LY
(Essential Bus LA1)
N
O
3. TRIM INTERRUPT switch NORM
S
If trim runaway continues:
SE
PO
5. PITCH TRIM ALTN circuit breaker Pull
(Main Bus RA1)
R
PU
6. PITCH TRIM circuit breaker Close
(Essential Bus LA1)
N
IO
AT
NOTE
IZ
R
Reduce speed if control forces are high.

IA
IL
The autopilot will disconnect when Trim Interrupt is

M
operated.
FA
If the pitch trim has failed the autopilot is not operative.

D
If main stabilizer trim has failed:

AN
8. Pitch trim Use ALTERNATE STAB

TRIM.
AL
ER
END
EN
3.14.2 TRIM RUNAWAY

G
R
Indication: Non-commanded trim operation, rapidly increasing out of

FO
trim forces.
2. CB of failed trim Pull
PITCH TRIM (Essential Bus LA1)
PITCH TRIM ALTN (Main Bus RA1)
AIL TRIM (Essential Bus LC1)
RUD TRIM (Essential Bus LB1)

3-42 Revision 11: Dec 20, 2011
SECTION 3
NOTE
Reduce speed if control forces are high.
NOTE
The autopilot will disconnect when TRIM INTERRUPT is

operated.
END
LY
N
3.14.3 NO MAIN STABILIZER TRIM
O
S
1. TRIM INTERRUPT Check at NORM
SE
2. ALTERNATE STAB TRIM Operate as required
PO
R
END
PU
N
3.14.4 NO STABILIZER TRIM, MAIN OR ALTERNATE
IO
AT
1. Aircraft Carry out Landing with

Immobilized Horizontal
IZ
Stabilizer (Sect. 3.9.7)

R
IA
END
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-43
SECTION 3
PC-12/47E
3.15 ELECTRICAL SYSTEM FAILURES
3.15.1 ESSENTIAL BUS
Indication: CAS warning – Essential Bus

Condition: Essential Bus voltage is below 22 V.
1. Overhead panel Confirm EPS switch is in ARMED
LY
position and EPS ON caption is
on
N
O
2. Pitch Trim Use ALTERNATE STAB TRIM.
S
3. Aircraft At pilots discretion, continue
SE
flight without services of failed
bus or land as soon as possible.
PO
Do not fly in icing conditions.
R
PU
CAUTION
THE SYSTEMS CONNECTED TO THE ESSENTIAL

N
IO
BUS, ON THE LEFT FORWARD CIRCUIT BREAKER
AT
PANEL, ARE INOPERATIVE.

IZ
THERE WILL BE NO HYDRAULIC POWER PACK

R
OPERATION. REFER TO SECT 3.10.3 GEAR

IA
EMERGENCY EXTENSION.
IL
M
NOTE
FA
It is possible to verify the down position of the right main

D
landing gear from the rear right cabin window.

AN
END
AL
3.15.2 AVIONICS 1 BUS

ER
CAS caution – Avionics 1 Bus

EN
Indication:
G
Condition: Avionics 1 Bus voltage below 22 V.

R
1. AV 1 BUS switch Confirm set to ON

FO
2. AV 1 circuit breaker Confirm set

(LH Power Junction Box)
3. STBY BUS switch Confirm set to ON
NOTE
The systems connected to the Standby bus on the left rear circuit breaker
panel will be operative.

SECTION 3

flight without services of
failed bus or land as soon as
possible.
CAUTION
THE SYSTEMS CONNECTED TO THE AVIONIC 1 BUS,

ON THE LEFT REAR CIRCUIT BREAKER PANEL, ARE
INOPERATIVE.
LY
END
N
O
3.15.3 MAIN BUS
S
SE
Indication: CAS caution – Main Bus
PO
Condition: Main Bus voltage below 22 V.
R
1. MAIN circuit breaker Confirm set
PU
(RH Power Junction Box)
2. Aircraft
N At pilots discretion, continue
IO
AT

practical.
IZ
Depart icing conditions to

R
positive SAT atmosphere, if

IA
possible.
IL
Do not fly in icing conditions.

M
FA
CAUTION
D
THE SYSTEMS CONNECTED TO THE MAIN BUS, ON

AN
THE RIGHT FORWARD CIRCUIT BREAKER PANEL,

ARE INOPERATIVE.
AL
END
ER
EN
G
R
FO

SECTION 3
PC-12/47E
3.15.4 GENERATOR 1 BUS
Indication: CAS caution – Generator 1 Bus
Condition: Generator 1 bus voltage below 22 V.
1. GEN 1 circuit breaker Confirm set

LY
N
practical.
O
S
SE
CAUTION
PO
THE SYSTEMS CONNECTED TO THE GENERATOR 1
BUS, ON THE LEFT REAR CIRCUIT BREAKER PANEL,
R
ARE INOPERATIVE.
PU
END
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 3
3.15.5 GENERATOR 2 BUS
Indication: CAS caution – Generator 2 Bus
Condition: Generator 2 bus voltage below 22 V.
1. GEN 2 circuit breaker Confirm set

LY
N
bus or land as soon as practical.
O
S
CAUTION
SE
THE SYSTEMS CONNECTED TO THE GENERATOR 2
PO
BUS, ON THE RIGHT REAR CIRCUIT BREAKER
R
PU
END
N
IO
3.15.6 AVIONICS 2 BUS
AT
Indication: CAS caution – Avionics 2 Bus

IZ
R
Condition: Avionics 2 bus voltage below 22 V.

IA
IL
1. AV 2 BUS switch Confirm set to ON

M
FA
2. AV 2 circuit breaker Confirm set

D
AN

AL
bus or land as soon as practical.

ER
CAUTION
EN
THE SYSTEMS CONNECTED TO THE AVIONICS 2

G
BUS, ON THE RIGHT REAR CIRCUIT BREAKER

R

FO
END

SECTION 3
PC-12/47E
3.15.7 STANDBY BUS
Indication: CAS caution – Standby Bus
Condition: Standby bus voltage below 22 V.
1. AV 1 BUS and STBY BUS Confirm set to ON

switches
LY
2. AV STBY PWR circuit breaker Confirm set
N
O
S
SE
practical.
PO
R
CAUTION
PU
THE SYSTEMS CONNECTED TO THE STBY BUS, ON
N
THE LEFT REAR CIRCUIT BREAKER PANEL, ARE
IO
INOPERATIVE.
AT
END
IZ
R
3.15.8 NON ESSENTIAL BUS

IA
IL
Indication: CAS caution – Non Essential Bus

M
FA
Condition: Non-essential bus voltage below 22 V.

D
AN
1. NON ESS circuit breaker Confirm set

AL

ER

EN
practical.
G
CAUTION
R
FO
THE SYSTEMS CONNECTED TO THE NON

ESSENTIAL BUS, ON THE RIGHT FORWARD CIRCUIT
BREAKER PANEL, ARE INOPERATIVE.
END

SECTION 3
3.15.9 BUS TIE
Indication: CAS caution – Bus Tie
Condition: BUS TIE in wrong state.
If GEN 1 and GEN 2 are ON and volts/amps normal:
LY
1. BUS TIE circuit breaker Pull
N
(overhead panel)
O
If a generator is off:
S
SE
2. BUS TIE circuit breaker Check, if tripped
(overhead panel)
PO
3. BUS TIE circuit breaker Reset (max. 1 attempt only)
R
(overhead panel)
PU
4. Aircraft Land as soon as possible.
CAUTION N
IO
AT
BUSES ARE BEING POWERED ONLY FROM A

IZ
BATTERY. POSSIBLE BATTERY CURRENT CAUTION.

R
IA
END
IL
M
3.15.10 GENERATORS
FA
Indication: CAS warning – Generators

D
AN
Condition: GEN 1 and GEN 2 are off and engine running.

AL
1. Systems MFD – ELECTRICAL Confirm the failures

ER
window
EN
2. GEN 1 switch RESET then ON

G
If generators do not reset (warning remains on):

R
4. Systems MFD – ELECTRICAL Monitor BAT 1 and BAT 2

FO
window
5. Aircraft Land as soon as possible. Do not
fly in icing conditions.
NOTE
Two fully charged batteries will last for 33 minutes with the automatic load
shedding.

SECTION 3
PC-12/47E
CAUTION
The following buses are automatically load shed (no additional Cautions
will be shown) and the systems connected to them will be inoperative:
 Generator 1 bus (Left rear CB panel)

 Main bus (Right forward CB panel)
 Avionic 2 bus (Right rear CB panel)
LY
 Non Essential bus (Right front CB panel)
N
 Cabin bus (Right rear CB panel)
O
 Generator 2 bus (Right rear CB panel)
S
SE
CAUTION
PO
The following high current consumption systems are automatically load
R
shed:
PU
 Cabin Heater
 Under Floor Heater
N
IO
 RH Windshield De-ice
AT
 Propeller De-ice
IZ
 LH AOA Plate Heater

R
IA
 RH AOA Plate Heater

IL
 VCCS Compressor
M
 Footwarmer (optional system)

FA
 Logo Lights (optional system)

D
AN
NOTE
If further load reduction is desired to extend battery

AL
endurance beyond 33 minutes, consider manually

ER
switching off all exterior lights and if conditions allow all

ice protection.
EN
END
G
R
FO

SECTION 3
3.15.11 GENERATOR 1 OFF
Indication: CAS caution – Generator 1 Off
Condition: GEN 1 is OFF line and engine running.
1. Systems MFD – ELECTRICAL Confirm the failure

window
LY
N
O
If GEN 1 does not reset:
S
SE
flight without the services of
the load shed systems and
PO
buses
R
CAUTION
PU
The following systems and buses are automatically load shed (no
N
additional Cautions will be shown) and will not be available:
IO
AT

IZ

R

IA
IL
CAUTION
M
FA

shed:
D
AN
 Cabin Heater

AL
Under Floor Heater

 VCCS Compressor
ER

EN

G
END
R
FO

SECTION 3
PC-12/47E
3.15.12 GENERATOR 1 VOLTS

Indication: CAS caution – Generator 1 Volts
Condition: GEN 1 voltage is low or high.
1. Systems MFD – ELECTRICAL Confirm indications
window
LY
If Generator 1 Volts caution remains
N
on:
3. GEN 1 switch OFF
O
S
flight without the services of the
SE
load shed systems and buses
PO
CAUTION
R
PU
N
IO
AT


IZ
Cabin bus (Right rear CB panel)

R
IA
CAUTION
IL
M

shed:
FA
 Cabin Heater
D

AN
Under Floor Heater

 VCCS Compressor
AL

ER

EN
G
END
R
FO

SECTION 3
3.15.13 GENERATOR 2 OFF
Indication: CAS caution – Generator 2 Off
Condition: GEN 2 is OFF line and engine running.
1. Systems MFD – ELECTRICAL Confirm the failure

window
LY
N
If GEN 2 does not reset:
O
S
SE
buses
PO
CAUTION
R
PU
N
IO
AT

IZ

R
IA
CAUTION
IL
M

FA
shed:
D
 Cabin Heater
AN
 Under Floor Heater

AL
 VCCS Compressor
ER


EN
Logo Lights (optional system)

G
END
R
FO

SECTION 3
PC-12/47E
3.15.14 GENERATOR 2 VOLTS
Indication: CAS caution – Generator 2 Volts
Condition: GEN 2 voltage is low or high.
1. Systems MFD – ELECTRICAL Confirm indications

window
LY
N
If Generator 2 Volts caution remains on:
O
3. GEN 2 switch OFF
S
SE
PO
buses
R
PU
CAUTION
N
IO
AT

IZ

R

IA
IL
CAUTION
M
FA

shed:
D
AN
 Cabin Heater

AL
Under Floor Heater

 VCCS Compressor
ER

EN

G
R
END
FO

SECTION 3
3.15.15 BATTERY 1 OR BATTERY 2 HOT OR BATTERY 1 + 2 HOT
Indication: CAS warning – “Battery 1 Hot” or “Battery 2 Hot” or

“Battery 1 + 2 Hot” and voice callout “Battery Hot”
Condition: Battery temperature is excessive.
1. Systems MFD – ELECTRICAL Check battery 1 and 2 charge

window current
LY
If charge current high:
N
O
2. BAT 1 or BAT 2 switch OFF (Do not select ON again)
S
If charge current normal:
SE
3. BAT 1 or BAT 2 switch OFF
PO
If battery hot warning extinguishes, wait 5 minutes then:
4. BAT 1 or BAT 2 switch ON (Once only)
R
If Battery 1 and 2 Hot:
PU
6. Aircraft
N Land as soon as possible
IO
NOTE
AT
IZ
The Battery 1 Hot and Battery 2 Hot warnings are

inoperative on aircraft with lead acid batteries installed.
R
IA
IL
END
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 3
PC-12/47E
3.15.16 BATTERY 1 OR 2
Indication: CAS caution – “Battery 1” or “Battery 2”
Condition: Battery current or voltage is low or battery voltage is high.
1. Systems MFD – ELECTRICAL Check GEN 1 or 2 and BAT 1

window or 2 current and voltage
LY
If indications are normal:
N
2. BAT 1 or BAT 2 switch OFF
O
If indications are not normal:
S
3. Aircraft Carry out Generator 1 or
SE
Generator 2 Volts procedure
(Sect. 3.15.12 or 3.15.14)
PO
R
END
PU
3.15.17 BATTERY 1 OR 2 OFF
N
IO
AT
Indication: CAS caution – “Battery 1 Off” or “Battery 2 Off”

IZ
1. BAT 1 or BAT 2 switch Check ON. Reset

R
IA
IL
M
END
FA
3.15.18 EXTERNAL POWER

D
AN
Indication: CAS caution – External Power

AL
Condition: External power on with GEN 1 and GEN 2 and AV 1 BUS

ER
and AV 2 BUS on.

EN
1. External power unit Disconnect

G
R
END
FO

SECTION 3
3.16 FUEL SYSTEM
3.16.1 FUEL PRESSURE LOW
Indication: - CAS CAUTION - Fuel Pressure Low, or

- MFD Fuel Window – Both green PUMP indications
cycling on and off every 10 seconds
LY
1. Power Reduce to minimum to sustain
flight
N
O
2. FUEL PUMPS ON
S
3. Fuel state Monitor
SE
If there are 2 segments or more difference between the left and right:
PO
4. FUEL PUMP (emptier side) AUTO
R
PU
When fuel balanced:
6. FUEL PUMPS
N
ON
IO
7. Aircraft Descend to warmer air
AT
IZ
NOTE
R
IA
A possible cause is the fuel filter blocked with ice crystals.

IL
8. FUEL PUMPS AUTO

M
FA
If failure conditions remain:

9. FUEL PUMP(S) ON
D
AN
10. Aircraft Land as soon as possible.

If possible always retain glide
AL
capability, to the selected airfield

in case of total engine failure
ER
EN
G
END
R
.
FO

SECTION 3
PC-12/47E
3.16.2 FUEL QUANTITY LOW
Indication: CAS caution – LH Fuel Low or RH Fuel Low or LH + RH

Fuel Low
1. FUEL indications Check

If fuel leak from one wing is suspected:
2. Aircraft Carry out suspected fuel leak
LY
procedure (Para 3.16.4 )
N
If no fuel leak is suspected and both fuel low quantity cautions are on:
O
3. FUEL PUMPS ON
S
SE
4. Power Reduce to minimum to sustain
flight
PO
5. Aircraft Land as soon as possible. If
R
possible always retain glide ,
PU
to the selected landing
airfield, in case of total
N
engine failure
IO
AT
END
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 3
3.16.3 FUEL BALANCING
Indication: CAS caution – Fuel Balance Fault and/or Fuel Imbalance
A: ON GROUND
1. Fuel L and R indications Check for difference
LY
WARNING
N
O
IF THERE ARE 4 SEGMENTS OR MORE DIFFERENCE
S
BETWEEN LEFT AND RIGHT DO NOT TAKE OFF.
SE
If Fuel pump on fuller side is not running:
PO
2. FUEL PUMP (fuller side) ON
R
PU
If difference cannot be balanced:
4. Aircraft
N Do not take off
IO
When fuel balanced:
AT
5. FUEL PUMP AUTO

IZ
R
IA
B. IN FLIGHT
IL
1. Fuel L and R indications Check for difference

M
FA
CAUTION
D
IF THERE ARE 3 SEGMENTS OR MORE DIFFERENCE

AN
BETWEEN LEFT AND RIGHT, POSSIBLE AILERON

DEFLECTION REQUIRED FOR WINGS LEVEL FLIGHT,
AL
ESPECIALLY AT LOW SPEED.

ER
If fuel leak from one wing is suspected:

2. Aircraft Carry out Suspected Fuel
EN
Leak procedure (Sect. 3.16.4)

G
If no fuel leak is suspected:

R
3. FUEL PUMP CB (on fuller side) Reset

FO
(Essential Bus LJ1 or LH1)

4. FUEL PUMP (fuller side) ON
5. FUEL PUMP CB (on emptier side) Pull
If difference cannot be balanced:
7. Aircraft Land as soon as possible

SECTION 3
PC-12/47E
NOTE
If a prompt landing is not possible, keep high IAS to

nearest airfield and consider burning off fuel until the fuel
imbalance is not greater than 5 segments for landing.
Use flaps up to keep approach speed high
If fuel is balanced:
8. FUEL PUMP CBs Reset
LY
9. FUEL PUMPS AUTO
N
O
S
END
SE
.
PO
3.16.4 SUSPECTED FUEL LEAK
R
1. FUEL PUMP (on leaking side) ON
PU
2. FUEL PUMP CB (on good side) Pull
N
IO
AT
If fuel imbalance:
IZ

R
IA
NOTE
IL
M
If a prompt landing is not possible, keep high IAS to

FA
nearest airfield and consider burning off fuel until the fuel
imbalance is not greater than 5 segments for landing.
D
Use flaps up to keep approach speed high.

AN
END
AL
ER
EN
G
R
FO

SECTION 3
3.16.5 LOSS OF ANALOGUE FUEL QUANTITY INDICATION

Indication: CAS caution – Fuel Quantity Fault and/or one or both
MFD analogue displays go blank or indication amber
crossed out.
CAUTION
THE AUTOMATIC FUEL BALANCING SYSTEM WILL

NOT BE OPERATIVE.
LY
N
FUEL RESET WILL NOT BE OPERATIVE.
O
“FUEL BALANCE FAULT” AND “FUEL IMBALANCE”
S
SE
AMBER CAUTIONS WILL NOT BE INDICATED.
PO
1. Fuel Quantity Monitor digital Fuel Quantity
R
indication
PU
If fuel imbalance is suspected:
NOTE
N
IO
AT
To check fuel imbalance, disengage the autopilot

regularly to check for roll trim changes.
IZ
R

IA
IL
M
END
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-61
SECTION 3
PC-12/47E
3.16.6 LOSS OF DIGITAL FUEL QUANTITY INDICATION
Indication: Digital fuel quantity digits replaced by amber dashes.

If Fuel Flow digital indication is available, attempt to perform a fuel reset:
1. Aircraft Make sure wings are level,
pitch within ± 3°, with
unaccelerated flight and no
turbulence present
LY
2. Fuel Reset soft key Press
N
O
NOTE
S
SE
The Fuel Used will be reset to zero with fuel reset.
PO
If Fuel Flow digital indication is invalid:
R
3. Fuel state Monitor analogue Fuel
PU
Quantity on Fuel window or
the digital fuel indication on
N
Systems Summary window
IO
AT
NOTE
IZ
Continued flight is possible without digital Fuel

R
Quantity (QTY) providing analogue fuel quantity is

IA
operating correctly.
IL
M
END
FA
D
AN
AL
ER
EN
G
R
FO

3-62 Revision 11: Dec 20, 2011
SECTION 3
3.16.7 FUEL PUMP FAILURE
Indication: - Fuel pump(s) on for more than 10s with fuel

balanced and no Fuel Pressure Low caution, or
- Both fuel pumps on for more than 10s with 2 or more
segments difference between left and right and no Fuel
Pressure Low caution, or
- Fuel pumps not running with green PUMP advisory on,
LY
or
N
- Fuel pressure low and Fuel pumps not running.
O
S
1. FUEL PUMP(S) AUTO
SE
2. FUEL CTL circuit breaker Reset
PO
(Essential Bus LK1)
R
3. LH FUEL PUMP circuit breaker Reset
PU
(Essential Bus LJ1)
4. RH FUEL PUMP circuit breaker Reset
If failure is still present N
IO
(Essential Bus LH1)
AT

If fuel imbalance:
IZ
R
6. Aircraft Carry out Fuel Balance

IA
procedure (Sect. 3.16.3)

IL
M
FA
END
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-63
SECTION 3
PC-12/47E
3.17 CABIN ENVIRONMENT FAILURES
3.17.1 CABIN PRESSURE WARNING
Indication: CAS warning - Cabin Pressure
Condition: Cabin pressure differential of 6.35 psi is exceeded.
LY
N
2. ACS EMERG shut off Pull
O
3. Crew oxygen masks ON
S
SE
a. Remove the normal headset
PO
c. Put the normal headset back on.
R
PU
d. Set MIC SELECT switch on the rear left panel to MASK.
4. PASSENGER OXYGEN selector AUTO or ON
N
IO
AT

IZ
8. Aircraft Carry out Emergency Descent

procedure (Sect. 3.8)
R
IA
IL
END
M
FA
3.17.2 CABIN PRESSURE CAUTION

D
AN
Indication: CAS caution - Cabin Pressure

AL
Condition: Cabin pressure differential is less than -0.15 psi or

ER
greater than 6.0 psi.

EN
1. Systems MFD ENVIRONMENT window Check ∆P psi indication

G
If ∆P less than - 0.15 psi:

R
FO
a. Aircraft Reduce descent rate

3-64 Revision 11: Dec 20, 2011
SECTION 3
b. CABIN PRESSURE switch DUMP

If ∆P more than 6.0 psi:
c. CPCS SYSTEM MODE switch MANUAL
d. MANUAL CONTROL switch Push intermittently to
CLIMB to reduce pressure
differential to below 5.75 psi
If unsuccessful:
LY
N
O
S
SE
PO
R
PU
7. Systems MFD PAX OXY advisory
N Confirm on
IO
8. Passengers INSTRUCT to don masks
AT

IZ
Descent procedure (Sect.

3.8)
R
IA
Prior to landing:
IL
10. CABIN PRESSURE switch DUMP (if not selected

M
earlier)
FA
END
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-65
SECTION 3
PC-12/47E
3.17.3 CABIN ALTITUDE
Indication: CAS warning - Cabin Altitude and voice callout “Cabin

Altitude”

LY
N
O
S
SE
PO
R
PU
6. CPCS MODE switch MANUAL
7. MANUAL CONTROL switch Push DESCENT
N
intermittently to reduce
IO
cabin altitude to required
AT
level
IZ
If unsuccessful:
R
8. Aircraft Limit flight altitude to

IA
maintain cabin altitude

IL
below 10,000 ft
If necessary:
M
FA

Descent (Sect. 3.8)
D
Prior to landing:
AN
10. CABIN PRESS switch DUMP

AL
ER
END
EN
3.17.4 ACS LOW INFLOW

G
CAS caution – ACS Low Inflow

R
Indication:
FO
1. ACS BLEED AIR switch INHIBIT

2. ACS BLEED AIR switch AUTO

3-66 Revision 11: Dec 20, 2011
SECTION 3
If unsuccessful:
3. ACS BLEED AIR SWITCH INHIBIT
If cabin altitude above 10,000 ft:
LY
N
O
S
SE
PO
R
10. Emergency descent Carry out Emergency
PU
3.8)
N
IO
When cabin altitude below 10,000 ft:
11. CABIN PRESS switch DUMP (cabin ventilation)
AT
IZ
END
R
IA
IL
3.17.5 CPCS FAULT

M
FA
Indication: CAS caution – CPCS Fault

D
A. ON GROUND
AN
1. CPCS MODE switch MANUAL for at least 1

AL
sec then AUTO

2. CAS Check
ER
If CPCS fault caution remains:

EN
3. CPCS CH. 1 circuit breaker Open for 4 secs, then

(EPS Bus LR2) close
G
and CPCS CH. 2 circuit breaker

R
(Main Bus RL3)

FO
4. CAS Check
5. CPCS MODE switch MANUAL for at least 1
sec then AUTO
6. CAS Check

SECTION 3
PC-12/47E
B. IN FLIGHT
If ∆P and CAB ALT indications are available:
1. CPCS MODE switch MANUAL for at least 1 sec
then AUTO
2. CAS Check
If CPCS fault caution remains:
LY
4. MANUAL CONTROL switch Push intermittently to
increase or reduce cabin
N
altitude to required level
O
S
5. Aircraft Land as soon as practical.
SE
Prior to landing:
PO
R
C. IN FLIGHT
PU
If ∆P not displayed (ADC A+B fail):
1. CPCS MODE switch
N
MANUAL
IO
2. MANUAL CONTROL switch Press DESCENT for 30
AT
seconds to close OFV

IZ
If CAS warning “Cabin Altitude” comes on:

R

IA

IL

M
FA

D

AN

AL

ER

EN

G

R

FO

10. Aircraft Land as soon as
practical
Prior to landing:

3-68 Revision 11: Dec 20, 2011
SECTION 3
D. IN FLIGHT
If ∆P and CAB ALT not displayed:
LY
N
O
S
SE
PO
6. Aircraft Descend below 10,000 ft
or to minimum safe
R
altitude if higher
PU
practical
Prior to landing:
N
IO
AT
IZ
END
R
3.17.6 ECS FAULT

IA
CAS caution – ECS Fault

IL
Indication:
M
1. ECS circuit breaker Reset

FA
(Essential Bus LD2)

D
If not successful:
AN
2. ACS BLEED AIR switch INHIBIT if cabin

temperature is
AL
unacceptable
ER
NOTE
EN
If ACS bleed air switch is set to inhibit, the aircraft will

depressurize and ACS Low Inflow CAS Caution will come
G
on.
R
FO
If ACS bleed air switch is inhibited and aircraft altitude is > 10,000 ft:
3.8)
(depending on cabin/cockpit
environment)
END

Revision 11: Dec 20, 2011 3-69
SECTION 3
PC-12/47E
3.17.7 UNCONTROLLED CABIN PRESSURE
Indication: Uncontrolled fluctuations of cabin pressure
If unsuccessful:
LY
N
O
S
SE
PO
R
PU
7. Passengers
N
INSTRUCT to don masks
IO
AT
9. ACS EMERG shut off PULL

IZ
10. Aircraft Descend below 10,000 ft or

R
to minimum safe altitude if

IA
higher
IL

M
Prior to landing:
FA
12. CABIN PRESSURE switch DUMP (if not selected

earlier)
D
AN
END
AL
ER
EN
G
R
FO

3-70 Revision 11: Dec 20, 2011
SECTION 3
3.18 DEICE SYSTEMS
3.18.1 PROPELLER DEICE FAILURE IN ICING CONDITIONS

Indications: CAS caution - Propeller De Ice
WARNING
LY
THE LOSS OF PROPELLER DEICE IN ICING
N
CONDITIONS CAN CAUSE SEVERE DEGRADATION
O
IN AIRCRAFT SPEED AND CLIMB PERFORMANCE.
S
SE
1. PROPELLER switch Set to OFF and wait 10
seconds
PO
2. PROPELLER switch Set to ON
R
3. PROP DE ICE circuit breaker (LH PJB) Check. Do not reset
PU
unless tripped
N
If captions go off after 5 seconds: IO
4. Aircraft Continue flight and
AT
monitor system
IZ
If captions remain on after 5 seconds:

R
IA
5. PROPELLER switch Maintain ON (together

IL
with INERT SEP OPEN)

M
to maintain PUSHER ICE

FA
MODE
D
6. Aircraft DEPART ICING

AN
CONDITIONS to positive
SAT atmosphere, if
AL
possible.
If propeller vibration occurs:
ER
7. PCL Set as required. If

EN
possible reduce to
minimize vibration
G
8. Aircraft Avoid further icing

R
conditions
FO
If propeller vibration continues or attained performance degrades

possible
END

Revision 11: Dec 20, 2011 3-71
SECTION 3
PC-12/47E
3.18.2 BOOT DEICE FAILURE IN ICING CONDITIONS
Indication: CAS caution - De Ice Boots with systems MFD BOOTS advisory
off
WARNING
A BOOT DEICE FAILURE IN ICING CONDITIONS CAN

CAUSE DEGRADATION OF AIRCRAFT SPEED AND CLIMB
LY
PERFORMANCE AND A PREMATURE STALL. FLAP
POSITION IS LIMITED TO 0° WITH THIS FAILURE.
N
O
S
2. BOOTS switch Set to OFF and wait until
SE
caution resets (1 min
PO
approx)
3. BOOTS switch Set to 3 MIN or 1 MIN and let
R
run for at least one full cycle
PU
4. BOOTS DE-ICE circuit breaker Check. Do not reset unless
(Main Bus RH2)
N tripped.
IO
If captions return to normal operation:
AT
5. Aircraft Continue flight and monitor

IZ
system. Avoid low power

R
settings if possible
IA
If captions stay in failure status:

IL

M
FA
SAT atmosphere, if possible

7. BOOTS switch Set to OFF
D
AN
8. Aircraft Avoid large or sudden

changes in aircraft
AL
directional, longitudinal and

lateral control until airframe
ER
is judged to be free of
residual ice.
EN

G
conditions
R
If airframe is free of ice accretion:

FO
10. Landing approach Flaps as required

If airframe is not free of ice accretion:
11. Flap position Limited to 0°

12. Landing approach Keep minimum landing
approach speed above 137
KIAS.

3-72 Revision 11: Dec 20, 2011
SECTION 3
CAUTION
THE TOTAL LANDING DISTANCE WILL BE LONGER

BY UP TO 90%.
CAUTION
MSN 1231 & UP. IN THE CASE OF HEAVY BRAKE

USAGE, SOFT BRAKE PEDALS AND/OR WHEEL
LY
FUSIBLE PLUGS RELEASE MAY OCCUR DURING A
FOLLOWING TAXI. LIMITATION IN SECTION 2
N
APPLIES.
O
S
END
SE
3.18.3 INERTIAL SEPARATOR FAILURE
PO
Indication: CAS caution - Inertial Separator
R
PU
WARNING
N
AN INERTIAL SEPARATOR FAILURE IN ICING
IO
CONDITIONS CAN CAUSE DEGRADATION OF THE
AT
AIRCRAFT ENGINE PERFORMANCE (AN INCREASE

IN ITT).
IZ
R
AN INERTIAL SEPARATOR FAILURE DURING

IA
OPERATIONS IN FOREIGN OBJECT DAMAGE

IL
ENVIRONMENTS (FOD) MAY CAUSE LONG TERM

M
ENGINE DETERIORATION AND SHOULD BE

FA
REPORTED FOR POST FLIGHT MAINTENANCE.

1. INERT SEP switch Set to CLOSED and wait
D
30 seconds
AN
2. INERT SEP switch Set to OPEN

AL
3. INERT SEP circuit breaker Check. Do not reset

(Essential Bus LF2) unless tripped.
ER
If caption returns to normal operation after 45 seconds:

EN
4. Aircraft Continue flight and

G
monitor system
If caption stays in failure status after 45 seconds:
R
FO
5. INERT SEP switch Maintain OPEN (together

with ICE PROP
PROTECTION
PROPELLER ON) to
maintain PUSHER ICE
MODE
SAT atmosphere, if
possible

Revision 11: Dec 20, 2011 3-73
SECTION 3
PC-12/47E
conditions
If any attained performance degradation continues:
possible.
END
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3-74 Revision 11: Dec 20, 2011
SECTION 3
3.18.4 WINDSHIELD DEICE FAILURE IN ICING CONDITIONS
Indication: CAS caution - LH Windshield Heat or RH Windshield

Heat or
LH + RH Windshield Heat
1. LH WSHLD DE-ICE circuit breaker Check. Do not reset unless

(LH PJB) tripped
2. LH WSHLD switch Set to OFF then to LIGHT or
LY
HEAVY
N
3. RH WSHLD DE ICE circuit breaker Check. Do not reset unless
O
(RH PJB) tripped
S
4. RH WSHLD switch Set to OFF then to LIGHT or
SE
HEAVY
PO
If caption returns to normal operation:
R
PU
system
If caption stays in failure status and forward visibility through LH windshield is
N
lost: IO
6. Windshield Use RH windshield
AT
If total forward visibility is lost:

IZ

R
IA
SAT atmosphere, if
IL
possible. Interior fogging

M
can be cleared by hand.

FA

conditions
D
If windshield has not cleared by time of landing:

AN
9. Cabin pressure Make sure depressurized

10. DV window Use, if required.
AL
ER
END
EN
3.18.5 PROBES OFF

G
R
Indication: CAS caution – Probes Off

FO
Condition: Probes not on with static air temperature below 10° C.
1. PROBES switch Set to ON
END

Revision 11: Dec 20, 2011 3-75
SECTION 3
PC-12/47E
3.18.6 AOA PROBE DEICE FAILURE IN ICING CONDITIONS
Indication: CAS caution - AOA De Ice
WARNING
AN AOA PROBE DEICE FAILURE IN ICING

CONDITIONS CAN CAUSE A FALSE ACTIVATION OF
LY
THE STALL PROTECTION SYSTEM.
N
O
1. PROBES switch Set to OFF and wait 3
minutes
S
SE
2. PROBES switch Set to ON
PO
3. LH AOA SENS DE-ICE circuit breaker Check. Do not reset unless
(Essential Bus LL2) tripped
R
4. LH AOA PLATE HEAT circuit breaker Check. Do not reset unless
PU
(Essential Bus LK2) tripped
5. RH AOA SENS DE-ICE circuit breaker
N Check. Do not reset unless
IO
(Main Bus RC2) tripped
AT
6. RH AOA PLATE HEAT circuit breaker Check. Do not reset unless

IZ
(Main Bus RD2) tripped

R
If caption return to normal operation:

IA

IL
system
M
FA
If caption stays in failure status:

D
AN

AL
ER
CAUTION
EN
STICK SHAKER MAY ACTIVATE AT HIGHER SPEEDS

THAN NORMAL. IF THIS OCCURS, INCREASE SPEED
G
UNTIL SHAKER STOPS.

R
FO

conditions
10. Landing approach Keep minimum landing
for 10450 lb (4740 kg) approach speed above 110
KIAS or shaker activation
speed, whichever is highest.

3-76 Revision 11: Dec 20, 2011
SECTION 3
CAUTION

BY UP TO 55%.
END
3.18.7 PITOT PROBE DEICE FAILURE IN ICING CONDITIONS
LY
Indication: CAS caution - Pitot 1 Heat or Pitot 2 Heat
N
O
WARNING
S
SE
A PITOT AND STATIC DEICE FAILURE IN ICING
PO
CONDITIONS CAN CAUSE AN INCORRECT
R
INDICATION ON THE ASI AND/OR ALTIMETER AND
PU
VSI.
1. PROBES switch
N Set to OFF then ON again
IO
2. LH PITOT DE-ICE circuit breaker Check. Do not reset unless
AT
(Essential Bus LJ2) tripped

IZ
3. RH PITOT DE-ICE circuit breaker Check. Do not reset unless

(Main Bus RE2) tripped
R
IA

IL

M
system
FA

5. Autopilot Disconnect
D
AN

AL

ER
conditions
EN

G
9. Landing approach Center PFD AOA fast/slow

pointer with PUSHER ICE
R
MODE and flaps 15°.

FO
CAUTION

BY UP TO 55%.
END

Revision 11: Dec 20, 2011 3-77
SECTION 3
PC-12/47E
3.18.8 STATIC PROBE DEICE FAILURE IN ICING CONDITIONS
Indication: CAS caution - Static Heat
WARNING
A PITOT AND STATIC DEICE FAILURE IN ICING
LY
CONDITIONS CAN CAUSE AN INCORRECT
INDICATION ON THE ASI AND/OR ALTIMETER AND
N
VSI.
O
S
1. PROBES switch Set to OFF then ON again
SE
2. LH STATIC DE-ICE circuit breaker Check. Do not reset unless
PO
(Essential Bus LH2) tripped
3. RH STATIC DE-ICE circuit breaker Check. Do not reset unless
R
(Main Bus RF2) tripped
PU
4. Aircraft
N
Continue flight and monitor
IO
system
AT

5. Autopilot Disconnect
IZ

R
IA
IL

M
conditions
FA

D
9. Landing approach Center PFD AOA fast/slow

AN

AL
Maintain speed above

ER
shaker activation.
EN
CAUTION
G
R

FO
BY UP TO 55%.
END

3-78 Revision 11: Dec 20, 2011
SECTION 3
3.18.9 PUSHER ICE MODE FAILURE IN ICING CONDITIONS

Indication: CAS caution – “Pusher”
WARNING
A FAILURE OF THE STALL WARNING/STICK PUSHER

SYSTEM TO RE-DATUM TO ICE MODE WHEN IN
ICING CONDITIONS CAN LEAVE THE AIRCRAFT
LY
UNPROTECTED AGAINST THE NATURAL STALL
N
WITH RESIDUAL ICE ON THE AIRFRAME.
O
1. STICK PUSHER test switch Press and hold for duration
S
of Pusher test sequence
SE
(approx. 5 seconds) (this
PO
identifies Pusher ice mode
computer or selection
R
failure).
PU
If failure stays during test go to step 7
If failure disappears during test but returns after completion of test:
N
IO
2. PROPELLER switch Cycle from OFF to ON
AT
3. INERT SEP switch Cycle from CLOSED to

OPEN
IZ
R
4. PROP DE-ICE circuit breaker Check. Do not reset unless

IA
(LH PJB) tripped

IL
5. INERT SEP circuit breaker Check. Do not reset unless

M
(Essential bus LF2) tripped

FA
If captions return to normal operation within 30 seconds:

D

AN
system
AL

ER
EN

G
conditions
R
FO
9. Landing approach for 10450 lb (4740 Keep minimum landing

kg) approach speed above 110
KIAS. The total landing
distance will be longer by
up to 55%.
END

Revision 11: Dec 20, 2011 3-79
SECTION 3
PC-12/47E
3.19 PASSENGER AND CARGO DOOR
Indication: CAS warning - Passenger Door or Cargo Door or Pax + Cargo

Door.
Condition: The passenger and/or cargo door is not correctly locked.
A. ON GROUND
LY
1. Passenger and/or Cargo Door Visually check for the
correct locking of the
N
door latches (green
O
indicators visible)
S
2. Passenger Door Check the handle lock
SE
pin for freedom of
PO
movement
R
PU
B. IN FLIGHT
CAUTION
N
IO
DO NOT ADJUST THE POSITION OF THE DOOR
AT
HANDLES IN FLIGHT.
IZ
R
IA
1. All occupants Check seat lap and

IL
shoulder belts are

M
fastened and the lap belt

FA
tightened.
2. Airspeed Reduce IAS to practical
D
minimum
AN
3. Aircraft Start a slow descent to

AL
10,000 ft, or minimum

safe altitude if higher
ER
4. CPCS SYSTEM MODE AUTO

EN

possible
G
R
FO
END

3-80 Revision 11: Dec 20, 2011
SECTION 3
3.20 CRACKED WINDOW IN FLIGHT

belts are fastened and the
lap belt tightened.
2. Airspeed Reduce IAS to practical
minimum
3. Aircraft Start a slow descent to
LY
10,000 ft, or minimum safe
altitude if higher.
N
4. CPCS SYSTEM MODE AUTO
O
S
SE
PO
NOTE
R
When left hand front windshield is cracked and the
PU
visibility is impaired, use direct vision window for landing.
END
N
IO
AT
3.21 WHEEL BRAKE FAILURE

IZ
R
Indications: Wheel brakes ineffective and/or pedal excessively soft when

IA
pressed.
IL
M
1. Landing + Taxi Use reverse power, BETA

FA
and Nose wheel steering

D
AN
END
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-81
SECTION 3
PC-12/47E
3.22 APEX FAILURES
3.22.1 DISPLAYS
A. Indication: CAS caution – Check DU 1 or DU 2 or DU 3 or DU 4.
Check DU 1+2 or 1+3 or 1+4 or 2+3 or 2+4 or 3+4
Check DU 1+2+3 or 1+2+4 or 1+3+4 or 2+3+4
1. Display Check relevant display
LY
If display blank or suspect:
2. Reversion Controller Set DU control knob to
N
OFF/REV
O
S
NOTES
SE
If more than one display has failed, wait 10 seconds
PO
after switching off the first affected DU before
switching off the second DU. This allows the system
R
time to reconfigure.
PU
If the MFD swap button is used for DU 2 or 3, the
N
optional single charts can only be accessed on the
IO
upper DU 2 (not applicable if the Dual Charts option
AT
is installed).
IZ
Basic Autopilot operation is independent of DU

availability. Use annunciations on the Flight
R
Controller and attempt to continue using the

IA
Autopilot.
IL
M
FA
B. Indication: CAS caution – Check DU 1 with AGM 1 Fail advisory or Check

DU 4 with AGM 2 Fail advisory
D
AN
1. DU 1 or 4 Check red X
AL
If red X on display:
2. Reversion Controller For DU 1 set control
ER
knob to AGM 2
EN
For DU 4 set control

knob to AGM 1
G
R
FO

3-82 Revision 13: June 01, 2014
SECTION 3
Indication: CAS caution – Check DU 1+2+3+4
Condition: Displays suspect
1. Aircraft Use Electronic Standby

Instrument System
(ESIS)
If above 10,000 ft:
LY
Procedure to put on the crew oxygen masks:
N
O
S
SE
PO
R
PU
N
6. Passengers IO Instruct to don masks
AT

higher
IZ

R
using minimum engine

IA
power, to avoid exceeding

IL
engine limits
M
Prior to landing:
FA

D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-83
SECTION 3
PC-12/47E
Indication: CAS caution – DU 1 or DU 2 or DU 3 or DU 4 Overheat.
DU 1+2 or 1+3 or 1+4, 2+3 or 2+4 or 3+4 Overheat.
DU 1+2+3 or 1+2+4 or 1+3+4 or 2+3+4 Overheat
1. Displays Check relevant display and

treat as suspect
2. Reversion Controller Set DU control knob to
OFF/REV
3. Relevant PFD or MFD circuit breaker Pull
LY
N
4. Displayed data Cross check PFD with
O
Electronic Standby
S
Instrument System (ESIS)
SE
Check Engine Instruments
Check Environment Window
PO
NOTE
R
PU
If the MFD swap button is used for DU 2 or 3, the
optional single charts can only be accessed on the
N
upper DU2 (not applicable if the Dual Charts option is
IO
installed).
AT
IZ
5. Displays Monitor for remainder of

R
flight
IA
IL
Indication: CAS caution – DU 1+2+3+4 Overheat

M
Condition: Displays suspect

FA

D

AN
2. PFD and/or MFD circuit breakers Pull

AL
If above 10,000 ft:

ER
3. Crew oxygen masks On

EN

G

R

FO

higher

3-84 Revision 11: Dec 20, 2011
SECTION 3

engine limits
Prior to landing:
LY
Indication: CAS caution – LH PFD CTLR Fail
N
O
1. RH PFD Controller Push PFD button to operate
LH PFD
S
SE
NOTE
PO
X PFD CTLR ACTIVE annunciation will be displayed in
R
amber along bottom right of the ADI on pilot PFD. PFD
PU
CTLR INACTIVE will be displayed on copilot PFD (if
installed).
Indication: N
CAS caution – RH PFD CTLR Fail
IO
AT
1. LH PFD Controller Push PFD button to operate

RH PFD
IZ
R
NOTE
IA
IL
X PFD CTLR ACTIVE annunciation will be displayed in

M
amber along bottom right of the ADI on copilot PFD (if

FA
installed). PFD CTLR INACTIVE will be displayed on pilot

PFD.
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-85
SECTION 3
PC-12/47E
Indication: CAS caution – LH+RH PFD CTLR Fail
1. PFD controller functions Cross check PFD data with

Electronic Standby
Instrument System (ESIS).
Use MF Controller to
operate Radio window
Indication: CAS caution – Check Pilot PFD
LY
N
Condition: Pilot PFD data suspect
O
1. Display Cross check pilot PFD data
S
with copilot PFD (if
SE
installed) data, or with
PO
Electronic Standby
R
If data confirmed to be suspect:
PU
2. Reversion Controller Set pilot PFD control knob
to AGM2
N
IO
Indication: CAS caution – Check Copilot PFD (when installed)
AT
Condition: Copilot PFD data suspect

IZ
R
1. Display Cross check copilot PFD

IA
data with pilot PFD data

IL

M
2. Reversion Controller Set copilot PFD control

FA
knob to AGM1
D
Indication: CAS caution – Check Engine Display

AN
Condition: PFD engine data suspect

AL
1. Display Cross check pilot PFD data

ER
with copilot PFD (if

EN
installed) data
G
2. Reversion Controller Set pilot PFD control knob

R
to AGM2
FO
If data remains suspect:

engine limits
END

3-86 Revision 11: Dec 20, 2011
SECTION 3
3.22.2 PFD INVALID DATA ALERTS

Indication: ATT FAIL annunciation
1. PFD pitch and roll Check
If shading is all blue and red crosses are shown, data has become invalid:
2. Pitch and Roll data Use Electronic Standby

Instrument System
LY
(ESIS)
3. ADHRS pushbutton on PFD Controller Press to bring the other
N
ADAHRS channel data
O
onto PFD
S
SE
Indication: RAD annunciation
PO
Condition: Radar Altimeter data has become invalid.
R
1. Altitude data Use Altimeter Indicator
PU
Indication: HDG FAIL annunciation
N
IO
Condition: Heading data has become invalid.
AT
1. Heading data Use Standby Magnetic

Direction Indicator
IZ
R
IA

IL
ADAHRS channel
Heading data onto PFD
M
FA
Indication: Airspeed display replaced with red X

D
AN
Condition: Airspeed Tape data has become invalid.

AL
1. Airspeed data Use Electronic Standby

Instrument System
ER
2. ADHRS pushbutton on PFD Controller (ESIS) to bring the other

Press
EN
ADAHRS channel
Airspeed data onto PFD
G
R
Indication: Altitude display replaced with red X

FO
Condition: Altitude Tape data has become invalid.
1. Altitude data Use Electronic Standby

Instrument System
(ESIS)
ADAHRS channel
Altitude data onto PFD

Revision 11: Dec 20, 2011 3-87
SECTION 3
PC-12/47E
Indication: Vertical Speed replaced with red X
Condition: Vertical Speed Tape data has become invalid.
1. Vertical Speed Monitor altitude
ADAHRS channel Vertical
Speed data onto PFD
LY
END
N
3.22.3 PFD MISCOMPARISON ALERTS
O
Indication: IAS? and/or ALT? Annunciation
S
SE
Condition: Airspeeds and/or barometric Altitude miscompare between
ADAHRS 1 and ADAHRS 2 by more than 10 KIAS / 200 feet.
PO
NOTE
R
PU
ADAHRS Channel A receives dynamic and static
pressure information from the LH pitot static
system, ADAHRS Channel B and the ESIS from
N
IO
the RH pitot static system.
AT
NOTE
IZ
A failed pitot static system may cause erroneous Altitude

R
and Airspeed indications.

IA
1. Baro setting Check correct setting on

IL
Electronic Standby
M
Instrument System (ESIS),

FA
Pilot PFD and Copilot PFD

D
2. Airspeed and Altitude Crosscheck with

AN
Electronic Standby
AL
and Copilot PFD, Airspeed

and Altitude
ER
If erroneous pitot / static system cannot be determined:

EN
3. Pilot Advise ATC that the

aircraft could be
G
somewhere between both

R
altitudes and the

FO
transponder altitude may

be wrong
4. PCL Set maximum cruise power
torque and cross check
resulting IAS from Max
Cruise table (Section 5
page 42 onwards) against
cockpit indications

3-88 Revision 11: Dec 20, 2011
SECTION 3
5. ADHRS pushbutton on PFD If determined which source

Controller is NOT correct press to
bring the good ADAHRS
channel Airspeed / Altitude
data onto PFD
6. L/R AFCS mode selector Check coupled arrow
pointing towards the
selected PFD
LY
N
O
If erroneous system cannot be determined:
S
SE
A. If Airspeed malfunctions:
PO
1. Cruise and descent Use only known power
settings and aircraft
R
attitudes
PU
2. Approach Center PFD AOA fast/slow
N
IO
AT
CAUTION
IZ

R
BY UP TO 55%.
IA
IL
M

FA
B. If Altimeter malfunctions:
D
Below 10,000 feet

AN
1. Depressurize aircraft Select CPCS System Mode

switch to MANUAL and
AL
Manual Control switch to

ER
CLIMB
When cabin pressure differential approaches 0:
EN

G
Use cabin altimeter to give approximate aircraft

R
altitude
FO

Revision 11: Dec 20, 2011 3-89
SECTION 3
PC-12/47E
Indication: HDG? annunciation
Condition: Heading data miscompares more than 6°.
1. Heading Cross check with

Standby Magnetic
Direction Indicator
2. ADHRS pushbutton on PFD Controller If required press to bring
LY
the other ADAHRS
channel Heading data
N
onto Pilot PFD (confirm a
O
similar reading to
S
Standby Magnetic
SE
Direction Indicator)
PO
Indication: PITCH? Annunciation
R
Condition: Pitch angle miscompares more than 5°.
PU
1. Pitch Cross check with
N Electronic Standby
IO
Instrument System
AT
(ESIS), Copilot PFD and

Pilot PFD
IZ

R
the other ADAHRS

IA
channel Pitch data onto

IL
PFD
M
FA
Indication: ROLL? annunciation

D
Condition: Roll angle miscompares more than 6°.

AN
1. Roll Cross check with

Electronic Standby
AL
Instrument System
ER

Pilot PFD
EN

G
the other ADAHRS

channel Roll data onto
R
PFD
FO

3-90 Revision 11: Dec 20, 2011
SECTION 3
Indication: BARO? annunciation
Condition: Pilot and Copilot PFD Altimeter settings are not synchronized.
1. Baro Cross check with

Electronic Standby
Instrument System
Pilot PFD
LY
the other ADAHRS Baro
N
data onto PFD
O
S
END
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-91
SECTION 3
PC-12/47E
3.22.4 APEX MISCELLANEOUS - ON GROUND ONLY
Indication: CAS caution - APM 1 or 2 or 1 + 2 Fail

CMS 1 + 2 Fail
System Config Fail
Validate Config
APM Miscompare
Gear Actuator Cntl
LY
1. Aircraft Terminate procedure for
N
flight and inform
O
maintenance
S
SE
END
PO
R
3.22.5 MAU FAILURES
PU
Indication: CAS caution - MAU A Fail
N
IO
1. MAU CH. A1 circuit breaker Open, wait 2 seconds and
AT
(Essential Bus LB3) close

IZ
R
If failure remains
IA
IL
2. Display Reversion Control Panel Set UPPER MFD control

M
knob to OFF/REV
FA
3. Display Reversion Control Panel Set PILOTS PFD control

knob to AGM2
D
AN
NOTE
AL
If MAU Channel A cannot be reset, Autopilot, Flight

ER
Director, MMDR 1 and XPDR 1 are not available for

remainder of the flight.
EN
Indication: CAS caution - MAU B Fail

G
R
1. MAU CH. B1 circuit breaker Open, wait 2 seconds and

FO
(Standby Bus LZ3) close

3-92 Revision 11: Dec 20, 2011
SECTION 3
If failure remains
4. Display Reversion Control Panel Set LOWER MFD control

knob to OFF/REV
5. Display Reversion Control Panel Set Co-PILOTS PFD
control knob to AGM1
NOTE
LY
If MAU Channel B cannot be reset, Autopilot, Flight
Director, Yaw Damper and FMS are not available for
N
O
S
SE
END
PO
3.22.6 AIR/GROUND FAILURE
R
Indication: CAS caution – Air/Ground Fail
PU
A. ON GROUND:
N
IO
1. Do not fly – maintenance required.
AT
B. IN FLIGHT:
IZ
R
1. All systems will default to “In Air”.

IA
IL
M
END
FA
D
3.22.7 AURAL WARNING FAILURE

AN
Indication: CAS caution – Aural Warning Fail

AL
ER
NOTE
EN
All aural warnings except TCAS and TAWS are inhibited, including FAS
and CAS.
G
R
1. Aural Warning Inhibit switch (left rear Check in ON position

FO
panel)
END

Revision 11: Dec 20, 2011 3-93
SECTION 3
PC-12/47E
3.22.8 DME FAILURE
Indication: CAS caution – DME 1 Fail
1. PFD Controller Press DME button
If DME HOLD is ON:
2. PFD DME window Press soft key and set to
OFF.
Press DME PAIR soft key
and change NAV
LY
association
N
If unsuccessful:
O
3. DME circuit breaker Reset
S
(Avionic 1 bus LU1)
SE
CAUTION
PO
AUTOPILOT PERFORMANCE ON COUPLED
R
PU
APPROACHES WILL BE REDUCED. FOR AUTOPILOT
LIMITATIONS REFER TO SECTION 2, PRIMUS APEX –
AUTOMATIC FLIGHT CONTROL SYSTEM
N
IO
END
AT
3.22.9 RAD ALT FAILURE

IZ
R
Indication: CAS caution – Rad Alt 1 Fail

IA
IL
1. PFD’s Confirm red RAD

M
annunciations are on.

FA
CAUTION
D
AN
RAD ALT DATA HAS BECOME INVALID.

AL
2. Altimeter Use Altimeter Indicator

ER
END
EN
G
R
FO

3-94 Revision 11: Dec 20, 2011
SECTION 3
3.22.10 ADC FAILURES
Indication: CAS caution – ADC A Fail
1. Pilot PFD Controller Press ADHRS button to

select ADAHRS B
2. Pilots PFD window Confirm ADAHRS 2 flag
which indicates attitude,
LY
heading and air data same
source as copilot PFD.
N
Compare with Electronic
O
Standby Instrument System
S
(ESIS)
SE
PO
CAUTION
R
THE AUTOPILOT WILL DISENGAGE (ABNORMAL).
PU
DO NOT USE VNAV FUNCTION OF THE FMS
3. Autopilot
N Re-engage, after PFD data
IO
displayed
AT
IZ
Indication: CAS caution – ADC B Fail

R
IA
1. Copilot PFD Controller Press ADHRS button to

IL
select ADAHRS A
M
FA
2. Copilot PFD window Confirm ADAHRS 1 flag

D

AN
source as pilot PFD.

AL

ER
(ESIS)
EN
CAUTION
G

R
FO
DO NOT USE VNAV FUNCTION OF THE FMS
3. Autopilot Re-engage, after PFD data

displayed

Revision 11: Dec 20, 2011 3-95
SECTION 3
PC-12/47E
Indication: CAS caution – ADC A+B Fail
Loss of primary altitude and airspeed data:

If loss of cabin pressure automatic control and ∆P display:
LY
3. MANUAL CONTROL switch Press DESCENT for 30
seconds to close OFV
N
O
CAUTION
S
SE
THE FOLLOWING SERVICES WILL BE INOPERATIVE.
PO
 Autopilot (abnormal disengage)
R
 Overspeed warning
PU
 Altitude Alert Monitor
 Air data to other systems
 N
IO
Do not use VNAV function of the FMS
AT
If CAS warning - Cabin Altitude comes on:

IZ

R

IA
IL

M

FA

D

AN

AL

ER

EN
9. CPCS MODE switch Confirm MANUAL

G

DESCENT to reduce cabin
R
altitude below 10,000 ft

FO
If unsuccessful:
11. Aircraft Limit flight altitude to
maintain cabin altitude
below 10,000 ft

3-96 Revision 11: Dec 20, 2011
SECTION 3
If necessary:
12. Aircraft Carry out emergency
descent

Prior to landing:
LY
END
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-97
SECTION 3
PC-12/47E
3.22.11 AHRS FAILURES
Indication: CAS caution – AHRS A Fail
1. Pilot PFD Controller Press ADHRS button to
select ADAHRS B
2. Pilots PFD window Confirm ADAHRS 2 flag
source as copilot PFD.
LY
N
O
(ESIS)
S
SE
CAUTION
PO
R
PU
displayed
N
IO
AT
Indication: CAS caution – AHRS B Fail

IZ
R
1. Copilot PFD Controller Press ADHRS button to

IA
select ADAHRS A
IL
2. Copilot PFD window Confirm ADAHRS 1 flag

M

FA

source as pilot PFD.
D

AN

(ESIS)
AL
ER
CAUTION
EN

G

R
displayed
FO

3-98 Revision 11: Dec 20, 2011
SECTION 3
Indication: CAS caution – AHRS A+B Fail
Loss of primary altitude and heading data:

CAUTION
LY
THE FOLLOWING SERVICES WILL BE INOPERATIVE.
N
O
 Autopilot (abnormal disengage)

S
INAV Map

SE
Do not use VNAV function of the FMS
PO
If flight conditions and pilot workload permits, attempt to realign AHRS 1 and/or
AHRS 2:
R
PU
2. ADHRS CH. A circuit breaker Open, wait 5 seconds, then
(Essential Bus LD3) close
If unsuccessful
N
IO
3. ADHRS CH. B circuit breaker Open, wait 5 seconds, then
AT
(Main Bus RM1) close

IZ
4. Aircraft Fly strictly wings level and

R
do not change pitch attitude

IA
for 1 minute
IL
If realignment is successful:
M
FA
5. PFD Controller Push ADHRS button to

select required ADHRS
D
If realignment is not successful:

AN

using Electronic Standby
AL
Instrument System (ESIS) and

ER
Standby Magnetic Direction

Indicator
EN
END
G
R
FO

Revision 11: Dec 20, 2011 3-99
SECTION 3
PC-12/47E
3.22.12 FLT CTLR
NOTE
FLT CTLR CAS messages are amber on the
ground, but cyan in the air.
Indication: CAS caution – FLT CTLR Ch A Fail
Condition: Loss of Flight Controller channel redundancy.
LY
NOTE
N
O
No loss of functionality. No pilot action.
S
Indication: CAS caution – FLT CTLR Ch B Fail
SE
Condition: Loss of Flight Controller channel redundancy.
PO
NOTE
R
PU
No loss of functionality. No pilot action.
Indication: CAS caution – FLT CTLR Ch A+B Fail
N
IO
Condition: Loss of both Flight Controller channels.
AT
CAUTION
IZ
Loss of Autopilot.
R
IA
Loss of Flight Director.

Loss of Yaw Damper.
IL
Loss of Minimums Selection/Reporting.

M
Loss of Heading/Track Selection

FA
D
END
AN
3.22.13 FMS-GPS
Indication: CAS caution –
AL
Build 6
ER
FMS-GPS1 Pos Misc or FMS-GPS2 Pos Misc

EN
Build 7 and higher

Any combination of FMS1-and/or FMS2 with GPS1 Pos Misc or
G
GPS2 Pos Misc

R
FO
1. GPS vs FMS position Check manually

2. GPS Confirm alternate GPS (if
second GPS installed) is
selected on SENSORS GPS
page
3. Aircraft Inform ATC of any loss of RNAV
capability

3-100 Revision 11: Dec 20, 2011
SECTION 3
NOTE
For dual GPS with a single GPS failure – no loss of position will
occur. With single GPS sensor failed system goes to DEGRADE
and then Dead Reckoning (DR) mode. DEGRADE and DR modes
will be annunciated on the PFD HSI.

Build 6 – FMS-GPS1+2 Pos Misc
Build 7 and higher -
LY
FMS1-GPS1+2 Pos Misc or FMS2-GPS1+2 Pos Misc
N
Condition FMS PPOS position invalid, GPS position valid.
O
S
1. Display Monitor position on Map
SE
and on SENSORS GPS page
PO
2. Aircraft Inform ATC of any loss of
RNAV capability
R
PU
CAUTION

N
Loss of GPS or FMS navigation

IO
RAIM unavailable
AT
NOTE
IZ
With dual FMS, if only one FMS shows a position

R
miscompare, select the other FMS to avoid loss of

IA
navigation and RAIM functionality.

IL
M
NOTE
FA
With both GPS sensors failed system goes to DEGRADE

D
and then Dead Reckoning (DR) mode. DEGRADE and

AN
DR modes will be annunciated on the PFD HSI.
END
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 3-101
SECTION 3
PC-12/47E
3.22.14 UNABLE FMS-GPS MONITOR
Indication: CAS caution – Unable FMS-GPS Mon
Condition : Monitor Warning System continuously compares the
positions between each FMS and each GPS and
annunciates miscompares between any if the threshold is
exceeded.
A.
LY
1. SENSORS GPS page Check GPS navigation mode
2. If FMS or GPS has failed Use other means of
N
navigation
O
If aircraft is SBAS capable and the GPS shows problems with the GPS
S
SE
(GNSS) reception:
3. SBAS sensor page Swap to systems. Select
PO
sensor pages on multi-
purpose window and select
R
PU
GPS. On drop-down menu,
select SBAS tab and switch
“Enroute SBAS” from
N
Enable to Disable
IO
AT
NOTE
IZ
Disabling Enroute SBAS does not disable using SBAS for

R
LPV approaches. If Enroute SBAS has been disabled

IA
due to SBAS problems, LPV approach capability may be

IL
affected. Plan an alternative IFR approach for the

M
destination and alternate airports.

FA
4. GPS 1 Circuit Breaker Open, wait 2 seconds and

D
(Standby Bus LV3) close

AN
If GPS 2 is installed:
AL
5. GPS 2 Circuit Breaker Open, wait 2 seconds and

(Avionic 2 Bus RX1) close
ER
If caution remains and the DR flag is shown on the PFD:

EN
6. Aircraft Inform ATC of any loss of

G
(If in flight) required navigation

performance and use other
R
means of navigation.
FO
CAUTION
Lost Functionality:
 RAIM unavailable
NOTE
In the case of an FMS failure the CPCS will default to
10,000 ft Landing Field Elevation (LFE). Manually re-
select the LFE to prevent over or under pressurization.

3-102 Revision 13: June 01, 2014
SECTION 3
B. IN FLIGHT (while conducting an FMS based approach)

1. Aircraft Terminate approach and
execute a missed
approach if required
C. IN FLIGHT (during RNP operation)
1. Aircraft Terminate and revert to
other means of
navigation
LY
D. IN FLIGHT (during RNAV operation)
N
1. FMS information Cross check with VOR,
O
DME and/or NDB
S
information
SE
If FMS shows an acceptable level of navigation performance:
PO
2. Aircraft Navigation may continue
using the FMS
R
If FMS does not show an acceptable level of navigation performance:
PU
3. Aircraft Revert to alternative
N
IO navigation as required
END
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 13: June 01, 2014 3-103
SECTION 3
PC-12/47E
3.22.15 MULTI MODE RADIO TRANSCEIVER FAILURES
Indication: CAS caution – MMDR 1 Fail
1. MMDR 1 circuit breaker Reset

(Avionic 1 Bus LP1)
If COM 1, NAV 1 and ADF remain not available:
2. COM and NAV Use COM 2 and NAV 2
LY
N
Indication: CAS caution – MMDR 2 Fail
O
S
1. MMDR 2 PRI circuit breaker Reset
SE
(Main Bus RH1)
PO
If COM 2 and NAV 2 remain not available:
R
PU
CAS caution – MMDR 1+2 Fail
N
Indication: IO
1. MMDR 1 circuit breaker Reset
AT
(Avionic 1 Bus LP1)

IZ
2. MMDR 2 PRI circuit breaker Reset

R
(Main Bus RH1)

IA
IL
If all COM, NAV and ADF radios are not available and communication is
required:
M
FA
3. EMERG COM 1 switch Set to 121.5 MHz

D
AN
NOTE
If both MMDR’s are not completely unserviceable, communication should

AL
be possible 121.5 MHz only.

ER
4. Aircraft Proceed to next suitable

EN
airfield or continue to
destination according to
G
ATC restrictions using

R
121.5 MHz.
FO
END

3-104 Revision 13: June 01, 2014
SECTION 3
3.22.16 MULTI MODE RADIO TRANSCEIVER OVERHEAT

Indication: CAS caution – MMDR 1 Overheat
NOTE
MMDR 1 transmit capability is reduced because internal temperature of
unit is too high. MMDR 1 may become operative again after a period of
time.
LY
N
O
Indication: CAS caution – MMDR 2 Overheat
S
NOTE
SE
MMDR 2 transmit capability is reduced because internal temperature of
PO
unit is too high. MMDR 2 may become operative again after a period of
time.
R
PU
1. COM and NAV Use COM 1, NAV 1 and ADF
Indication:
N
CAS caution – MMDR 1+2 Overheat
IO
AT
NOTE
IZ
MMDR 1 and 2 transmit capabilities are reduced because internal

R
temperature of units is too high. MMDR 1 and 2 may become operative

IA
again after a period of time.

IL
If communication is lost, attempt communication with:

M
FA
1. EMERG COM 1 switch Set to 121.5 MHz

If communication not successful:
D
AN
2. XPDR Set to 7600 and follow

national communication
AL
loss procedures
ER
If all VHF and ADF navigation capabilities are lost:

3. Aircraft Continue flight with
EN
FMS/GPS
G
R
END
FO

Revision 13: June 01, 2014 3-105
SECTION 3
PC-12/47E
3.22.17 TRANSPONDER FAILURES
A. Single Transponder Installation
Indication: CAS Caution – XPDR Fail

1. XPNDR 1 circuit breaker Reset
(Avionic 1 Bus LV1)
If caution remains:
LY
2. Aircraft Proceed according to
ATC instructions, expect
N
O
descent below controlled
airspace or diversion to
S
next suitable airfield
SE
PO
B. Dual Transponder Installation
R
CAS caution – XPDR 1 Fail
PU
Indication:
1. PFD radio window Press bezel button
N adjacent to XPDR1
IO
2. PFD Controller window
Press DETAIL button
AT
3. XPDR detail page Press XPDR SEL bezel

IZ
button to change to
R
XPDR 2
IA
Indication: CAS caution – XPDR 2 Fail

IL
1. PFD radio window Press bezel button

M
adjacent to XPDR2
FA
2. PFD Controller window

Press DETAIL button
D
AN
3. XPDR detail page Press XPDR SEL bezel

button to change to
AL
XPDR 1
Indication: CAS caution – XPDR 1+2 Fail
ER

EN
(Avionic 1 Bus LV1 )

G

(Avionic 2 Bus RU1)
R
FO
If caution remains:
3. Aircraft Proceed according to
ATC instructions, expect
descent below controlled
airspace or diversion to
next suitable airfield
END

3-106 Revision 13: June 01, 2014
SECTION 3
3.22.18 AVIONICS STANDARD COMMUNICATIONS BUS FAILURE

Indication: CAS caution – ASCB Fail
By checking available data the crew can determine if the caution is for a
single or dual ASCB bus failure.
Single ASCB Failure
1. Cockpit data Continues to be displayed
(Flight data looks normal)
LY
2. Displayed data Cross check PFD with
N
Electronic Standby
O
Check Engine Instruments
S
Check Environment Window
SE
3. Displays Monitor for remainder of
PO
flight
R
PU
Dual ASCB Failure
N
1. Displays suspect (Loss of IO Use Electronic Standby
displayed data) System (ESIS)
AT
2. If above 10,000 ft and ∆P and CAB ALT indications are suspect or

IZ
lost
R
3. Crew oxygen masks On

IA

IL

M

FA

D

AN

AL

ER

EN

G
higher
R

FO

engine limits
Prior to landing
END

Revision 13: June 01, 2014 3-107
SECTION 3
PC-12/47E
3.22.19 AUTOMATIC FLIGHT CONTROL SYSTEM FAILURES
The four step procedure that follows should be among the basic aircraft
emergency procedures that are committed to memory. It is important that
the pilot be proficient in accomplishing all four steps without reference to
this manual.
A. AFCS UNCOMMANDED DEVIATION FROM FLIGHT PATH
Indication: Abrupt control and/or airplane motion.
LY
Accomplish Items 1 and 2 simultaneously.
N
1. Airplane Control Wheel GRASP FIRMLY and
O
regain aircraft control
S
2. Autopilot Disengage Switch PRESS to disengage the
SE
autopilot (pilot or co-pilot
wheel)
PO
3. Aircraft RETRIM manually as
R
necessary
PU
4. A/P SERVO circuit breaker PULL
(Avionic 1 Bus LZ2)
N
IO
AT
WARNING
IZ
R
DO NOT ATTEMPT TO RE-ENGAGE THE

IA
AUTOPILOT FOLLOWING AN AUTOPILOT OR

IL
AUTOTRIM MALFUNCTION.
M
B. ABNORMAL DISCONNECT
FA
Indication: Flashing red AP on PFD and continuous “Cavalry Charge”

D
aural warning.
AN
1. Airplane Control Wheel GRASP FIRMLY and

regain aircraft control
AL
2. Autopilot Disengage Switch PRESS to cancel aural

ER
warning (pilot or co-pilot

wheel)
EN
G

necessary
R
FO
4. Aircraft If no AFCS associated

CAS messages attempt
to re-engage autopilot
once

3-108 Revision 13: June 01, 2014
SECTION 3
C. CAS CAUTION MESSAGES
Indication: CAS caution – AP HOLD LH (RH) WING DN or

AP HOLD NOSE UP (DN) or
YD HOLD NOSE LEFT (RIGHT)
1. Airplane Control Wheel and rudder Grasp and position feet to

pedals gain aircraft control
LY
2. Autopilot Disengage Switch PRESS to disengage the
autopilot (pilot or co-pilot
N
wheel)
O
S
SE
necessary
PO
NOTE
R
When the AFCS is manually disengaged, an aural
PU
warning is given and the PFD AP flashes red for 2.5
seconds.
N
IO
4. Aircraft If no AFCS associated CAS
AT
messages attempt to re-

engage autopilot once
IZ
R
NOTE
IA
Maximum Altitude losses due to autopilot malfunction:

IL
M
Configuration Alt Loss

FA
Cruise, Climb, Descent 480 ft

D
APR 3° 90 ft
AN
AL
END
ER
EN
G
R
FO

Revision 13: June 01, 2014 3-109
SECTION 3
PC-12/47E
3.22.20 HSI TRK
Build 6 -
HSI is MAG TRK

HSI1 is MAG TRK or HSI2 is MAG TRK or HSI 1+2 is MAG TRK
Condition: The Primus Apex system has switched the long term reference
LY
source for the HSI heading from a gyro based magnetically
N
corrected heading output to a magnetically compensated Track
O
based display.
S
NOTE
SE
PO
The main difference is that the drift angle, i.e. difference between aircraft
heading and track is not shown. The card shows actual track (related to
R
Magnetic North) being made.
PU
1. Flight Guidance Control Panel Switch to Track
N
Heading/Track selector IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3-110 Revision 13: June 01, 2014
SECTION 3

Build 6 –
HSI is TRU TRK
HSI1 is TRU TRK or HSI2 is TRU TRK or HSI1+2 is TRU TRK.
Condition: The Primus Apex system has switched the long term reference
source for the HSI heading from a gyro based magnetically
corrected heading output to a Track based display.
LY
NOTE
N
O
The main difference is that the drift angle, i.e. difference between aircraft
S
heading and track is not shown. The card shows actual track (related to
SE
True North) being made.
PO
The autopilot will switch to ROL/PIT modes when the system switches to
TRUE automatically. Other AFCS modes can be re-engaged as required.
R
PU
1. Flight Guidance Control Panel Switch to Track
Heading/Track selector
N
IO
END
AT
3.22.21 CAS MISCOMPARE

IZ
R
Indication: MW caution on left side of CAS window

IA
IL
Condition: Monitor Warning Function Channels A and B

M
miscompare.
FA
1. CAS Window Toggle MW soft key to

D
see alternatively Channel

AN
A or B of the MWF to find

out which message is
AL
triggering the MW
miscompare condition
ER
2. Aircraft Ascertain the reason for

EN
the miscompare flag and

take appropriate action,
G
using the affected CAS

R
message and Abnormal

FO
Procedures
END

Revision 13: June 01, 2014 3-111
SECTION 3
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3-112 Revision 13: June 01, 2014
SECTION 3A
ABNORMAL PROCEDURES
3A.1 GENERAL
This section provides a description and any actions that can be taken for the
Crew Alerting system (CAS) cyan advisory messages. These are failures of
system module or element parts that are not of an emergency nature. The
LY
information is given in the form of a list of all the cyan advisory messages and
their meaning, any effect on flight and where possible any actions that can be
N
taken, they are not readily adaptable to a checklist format.
O
S
* These messages require maintenance action, if they cannot be cleared before
SE
flight.
PO
During flight, continue with remaining operational equipment and report on
landing.
R
PU
3A.2 CAS ADVISORIES
CAS ADVISORY MESSAGE

N
MEANING, EFFECTS AND POSSIBLE ACTIONS
IO
AT
* 1: MWF A Fail A failure has been detected in either Monitor

Warning Function A or B. No effect on flight.
IZ
* 2: MWF B Fail
R
An amber “MW” miscompare annunciation will be

IA
displayed on the left of the CAS window, in the

IL
event of the MWF determining a miscompare of

M
MW lists in the two MWF Channels. Pressing the

FA
MW bezel button allows toggle between the MWF

source. The displayed source is shown below the
D
CAS annunciation in larger white font. The pilot

AN
should select the source determined to be correct.

AL
* 1: AIOP A Module Fail Actuator I/O Processor module A or B has failed.

The AFCS monitoring function between modules is
ER
* 2: AIOP B Module Fail inoperative.

EN
Effect on flight, loss of AFCS, FD and YD. Loss of

corresponding MWF Channel.
G
R
* 1: CSIO A Fail Custom I/O module A or B or A and B failed.

FO
A single A or B failure will have no effect on flight,

* 2: CSIO B Fail an A and B failure will result in some invalid data on
* 3: CSIO A+B Fail PFD/MFD windows.
* 1: MAU A Overheat An overheat condition has been detected for MAU

CH A and/or B. Auto-shutdown of the MAU is
* 2: MAU B Overheat possible if temperature continues to rise. When
* 3: MAU A+B Overheat temperature returns to a safe level, the MAU will
reset automatically. Effect on flight, loss of MAU CH
A or B.

Revision 9: Jun 30, 2010 3A-1
SECTION 3A
PC-12/47E
CAS ADVISORY MESSAGE MEANING, EFFECTS AND POSSIBLE ACTIONS
MAU Fan Fail No flight crew action required. Corresponding MAU

Overheat advisory may occur.
* 1: GIO A Fail Generic I/O module A or B or A and B failed.

A single A or B failure will have no effect on flight,
* 2: GIO B Fail an A and B failure will result in some invalid data
LY
* 3: GIO A+B Fail on PFD/MFD windows.
N
O
* 1: AGM 1 Fail Advanced Graphics Module 1 or 2 failed. AGM 1
S
(MAU Ch. A) drives the Pilot PFD and upper MFD.
SE
* 2: AGM 2 Fail AGM 2 (MAU Ch. B) drives the Copilot (when
installed) and lower MFD.
PO
Refer to APEX Failures - Displays for more
information.
R
PU
1: CMS 1 Fail Configuration Management System has detected a
N
failure in the monitoring software of CMS 1 or 2.
2: CMS 2 Fail
IO
No effect on flight.
AT
Yaw Damper Fail Maintain the aircraft in balanced flight using rudder
IZ
pedals and manual rudder trim.

R
Above FL200 fly smoothly, do not make abrupt or

IA
large rudder or aileron control deflections. Keep

IL
the slip ball centered to +/- 1 ball.

M
Reset the AFCS as follows:

FA
Open the A/P SERVO (Avionic 1 Bus LZ2) and A/P

SERVO ENABLE (Avionic 1 Bus LY2) circuit
D
breakers for 2 secs, then close. Check CAS. Only

AN
one reset attempt per flight

AL
Autopilot is not available.

Autopilot Fail Reset the AFCS as follows:
ER

EN

G
one reset attempt per

R
FO
Flight Director Fail Flight Director is not available


3A-2 Revision 10: Dec 20, 2010
SECTION 3A

Fault detected in the AFCS system.
AFCS Fault (Build 7 and higher)
LY
All on together: Flight Director Reset the AFCS as follows:
N
Fail, Autopilot Fail, Yaw Trim the aircraft straight and level. Wait two
O
Damper Fail minutes. If the CAS messages go off, re-engage
autopilot.
S
SE
ADAHRS reset can only be achieved in stable pitch
PO
and no bank condition, also only light turbulence.
Only one reset attempt per flight.
R
If the CAS messages stay on or recur, trim the
PU
aircraft straight and level with autopilot and yaw
damper disengaged.
N
IO
Open the ADAHRS CH B circuit breaker (RM1
AT
MAIN BUS), wait 5 seconds then close the circuit

breaker. Wait two minutes. If the CAS messages
IZ
go off, engage the autopilot.

R
IA
If the CAS messages reoccur, and autopilot is

required for continued safe flight, open the
IL
ADAHRS CH B circuit breaker (RM1 MAIN BUS)

M
and leave open for the rest of the flight.

FA
Flight management System is not available, use

D
* FMS Fail
remaining operational navigation equipment as
AN
or
*FMS1+2 Fail (if dual FMS required. The CPCS will use the default Landing
Field Elevation (LFE) of 10,000 ft to determine the
AL
installed)
target cabin altitude. Therefore, the flight crew
ER
must manually re-select the LFE early enough to

prevent over or under pressurization. Alternatively,
EN
the CPCS SYSTEM MODE switch may be selected

to MANUAL for manual control of the cabin
G
altitude.
R
FO
FMS1 Fail If required use the NAV source select button on the
or PFD Controller to select the cross-side FMS for
FMS2 Fail navigation.
FMS Synch Error FMS1 and FMS2 are operating independently (not
synchronized). Non-coupled FMS will not receive
any changes made to the flight plan. See section 7-
33 for a description of how to synchronize FMS1
and FMS2.

Revision 11: Dec 20, 2011 3A-3
SECTION 3A
PC-12/47E
Takeoff Config Takeoff configuration incorrect. Correct prior to

takeoff.
* Pusher Safe Mode Stick pusher computer has gone into pusher safe
mode. Stall warning trigger thresholds operate at
LY
the 0° flap position settings irrespective of the flap
position.
N
O
S
* 1: LH OAT Fail Loss of total and static air temperature from
SE
ADAHRS Channel A or B or A and B. Refer to
* 2: RH OAT Fail AHRS Failures for more information.
PO
* 3: LH+RH OAT Fail
R
PU
* MF CTLR Fail Multi function controller has failed.
Open and close the MULTI FUNCT CONT circuit
N
breaker (Standby Bus LR3). If reset unsuccessful,
IO
use remaining operational navigation equipment as
AT
required.
If joystick has failed, use the Direct To button on
IZ
MF controller and enter waypoints to operate the

R
FMS from point to point or use CCD (if installed) to

IA
operate joystick functions

IL
M
* 1: LH PFD CTLR Fail Cross check PFD data with Electronic Standby
FA
Instrument System (ESIS). Use MF Controller to

* 2: RH PFD CTLR Fail operate Radio window. Use PFD knob on
D
* 3: LH+RH PFD CTLR Fail serviceable PFD Controller to set up both Pilot and
AN
Copilot PFD
AL
(In Flight Only)

ER
1: FLT CTLR Ch A Fail Single channel failure has no effect.

EN
Dual channel failure loss of AP/FD/YD.

2: FLT CTLR Ch B Fail
G
3: FLT CTLR Ch A+B Fail

R
FO

SECTION 3A
* 1: GPS 1 Fail GPS has no satellite signal reception or GPS unit

failed. If CAS message does not clear after approx.
* 2: GPS 2 Fail 2 mins:
* 3: GPS 1+2 Fail
For Single GPS installation:. Use remaining
LY
operational navigation equipment as required.
N
O
For: Dual GPS installation: If single GPS fail, the
FMS will automatically select the alternate GPS. If
S
SE
needed, select alternate GPS on Sensors page.
PO
For Dual GPS installation: If dual GPS fail: Use
remaining operational navigation equipment as
R
required.
PU
Open the circuit breaker of the failed GPS (GPS 1
N
LV3 STANDBY BUS and/or GPS 2 RX1 AVIONIC 2
IO
BUS), wait 5 seconds then close the circuit
AT
breaker.
NOTE: The FMS will use ADAHRS data to dead
IZ
reckon, based on the previously known GPS

R
position prior to the failure

IA
IL
Traffic Fail Loss of TCAS

M
FA
TAWS Fail Loss of TAWS

D
AN
Terr Inhib Active Terrain alerting Inhibit selected

AL
Terr Inhib not Avail Terrain alerting visual and aural inhibit is not
available
ER
EN
No Altitude Reporting XPDR not transmitting altitude. Select TA on Radio

(Primus APEX Build 6) window or ALT if no TCAS system is installed.
G
R
FO

SECTION 3A
PC-12/47E
ON GROUND CAS MEANING

ADVISORIES
Maintenance Fail The Aircraft Diagnostic and Maintenance System

(ADMS) has failed. Does not prevent the aircraft
from dispatching, may impact mechanic’s ability to
diagnose and repair the aircraft in a timely manner.
LY
ACMF Logs Full One or more of the Aircraft Condition Monitoring
Function – Aircraft, Navigation or Engine data logs
N
are full. Data will be lost if not transferred.
O
S
SE
ACMF Logs >80% Full One or more of the Aircraft Condition Monitoring
Function – Aircraft, Navigation or Engine data logs
PO
are more than 80% full. Data may be lost if not
transferred.
R
PU
Engine Log Full The Engine Trend Recording Stable Cruise data
log is full. Data will be lost if not transferred.
N
IO
Engine Log >80% Full Engine Trend Recording Stable Cruise data log is
AT
more than 80% full. Data may be lost if not

IZ
transferred.
R
IA
* Aural Warning Fault One of the two aural drivers is inhibited or has
IL
(Build 8.5 and higher) failed. There is a loss of redundancy in the aural
M
warning system. No effect on flight.

FA
D
3A.3 CAS STATUS

AN
AL
AIRBORNE CAS STATUS MEANING

MESSAGE
ER
EN
Event A 5 second airborne indication, to show that a

crew initiated event, by pressing the EVENT button
G
on the MF controller, has been recorded.

R
FO
Function Unavailable Indicates that an unavailable function has been

selected by the crew
* Check Oil Debris The particle count 30 second threshold limit has
been exceeded

3A-6 Revision 12: December 01, 2012
SECTION 3A
AIRBORNE CAS STATUS MEANING

MESSAGE
* CPCS Fault One of the channels in the Cabin Pressure Control

computer has a fault condition. Reset the CPCS as
follows:
1. CPCS MODE switch, set MANUAL for min. 1
LY
sec then AUTO. Check CAS.
2. CPCS Ch. 1 and CPCS Ch. 2 circuit breakers,
N
open for 4 secs, then close. Check CAS.
O
3. CPCS MODE switch, set MANUAL for min. 1
S
sec then AUTO. Check CAS.
SE
PO
* FCMU Fault The Fuel Control and Monitoring computer has a
fault condition. Automatic fuel balancing, analog
R
fuel quantity and low level indication may be
PU
suspect.
* Low Lvl Sense Fault

N
The fuel low level sensing part of the Fuel Control
IO
and Monitoring computer has a fault condition.
AT
Fuel low level CAS cautions may be inoperative.

IZ
* Maint Memory Full The Fault History Database for the aircraft member
R
systems has become full. Fault History will be lost

IA
if not transferred.
IL
M
No Engine Trend Store Indicates that a Stable Cruise flight data store
FA
condition was not achieved. Will remain on until a

Stable Cruise flight data store is successful.
D
AN
AL
ER
EN
G
R
FO

SECTION 3A
PC-12/47E
ON GROUND CAS STATUS MEANING AND POSSIBLE ACTIONS

MESSAGES
Engine Exceedance Reminds on the ground that during flight a

WARNING was displayed for an exceedance
of one or more of the following engine
parameters:
Oil Pressure
LY
Oil Temperature
ITT
N
TORQUE
O
NG
S
NP
SE
If no exceedances were noted by the pilot,
continue flight and report to maintenance
PO
personnel. If an exceedance was noted,
maintenance action may be required before
R
PU
continued flight, depending on the extent of
the exceeded parameter. The CAS message
will always be displayed on the ground as a
reminder. N
IO
AT
Build 6 – The CAS message can only be

cleared by maintenance action. Further
IZ
exceedance (if any) will not be displayed.

R
IA
Build 7 or higher - The message is cleared

IL
by the next power cycle. The exceedance is

permanently recorded on the ACMS file for
M
periodic maintenance analysis.

FA
Reminds on the ground that during flight an

D
Aircraft Exceedance Airspeed WARNING was displayed or, an

AN
acceleration parameter (g limit) was

exceeded. If no exceedances were noted by
AL
the pilot, continue flight and report to

ER
maintenance personnel. If an exceedance

was noted, maintenance action may be
EN
required before continued flight, depending on

the extent of the exceeded parameter. The
G
CAS message will always be displayed on the

R
ground as a reminder.
FO
Build 6 – The CAS message can only be

cleared by maintenance action. Further
exceedance (if any) will not be displayed.
Build 7 or higher - The message is cleared
by the next power cycle. The exceedance is
permanently recorded on the ACMS file for
periodic maintenance analysis.

SECTION 3A
ON GROUND CAS STATUS MEANING AND POSSIBLE ACTIONS

MESSAGES
Crew Event Store Indicates that a crew initiated event has been
recorded
* 1: LH WOW Fault Indicates that the Modular Avionics Unit (MAU) has
LY
* 2: RH WOW Fault determined that either of the main landing gear
* 3: LH+RH WOW Fault proximity switches is in disagreement with the
N
O
aircraft Air/Ground determination.
S
SE
* AGM 2/FMS1 GFP inop Indicates graphical Flight Planning function failed
in Aircraft Graphics Module.
PO
* 1: AGM 1 DB Error Indicates an error has been detected in the
R
PU
* 2: AGM 2 DB Error navigation or charts database on one or both
* 3: AGM 1+2 DB Error Advanced Graphics Module (AGM).
N
IO
* 1: AGM 1 DB Old Indicates the navigation or charts database in one
* 2: AGM 2 DB Old or both Advanced Graphics Module (AGM) is out
AT
* 3: AGM 1+2 DB Old of date.

IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 3A
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
INTENTIONALLY BLANK
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

3A-10 Revision 10: Dec 20, 2010
SECTION 4
PC-12/47E NORMAL PROCEDURES
SECTION 4
NORMAL OPERATING PROCEDURES
CONTENTS
LY
N
O
S
SE
NORMAL PROCEDURES 4-1
PO
4.1 GENERAL 4-1
R
4.2 AIRSPEEDS FOR NORMAL OPERATIONS 4-2
PU
4.3 PREFLIGHT INSPECTION 4-4
N
IO
4.3.1 EMPENNAGE 4-4
4.3.2 RIGHT WING TRAILING EDGE 4-5
AT
4.3.3 RIGHT WING LEADING EDGE 4-5

IZ
4.3.4 NOSE SECTION 4-6

4.3.5 LEFT WING LEADING EDGE 4-7
R
IA
4.3.6 LEFT WING TRAILING EDGE 4-7

4.3.7 CABIN 4-8
IL
4.3.8 COCKPIT 4-8

M
FA
4.4 BEFORE STARTING ENGINE 4-10

D
AN
4.5 ENGINE STARTING 4-12

4.5.1 WITH OR WITHOUT EXTERNAL POWER 4-12
AL
4.5.2 DRY MOTORING RUN 4-14

ER
4.6 BEFORE TAXIING 4-15

EN
4.7 TAXIING 4-16

G
4.8 BEFORE TAKEOFF 4-17

R
FO
4.8.1 BEFORE DEPARTURE 4-17

4.8.2 LINE UP CHECK 4-17
4.9 TAKEOFF 4-18
4.10 FLIGHT INTO KNOWN ICING CONDITIONS 4-19

Revision 11: Dec 20, 2011 4-i
SECTION 4
NORMAL PROCEDURES PC-12/47E
4.11 CLIMB 4-21
4.12 CRUISE 4-21
4.13 DESCENT 4-22
LY
4.14 BEFORE LANDING 4-22
N
4.14.1 APPROACH CHECK 4-22
O
4.14.2 FINAL CHECK 4-23
S
4.15 BALKED LANDING (GO-AROUND) 4-24
SE
PO
4.16 LANDING 4-25
4.16.1 NORMAL 4-25
R
4.16.2 SHORT FIELD 4-25
PU
4.17 AFTER LANDING 4-25
N
IO
4.18 SHUTDOWN 4-26
AT
4.19 PARKING 4-27

IZ
R
4.20 OXYGEN SYSTEM 4-28

IA
IL
4.21 NOISE LEVEL 4-31

M
FA
AMPLIFIED PROCEDURES
D
4.22 AUTOMATIC FLIGHT CONTROL SYSTEM 4-32

AN
OPERATION
AL
4.23 CROSSWIND OPERATION 4-32

ER
4.24 FLIGHT IN ICING CONDITIONS 4-33

EN
4.25 SEVERE ICING CONDITIONS 4-37

G
R
4.26 CPCS LOW CAB MODE OPERATION 4-38

FO

SECTION 4
NORMAL OPERATING PROCEDURES
4.1 GENERAL
This section provides the normal operating procedures. All of the procedures
required by regulation as well as those procedures which have been
LY
determined as necessary for the operation of this airplane are provided.
N
Normal operating procedures associated with optional systems or equipment
O
which require supplements are contained in Section 9, Supplements.
S
SE
Pilots must familiarize themselves with these procedures to become proficient
in the normal operation of the airplane.
PO
It is recommended that these procedures be followed for the normal operation of
R
the aircraft. When the aircraft has been in extended storage, had recent major
PU
maintenance or been operated from prepared unpaved surfaces the full preflight
inspection procedure given in this section is recommended.
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 9: Jun 30, 2010 4-1
SECTION 4
4.2 AIRSPEEDS FOR NORMAL OPERATIONS

Airspeeds for normal operations are listed below. Unless otherwise noted, all airspeeds
are based on a maximum takeoff weight of 10,450 lb (4,740 kg) at sea level under ISA
standard day conditions.
Takeoff (VR):
Flaps 15° 82 KIAS
Flaps 30° 76 KIAS
LY
Maximum Climb:
N
Best Angle (VX) 120 KIAS
O
Best Rate (VY) Flaps 0°:
S
SE
Sea level 130 KIAS
5,000 ft 125 KIAS
PO
10,000 ft 125 KIAS
15,000 ft 125 KIAS
R
20,000 ft and above 120 KIAS
PU
Recommended Climb Speed with Flaps retracted
and Pusher Ice Mode
N 140 KIAS
IO
Maximum Operating Maneuvering
AT
Speed (VO) (10,450 lb/ 4,740 kg) 166 KIAS

IZ
Maximum Flaps Extended (VFE):

R
Flaps 15° (≤ = 15°) 165 KIAS

IA
Flaps 30° / 40° (>15°) 130 KIAS

IL
M
Maximum Landing Gear:

FA
Extension (VLO) 180 KIAS

Retraction (VLO) 180 KIAS
D
Extended (VLE) 240 KIAS

AN
Landing Approach Speed

(based on Maximum Landing Weight of 9,921 lb/ 4,500 kg):
AL
Flaps 0° 120 KIAS

ER
Flaps 15° 99 KIAS

EN
Flaps 30° 89 KIAS

Flaps 40° 85 KIAS
G
with residual ice on the airframe

R
Flaps 15°, Pusher Ice Mode 110 KIAS

FO
Balked Landing (Go-Around):

TO/Pwr, Flaps 15° 98 KIAS
TO/Pwr, Flaps 15°, Pusher Ice Mode 110 KIAS

4-2 Revision 11: Dec 20, 2011
SECTION 4
Maximum Demonstrated Crosswind for Takeoff and Landing (not a limitation):

Flaps 0° 30 kts
Flaps 15° 25 kts
Flaps 30° 20 kts
Flaps 40° (landing only) 15 kts
For APEX software Build 8 and higher, the Angle of Attack Fast/Slow indicator is
replaced by the Dynamic Speed Bug on the Airspeed Tape. Therefore the term
“AOA centered” used in this chapter refers to the speed represented by the
LY
Dynamic Speed Bug (1.3 VSTALL).
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 4-3
SECTION 4
4.3 PREFLIGHT INSPECTION
4.3.1 EMPENNAGE
1. Luggage CHECKED and SECURED

2. Cargo CHECK that cargo is located against
(Combi Interior) retainer angles installed on seat rails.
LY
3. Tie Down Straps CHECK fittings properly inserted into seat
N
(Combi interior) rails and that the straps are tight.
O
4. Cargo Door After cargo loading / unloading:
S
CHECK lower attachment lugs for
SE
condition.
PO
5. Hydraulic system Make sure nitrogen pressure is in the
colored sector and the level indicator
R
shows full.
PU
6. Cargo Door CLOSED and LOCKED
N
(check for green flags)
IO
7. Static ports CHECK CLEAR of OBSTRUCTIONS
AT
8. Tail tie-down DISCONNECTED

IZ
R
9. External Power Door CLOSED/AS REQUIRED

IA
10. Oxygen rupture disc INTACT if a larger capacity oxygen system

IL
is installed in the rear fuselage

M
FA
11. Rudder and trim tab CHECK VISUALLY

12. Vertical stabilizer CHECK VISUALLY
D
AN
13. Elevator assembly CHECK VISUALLY

AL
14. Horizontal stabilizer CHECK VISUALLY, Stabilizer Trim Mark

within green range.
ER
15. Deicing Boots CHECK VISUALLY

EN
16. Static discharge wicks CHECK

G
17. Dorsal and ventral fairings CHECK

R
FO
18. General condition CHECK

19. Battery Compartment CHECK CLOSED

4-4 Revision 11: Dec 20, 2011
SECTION 4
4.3.2 RIGHT WING TRAILING EDGE
1. Flaps CHECK CONDITION

2. Aileron CHECK CONDITION
3. Static discharge wicks CHECK
LY
4.3.3 RIGHT WING LEADING EDGE
N
O
1. Nav/Strobe light CHECK CONDITION
S
SE
2. Fuel tank vent CLEAR of OBSTRUCTIONS
PO
3. Fuel quantity and filler cap CHECK and SECURE
R
4. Pitot probe COVER REMOVED and CHECKED
PU
5. AOA probe COVER REMOVED
CHECK FREE MOVEMENT
N
IO
6. Wing tie-down/wheel chocks DISCONNECTED and REMOVED
AT
7. De-Icing boot CHECK GENERAL CONDITION

IZ
8. Right main landing gear CHECK

R
IA
9. Right brake assembly CHECK

IL
10. Two fuel drains SAMPLE and SECURE

M
FA

D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 4-5
SECTION 4
4.3.4 NOSE SECTION
A. SERVICE BAY (RIGHT) (If a standard oxygen system is installed):

1. Oxygen Press CHECK
2. Oxygen and ECS Doors CLOSED
3. Oxygen rupture disc INTACT
LY
B. Engine Area
N
1. Cowling RH CHECK and SECURE
O
2. Propeller -
S
SE
a Blade Anchor - REMOVED and STOWED
PO
b Blade CHECK
R
c De-Icing Boots CHECK GENERAL CONDITION
PU
d Spinner CHECK
3. Air Inlet and Exhaust Covers
N
REMOVED and STOWED
IO
4. Air Inlets CHECK ENGINE AIR INTAKE,
AT
OIL COOLER, ECS and

IZ
GENERATOR for
R
OBSTRUCTIONS
IA
5. Exhaust System CHECK

IL
M
6. Nose Gear and Doors CHECK

FA
7. Wheel Chocks REMOVED

D
8. Engine drain mast (LH) CHECK. No leaks permitted

AN
9. Engine drain (LH) SAMPLE and SECURE

AL
ER
WARNING
EN
DO NOT TOUCH OUTPUT CONNECTORS OR

G
COUPLING NUTS OF IGNITION EXCITER WITH

BARE HANDS.
R
FO
10. Oil Quantity CHECK SIGHT GLASS AND

DIPSTICK FOR SECURITY
(green markings aligned)
Check oil level in green range of sight glass within 10 to 20 minutes

after engine shut down. If engine has been shut down for more than 30
minutes, check dipstick indication and if it indicates that oil is needed,
start the engine and run at ground idle for 5 minutes. Recheck oil level
using dipstick and refill if necessary. For a better view, the check of the
dipstick security may be conducted from the RH cowling.

4-6 Revision 11: Dec 20, 2011
SECTION 4
11. General Condition CHECK

12. Cowling LH CHECK and SECURE
13. Windshield CHECK CLEAN
C. SERVICE BAY (LEFT)
1. Fuel Filter SECURE, INDICATOR FLUSH
2. Fuel Filter drain SAMPLE AND SECURE
LY
3. Fuel Compartment Doors CLOSED
N
O
4. Air Separator drain SAMPLE AND SECURE
S
SE
4.3.5 LEFT WING LEADING EDGE
PO
R
1. Two fuel drains SAMPLE and SECURE
PU
2. Left main landing gear CHECK
3. Left brake assembly
NCHECK
IO
4. De Icing boot CHECK GENERAL CONDITION
AT
5. Pitot probe COVER REMOVED and CHECKED

IZ
R
6. AOA Probe COVER REMOVED and CHECK

IA
FREE MOVEMENT
IL
7. Wing tie-down/wheel chocks DISCONNECTED and REMOVED

M
FA
8. Fuel quantity and filler cap CHECK and SECURE

D
9. Fuel tank vent CLEAR of OBSTRUCTIONS

AN
10. Nav/Strobe light CHECK CONDITION

AL

ER
EN
4.3.6 LEFT WING TRAILING EDGE

G
1. Static discharge wicks CHECK SECURITY and CONDITION

R
FO
2. Aileron and trim tab CHECK CONDITION

3. Flaps CHECK CONDITION

Revision 11: Dec 20, 2011 4-7
SECTION 4
4.3.7 CABIN
1. Main Entry Door CLOSED and LOCKED
(check for 6 green flags)
2. Hand luggage SECURED/STOWED
3. Passenger Seat CHECK Backrests in upright position
(for takeoff and landing)
4. Passenger Seat Belts FASTENED
LY
5. Overwing emergency exit LOCK PIN REMOVED, EXIT
N
CHECKED and LOCKED
O
6. Fire Extinguisher CHECK ATTACHMENT and
S
PRESSURE
SE
For flights above 10,000 ft altitude:
PO
7. Passenger oxygen masks CONNECTED AND STOWED (for
R
each passenger)
PU
N
4.3.8 COCKPIT IO
1. Flight Control Lock REMOVED and placed in STOWAGE PO
AT
2. EMERG COM 1 switch NORM

IZ
3. Aural Warning Inhibit switch ON

R
IA
4*. LH MASK/MIC switch CHECK MIC

IL
M
5. LH Circuit breakers CHECK IN

FA
6. Parking Brake Handle SET/PUSH BRAKE PEDALS

D
7. ICE PROTECTION switches OFF

AN
INERT SEP switch AS REQUIRED

8. Landing Gear Handle DN
AL
ER
9. Environmental (ACS, AUTO

ELECTRICAL, FANS) and
EN
CPCS switches
G
10*. RH MASK/MIC switch CHECK MIC

R
11. RH Circuit breakers CHECK IN

FO
12. Main OXYGEN lever ON

13*. Crew oxygen masks CHECK
14. WX radar STBY
15. ELT ARMED/GUARDED
Items marked thus:* only necessary on first flight of the day.

4-8 Revision 11: Dec 20, 2011
SECTION 4
16. TRIM INTERRUPT switch NORM/GUARDED

17. FLAP INTERRUPT switch NORM/GUARDED
18. Manual Override Lever OFF and stowed properly
CAUTION
TO PREVENT DAMAGE TO ENGINE CONTROLS, DO NOT
LY
MOVE THE POWER CONTROL LEVER AFT OF THE IDLE
DETENT WITH ENGINE NOT RUNNING.
N
O
19. POWER CONTROL LEVER IDLE DETENT
S
SE
PO
21. Flap Lever 0°
R
22. Cockpit/Instrument/ OFF
PU
Cabin Light switches
23. Fuel Firewall Shut-off lever FULLY IN
N
IO
24. Hydraulic hand pump handle STOWED
AT
25. ACS Firewall Shut-off lever FULLY IN

IZ
26. FUEL PUMPS switches AUTO

R
IA
27. IGNITION switch AUTO

IL
28. EXTERNAL LIGHTS OFF

M
switches
FA
29. PASSENGER WARNING OFF

D
switches
AN
30. EPS switch OFF

AL
31. MASTER POWER switch Up and Guarded

ER
32. BAT 1, BAT 2, STBY BUS CHECK OFF

EN
33. EXT PWR CHECK CENTER

G
34. AV 2 BUS, CABIN BUS, CHECK ON

R
AV 1 BUS, GEN 1, GEN 2

FO

Revision 11: Dec 20, 2011 4-9
SECTION 4
4.4 BEFORE STARTING ENGINE
1. Preflight inspection COMPLETE

2. STBY BUS switch ON wait until MFD powers up (30 secs)
prior to switching batteries on
3. Display reversion control Pilots PFD AGM NORM,
panel Copilots PFD AGM NORM (if installed)
Adjust lower MFD brightness and set
LY
other DU’s brightness control similarly
N
O
4. ATIS and start up clearance RECEIVED
S
5. FMS programming COMPLETED
SE
6. Seats ADJUSTED and LOCKED
PO
7. Seat belts FASTENED
R
8. EPS switch TEST (minimum 5 secs)
PU
a Green TEST indicator ON during test
N
IO
b EPS switch ARMED
AT
c Red EPS ON indicator ON

IZ
d ESIS ALIGNING
R
IA

IL
10. Red EPS ON indicator Check OFF

M
11. BAT 1 and BAT 2 indicators CHECK 24 VDC min

FA
12. External power (if available)

D
AN
a External power unit On, check 28 VDC

b External power unit Connect, check OHP AVAIL is on
AL
c EXT PWR switch ON

ER
d BAT 1 and BAT 2 CHECK 28 VDC

EN
indicators
G
NOTE
R
FO
The external power control unit on the aircraft will disconnect

the EPU if the output voltage is above 29.5 or below 22 VDC.
13. Landing Gear 3 greens CHECK

14. FUEL quantity SUFFICIENT for flight, balanced within
3 segments for departure

SECTION 4
16. FIRE WARN test switch PUSH. (CAS Engine Fire and Fire
Detector annunciations on while switch
is pushed, callout heard if powered
from GPU)
17. LAMP test switch PUSH. (Master Warning and Caution
lights on while switch is pushed)
18*. FUEL PUMP LH switch ON, check CAS Fuel Pressure Low
caution goes off, then set AUTO
LY
19*. FUEL PUMP RH switch ON, check CAS Fuel Pressure Low
N
caution goes off, then set AUTO
O
20. Oxygen pressure gage CHECK 1,850 psi MAX
S
SE
21. PASSENGER OXYGEN ON. CHECK ENVIRONMENT PAX
selector OXY caption on. SET switch to AUTO
PO
or OFF if no passengers on board
R
22. Direct Vision window CLOSED and LOCKED
PU
23. Radios/Avionics SET as required, ESIS aligned
N
IO
AT
* only necessary on the first flight of the day.

IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 4-11
SECTION 4
4.5 ENGINE STARTING

4.5.1 WITH OR WITHOUT EXTERNAL POWER
1. External lights AS REQUIRED
NOTE
Avoid prolonged use of the beacon and logo lights (if installed), as
LY
this can cause a decrease in battery power and affect the engine
starting.
N
O
S
2. Propeller area CLEAR, Confirm CLEAR of
SE
obstructions
PO
3. CAS window CHECK no door warnings, no oil
temperature warning and no cyan
R
autopilot messages
PU
N
NOTE IO
AT
It is essential that the autopilot pre-start servo calibration is not

affected by any control inputs or an engine start before the
IZ
CAS cyan autopilot messages are extinguished. Failure to

R
follow this procedure will possibly affect the autopilot system

IA
availability in the air.

IL
M
4. STARTER switch PUSH momentarily

FA
a Oil pressure CHECK rising

D
b Ng 13%
AN
5. Condition Lever GROUND IDLE

AL
ER
NOTES
EN
COLD START - (oil temp below 5° C). Set FLIGHT IDLE as

soon as Ng is above 13%. Set GROUND IDLE when Ng is
G
above 50%.
R
FO
WARM START - (ITT above 150° C). After Ng has stabilized

wait until ITT approaches 150° C before GROUND IDLE is
set.

4-12 Revision 11: Dec 20, 2011
SECTION 4
6. ITT MONITOR. MAXIMUM 1000°C limited

to 5 sec. 850° - 870°C limited to 20
sec.
If there is a rapid increase in ITT towards 1000°C, then:
a CONDITION LEVER CUT-OFF/FEATHER, refer to DRY
MOTORING RUN.
7. Ng STABLE above 50%
If Ng stays below 50% then:
LY
N
a CONDITION LEVER FLIGHT IDLE
O
b ITT MONITOR
S
If there is no increase in ITT or Ng within 10 sec of moving Condition Lever to
SE
GROUND OR FLIGHT IDLE, then:
PO
c CONDITION LEVER CUT-OFF/FEATHER
R
d STARTER Push
PU
INTERRUPT switch
e Allow min 30 sec draining period, then refer to DRY MOTORING
RUN.
N
IO
8. Starter sequence COMPLETED
AT
9. Engine instruments STABLE in green range

IZ
10. GEN 1 and GEN 2 Check volts and amps

R
IA
IL
NOTE
M
If the propeller rpm after engine start-up is below 950

FA
rpm, refer to Para. 3.6.2 in the Emergency Procedures

section. If NG is below 60% after start-up, refer to Para.
D
3.6.3 in the Emergency Procedures section.

AN
AL
11. FUEL RESET soft key Push to reset

ER
12. EXT PWR switch OFF

EN
13. External Power Unit (if used) Disconnect, select off

G
R
FO

SECTION 4
4.5.2 DRY MOTORING RUN
NOTE
This procedure is used to remove internally trapped fuel and
vapor or if there is evidence of fire within the engine gas path.
Allow min 30 sec draining period, then:
LY
N
O
3. IGNITION circuit breaker PULL
S
(LH Blue ESSENTIAL BUS)
SE
PO
5. EXT PWR switch ON
6. FUEL PUMPS switches ON
R
PU
7. STARTER switch PUSH momentarily
After 15 seconds Should a fire persist, as
N
indicated by sustained ITT,
IO
CLOSE the Fuel Emerg
Shut-off valve at this point
AT
and continue motoring for

IZ
another 15 sec.
R
8. START INTERRUPT switch PUSH

IA
9. FUEL PUMPS switches AUTO

IL
10. IGNITION circuit breaker RESET

M
(LH Blue ESSENTIAL BUS)

FA
11. EXT PWR switch OFF

D

AN
Observe starter cooling off limits, then initiate applicable engine start
procedure.
AL
ER
EN
G
R
FO

4-14 Revision 11: Dec 20, 2011
SECTION 4
4.6 BEFORE TAXIING
1. Flaps Lever 15°

IF ICING CONDITIONS EXPECTED OR FIRST FLIGHT OF THE DAY:
2. ICE PROTECTION switches Set all on for 1 minute, (windshield
heavy)
3. CAS window No cautions. Check PROPELLER,
INERT SEP and BOOTS advisories
LY
are on
4. ICE PROTECTION switches Set as required
N
O
5. Inertial Separator OPEN, if operating on unprepared
surface or for bird strike protection
S
SE
6. Stick Pusher Test:
PO
a PCL SET 5 - 10 psi
b STICK PUSHER test PUSH AND HOLD
R
switch (Overhead Panel)
PU
c PCL Set to idle.
d Elevator Control PULL
N
IO
e Shaker for 2 sec CHECK correct operation.
Break for 1 sec Post SB 45-003. The “Stall” aural
AT
Shaker for 2 sec callout is inhibited on the ground

IZ
Break for 1 sec

R
Pusher, Shaker
IA
f ICE PROTECTION CHECK ON

IL
PUSHER
M
ICE MODE advisory

FA
When pusher operates:

g PUSHER INTR switch PRESS and HOLD, check pusher
D
(Control Wheel) interrupts

AN
h STICK PUSHER test RELEASE

switch
AL
i CAS PUSHER caution CHECK OFF

ER
j CAS PUSHER caution CHECK ON (visual and aural) after 3

sec
EN
k PUSHER INTR switch RELEASE

l CAS PUSHER caution CHECK OFF (visual and aural)
G
m Elevator Control CHECK FULL and FREE movement

R
FO
7. PFD, MFD CAS, ESIS No flags or red warning captions, all

aligned

Revision 11: Dec 20, 2011 4-15
SECTION 4
4.7 TAXIING
1. EXTERNAL LIGHTS switches AS REQUIRED

2. PASSENGER WARNING ON
switches (if installed)
3. Parking Brake RELEASE
4. Brakes CHECK
5. Display units Compare ADI’s, speeds, Altitude,
LY
Heading and check no flags
N
O
CAUTION
S
SE
TO AVOID POSSIBLE PROPELLER DAMAGE, DO NOT
ALLOW STABILIZED PROPELLER OPERATION BETWEEN
PO
350 AND 950 RPM (PROPELLER NOT FEATHERED).
R
PU
NOTE
If operating conditions allow, use the beta range (aft of the idle
N
detent) to control taxi speed and reduce wear on brakes.
IO
AT
For the periodical brake conditioning procedure, refer to the

Brake Care Paragraph in Section 8.
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

4-16 Revision 13: June 01, 2014
SECTION 4
4.8 BEFORE TAKEOFF
4.8.1 BEFORE DEPARTURE
1. Takeoff power setting CALCULATED

2. Fuel quantity CHECK
3. Engine instruments CHECK
LY
4. Trim SET GREEN range
If CG is 236 inches (6 meters) SET GREEN DIAMOND
N
or further aft of datum
O
5. Flaps 15° (for reduced take-off distance flap
S
SE
30° may be used)
6. Flight controls FULL, FREE and CORRECT
PO
7. CPCS Check FMS identifier and ELEV, if no
R
FMS ELEV adjust landing ELEV,
PU
check mode. Check no CPCS faults.
If identifier and ELEV miscompare,
N
select and deselect DEST ELEV
IO
8. DC Amps Batteries CHECK both BAT 1 and BAT 2
AT
indicate less than 30 amps. If greater

than 30 amps is indicated, delay
IZ
takeoff until indications are at or below

R
30 amps
IA
9. Radios/Navigation/FD/ SET and checked

IL
clearance
M
10. Departure and emergency COMPLETED

FA
briefing
D
AN
4.8.2 LINE UP CHECK

AL
1. PROBES switch ON
ER
2. Windshield Heat AS REQUIRED

EN
3. INERT SEP AS REQUIRED

4. External light switches AS REQUIRED
G
5. Transponder AS REQUIRED
R
FO
6. Runway IDENTIFIED, Heading verified and

Heading Bug synchronized
7. CONDITION LEVER FLIGHT IDLE
8. CAS window CHECK

Revision 11: Dec 20, 2011 4-17
SECTION 4
4.9 TAKEOFF
1. ACS BLEED AIR switch INHIBIT

(If torque as per Static Takeoff
Torque chart in Section 5 is below
flat rating)
2. POWER CONTROL LEVER SET
(Under certain hot and/or high
LY
airfield altitude the engine power is
below the torque limiter setting and
N
manual power setting is required
O
according to Static Takeoff Torque
S
chart in Section 5)
SE
CAUTION
PO
R
THE TORQUE LIMITER ASSISTS THE PILOT IN SETTING
PU
THE ENGINE POWER. THE PILOT IS RESPONSIBLE TO
RESPECT ALL ENGINE OPERATING LIMITS.
N
IO
NOTE
AT
Increasing airspeed might cause torque and ITT to increase.

IZ
3. Engine instruments:
R
IA
a Torque MONITOR
IL
b ITT MONITOR
M
c Ng MONITOR
FA
d Oil Temp/Pressure MONITOR

D
4. Rotate at VR,
AN
initial climb at VX or VY, as required

After lift-off and positive rate of climb:
AL
5. Brakes PRESS to stop wheel rotation

ER
6. Landing Gear Handle UP

EN
7. Yaw Damper ON
8. Flaps 0° above 100 KIAS
G
9. Taxi and Landing Lights OFF

R
FO

4-18 Revision 11: Dec 20, 2011
SECTION 4
4.10 FLIGHT INTO KNOWN ICING CONDITIONS
Icing conditions are defined in Section 1.
WARNING
FLIGHT IN ICING CONDITIONS IS PROHIBITED IF THERE IS A

KNOWN FAILURE OF ANY OF THE ICE PROTECTION
LY
SYSTEMS.
N
O
WARNING
S
SE
DURING FLIGHT IN ICING CONDITIONS OR FLIGHT WITH ANY
PO
VISIBLE ICE ACCRETION ON THE AIRFRAME, THE
FOLLOWING FLAP EXTENSION LIMITS APPLY:
R
- WITH OPERATIONAL AIRFRAME PNEUMATIC DEICE
PU
BOOTS = 15° FLAP.
- AFTER FAILURE OF THE AIRFRAME PNEUMATIC DEICE
BOOTS = 0° FLAP.
N
IO
NOTE
AT
Flight in icing conditions is only permitted with full operational

IZ
status of all aircraft deicing systems. The deicing systems may

R
be activated before takeoff.

IA
IL
M
BEFORE ENTERING ICING CONDITIONS SET THE DE ICING SWITCHES

FA
AS FOLLOWS:
D
1. PROP ON
AN
2. INERT SEP OPEN

3. BOOTS ON and 3 MIN or 1 MIN as required
AL
ER
NOTE
A de-ice boots failure indication can occur at low power

EN
settings while in high pressure altitudes. Refer to the

G
Emergency Procedures 3.18.2 for system reset.

R
4. LH and RH WSHLD switches ON and LIGHT or HEAVY as required

FO
NOTE
When DE ICING switch PROP is set to ON and INERT SEP is

set to OPEN, the stick shaker/pusher system is automatically
reset to provide stall protection at lower angles of attack. The
ICE PROTECTION advisory caption PUSHER ICE MODE
comes on to inform the aircrew of this mode change. In this
mode the shaker and pusher are activated at higher airspeeds.

Revision 11: Dec 20, 2011 4-19
SECTION 4
DURING ICING CONDITIONS:
5. Wing leading edge MONITOR for continual shedding of
ice
6. MFD ICE PROTECTION MONITOR for correct function of ice
window protection systems
WARNING
LY
N
IF ANY OF THE AIRCRAFT ICE PROTECTION SYSTEMS
O
FAIL DURING FLIGHT IN ICING CONDITIONS, EXIT ICING
CONDITIONS. CONTACT ATC FOR PRIORITY ASSISTANCE
S
IF REQUIRED.
SE
PO
WARNING
R
PU
IF SEVERE ICING CONDITIONS ARE ENCOUNTERED,
REQUEST PRIORITY HANDLING FROM AIR TRAFFIC
N
CONTROL TO FACILITATE A ROUTE OR AN ALTITUDE
IO
CHANGE TO EXIT THE ICING CONDITIONS.
AT
IZ
AFTER DEPARTURE OF ICING CONDITIONS WITH RESIDUAL AIRFRAME

ICE
R
IA
7. PROP Maintain ON
IL
8. INERT SEP Maintain OPEN

M
This ensures that the stick shaker/pusher system is maintained in

FA
PUSHER ICE MODE.

D
9. BOOTS ON and 3 MIN or 1 MIN as required

AN
10. LH and RH WSHLD ON and LIGHT or HEAVY as required

11. Flaps Do not extend beyond 15° or if
AL
extended do not retract to 0°

ER
AFTER REMOVAL OF RESIDUAL AIRFRAME ICE

EN
12. PROP OFF

13. INERT SEP CLOSED
G
14. BOOTS OFF

R
15. LH or RH WSHLD LIGHT or HEAVY as required

FO
16. Flaps AS REQUIRED

4-20 Revision 11: Dec 20, 2011
SECTION 4
4.11 CLIMB
1. Ice Protection system AS REQUIRED

2. Autopilot AS REQUIRED
(According to Climb Torque chart for
best performance or 780°C ITT
recommended)
LY
4. ACS BLEED AIR switch AUTO (if selected INHIBIT for takeoff)
5. Cabin pressure Monitor
N
6. Engine instruments:
O
a Torque MONITOR (max. 44.3)
S
b ITT MONITOR (max. 820) 780
SE
recommended
PO
c Ng MONITOR (max. 104)
7. Baro SET and cross check
R
PU
N
IO
4.12 CRUISE
AT
IZ
1. Cabin Pressurization Monitor

R

IA
(According to Cruise Torque table)

IL
3. Engine Instruments MONITOR

M
4. Fuel state MONITOR

FA
NOTE
D
AN
On longer flights the digital fuel quantity value can be updated

to the actual fuel content by pressing the FUEL RESET soft
AL
key, on Systems MFD FUEL window. Reset only when wings

ER
are level, pitch within ±3°, with unaccelerated flight and no

turbulence present.
EN

G
R
FO

Revision 11: Dec 20, 2011 4-21
SECTION 4
4.13 DESCENT
1. ATIS/briefing RECEIVED/PERFORMED
3. POWER CONTROL LEVER SET to desired torque
4. CPCS system window CHECK landing field elevation set
4.14 BEFORE LANDING
LY
4.14.1 APPROACH CHECK
N
O
1. Altimeter SET
S
SE
PO
surface or for birdstrike protection
R
4. Fuel Quantity CHECK
PU
5. Landing Gear DOWN (below 180 KIAS)
N
6. Taxi and Landing Lights AS REQUIRED
IO
7. Flaps AS REQUIRED
AT
- With residual airframe ice SET maximum 15°

- Boot failure Maintain at 0°
IZ
R
NOTE
IA
IL
For flap settings for crosswind operation, icing conditions and

associated landing performance refer to 4.2 and Section 5.
M
FA
8. Speed MINIMUM AOA CENTERED

D
AN
Boot or AOA Deice or 137 KIAS

PUSHER ICE MODE failure
AL
CAUTION
ER
EN
ON LANDING APPROACH AFTER BOOT FAILURE (FLAPS

0°) OR AFTER PUSHER ICE MODE FAILURE OR AFTER
G
AOA DEICE FAILURE THE PFD (ASI) WILL NOT BE

CORRECT AND SHOULD NOT BE USED AS REFERENCE.
R
FO
9. Passengers Brief
10. Passenger Warning switches ON
(if installed)

4-22 Revision 11: Dec 20, 2011
SECTION 4
4.14.2 FINAL CHECK
1. Landing Gear 3 Green Lights

2. Flaps 40° or AS REQUIRED
- With residual airframe ice SET maximum 15°
- boot failure Maintain at 0°
3. Speed REDUCE TO AOA CENTERED AND
STABILIZED
LY
Boot or AOA Deice or 137 KIAS
N
O
PUSHER ICE MODE failure
S
4. Cabin Pressurization Diff Pressure below 0.7 psi decreasing
SE
5. Autopilot DISENGAGED
PO
6. Yaw Damper (prior to landing) DISENGAGED
R
PU
NOTE
For minimum Autopilot heights, refer to Section 2 - Automatic
Flight Control system. N
IO
AT
For crosswind information, refer to para 4.2 and Section 5.

IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 4-23
SECTION 4
4.15 BALKED LANDING (GO-AROUND)
1. Go Around switch PRESS

(if Autopilot engaged)
(According to the Balked Landing
Torque chart in Section 5)
LY
3. Climb airspeed 85 KIAS
4. Flaps
N
O
- Normal SET 15° (max 165 KIAS)
- With residual airframe ice Maintain at 15°
S
- Boot failure Maintain at 0°
SE
5. Climb airspeed
PO
- Pusher Normal Mode 95 KIAS
- Pusher Ice Mode 110 KIAS
R
- Boot failure 136 KIAS
PU
6. Landing Gear Handle Up with positive rate-of-climb
7. Flaps
N
IO
- Normal AS REQUIRED
AT
- With residual airframe ice Maintain at 15°

- Boot failure Maintain 0°
IZ
R

IA
IL
CAUTION
M
FA
IN THE EVENT OF A BALKED LANDING (GO-AROUND)

WITH RESIDUAL ICE ON THE AIRFRAME, THE FLAPS
D
SHOULD NOT BE RETRACTED. THE LANDING GEAR MAY

AN
NOT FULLY RETRACT AFTER SELECTION (REMAINING

RED/WHITE HATCHED INDICATION).
AL
ER
EN
G
R
FO

4-24 Revision 11: Dec 20, 2011
SECTION 4
4.16 LANDING
4.16.1 NORMAL
1. TOUCH DOWN MAIN WHEELS FIRST.

2. DO NOT FLARE WITH HIGH PITCH ANGLE.
3. POWER CONTROL LEVER IDLE
LY
4. CONDITION LEVER GROUND IDLE
5. Braking AS REQUIRED
N
O
S
SE
4.16.2 SHORT FIELD
PO
1. TOUCH DOWN MAIN WHEELS FIRST.
R
2. DO NOT FLARE WITH HIGH PITCH ANGLE.
PU
3. POWER CONTROL LEVER IDLE
4. Reverse SELECT MAX (if desired)
N
IO
5. Brake FIRM
AT
6. CONDITION LEVER GROUND IDLE

7. POWER CONTROL LEVER IDLE (before airplane stops)
IZ
R
IA
4.17 AFTER LANDING

IL
M
When runway vacated:

FA
1. Flaps UP
D
2. Trims SET GREEN RANGE

AN
3. External Lights AS REQUIRED

4. Ice Protection switches OFF or as required
AL
5. Transponder STBY or check GND

ER
6. WX Radar STBY
EN
G
R
FO

Revision 11: Dec 20, 2011 4-25
SECTION 4
4.18 SHUTDOWN
WARNING
FOR ANY INDICATION OF ENGINE FIRE AFTER

SHUTDOWN, IMMEDIATELY DO DRY MOTORING RUN
PROCEDURE.
LY
NOTE
N
Allow ITT to stabilize at least two minutes at ground idle.
O
Monitor compressor deceleration after shutdown for possible
S
SE
engine damage.
PO
R
2. Parking Brake SET/PEDALS PUSH
PU
3. ICE PROTECTION switches OFF
surface N
IO
AT

6. External Lights switches OFF
IZ
R
7. PASS-Warning switches (if OFF

IA
installed)
IL
8. Main OXYGEN lever OFF

M
9. CAS Engine Oil Level warning CHECK. Refill engine with an

FA
(60 secs minimum after approved oil

shutdown)
D
AN
10. CPCS CHECK cabin depressurized

11. STBY BUS switch OFF
AL
12. EPS switch OFF

ER
13. Battery 1 and 2 switches OFF

EN
G
R
FO

4-26 Revision 11: Dec 20, 2011
SECTION 4
4.19 PARKING
1. Flight Control Lock INSTALLED

2. Wheel chocks AS REQUIRED
3. Tie downs AS REQUIRED
CAUTION
LY
MAKE SURE PROPELLER ANCHOR IS PROPERLY
N
INSTALLED TO PREVENT POSSIBLE ENGINE DAMAGE
O
DUE TO WINDMILLING WITH ZERO OIL PRESSURE.
S
SE
NOTE
PO
Make sure that the rudder/nose wheel is centered.
R
PU
4. Propeller anchor INSTALLED
5. External covers INSTALLED
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 11: Dec 20, 2011 4-27
SECTION 4
4.20 OXYGEN SYSTEM
1. Oxygen Pressure Gauge NOTE READING

2. Outside Air Temperature NOTE READING
3. Percentage of Full Bottle DETERMINE from the " Oxygen
Available with Partially Full Bottle "
graph, Figure 4-1.
4. COMPUTE Oxygen Duration in minutes
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a Determine the Oxygen Duration in minutes for a full bottle for the
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number of connected passenger oxygen masks and pilots from the "
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Oxygen Duration with Full Bottle " graph, Figure 4-2.
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b Multiply the Full Bottle Duration by the percent of Usable Capacity
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to obtain the available oxygen duration in minutes
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5. Turn the Oxygen shut-off lever and Passenger Oxygen control valve to
ON. Insert the connector of each mask into an outlet and verify proper
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oxygen flow to the mask. For flights above 10,000 feet leave the masks
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connected to the outlets and turn the Oxygen Control Valve to AUTO.
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Figure 4-1. Oxygen Available with Partially Full Bottle

4-28 Revision 11: Dec 20, 2011
SECTION 4
No. of Oxygen Duration Oxygen Duration

Pax Oxygen
Masks Pax plus Pax plus
Connected 1 Crew Mask on 2 Crew Masks on
Diluter/ 100 % Diluter/ 100 %

Demand Demand
(min) (min) (min) (min)
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N
0 141 59 71 29
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1 70 42 47 24
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2 47 32 35 21
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3 35 26 28 18
4 28 22
N 23 16
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5 23 19 20 14
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6 20 17 17 13
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7 17 15 16 12
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8 16 13 14 11
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9 14 12 13 10
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Figure 4-2. Oxygen Duration with Full Bottle (Standard Oxygen System)
(Sheet 1 of 2)
Revision 11: Dec 20, 2011 4-29
SECTION 4
No. of Oxygen Duration Oxygen Duration

Pax Oxygen
Masks Pax plus Pax plus
Connected 1 Crew Mask on 2 Crew Masks on
Diluter/ 100 % Diluter/ 100 %

Demand Demand
(min) (min) (min) (min)
LY
N
0 477 200 240 98
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1 237 142 159 81
SE
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2 159 108 118 71
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3 118 88 95 61
4 95 74
N 78 54
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AT
5 78 64 68 47
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6 68 57 57 44
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7 57 51 54 41
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8 54 44 47 37
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9 47 41 44 34
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Figure 4-2. Oxygen Duration with a Full Bottle (Larger Capacity Oxygen System)
(Sheet 2 of 2)
4-30 Revision 11: Dec 20, 2011
SECTION 4
4.21 NOISE LEVEL
The noise levels stated below have been verified and approved by FOCA in noise level
test flights conducted on the PC-12/47E. The PC-12/47E model is in compliance with
all ICAO Annex 16 and Swiss VEL noise standards applicable to this type.
ICAO Annex 16, Chapter 10 76.9 dB(A)
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Swiss VEL 76.9 dB(A)
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The noise level in accordance with FAR Part 36, Appendix G has been established as
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79.3 dB(A). No determination has been made by EASA (FOCA) for the FAA that the
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noise levels of this airplane are or should be acceptable or unacceptable for operation
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at, into, or out of, any airport.
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Revision 11: Dec 20, 2011 4-31
SECTION 4
AMPLIFIED PROCEDURES
4.22 AUTOMATIC FLIGHT CONTROL SYSTEM OPERATION
The flight director uses the data displayed on either PFD for calculation of the guidance
commands. The pilot may toggle his selection by pressing the L/R button on the flight
controller. The AFCS transmits the pilots selection to the display. The display will
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indicate the PFD data selected for use, by displaying the couple arrow pointing toward
the selected PFD (left/right). At power up, the default setting is L pilot side PFD.
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A brief description of the AFCS is given in Section 7 of this POH. Refer to the
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Honeywell Primus Apex Integrated Avionics System for the PC-12E – Pilot Guide for
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complete information on the description and operation of the AFCS.
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4.23 CROSSWIND OPERATION
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The maximum demonstrated crosswind for takeoff and landing for all flap
configurations is shown in para 4.2.
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CAUTION
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ON RUNWAYS WITH POOLS OF STANDING WATER

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AND/OR POOR BRAKING ACTION IT MAY NOT BE

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POSSIBLE TO MAINTAIN THE CENTERLINE AND/OR THE

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CORRECT ALIGNMENT OF THE AIRCRAFT ON THE

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RUNWAY IN CONDITIONS OF STRONG CROSSWIND.

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For further information on crosswind operation refer to Section 10.

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4-32 Revision 11: Dec 20, 2011
SECTION 4
4.24 FLIGHT IN ICING CONDITIONS

Icing conditions can exist when:
The Outside Air Temperature (OAT) on the ground and for takeoff, or
Static Air Temperature (SAT) in flight, is 10°C or colder, and visible
moisture in any form is present (such as clouds, fog or mist with visibility
of one mile or less, rain snow, sleet and ice crystals).
The OAT on the ground and for takeoff is 10°C or colder when operating
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on ramps, taxiways or runways, where surface snow, ice, standing water,
or slush may be ingested by the engine, or freeze on the engine, or the
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engine nacelle.
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There are visible signs of ice accretion on the aircraft.
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Severe icing may result from environmental conditions during flight in
freezing rain, freezing drizzle, or mixed icing conditions (supercooled
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liquid water and ice crystals) which may result in ice build-up on protected
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surfaces exceeding the capability of the ice protection system, or may
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result in ice forming aft of the protected surfaces.
Information on the removal of snow, ice and frost from the aircraft is provided in
Section 10. N
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Freezing rain, freezing fog, freezing drizzle and mixed conditions and descent into
icing clouds from above freezing temperatures can result in excessive accretion
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of ice on the protected surfaces. They may also result in runback ice forming
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beyond the protected surfaces over a large percentage of the chordwise extent of
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the lifting surfaces. This ice cannot be shed and it may seriously degrade
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performance and control of the aircraft.

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Flight in severe icing conditions should be avoided, as this may exceed the
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capabilities of the aircraft ice protection systems. Severe icing conditions can be
identified by excessive ice accretion on the visible parts of the airframe including
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the protected surfaces. This might affect the aircraft performance and handling
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qualities, and cause significant loss in powerplant performance. If this occurs

request priority assistance from ATC to facilitate a route or an altitude change to
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exit the icing conditions.

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Operation on deep slush or snow covered runways greater than 1 inch (2.5 cm)
may result in contamination of the flap drive mechanism resulting in failure to
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retract. If possible operation on deep slush and snow compacted runways should
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be avoided.
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For takeoff and landing on runways covered with surface snow, ice, standing
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water, or slush, the inertial separator must be open.

For flight in heavy precipitation the inertial separator must be open.
Detection of icing conditions and ice accretion on the aircraft is by pilot visual
identification on the left hand wing leading edge. A wing inspection light is
provided for night time operations.

Revision 11: Dec 20, 2011 4-33
SECTION 4
Prior to entering icing conditions, activate all ice protection systems as
required.
If not already activated, select all systems as required, immediately icing
conditions are identified.
The procedures for selection of the ice protection systems are provided in
Section 4.
During all icing encounters or times with visible ice accretion on any part of the
airframe the flaps must not be extended beyond certain limits. These limits
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eliminate the possibility of tailplane stall which results in an uncontrolled aircraft
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pitch down moment.
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- With operational airframe pneumatic deice boots 15° flap
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- After failure of the airframe pneumatic deice boots 0° flap.
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The minimum recommended speeds for icing encounters and with residual ice on
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the airframe are :-
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Climb, Flaps 0°, Pusher Ice Mode = 140 KIAS
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Holding Pattern, Flaps 0° = 145 KIAS to 175 KIAS
Landing Approach, Flaps 15°, Pusher Ice Mode N = 110 KIAS
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Landing Approach, Flaps 0°, Boot Failure = 137 KIAS

Pusher Ice Mode
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Balked Landing (Go-Around) Flaps 15° = 110 KIAS

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Pusher Ice Mode

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Balked Landing (Go-Around) Boot failure = 137 KIAS

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Flaps 0° Pusher Ice Mode

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Flight in icing conditions is only permitted with full operational status of all aircraft
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de-icing systems. This includes :-

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- Propeller Deice
- Wing and Horizontal Tail Deice Boots
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- Inertial Separator
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- Windshield Deice
- Probes Deice
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- Stick Pusher Ice Mode

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The propeller de-ice is activated from the ICE PROTECTION switch panel by the
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switch labeled PROPELLER being pushed to ON. In this mode the propeller de-ice
system will be automatically selected to the correct cycle with reference to outside
air temperature. No further aircrew input is required. The green ICE PROTECTION
caption PROPELLER will be continuously illuminated. If a system failure occurs
when activated, the green PROPELLER caption will go off and the amber CAS
caption Propeller De Ice will be illuminated and an aural gong will sound.

4-34 Revision 11: Dec 20, 2011
SECTION 4
The wing and horizontal tail de-ice boots are activated from the ICE PROTECTION
switch panel by the switch labeled BOOTS being pushed to either 3MIN or 1MIN.
3MIN is to be selected in icing conditions with moderate ice accretion rates as
judged by the aircrew. 1MIN is to be selected in icing conditions with high ice
accretion rates. When activated in either 1MIN or 3MIN mode and operating
correctly, the green ICE PROTECTION caption BOOTS will be continuously
illuminated. If a system failure occurs when activated, the green BOOTS caption will
go off and the amber CAS caption De Ice Boots will be illuminated and an aural
gong will sound.
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The engine inertial separator is activated to its open (icing encounter) position from
the ICE PROTECTION switch panel by the switch labeled INERT SEP being
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pushed to OPEN. Once activated the inertial separator door will reach its fully open
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position in approximately 30 seconds and the green ICE PROTECTION caption
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INERT SEP will be continuously illuminated. If the door does not reach its fully open
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position or moves away from its fully open position when still selected, the green
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INERT SEP caption will go off and the amber CAS caption Inertial Separator will be
illuminated and an aural gong will sound.
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The LH side and RH side windshield deice is activated from the ICE PROTECTION
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switch panel by two switches labeled LH WSHLD and RH WSHLD respectively,
being pushed to either LIGHT or HEAVY depending on the severity of the icing
encounter. N
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Deicing of all probes, AOA (vane and mounting plate), pitot and static, is activated
from the ICE PROTECTION switch panel by a switch labeled PROBES being
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pushed to ON. If deicing of the left pitot or right pitot probes fails when selected,
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then either the amber CAS caption Pitot 1 Heat or Pitot 2 Heat will be illuminated
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and an aural gong will sound. If the static ports fail a CAS caution Static Heat will be
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illuminated and an aural gong will sound. If deicing of the AOA probes fails when
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selected, then the amber CAS caption AOA De Ice will be illuminated and an aural
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gong will sound.

When the propeller de-ice is selected to ON and the inertial separator selected to
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OPEN, the stall protection system, stick pusher/shaker system is re-datumed to

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provide both shake and push functions at lower angles of attack and higher speeds.
This is to protect against the natural stall through the effects of residual ice on the
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protected surfaces of the airfoil leading edges. When the system is in the re-datum
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mode, the aircrew are alerted by illumination of the green ICE PROTECTION
caption PUSHER ICE MODE. Failure of the system in ice mode will result in the
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caption being extinguished and the amber CAS caption Pusher will be illuminated
and an aural gong will sound.
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Night time flight in icing conditions is only authorized with full operational status of
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all the aircraft de-icing systems above, plus the wing inspection light.
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The wing inspection light is activated from the overhead EXTERNAL LIGHTS switch
panel by the switch labeled WING being moved to on. No functional or failure
indications are provided.

Revision 11: Dec 20, 2011 4-35
SECTION 4
A full description of all of the de-ice systems, their switch terminology and caution
and warning logic is provided in Section 7.
The probes de-ice should be selected to on, prior to, and during all flights.
During the icing encounter the pneumatic de-ice boots will operate continuously in
either 3min or 1min cycle mode as selected by the aircrew. During this time the
aircrew should frequently monitor the continual shedding of ice from the wing
leading edge and the airframe for ice accretion on all visible surfaces that could
affect aircraft controllability. It should be noted that some residual ice will be
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maintained on the wing leading edge during cycling of the boots.
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During the icing encounter continue to monitor the ICE PROTECTION window and
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the CAS for correct function of the ice protection systems.
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During flight in icing conditions the aircraft may be subject to a slight degradation in
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aircraft performance and engine performance. This may be recognized by a
required increase in engine power to maintain a constant indicated airspeed and an
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increased engine ITT to maintain a constant power respectively. If failure of any of
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the ice protection systems occurs this degradation may become more severe. After
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such failure the pilot should make immediate arrangements for departure of icing
conditions as soon as practicable. If required ATC priority assistance should be
requested.
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The emergency procedures, concerning failure of the ice protection systems during
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flight in icing conditions, are provided in Section 3.

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On departure from icing conditions the inertial separator (INERT SEP) and the
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propeller deice system (PROPELLER) should be kept OPEN and ON respectively

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until all visible and unprotected areas of the aircraft are observed as being free of
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ice. This protects the engine from possible ice ingestion and maintains the stick
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shaker/pusher computer in PUSHER ICE MODE therefore protecting the aircraft

against the onset of natural stall. The flaps are not to be extended beyond 15° or in
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the case of deice boot failure, left at 0°. If the flaps are in an extended position, do
not retract them until the airframe is clear of ice.
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On departure of icing conditions the deice boots are to be selected OFF and the
windshield heat is to be selected as required for good visibility, irrespective of the
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presence of residual ice.

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Once all visible protected and unprotected areas are observed as being free of ice
then the inertial separator and the propeller deice system can be selected CLOSED
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and OFF respectively. This will return the stick shaker/pusher computer to its normal
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mode. The flaps can be extended or retracted to any required position.

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When performing a landing approach after an icing encounter and with residual ice
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on the airframe the minimum landing speeds defined above should be observed.
This will prevent stick shaker activation in PUSHER ICE MODE.
When performing a landing approach after an icing encounter and with residual ice
on the airframe the flap limitations defined above must be observed.
In case of a balked landing go around after an icing encounter, the climb speeds
defined above should be maintained. This will prevent stick shaker activation in
PUSHER ICE MODE.

4-36 Revision 11: Dec 20, 2011
SECTION 4
In case of a balked landing go around after an icing encounter, the flap position
should not be changed and should be maintained at the approach position.
The landing gear can be retracted but a locked indication may not be achieved
due to ice contamination of the up position switch striker.
Use of ICE X (B.F. Goodrich Brand Name) improves the shedding capability of
the pneumatic de-ice boots. Its use (see Aircraft Maintenance Manual) is
recommended but not mandatory.
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4.25 SEVERE ICING CONDITIONS
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Severe icing may result from environmental conditions outside of those for
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which the airplane is certificated. Flight in freezing rain, freezing drizzle, or
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mixed icing conditions (supercooled liquid water and ice crystals) may result in
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ice build-up on protected surfaces exceeding the capability of the ice protection
system, or may result in ice
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forming aft of the protected surfaces. This ice may not be shed using the ice
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protection systems, and may seriously degrade the performance and
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controllability of the airplane.
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The following weather conditions may be conductive to severe in-flight icing:
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 visible rain at temperatures below 0 degrees Celsius ambient air
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temperature
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 droplets that splash or splatter on impact at temperatures below 0

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degrees Celsius ambient air temperature

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The following procedures are for exiting the severe icing environment and are
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applicable to all flight phases from takeoff to landing. Monitor the ambient air
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temperature. While severe icing may form at temperatures as cold as -18

degrees Celsius, increased vigilance is warranted at temperatures around
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freezing with visible moisture present. If the visual cues specified in Section 2
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for identifying severe icing conditions are observed, accomplish the following:
 report the weather conditions to Air Traffic Control
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 immediately request priority handling from Air Traffic Control to facilitate

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a route or an altitude change to exit the severe icing conditions in order

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to avoid extended exposure to flight conditions more severe than those

for which the airplane has been certificated.
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Revision 11: Dec 20, 2011 4-37
SECTION 4
4.26 CPCS LOW CAB MODE OPERATION
A semi-automatic mode called ‘Low Cabin’ is available, whereby the pilot can
use Landing Field Elevation (LFE) as the target cabin altitude. The targeted
cabin altitude can be the automatic LFE value from the FMS or the manually
entered LFE. Low Cabin mode can be selected on the ENVIRONMENT window
of the systems MFD. As soon as the LOW CAB annunciator comes on, the
cabin altitude is controlled to maintain the LFE selected value, limited only by
the maximum pressure differential of 5.75 psi (depending on cruise altitude).
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From this cruise altitude upwards, the cabin altitude will increase to maintain
max Dp.
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The following Table gives the aircraft altitude for a selected LFE from which
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upwards the maximum pressure differential of 5.75 psid will be reached and
maintained.:
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Aircraft altitude with
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Selected LFE (ft)
max Dp 5.75 psid
-2000 10000
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-1500 10700
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-1000 11400
-500 12100
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SL 12900
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500 13600
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1000 14400
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1500 15200
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2000 16000
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2500 16800
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3000 17600
3500 18400
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4000 19250
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4500 20100
5000 20900
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5500 21800
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6000 22600
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6500 23500
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7000 24400
7500 25300
8000 26200
8500 27100
9000 28100
9500 29000
10000 30000

4-38 Revision 11: Dec 20, 2011
SECTION 5
PC-12/47E PERFORMANCE
SECTION 5
PERFORMANCE
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TABLE OF CONTENTS
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Subject Page
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GENERAL 5-1
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STANDARD TABLES
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FIG. 5-1. FAHRENHEIT TO CELSIUS TEMPERATURE CONVERSION 5-3
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FIG. 5-2. ISA CONVERSION 5-4

FIG. 5-3. U.S. GALLONS TO LITERS CONVERSION 5-5
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FIG. 5-4. FEET TO METERS CONVERSION 5-6

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FIG. 5-5. POUNDS TO KILOGRAMS CONVERSION 5-7

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FIG. 5-6. INCHES TO MILLIMETERS CONVERSION 5-8

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FIG. 5-7. TAKEOFF AND LANDING CROSSWIND COMPONENT 5-9

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FIG. 5-8. AIRSPEED CALIBRATION 5-10

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FIG. 5-9. ALTIMETER CORRECTION 5-11

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STALL SPEEDS
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FIG. 5-10. STALL SPEEDS KIAS - FLIGHT IDLE POWER (STANDARD UNITS) 5-12
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FIG. 5-11. STALL SPEEDS K1AS - FLIGHT IDLE POWER (METRIC UNITS) 5-13
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TAKEOFF PERFORMANCE
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FIG. 5-12. STATIC TAKEOFF TORQUE 5-14

FIG. 5-13. ACCELERATE-STOP DISTANCE - FLAPS 30° (STANDARD UNITS) 5-15
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FIG. 5-14. ACCELERATE-STOP DISTANCE - FLAPS 30° (METRIC UNITS) 5-16

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FIG. 5-15. TAKEOFF GROUND ROLL - FLAPS 30° (STANDARD UNITS) 5-17
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FIG. 5-16. TAKEOFF GROUND ROLL - FLAPS 30° (METRIC UNITS) 5-18
FIG. 5-17. TAKEOFF TOTAL DISTANCE - FLAPS 30° (STANDARD UNITS) 5-19
FIG. 5-18. TAKEOFF TOTAL DISTANCE - FLAPS 30° (METRIC UNITS) 5-20
FIG. 5-19. ACCELERATE-STOP DISTANCE - FLAPS 15° (STANDARD UNITS) 5-21
FIG. 5-20. ACCELERATE-STOP DISTANCE - FLAPS 15° (METRIC UNITS) 5-22
FIG. 5-21. TAKEOFF GROUND ROLL - FLAPS 15° (STANDARD UNITS) 5-23
FIG. 5-22. TAKEOFF GROUND ROLL - FLAPS 15° (METRIC UNITS) 5-24
FIG. 5-23. TAKEOFF TOTAL DISTANCE - FLAPS 15° (STANDARD UNITS) 5-25
FIG. 5-24. TAKEOFF TOTAL DISTANCE - FLAPS 15° (METRIC UNITS) 5-26

SECTION 5
PERFORMANCE PC-12/47E
Subject Page
CLIMB PERFORMANCE
FIG. 5-25. MAXIMUM CLIMB TORQUE 5-27

FIG. 5-26. MAXIMUM RATE OF CLIMB - FLAPS 30° (STANDARD UNITS) 5-28
FIG. 5-27. MAXIMUM RATE OF CLIMB - FLAPS 30° (METRIC UNITS) 5-29
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FIG. 5-32. RATE OF CLIMB - CRUISE CLIMB (STANDARD UNITS) 5-34
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FIG. 5-33. RATE OF CLIMB - CRUISE CLIMB (METRIC UNITS) 5-35
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FIG. 5-34. TIME TO CLIMB - CRUISE CLIMB (STANDARD UNITS) 5-36
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FIG. 5-35. TIME TO CLIMB - CRUISE CLIMB (METRIC UNITS) 5-37
FIG. 5-36. FUEL USED TO CLIMB - CRUISE CLIMB (STANDARD UNITS) 5-38
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FIG. 5-37. FUEL USED TO CLIMB - CRUISE CLIMB (METRIC UNITS) 5-39
FIG. 5-38. DISTANCE TO CLIMB - CRUISE CLIMB (STANDARD UNITS) 5-40
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FIG. 5-39. DISTANCE TO CLIMB - CRUISE CLIMB (METRIC UNITS) 5-41
CRUISE PERFORMANCE
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FIG. 5-40. MAXIMUM CRUISE POWER 5-42
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FIG. 5-41. LONG RANGE CRUISE 5-46

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FIG. 5-42. MAXIMUM ENDURANCE CRUISE 5-50

FIG. 5-43. SPECIFIC AIR RANGE (7000 LB) 5-54
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FIG. 5-48. HOLDING TIME AND FUEL 5-69

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DESCENT PERFORMANCE
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FIG. 5-49. TIME TO DESCEND 5-70

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FIG. 5-50. FUEL USED TO DESCEND (STANDARD UNITS) 5-71

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FIG. 5-51. FUEL USED TO DESCEND (METRIC UNITS) 5-72

FIG. 5-52. DISTANCE TO DESCEND 5-73
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FIG. 5-53. POWER-OFF GLIDE TIME (STANDARD UNITS) 5-74

FIG. 5-54. POWER-OFF GLIDE TIME (METRIC UNITS) 5-75
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FIG. 5-55. POWER-OFF GLIDE DISTANCE 5-76

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BALKED LANDING
FIG. 5-56. BALKED LANDING TORQUE 5-77

FIG. 5-57. RATE OF CLIMB - BALKED LANDING (STANDARD UNITS) 5-78
FIG. 5-58. RATE OF CLIMB - BALKED LANDING (METRIC UNITS) 5-79
LANDING PERFORMANCE
FIG. 5-59. LANDING TOTAL DISTANCE - FLAPS 40° (STANDARD UNITS) 5-80
FIG. 5-60. LANDING TOTAL DISTANCE - FLAPS 40° (METRIC UNITS) 5-81
FIG. 5-61. LANDING GROUND ROLL - FLAPS 40° (STANDARD UNITS) 5-82
FIG. 5-62. LANDING GROUND ROLL - FLAPS 40° (METRIC UNITS) 5-83
SECTION 5
Subject Page
FIG. 5-63. LAND TOTAL DIST WITH REVERSE THRUST (STANDARD UNITS) 5-84
FIG. 5-64. LAND TOTAL DIST WITH REVERSE THRUST(METRIC UNITS) 5-85
FIG. 5-65. LAND GROUND ROLL WITH REVERSE THRUST(STANDARD 5-86
UNITS)
FIG. 5-66. LAND GROUND ROLL WITH REVERSE THRUST(METRIC UNITS) 5-87
FLIGHT IN ICING CONDITIONS 5-88
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STALL SPEEDS 5-88
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ENGINE TORQUE 5-88
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TAKEOFF PERFORMANCE 5-89
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ACCELERATE STOP 5-89
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MAXIMUM RATE OF CLIMB 5-89
HOLDING ENDURANCE 5-89
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BALKED RATE OF CLIMB 5-89
LANDING PERFORMANCE 5-89
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FLIGHT PLANNING EXAMPLE 5-90
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Revision 10: Dec 20, 2010 5-iii
SECTION 5
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5-iv Revision 10: Dec 20, 2010
SECTION 5
GENERAL
This section contains all of the required and complementary performance data for
airplane operation. Aircraft performance associated with optional equipment and
systems which require supplements is provided in Section 9, Supplements.
The performance information presented in this section is derived from actual flight test
data corrected to standard day conditions and analytically expanded for the different
parameters such as weight, altitude, and temperature, etc. This information does not
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account for many factors that the pilot must evaluate before each takeoff such as pilot
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proficiency, aircraft condition, runway surface and slope other than that specified, or the
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effect of winds aloft. When necessary, a performance chart (table) will specify the
aircraft configuration and the procedure to achieve the published performance.
S
SE
NOTE
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The take-off, accelerate –stop and landing distance performance chart data is based on
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a DRY TARMAC RUNWAY surface. Runways that are wet, or contaminated with slush
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or snow will adversely affect the runway coefficient of friction and subsequently
increase the take-off, accelerate-stop and landing distance.
N
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A Flight Planning Example is provided to assist the pilot in the preflight performance
AT
calculations as required by the operating regulations. Each performance chart (table)

has an example plotted to indicate the proper sequence in which to use the chart and
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determine accurate performance data.

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All performance data is limited to between the -55° C (-67° F) and +50° C (122° F)
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outside air temperature limits. Some tables presented in this section show data for
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temperatures below -55° C (-67° F) which is purely for ease of interpolation between
FA
data points. These temperature areas in the tables are shaded.
Performance data regarding takeoff, landing and accelerate-stop distances is presented

D
AN
up to 14,000 ft. This does not, however, imply an operational limitation of the aircraft.
Field performance data at higher altitudes can be supplied under special request.
AL
The stall speeds shown in the performance charts are achieved at an entry rate of 1
ER
knot/second. Maximum altitude loss observed during the stall was 300 feet. During an
accelerated stall, a rapid pitch-down in excess of 30° may result with an altitude loss of
EN
up to 500 feet.
G
By setting the climb torque as defined in this section, the recommended ITT of 780°C
R
(see Section 4 Climb) could be exceeded.

FO

Revision 10: Dec 20, 2010 5-1
SECTION 5
When landing with flaps set to less than 40°, the total landing distances will be
increased by the following factors:
FLAP SETTING FACTOR
0° 1.83
15° 1.31
30° 1.22
LY
The ADAHRS removes most of the error due to static pressure source measurements.
N
A small residual error exists; this error is typically no more than 1 knot on airspeed or 30
O
ft on altimeter readings for retracted flaps at all airspeeds and for extended flaps below
100 KIAS.
S
SE
The ADAHRS SAT indication in the air may be treated as OAT for reading the
PO
performance graphs and/or table entries. SAT indication on the ground may not be
accurate.
R
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5-2 Revision 10: Dec 20, 2010
SECTION 5
The formulas for the conversion of standard format to metric equivalent and vice versa
are given in Section 1 – Conversion Information.
LY
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Figure 5-1. Fahrenheit to Celsius Conversion

Revision 10: Dec 20, 2010 5-3
SECTION 5
LY
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Figure 5-2. ISA Conversion

5-4 Revision 10: Dec 20, 2010
SECTION 5
LY
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Figure 5-3. U.S. Gallons to Liters Conversion

Revision 10: Dec 20, 2010 5-5
SECTION 5
LY
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Figure 5-4. Feet to Meters Conversion

5-6 Revision 10: Dec 20, 2010
SECTION 5
LY
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Figure 5-5. Pounds to Kilograms Conversion

Revision 10: Dec 20, 2010 5-7
SECTION 5
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Figure 5-6. Inches to Millimeters Conversion

5-8 Revision 10: Dec 20, 2010
SECTION 5
LY
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Figure 5-7. Wind Components

Revision 10: Dec 20, 2010 5-9
SECTION 5
LY
N
O
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Figure 5-8. Airspeed Calibration

5-10 Revision 10: Dec 20, 2010
SECTION 5
LY
N
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Figure 5-9. Altimeter Correction

Revision 10: Dec 20, 2010 5-11
SECTION 5
LY
N
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IL
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FA
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AN
AL
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See FLIGHT IN ICING CONDITIONS para for info on effect of icing

Figure 5-10. Stall Speeds KIAS - Flight Idle Power (standard units)
5-12 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
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Figure 5-11. Stall Speeds KIAS - Flight Idle Power (metric units)
Revision 10: Dec 20, 2010 5-13
SECTION 5
LY
N
O
S
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PU
N
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AT
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Figure 5-12. Static Takeoff Torque

5-14 Revision 10: Dec 20, 2010
SECTION 5
LY
N
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Figure 5-13. Accelerate - Stop Distance - Flaps 30° (standard units)
Revision 10: Dec 20, 2010 5-15
SECTION 5
LY
N
O
S
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Figure 5-14. Accelerate - Stop Distance - Flaps 30° (metric units)
5-16 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
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IA
IL
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AL
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Figure 5-15. Takeoff Ground Roll - Flaps 30° (standard units)
Revision 10: Dec 20, 2010 5-17
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
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IA
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Figure 5-16. Takeoff Ground Roll - Flaps 30° (metric units)
5-18 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
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PO
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PU
N
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AT
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AL
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Figure 5-17. Takeoff Total Distance - Flaps 30° (standard units)
Revision 10: Dec 20, 2010 5-19
SECTION 5
LY
N
O
S
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PU
N
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AT
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Figure 5-18. Takeoff Total Distance - Flaps 30° (metric units)
5-20 Revision 10: Dec 20, 2010
SECTION 5
LY
N
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S
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PU
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Figure 5-19. Accelerate - Stop Distance - Flaps 15° (standard units)
Revision 10: Dec 20, 2010 5-21
SECTION 5
LY
N
O
S
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Figure 5-20. Accelerate - Stop Distance - Flaps 15° (metric units)
5-22 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
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AN
AL
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EN
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Figure 5-21. Takeoff Ground Roll - Flaps 15° (standard units)
Revision 10: Dec 20, 2010 5-23
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
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AL
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EN
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Figure 5-22. Takeoff Ground Roll - Flaps 15° (metric units)
5-24 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
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IA
IL
M
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AN
AL
ER
EN
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Figure 5-23. Takeoff Total Distance - Flaps 15° (standard units)
Revision 10: Dec 20, 2010 5-25
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
IZ
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IA
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M
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AL
ER
EN
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Figure 5-24. Takeoff Total Distance - Flaps 15° (metric units)
5-26 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
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IA
IL
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Figure 5-25. Maximum Climb Torque

Revision 10: Dec 20, 2010 5-27
SECTION 5
LY
N
O
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N
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AT
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IA
IL
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FA
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AL
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EN
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Figure 5-26. Maximum Rate of Climb - Flaps 30° (standard units)
5-28 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
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Figure 5-27. Maximum Rate of Climb - Flaps 30° (metric units)
Revision 10: Dec 20, 2010 5-29
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
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IA
IL
M
FA
D
AN
AL
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EN
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5-30 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
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IA
IL
M
FA
D
AN
AL
ER
EN
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Revision 10: Dec 20, 2010 5-31
SECTION 5
LY
N
O
S
SE
PO
R
PU
N
IO
AT
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IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

5-32 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
PO
R
PU
N
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AT
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IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 5-33
SECTION 5
LY
N
O
S
SE
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R
PU
N
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AT
IZ
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IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 5-32. Rate of Climb - Cruise Climb (standard units)

5-34 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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R
PU
N
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AT
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IA
IL
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FA
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AN
AL
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EN
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Figure 5-33. Rate of Climb - Cruise Climb (metric units)

Revision 10: Dec 20, 2010 5-35
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
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IA
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Figure 5-34. Time to Climb - Cruise Climb (standard units)

5-36 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
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PU
N
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Figure 5-35. Time to Climb - Cruise Climb (metric units)

Revision 10: Dec 20, 2010 5-37
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
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IA
IL
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FA
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EN
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Figure 5-36. Fuel Used to Climb - Cruise Climb (standard units)

5-38 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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PU
N
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Figure 5-37. Fuel Used to Climb - Cruise Climb (metric units)

Revision 10: Dec 20, 2010 5-39
SECTION 5
LY
N
O
S
SE
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N
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AT
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IA
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Figure 5-38. Distance to Climb - Cruise Climb (standard units)

5-40 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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N
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Figure 5-39. Distance to Climb - Cruise Climb (metric units)

Revision 10: Dec 20, 2010 5-41
SECTION 5
PERFORMANCE
PC-12/47E
LY
N
O
Values applicable with inertial separator closed
S
SE
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Figure 5-40. Maximum Cruise Power (Sheet 1 of 4)

SECTION 5
LY
N
O
S

SE
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N
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SECTION 5
PERFORMANCE
PC-12/47E
LY
N
O
S
SE
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R
PU
N
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AT
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IA
IL
M
FA
D
AN
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EN
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SECTION 5
LY
N
O
S
SE

PO
R
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N
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IL
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FA
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AN
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EN
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SECTION 5
PERFORMANCE
PC-12/47E
LY
N
O
S
SE
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N
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FA
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Figure 5-41. Long Range Cruise (Sheet 1 of 4)

5-46 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
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PU
N
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AT
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IA
IL
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FA
D
AN
AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 5-47
SECTION 5
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
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IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

5-48 Revision 10: Dec 20, 2010
SECTION 5
LY
N
O
S
SE
PO
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PU
N
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AT
IZ
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IA
IL
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FA
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AN
AL
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EN
G
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FO

Revision 10: Dec 20, 2010 5-49
5-50
MAXIMUM ENDURANCE CRUISE
FO
R NOTE: INDICATED AIRSPEED IS 115 KTS CONSTANT
@ 7000 lb @ 8000 lb @ 9000 lb @ 10000 lb @ 10400 lb

G
(3175 kg) (3629 kg) (4082 kg) (4536 kg) (4717 kg)
SECTION 5
ISA Altitude SAT TAS Torque Fuel flow Torque Fuel flow Torque Fuel flow Torque Fuel flow Torque Fuel flow
EN
(ºC) (ft) (ºC) (kt) (psi) (lb/h) (kg/h) (psi) (lb/h) (kg/h) (psi) (lb/h) (kg/h) (psi) (lb/h) (kg/h) (psi) (lb/h) (kg/h)
Report No: 02277

-40 0 -25 107.0 8.95 320.2 145.2 9.43 325.6 147.7 9.98 331.8 150.5 10.51 337.8 153.2 10.70 339.9 154.2
ER
PERFORMANCE
2000 -29 110.0 8.93 306.3 138.9 9.40 311.3 141.2 9.93 317.2 143.9 10.49 323.4 146.7 10.71 325.8 147.8
4000 -33 113.2 8.89 292.9 132.9 9.34 297.7 135.0 9.91 303.7 137.8 10.52 310.2 140.7 10.73 312.6 141.8
AL
6000 -37 116.5 8.83 280.1 127.1 9.30 285.0 129.3 9.94 291.6 132.3 10.54 297.9 135.1 10.76 300.2 136.2
8000 -41 119.9 8.78 268.2 121.7 9.32 273.6 124.1 9.94 279.9 127.0 10.58 286.2 129.8 10.82 288.7 131.0
AN
10000 -45 123.5 8.79 256.4 116.3 9.31 261.6 118.7 9.96 268.0 121.6 10.64 274.8 124.6 10.89 277.2 125.7
12000 -49 127.3 8.78 246.8 111.9 9.32 252.2 114.4 10.03 259.2 117.6 10.72 266.0 120.7 11.01 268.9 122.0
D
14000 -53 131.2 8.79 237.7 107.8 9.39 243.7 110.5 10.12 250.9 113.8 10.91 258.7 117.3 11.20 261.5 118.6
16000 -57 135.3 8.89 229.3 104.0 9.51 235.4 106.8 10.31 243.3 110.4 11.12 251.3 114.0 11.44 254.4 115.4
FA
18000 -61 139.6 9.01 220.3 99.9 9.68 226.9 102.9 10.52 235.1 106.6 11.39
M 243.6 110.5 11.71 246.8 111.9
20000 -65 144.0 9.16 211.7 96.0 9.86 218.6 99.2 10.76 227.5 103.2 11.65 236.2 107.1 11.98 239.5 108.6
22000 -69 148.7 9.34 203.9 92.5 10.09 211.3 95.8 11.01 220.3 99.9 11.95 229.6 104.1 12.30 233.0 105.7
IL
24000 -73 153.6 9.56 196.8 89.3 10.31 204.3 92.7
IA 11.30 214.1 97.1 12.29 223.8 101.5 12.66 227.5 103.2
26000 -77 158.7 9.75 191.0 86.6 10.57 199.1 90.3R 11.62 209.5 95.0 12.63 219.5 99.6 13.02 223.4 101.3
28000 -81 164.1 10.00 186.5 84.6 10.86 195.1 88.5 11.94 205.8 93.4 13.02 216.4 98.2 13.43 220.5 100.0
30000 -84 169.7 10.27 182.8 82.9 11.17 191.7 87.0 12.32 203.0 92.1 13.44 214.0 97.1 13.87 218.3 99.0
EASA Approved
IZ
-30 0 -15 109.1 8.96 323.0 146.5 9.42 328.4 149.0 9.96 334.6 151.8 10.50 340.7 154.5 10.72 343.2 155.7
2000 -19 112.2 8.93 308.7 140.0 9.38 313.8 142.3 9.92 319.8 145.1 10.53 326.7 148.2 10.75 329.1 149.3
AT
4000 -23 115.5 8.87 295.2 133.9 9.31 300.0 136.1 9.95 306.9 139.2 10.56
IO 313.6 142.2 10.78 315.9 143.3
6000 -27 118.9 8.80 282.3 128.1 9.34 288.0 130.6 9.97 294.6 133.6 10.58 301.1 136.6 10.82 303.7 137.8
8000 -31 122.5 8.81 271.0 122.9 9.34 276.4 125.4 9.97
N
282.9 128.3 10.65 289.8 131.5 10.89 292.3 132.6
10000 -35 126.2 8.81 259.6 117.8 9.33 264.8 120.1 10.04 271.9 123.3 10.72 278.7 126.4 10.98 281.4 127.6
12000 -39 130.1 8.80 249.9 113.4 9.40 255.9 116.1 10.11 263.0 119.3 10.89 270.8 122.8 11.18 273.7 124.1
PU
14000 -43 134.1 8.89 241.7 109.6 9.49 247.7 112.4 10.29 255.7 116.0 11.09R 263.6 119.6 11.40 266.7 121.0
16000 -47 138.4 9.00 233.4 105.9 9.67 240.0 108.9 10.49 248.1 112.5 11.35 256.7 116.4 11.67 259.8 117.8
18000 -51 142.8 9.16 224.8 102.0 9.84 231.5 105.0 10.74 240.4 109.0 11.62 249.1 113.0 11.95 252.3 114.4
Figure 5-42. Maximum Endurance Cruise (Sheet 1 of 4)

PO
20000 -55 147.4 9.32 216.3 98.1 10.07 223.7 101.5 10.98 232.7 105.6 11.91 241.8 109.7 12.26 245.2 111.2
22000 -59 152.3 9.54 208.8 94.7 10.30 216.3 98.1 11.28 225.9 102.5 12.25 235.5 106.8 12.62 239.2 108.5
24000 -63 157.4 9.75 201.8 91.5 10.56 209.8 95.2 11.59 220.0 99.8 12.61 230.0 104.3 12.99 233.7 106.0
SE
26000 -67 162.7 9.99 196.1 89.0 10.85 204.6 92.8 11.92 215.2 97.6 12.98 225.7 102.4
S 13.39 229.7 104.2
28000 -71 168.3 10.27 191.8 87.0 11.16 200.5 90.9 12.30 211.8 96.1 13.41 222.8 101.1
O 13.83 227.0 103.0
30000 -74 174.1 10.56 187.9 85.2 11.50 197.3 89.5 12.69 209.1 94.8 13.85 220.6 100.1 14.30 225.0 102.1
N
PC-12/47E
LY
Revision 10: Dec 20, 2010

Issued: September 15, 2007
FO
R
G MAXIMUM ENDURANCE CRUISE
NOTE: INDICATED AIRSPEED IS 115 KTS CONSTANT
@ 7000 lb @ 8000 lb @ 9000 lb @ 10000 lb @ 10400 lb

EN
(3175 kg) (3629 kg) (4082 kg) (4536 kg) (4717 kg)
ER
-20
PC-12/47E
0 -5 111.2 8.96 325.9 147.8 9.41 331.2 150.2 9.94 337.4 153.0 10.54 344.3 156.2 10.76 346.9 157.4
AL
2000 -9 114.4 8.91 311.2 141.2 9.34 316.2 143.4 9.95 323.1 146.6 10.57 330.1 149.7 10.79 332.6 150.9
4000 -13 117.8 8.83 297.4 134.9 9.35 303.1 137.5 9.99 310.1 140.7 10.60 316.9 143.7 10.83 319.4 144.9
AN
6000 -17 121.3 8.83 285.2 129.4 9.36 290.9 132.0 9.98 297.5 134.9 10.65 304.7 138.2 10.89 307.3 139.4

8000 -21 125.0 8.83 273.7 124.2
D 9.35 279.1 126.6 10.04 286.3 129.9 10.72 293.4 133.1 10.96 295.9 134.2

10000 -25 128.8 8.82 262.5 119.1 9.40 268.4 121.7 10.11 275.6 125.0 10.86 283.2 128.5 11.15 286.1 129.8
12000 -29 132.8 8.88 253.7 115.1 9.49 259.8 117.8 10.26 267.6 121.4 11.05 275.5 125.0 11.35 278.6 126.4
FA
14000 -33 137.0 9.00 245.7 111.4 9.65 252.3 114.4
M 10.45 260.3 118.1 11.31 268.9 122.0 11.62 272.1 123.4
16000 -37 141.4 9.15 237.6 107.8 9.81 244.2 110.8 10.70 253.1 114.8 11.58 261.9 118.8 11.91 265.1 120.2
18000 -41 146.0 9.29 228.9 103.8 10.03 236.3 107.2 10.95 245.3 111.3 11.85 254.3 115.3 12.20 257.8 116.9
IL
20000 -45 150.8 9.52 221.1 100.3 10.27 228.6 103.7 11.22 238.0 108.0 12.19 247.5 112.3 12.55 251.2 113.9
IA
22000 -49 155.8 9.74 213.6 96.9 10.53 221.5 100.5
R 11.54 231.5 105.0 12.55 241.5 109.5 12.93 245.2 111.2
24000 -53 161.1 9.97 206.9 93.8 10.81 215.2 97.6 11.87 225.7 102.4 12.92 236.1 107.1 13.32 240.0 108.9
26000 -57 166.6 10.24 201.5 91.4 11.12 210.2 95.3 12.24 221.2 100.3 13.35 232.2 105.3 13.77 236.3 107.2
IZ
28000 -61 172.4 10.53 197.0 89.4 11.46 206.2 93.5 12.64 217.8 98.8 13.79 229.2 104.0 14.23 233.5 105.9
30000 -64 178.5 10.85 193.4 87.7 11.82 202.9 92.0 13.06 215.1 97.6 14.27 227.0 103.0 14.73 231.5 105.0
AT
-10 0 5 113.3 8.94 328.5 149.0 9.39 333.7 151.4 9.96 340.6 154.5 10.57 347.8 157.8 10.79 350.4 158.9
IO
2000 1 116.6 8.88 313.5 142.2 9.37 319.1 144.7 10.00 326.4 148.1 10.61 333.5 151.3 10.82 336.0 152.4
EASA Approved
4000 -3 120.0 8.85 300.0 136.1 9.38 306.0 138.8 10.01
N
313.1 142.0 10.64 320.3 145.3 10.89 323.0 146.5
6000 -7 123.7 8.85 287.9 130.6 9.38 293.7 133.2 10.03 300.8 136.4 10.72 308.3 139.8 10.96 310.9 141.0
8000 -11 127.4 8.85 276.3 125.3 9.40 282.1 128.0 10.11 289.6 131.4 10.82 297.1 134.8 11.10 300.2 136.2
PU
10000 -15 131.4 8.87 265.7 120.5 9.48 271.9 123.3 10.22 279.5 126.8 R 11.01 287.6 130.5 11.30 290.5 131.8
12000 -19 135.5 8.98 257.6 116.8 9.61 263.9 119.7 10.41 272.1 123.4 11.24 280.6 127.3 11.56 283.8 128.7
14000 -23 139.8 9.12 249.9 113.4 9.79 256.6 116.4 10.64 265.3 120.3 11.51 274.1 124.3 11.84 277.5 125.9
PO
16000 -27 144.4 9.27 241.7 109.6 9.98 248.9 112.9 10.89 258.0 117.0 11.78 267.0 121.1 12.13 270.5 122.7

18000 -31 149.1 9.47 233.5 105.9 10.23 241.1 109.4 11.15 250.3 113.5 12.11 259.8 117.8 12.47 263.4 119.5
SE
20000 -35 154.0 9.70 225.8 102.4 10.47 233.5 105.9 11.46 243.3 110.4 12.47 253.3 114.9 12.85 257.1 116.6
22000 -39 159.2 9.92 218.3 99.0 10.74 226.4 102.7 11.80 236.9 107.5 12.83
S
247.1 112.1 13.23 251.1 113.9
24000 -43 164.7 10.19 211.9 96.1 11.06 220.6 100.1 12.16 231.3 104.9 13.26 242.2 109.9
O 13.67 246.3 111.7
26000 -47 170.4 10.48 206.6 93.7 11.40 215.6 97.8 12.56 227.0 103.0 13.70 238.3 108.1
N 14.14 242.5 110.0
28000 -51 176.4 10.80 202.2 91.7 11.76 211.6 96.0 12.98 223.6 101.4 14.18 235.4 106.8 14.63 239.9 108.8
30000 -54 182.7 11.15 198.7 90.1 12.16 208.7 94.7 13.45 221.3 100.4 14.69 233.5 105.9 15.17 238.3 108.1
LY
Report No: 02277

5-51
PERFORMANCE
SECTION 5
5-52
MAXIMUM ENDURANCE CRUISE
FO
R NOTE: INDICATED AIRSPEED IS 115 KTS CONSTANT
@ 7000 lb @ 8000 lb @ 9000 lb @ 10000 lb @ 10400 lb

G
(3175 kg) (3629 kg) (4082 kg) (4536 kg) (4717 kg)
SECTION 5
EN
Report No: 02277

0 0 15 115.3 8.92 330.2 149.8 9.37 335.5 152.2 10.00 343.1 155.6 10.61 350.5 159.0 10.83 353.1 160.2
ER
PERFORMANCE
2000 11 118.7 8.86 315.3 143.0 9.40 321.6 145.9 10.02 328.9 149.2 10.64 336.2 152.5 10.88 339.0 153.8
4000 7 122.2 8.87 302.0 137.0 9.40 308.1 139.8 10.03 315.3 143.0 10.71 323.0 146.5 10.95 325.8 147.8
AL
6000 3 126.0 8.87 289.8 131.5 9.40 295.6 134.1 10.10 303.4 137.6 10.78 311.0 141.1 11.05 314.0 142.4
8000 -1 129.9 8.87 278.1 126.1 9.47 284.6 129.1 10.18 292.2 132.5 10.96 300.6 136.3 11.25 303.7 137.8
AN
10000 -5 133.9 8.96 268.2 121.7 9.57 274.4 124.5 10.37 282.8 128.3 11.17 291.1 132.0 11.48 294.4 133.5
12000 -9 138.2 9.08 260.5 118.2
D9.75 267.4 121.3 10.58 275.9 125.1 11.44 284.8 129.2 11.76 288.0 130.6
14000 -13 142.6 9.25 253.1 114.8 9.93 260.1 118.0 10.82 269.2 122.1 11.72 278.4 126.3 12.04 281.7 127.8
16000 -17 147.3 9.41 245.0 111.1 10.16 252.6 114.6 11.08 261.9 118.8 12.02 271.4 123.1 12.37 275.0 124.7
FA
18000 -21 152.1 9.65 236.6 107.3 10.41 244.3 110.8
M 11.38 254.1 115.3 12.37 264.1 119.8 12.74 267.8 121.5
20000 -25 157.2 9.86 228.7 103.7 10.68 236.9 107.5 11.71 247.2 112.1 12.74 257.5 116.8 13.12 261.4 118.6
22000 -29 162.6 10.12 221.7 100.6 10.98 230.3 104.5 12.05 241.0 109.3 13.13 251.7 114.2 13.55 255.9 116.1
IL
24000 -33 168.2 10.42 215.7 97.8 11.31 224.5 101.8
IA 12.46 235.9 107.0 13.58 247.1 112.1 14.01 251.3 114.0
26000 -37 174.1 10.73 210.5 95.5 11.68 219.9 99.7R 12.87 231.7 105.1 14.06 243.4 110.4 14.51 247.9 112.4
28000 -41 180.3 11.07 206.3 93.6 12.07 216.1 98.0 13.33 228.6 103.7 14.56 240.7 109.2 15.03 245.4 111.3
30000 -44 186.8 11.44 202.9 92.0 12.49 213.2 96.7 13.81 226.2 102.6 15.11 239.3 108.5 15.60 244.4 110.9
EASA Approved
IZ
10 0 25 117.3 8.89 332.8 151.0 9.41 339.0 153.8 10.04 346.7 157.3 10.65 354.2 160.7 10.87 357.0 161.9
2000 21 120.8 8.89 318.2 144.3 9.42 324.6 147.2 10.04 332.0 150.6 10.70 339.9 154.2 10.94 342.8 155.5
AT
4000 17 124.4 8.89 305.0 138.3 9.41 311.0 141.1 10.09 318.9 144.7 10.77
IO 326.8 148.2 11.02 329.7 149.5
6000 13 128.2 8.88 292.4 132.6 9.46 298.9 135.6 10.17 306.9 139.2 10.91 315.2 143.0 11.20 318.5 144.5
8000 9 132.2 8.93 281.3 127.6 9.54 287.9 130.6
N
10.31 296.3 134.4 11.09 304.9 138.3 11.39 308.1 139.8
10000 5 136.4 9.06 271.6 123.2 9.70 278.5 126.3 10.50 287.0 130.2 11.36 296.0 134.3 11.68 299.4 135.8
12000 1 140.7 9.21 264.7 120.1 9.87 271.5 123.2 10.75 280.7 127.3 11.64 289.9 131.5 11.96 293.3 133.0
PU
14000 -3 145.3 9.35 256.8 116.5 10.10 264.4 119.9 11.01 273.9 124.2 11.92
R 283.3 128.5 12.27 287.0 130.2
16000 -7 150.1 9.58 248.8 112.9 10.34 256.6 116.4 11.28 266.4 120.8 12.25 276.4 125.4 12.62 280.2 127.1

18000 -11 155.1 9.81 240.4 109.0 10.60 248.4 112.7 11.60 258.8 117.4 12.62 269.2 122.1 13.01 273.1 123.9
PO
20000 -15 160.4 10.05 232.6 105.5 10.89 241.1 109.4 11.95 251.9 114.3 13.01 262.7 119.2 13.40 266.7 121.0
22000 -19 165.9 10.34 226.0 102.5 11.22 234.9 106.6 12.33 246.1 111.6 13.45 257.4 116.8 13.87 261.6 118.7
24000 -23 171.7 10.64 220.0 99.8 11.57 229.3 104.0 12.75 241.1 109.4 13.91 252.7 114.6 14.36 257.2 116.7
SE
26000 -27 177.7 10.98 215.1 97.6 11.95 224.7 101.9 13.19 237.1 107.5 14.41 249.3 113.1
S 14.88 253.9 115.2
28000 -31 184.1 11.34 211.1 95.8 12.38 221.4 100.4 13.68 234.4 106.3 14.95 247.1 112.1
O 15.44 252.1 114.4
30000 -34 190.9 11.74 208.0 94.3 12.82 218.6 99.2 14.19 232.5 105.5 15.51 246.1 111.6 16.02 251.4 114.0
N
PC-12/47E
LY

FO
R
G MAXIMUM ENDURANCE CRUISE
NOTE: INDICATED AIRSPEED IS 115 KTS CONSTANT
@ 7000 lb @ 8000 lb @ 9000 lb @ 10000 lb @ 10400 lb

EN
(3175 kg) (3629 kg) (4082 kg) (4536 kg) (4717 kg)
ER
20
PC-12/47E
0 35 119.2 8.90 336.0 152.4 9.43 342.6 155.4 10.06 350.3 158.9 10.69 358.1 162.4 10.93 361.1 163.8
AL
2000 31 122.8 8.91 321.6 145.9 9.43 327.9 148.7 10.08 335.7 152.3 10.76 343.9 156.0 11.00 346.9 157.4
4000 27 126.5 8.91 307.9 139.7 9.45 314.3 142.6 10.15 322.6 146.3 10.84 330.7 150.0 11.13 334.1 151.5
AN
6000 23 130.4 8.92 295.6 134.1 9.52 302.5 137.2 10.25 310.7 140.9 11.04 319.8 145.1 11.33 323.1 146.6

8000 19 134.5 9.03 284.6 129.1
D 9.64 291.4 132.2 10.44 300.4 136.3 11.26 309.5 140.4 11.58 313.1 142.0

10000 15 138.8 9.16 274.1 124.3 9.82 281.4 127.6 10.66 290.5 131.8 11.54 300.1 136.1 11.86 303.7 137.8
12000 11 143.3 9.32 266.4 120.8 10.02 274.1 124.3 10.92 283.8 128.7 11.81 293.5 133.1 12.15 297.1 134.8
FA
14000 7 148.0 9.51 259.4 117.7 10.26 267.5 121.3
M 11.17 277.3 125.8 12.13 287.5 130.4 12.48 291.3 132.1
16000 3 152.9 9.74 252.1 114.4 10.50 260.1 118.0 11.49 270.6 122.7 12.49 281.2 127.6 12.87 285.1 129.3
18000 -1 158.0 9.97 243.9 110.6 10.79 252.5 114.5 11.83 263.4 119.5 12.87 274.2 124.4 13.27 278.4 126.3
IL
20000 -5 163.4 10.23 236.6 107.3 11.11 245.7 111.4 12.19 256.9 116.5 13.29 268.2 121.7 13.71 272.6 123.6
IA
22000 -9 169.1 10.55 230.2 104.4 11.45 239.6 108.7
R 12.61 251.4 114.0 13.75 263.2 119.4 14.19 267.7 121.4
24000 -13 175.1 10.87 224.5 101.8 11.83 234.3 106.3 13.04 246.6 111.9 14.24 258.9 117.4 14.70 263.6 119.6
26000 -17 181.3 11.24 219.8 99.7 12.24 230.1 104.4 13.52 243.0 110.2 14.77 255.7 116.0 15.25 260.6 118.2
IZ
28000 -21 187.9 11.63 216.2 98.1 12.68 226.8 102.9 14.02 240.5 109.1 15.33 253.9 115.2 15.83 259.0 117.5
30000 -24 194.8 12.05 213.2 96.7 13.16 224.6 101.9 14.57 239.1 108.5 15.94 253.2 114.8 16.47 258.6 117.3
AT
30 0 45 121.1 8.92 338.1 153.4 9.45 344.9 156.4 10.07 352.9 160.1 10.74 361.5 164.0 10.98 364.7 165.4
IO
2000 41 124.8 8.92 323.2 146.6 9.44 329.7 149.6 10.13 338.4 153.5 10.81 347.0 157.4 11.06 350.1 158.8
EASA Approved
4000 37 128.6 8.91 309.0 140.2 9.50 316.3 143.5 10.21
N
325.0 147.4 10.96 334.4 151.7 11.26 338.0 153.3
6000 33 132.6 8.99 296.5 134.5 9.59 303.8 137.8 10.36 313.3 142.1 11.16 323.0 146.5 11.47 326.7 148.2
8000 29 136.8 9.10 285.3 129.4 9.76 293.2 133.0 10.56 302.8 137.4 11.43 313.2 142.1 11.75 317.0 143.8
PU
10000 25 141.2 9.27 275.2 124.8 9.93 283.1 128.4 10.82 293.6 133.2 R 11.71 304.1 137.9 12.04 308.0 139.7
12000 21 145.8 9.42 267.8 121.5 10.17 276.5 125.4 11.08 287.2 130.3 12.00 297.9 135.1 12.36 302.0 137.0
14000 17 150.6 9.66 261.6 118.7 10.42 270.4 122.7 11.37 281.4 127.6 12.35 292.7 132.8 12.72 296.9 134.7
PO
16000 13 155.6 9.89 254.6 115.5 10.69 263.7 119.6 11.70 275.2 124.8 12.73 286.9 130.1 13.12 291.2 132.1

18000 9 160.9 10.14 247.1 112.1 10.99 256.6 116.4 12.05 268.5 121.8 13.13 280.4 127.2 13.54 285.0 129.3
SE
20000 5 166.4 10.44 240.6 109.1 11.33 250.3 113.5 12.46 262.6 119.1 13.59 275.0 124.7 14.01 279.6 126.8
22000 1 172.3 10.76 234.5 106.4 11.70 244.6 111.0 12.89 257.4 116.8 14.06
S
269.8 122.4 14.51 274.4 124.5
24000 -3 178.4 11.12 229.3 104.0 12.10 239.7 108.7 13.35 252.7 114.6 14.58 265.3 120.3
O 15.04 270.0 122.5
26000 -7 184.8 11.50 224.8 102.0 12.54 235.5 106.8 13.85 249.0 112.9 15.14 262.2 118.9
N 15.63 267.3 121.2
28000 -11 191.6 11.91 221.4 100.4 12.99 232.5 105.5 14.38 246.7 111.9 15.73 260.7 118.3 16.24 266.1 120.7
30000 -14 198.7 12.36 218.9 99.3 13.50 230.6 104.6 14.96 245.7 111.4 16.37 260.6 118.2 16.91 266.3 120.8
LY
Report No: 02277

5-53
PERFORMANCE
SECTION 5
SECTION 5
LY
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Figure 5-43. Specific Air Range - 7000 lb (Sheet 1 of 3)

5-54 Revision 10: Dec 20, 2010
SECTION 5
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Revision 10: Dec 20, 2010 5-55
SECTION 5
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5-56 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-57
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5-58 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-59
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5-60 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-61
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5-62 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-63
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5-64 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-65
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5-66 Revision 10: Dec 20, 2010
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Revision 10: Dec 20, 2010 5-67
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5-68 Revision 10: Dec 20, 2010
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Figure 5-48. Holding Time and Fuel
Revision 10: Dec 20, 2010 5-69
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Figure 5-49. Time to Descend

5-70 Revision 10: Dec 20, 2010
SECTION 5
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Figure 5-50. Fuel Used to Descend (standard units)

Revision 10: Dec 20, 2010 5-71
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Figure 5-51. Fuel Used to Descend (metric units)

5-72 Revision 10: Dec 20, 2010
SECTION 5
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Figure 5-52. Distance to Descend

Revision 10: Dec 20, 2010 5-73
SECTION 5
PERFORMANCE
PC-12/47E
LY
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Figure 5-53. Power-off Glide Time (standard units)

SECTION 5
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Figure 5-54. Power-off Glide Time (metric units)

SECTION 5
PERFORMANCE
PC-12/47E
LY
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Figure 5-55. Power-off Glide Distance

SECTION 5
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Figure 5-56. Balked Landing Torque

Revision 10: Dec 20, 2010 5-77
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Figure 5-57. Rate of Climb - Balked Landing (standard units)
5-78 Revision 10: Dec 20, 2010
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Figure 5-58. Rate of Climb - Balked Landing (metric units)
Revision 10: Dec 20, 2010 5-79
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Figure 5-59. Landing Total Distance - Flaps 40° (standard units)
5-80 Revision 10: Dec 20, 2010
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Figure 5-60. Landing Total Distance - Flaps 40° (metric units)
Revision 10: Dec 20, 2010 5-81
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Figure 5-61. Landing Ground Roll - Flaps 40° (standard units)
5-82 Revision 10: Dec 20, 2010
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Figure 5-62. Landing Ground Roll - Flaps 40° (metric units)
Revision 10: Dec 20, 2010 5-83
SECTION 5
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Figure 5-63. Landing Total Distance with the use of Reverse Thrust - Flaps 40° (standard
units)
5-84 Revision 10: Dec 20, 2010
SECTION 5
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Figure 5-64. Landing Total Distance with the use of Reverse Thrust - Flaps 40° (metric
units)
Revision 10: Dec 20, 2010 5-85
SECTION 5
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Figure 5-65. Landing Ground Roll with the use of Reverse Thrust - Flaps 40° (standard
units)
5-86 Revision 10: Dec 20, 2010
SECTION 5
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Figure 5-66. Landing Ground Roll with the use of Reverse Thrust - Flaps 40° (metric units)
Revision 10: Dec 20, 2010 5-87
SECTION 5
FLIGHT IN ICING CONDITIONS
STALL SPEEDS
When operating in PUSHER ICE MODE, the stick pusher computer automatically reduces
the shaker and pusher settings by 8° AOA. With operational deice boots this results in an
increase of the stall speed at the maximum takeoff weight of 12 kts with 0° flaps and 9 kts
with 15° flaps.
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NOTE
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Flap position is limited to maximum 15° in icing conditions
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with operational deice boots.
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With failed deice boots and ice accretion on the lifting surfaces an increase of the stall
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speed at the maximum takeoff weight of 15 kts with 0° flaps is to be expected.
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NOTE
Flap position is limited to maximum 0° in icing conditions
N
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with failed deice boots.
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The wings level stall speeds at the maximum takeoff weight of 10450 lb (4740 kg) and with
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flight idle power are summarized in the following table:

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FLAPS STALL SPEED KIAS

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0° Non icing 93
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Icing conditions 105

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Pneumatic boots failure 108
15° Non icing 76

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Icing conditions 85
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ENGINE TORQUE
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When the engine inlet inertial separator is open and during flight, the maximum torque
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available can be reduced by up to 2.2 psi in non icing conditions, and up to 3.0 psi in icing
conditions.

5-88 Revision 10: Dec 20, 2010
SECTION 5
TAKEOFF PERFORMANCE
When taking-off in or into known icing conditions, the flaps must be set to 15° and the
rotation speed increased by 10 KIAS. The speed at 50 ft (15 m) height will be
correspondingly increased by 12 KIAS. As a result, the takeoff ground roll distance can be
increased by up to 29% and the total distance by up to 31%.
ACCELERATE STOP
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For the accelerate stop distance the power chop speed is increased by 10 KIAS and the
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accelerate stop distance may be increased by up to 29%.
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MAXIMUM RATE OF CLIMB
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The maximum rate of climb in icing conditions is reduced by up to 980 ft/min. After failure of
the pneumatic deice boots, the maximum rate of climb is reduced by up to 1220 ft/min.
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HOLDING ENDURANCE
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During holding flight in icing conditions, a higher engine torque is required to maintain level
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flight. Increases in engine fuel flow between 30% and 55% are to be expected with respect
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to non icing conditions.

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BALKED RATE OF CLIMB

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The balked landing rate of climb in icing conditions is reduced by up to 60 ft/min. After
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failure of the pneumatic deice boots, the rate of climb can be up to 320 ft/min.
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LANDING PERFORMANCE
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After icing encounters and with visible ice accretion on the airframe, the landing is
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performed with 15° flaps and an approach speed of 110 KIAS. As a result, the landing
ground roll distance can be increased by up to 90% without reverse thrust applied, and by
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up to 80% with reverse thrust applied. The landing total distances will correspondingly be
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longer by up to 55% without reverse thrust applied, and by up to 45% with reverse thrust
applied.
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After failure of the airframe pneumatic deice boots in icing conditions, the landing is
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performed with 0° flaps and an approach speed of 137 KIAS. As a result, the ground roll
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distance can be increased by up to 160% without reverse thrust applied, and up to 140%
with reverse thrust applied. The landing total distances will correspondingly be longer by up
to 90% without reverse thrust applied, and by up to 75% with reverse thrust applied.

Revision 10: Dec 20, 2010 5-89
SECTION 5
FLIGHT PLANNING EXAMPLE
GENERAL
Before performance calculations can begin, it will be necessary to determine the aircraft
loading. Refer to Section 6, Weight and Balance to calculate the actual aircraft loading.
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Aircraft Configuration:
Takeoff Weight 8798 lb Total Trip Distance 765 nm
N
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Usable Fuel 1650 lb
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Departure Airport Conditions: Destination Airport Conditions:
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Field Pressure Altitude 4000 ft Field Pressure Altitude 2000 ft
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OAT +17°C OAT +16°C
(ISA +10°C) (ISA + 5°C)
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Wind Component 9 kt (headwind) Wind Component 6 kt (headwind)
Runway Slope 1% (uphill) Runway Slope 1.5% (downhill)
Field Length 3690 ft N
Field Length 2550 ft
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Total Trip Distance 765 nm
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Cruise Conditions:
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Pressure Altitude FL 280

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Forecast Temperature -31°C (ISA +10°C)

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Forecast Wind Component 10 kt (headwind)

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TAKEOFF
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Apply the departure airport conditions and the aircraft weight to the appropriate takeoff
performance charts and check that the corresponding distances are less than the available
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field length at the departure airport.

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Apply the departure airport conditions to the Takeoff Power Chart to determine maximum
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torque to be applied before brake release.

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CLIMB
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NOTE
The climb performance chart assumes a no wind condition.

The pilot must consider the effect of the winds aloft when
computing time, fuel, and distance to climb. The fuel to
climb includes the fuel consumed during the takeoff run.
Apply the cruise conditions of pressure altitude and temperature (respectively 28000 ft and
ISA + 10°C in this case) to the appropriate chart to determine the time, fuel, and distance to

5-90 Revision 10: Dec 20, 2010
SECTION 5
climb from sea level to the cruise altitude at the specified takeoff weight (8798 lb in this
case). Next, apply the departure airport conditions (respectively 4000 ft and ISA + 10°C in
this case) to the same chart to determine those same values to climb from sea level to the
departure airport. Subtract the values for the departure airport from those for the cruise
altitude. The remaining values are the time, fuel, and distance to climb from the departure
airport to the cruise altitude.
Climb Time Fuel Distance
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From S. L. to 28000 ft 23 min 190 lb 66 nm
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From S. L. to departure airport 3 min 25 lb 6 nm
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Departure airport to 28000 ft. 20 min 165 lb 60 nm
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DESCENT
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NOTE
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The descent performance chart assumes a no wind

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condition. The pilot must consider the effect of the winds

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aloft when computing time, fuel, and distance to descend.

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Apply the cruise conditions of pressure altitude and temperature (respectively 28000 ft and
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ISA + 10°C in this case) to the appropriate chart to determine the time, fuel, and distance to
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descend from cruise altitude to sea level. The weight at the beginning of the descent is not
known exactly at this stage, but it can be estimated in practice as shown in the following
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table:
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Takeoff weight - Usable fuel + Fuel reserve* + Allowance for = Weight at

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descent beginning of
descent
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8798 lb - 1650 lb + 300 lb + 100 lb = 7548 lb

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*As required by operating regulations; here a reserve corresponding to 45 min hold at 5000
ft is assumed.
Next, apply the destination airport conditions (respectively 2000 ft and ISA + 5°C in this
case) to the same chart to determine those same values to descend from the destination
airport to sea level. Subtract the values for the destination airport from those for the cruise
altitude. The remaining values are the time, fuel, and distance to descend from the cruise
altitude to the destination airport.

Revision 10: Dec 20, 2010 5-91
SECTION 5
Descent Time Fuel Distance
From 28000 ft. to S. L. 14 min 90 lb 66 nm
From destination airport to S. L. 1 min 8 lb 4 nm
From 28000 ft. to destination airport 13 min 82 lb 62 nm
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CRUISE
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Calculate the cruise distance by subtracting the climb and descent distances from the total
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trip distance. Select a cruise power setting and refer to the appropriate chart to determine
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the true airspeed and fuel flow for the forecast cruise conditions. Adjust the true airspeed
for the winds aloft headwind component to determine the ground speed. Divide the cruise
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distance by the ground speed to determine the cruise time. Calculate the cruise fuel
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required by multiplying the fuel flow by the cruise time.
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Total trip distance - Climb distance - Descent distance = Cruise distance
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765 nm - 60 nm - 62 nm = 643 nm
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By assuming an average cruise weight of 8500 lb, Maximum Cruise Power setting for 28000
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ft. at ISA +10°C yields 263 KTAS at 356 lb/hr.

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Cruise Speed +/- Headwind Component = Ground Speed

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263 KTAS -10 kt 253 KTAS

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Cruise Distance / Ground Speed = Cruise Time

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643 nm / 253 kt = 2.54 hr

(2hr 32 min)
Cruise Time x Fuel Flow = Cruise Fuel
2.54 hr x 356 lb/hr = 905 lb

5-92 Revision 10: Dec 20, 2010
SECTION 5
LANDING
Calculate the estimated landing weight by the subtracting the weight of the fuel for climb,
descent, and cruise from the takeoff weight.
Takeoff weight - Climb Fuel - Descent Fuel - Cruise Fuel = Landing

Weight
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8798 lb - 165 lb - 82 lb - 905 lb = 7646 lb
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Apply the destination airport conditions and the calculated aircraft weight to the appropriate
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landing performance charts and check that the corresponding distances are less than the
available field length at the destination airport.
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TOTAL FLIGHT TIME
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The total flight time is the sum of the time to climb, descent, and cruise.
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Climb Time + Descent Time + Cruise Time = Total Time

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20 min + 13 min + 2 hr 32 min 3 hr 5 min

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TOTAL FUEL REQUIRED

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The total fuel required is the sum of the fuel consumed during engine start and ground
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operation, takeoff and climb, descent, and cruise.

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Ground Ops + TO & Climb + Descent + Cruise + Reserve = Total

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40 lb + 165 lb + 82 lb + 905 lb + 300 lb =1432 lb

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Revision 10: Dec 20, 2010 5-93
SECTION 5
TOTAL FLIGHT TIME
The total flight time is the sum of the time to climb, descent, and cruise.
Climb Time + Descent Time + Cruise Time = Total Time
20 min + 13 min + 2 hr 32 min 3 hr 5 min
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TOTAL FUEL REQUIRED
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The total fuel required is the sum of the fuel consumed during engine start and ground
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operation, takeoff and climb, descent, and cruise.
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Ground Ops + TO & Climb + Descent + Cruise + Reserve = Total
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40 lb + 165 lb + 82 lb + 905 lb + 300 lb =1432 lb
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5-94 Revision 10: Dec 20, 2010
SECTION 6
PC-12/47E WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
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TABLE OF CONTENTS
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Subject Page
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GENERAL 6-1
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AIRPLANE WEIGHING 6-2
PREPARATION
N 6-2
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WEIGHING PROCEDURE WITH LOAD PLATES 6-3
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WEIGHING PROCEDURE WITH JACKS AND LOAD CELLS 6-7

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WEIGHT AND BALANCE RECORD 6-10

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GENERAL LOADING RECOMMENDATIONS 6-13

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CARGO 6-13
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HAZARDOUS MATERIALS 6-14

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WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6-27

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COMPLETION OF THE LOADING FORM 6-27

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COMBI CONVERSION 6-28

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EQUIPMENT LIST 6-38

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INTERIOR CONFIGURATIONS 6-39

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CORPORATE COMMUTER INTERIOR CODE STD-9S 6-01-1

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EXECUTIVE INTERIOR CODE EX-6S-2 6-03-1
EXECUTIVE INTERIOR CODE EX-8S 6-04-1
EXECUTIVE INTERIOR CODE EX-4S-3B 6-05-1
EXECUTIVE INTERIOR CODE EX-6S-STD-2S 6-06-1
EXECUTIVE INTERIOR CODE EX-4S-STD-4S 6-07-1

SECTION 6
WEIGHT AND BALANCE PC-12/47E
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SECTION 6
GENERAL
This section contains the information required to determine the Basic Empty Weight and
Moment of the aircraft, adjust the B.E.W. & M as equipment is added or removed, and
calculate aircraft loading for various flight operations. Sample loading forms are provided.
To achieve the performance designed for the aircraft it must be flown with approved
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weight and center of gravity limits.
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It is the responsibility of the pilot in command to make sure that the aircraft does
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not exceed the maximum weight limits and is loaded within the center of gravity
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range before takeoff.
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Weight in excess of the maximum takeoff weight may be a contributing factor to an
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accident, especially with other factors of temperature, airfield elevation and runway
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conditions. The aircraft’s climb, cruise and landing performance will also be affected.
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Loads that the aircraft was not designed for may be put on the structure, particularly
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during landing.
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The pilot should routinely determine the balance of the aircraft since it is possible to be
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within the maximum weight limit and still exceed the center of gravity limits. Information
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regarding the Basic Empty Weight can be found on the Weight and Balance Record in
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this section. Installed equipment information can be found in the Equipment List at the
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back of this manual. Using the basic empty weight and moment together with the Loading
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Form the pilot can determine the weight and moment for the loaded aircraft by computing
the total weight and moment and then determine whether they are within the Center of
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Gravity Envelope.
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SECTION 6
AIRPLANE WEIGHING
PREPARATION
1. Make sure that all applicable items listed on the airplane equipment list are
installed in their proper locations.
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2. Clean airplane. Remove dirt, excessive grease, water, and foreign items.
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3. Completely defuel the fuel tanks. Use the wing fuel drain ports for the completion
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of the task.
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4. Fill oil, hydraulic fluid, and all other operating fluids to full capacity.
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5. Make sure that the flaps are fully retracted and that the flight controls are in the
neutral position.
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6. Place crew seats in the center position and make sure the cabin passenger seats
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are in the correct positions. Refer to the relevant Interior Configuration Code Seat
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Location Chart in this Section.

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7. Close access panels and passenger cabin door.

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8. Make sure that all tires are inflated to normal operating pressure.
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9. Place airplane in a closed hangar to prevent scale reading errors due to wind.
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SECTION 6
WEIGHING PROCEDURE WITH LOAD PLATES
LEVELING
Open the cargo door and place a level across the seat tracks. Adjust the main gear tire
pressure (do not exceed the recommended maximum tire pressure) until the airplane is
laterally level. Place the level along the top of the inboard seat track and adjust the nose
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tire pressure until the airplane is longitudinally level. Refer to Section 8 of this Handbook
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for more information concerning airplane leveling. Remove the level and carefully close
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the cargo door.
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WEIGHING
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1. Record the tare weight for each applicable scale on Figure 6-1A Sheet 1 Airplane
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Weighing Form.
2. Refer to the manufacturer’s instructions and position the aircraft on the load
plates. N
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3. With the airplane level and brakes released, record the weight shown on each
scale in the appropriate section on Figure 6-1A Sheet 1 Airplane Weighing Form.
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4. Subtract the tare weight from the applicable scale reading. Record the resulting
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net weights in the appropriate section on Figure 6-1A Sheet 1 Airplane Weighing
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Form.
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5. Refer to Figure 6-1A Sheet 2 and 3. Record the strut extensions of the nose gear
(a), the left main gear (b) and the right main gear (c) on Figure 6-1A Sheet 2
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Airplane Weighing Form. Calculate the average of the main gear strut extensions
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(b) and (c) and record the average (B) on Figure 6-1A Sheet 2 Airplane Weighing
Form.
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6. Calculate the arm of the nose gear (A) from the extension of the nose gear strut
(a) using the table in Figure 6-1A Sheet 2. If the extension of the nose gear strut
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(a) is in between two values in the table, the arm of the nose gear (A) must be
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calculated by linear interpolation. Record the arm of the nose gear (A) in the
appropriate section on Figure 6-1A Sheet 2 Airplane Weighing Form.
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7. Calculate the arm of the main gear (B) from the average extension of the main
gear struts (b) and (c) using the table in Figure 6-1A Sheet 3. If the average
extension of the main gear struts is in between two values in the table, the arm of
the main gear (B) must be calculated by linear interpolation. Record the arm of
the main gear (B) in the appropriate section on Figure 6-1A Sheet 2 Airplane
Weighing Form.
8. Calculate the airplane C.G. arm using the formula in Figure 6-1A Sheet 3 and
record it in the appropriate section on Figure 6-2, Airplane Basic Empty Weight.

Revision 11: Dec 20, 2011 6-3
SECTION 6
9. Refer to Figure 6-2. Adjust weight and moment for unusable fuel and optional
equipment installed after airplane weighing to determine airplane Total Basic
Empty Weight and Moment.
10. Update Figure 6-3, Weight and Balance Record, as required.
11. After weighing return tire pressures to operational values. Refer to Section 8 for
instructions.
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6-4 Revision 11: Dec 20, 2011
SECTION 6
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Figure 6-1A. Airplane Weighing Form

(Sheet 1 of 3)
Revision 11: Dec 20, 2011 6-5
SECTION 6
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(Sheet 2 of 3)

6-6 Revision 11: Dec 20, 2011
SECTION 6
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(Sheet 3 of 3)

Revision 11: Dec 20, 2011 6-7
SECTION 6
WEIGHING PROCEDURE WITH JACKS AND LOAD CELLS
LEVELING
Put the jacks in position below the wing and tail jacking points. The fuselage jacking
points must not be used. Refer to the manufacturer’s instructions for the use of the load
cell equipment. Position the load cells and adapters and slowly raise the aircraft clear of
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the ground.
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Open the cargo door and place a level across the seat tracks. Place the level along the
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top of the inboard seat track and adjust the tail jack until the airplane is longitudinally
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level. Refer to Section 8 of this Handbook for more information concerning airplane
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leveling. Remove the level and carefully close the cargo door.
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WEIGHING
1.
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With the airplane level, record the weight shown on each load cell in the
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appropriate section on Figure 6-1B, Airplane Weighing Form.
AT
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2. Calculate airplane C.G. Arm and record on Figure 6-2, Airplane Basic Empty
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Weight. The C. G. Arm calculation formula is:

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C. G. Arm in (m) = (L + R) x B + T x A
M
L+R+T
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3. Adjust weight and moment for unusable fuel and optional equipment installed
D
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after airplane weighing to determine airplane Total Basic Empty Weight and
Moment.
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4. Calculate Basic Empty Weight C.G.

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5. Update Figure 6-3, Weight and Balance Record, as required.

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6-8 Revision 11: Dec 20, 2011
SECTION 6
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Figure 6-1B. Airplane Weighing Form

Revision 11: Dec 20, 2011 6-9
SECTION 6
Model: Serial No.: Registration No.: Date:
Item Weight C.G. Arm Moment
lb kg in m lb-in mkg
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1. Airplane Weight, C.G. arm,
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and moment.
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(As weighed in Figure 6-1)
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2. Unusable Fuel 32.9 14.9 225.6 5.73 7422 85.39
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3. Optional equipment, if
applicable
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applicable
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applicable
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6. TOTAL BASIC EMPTY

WEIGHT AND MOMENT
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(Sum of 1 thru 5)
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AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION

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Ramp Weight - Basic Empty Weight = Useful Load

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lb kg lb kg lb kg
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- - = =
The Basic Empty Weight, C.G., and Useful Load are for the airplane as licensed at the
factory. These figures are only applicable to the specific airplane serial number and
registration number shown. Refer to Figure 6-3. Weight and Balance Record when
modifications to the airplane have been made.
Figure 6-2. Airplane Basic Empty Weight

6-10 Revision 11: Dec 20, 2011
SECTION 6
WEIGHT AND BALANCE RECORD
Figure 6-3. Weight and Balance Record is a log of the modifications that occurred after
the airplane was licensed at the factory. Any change to the permanently installed
equipment or airplane modifications which effect the airplane Basic Empty Weight or
Total Moment must be entered in Figure 6-3. Weight and Balance Record. The last entry
on the Weight and Balance Record will be the current airplane Basic Empty Weight and
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Total Moment.
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Revision 11: Dec 20, 2011 6-11
SECTION 6
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Figure 6-3. Weight and Balance Record

(Sheet 1 of 2)

6-12 Revision 11: Dec 20, 2011
SECTION 6
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Figure 6-3. Weight and Balance Record

(Sheet 2 of 2)

Revision 11: Dec 20, 2011 6-13
SECTION 6
GENERAL LOADING RECOMMENDATIONS
The following general loading recommendation is intended as only a guide. Refer to

Section 2 for Seating and Cargo Limitations. The pilot in command must refer to the
appropriate moment charts, loading form, and the C.G. Envelope to determine that the
airplane is properly loaded.
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Fuel load may be limited by maximum weight.
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Load fuel equally between the left and right wing fuel tanks.
S
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CARGO
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Before loading airplane, attach the tail support stand to prevent the tail from contacting
R
the ramp surface while ground personnel are in the aft cabin during the loading process.
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Observe the maximum floor and seat rail load limits given on the placard on the forward
IO
and rear cargo door frame. Figure 6-4 gives the cabin dimensions and loading areas.
AT
Cargo having a total weight less than 66 lbs (30 kg) may be stowed aft of the cargo net.
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Heavier cargo is to be secured in the cabin area with tie-down straps attached to seat rail
R
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anchor points. Refer to Figures 6-5 thru 6-14 for cargo weight calculation, restraining bar
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installation and tie-down strap installation. Refer to Figure 6-15 for cargo net installation.
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Refer to the Illustrated Parts Catalog (IPC) Chapter 25 for the part numbers of the
approved cargo restraint nets, tie down straps, load carriers and retaining bars.
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6-14 Revision 11: Dec 20, 2011
SECTION 6
HAZARDOUS MATERIALS
Protection against the damaging effects of leakage of hazardous materials has not been
provided in the cargo area. Provisions should be made for protection if carriage of these
materials is planned.
In addition to the pilot in command, other personnel used for loading and unloading
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should be properly trained concerning the handling, storage, loading and unloading of
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hazardous materials if they are to be carried.
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Information and regulations pertaining to the air transportation of hazardous materials is
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outlined in the Code of Federal Regulations (CFR) Title 49 and in the International Civil
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Aviation Organization (ICAO) Technical Instructions for the Safe Transport of Dangerous
Goods by Air.
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Revision 11: Dec 20, 2011 6-15
SECTION 6
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Figure 6-4. Loading Areas

6-16 Revision 11: Dec 20, 2011
SECTION 6
MAXIMUM ALLOWABLE WEIGHT PER SINGLE CONTAINER

( WITHOUT SPECIAL EQUIPMENT )
The maximum allowable weight is based on the package dimensions, vertical c.g. and the
number of seat rails used to secure the fore-aft tie-down straps.
LY
The flowcharts below can be used to determine whether the weight of a cargo item is
N
acceptable, which Restraint Bars are to be used, and how the cargo is to be loaded.
O
S
The cargo dimensions are defined as shown in Figure 6-5.
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Figure 6-5 . Cargo Dimensions

EN
The process to decide whether and how cargo can be tied down follows the following 4
G
steps
R
FO
Step 1:Determine the cargo size and orientation
Step 2:Determine the correct restraint bars
Step 3:Determine the correct cargo tie-down configuration chart and curve
Step 4:Determine allowable cargo weight
These steps are explained in the following flowcharts, followed by an example to

demonstrate their use.

Revision 11: Dec 20, 2011 6-17
SECTION 6

Step One
Determine the best orientation for
the cargo in the cabin
LY
N
Shortest side: Vertical
O
Longest side: Across width of
S
cabin Cargo
SE
Width
PO
R
Measure the cargo size:
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Length, Width, Height
N
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Weight 20% Width
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C.g. in central 20%

of Width?
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The Cargo Tie-Down

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Is the cargo lateral No

Configuration Charts are not
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c.g. within centre

valid: contact Pilatus for advice
M
20% of width?
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D
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Yes
1. Place the cargo in the cabin with the
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Max 67%
heavier end to the rear. height
ER
2. Heavier cargo items should be placed

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in front of lighter ones. Heavier end of cargo is

G
placed to the rear

R
FO
FORWARD
Go to Step Two
Figure 6-6. Cargo Size and Orientation

6-18 Revision 11: Dec 20, 2011
SECTION 6

Step Two
Choose the correct Restraint
LY
Bar(s) based on the cargo width
N
O
S
SE
Cargo width between 14 ½” and 15 ¾”
PO
(between 370mm and 400mm)
R
PU
Use a single, short Restraint Bar
N
IO
(525.25.12.072 or 525.25.12.171)
AT
at one side of the aircraft

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R
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Cargo width between 22 ½” and 33”

M
FA
(between 570mm and 840mm)

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Use a single, long Restraint Bar

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(525.25.12.073 or 525.25.12.172)
AL
ER
in the centre of the aircraft

EN
G
Cargo width between 33” and 48.4”

R
FO
(between 840mm and 1’230mm)
Use both short Restraint Bars
(525.25.12.072 or 525.25.12.171)
one either side of the aircraft

Figure 6-7. Determine the Correct Cargo Restraint Bars

Revision 11: Dec 20, 2011 6-19
SECTION 6

Step Three
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6-20 Revision 11: Dec 20, 2011
SECTION 6

Step Four
Determine the allowable cargo weight
LY
N
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Is the Height/Width No
S
ratio less than or
SE
equal to 1.25?
PO
Yes
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Is the
No N
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Height/Length ratio
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less than or equal

to 1.25?
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R
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Yes
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M
Use Height/Length ratio to enter the Cargo

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Tie-Down Configuration Chart determined in The Cargo Tie-Down

Flowchart Two (Figures 6-11 through 6-14). Configuration Charts are not
D
Determine allowable cargo weight. valid: contact Pilatus for

AN
advice
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ER
Is the cargo weight No

less than or equal to
EN
the allowable weight?

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R
Yes Cargo is too heavy to transport:

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contact Pilatus for advice
Cargo is acceptable
Figure 6-9. Determine Allowable Cargo Weight

Revision 11: Dec 20, 2011 6-21
SECTION 6

(WITHOUT SPECIAL EQUIPMENT)
RESTRAIN CARGO IN CABIN
LY
Fit the Restraint Bars and the Load Carrier Assemblies to the aircraft. If there is more
than one cargo item, try to place the heavier items forward of the lighter ones.
N
O
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Place cargo in cabin: ensure cargo is firmly against Restraint Bar(s)
SE
PO
Restrain cargo with straps attached to the seat rails.
R
 The straps shall be placed in the fore-aft direction: do not place diagonally.
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 Place front strap fitting as close as feasible to Restraint Bar. Place rear fitting to give
a strap angle of 10° to 20°, as shown in Figure 6-10.
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IO
AT
 Additional straps may be placed laterally on cargo straddling the centre two seat rails,
if desired.
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10°
D
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to
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FORWARD
Figure 6-10. Fore-aft Strap Angles
Perform the Weight and Balance check to verify that the MTOW and aircraft c.g. position
are within the limits given in Section 2.

6-22 Revision 11: Dec 20, 2011
SECTION 6

EXAMPLE
The cargo to be transported is shown below. Looking down, the c.g. is roughly in the
centre of the box, but its height is unknown.
LY
N
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SE
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Weight 200 lb (90kg)
R
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18” (450mm)
N
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AT
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36” (900mm)
R
24” (600mm)
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FA
D
Step 1: Determine the cargo size and orientation

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1a. The best orientation in the cabin is with the shortest side (18”) vertical and the
longest side (36”) across the cabin width. Figure 6-4 shows that this will fit in
AL
the cargo area.

ER
1b. Using the definitions of Figure 6-5, the cargo dimensions are:
EN
Height 18” (450mm)

G
Length 24” (600mm)

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Width 36” (900mm)

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1c. The cargo lateral c.g. is approximately in middle of the box: the charts are valid.
Step 2:Determine the correct restraint bars
2a. The cargo width is 36” (900mm). Both short restraining bars are used.
2b. Two cargo-restraining straps, fitted to the inner seat rails, are required.

Revision 11: Dec 20, 2011 6-23
SECTION 6
Step 3: Determine the correct cargo tie-down configuration chart and curve
3a. The front stop is attached to 4 seat rails, but cargo tie down straps can only be
fitted to the inner seat tracks. This cargo straddles 2 seat rails. The restraining
Bars are angle shaped (not “T”-section) and thus Figure 6-11 is used.
3b. The cargo vertical c.g. position is unknown: use the “high centre of gravity”
curve.
LY
Step 4: Determine allowable cargo weight
N
O
4a. Height/Width = 18”/36” = 0.33. Less than 1.25, therefore OK.
S
SE
4b. Height/Length = 18”/24” = 0.75. Less than 1.25, therefore OK.
PO
4c. From Figure 6-11, the allowable cargo weight is 214 lb (97kg): cargo weight is
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acceptable.
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N
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AT
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6-24 Revision 11: Dec 20, 2011
SECTION 6

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N
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Figure 6-11. Cargo straddling two (2) seat rails: Angle Restraining Bar
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Figure 6-12. Cargo straddling four (4) seat rails: Angle Restraining Bar

Revision 11: Dec 20, 2011 6-25
SECTION 6

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N
O
S
SE
PO
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N
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AT
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Figure 6-
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13. Cargo straddling two (2) seat rails: “T” Restraining Bar
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Figure 6-
14. Cargo straddling four (4) seat rails: “T” Restraining Bar

6-26 Revision 11: Dec 20, 2011
SECTION 6
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Figure 6-15. Cargo and Luggage Restraint Installation

Revision 11: Dec 20, 2011 6-27
SECTION 6
WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
This section contains the crew seats, baggage, fuel load moments charts and C of G
envelopes in LB-IN and MKG.
Refer to the Interior Configurations section for the passenger seat moments. Find the
correct Moment Chart for the Interior Code No. of the aircraft.
LY
An Example Loading Form and a blank Loading Form for owners/operators use are given
N
in Figure 6-17. Instructions on how to use the charts, complete the loading form and to
O
determine if center of gravity is within approved limits are given below.
S
SE
COMPLETION OF THE LOADING FORM
PO
Enter the current Running Basic Empty Weight and Total Moment from Figure 6-3 in the
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appropriate space on the Loading Form, Figure 6-17 (be careful to factor the moment by
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1000 if appropriate).
N
Enter the weights of all of the crew, passengers, items stowed in cabinets and baggage
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to be loaded, in the appropriate space on the Loading Form, Figure 6-17.
AT
Use the Moment Charts in Figure 6-16, to determine the moment for the crew and
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baggage.
R
IA
Use the correct Interior Code No. Moment Chart in the Interior Configurations section, to
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determine the moment for the passengers.

M
Enter the moment of each item in the appropriate space on the Loading Form, Figure 6-
FA
17.
D
Add the weight and moment of all of the items to the Basic Empty Weight and Moment of
AN
the airplane to determine the Zero Fuel Weight and Moment. Divide the moment by the
weight to determine the C.G. arm.
AL
ER
Locate this point in the C.G. Envelope, Figure 6-18. If the point falls within the envelope,
the loading meets the weight and balance requirements.
EN
Use the Moment Chart in Figure 6-16, to determine the moment of the fuel load.
G
R
Enter the weight and moment of the fuel in the appropriate space on the Loading Form,
FO
Figure 6-17.
Add the fuel weight and moment to the calculated Zero Fuel Weight and Moment to
determine the Ramp Weight and Moment. Divide the moment by the weight to determine
the C.G. arm.
the loading meets the weight and balance requirements.

6-28 Revision 11: Dec 20, 2011
SECTION 6
Subtract the weight and moment of the fuel allowance for engine start and ground
operations to determine Takeoff Weight and Moment. Divide the moment by the weight to
determine the C.G. arm. Nose landing gear retraction or extension has a negligible effect
on the weight and balance (moment change of 538 in-lb (6.2 m-Kg), therefore no
calculation is needed.
the loading meets the weight and balance requirements for takeoff.
LY
N
COMBI CONVERSION
O
S
A Combi Conversion can be made from the removal of cabin seats from a Corporate
SE
Commuter and the removal of cabin seats and furnishings from an Executive Interior
aircraft. The Combi Interior consists of 2 crew seats and payload or a combination of
PO
seats and payload. Cargo nets can be installed to attachment points at frames 24 and 27.
R
Refer to Section 2 for the Cargo Limitations.
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The airplane is weighed at the factory before the time of delivery. When other interior
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configurations are required, adjust the Basic Empty Weight and Moment and complete
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the landing form as follows:
AT
 Make a temporary mark on the seat rail at the forward edge of the Corporate
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Commuter Seat(s) or mark position of the Executive Seat attachment fittings of the
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seat(s) to be removed with masking tape or similar material to expedite re-installation.

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Remove the passenger seats and furnishings as required.

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M
 Use the passenger seats and furnishings weight and moment data in the relevant
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Interior Code section and determine the total weight and moment difference of the
interior items removed from the aircraft.
D
AN
Example: Three Seat Bench removed. Frame 27 Cargo Net installed.

AL
ITEM WEIGHT LB (KG) MOMENT LB IN (M

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KG)
EN
Three Seat Bench - 145.84 (- 66.15) - 47277 (- 544.70)

G
Frame 27 Cargo Net + 3.6 (+ 1.65) + 1049 (+ 12.21)

R
FO
Total Value - 142.2 (- 64.5) - 46228 (- 532.5)
NOTE: The figures are taken from the “Passenger Seats and Furnishings
Weight and Moment Chart”.
Enter the Total Value on line 2 of the Loading Form, Figure 6-17.

Revision 11: Dec 20, 2011 6-29
SECTION 6
 Calculate the cargo moment as follows:
Locate one of the luggage net floor attachment points at frame 34.
Measure distance from the attachment point to the center of the cargo i.e.35 in
(0,889 m).
The fuselage station dimension at the luggage net attachment point is 361.15 in
(9,170 m)
LY
The arm of the cargo is the fuselage station dimension of the net attachment point
minus the distance to the center of the cargo.
N
O
S
Example: Distance to cargo center = 35 in (0,889 m)
SE
Net Fuselage Station = 361.15 in (9,170 m)
Cargo Arm = 361.15 in – 35 in = 326.15 in (9,170 m – 0,889 m = 8,281
PO
m)
R
PU
Enter the cargo arm and the weight of the cargo plus tie down straps and cargo arm
on the Loading Form.
N
IO
 Complete the remainder of the Loading Form as given above.
AT
IZ
When re-installing the passenger seats, return the seats to their original positions and
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verify the dimensions as shown in the Seat Location Chart for the aircraft configuration.
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Secure the arresting pin on the Corporate Commuter Seat(s) or install the locking needles
IL
on the Executive Seat(s). Remove the temporary seat rail marks.

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FA
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EN
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6-30 Revision 11: Dec 20, 2011
SECTION 6
CREW OCCUPANT MOMENTS ( LB - IN )

ARM 160.27 IN*
WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT

lb lb - in* lb lb - in* lb lb - in* lb lb - in*
50 8014 100 16027 150 24040 200 32054
LY
60 9616 110 17630 160 25643 210 33657
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O
70 11219 120 19232 170 27246 220 35259
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SE
80 12822 130 20835 180 28849 230 36862
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90 14424 140 22438 190 30451 240 38465
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* Arm for center position only. Adjust arm 0.69 inch for each hole from center position.
Maximum seat travel is +/- 4 holes or +/- 2.76 inches from center position.
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AT
CREW OCCUPANT MOMENTS ( Kg - m )

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ARM 4.071 m*
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kg Kg - m kg kg - m kg kg - m kg kg - m
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25 101.78 50 203.55 75 305.33 100 407.10

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30 122.13 55 223.91 80 325.68 105 427.46
35 142.49 60 244.26 85 346.04 110 447.81

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ER
40 162.84 65 264.62 90 366.39 115 468.17

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45 183.20 70 284.97 95 386.75 120 488.52

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* Arm for center position only. Adjust arm 0.018 meter for each hole from center
R
position. Maximum seat travel is +/- 4 holes or +/- 0.070 meters from center position.
FO
Figure 6-16. Moment Chart

(Sheet 1 of 4)

Revision 11: Dec 20, 2011 6-31
SECTION 6
REAR BAGGAGE AREA MOMENTS ( LB - IN )

STANDARD NET AT FRAME 34 - ARM 371.0 IN

lb lb - in lb lb - in lb lb - in lb lb - in
10 3,710 110 40,810 210 77,910 310 115,010
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20 7,420 120 44,520 220 81,620 320 118,720
N
O
30 11,130 130 48,230 230 85,330 330 122,430
S
40 14,840 140 51,940 240 89,040 340 126,140
SE
50 18,550 150 55,650 250 92,750 350 129,850
PO
60 22,260 160 59360 260 96,460 360 133,560
R
70 25,970 170 63,070 270 100,170 370 137,270
PU
80 29,680 180 66,780 280 103,880 380 140,980
90 33,390 190 70,490 290
N
107,590 390 144,690
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100 37,100 200 74,200 300 111,300 397 147,287
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REAR BAGGAGE AREA MOMENTS ( Kg - m )

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STANDARD NET AT FRAME 34 - ARM 9.420 M

M
FA

kg kg - m kg kg - m kg kg - m kg kg - m
D
AN
5 47.10 55 518.10 105 989.10 155 1460.10

10 94.20 60 565.20 110 1036.20 160 1507.20
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15 141.30 65 612.30 115 1083.30 165 1554.30

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20 188.40 70 659.40 120 1130.40 170 1601.40

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25 235.50 75 706.50 125 1177.50 175 1648.50

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30 282.60 80 753.60 130 1224.60 180 1695.60

R
35 329.70 85 800.70 135 1271.70

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40 376.80 90 847.80 140 1318.80

45 423.90 95 894.90 145 1365.90
50 471.00 100 942.00 150 1413.00

(Sheet 2 of 4)

6-32 Revision 11: Dec 20, 2011
SECTION 6
REAR BAGGAGE AREA MOMENTS ( LB - IN )

EXTENDABLE NET AT FRAME 32 - ARM 361.0 IN

10 3610 140 50543 270 97476 400 144409
20 7220 150 54154 280 101087 410 148020
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30 10831 160 57764 290 104697 420 151630
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40 14441 170 61374 300 108307 430 155240
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50 18051 180 64984 310 111917 440 158850
S
60 21661 190 68594 320 115528 450 162461
SE
70 25272 200 72205 330 119138 460 166071
PO
80 28882 210 75815 340 122748 470 169681
90 32492 220 79425 350 126358 480 173291
R
PU
100 36102 230 83035 360 129969 490 176902
110 39713 240 86646 370 133579 500 180512
120 43323 250 90256
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380 137189
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130 46933 260 93866 390 140799
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REAR BAGGAGE AREA MOMENTS ( Kg - m )

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EXTENDABLE NET AT FRAME 32 - ARM 9.17 M

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M

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5 45.85 70 641.90 135 1237.95 200 1834.00
D
AN
10 91.70 75 687.75 140 1283.80 205 1879.85

15 137.55 80 733.60 145 1329.65 210 1925.70
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20 183.40 85 779.45 150 1375.50 215 1971.55

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25 229.25 90 825.30 155 1421.35 220 2017.40

EN
30 275.10 95 871.15 160 1467.20 225 2063.25

35 320.95 100 917.00 165 1513.05
G
40 366.80 105 962.85 170 1558.90

R
FO
45 412.65 110 1008.70 175 1604.75

50 458.50 115 1054.55 180 1650.60
55 504.35 120 1100.40 185 1696.45
60 550.20 125 1146.25 190 1742.30
65 596.05 130 1192.10 195 1788.15

(Sheet 3 of 4)
Revision 11: Dec 20, 2011 6-33
SECTION 6
FUEL LOAD MOMENTS (LB - IN)
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100 22572 800 183555 1500 347656 2200 511463
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200 45161 900 207111 1600 371079 2300 534839
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300 67776 1000 230572 1700 394500 2400 558130
SE
400 90443 1100 253974 1800 417912 2500 581450
PO
500 113351 1200 277441 1900 441347 2600 604724
R
PU
600 136538 1300 300811 2000 464746 2700 628029
700 159955 1400 324221 2100 488120

N
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AT
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FUEL LOAD MOMENTS ( Kg - m )

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M
FA
D
50 286.64 400 2337.14 750 4419.61 1100 6497.53

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100 573.59 450 2635.13 800 4717.33 1150 6793.90

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150 860.84 500 2932.34 850 5014.59 1200 7090.37

ER
200 1149.27 550 3230.45 900 5312.14 1250 7385.69

EN
250 1441.88 600 3526.99 950 5608.06

G
R
300 1738.40 650 3824.03 1000 5905.10

FO
350 2037.52 700 4122.29 1050 6201.26
NOTE
Unusable fuel is considered in empty weight. The chart

shows only additional fuel.
(Sheet 4 of 4)

6-34 Revision 11: Dec 20, 2011
SECTION 6
PC-12/47E EXAMPLE LOADING FORM INTERIOR CODE: STD-9S
ITEM WEIGHT ARM AFT OF MOMENT

lb DATUM in lb-in
1. Basic Empty Weight 5613 225.16 1263823
2. Combi Interior Conversion NA NA NA
LY
3. Pilot 170 160.27 27246
N
4. Copilot (Right Seat Passenger) 170 160.27 27246
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5. Passenger 1 170 215.00 36550
S
SE
6. Passenger 2 170 212.03 36045
7. Passenger 3 170 248.00 42160
PO
8. Passenger 4 170 245.03 41655
R
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9. Passenger 5 170 281.00 47770
10. Passenger 6 170 278.05 47269
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11. Passenger 7 170 314.00 53380
AT
12. Passenger 8 170 311.03 52875

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13. Passenger 9 170 344.03 58485

R
14. Optional Wardrobe 191.00

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15. LH Cabinet 212.10

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16. RH Cabinet 211.19

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17. a. Rear Baggage (net at frame 32) 361.00

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b. Rear Baggage (net at frame 34) 215 371.00 79765

AN
18. Cargo
19. Zero Fuel Weight
AL
MZFW 9039 lb 7698 235.68 1814269

ER
( Sum of 1 thru 18 )
EN
20. Fuel 1650 - 382790

G
21. Ramp Weight

R
MRW 10495 lb 9348 235.03 2197059

FO
( Sum of 19 + 20 )
22. Less Fuel for Ground Operations - 40 -
23. Fuel at Takeoff (Sum of 20 + 22) 1610 - 373421
24. Takeoff Weight
MTOW 10450 lb 9308 235.03 2187690
( Sum of 19 + 23)
Figure 6-17. Example Loading Form – Imperial Units (Sheet 1 of 2)

SECTION 6
PC-12/47E LOADING FORM INTERIOR CODE:

ITEM WEIGH ARM AFT OF MOMENT
T DATUM in (m) lb-in (kg-m)
lb (kg)
1. Basic Empty Weight

2. Combi Interior Conversion
LY
3. Pilot 160.27 (4.071)
N
O
4. Copilot (Right Seat Passenger) 160.27 (4.071)
S
5. Passenger 1
SE
6. Passenger 2
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7. Passenger 3
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8. Passenger 4
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9. Passenger 5
10. Passenger 6
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11. Passenger 7
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12. Passenger 8
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13. Passenger 9
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14. Optional Wardrobe 191.00 (4.851)

IL
15. LH Cabinet 212.10 (5.387)

M
FA
16. RH Cabinet 211.19 (5.364)

17. a. Rear Baggage (net at frame 32) 361.00 (9.170)
D
AN
b. Rear Baggage (net at frame 34) 371.00 (9.423)

18. Cargo
AL
19. Zero Fuel Weight

ER
MZFW 9039 lb (4100 kg)

EN
(Sum of 1 thru 18)

20. Fuel -
G
21. Ramp Weight

R
FO
MRW 10495 lb (4760 kg)

(Sum of 19 + 20)
22. Less Fuel for Ground Operations - -
23. Fuel at Takeoff (Sum of 20 + 22)
24. Takeoff Weight
MTOW 10450 lb (4740 kg)
( Sum of 19 + 23)
Figure 6-17. Loading Form (Sheet 2 of 2)

6-36 Revision 11: Dec 20, 2011
SECTION 6
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Figure 6-18. C. G. Envelope

(Sheet 1 of 2)

Revision 11: Dec 20, 2011 6-37
SECTION 6
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Figure 6-18. C. G. Envelope(Sheet 2 of 2)

6-38 Revision 11: Dec 20, 2011
SECTION 6
EQUIPMENT LIST
Refer to Pilatus Report No. 02047, Airplane equipment List, attached to the back of this
report. The equipment list itemizes the installed equipment included in the Basic Empty
Weight indicated in Figure 6-2 of this Airplane Flight Manual.
LY
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Revision 11: Dec 20, 2011 6-39
SECTION 6
INTERIOR CONFIGURATIONS
The PC-12 was designed and certified initially with two basic cabin interior configurations,
a Corporate Commuter (Code STD-9S) and an Executive interior (Code EX-6S). The
Corporate Commuter interior consists of two crew seats and 9 standard passenger seats.
The Executive interior consists of two crew seats and 6 executive seats with forward
storage cabinets and a toilet.
Variations to the two basic interior configurations are continuously being developed. The
LY
various configurations that have been approved are given below. Before using them it is
N
the operators responsibility to check whether they require authorization by their regulatory
O
authority. Some of the configurations require structural and system modifications, check
with the Service Bulletin Index for the applicable SB’s.
S
SE
A Code Number is given to each interior configuration. The code is shown on a placard
which is installed on the cargo door frame. The placard code gives the type and number
PO
of seats that are installed in the aircraft. Before making any changes to the interior
configuration, contact Pilatus to make sure that any modification work or SB’s are
R
PU
identified for embodiment. The placard must then be changed to show the correct code
for the new configuration.
N
It is possible for aircraft with the executive interior to have more than one placard installed
IO
on the cargo door frame. The removal or installation of the rear seats must be done in
AT
accordance with an approved configuration. The correct weight and moment charts for
the configuration must then be used for weight and balance determination for flight.
IZ
R
An optional three seat bench can be installed at the rear of the cabin in a Corporate
IA
Commuter and an Executive aircraft. A large baggage net can be installed in these
IL
configurations.
M
The following code numbers have been allocated and the seat locations are given in the
FA
following sub-sections:
D
 CORPORATE COMMUTER Interior Layout CODE STD-9S (nine standard seats)

AN
 EXECUTIVE Interior Layout CODE EX-6S-2 (six executive seats)

AL
 EXECUTIVE Interior Layout CODE EX-8S (eight executive seats)

ER
 EXECUTIVE Interior Layout CODE EX-4S-3B (four executive seats and three seat
bench)
EN
 EXECUTIVE Interior Layout CODE EX-6S-STD-2S (six executive seats and two
G
standard seats)
R
 EXECUTIVE Interior Layout CODE EX-4S-STD-4S (four executive seats and four
FO
standard seats)

6-40 Revision 11: Dec 20, 2011
SECTION 6
CORPORATE COMMUTER INTERIOR CODE STD-9S
GENERAL
The basic Corporate Commuter Interior consisting of 9 standard passenger seats. The
section contains the following information:
LY
 passenger seat location chart
N
O
 permitted passenger seat Part Nos. that can be installed
S

SE
passenger seat and furnishings weight and moment chart (standard and metric
units)
PO
 passenger seat occupant moment charts (standard and metric units)
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 6: March 26, 2008 Interior Code STD-9S. Page 6-01-1
SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Interior Code STD-9S. Page 6-01-2 Revision 6: March 26, 2008
SECTION 6
PERMITTED PASSENGER SEAT PART Nos. THAT CAN BE INSTALLED
SEAT NO REMOVABLE CUSHIONS
1,3,5,7 525.22.12.011
LY
2,4,6,8,9 525.22.12.012
N
O
NOTE: The lap belt extension Part No. 959.30.01.590 can be installed on all of the
S
SE
above seats.
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 6
PASSENGER SEATS AND FURNISHINGS WEIGHT AND MOMENT CHART
ITEM WEIGHT lb (kg) MOMENT lb-in (kg-m)
PASS SEAT 1 29.10 (13.2) 6358 (73.25)
LY
PASS SEAT 2 29.10 (13.2) 6271 (72.25)
N
O
PASS SEAT 3 29.10 (13.2) 7318 (84.31)
S
SE
PASS SEAT 4 29.10 (13.2) 7231 (83.32)
PO
PASS SEAT 5 29.10 (13.2) 8278 (95.38)
R
PASS SEAT 6 29.10 (13.2) 8192 (94.38)
PU
PASS SEAT 7 29.10 (13.2) 9239 (106.44)
N
IO
PASS SEAT 8 29.10 (13.2) 9152 (105.44)
AT
PASS SEAT 9 29.10 (13.2) 10112 (116.51)

IZ
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)

R
IA
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IL
M
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

FA
BAGGAGE NET
D
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

AN
AL
Adjust the aircraft Basic Empty Weight on the Loading Form for items removed/added
when converting to or from a Combi Interior Conversion.
ER
EN
When installing the extendable baggage net refer to Section 2 for the Luggage
Limitations.
G
R
FO

Interior Code STD-9S. Page 6-01-4 Revision 8: August 31, 2009
SECTION 6
PASSENGER SEAT OCCUPANT MOMENT CHART
PASSENGER SEAT OCCUPANT MOMENTS ( LB - IN )
LY
WEIGHT PAX 1 PAX 2 PAX 3 PAX 4 PAX 5 PAX 6 PAX 7 PAX 8 PAX 9
N
215.00 212.03 248.00 245.03 281.00 278.03 314.00 311.03 344.03
O
lb in in in in in in in in in
S
SE
50 10750 10602 12400 12252 14050 13902 15700 15552 17202
PO
60 12900 12722 14880 14702 16860 16682 18840 18662 20642
R
70 15050 14842 17360 17152 19670 19462 21980 21772 24082
PU
80 17200 16963 19840 19603 22480 22243 25120 24883 27523
90 19350 19083 22320 22053
N
25290 25023 28260 27993 30963
IO
100 21500 21203 24800 24503 28100 27803 31400 31103 34403
AT
110 23650 23323 27280 26953 30910 30583 34540 34213 37843
IZ
R
120 25800 25444 29760 29404 33720 33364 37680 37324 41284
IA
130 27950 27564 32240 31854 36530 36144 40820 40434 44724
IL
M
140 30100 29684 34720 34304 39340 38924 43960 43544 48164
FA
150 32250 31805 37200 36755 42150 41705 47100 46655 51605
D
160 34400 33925 39680 39205 44960 44485 50240 49765 55045
AN
170 36550 36045 42160 41655 47770 47265 53380 52875 58485
AL
180 38700 38166 44640 44106 50580 50046 56520 55986 61926
ER
190 40850 40286 47120 46556 53390 52826 59660 59096 65366
200 43000 42406 49600 49006 56200 55606 62800 62206 68806
EN
210 45150 44527 52080 51457 59010 58387 65940 65317 72247
G
220 47300 46647 54560 53907 61820 61167 69080 68427 75687
R
FO
230 49450 48767 57040 56357 64630 63947 72220 71537 79127
240 51600 50888 59520 58808 67440 66728 75360 74648 82568

SECTION 6
PASSENGER SEAT OCCUPANT MOMENTS ( KG - M )
WEIGHT PAX 1 PAX 2 PAX 3 PAX 4 PAX 5 PAX 6 PAX 7 PAX 8 PAX 9
LY
5.461 5.386 6.299 6.224 7.137 7.062 7.976 7.900 8.738
N
O
kg m m m m m m m m m
S
SE
25 136.5 134.6 157.5 155.6 178.4 176.6 199.4 197.5 218.5
30 163.8 161.6 189.0 186.7 214.1 211.9 239.3 237.0 262.2
PO
35 191.1 188.5 220.5 217.8 249.8 247.2 279.1 276.5 305.8
R
PU
40 218.4 215.4 252.0 249.0 285.5 282.5 319.0 316.0 349.5
45 245.7 242.4 283.5 280.1 321.2 317.8 358.9 355.5 393.2
N
IO
50 273.1 269.3 315.0 311.2 356.9 353.1 398.8 395.0 436.9
AT
55 300.4 296.2 346.5 342.3 392.6 388.4 438.7 434.5 480.6

IZ
60 327.7 323.1 378.0 373.4 428.2 423.7 478.5 474.0 524.3

R
65 355.0 350.1 409.4 404.5 463.9 459.0 518.4 513.5 568.0

IA
IL
70 382.3 377.0 440.9 435.7 499.6 494.3 558.3 553.0 611.7

M
75 409.6 403.9 472.4 466.8 535.3 529.7 598.2 592.5 655.4

FA
80 436.9 430.8 503.9 497.9 571.0 565.0 638.0 632.0 699.1

D
85 464.2 457.8 535.4 529.0 606.7 600.3 677.9 671.5 742.8

AN
90 491.5 484.7 566.9 560.1 642.4 635.6 717.8 711.0 786.5

AL
95 518.8 511.6 598.4 591.3 678.1 670.9 757.7 750.5 830.1

ER
100 546.1 538.6 629.9 622.4 713.7 706.2 797.6 790.0 873.8
EN
105 573.4 565.5 661.4 653.5 749.4 741.5 837.4 829.5 917.5
G
110 600.7 592.4 692.9 684.6 785.1 776.8 877.3 869.0 961.2
R
115 628.0 619.3 724.4 715.7 820.8 812.1 917.2 908.5 1004.9
FO
120 655.3 646.3 755.9 746.9 856.5 847.4 957.1 948.0 1048.6

Interior Code STD-9S. Page 6-01-6 Revision 6: March 26, 2008
SECTION 6
EXECUTIVE INTERIOR CODE EX 6S-2
GENERAL
The basic Executive Interior consisting of 6 executive passenger seats. The section
contains the following information:
LY
N
O
S

SE
passenger seats and furnishings weight and moment chart (standard and metric
units)
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 6: March 26, 2008 Interior Code EX-6S-2. Page 6-03-1
SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Interior Code EX-6S-2. Page 6-03-2 Revision 6: March 26, 2008
SECTION 6
EXECUTIVE INTERIOR CODE EX-6S-2
PERMITTED PASSENGER PART Nos. THAT CAN BE INSTALLED
SEAT NO.
1 959.30.01.815
LY
959.30.01.817
N
959.30.01.819
O
S
959.30.01.821
SE
2 959.30.01.816
PO
959.30.01.818
R
959.30.01.820
PU
959.30.01.822
3, 5 N
959.30.01.823
IO
AT
959.30.01.825
959.30.01.827
IZ
R
959.30.01.829
IA
959.30.01.831
IL
959.30.01.833
M
FA
959.30.01.835
959.30.01.837
D
AN
4, 6 959.30.01.824
AL
959.30.01.826
ER
959.30.01.828
959.30.01.830
EN
959.30.01.832
G
959.30.01.834
R
FO
959.30.01.836
959.30.01.838

SECTION 6
PASS SEAT 1 OR 2 44.10 (20.00) 10143.4 (116.87)
LY
PASS SEAT 3 OR 4 48.61 (22.05) 13570.5 (156.35)
N
O
PASS SEAT 5 48.61 (22.05) 15806.5 (182.11)
S
SE
PASS SEAT 6 48.61 (22.05) 16389.8 (188.83)
PO
TOILET 81.0 (36.7) 15390.0 (177.3)
R
LH CABINET 31.3 (14.2) 6630.3 (76.5)
PU
RH CABINET 27.0 (12.3) 5720 (66.0)
N
IO
CD PLAYER (optional) 5 (2.5) 1162 (13.41)
AT
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)

IZ
R
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IA
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

IL
BAGGAGE NET
M
FA
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

D
AN
AL
ER
Limitations.
EN
G
R
FO

Interior Code EX-6S-2. Page 6-03-4 Revision 8: August 31, 2009
SECTION 6
LY
WEIGHT PAX PAX PAX PAX
N
1/2 3/4 5 6
O
234.09 276.12 322.13 334.12
S
lb in in in in
SE
50 11705 13806 16107 16706
PO
60 14046 16567 19328 20047
R
70 16387 19329 22549 23388
PU
80 18728 22090 25771 26729
90 21068 24851
N 28992 30070
IO
100 23409 27612 32213 33412
AT
110 25750 30374 35434 36753

IZ
R
120 28091 33135 38656 40094

IA
130 30432 35896 41877 43435

IL
M
140 32773 38657 45098 46776

FA
150 35114 41419 48320 50117

D
160 37455 44180 51541 53459

AN
170 39796 46941 54762 56800

AL
180 42137 49702 57984 60141

ER
190 44478 52464 61205 63482

200 46819 55225 64426 66823
EN
210 49160 57986 67648 70164

G
220 51501 60747 70869 73506

R
FO
230 53842 63508 74090 76847

240 56183 66270 77312 80188

SECTION 6
EXECUTIVE INTERIOR CODE EX 6S-2

PASSENGER SEAT OCCUPANT MOMENTS ( KG - M)
LY
N
O
1/2 3/4 5 6
S
5.946 7.014 8.182 8.487
SE
kg m m m m
PO
25 148.65 175.34 204.55 212.16
R
30 178.38 210.41 245.46 254.60
PU
35 208.11 245.47 286.38 297.03
40 237.84 280.54
N
327.29 339.46
IO
45 267.57 315.61 368.20 381.89
AT
50 297.30 350.68 409.11 424.33

IZ
55 327.03 385.75 450.02 466.76

R
IA
60 356.76 420.81 490.93 509.19

IL
65 386.49 455.88 531.84 551.63

M
FA
70 416.22 490.95 572.75 594.06

75 445.95 526.02 613.66 636.49
D
AN
80 475.68 561.08 654.57 678.92

85 505.41 596.15 695.48 721.36
AL
90 535.14 631.22 736.39 763.79

ER
95 564.87 666.29 777.30 806.22

EN
100 594.60 701.35 818.21 848.65

G
105 624.33 736.42 859.13 891.09

R
FO
110 654.06 771.49 900.04 933.52

115 683.79 806.56 940.95 975.95
120 713.52 841.63 981.86 1018.39

Interior Code EX-6S-2. Page 6-03-6 Revision 6: March 26, 2008
SECTION 6
EXECUTIVE INTERIOR CODE EX-8S
GENERAL
This configuration is a variation of the basic executive interior and consists of 8 executive
passenger seats. It is the operators responsibility to check before using this configuration
whether they require authorization by their regulatory authority. The following information
LY
is given:
N
O
S
SE
PO
 passenger seats and furnishings weight and moment chart (standard and metric
units)
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 6: March 26, 2008 Interior Code EX-8S. Page 6-04-1
SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Interior Code EX-8S. Page 6-04-2 Revision 6: March 26, 2008
SECTION 6
SEAT NO.
1 959.30.01.815
LY
959.30.01.817
N
959.30.01.819
O
S
959.30.01.821
SE
2 959.30.01.816
PO
959.30.01.818
R
959.30.01.820
PU
959.30.01.822
3, 5, 7 N
959.30.01.823
IO
AT
959.30.01.825
959.30.01.827
IZ
R
959.30.01.829
IA
959.30.01.831
IL
959.30.01.833
M
FA
959.30.01.835
959.30.01.837
D
AN
4, 6, 8 959.30.01.824
AL
959.30.01.826
ER
959.30.01.828
959.30.01.830
EN
959.30.01.832
G
959.30.01.834
R
FO
959.30.01.836
959.30.01.838

SECTION 6
PASS SEAT 1 OR 2 44.10 (20.00) 10143.4 (116.87)
LY
PASS SEAT 3 OR 4 48.61 (22.05) 13570.5 (156.35)
N
O
PASS SEAT 5 OR 6 48.61 (22.05) 15126.0 (174.27)
S
SE
PASS SEAT 7 OR 8 48.61 (22.05) 16681.5 (192.19)
PO
TOILET 81.0 (36.7) 15390.0 (177.3)
R
LH CABINET 31.3 (14.2) 6630.3 (76.5)
PU
RH CABINET 27.0 (12.3) 5720 (66.0)
N
IO
AT
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)

IZ
R
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IA
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

IL
BAGGAGE NET
M
FA
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

D
AN
AL
ER
Limitations.
EN
G
R
FO

Interior Code EX-8S. Page 6-04-4 Revision 8: August 31, 2009
SECTION 6
LY
N
1/2 3/4 5/6 7/8
O
234.09 276.12 308.12 340.12
S
SE
lb in in in in
PO
50 11705 13806 15406 17006
R
60 14046 16567 18487 20407
PU
70 16387 19329 21569 23809
N
IO
80 18728 22090 24650 27210
AT
90 21068 24851 27731 30611

IZ
100 23409 27612 30812 34012

R
IA
110 25750 30374 33894 37414

IL
M
120 28091 33135 36975 40815

FA
130 30432 35896 40056 44216

D
140 32773 38657 43137 47617

AN
150 35114 41419 46219 51019

AL
160 37455 44180 49300 54420

ER
170 39796 46941 52381 57821

EN
180 42137 49702 55462 61222

G
R
190 44478 52464 58544 64624

FO
200 46819 55225 61625 68025
210 49160 57986 64706 71426
220 51501 60747 67787 74827
230 53842 63508 70868 78228
240 56183 66270 73950 81630

SECTION 6
CREW AND PASSENGER SEAT OCCUPANT MOMENTS ( KG - M )
LY
N
1/2 3/4 5/6 7/8
O
5.946 7.014 7.826 8.639
S
kg m m m m
SE
PO
25 148.65 175.34 195.66 215.98
R
30 178.38 210.41 234.79 259.17
PU
35 208.11 245.47 273.92 302.37
40 237.84 280.84
N
313.05 345.57
IO
AT
45 267.57 315.61 352.19 388.76

IZ
50 297.30 350.68 391.32 431.96

R
IA
55 327.03 385.75 430.45 475.15

IL
60 356.76 420.81 469.58 518.35

M
FA
65 386.49 455.88 508.71 561.54

D
70 416.22 490.95 547.84 604.74

AN
75 445.95 526.02 586.98 647.94

AL
80 475.68 561.08 626.11 691.13

ER
85 505.41 596.15 665.24 734.33

EN
90 535.14 631.22 704.37 777.52

G
R
95 564.87 666.29 743.50 820.72

FO
100 594.60 701.35 782.63 863.91
105 624.33 736.42 821.77 907.11
110 654.06 771.49 860.90 950.31
115 683.79 806.56 900.03 993.50
120 713.52 841.63 939.16 1036.70

Interior Code EX-8S. Page 6-04-6 Revision 6: March 26, 2008
SECTION 6
EXECUTIVE INTERIOR CODE EX-4S-3B
GENERAL
This configuration is a variation of the basic Executive interior and consists of 4 executive
passenger seats and a 3 seat bench. It is the operators responsibility to check before
using this configuration whether they require authorization by their regulatory authority.
LY
The following information is given:
N
O
S
SE
PO
 passenger seats and furnishings weight and moment chart (standard and metric
units)
R
PU
 passenger seat occupant moments (standard and metric units)
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 6: March 26, 2008 Interior Code EX-4S-3B. Page 6-05-1
SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Interior Code EX-4S-3B. Page 6-05-2 Revision 6: March 26, 2008
SECTION 6

SEAT NO.
1 959.30.01.815
959.30.01.817
LY
959.30.01.819
N
O
959.30.01.821
S
2 959.30.01.816
SE
959.30.01.818
PO
959.30.01.820
R
959.30.01.822
PU
3 959.30.01.823
N
IO
959.30.01.825
AT
959.30.01.827
IZ
959.30.01.829
R
959.30.01.831
IA
959.30.01.833
IL
M
959.30.01.835
FA
959.30.01.837
D
4 959.30.01.824
AN
959.30.01.826
AL
959.30.01.828
ER
959.30.01.830
959.30.01.832
EN
959.30.01.834
G
959.30.01.836
R
FO
959.30.01.838
5, 6, 7 959.30.01.801 or 959.30.01.804
959.30.01.802 959.30.01.805
959.30.01.803 (Bench Seat)
NOTES: The extendable baggage net can be used with this interior.
A bulkhead plus curtain Part No. 525.24.12.023 can be installed at frame 32.

SECTION 6
PASS SEAT 1 OR 2 44.10 (20.00) 10143.4 (116.87)
LY
PASS SEAT 3 OR 4 48.61 (22.05) 13570.5 (156.35)
N
O
PASS SEAT 5, 6, 7 145.84 (66.15) 47131.1 (543.02)
S
SE
TOILET 81.0 (36.7) 15390.0 (177.3)
PO
LH CABINET 31.3 (14.2) 6630.3 (76.5)
R
RH CABINET 27.0 (12.3) 5720 (66.0)
PU
N
IO
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)
AT
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IZ
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

R
BAGGAGE NET
IA
IL
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

M
FA
D

AN
AL
Limitations.
ER
EN
G
R
FO

Interior Code EX-4S-3B. Page 6-05-4 Revision 8: August 31, 2009
SECTION 6
PASSENGER SEAT OCCUPANT MOMENTS
LY
WEIGHT PAX PAX PAX
N
1/2 3/4 5/6/7
O
234.09 276.12 320.12
S
lb in in in
SE
50 11705 13806 16006
PO
60 14046 16567 19207
R
70 16387 19329 22409
PU
80 18728 22090 25610
90 21068
N
24851 28811
IO
100 23409 27612 32012
AT
110 25750 30374 35214

IZ
R
120 28091 33135 38415

IA
130 30432 35896 41616

IL
M
140 32773 38657 44817

FA
150 35114 41419 48019

D
160 37455 44180 51220

AN
170 39796 46941 54421

AL
180 42137 49702 57622

ER
190 44478 52464 60824

200 46819 55225 64025
EN
210 49160 57986 67226

G
220 51501 60747 70427

R
FO
230 53842 63508 73628

240 56183 66270 76830

SECTION 6
PASSENGER SEAT OCCUPANT MOMENTS
PASSENGER SEAT OCCUPANT MOMENTS ( KGM )
WEIGHT PAX PAX PAX
LY
1/2 3/4 5/6/7
N
O
5.946 7.014 8.131
S
kg m m m
SE
25 148.65 175.34 203.28
PO
30 178.38 210.41 243.93
R
35 208.11 245.47 284.59
PU
40 237.84 280.54 325.25
45 267.57 315.61
N 365.90
IO
50 297.30 350.68 406.56
AT
55 327.03 385.75 447.21

IZ
R
60 356.76 420.81 487.87

IA
65 386.49 455.88 528.52

IL
M
70 416.22 490.95 569.18

FA
75 445.95 526.02 609.84

D
80 475.68 561.08 650.49

AN
85 505.41 596.15 691.15

AL
90 535.14 631.22 731.80

ER
95 564.87 666.29 772.46

100 594.60 701.35 813.11
EN
105 624.33 736.42 853.77

G
110 654.06 771.49 894.43

R
FO
115 683.79 806.56 935.08

120 713.52 841.63 975.74

Interior Code EX-4S-3B. Page 6-05-6 Revision 6: March 26, 2008
SECTION 6
EXECUTIVE INTERIOR CODE EX-6S-STD-2S
GENERAL
passenger seats and 2 standard seats. It is the operators responsibility to check before
LY
N
O
S
SE
PO
 passenger seats and furnishings weight and moment chart
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 6: March 26, 2008 Interior Code EX-6S-STD-2S. Page 6-06-1
SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Interior Code EX-6S-STD-2S. Page 6-06-2 Revision 6: March 26, 2008
SECTION 6
SEAT NO.
1 959.30.01.815
LY
959.30.01.817
N
959.30.01.819
O
959.30.01.821
S
SE
2 959.30.01.816
959.30.01.818
PO
959.30.01.820
R
959.30.01.822
PU
3, 5 959.30.01.823
N
959.30.01.825
IO
959.30.01.827
AT
959.30.01.829
IZ
959.30.01.831
R
959.30.01.833
IA
IL
959.30.01.835
M
959.30.01.837
FA
4, 6 959.30.01.824
D
959.30.01.826
AN
959.30.01.828
959.30.01.830
AL
959.30.01.832
ER
959.30.01.834
EN
959.30.01.836
G
959.30.01.838
R
7 525.22.12.011
FO
8 525.22.12.012
NOTE: The lap belt extension Part No. 959.30.01.590 can be installed on seats 7 and
8 only.

SECTION 6
PASS SEAT 1 OR 2 44.10 (20.00) 10143.4 (116.87)
LY
PASS SEAT 3 OR 4 48.61 (22.05) 13570.5 (156.35)
N
O
PASS SEAT 5 OR 6 48.61 (22.05) 15126.0 (174.27)
S
SE
PASS SEAT 7 OR 8 29.10 (13.2) 10024.3 (115.49)
PO
TOILET or 81.0 (36.7) 15390 (177.3)
WARDROBE 45.0 (20.4) 8595 (98.97)
R
PU
LH CABINET 31.3 (14.2) 6630.3 (76.5)
RH CABINET 27.0 (12.3)

N 5720 (66.0)
IO
AT

IZ
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)

R
IA
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IL
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

M
BAGGAGE NET
FA
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

D
AN
AL

ER
EN
Limitations.
G
R
FO

Interior Code EX-6S-STD-2S. Page 6-06-4 Revision 8: August 31, 2009
SECTION 6
LY
N
1/2 3/4 5/6 7/8
O
234.09 276.12 308.12 341.00
S
lb in in in in
SE
50 11705 13806 15406 17050
PO
60 14046 16567 18487 20460
R
70 16387 19329 21569 23870
PU
80 18728 22090 24650 27280
90 21068 24851
N 27731 30690
IO
100 23409 27612 30812 34100
AT
110 25750 30374 33894 37510

IZ
R
120 28091 33135 36975 40920

IA
130 30432 35896 40056 44330

IL
M
140 32773 38657 43137 47740

FA
150 35114 41419 46219 51150

D
160 37455 44180 49300 54560

AN
170 39796 46941 52381 57970

AL
180 42137 49702 55462 61380

ER
190 44478 52464 58544 64790

200 46819 55225 61625 68200
EN
210 49160 57986 64706 71610

G
220 51501 60747 67787 75020

R
FO
230 53842 63508 70868 78430

240 56183 66270 73950 81840

SECTION 6
LY
N
1/2 3/4 5/6 7/8
O
5.946 7.014 7.826 8.661
S
kg m m m m
SE
25 148.65 175.34 195.66 216.54
PO
30 178.38 210.41 234.79 259.84
R
35 208.11 245.47 273.92 303.15
PU
40 237.84 280.84 313.05 346.46
45 267.57 315.61
N
352.19 389.76
IO
50 297.30 350.68 391.32 433.07
AT
55 327.03 385.75 430.45 476.38

IZ
R
60 356.76 420.81 469.58 519.68

IA
65 386.49 455.88 508.71 562.99

IL
M
70 416.22 490.95 547.84 606.30

FA
75 445.95 526.02 586.98 649.61

D
80 475.68 561.08 626.11 692.91

AN
85 505.41 596.15 665.24 736.22

AL
90 535.14 631.22 704.37 779.53

ER
95 564.87 666.29 743.50 822.83

100 594.60 701.35 782.63 866.14
EN
105 624.33 736.42 821.77 909.45

G
110 654.06 771.49 860.90 952.75

R
FO
115 683.79 806.56 900.03 996.06

120 713.52 841.63 939.16 1039.37

SECTION 6
GENERAL
passenger seats and 4 standard seats. It is the operators responsibility to check before
LY
N
O
S
SE
PO
 passenger seats and furnishings weight and moment chart
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 6
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 6
SEAT NO.
1 959.30.01.815
LY
959.30.01.817
N
959.30.01.819
O
959.30.01.821
S
2 959.30.01.816
SE
959.30.01.818
PO
959.30.01.820
R
959.30.01.822
PU
3 959.30.01.823
959.30.01.825
N
IO
959.30.01.827
AT
959.30.01.829
IZ
959.30.01.831
R
959.30.01.833
IA
959.30.01.835
IL
959.30.01.837
M
FA
4 959.30.01.824
959.30.01.826
D
959.30.01.828
AN
959.30.01.830
AL
959.30.01.832
ER
959.30.01.834
959.30.01.836
EN
959.30.01.838
G
5, 7 525.22.12.011
R
6, 8 525.22.12.012
FO
NOTE: The lap belt extension Part No. 959.30.01.590 can be installed on seats 5
through 8 only.

SECTION 6
PASS SEAT 1 OR 2 44.10 (20.00) 10143.4 (116.87)
LY
PASS SEAT 3 OR 4 48.61 (22.05) 13570.5 (156.35)
N
O
PASS SEAT 5 OR 6 29.10 (13.2) 9122.2 (105.10)
S
SE
PASS SEAT 7 OR 8 29.10 (13.2) 10082.5 (116.17)
PO
TOILET or 81.0 (36.7) 15390 (177.3)
WARDROBE 45.0 (20.4) 8595 (98.97)
R
PU
LH CABINET 31.3 (14.2) 6630.3 (76.5)
RH CABINET 27.0 (12.3)

N 5720 (66.0)
IO
AT

IZ
FR 24 CARGO NET 3.6 (1.65) 941 (10.96)

R
IA
FR 27 CARGO NET 3.6 (1.65) 1049 (12.21)

IL
FR 32 EXTENDABLE 6.44 (2.92) 2325 (26.78)

M
BAGGAGE NET
FA
FR 34 BAGGAGE NET 3.6 (1.65) 1335 (15.13)

D
AN
AL

ER
EN
Limitations.
G
R
FO

Interior Code EX-4S-STD-4S. Page 6-07-4 Revision 8: August 31, 2009
SECTION 6
LY
N
1/2 3/4 5/6 7/8
O
234.09 276.12 310.00 343.00
S
lb in in in in
SE
50 11705 13806 15500 17150
PO
60 14046 16567 18600 20580
R
70 16387 19329 21700 24010
PU
80 18728 22090 24800 27440
90 21068 24851
N 27900 30870
IO
100 23409 27612 31000 34300
AT
110 25750 30374 34100 37730

IZ
R
120 28091 33135 37200 41160

IA
130 30432 35896 40300 44590

IL
140 32773 38657 43400 48020

M
FA
150 35114 41419 46500 51450

160 37455 44180 49600 54880
D
AN
170 39796 46941 52700 58310

AL
180 42137 49702 55800 61740

190 44478 52464 58900 65170
ER
200 46819 55225 62000 68600

EN
210 49160 57986 65100 72030

G
220 51501 60747 68200 75460

R
FO
230 53842 63508 71300 78890

240 56183 66270 74400 82320

SECTION 6
LY
N
1/2 3/4 5/6 7/8
O
S
5.9460 7.0135 7.8740 8. 7122
SE
kg m m m m
PO
25 148.65 175.34 196.85 217.81
30 178.38 210.41 236.22 261.37
R
PU
35 208.11 245.47 275.59 304.93
40 237.84 280.54 314.96 348.49
N
IO
45 267.57 315.61 354.33 392.05
AT
50 297.30 350.68 393.70 435.61

IZ
55 327.03 385.75 433.07 479.17

R
60 356.76 420.81 472.44 522.73

IA
IL
65 386.49 455.88 511.81 566.29

M
70 416.22 490.95 551.18 609.85

FA
75 445.95 526.02 590.55 653.42

D
80 475.68 561.08 629.92 696.98

AN
85 505.41 596.15 669.29 740.54

AL
90 535.14 631.22 708.66 784.10

ER
95 564.87 666.29 748.03 827.66

EN
100 594.60 701.35 787.40 871.22

G
105 624.33 736.42 826.77 914.78

R
110 654.06 771.49 866.14 958.34

FO
115 683.79 806.56 905.51 1001.90

120 713.52 841.63 944.88 1045.46

VOLUME 2
OF
LY
PILOT'S OPERATING HANDBOOK
N
O
AND
S
EASA APPROVED AIRPLANE FLIGHT MANUAL
SE
PO
PC-12/47E
R
PU
MSN 545, 1001 and UP
N
IO
Report No. 02277
AT
Manufacturer's Serial No. - ____________________

IZ
R
Registration No. - ___________________________

IA
IL
EASA Type Certificate No: EASA.A.089

M
FAA Type Certificate No: A78EU

FA
D
PILATUS AIRCRAFT LTD.

AN
CH-6370 STANS
SWITZERLAND
AL
ER
EN
G
R
FO
FO
R
G
EN
ER
AL
AN
D
FA
M
IL
IA
R
IZ
AT
IO
N
PU
R
PO
SE
S
O
N
LY
SECTION 7-1
PC-12/47E AIRPLANE AND SYSTEMS DESCRIPTION
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION
TABLE OF CONTENTS
LY
Subject Page
N
O
AIRFRAME 7-2-1
S
SE
GENERAL 7-2-1
FUSELAGE 7-2-1
PO
EMPENNAGE 7-2-2
R
WINGS 7-2-2
PU
FLIGHT CONTROLS 7-3-1
N
IO
GENERAL 7-3-1
AILERON 7-3-1
AT
ELEVATOR 7-3-1
IZ
RUDDER 7-3-1
R
TRIM 7-3-2
IA
FLAPS 7-3-2
IL
M
INDICATION/WARNING 7-3-4
FA
LANDING GEAR 7-4-1

D
GENERAL 7-4-1
AN
DESCRIPTION 7-4-1
AL
HYDRAULIC SYSTEM DESCRIPTION 7-4-2

HYDRAULIC SYSTEM OPERATION 7-4-3
ER
EN
EMERGENCY EXTENSION SYSTEM 7-4-5

AIR/GROUND SYSTEM 7-4-10
G
BRAKES 7-4-12
R
FO
WHEELS AND TIRES 7-4-12
BAGGAGE COMPARTMENT 7-5-1
CARGO TIE-DOWNS 7-6-1
SEATS / RESTRAINT SYSTEMS 7-7-1

SEATS 7-7-1
SEAT BELTS AND SHOULDER HARNESSES 7-7-1

Revision 11: Dec 20, 2011 7-1-1
SECTION 7-1
AIRPLANE AND SYSTEMS DESCRIPTION PC-12/47E
Subject Page
DOORS, WINDOWS AND EXITS 7-8-1

FORWARD CABIN DOOR 7-8-1
CARGO DOOR 7-8-1
WINDOWS 7-8-2
LY
EMERGENCY EXIT 7-8-2
N
AIRCRAFT SECURITY 7-8-2
O
S
CONTROL LOCKS 7-9-1
SE
PO
ENGINE 7-10-1
DESCRIPTION AND OPERATION 7-10-1
R
PU
AIR INDUCTION 7-10-3
INERTIAL SEPARATOR 7-10-3
CONTROLS
N 7-10-7
IO
ENGINE FUEL 7-10-13
AT
OIL 7-10-15
IZ
OIL DEBRIS MONITORING SYSTEM 7-10-16

R
TORQUE LIMITER 7-10-19

IA
STARTING 7-10-21
IL
IGNITION 7-10-22
M
ACCESSORIES 7-10-22
FA
FIRE DETECTION 7-10-23

D
ENGINE INDICATIONS, CAUTIONS AND WARNINGS 7-10-25

AN
PROPELLER 7-11-1
AL
GENERAL 7-11-1
ER
DESCRIPTION 7-11-1
OPERATION 7-11-3
EN
PROPELLER DE-ICE 7-11-3

G
R
FO
FUEL 7-12-1
GENERAL 7-12-1
DESCRIPTION 7-12-1
OPERATION 7-12-2

7-1-2 Revision 11: Dec 20, 2011
SECTION 7-1
Subject Page
ELECTRICAL 7-13-1
GENERAL 7-13-1
DESCRIPTION 7-13-1
OPERATION 7-13-7
LY
N
LIGHTING 7-14-1
O
INTERIOR 7-14-1
S
EXTERIOR 7-14-2
SE
PO
ENVIRONMENTAL CONTROL SYSTEM 7-15-1
GENERAL 7-15-1
R
PU
ACS DESRIPTION 7-15-2
ACS OPERATION 7-15-3
AUXILIARY HEATING DESCRIPTION
N 7-15-5
IO
AUXILIARY HEATING OPERATION 7-15-6
AT
VCCS DESCRIPTION 7-15-6

IZ
VCCS OPERATION 7-15-7

R
ECS OPERATION 7-15-8

IA
INDICATION/WARING 7-15-9
IL
M
FOOT WARMER SYSTEM 7-16-1

FA
DESCRIPTION 7-16-1
D
OPERATION 7-16-1
AN
CABIN PRESSURE CONTROL SYSTEM 7-17-1

AL
GENERAL 7-17-1
ER
DESCRIPTION 7-17-1
OPERATION 7-17-3
EN
G
R
OXYGEN SYSTEM 7-18-1

FO
GENERAL 7-18-1
DESCRIPTION 7-18-1
OPERATION 7-18-3
LARGER CAPACITY OXYGEN SYSTEM (OPTIONAL) 7-18-5

Revision 11: Dec 20, 2011 7-1-3
SECTION 7-1
Subject Page
COCKPIT ARRANGEMENT 7-19-1

GENERAL 7-19-1
DESCRIPTION 7-19-1
PITOT STATIC SYSTEMS 7-20-1
LY
GENERAL 7-20-1
N
DESCRIPTION 7-20-1
O
S
SE
STALL WARNING / STICK PUSHER SYSTEM 7-21-1
PO
GENERAL 7-21-1
DESCRIPTION 7-21-1
R
PU
OPERATION 7-21-3
N
IO
AIRFOIL DE-ICE SYSTEM 7-22-1
AT
GENERAL 7-22-1
IZ
DESCRIPTION 7-22-1
R
OPERATION 7-22-2
IA
IL
M
COMFORT FEATURES 7-23-1

FA
D
CABIN FEATURES 7-24-1

AN
GENERAL 7-24-1
COPORATE COMMUTER INTERIOR 7-24-1
AL
EXECUTIVE INTERIOR 7-24-1

ER
COMBI/CARGO INTERIOR 7-24-2

EN
EMERGENCY LOCATOR TRANSMITTER 7-25-1

G
KANNAD 406 ELT (AIRCRAFT MSN 1001 TO 1520) 7-25-1

R
KANNAD INTEGRA ELT AND ENAV UNIT 7-25-2

FO
(AIRCRAFT MSN 1521 AND UP)

7-1-4 Revision 14: March 02, 2015
SECTION 7-1
Subject Page
PRIMUS APEX – AVIONICS INSTALLATION GENERAL 7-26-1

ACRONYMS AND ABBREVIATIONS 7-26-3
PRIMUS APEX 7-27-1

GENERAL 7-27-1
LY
DESCRIPTION 7-27-1
N
OPERATION 7-27-3
O
DISPLAY AND WINDOW CONFIGURATION 7-27-5
S
DISPLAY REVERSION 7-27-9
SE
PRIMARY FLIGHT DISPLAY 7-27-12
PO
SITUATION AWARENESS MULTI FUNCTION DISPLAY 7-27-22
SYSTEMS MULTI FUNCTION DISPLAY 7-27-22
R
PU
PRIMUS APEX – ATTITUDE AND HEADING

N 7-28-1
IO
GENERAL 7-28-1
AT
AIR DATA AND ATTITUDE HEADING REFERENCE SYSTEM 7-28-1

IZ
R
ELECTRONIC STANDBY INSTRUMENT SYSTEM 7-28-7

IA
ELECTRONIC STANDBY INSTRUMENT SYSTEM (MSN 1271 AND UP) 7-28-12

IL
M
PRIMUS APEX - COMMUNICATION AND NAVIGATION 7-29-1

FA
GENERAL 7-29-1
D
MULTI MODE DIGITAL RADIO TRANSCEIVER 7-29-1

AN
RADIO TUNING WINDOWS 7-29-2

CONTROLS AND DISPLAYS 7-29-3
AL
AUDIO CONTROL PANEL 7-29-5

ER
DUAL KMA 29 OPERATION 7-29-6

AUDIO PANEL CONTROLS 7-29-7
EN
DISTANCE MEASURING EQUIPMENT 7-29-8

G
TRANSPONDER 7-29-8
R
GLOBAL NAVIGATION SATELLITE SENSOR UNIT 7-29-9

FO
HF COMMUNICATIONS SYSTEM 7-29-18
PRIMUS APEX - SITUATION AWARENESS 7-30-1

GENERAL 7-30-1
WEATHER RADAR 7-30-1
RADAR ALTIMETER 7-30-5

Revision 13: June 01, 2014 7-1-5
SECTION 7-1
PC-12/47E
Subject Page
OPTIONAL EQUIPMENT – TAWS/TCAS 1 7-30-6

OPTIONAL EQUIPMENT - EGPWS 7-30-12
OPTIONAL EQUIPMENT - TCAS 7-30-15
OPTIONAL EQUIPMENT – LIGHTNING SENSOR SYSTEM 7-30-18
OPTIONAL EQUIPMENT – XM SAT WEATHER 7-30-21
LY
N
PRIMUS APEX – MONITOR WARNING SYSTEM 7-31-1
O
GENERAL 7-31-1
S
MONITOR WARNING FUNCTION 7-31-1
SE
CREW ALERTING SYSTEM 7-31-5
PO
PRIMUS APEX – AUTOMATIC FLIGHT CONTROL SYSTEM 7-32-1
R
PU
GENERAL 7-32-1
DESCRIPTION 7-32-1
OPERATION
N 7-32-5
IO
AT
IZ
PRIMUS APEX - FLIGHT MANAGEMENT SYSTEM 7-33-1

R
DESCRIPTION 7-33-1
IA
OPERATION 7-33-4
IL
DATABASE LOADING WITH RT OR SD CARD 7-33-7

M
DATABASE LOADING WITH WIRELESS FASTLOAD SYSTEM 7-33-8

FA
DUAL FMS (OPTIONAL) – BUILD 7 OR HIGHER
D
7-33-12
AN
FMS SYNCHRONIZATION 7-33-12

AL
SUNRISE/SUNSET PAGE – BUILD 7 OR HIGHER 7-33-15

ER
FLIGHT SUMMARY PAGE – BUILD 7 OR HIGHER 7-33-15

EN
PRIMUS APEX – AIRCRAFT CONDITION MONITORING SYSTEM 7-34-1

G
ENGINE TREND RECORDING 7-34-1

R
DATA TRANSFER 7-34-1

FO
INDICATION 7-34-2
EVENT BUTTON 7-34-3

7-1-6 Revision 13: June 01, 2014
SECTION 7-1
Subject Page
PRIMUS APEX - AIRCRAFT DIAGNOSTIC AND MAINTENANCE 7-35-1

SYSTEM
GENERAL 7-35-1
DESCRIPTION 7-35-1
MAINTENANCE DATA DOWNLOAD WITH RT OR SD CARD 7-35-2
MAINTENANCE DATA DOWNLOAD WITH WIRELESS FASTLOAD SYS. 7-35-3
LY
INDICATION 7-35-3
N
O
PRIMUS APEX – OPTIONAL ELECTRONIC CHARTS 7-36-1
S
PRIMUS APEX – OPTIONAL VIDEO INPUT 7-36-5
SE
PRIMUS APEX – OPTIONAL ELECTRONIC CHECKLIST
PO
7-37-1
GENERAL 7-37-1
R
DESCRIPTION 7-37-1
PU
OPERATION 7-37-1
N
IO
PRIMUS APEX – COUPLED VNAV APPROACH 7-38-1
AT
GENERAL 7-38-1
DESCRIPTION 7-38-1
IZ
R
PILOTS DISPLAY 7-38-2

IA
VERTICAL SITUATION DISPLAY 7-38-5

IL
M
PRIMUS APEX – OPTIONAL LPV APPROACH 7-39-1

FA
GENERAL 7-39-1
DESCRIPTION 7-39-1
D
AN
PILOTS DISPLAY 7-39-1

AL
COCKPIT VOICE AND FLIGHT DATA RECORDER 7-40-1

ER
DESCRIPTION 7-40-1
OPERATION 7-40-2
EN
G
R
FO

Revision 13: June 01, 2014 7-1-7
SECTION 7-1
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
INTENTIONALLY BLANK
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-1-8 Revision 11: Dec 20, 2011
SECTION 7-2
AIRFRAME
GENERAL
The airplane is a low wing, T-tail, single engine, retractable landing gear type designed
to transport passengers, cargo, or various combinations of both passengers and cargo.
Construction is conventional semimonocoque, primarily incorporating aluminum alloy,
but composite structures are used in certain areas.
LY
Flush riveting is used where appropriate to minimize drag. Access panels are installed to
N
facilitate inspection and maintenance. The complete airframe is electrically bonded to
O
eliminate electro-magnetic interference and static discharge wicks are used to reduce
S
static charges while in flight.
SE
PO
FUSELAGE
R
PU
The fuselage consists of the engine area, nose gear assembly, cockpit, cabin, and aft
fuselage. The engine area contains the powerplant, and associated accessories. The
N
engine cowling is constructed from a carbon/nomex honeycomb material and is covered
IO
by a copper foil for lightning protection. The engine mount is welded steel tubing and
bolted to the firewall in four places. The firewall is titanium and protected by insulation
AT
material.
IZ
R
A left and a right windshield, two side windows, and a direct vision (DV) window provide
IA
cockpit visibility. The windshield is of two glass layers with an interlayer, while the two
IL
side windows and the DV window are of two stretched acrylic layers with an interlayer.
M
All windows are of two ply laminated design.

FA
The cabin area is from the cockpit to the aft pressure bulkhead and contains the forward
D
cabin door, the cargo door, and an emergency overwing exit. The nine cabin windows
AN
are two ply laminated monolithic stretched acrylic and incorporate dry neoprene seals.
Airplane avionics are mounted under the cabin floor, running the length of the center
AL
cabin, and are accessible through quick release panels. The cabin carry-through spar
attachment fittings are one piece machined aluminum. Fuselage fairings are constructed
ER
from either carbon/nomex or aramid/nomex honeycomb material.

EN
A safety net is installed aft of the rear pressure bulkhead to protect the bulkhead from
G
damage during maintenance.

R
FO

Revision 10: Dec 20, 2010 7-2-1
SECTION 7-2
PC-12/47E
EMPENNAGE
The empennage is a T-tail design with the horizontal stabilizer mounted on top of the
vertical stabilizer. The vertical and horizontal stabilizer assemblies are conventional
aluminum construction. The horizontal stabilizer is a trimmable structure. The dorsal fin
is glass fiber honeycomb and ventral fin is kevlar honeycomb material.
WINGS
LY
The wings are of conventional construction incorporating front and rear spars, ribs, and
N
O
skin. The front and rear spars are mainly from machined aluminum alloy plate. Both
spars include fuselage and integral landing gear attachment points, while the rear spar
S
also integrates flap actuator attachment points. Main load carrying ribs are machined
SE
from aluminum alloy plate. All other ribs are formed sheet metal. The ribs incorporate
PO
lightening holes to reduce weight and integral beads for stiffening. The wing skin is
stiffened clad aluminum alloy sheet riveted to the spars and ribs. Access panels are in
R
the wing bottom only.
PU
Each wing is attached to the fuselage using three titanium shear bolts and, at the aft
upper fitting, one steel tension bolt.
N
IO
AT
Each wing contains an integral fuel tank, aileron, flaps, deice boot, and main landing
gear. The fuel tanks are located between ribs 3 and 16, forward of the main spar to the
IZ
nose rib and between ribs 6 and 16 behind the main spar to the rear spar.
R
IA
The ailerons are conventional construction with a single spar and ribs. The aileron
IL
access panels are a carbon/nomex honeycomb construction. The ailerons are mass
M
balanced and the aileron/wing gap is sealed.

FA
D
Each wing incorporates a single piece Fowler flap of conventional construction, with
AN
three support arms and associated linkages. The wing trailing edges above the flaps are
foam core covered with carbon laminate while the flap fairings are a carbon laminate
with nomex honeycomb reinforcement strips.
AL
ER
A surface mounted deice boot is attached to the nose skin of each wing. Each wing has
a main landing gear attached to the front and rear spar, with a carbon fiber/nomex
EN
honeycomb gear door attached to the leg. The wing tips are constructed of carbon
G
fiber/honeycomb with a top layer of copper foil for lightning protection.

R
FO

7-2-2 Revision 10: Dec 20, 2010
SECTION 7-3
FLIGHT CONTROLS
GENERAL
Refer to Figure 7-3-1, Flight Controls for system controls and flap operation.
The flight control system is conventional using push-pull rods and carbon steel cables.
LY
Electric trim systems are provided for the aileron, rudder, and elevator. All trim systems
N
can be disconnected in the event of a runaway condition.
O
An aileron/rudder interconnect system is installed to improve lateral stability and turn
S
coordination.
SE
When the pilot initiates a turn by giving a roll control input, the spring package in the
PO
interconnect systems applies a force to the rudder cables that tends to deflect the rudder
in the direction of the turn. Alternatively, when the pilot gives a yaw control input by
R
PU
pushing one of the rudder pedals, the spring package applies a force to the aileron
control system which tends to roll the aircraft in the direction of turn.
AILERON N
IO
AT
The ailerons are connected to the cockpit control wheels by control cables in the
fuselage and push-pull rods in the wings. Each aileron is attached to the wing at two
IZ
hinge points.
R
IA
Each aileron has a trim tab which is connected to a geared lever (Flettner) mechanism.
IL
The mechanism is installed inside the aileron and makes the trim tabs act as balance
M
tabs when the ailerons are moved. They move in the opposite direction to the ailerons.
FA
The left aileron trim tab is also operated electrically from the cockpit. Refer to Trim
system, this section, for more information.
D
AN
ELEVATOR
AL
The elevator is a two piece unit attached to the horizontal stabilizer at a total of five
hinge points and is connected to the cockpit control wheel by carbon steel control
ER
cables. A down spring is installed in the control circuit to improve longitudinal stability.
The elevator is equipped with static wicks to dissipate static charges to the atmosphere.
EN
Pitch trim is provided by positioning the horizontal stabilizer. Refer to Trim system, this
G
section, for more information.

R
FO
RUDDER
The rudder is a single piece unit attached to the vertical stabilizer at two hinge points
and is connected to the cockpit rudder pedals by carbon steel control cables. Both pilot
and copilot rudder pedals are adjustable by use of a crank located between each set of
rudder pedals. Clockwise rotation of the crank moves the pedals aft. The rudder is
equipped with static wicks to dissipate static charges to the atmosphere.
The rudder incorporates a trim tab that is electrically operated from the cockpit. Refer to
Trim system, this section, for more information.

Revision 10: Dec 20, 2010 7-3-1
SECTION 7-3
TRIM
The aileron, horizontal stabilizer and rudder trim are electrically operated. Aileron and
horizontal stabilizer trim operation is controlled by a switch on the outboard yoke of each
control wheel, rudder trim operation is controlled by a switch on the Engine Power
Control Lever. Before selecting pitch or aileron trim, press and hold the trim engage
switch located on the forward side of each outboard control wheel yoke. A display for
aileron, horizontal stabilizer and rudder trim position is shown on the systems Multi
Function Display (MFD).
LY
N
Pitch trim is accomplished by an electrically controlled actuator connected to the
O
moveable horizontal stabilizer. The actuator has two separate motors - a manual
S
stabilizer trim motor (controlled by the manual trim switches) and an alternate stabilizer
SE
trim motor (controlled by the autopilot). The alternate stabilizer trim motor can also be
used as a back-up system by the pilot. To activate alternate Stabilizer trim, press the
PO
ALTERNATE STAB TRIM switch on the center console to NOSE UP or NOSE DOWN
as needed.
R
PU
The leading edge of the horizontal stabilizer moves down for nose-up trim and moves up
N
for nose-down trim. At the root of the left horizontal stabilizer leading edge are trim range
IO
indicator markings to show full travel in either direction and the take-off trim range. As
part of the pre-flight inspection these trim indicator markings should be used to verify the
AT
cockpit trim position indication.

IZ
R
If there is uncommanded trim operation, all trim operation (manual and auto trim) can be
IA
stopped by lifting the switch guard and pressing the TRIM INTR switch located in front of
IL
the Engine Control quadrant on the center console.

M
FA
FLAPS
D
Each wing trailing edge has a single piece Fowler type flap supported by three flap arms.
AN
The flaps are controlled by a selector handle located to the right of the power controls on
the center console. The flaps may be set to one of the four preset positions 0°, 15°, 30°
AL
and 40° by moving the handle to the appropriate position. If the flap lever is not at one of
ER
the four preset positions, the Flap Control and Warning Unit (FCWU) will drive the flaps
to the nearest preset position.
EN
G
The flaps are electrically actuated. There is a single flap Power Drive Unit (PDU)
installed below the cabin floor at the rear main frame. It drives screw actuators at the
R
inboard and middle stations through flexible shafts. The screw actuators are connected
FO
to the flap actuating arms.
The flap control system incorporates a failure detection system. The system can detect a
failure of a flexible shaft by disconnection or jamming, potentially resulting in flap
asymmetry or failure of the system to achieve the selected flap position. The system can
detect a failure of a single actuator, potentially resulting in single flap panel twisting. If a
failure is detected, the FCWU disconnects the power to the PDU and the Crew Alerting
System (CAS) will show a Flaps caution. This condition cannot be reset by pilot action, a
landing should be made, refer to the EMERGENCY PROCEDURES.

7-3-2 Revision 10: Dec 20, 2010
SECTION 7-3
A rotation sensor is installed on each of the outer flap screw actuators. These sense the
rotation of the flexible shafts and give signals to the FCWU. The FCWU monitors these
signals for asymmetrical flexible shaft rotation of more than 20 rotations (caused by a
broken inner flap drive shaft). If failure is detected the FCWU disconnects the power to
the PDU and the CAS will show a Flaps caution. This condition cannot be reset by pilot
action. To detect satisfactory system operation, the FCWU monitors the left sensor for
10 rotations of the flexible shaft in the first 7 seconds of a flap up or down selection. If
the selected flap position is not achieved the FCWU disconnects the power to the PDU
and a CAS Flaps caution will be shown.
LY
There are five position sensors in the flap system, one at each center flap actuating arm,
N
one at each inner flap actuating arm and one on the flap position lever, which give
O
signals to the FCWU. The FCWU monitors the signals from the left and right flap
S
sensors for flap asymmetry (caused by a broken inner flap drive shaft). If an asymmetry
SE
of 5° is sensed, power to the PDU is disconnected and the CAS Flaps caution will come
PO
on. The FCWU also monitors the signals from the left and right flap sensors for twisting
of the left or right flap (caused by a broken outer flap drive shaft or unequal movement of
R
the flap screw actuators). If a failure is detected, the FCWU disconnects the power to the
PU
PDU and the CAS will show a Flaps caution.
N
Additionally if flap asymmetry or twist is detected and the flap angle is greater than 2°
IO
after 10 seconds, the CAS Pusher caution will show and the stick pusher will default to
‘safe’ mode. The Pusher Safe Mode advisory will show in the CAS window. In the ‘safe’
AT
mode the stick pusher will operate at the flap 0° flap speed setting.
IZ
R
If the Power Drive Unit (PDU) motor overheats or a stalled motor condition is detected, a
IA
signal from the PDU will open the FLAP circuit breaker on the Generator 1 Bus circuit
IL
breaker panel. The FCWU then removes the up or down command to the PDU and the
M
CAS will show a Flaps caution. After waiting for a period of 5 minutes the FLAP circuit
FA
breaker can be reset and normal flap operation resumes. This is the only pilot re-settable
failure and cycling the flap circuit breaker if it has not opened will not reset any other
D
failure mode detected.

AN
To avoid an inadvertent flap down command at high speed, flap down enable is disabled
AL
when the flap selector handle is in the 0° position.

ER
Flap system operation may be stopped at any time by lifting the switch guard and
EN
pressing the INTERRUPT FLAP switch on the center console to INTR. The CAS will
show a Flaps caution. If the switch is moved back to the NORM position, normal
G
operation will not resume, even if the FCWU does not detect any failures.
R
FO
A FLAP GROUND RESET switch is installed on the maintenance test panel (right
sidewall behind the co-pilot seat). The FLAP GROUND RESET switch is only
operational on the ground for maintenance purposes.

Revision 10: Dec 20, 2010 7-3-3
SECTION 7-3
INDICATION / WARNING
Symbolic aircraft views of the trim positions for the aileron trim tab (roll), rudder trim tab
(yaw) and horizontal stabilizer (pitch) are shown in the TRIM window of the systems
MFD. In flight the trim indications are shown in white. An invalid trim status will be
shown with an amber cross. On the ground the trim logic changes and the colors
change based on the trim position. The neutral trim positions change to green and the
pitch trim also has a green diamond (aft cg). The aircraft symbols change to green when
each trim position is correctly set for takeoff. If the trim position is not correctly set the
LY
aircraft symbol will be white and the Takeoff Configuration advisory will be displayed on
N
the Crew Alerting System (CAS). A green trim in motion indicator will show when the
O
autopilot is moving the rudder and horizontal stabilizer trim. An invalid autopilot trim
parameter will be shown with a amber cross over the indicator.
S
SE
Flap position is shown in the FLAP window of the systems MFD, by a white symbolic
PO
flap pointer which moves in relation to flap movement. The window is marked in white
with the positions 0, 15, 30 and 40. The pointer and the degree position mark will
R
change to green when the pointer reaches the selected flap position and is adjacent to
PU
the mark. When aircraft is on ground and flaps are at 40° the pointer will show white and
the Takeoff Configuration advisory will be displayed on the CAS. When airborne and the
N
flaps are up, the flap indications change from their default white to a grey color after 20
IO
seconds. An invalid flap condition or status related to the flap position will be shown by
AT
a amber cross.
IZ
If the airspeed goes above the maximum limit for the current flap setting the Flight
R
Alerting System (FAS) will initiate an “Overspeed” warning on the PFD and a “Speed”
IA
voice callout will be heard. A red Vconstraint bar will be shown on the right side of the
IL
PFD ASI tape and the airspeed digital read out will change to red.
M
FA
If a stabilizer trim runaway of the main system is sensed a CAS “Pitch Trim Runaway”
warning will be displayed and a “Trim Runaway” will be heard.
D
AN
On the ground and with weight on the wheels the aircraft is monitored for Takeoff
AL
Configuration by the Monitoring Warning System (MWS). The MWS monitors the
position of the trim tabs, horizontal stabilizer, the condition lever position, flaps and the
ER
engine and airspeed conditions. If any of the trims or the flap position are not in the
takeoff range with the engine running, a Takeoff Configuration advisory will be shown in
EN
the CAS window of the systems MFD. If any of the trims or the flap position are not in
G
the takeoff range or the condition lever is not at flight idle and the engine torque is
increased more than 20 psi with an airspeed of less than 50 KIAS, the Flight Alerting
R
System (FAS) will initiate a NO TAKEOFF warning on the PFD and a No Takeoff voice
FO
callout will be heard.

7-3-4 Revision 10: Dec 20, 2010
SECTION 7-3
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Fig 7-3-1. Flight Controls – General

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-3-5
SECTION 7-3
LY
N
O
S
SE
PO
R
PU
N
INTENTIONALLY BLANK
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-3-6 Revision 10: Dec 20, 2010
SECTION 7-4
LANDING GEAR
GENERAL
Refer to Figure 7-4-1, Landing Gear System, for system operation.
The landing gear is a conventional tricycle configuration that is extended and retracted
using hydraulic pressure produced by an electrically powered hydraulic pump. Landing
LY
gear extension and retraction is the only function of the hydraulic system. Landing gear
N
operation is completely automatic upon pilot gear selection.
O
S
A nitrogen charged accumulator is used to maintain hydraulic pressure and hold the
SE
landing gear in the retracted position in normal operation and following a hydraulic
system failure. If required, the landing gear can be lowered manually through a
PO
combination of free-falling and the emergency landing gear hand pump.
R
PU
Landing gear position is shown on three icons in the GEAR window of the systems MFD.
N
Nosewheel steering is accomplished by mechanical nosewheel steering and by
IO
differential braking.
AT
Aircraft braking is controlled by toe pedals that operate brake assemblies attached to the
IZ
left and right landing gear. Propeller reverse also contributes to aircraft braking. Refer to
R
Propeller system, this section, for more information.

IA
IL
DESCRIPTION
M
FA
The nose gear is a hydraulic fluid and nitrogen filled shock strut. The shock strut consists
D
of a piston and fork assembly that slides inside a cylinder. A torque link connects the
AN
piston/fork assembly to the cylinder. The cylinder is mounted inside the nosewheel well.
The nose gear is locked in the extended position by putting the folding strut in an over-
AL
center position. A spring is attached to the nose gear to assist in free fall during
emergency extension. The nose gear doors are spring loaded to the open position and
ER
are mechanically closed during nose gear retraction. The nose gear retracts rearward into
the nosewheel well and is completely enclosed by the gear doors when the landing gear
EN
is retracted.
G
Both main landing gear are trailing link types. A hydraulic fluid and nitrogen filled shock
R
strut connects the trailing link to the main leg hinge point. Each main gear actuator
FO
incorporates a mechanical down-lock and a gear down and locked indicator switch. The
main landing gear doors consist of a single door that is attached to the main gear leg and
the outside edge of the main gear wheel well. Each main gear retracts inward into the
main gear wheel well. With the landing gear retracted the main landing gear wheel and
tire assemblies are not enclosed and protrude out of the main gear wheel well
approximately one inch (25.4 mm).
All landing gear are held in the fully retracted position by hydraulic pressure. No
mechanical up-locks are required.

Revision 10: Dec 20, 2010 7-4-1
SECTION 7-4
Nose wheel steering is accomplished using the rudder pedals which are mechanically
connected to the nosewheel. Additional nosewheel steering is done through differential
braking. Use of rudder pedal only will turn the nosewheel ± 12 degrees from center while
differential braking will turn the nosewheel ± 60 degrees from center. A shimmy damper is
installed on the nose landing gear strut to eliminate nosewheel oscillations.
The tires are a low pressure type that allow operations from soft and unimproved fields.
LY
HYDRAULIC SYSTEM DESCRIPTION
N
The main hydraulic system comprises a power pack located in the hydraulic service bay
O
in the left wing root behind the main spar, a nitrogen charged accumulator in the same
S
location, a landing gear selector valve mounted in the cockpit mechanically linked to the
SE
pilots control panel selector handle by a push/pull rod and three actuators, one for each
landing gear leg.
PO
R
The power pack features an electrically driven variable displacement hydraulic pump
PU
along with associated filtration, pressure regulation and failure protection systems, and an
integral reservoir with a visual sight gauge. It provides the main source of hydraulic
N
pressure and flow to facilitate landing gear extension and retraction. It is pressurized with
IO
nitrogen from a pressure cylinder to prevent pump cavitation. Filtration consists of an
AT
integral filter with automatic by-pass and visual by-pass indication. (pop out button).
Thermal protection is provided.
IZ
R
The nitrogen pressure cylinder also contains hydraulic fluid thus increasing the system
IA
fluid volume. A visual level indicator is installed at the rear of the cylinder and can be
IL
seen at the wing root when the cargo door is open. This enables the hydraulic fluid level
M
status to be seen during a pre flight inspection.

FA
Electrical power supply for the system is provided from the SECONDARY POWER LINE
D
and is applied to the power pack, causing the pump to operate when low hydraulic
AN
pressure is sensed by the system pressure switch. The hydraulic control circuit is
powered from the ESSENTIAL BUS.
AL
ER
The selector valve is a two position, four way rotary type located in the cockpit and
mechanically actuated by the landing gear selector handle.
EN
G
The nitrogen charged accumulator is present for fluid thermal expansion and to ensure
system pressure is maintained after power pack failure. Its size accounts for normal
R
system pressure leakage rates to ensure that after such a failure, the landing gear will be
FO
maintained in the retracted position for 200 minutes.

7-4-2 Revision 10: Dec 20, 2010
SECTION 7-4
NOTE
The landing gear may partially extend during large gust

loads and then return to the retracted position. After 200
minutes, the landing gear may start extending due to loss
of system pressure.
The accumulator is charged via a charging valve located in the service bay with pressure
indicated on a gauge at the same location. A service selector valve, located in the service
LY
bay, allows the system to be operated from a ground hydraulic service unit.
N
O
The actuators are of the linear type with the main landing gear actuators also
S
incorporating the down locking mechanism.
SE
Cockpit controls consist of the following -
PO
R
- A landing gear selector handle is located on the pilot's lower right panel and
PU
facilitates extension or retraction of the landing gear. It acts directly, via a rod, on
the landing gear selector valve. The handle is equipped with an electrical spring
N
loaded solenoid which prevents it from moving to the retracted position when the
IO
airplane is on the ground. The airplane on ground status is sensed by the
AT
Modular Avionics Unit (MAU).

IZ
- An emergency landing gear hand pump and operating handle, located at the rear
R
of the center console, is used to assist in free fall emergency landing gear
IA
deployment after failure of the main system.

IL
M
HYDRAULIC SYSTEM OPERATION

FA
D
The system pressure switch monitors the hydraulic system accumulator pressure and
AN
controls the operation of the power pack pump. When the pressure in the hydraulic
system accumulator is less than 2450 psi the system pressure switch operates and starts
AL
the power pack pump. When the pressure in the hydraulic system accumulator is
between 2725 and 2875 psi the system pressure switch operates and stops power pack
ER
pump. The power pack pump is powered on the ground with the engine running and
always in the air. This allows the hydraulic system to operate in the event of an engine
EN
failure in flight.
G
The low pressure switch monitors the hydraulic system fluid pressure. It will make the
R
CAS show a Hydraulics caution if the hydraulic system fluid pressure falls to below 1800
FO
psi.
Movement of the landing gear selector valve to pass pressure to the appropriate side of
the main landing gear and nose landing gear actuator retracts the landing gear, which is
then held there by continued application of hydraulic pressure. In normal operation, the
landing gear is extended by moving the landing gear selector valve to apply pressure to
the other side of all three actuators. Locking of the main landing gear actuators is
accomplished by internal locks within the actuator housings which are actuated and
released by the application of hydraulic pressure in the appropriate sense. The nose
landing gear is held in its extended position by an over-center two piece drag link.

Revision 10: Dec 20, 2010 7-4-3
SECTION 7-4
If the power pack pump overheats the thermal protection operates and disconnects the
power supply to the power pack. When the pump cools the thermal protection operates
and re-connects the power supply to the power pack.
INDICATION/WARNING
Extended position indication is provided by micro switches internal to the main landing
gear actuators and a proximity switch on the nose landing gear drag link. Retraction
LY
position indication is provided by proximity switches on the landing gear doors.
N
Landing gear position is shown by three icons (one for each gear) in the GEAR window of
O
the systems MFD. Each icon can show gear displays for the following conditions:
S
SE
Condition of left main gear, Color and Font Gear
PO
right main gear and nose gear Display
R
PU
State is ‘undetermined’ Amber cross on black background
N
IO
State is ‘Gear Up’ normal White UP with white box outline
AT
IZ
State is ‘Gear Up’ declutter

R
Grey UP with grey box outline

IA
(flaps up)
IL
M
FA
State is ‘Gear Up’ warning White UP in red box

D
AN
State is ‘Gear Down’ Black DN with green background

AL
ER
EN
White hatched lines with black

State is ‘Gear in Transit’
background
G
R
FO
White hatched lines with red

State is ‘Gear in Transit Warning’
background

7-4-4 Revision 11: Dec 20, 2011
SECTION 7-4
The Crew Alerting System (CAS) will show a Hydraulics caution for two different
functions:
 In flight a continuous Hydraulics caution means that the power pack pump has
been operating for more than 2 minutes or the main system pressure has fallen
below operational limits (nominal 1,800 psi) and cannot be relied upon for
proper landing gear system operation. The Hydraulics caution is given 30
seconds after the pump has been operating for more than 2 minutes or low
pressure is sensed by a low pressure switch mounted in the power pack
LY
pressure supply line upstream of the landing gear selector valve
N
O
 On ground after landing a continuous Hydraulics caution means that the power
pack has been automatically initiated in flight more than six times in an hour by
S
SE
the system pressure switch in order to maintain system pressure. This indicates
that the pressure leak rate from the system is too high or a low fluid level
PO
condition exists. Pilot initiated landing gear cycle will reset this counter to zero
when there are less than six counts in an hour
R
PU
The Flight Alerting System (FAS) will initiate a Gear warning message on the PFD and an
aural warning will sound if the landing gear is not down and locked whilst in the air with:
N
IO
 an airspeed of less than 130 KIAS and the PCL at idle
AT
 the flaps set to 30 or 40°

 a radar altitude of less than 200 ft and a power setting of less than 10
IZ
psi
R
IA
IL
EMERGENCY EXTENSION SYSTEM

M
FA
To manually extend the landing gear, set the landing gear selector handle to DN with
airspeed less than 110 KIAS (power to idle momentarily). This will allow the landing gear
D
to free fall. If the landing gear does not completely extend and show three green
AN
indicators, pull the emergency landing gear hand pump handle out of the aft center
console and begin pumping. Stop pumping when all three landing gear indicators show
AL
green. Experience has shown that approximately 60 strokes of the hand pump are
required in adverse conditions. Stow the emergency landing gear hand pump handle
ER
back into the aft center console before landing. If necessary, yawing the airplane to use
the aerodynamic load may assist the emergency extension.
EN
G
R
FO

Revision 13: June 01, 2014 7-4-5
SECTION 7-4
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
AT
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R
IA
IL
M
FA
D
AN
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EN
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Figure 7-4-1. Landing Gear System

(Sheet 1 of 4)
7-4-6 Revision 10: Dec 20, 2010
SECTION 7-4
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

(Sheet 2 of 4)
Revision 10: Dec 20, 2010 7-4-7
SECTION 7-4
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

(Sheet 3 of 4)
7-4-8 Revision 10: Dec 20, 2010
SECTION 7-4
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
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FO

(Sheet 4 of 4)
Revision 10: Dec 20, 2010 7-4-9
SECTION 7-4
AIR / GROUND SYSTEM
The aircraft “in air” or “on ground” (AIR/GND) status is determined from a combination of
aircraft systems interfaced to the Modular Avionics Unit (MAU):
 LH main gear proximity switch

 RH main gear proximity switch
 Radar Altimeter – altitude
LY
 Calibrated airspeed (ADAHRS computed)
N
O
By comparison monitoring of the above systems the MAU determines the AIR/GND
status of the aircraft. MAU Channel A outputs a discrete signal to control the LH AIR/GND
S
relays. MAU Channel B outputs a discrete signal to control the RH AIR/GND relays.
SE
PO
The LH AIR/GND signal is sent to the following systems:
R

PU
Hydraulics
 Propeller de-ice

N
Flaps

IO
ECS
 LH Stick Pusher Computer
AT
 Flight Time Counter

IZ
R
The RH AIR/GND signal is sent to the following systems:

IA
IL
 RH Stick Pusher Computer

M
 Weather Radar (Pre SB 34-014)

FA

D
AN
If the MAU determines a disparity between the monitors by comparison monitoring, a

correct determination of the AIR/GND status is still possible as the suspect (invalid)
monitor is disregarded in the determination. When the MAU determines that all monitors
AL
disagree it results in an invalid AIR/GND state. If the AIR/GND state is invalid a

ER
Air/Ground Fail caution will be shown on the Crew Alerting System (CAS).
EN
When the Air/Ground Fail caution is shown the AIR/GND state defaults to AIR.
G
R
A dormant fault in the LH and RH main gear proximity switches is possible as a result of
FO
the AIR/GND monitor function of the MAU. To avoid this CAS status alerts will be given
for LH WOW Fault, RH WOW Fault or LH + RH WOW Fault when the MAU determines
either or both proximity switch inputs are invalid.

7-4-10 Revision 10: Dec 20, 2010
SECTION 7-4
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
INTENTIONALLY BLANK
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 7-4-11
SECTION 7-4
BRAKES
Refer to Figure 7-4-2, Brake System, for system operation.
Aircraft braking is provided by two brake assemblies, one bolted to each main landing
gear axle. The brakes are controlled by toe pedals attached to each rudder pedal
assembly. The pilot and copilot left toe brakes operate the left brake while the pilot and
copilot right toe brakes operate the right brake.
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The brake system consists of a brake fluid reservoir, four brake master cylinders, a left
and right shuttle valve, a parking brake valve, and two brake assemblies. If the pilot and
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copilot simultaneously apply pressure to the same side brake pedal, the one applying the
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greatest pressure will control the braking.
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The brake system is separate and independent from the airplane hydraulic system. The
brake fluid reservoir is located on the right hand side of the cabin sidewall and
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incorporates a fluid level indicator.
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A separate brake master cylinder, located in the cockpit footwell, is mechanically
connected to each toe pedal. There is no mechanical connection between the pilot and
copilot brake pedals. Two shuttle valves, a left and a right, are used to select inputs from
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their respective pilot and copilot brake pedals. Pressing a brake pedal causes the
applicable brake master cylinder to force brake fluid through the respective shuttle valve
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and parking brake valve to the brake assembly.

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MSN 545, 1001 – 1230. The seven piston brake assemblies have steel friction surfaces.
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Each brake assembly incorporates two brake lining wear indicators. As the brake linings
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wear, the pins will be pulled into the piston housing. When the system is pressurized and
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the pins are flush with the piston housing, the brake linings must be overhauled.
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MSN 1231 & UP. The six piston brake assemblies have steel friction surfaces and three
retractors. The retractors pull the pressure plate back when no hydraulic pressure is
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applied to the brake assembly. When the system is pressurized and the retractors are
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flush with the piston housing, the brake linings must be overhauled.
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The parking brake valve has two off-center cams that hold open poppet valves whenever
the parking brake is released. This allows hydraulic fluid flow through the brake system.
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When the parking brake is set, the off-center cams are rotated to allow the poppet valves
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to close. This traps brake fluid under pressure between the parking brake valve and the
brake assemblies.
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To set the parking brake, pull the PARKING BRK T-handle fully out and rotate to lock,
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then evenly press both brake pedals. Release pedal pressure and the brakes will remain
set. To release the brakes, rotate and push the PARKING BRK T-handle fully in.
WHEELS AND TIRES
The wheels are split-hub type, the main wheels have three fusible plugs which melt when
there is too much heat from the brakes. Tubeless tires are installed on the wheels and
each wheel has a tire inflation valve and an overinflation safety plug. The main wheels
have fairings on the outer hubs which make the wheels aerodynamically smooth when
the landing gear is retracted.

7-4-12 Revision 10: Dec 20, 2010
SECTION 7-4
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Figure 7-4-2. Brake System

Revision 10: Dec 20, 2010 7-4-13
SECTION 7-4
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7-4-14 Revision 10: Dec 20, 2010
SECTION 7-5
BAGGAGE COMPARTMENT
A baggage compartment is provided at the rear of the cabin and is accessible during
flight. A standard luggage net is secured at twelve attachment points to secure the
baggage. An extendible 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.
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Revision 10: Dec 20, 2010 7-5-1
SECTION 7-5
PC-12/47E
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7-5-2 Revision 10: Dec 20, 2010
SECTION 7-6
CARGO TIE-DOWNS
Tie-down anchor points fit into the seat rails and lock into place by an over-center lever.
Tie-down straps can be secured to these anchor points.
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Revision 10: Dec 20, 2010 7-6-1
SECTION 7-6
PC-12/47E
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7-6-2 Revision 10: Dec 20, 2010
SECTION 7-7
SEATS/RESTRAINT SYSTEMS
SEATS
The crew seats are adjustable fore and aft and vertically (Refer to Figure 7-7-1). They
also have controls for recline, thigh support, back cushion lumbar support, armrests and
headrest. The fore and aft and recline control levers 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
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the thigh pads. There is a push button at the bottom of each side of the seat back board.
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When the inboard button is pushed the lumber support pad can be moved up or down
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with the aid of a handle. When the outboard button is pushed the lumber support pad
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can be moved inwards or outwards by easing or applying body weight to the back
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cushion. 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
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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
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positions. There is a life vest stowage box installed under the seat.
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The standard passenger seats have a reclining backrest, sliding headrest, and a folding
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inner armrest. The seats can have a luggage restraint bar installed on the bottom front
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part of the seat structure. This allows small luggage to be put below the seat.
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The executive seats are leather upholstered, with 90° swivel and 3.4 in (86.4 mm) of
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forward/rear travel. A reclining backrest, sliding headrest, sliding armrest, magazine

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pocket and a restraint system are fitted. The seat position control is located on the
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forward edge of the arm. Puling up on control handle will allow the seat to be moved to
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the desired position. Releasing the control handle will lock the seat in position. The
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control for the back recline is a round push button located in the inner surface of the arm.
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Depressing the button will allow the seat back angle to be adjusted.
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The optional three seat bench comprises three seats installed on a pedestal which goes
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across the width of the bench. Each seat has a reclining backrest, sliding headrests and
a three point restraint system. The left seat has a handle which when moved upwards
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allows the seat to be moved forwards to make baggage loading easier.

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SEAT BELTS AND SHOULDER HARNESSES

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

Revision 10: Dec 20, 2010 7-7-1
SECTION 7-7
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Figure 7-7-1. Crew Seat Controls

7-7-2 Revision 10: Dec 20, 2010
SECTION 7-8
DOORS, WINDOWS, AND EXITS
FORWARD CABIN DOOR
The forward door is located in the front left fuselage, immediately aft of the cockpit, and is
4 ft 5 in (1.35 m) high by 2 ft 0 in (0.61 m) wide. The door can be opened or closed from
either side and is secured by six locking pins. These can be checked visually from inside
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the cabin to verify engagement. The door is hinged at the bottom and has an integral
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steps/handrail assembly which automatically extends and retracts as the door is opened
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or closed. A non-inflatable seal attached to the door seals the gap to allow the cabin to
pressurize when the door is closed.
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To open the door from the outside, pull outward on the aft end of the handle. Rotate the
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handle clockwise to the vertical position then pull outward on the door. As the door
opens, the steps and the handrail will be pulled from the stowed position. Close the door
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by lifting the door into position, allowing the steps and handrail to fall into the stowed
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position, and rotating the handle counterclockwise. To open the door from the inside, lift
the latch and rotate the handle clockwise to the open position and push the door open. To
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close, pull the door closed and allow the steps and handrail to fall into the stowed position
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before rotating the handle counterclockwise.
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The cabin door is an emergency exit and it must be accessible at all times.
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The Crew Alerting System (CAS) will show a Passenger Door warning when the door is
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not properly closed and locked. In the event that the cargo door is also not properly
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closed and locked the CAS will show a Pax + Cargo Door warning.
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CARGO DOOR
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The cargo door is located in the aft left fuselage and is 4 ft 4 in (1.32 m) high by 4 ft 5 in
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(1.35 m) wide. It is secured by locking pins which can be checked visually from outside
the airplane to verify engagement. The door is hinged at the top and swings up out of the
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way to facilitate loading and unloading. A gas cylinder assists in door operation and holds
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the door in the open position. A non-inflatable seal attached to the door seals the gap to
allow the cabin to pressurize when the door is closed.
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To open the door from the outside, push the button and pull the handle outward and
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upward. The gas cylinder will assist in raising the door to the open position. An electrical
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motor and cable is installed to assist the closure of the cargo door. To operate, press and
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hold the switch located aft of the cargo door until the door has lowered to the near closed
position. Push the door closed and push handle in until flush and the button pops back to
the lock position. To open the door from the inside, remove the cover, lift the lever and
pull handle to unlock and then push open the door. To close, pull down on the strap to
bring the door almost closed and stow the strap. Pull the door closed and push handle
down to the lock position.
The power supply to the electrical motor is from the HOT BAT BUS and is disconnected
by a microswitch which is operated by the drive mechanism when the door is nearly
closed. The door must be manually pushed and locked to the closed position.

Revision 13: June 01, 2014 7-8-1
SECTION 7-8
PC-12/47E
The CAS will show a Cargo Door warning when the door is not properly closed and
locked. In the event that the passenger door is also not properly closed and locked the
CAS will show a Pax + Cargo Door warning.
WINDOWS
A two-piece windshield and two side windows provide cockpit visibility. Both pilot and
copilot windshields are laminated twin-layer mineral glass with an embedded polyvinyl
butyrol (PVB) layer. The windshield incorporates three electric heating elements for
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defogging and anti-icing capability. Both side windows are stretched acrylic with inner 2
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mm thick double-glazed acrylic windows. A separate direct vision (DV) window, also
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stretched acrylic, is installed in the left side window. This can be opened to provide pilot
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visibility/smoke evacuation during emergencies and can be used to provide additional
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airflow during ground operations.
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Windshield heat is controlled by two switches, LH WSHLD and RH WSHLD, both
switches are marked HEAVY, LIGHT and OFF. The switches are located on the ICE
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PROTECTION section of the pilot’s lower right switch panel. The HEAVY and LIGHT
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positions offer two heat levels and areas to be used as required for defog and anti-ice.
The windshield is protected from an overheat condition by a temperature sensor. This
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sensor will remove current from the windshield heat circuit when the windshield surface
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temperature is above 60° C.
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The cabin has four windows on the left side and five on the right side. All of the windows
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are stretched acrylic with integral sliding shades.

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INDICATION/WARNING
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In the event of a failure of a windshield heat system, the Crew Alerting System (CAS) will
show a LH Windshield Heat or RH Windshield Heat or LH + RH Windshield Heat caution
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message.
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EMERGENCY EXIT
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The overwing emergency exit is located over the right wing and is 2 ft 2 in (0.68 m) high
by 1 ft 6 in (0.49 m) wide. This exit contains a window and can be quickly opened from
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either inside or outside when required. A non-inflatable seal attached to the exit seals the
gap to allow the cabin to pressurize when the exit is in place. To open the exit from
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inside, remove cover and pull handle to release exit locking mechanism and pull inward.
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To open from the outside, push on the release lever and push exit inward. Refer to
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Figure 7-8-1, Emergency Exit.
AIRCRAFT SECURITY
To secure the aircraft when parked, install the lock pin in the emergency exit (Refer to
Fig. 7-8-1) and lock the cargo and passenger door locks. Lock the service door under the
rear fuselage, if a lock is installed.

7-8-2 Revision 10: Dec 20, 2010
SECTION 7-8
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Figure 7-8-1. Emergency Exit

Revision 10: Dec 20, 2010 7-8-3
SECTION 7-8
PC-12/47E
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7-8-4 Revision 10: Dec 20, 2010
SECTION 7-9
CONTROL LOCKS
The elevator and ailerons can be secured by placing a control lock through the hole in
the collar and control column when the elevator is full down and the ailerons are neutral.
For flight the control lock is stowed in a stowage point located on the cockpit left sidewall
to the rear of the pilots seat. The rudder is held in position by the mechanical connection
with the nose wheel steering.
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WARNING
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THE CONTROL LOCK MUST BE REMOVED BEFORE
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TAKEOFF.
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CAUTION
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MAKE SURE THAT THE RUDDER/NOSE WHEEL IS
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Revision 10: Dec 20, 2010 7-9-1
SECTION 7-9
PC-12/47E
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7-9-2 Revision 10: Dec 20, 2010
SECTION 7-10
ENGINE
DESCRIPTION AND OPERATION
Refer to Figure 7-10-1, PT6A-67P Engine, for engine configuration.
This airplane is powered by the Pratt & Whitney PT6A-67P, which is a light weight,
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reverse flow, free turbine engine.
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The PT6A-67P engine is based on the existing PT6A-67B with the following
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modifications incorporated:
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 New auxiliary gearbox (AGB) for dual 300A generator installation

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New material for compressor turbine blades (single crystal), new first
compressor rotor and all new compressor stators
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In addition to the gas generator section, the engine incorporates a power section with
the power turbine and propeller reduction gearbox, an integral oil system, and an
accessory gearbox for mountings for various accessories.
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Air enters the compressor through an annular plenum chamber. The compressor
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consists of four axial stages and a single centrifugal stage. Stator vanes between each
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stage of compression diffuse the air, raise its static pressure, and direct it to the next
stage of compression. From the centrifugal compressor, air flows through a diffuser tube,
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then changes direction 180 degrees as it flows into the combustion chamber. A
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compressor bleed valve is installed on the gas generator case at the 3 o’clock position. It
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automatically opens to spill interstage compressor air to prevent compressor stall.

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The combustion chamber consists of two perforated annular sections bolted together
with a large exit duct. Compressed air enters the combustion chamber through the
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perforations, where it is mixed with fuel and ignited. The rapidly expanding gas is
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directed through another 180 degree direction change into the turbine.
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The turbine consists of a single stage compressor turbine and a two-stage power
turbine. As the gas exits the combustion chamber, it is directed onto the compressor
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turbine, which powers the compressor. From the compressor turbine, the gas is directed
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to the two-stage power turbine which drives the propeller via the propeller reduction
gearbox. Engine Inter Turbine Temperature (ITT) is measured between the compressor
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and power turbines.

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Gas flow is directed into the exhaust duct from the turbine. The exhaust duct has an
annular inlet which leads exhaust gas to a bifurcated duct connected to two opposed
exhaust ports. The exhaust duct is made from heat resistant nickel alloy metal and
incorporates mounting flanges for the exhaust nozzles.

Revision 10: Dec 20, 2010 7-10-1
SECTION 7-10
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Figure 7-10-1. PT6A-67P Engine

7-10-2 Revision 10: Dec 20, 2010
SECTION 7-10
AIR INDUCTION
The air induction system is integrated into the front and rear lower cowlings and
comprises of an air inlet and inlet duct, a plenum, and an inertial separator.
The air inlet consists of a crescent shaped metal leading edge through which hot
exhaust is passed to prevent ice accumulation. The exhaust gas is extracted from the
left hand side exhaust stub by the means of a 1.5 inch diameter pitot probe inserted into
the stub itself. It then passes through the lip, consisting of a sealed chamber, before
exiting into the right hand stub through a 1.5 inch discharge tube. The probes are
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connected to the exhaust lip by 1.5 inch diameter metal ducts complete with integral
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connectors. The inlet duct, which connects the inlet lip to the plenum, consists of a
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diverging nozzle following the same general shape as the inlet lip.
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The plenum consists of a sealed circular metal canister surrounding the engine
compressor inlet screen. It is here that the engine draws air to be compressed for
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combustion and services supply.
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INERTIAL SEPARATOR
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Refer to Figures 7-10-2, Inertial Separator and 7-10-3, for the control switch and
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indicator.
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The inertial separator is of the `fixed geometry´ design and provides engine induction
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system protection when operating in icing or FOD conditions. It can be used for takeoff
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when operating in a FOD environment. It comprises of a fixed No. 2 mesh screen

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attached to the rear wall of the plenum covering a percentage of the inlet area, a
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moveable outlet door and electrical actuator situated directly above the oil cooler outlet
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exit, and a converging by-pass duct.

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In normal operations (non icing, non FOD) the outlet door is closed which seals the by-
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pass and provides the induction air with a single flow path to the plenum and engine
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through the porous No. 2 screen.

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In icing or FOD conditions the actuator is retracted to open the outlet door. This allows a
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flow path past the plenum to ambient and increases the pressure ratio across the inlet
system. The increased pressure ratio has the effect of accelerating heavy particles
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present in the inlet air, which then go straight past the plenum and into the by-pass duct
before exiting through the outlet door. In icing conditions the porous No. 2 screen ices to
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restrict the flow path of solid particles which can not turn into the plenum and thus
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further assist in engine protection. However the pressure of the air to the engine, with
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the inertial separator open, is also reduced with consequent reduction in available
engine performance.

Revision 10: Dec 20, 2010 7-10-3
SECTION 7-10
The inertial separator outlet door operation is controlled by the ICE PROTECTION
INERT SEP switch on the switch panel on the pilot’s lower right panel. The switch has
two positions OPEN and CLOSED, when the switch is set to the OPEN position the
inertial separator door opens and when fully open the INERT SEP advisory will come on
in the ICE PROTECTION window of the systems Multi Function Display (MFD). When
the door is selected to OPEN but does not reach its selected position, the Crew Alerting
System (CAS) will show after 45 seconds an Inertial Separator caution in the CAS
window of the systems MFD. When the switch is set to CLOSED the door closes and
the INERT SEP advisory message will go off.
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After failure of the inertial separator, the aircrew should prepare for departure of icing
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conditions as soon as possible.
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7-10-4 Revision 10: Dec 20, 2010
SECTION 7-10
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Figure 7-10-2. Inertial Separator

Revision 10: Dec 20, 2010 7-10-5
SECTION 7-10
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7-10-6 Revision 10: Dec 20, 2010
SECTION 7-10
CONTROLS
Refer to Figure 7-2-3, Engine Controls and Indications.
Engine power is controlled by POWER CONTROL, CONDITION, and MANUAL

OVERRIDE levers located on the center console.
POWER CONTROL LEVER
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The POWER CONTROL lever (PCL) selects the required engine power (Ng) and in
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certain conditions it directly controls the propeller pitch. The PCL has a flight and a
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ground operating range separated by an idle detent. The flight operating range is forward
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of the detent. As the PCL is moved forward of the idle detent the minimum propeller pitch
(6° to 12°) is directly controlled by the PCL while the propeller is in an underspeed
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condition during low engine power at a low airplane speed. When the PCL is moved
further forward, engine power and airplane speed increase until each are high enough for
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the propeller to operate in a constant speed mode. In this mode, the Constant Speed Unit
(CSU) selects the propeller pitch to maintain a propeller speed of 1700 rpm.
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When the PCL is at the idle detent, the gas generator is at idle and the propeller is at
minimum pitch. A lifting action to raise the PCL over the detent is required to move the
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PCL into the ground operating range.

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WARNING
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DO NOT MOVE THE PCL BELOW THE IDLE DETENT

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WHEN THE ENGINE IS NOT OPERATING TO

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PREVENT DAMAGE TO THE CONTROL LINKAGE.

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PCL OPERATION AFT OF THE IDLE DETENT IS NOT

PERMITTED IN FLIGHT OR WHEN ENGINE
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OPERATION IS CONTROLLED BY THE MANUAL

OVERRIDE LEVER.
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Aft of the idle detent is the ground operating range or beta mode. The Nf governor limits
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the propeller speed to an underspeed condition to give the beta valve full authority in
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controlling the propeller pitch. The engine power and propeller pitch are directly controlled
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by the PCL. Initial PCL movement aft of the idle detent adjusts the propeller pitch while
the gas generator remains at idle and can be used to control taxi speed. Further aft
movement causes the propeller to move into the reverse range followed by an increase in
engine power.

Revision 10: Dec 20, 2010 7-10-7
SECTION 7-10
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Figure 7-10-3. Engine Controls and Indications

7-10-8 Revision 14: March 02, 2015
SECTION 7-10
MANUAL OVERRIDE LEVER
Description
The MANUAL OVERRIDE lever (MOR) is located on the center console to the left of
PCL. The MOR controls the engine power in case of a pneumatic failure of the engine
fuel control or in case of a PCL system failure. The MOR lever is an emergency device
and it is possible to exceed engine limits if the MOR lever is operated too fast. However,
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even if the engine limits have been momentarily exceeded, the MOR will allow the crew
to continue safe flight and landing if the Engine Failure in Flight - Partial Power Loss
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emergency procedure is followed.
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The MOR directly operates the fuel metering valve by mechanically compressing the
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pneumatic bellows (Py pressure) in the FCU. There is a gap between the MOR
mechanism and the pneumatic bellows. This gap must first be taken up before the
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pneumatic bellows start to compress, this results in a dead band when starting to
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operate the MOR lever. In case of a Py leak, the engine spools down to minimum fuel
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flow with no response to PCL inputs. Minimum fuel flow is 90 lb/h and results in 35% Ng
on the ground to 70% Ng at 30,000 ft. The higher the altitude and the faster the forward
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speed the longer the engine spool down time to 50% (spool down times of 15 secs are
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possible). At high altitudes it is possible to achieve full engine power when operating the
MOR system. At low altitudes with the MOR lever fully forward the MOR system may
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not give full engine power (min. 30 psi torque). When the MOR system is in operation
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the torque limiter, Nf and Ng governors are inoperative.

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Operation
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During normal engine operation the MOR lever is in the full aft or OFF position. In the
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case of a possible PCL or pneumatic failure, the PCL should be exercised to check
engine response. If not successful the PCL should be set to the idle position and the
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MOR lever operated slowly forward (at least 4 secs to the mid position) to take up the
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dead band until the engine responds (fuel flow above 90 lb/h and Ng/ITT stable or
increasing), then wait until the engine stabilizes. If the engine stalls and/or ITT reaches
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870° C, operate the MOR lever slightly rearward then forward again with an even slower
movement. If the engine is allowed to drop below 50% Ng, starter assistance may be
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required to recover Ng above 50%. Once the engine has stabilized adjust the required
power setting with the MOR lever. Observe the engine limitations by making
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adjustments with the MOR lever. Do not permit the Ng to fall below 65% as ITT may
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then be exceeded, this will also maintain better engine acceleration. In descent and until
touch down adjust Ng to 75% or above. After touch down select cut-off feather to avoid
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exceeding ITT limits. On the ground with no forward speed it is not possible to recover
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low Ng with the MOR lever.

Revision 10: Dec 20, 2010 7-10-9
SECTION 7-10
WARNING
PCL OPERATION AFT OF THE IDLE DETENT IS NOT

PERMITTED WHEN ENGINE OPERATION IS
CONTROLLED BY THE MANUAL OVERRIDE LEVER.
CAUTION
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THE MOR LEVER MUST BE IN THE OFF POSITION
N
PRIOR TO ENGINE START TO PREVENT A HOT
O
START.
S
SE
NOTE
PO
During MOR operation the Py pressure has no authority
R
which causes the loss of the torque limiting function and
PU
Nf governor operation (no reverse power to be used).
Maximum Ng is also not limited.
N
IO
AT
NOTE
IZ
An Engine NG caution will be given on the CAS if the

R
Ng falls below 60%, pushing the STARTER button will

IA
not engage the starter at Ng above 50%.

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7-10-10 Revision 10: Dec 20, 2010
SECTION 7-10
CONDITION LEVER
The Condition Lever has three positions and is used to select the gas generator idle
speed, shut down the engine, and feather the propeller. The GROUND IDLE position
(G.I.) is for ground operation only. This setting ensures that the propeller speed remains
above the prohibited range (350 rpm to 950 rpm) for ambient conditions up to a
temperature of approximately 45°C. The FLIGHT IDLE position (F.I.) is selected for flight
operation which provides sufficient bleed air flow to maintain cabin pressurization at
minimum Ng and to give smooth engine response to PCL movement during approach
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and landing. The CUT-OFF/FEATHER position mechanically stops the fuel flow to shut
N
down the engine and energizes the overspeed governor solenoid valve, which feathers
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the propeller at the same time.
S
SE
To move the Condition Lever from the CUT-OFF position the lever needs to be lifted.
Movement from GROUND IDLE to FLIGHT IDLE needs only pressure on the lever
PO
towards the new positions to overcome the soft stop. To move the lever from FLIGHT
IDLE to GROUND IDLE it has to be lifted to get over the soft stop.
R
PU
To move the lever from GROUND IDLE to CUT-OFF/FEATHER it has to be lifted again to
get over the hard stop. A cut-off guard is installed on the Condition Lever which makes a
N
positive hard stop at the GROUND IDLE position. The hard stop is held in position by a
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spring. A black guard lever is attached to the hard stop and protrudes from the right side
AT
of the Condition Lever. The guard lever must be pushed to the right against the spring
pressure to move the hard stop clear of the Condition Lever. The Condition Lever can
IZ
then be lifted and moved to the CUT-OFF/FEATHER position in the normal way.
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Revision 13: June 01, 2014 7-10-11
SECTION 7-10
PC-12/47E
LY
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INTENTIONALLY BLANK
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7-10-12 Revision 10: Dec 20, 2010
SECTION 7-10
ENGINE FUEL
Refer to Figure 7-10-4, Engine Fuel System, for system configuration. For airplane fuel
storage and distribution, refer to Fuel system, this section.
The engine fuel system consists of an oil to fuel heat exchanger, a high pressure engine
driven fuel pump, a fuel control unit, a fuel flow transducer, a fuel flow divider and dump
valve, and the fuel nozzles.
LY
N
Fuel is delivered to the fuel/oil heat exchanger from the low pressure engine driven
O
pump. The oil to fuel heat exchanger pre-heats the fuel, to eliminate the chance of ice
formation in the fuel, and reduces the oil temperature. The high pressure engine driven
S
fuel pump delivers fuel to the fuel control unit after it passes through the oil to fuel heat
SE
exchanger. See Fuel System for more information.
PO
The fuel control unit is controlled by the POWER CONTROL and CONDITION levers
R
during normal operations, and the MANUAL OVERRIDE lever during emergency
PU
operation. Fuel flows through the fuel flow transducer on its way to the fuel flow divider
and dump valve. The fuel flow transducer converts fuel flow rate into an electrical signal
N
which is then displayed in the engine window of the Primary Flight Display (PFD) and in
IO
the Fuel window of the systems MFD.
AT
The fuel flow divider and dump valve serves two functions. First, it divides the fuel
between the primary and secondary system. Secondly, it directs air from the purge air
IZ
accumulator into the fuel manifolds to purge them of unused fuel at engine shutdown. A
R
total of 14 fuel nozzles are used with a primary and secondary spray pattern.
IA
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Figure 7-10-4. Engine Fuel System

Revision 10: Dec 20, 2010 7-10-13
SECTION 7-10
LY
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PO
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INTENTIONALLY BLANK
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7-10-14 Revision 10: Dec 20, 2010
SECTION 7-10
OIL
Refer to Figure 7-10-5, Engine Oil System, for system configuration.
The engine oil system consists of pressure, scavenge, and breather systems with the oil
tank being an integral part of the engine compressor inlet case. Oil is supplied to the
engine bearings, bushings, reduction gears, accessory drives, torquemeter, and
propeller governor. Oil is also used to cool the bearings. A filler neck with quantity
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dipstick and cap are located on top of the accessory gearbox. The quantity dipstick is
marked in one US quart increments. A visual sight gauge is provided to determine oil
N
quantity without removing the dipstick. If the oil level is in the green range of the sight
O
gauge there is sufficient oil quantity for flight. If the oil level is below the green range,
the oil system needs refilling according to the dipstick markings. If the CAS “Engine Oil
S
SE
Level” comes on, the oil level is not adequate for safe engine operation. It is not
recommended to start a flight with the oil level below the green range on the sight glass.
PO
Total oil capacity is 3.6 US gal (13.6 liters) while usable oil quantity is 1.5 US gal (5.7
liters). The oil tank incorporates a drain plug.
R
PU
An engine driven gear type pressure pump provides oil to the engine bearings,
torquemeter, propeller bearings and reduction gears, and propeller governor. Oil flows
N
from the integral oil tank, through the pick-up screen, to the oil pump. Oil then goes
IO
through a pressure regulating valve which regulates oil pressure to between 90 and 135
AT
psi (6.2 to 9.3 bar). A pressure relief valve opens when pressure exceeds 160 psi (11.0
bar), possibly during cold weather operations. Oil then goes through a cartridge type oil
IZ
filter assembly, which incorporates a bypass valve and a spring loaded check valve.
R
The bypass valve allows oil to bypass the filter in case the filter becomes clogged,
IA
however oil pressure drops to below 90 psi (6.2 bar) when the filter by-pass valve is
IL
open. The check valve prevents gravity oil flow into the engine after shutdown and
M
permits the oil filter to be changed without draining the oil tank. Oil is then directed
FA
throughout the engine and applicable accessories.

D
The oil scavenge system incorporates two double element pumps. The oil from the
AN
reduction gearbox is pumped directly through the airframe mounted oil cooler. All
remaining oil passes through the oil to fuel heat exchanger and, depending on oil
AL
temperature, is directed back to the oil tank or through the oil cooler.
ER
When the fuel temperature is low, warm oil flows through the oil to fuel heater. At fuel
temperatures above 21° C (70° F) the bypass valve begins to open and at 37° C (98° F)
EN
the bypass valve is fully open and the oil bypasses the oil to fuel heater. The scavenge
G
system in the propeller reduction gearbox incorporates a magnetic chip detector that
detects foreign matter in the system and causes the “Engine Chip” caution in the CAS
R
window to come on. The chip detector also acts as the propeller reduction gearbox oil
FO
drain. A second magnetic chip detector is installed in the accessory gearbox. It is also
connected to the CAS “Engine Chip” caution and operates in parallel to the reduction
gearbox chip detector.
The breather system allows air from the engine bearing compartments and the propeller
reduction and accessory gearboxes to be vented overboard into the right exhaust stub,
through the centrifugal breather in the accessory gearbox.

Revision 10: Dec 20, 2010 7-10-15
SECTION 7-10
OIL DEBRIS MONITORING (ODM) (IF INSTALLED PRE SB 79-007)
A sensor module is installed in the oil pipeline to the oil cooler. The sensor module
detects metal particles above a certain size that pass through it. A signal conditioner
connected to the sensor converts a detected metal particle into a pulse signal. The
signal conditioner also has automatic Built In Test (BIT). The particle pulse and BIT
signals are sent to the power module where they are monitored for correct operation.
The power module is installed on the firewall. It receives electrical power from the
LY
Essential bus through the ODM circuit breaker. The power module supplies electrical
power to the sensor module and the return signals from the sensor to the Monitor
N
Warning System (MWS).
O
S
The MWS receives the particle pulse and BIT signals from the ODM power module and
SE
counts the particle pulses from the ODM. The MWS calculates the increase of particles
over 30 second and 120 second periods. The 30 and 120 second threshold limits are
PO
set by the APEX Settings File. When the increase is greater than the defined threshold,
the MWS informs the Crew Alerting System (CAS) to show the “Check Oil Debris”
R
PU
status after the aircraft has landed for a 30 second threshold exceedence and to
immediately show the “Engine Oil Debris” caution for a 120 second threshold
N
exceedence. IO
AT
If the BIT signal from the ODM power module gives a fault condition the MWS will set
the 120 second particle count to zero and the CAS will show a “ODM Fault” status after
IZ
the aircraft has landed.

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7-10-16 Revision 10: Dec 20, 2010
SECTION 7-10
LY
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Figure 7-10-5. Engine Oil System

Revision 10: Dec 20, 2010 7-10-17
SECTION 7-10
LY
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PO
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PU
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INTENTIONALLY BLANK
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AT
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7-10-18 Revision 10: Dec 20, 2010
SECTION 7-10
TORQUE LIMITER
A torque limiter is installed on the engine at the torque transmitter boss on the forward
engine case. Within the unit is a sealed bellows connected directly to the torquemeter
oil pressure outlet, a chamber connected to the reduction gearbox to provide gearbox
static pressure and to a drain port on the thrust bearing cover, a balance beam, and a
pneumatic pressure orifice.
LY
Oil pressure proportional to engine torque is applied through cored passages in the
reduction gearbox to the sealed bellows in the limiter body. The bellows is mechanically
N
connected to the balance beam and to the controlling spring. With an increase in torque
O
pressure, above the control spring setting, the balance beam adjusts to compensate for
S
this increase and causes the pneumatic pressure orifice to open and bleed off Py air. As
SE
Py air pressure is bled off, the fuel flow from the FCU is reduced by closing the metering
valve, causing engine speed and hence engine torque to decrease until engine
PO
torquemeter pressure is balanced by the torque control spring pressure; at this time the
R
Py pressure orifice close.
PU
The torque limiter limits the engine torque to below 44.3 psi at sea level condition. Due
N
to ambient pressure at altitude and interference with the FCU maximum governing
IO
speed, maximum torque will not be obtained. For altitudes up to 12,000 feet, engine
AT
torque will drop approximately 2.7 psi per 10,000 feet of altitude. For altitudes above
12,000 feet, engine torque will drop approximately 4.5 psi per 10,000 feet of altitude.
IZ
Above 102% to 104% Ng (maximum Ng limit) the torque will decrease by approximately
R
2.9 psi. After this point the engine power is limited to maintain 104%.
IA
IL
The maximum torque drop due to altitude has been considered in the static takeoff and
M
balked landing torque charts.

FA
If the maximum torque according to the torque chart is below flat rating (below the
D
torque limiter setting), the torque has to be set manually by the PCL. Torque limiter
AN
operation must always be verified to ensure engine limits are respected. During the
takeoff and the balked landing the PCL does not need to be retracted unless any limits
AL
are exceeded. The torque (if below flat rating) and ITT increases are acceptable.
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EN
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Revision 10: Dec 20, 2010 7-10-19
SECTION 7-10
LY
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PO
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INTENTIONALLY BLANK
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7-10-20 Revision 10: Dec 20, 2010
SECTION 7-10
STARTING
Starting is provided by a combination starter/generator unit. Starter function is controlled

by the STARTER switch in the ENGINE START section of the overhead panel (Ref. Fig.
7-8). After pressing the STARTER switch momentarily, the green STARTER
annunciator in the PFD engine window comes on, and the Starting Control Relay is
energized and through the Starter Relay energizes the starter. The starter will
automatically disengage and the green STARTER annunciator in the PFD goes off,
LY
when the engine Ng reaches 50% or 80 seconds after the start sequence. The
engagement time is limited to 60 seconds for air starts. A CAS “Starter Engaged”
N
warning will be given in the event of a starter engage signal becomes active without the
O
MAU generating the signal.
S
SE
The start sequence can be interrupted at anytime by pressing the STARTER
INTERRUPT switch on overhead panel. When pressed, the ground from the Starter
PO
Master Relay causing it to open and remove electrical power from the starter circuit.
R
Battery 2 provides the electrical power to the starter for starting the engine. Battery 1
PU
provides electrical power to maintain the essential systems during engine start. On
ground at either 10% Ng or 10 secs after starter activation, Battery 1 is connected to the
N
starter circuit to further enhance the starter capability. If external power is connected
IO
and selected, engine starting will be done with external power.
AT
For improved engine starting with a cold engine (oil temperature below +5° C), use
IZ
FLIGHT IDLE position for engine starting. At FLIGHT IDLE more fuel is provided during
R
the start cycle to enhance engine acceleration to idle speed.

IA
IL
It is possible after engine start, under conditions which result in slightly lower than
M
normal engine RPM (Ng), for the propeller RPM (Np) to enter into the cautionary and
FA
warning range. Such conditions include running the engine in high ambient
temperatures and applying a high electrical load after engine start, such as by high
D
generator current caused by an engine start with low battery voltage or by the automatic
AN
operation of the VCCS. This condition can be resolved by either; selecting the flight idle
position on the Condition Lever, reducing the electrical load on the system, inhibiting the
AL
bleed air flow from the engine, or by reducing the propeller pitch by retarding the PCL
aft of the idle detent. Normal procedures should be resumed prior to taxi.
ER
Note: Taxiing in flight idle is not recommended as the continuous application of the
EN
brakes, which may be required, could result in flat tires due to blown main wheel fusible
G
plugs.
R
If the Np does not stabilize above 950 rpm after following the above advice, shut down
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the engine. A maintenance check of the ground idle setting is required.
For information on the generator function, refer to Electrical System, this section.

Revision 10: Dec 20, 2010 7-10-21
SECTION 7-10
IGNITION
Ignition is provided by an ignition exciter and two spark igniter plugs. The ignition exciter
is a sealed electronic unit mounted at the engine cowling and is operated by the aircraft
28 VDC system. Two spark igniter plugs, located at the 4 and 9 o'clock positions in the
gas generator section, provide the spark to ignite the fuel/air mixture.
Ignition is controlled from the cockpit by the IGNITION switch, located in the ENGINE
START section of the overhead panel (Ref. Fig. 7-2-3). The switch has two positions,
LY
ON and AUTO. When set to ON, ignition will occur continuously and a green IGNITION
N
annunciator in the engine section of the PFD will come on.
O
When set to AUTO, ignition will automatically activate, regardless of the PCL position,
S
when the ITT is less than 500° C and the Ng is 10% or more, the green IGNITION
SE
annunciator in the engine section of the PFD will come on. Ignition stops 10 seconds
PO
after the ITT is more than 500° C and when the Ng is less than 10%.
R
Ignition should be manually switched ON when operating in heavy precipitation.
PU
ACCESSORIES
N
IO
Engine accessories comprising the propeller, propeller overspeed governors, and
AT
torque limiter are mounted on the front of the engine. The generator 1, starter/generator
2, fuel control unit, high and low pressure fuel pumps, and fuel/oil heat exchanger are
IZ
mounted on the accessory gearbox.

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7-10-22 Revision 10: Dec 20, 2010
SECTION 7-10
FIRE DETECTION
The system is composed of a sensor element and a responder. The sensor is a

stainless steel capillary tube filled with helium and containing a central hydrogen-
charged core which readily releases hydrogen gas when heated above a temperature
threshold. The responder houses both the fire pressure switch and the integrity switch
consisting of performed metal diaphragms which snap over center to contact stationary
pins under the effect of gas pressure.
LY
Due to generalized temperature increase over the entire length of the sensor, the
N
helium pressure increases and actuates the fire pressure switch triggering the alarm.
O
Alternatively, when the sensor is heated up intensely over a short length, the core
S
material releases hydrogen gas causing a pressure rise and actuates the fire pressure
SE
switch. The CAS warning “Engine Fire” red will illuminate. Both the averaging and
discrete functions are reversible.
PO
R
When the sensor tube is cooled, the average gas pressure is lowered and the discrete
PU
hydrogen gas returns to the core material. The reduction of internal pressure allows the
alarm switch to return to its normal position, opening the electrical alarm switch.
N
IO
In addition to the pressure activated alarm switch, the integrity switch is held closed by
AT
the averaging gas pressure at all temperatures down to -55° C. If a detector should
develop a leak, the loss of gas pressure would allow the integrity switch to open
IZ
activating the system fault caution. The CAS “Fire Detector” amber message will
R
illuminate when the Fire Detection system is inoperative.

IA
IL
System integrity is checked by pressing the FIRE WARN switch in the SYSTEM TEST
M
section of the overhead panel. When pressed, the availability of electrical power and
FA
circuit continuity is checked. Proper system function is indicated when both the CAS
“Engine Fire” and “Fire Detection” illuminate. If the “Fire Detection” fails to illuminate
D
during the test, the warning circuit is already closed and will not provide proper warning.
AN
In addition a back up power supply to the overhead panel is tested when the switch is
pressed.
AL
ER
CAUTION
EN
DUE TO THE COMPOSITE CONSTRUCTION OF THE

ENGINE COWLING AND THE POSSIBILITY OF
G
TOXIC GASSES, THE AIRPLANE ACS MUST BE

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SHUTOFF WHEN A FIRE CONDITION IS

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SUSPECTED.

Revision 10: Dec 20, 2010 7-10-23
SECTION 7-10
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INTENTIONALLY BLANK
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7-10-24 Revision 10: Dec 20, 2010
SECTION 7-10
ENGINE INDICATIONS, CAUTIONS AND WARNINGS
Refer to Figure 7-10-6, Engine Indicating and to Section 2 for the Engine Operating
Limits.
Primary engine indications are shown on the upper right corner of the pilot’s Primary
Flight Display (PFD) and on the upper left corner of the copilots (PFD) when installed.
The torque, ITT and Ng analog gauges have a 180° dial with a segmented perimeter, a
LY
moving pointer and a digital window. The oil gauges have a segmented vertical scale, a
N
moving pointer and a digital window. The propeller speed is shown in a digital window.
O
The engine fuel flow is shown as a digital readout.
S
SE
Under normal operating conditions the analog gauges have semi-transparent fan that is
attached to a moving white pointer and the digital readouts are shown in white on a grey
PO
box.
R
If there is missing data or the Modular Avionics Unit (MAU) senses that the data is
PU
invalid, the pointer and marks will be removed and an amber X will be shown on the
gauge. The digital data will be replaced with amber dashes.
N
IO
In a parameter caution condition, the analog gauge pointer and the fan segment in the
AT
caution range changes to amber and the digital window changes to amber with black
text.
IZ
R
In a parameter warning condition, the analog gauge pointer and the fan segment in the
IA
warning range changes to red and the digital window changes to red with white text.
IL
M
The engine indications for caution and warning conditions shown on the PFD have the
FA
same time delays as those shown on the CAS. Refer to the engine CAS Warnings and
Cautions for details of the time limits.
D
AN
The Monitor Warning System (MWS) monitors the engine parameters and if caution and
warning conditions are reached they will be shown on the CAS and the engine
AL
indications will be shown as follows:

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Revision 10: Dec 20, 2010 7-10-25
SECTION 7-10
PARAMETER/RANGE CAUTION INDICATION WARNING

INDICATION
Torque
Digital range 0 to 70 psi
Analog range 0 to 55 psi
White marks at 15 and 25 psi
Green arc from 0° to 36.95 psi
LY
Grey arc from 36.95 psi to max
N
range
O
Amber mark at 36.95 psi
S
SE
PO
R
PU
Red mark at 44.34 psi Analog range changes to Analog range
amber from red mark to changes to red
max range and fan
N from red mark to
IO
segment from red mark to max range and
AT
pointer changes to amber fan segment

from red mark to
IZ
pointer changes
R
to red
IA
IL
ITT
M
FA
Digital range 0 to 1200° C

Analog range 400 to 1000° C
D
Green arc from 400 to 820° C

AN
Grey arc from 820° to max range
Amber mark at 820° C

AL
ER
EN
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Red mark at 850° C Analog range changes to Analog range

R
amber from red mark to changes to red

FO
max range and fan from red mark to

segment from red mark to max range and
pointer changes to amber fan segment
from red mark to
pointer changes
to red

7-10-26 Revision 10: Dec 20, 2010
SECTION 7-10

INDICATION
Np
Digital range 0 to 1870 rpm Black readout in amber box White readout in
red box
LY
Ng
N
Digital range 0 to 120%
O
Analog range 0 to 120%
White mark at 13% when starter
S
engaged
SE
Grey arc from 0 to 60%
PO
Green arc from 60% to 104%
Grey arc from 104% to max range
R
PU
Amber mark at 60%
Analog range changes to
N
amber from 60% to
IO
minimum Ng and fan
AT
segment from amber mark

to pointer changes to
IZ
Amber mark at 103.5% amber

R
IA
Analog range between

IL
103.5 and 104% changes

M
Red mark at 104 % to amber

FA
Analog range
changes to red
D
from red mark to

AN
max range
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Revision 10: Dec 20, 2010 7-10-27
SECTION 7-10

INDICATION
Oil Pressure
Digital range 0 to 200 psi
Analog range 50 to 150 psi
Green segment from 90 to 135 psi
LY
Grey segment from 50 to 90 psi
N
Grey segment from 135 to 150 psi
O
S
Amber mark at 90 psi Analog range pointer
SE
changes to amber from
PO
135 psi to max range
when oil px above 135 psi
R
PU
Analog range pointer
N
60 to 90 psi when oil px
IO
below 90 psi
AT
(after 5 second delay)

IZ
Red mark at 60 and 135 psi Analog range

R
pointer changes
IA
to red from 135

IL
psi to max range

M
when oil px
above 135 psi
FA
Analog range
D
AN
pointer changes
to red from 60 to
min range when
AL
oil px below 60
ER
psi and Ng is
above 72%
EN
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7-10-28 Revision 10: Dec 20, 2010
SECTION 7-10

INDICATION
Oil Temperature
Digital range -45 to 120° C
Analog range 0 to 120° C
Green segment from 10 to 105°C
LY
Grey segment from 0 to 10° C
N
Grey segment from 105 to 120° C
O
Amber mark at 10 and 105° C Analog range pointer
S
SE
105° C to110° C when oil
PO
temp between 105 to
110° C
R
PU
Analog range pointer
changes to amber from 10
N
to min scale when oil temp
IO
below 10° C
AT
Red mark at 110° C Analog range

IZ
pointer changes
R
to red from 110°

IA
C to max range
IL
when oil temp

M
greater than
110° C
FA
Analog range
D
AN
pointer changes
to red if oil temp
remains
AL
between 105° C
ER
and 110° C for

more than 10
EN
minutes
G
Analog range
R
pointer changes
FO
to red from 10 to
min scale when
digital value
below
-40° C
Fuel Flow
Digital range – 0 to 800 lbs/hr

Revision 14: March 02, 2015 7-10-29
SECTION 7-10
The Crew Alerting System (CAS) window of the systems MFD displays the following
engine warnings and cautions for the engine parameters:
RED WARNING
Engine ITT 850 to 870° C (after 20 seconds), above 870° C.

During engine start 870 to 1000° C (after 5 seconds), above 1000° C
Engine Torque 44.34 to 61 psi (after 20 seconds), above 61 psi
LY
Engine Ng Above 104%
N
O
Engine Np 1760 to 1870 rpm (after 20 seconds), above 1870 rpm.
S
Between 350 and 950 on ground and propeller not feathered (after 15
SE
seconds)
PO
Engine Oil 60 to 90 psi and Ng above 72% (after 20 seconds) and engine running
R
Pressure 40 to 60 psi (after 20 seconds) and engine running
PU
135 to 200 psi (after 20 seconds), above 200 psi
Below 40 psi (immediately) and engine running
N
IO
Engine Oil 105 to 110° C (after 10 minutes), above 110° C, below -40° C
Temperature
AT
IZ
AMBER
R
CAUTION
IA
IL
Engine ITT 850 to 870° C, below 350° C and Np more than 800 rpm and engine
M
not starting. During engine start 870 to 1000° C

FA
Engine Torque 44.34 to 61 psi

D
AN
Engine Ng Below 60% (engine running), 103.5 to 104%
Engine Np Below 1640 rpm (after 5 seconds) and Ng above 90%, 1760 to 1870
AL
rpm.
ER
Below 350 to 950 on ground and propeller not feathered (after 15

seconds)
EN
Engine Oil 40 to 60 psi or 60 to 90 psi and Ng above 72% (after 5 seconds)

G
Pressure 135 to 200 psi

R
FO
Engine Oil 105 to 110° C, -40 to 10° C (engine running and PCL not at idle)
Temperature
NOTE: Engine running is defined as Np more than 800 rpm or fuel flow more than 75
lb/min, and the starter is not in auto-start.

7-10-30 Revision 14: March 02, 2015
SECTION 7-10
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Figure 7-10-6. Engine Indicating

Revision 10: Dec 20, 2010 7-10-31
SECTION 7-10
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INTENTIONALLY BLANK
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7-10-32 Revision 10: Dec 20, 2010
SECTION 7-11
PROPELLER
GENERAL
Refer to Figure 7-10-3, Engine Controls/ Indications and Figure 7-11-1, Propeller Pitch
Mechanism.
The airplane is equipped with a Hartzell 105 in (2.67 m), four blade, variable pitch, full
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feathering propeller which is driven by the engine power turbine through a reduction
gearing. The propeller hub and the four propeller blades are made of aluminum. Each
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blade incorporates an electric deice boot. The inner third of the propeller blades are shot
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peened in order to increase their fatigue life.
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DESCRIPTION
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The propeller is powered by the engine through the reduction gearbox. Propeller pitch is
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adjusted by engine oil pressure regulated through the Propeller Governor/Constant
Speed Unit (CSU). Nominal propeller rpm during all phases of operation is 1,700 rpm,
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except at low power settings at low speeds where there is insufficient energy available to
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rotate the prop at 1700 rpm.
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The pitch change mechanism is mounted on the propeller front hub and consists of a
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fixed cylinder, a sliding piston, and a feathering spring. The piston is connected to each
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propeller blade by a fork assembly which engages a cam follower on the blade root. A
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counterweight is attached to each blade near its root in such a position that when the
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propeller is rotating the counterweight is transferred to the blade as a force tending to

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turn the blade to coarse pitch. The feathering spring within the cylinder also tends to
move the blades towards coarse pitch and the feather position.
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Oil pressure from the engine oil system is boosted to a higher pressure by a pump in the
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CSU. Oil pressure is then applied to the rear of the sliding piston, overcoming the force
of the feathering spring and counterweights, to move the blades towards fine pitch.
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Thus, the blade angle is set by controlling the pressure of the oil supplied to the
propeller.
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In case that neither the CSU nor the overspeed governor limit the propeller speed, the Nf
governor will limit the engine power to not exceed (Np=109%) 1853 rpm.
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Should the CSU governing system fail, the overspeed governor will operate to limit the
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propeller speed (Np) to 106% (1802 rpm). The overspeed governor incorporates a
feathering solenoid valve which is energized when the Condition Lever is moved to the
CUT OFF position, causing the blades to feather. Electrical power to enable propeller
feathering is supplied from the Essential Bus.

Revision 10: Dec 20, 2010 7-11-1
SECTION 7-11
PC-12/47E
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Figure 7-11-1. Propeller Pitch Mechanism

7-11-2 Revision 10: Dec 20, 2010
SECTION 7-11
OPERATION
Refer to Figure 7-11-1, Propeller Pitch Mechanism.
In normal operation the propeller unfeathers after the condition lever is moved to
Ground Idle and the engine is accelerating to idle Ng during engine start. On the ground
at idle power the propeller rotates at approximately 1060 rpm. When power is increased
the CSU will control propeller speed at 1700 rpm. In the air, at low speeds and idle
power (F.I.) the propeller rpm may drop below 1700 rpm. The propeller feathers
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automatically when the condition lever is moved to CUT-OFF FEATHER.
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The propeller is reversible for operation in the Ground Operating range during ground
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operations only. To achieve propeller pitch below the low pitch stop, lift up the triggers
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on either side of the Power Control Lever (PCL) to clear the idle detent and pull aft. As
the PCL moves aft, the propeller blade angle decreases to the maximum reverse blade
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angle of -17.5°.
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WARNING
GROUND OPERATION WITH PROPELLER BELOWN

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950 RPM IS NOT PERMITTED.
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PROPELLER DE ICE
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Each propeller blade has an electrically heated boot on the inboard upper and lower
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leading edge. 28 VDC power supply for the boots is taken directly from the Power Line.
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It is supplied to the propeller de-ice boots via a slip ring mounted on the rear of the
spinner bulkhead and brush block mounted on a bracket on the engine. Protection
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against the affects of lightning strike is provided by a set of metal oxide varistors
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(MOV’s) mounted on the brush block assembly. The system is selected by the ICE
PROTECTION PROPELLER switch on the pilot’s lower right panel and the green
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PROPELLER annunciator in the engine section of the PFD will come on. The switch
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has the positions ON and OFF.

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A deice timer unit selects power alternately to opposite pairs of blades to minimize the
chance of asymmetric ice shedding. When the PROPELLER switch is set to ON, the
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timer selects automatically the appropriated cycle depending on the IOAT. The three
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possible modes are:

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Mode 1 (IOAT > 0°C): the timer is in stand by and none of the blades are heated.
Mode 2 (0°C  IOAT > -16°C): blades 1 and 3 are heated for 45 seconds followed by
blades 2 and 4 for 45 seconds, then all blades are off for 90 seconds.
Mode 3 (IOAT  -16°C): blades 1 and 3 are heated for 90 seconds followed by blades 2
and 4 for 90 seconds.
The above cycles are repeated until the PROPELLER switch is set to OFF.
Revision 10: Dec 20, 2010 7-11-3
SECTION 7-11
PC-12/47E
IOAT sensing is by a sensor mounted under the left hand wing. This sensor is termed
the controller and presents the principal control signal. A second sensor is mounted in
an identical position under the right hand wing. This sensor is termed the comparator
and allows the control sensor to be checked.
The Propeller De-ice Controller monitors the various system control functions and
outputs a fault signal to the MAU for a detected failure; the Crew Alerting System (CAS)
shows a caution in the event of detected failures. The following functions are monitored:
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 Inhibit input open

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Failure of IOAT sensor (Open or short sensor or unacceptable difference
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between IOAT control sensor and IOAT comparator sensor)
 Heater supply voltage out of tolerance
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
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Heater current out of tolerance
 Built in test for internal failure (power supply, oscillator, watchdog etc)
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When the system is on, if the MAU detects a failure, an amber Propeller De Ice caution
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is shown on the CAS.
INDICATION/WARNING
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The propeller speed is displayed digitally in the engine window on the Primary Flight
Display (PFD).
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The red Propeller Low Pitch warning will be shown on the CAS when the propeller pitch
is less than 6° (minimum pitch in flight) and the aircraft is not on the ground.
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Upon selection of the de ice system the de ice timer performs a built in test function
lasting 5 seconds. A pre-flight test is performed in this manner. The CAS amber
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Propeller De Ice caution will be shown if the system electrical load is outside its limits.
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7-11-4 Revision 10: Dec 20, 2010
SECTION 7-12
FUEL
GENERAL
Refer to Figure 7-12-1, Fuel System for system schematics and equipment layout.
Fuel is contained in two integral wing tanks and is supplied to the engine in excess of
that required for all ground and flight operations. Each wing tank contains drain valves.
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The transfer and delivery of fuel is achieved using a motive flow jet pump system and
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two engine driven pumps (low pressure pump and the FCU high pressure pump).
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Electric booster pumps provide pressure during the engine start sequence, as a standby
function when the normal system cannot maintain adequate pressure and are used to
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balance the fuel level in each wing. Fuel symmetry is maintained automatically by the
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Fuel Control and Monitoring Unit (FCMU).
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Refueling is accomplished using over-wing filler caps. Fuel quantity, fuel flow rate and
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booster pump operation are shown in the FUEL window of the systems Multi Function
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Display (MFD). Fuel flow rate is also shown in the engine window of the PFD. Low fuel
pressure, low fuel quantity and fault conditions will be shown in the Crew Alerting
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System (CAS) window. In an emergency, fuel flow to the engine can be stopped by
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pulling the FUEL EMERG SHUT OFF handle, located at the aft end of the center
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console, left of the aircraft centerline.

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DESCRIPTION
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The fuel storage system includes integral wing tanks, fuel drains, refueling ports, and
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vents. The main fuel tank is between ribs 6 and 16, forward of the rear and main spars.
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A collector tank is forward of the main spar between ribs 3 and 6. Fuel drains are located
in the lower wing-skins and in the fuel service bay on the left side of the fuselage, left of
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the nose wheelwell. These fuel drains allow the removal of water and other
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contaminants during preflight.

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Refueling is accomplished through an overwing filler cap located at the outer, upper
section of each wing. Each wing has a usable fuel capacity of 201 US gal (761 liters).
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The fuel vent bay allows venting of the fuel system through inward and outward vents
located on the lower surface of the outer fuel bay.
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A check valve is installed in the motive flow line at each collector tank. The check valves
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stop fuel flow between the left and right wing tanks.
The distribution system transfers fuel from left and right main tanks to the collector tank
in each wing and delivers fuel from the collector tanks to the engine fuel control unit.
Within the tanks are electric booster pumps, transfer jet pumps, and delivery jet pumps.
From the collector tanks the fuel flows through a fuel filter, maintenance and firewall
shutoff valves, an air separator, a low pressure engine driven pump, an oil/fuel heat
exchanger, and a high pressure engine driven pump to the fuel control unit.

Revision 10: Dec 20, 2010 7-12-1
SECTION 7-12
The tanks in each wing contain four capacitance type fuel quantity probes that are
connected to the fuel computer part of the FCMU. The resistance temperature detector
type fuel low level sensors in the collector and main tanks are connected to the low level
sensing part of the FCMU.
OPERATION
During normal operation with the engine running, fuel is transferred from the wings to
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the engine by a motive flow system. Fuel under pressure from the low pressure engine
driven pump is returned to the wings to provide motive flow through the transfer jet
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pump and the delivery jet pump. The transfer jet pump transfers fuel from the wing tank
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to the collector tank. The left and right wing delivery jet pumps transfer fuel to a
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common manifold. Fuel then flows through the maintenance shutoff valve and the fuel
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filter. The fuel filter incorporates a bypass valve in case the filter becomes blocked, and
a spring loaded drain valve. Fuel is then directed into the air separator. The air
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separator passes air in the fuel system to the vent return line and incorporates the fuel
low pressure switch. The fuel then passes through the firewall shutoff valve to the low
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pressure engine driven fuel pump. The firewall shutoff valve is mechanically connected
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to the FUEL EMERG SHUT-OFF handle in the cockpit. The low pressure engine driven
fuel pump includes a pressure relief valve that maintains a fuel pump outlet pressure of
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43.5 psig (3 bar). A bypass valve allows for fuel flow around the low pressure engine
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driven fuel pump in the event of a fuel pump failure.
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An electric booster pump, located within each collector tank, provides fuel pressure
during engine start and is used to maintain system pressure and fuel balancing when
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required. Each booster pump LH and RH is controlled by a two position (ON or AUTO)
switch located on the FUEL PUMPS section of the overhead panel. When set to ON,
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the booster pump will operate continuously. With the switch set to AUTO (the normal
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operating setting), the booster pump will operate automatically for fuel balancing or
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whenever the fuel system pressure falls below 2 psig (0.14 bar). The booster pump will
shutoff automatically 10 seconds after the fuel system pressure reaches 3.5 psig (0.24
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bar). A booster pump is capable of supplying the engine in case the low pressure
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engine driven pump fails.

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The green PUMP captions indicate that the electric booster pumps have been selected
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to ON, by the overhead panel switches or by the automatic fuel balancing or due to low
fuel pressure. The green PUMP captions do not confirm correct pump operation.
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Fuel supply greater than engine demand is returned from the fuel control unit to the vent
bays.
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Refer to Engine Fuel System, this section, for engine fuel supply.

7-12-2 Revision 10: Dec 20, 2010
SECTION 7-12
Fuel symmetry is automatically maintained by the FCMU when the FUEL PUMPS
switches are set to AUTO. Left and right fuel quantities are monitored to detect fuel
asymmetry exceeding 68 lbs and will activate the fuel booster pump in the tank with the
higher quantity. Fuel booster pump activation is delayed one minute to avoid pump
cycling during flight in turbulence. The fuel booster pump will continue to operate until
the left and right fuel levels are sensed to be equal. Automatic activation of the fuel
booster pumps will only occur when the condition lever is out of the CUT-OFF position.
A fuel imbalance (refueling errors) of up to 267 lbs can be automatically handled by the
automatic fuel balance system. In the event of a system failure, the fuel load symmetry
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can be maintained by manually selecting the FUEL PUMPS switch to ON for the fuel
tank with the higher quantity until a balanced fuel condition is restored and then setting
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the switch to AUTO. Monitor the fuel quantity gauges for fuel symmetry for the
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Power for the FCMU fuel computer is taken from the ESSENTIAL BUS through the
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FUEL QTY circuit breaker. Power for the low level sensing part of the FCMU is from the
MAIN BUS through the FUEL LOW LEVEL circuit breaker.
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INDICATION/WARNING
Fuel quantity and low level sensing data is sent to the MAU from the FCMU. A fuel flow
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sensor located forward of the engine FCU sends a signal to the MAU to indicate fuel
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flow. The MAU calculates and displays analog and digital readouts in the FUEL window
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of the systems MFD. The left and right tank fuel quantities are shown as analog and the
total fuel quantity, fuel flow, endurance and fuel used values are shown digitally.
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The analog fuel quantity and the digital fuel flow (FF) are real time data displays. The
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digital fuel quantity (QTY), endurance (END), and fuel used (USED) are calculated
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value displays. The values are derived from the stored fuel quantity at the time of FUEL
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RESET (see below) and the integrated fuel flow over time since reset.
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The fuel quantity of the left and right wing fuel tanks is shown by white segments on a
left and right analog scale in the FUEL window. The scales are marked from 0 to 4 (full)
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in units of quarters. Left and right booster pump selection is shown by a green PUMP
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indicator below the respective quantity scale.

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The digital total computed left and right fuel tank quantity (QTY) is shown in the FUEL
window in lbs (LB). The digital fuel quantity is calculated from the last RESET value, fuel
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as it is used will then be subtracted from this value. The fuel flow (FF) digital value is
shown as pounds fuel used per/hour (LB/H). The endurance display (END) range is the
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time in hours and minutes the aircraft can fly with the quantity of fuel that is calculated to
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be in the tanks at the current fuel flow. The digital fuel used (USED) value indicates fuel
consumed in lbs (LB) based on fuel flow vs time (FF) of engine operation.
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Tolerances of the fuel flow measurement system can lead to a conservative digital value
of the measured fuel burn and the remaining fuel quantity. The pilot can on longer flights
update the digital fuel quantity indication with the actual fuel value on board, by pressing
the FUEL RESET soft key. Fuel reset in flight should only be used when the wings are
level, pitch within ±3°, with unaccelerated flight and no turbulence present. Fuel reset
will also reset the fuel used to zero.

Revision 10: Dec 20, 2010 7-12-3
SECTION 7-12
A FUEL RESET softkey in the FUEL window is used to re-datum the total fuel quantity
and fuel used value after each time fuel is added to the wing tanks. These values are
stored in non-volatile memory when power is removed. To reset the totalizer, either
press the bezel key FUEL RESET or bring focus and use the MF controller. After engine
start, verify that the fuel quantity indication increases to the new fuel quantity and the
fuel used indication is reset to zero. The FUEL RESET command is disabled if the
FCMU computer detects a fault condition.
If a fuel low level indication condition becomes active all segments shown on the analog
scale and the fuel scale outline will change to amber and a LH Fuel Low or RH Fuel
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Low or LH + RH Fuel Low caution will be shown in the CAS window of the systems
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MFD.
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If there is a fuel imbalance of more than 178 lbs, the Fuel Imbalance caution will be
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shown in the CAS window. The segments of the fuel quantity bar representing the
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excess fuel on the fuller tank side will change to amber. The booster pump on the fuller
tank side will operate automatically to balance the fuel. When on the ground takeoff is
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prohibited until the fuel is balanced.
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If there is missing data or the Modular Avionics Unit (MAU) senses that the analog fuel
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sensing data is invalid, the analog fuel scales will be removed and an amber X will be
shown on the scale. If the fuel flow status data becomes invalid or missing the digital
data values will be replaced with amber dashes.
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A low fuel pressure condition 2 psi (0.14 bar) will be shown by a Fuel Low Pressure
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caution in the CAS window.

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The CAS window of the systems MFD displays the following cautions for the fuel
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system:
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AMBER CAUTION
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Fuel Quantity Fault The FCMU is unable to determine fuel quantity

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LH Fuel Low The fuel quantity in left, right or both tank(s)

RH Fuel Low has reached less than 20 US gal (75 liters)
LH + RH Fuel Low
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Fuel Pressure Low The fuel system pressure less than 2 psi (0.14 bar)
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Fuel Balance Fault FCMU automatic fuel balancing is not successful

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Fuel Imbalance A fuel imbalance of more than 178 lbs between LH and RH
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fuel quantity. Takeoff is prohibited until balanced

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The CAS window of the systems MFD displays the following status for the fuel system,
on the ground:
WHITE
FCMU Fault The FCMU has detected an internal fault
Low Lvl Sense Fault The FCMU has detected a fault with fuel low level sensing

7-12-4 Revision 10: Dec 20, 2010
SECTION 7-12
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Figure 7-12-1. Fuel System

(Sheet 1 of 4)
Revision 13: June 01, 2014 7-12-5
SECTION 7-12
PC-12/47E
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(Sheet 2 of 4)
7-12-6 Revision 10: Dec 20, 2010
SECTION 7-12
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(Sheet 3 of 4)
Revision 10: Dec 20, 2010 7-12-7
SECTION 7-12
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Figure 7-12-1 Fuel System

(Sheet 4 of 4)
7-12-8 Revision 10: Dec 20, 2010
SECTION 7-13
ELECTRICAL
GENERAL
Refer to Figure 7-13-1, Power Generation Distribution System (PGDS) for system
schematics and equipment layout.
The PGDS is a dual channel 28 VDC power generation and distribution system, it has the
following power sources:
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
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Generator 1 a 28 V, 300 A generator
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 Generator 2 a 28 V, 300 A generator
 Two lead-acid batteries 24 V 42Ah or optional two nickel-cadmium batteries 24 V 40
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Ah
 Emergency Power Supply (EPS) a 24 V 5Ah lead-acid battery unit
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Under PGDS normal operating condition (Fig. 7-13-2, Sheet 1) the systems and circuits
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powered from Generator 1 are designated channel 1 and systems and circuits powered
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from Generator 2 are designated channel 2. The channels operate independently and the
only connection is thru a bus tie in the event of component failures. In the event of
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component failures, automatic switching and load shedding takes place for continued
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safe flight and landing under abnormal and emergency conditions.
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The PGDS abnormal operating condition is when one generator has failed. High current
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consumption busses and systems are load shed if a Generator 1 or 2 fails. Refer to Fig.
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7-5-2, Sheets 2 and 3 which show a Generator 1 and 2 failure.

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The PGDS emergency operating condition is when both generators have failed (i.e.
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engine flame out). Refer to Fig. 7-13-2, Sheet 4 for the busses and high current
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consumption systems that are load shed.

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An external power socket permits DC power to be provided from a ground power unit.
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DESCRIPTION
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POWER SUPPLIES
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When the engine is running, Generator 1 is the primary power source for the Channel 1
Power Line, and the Essential and Avionic 1 Buses. The Standby Bus is powered from
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the Avionic 1 Bus. If the Avionic 1 Bus is switched OFF, the Standby Bus is powered from
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the Hot Bat Bus provided the STBY BUS switch is set to on.
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Generator 2 is the primary power source for the Channel 2 Secondary Power Line and
the Main, Avionic 2, Non-Essential and Cabin Buses. Generator 2 is also the engine
starter motor. If the engine STARTER switch is pushed to ON and the engine Ng is less
than 50%; the generators are automatically switched OFF.
Should either the Generator 1 or Generator 2 fail, the control relays in the PGDS
automatically change and connect the remaining generator and both batteries to the
Power and Secondary Power Lines. A caution will be displayed in the Crew Alert System
(CAS) window. This is the PGDS abnormal operating condition.

Revision 10: Dec 20, 2010 7-13-1
SECTION 7-13
Battery 1 and Battery 2 are installed in the rear fuselage. Each battery has an on/off
switch on the Electrical Power Management (EPM) section of the overhead control panel.
Battery 2 provides the power for starting the engine. Battery 1 provides power to maintain
the essential systems during engine start and on ground supplements Battery 2 for
engine starting at either above 10% Ng or after 10sec after the starter is activated.. In
case of an engine or double generator failure, the batteries will supply the essential
electrical systems after automatic load shedding for a maximum range glide and one
attempted engine start. This is the PGDS emergency operating condition.
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Each generator and battery has a current and a voltage sensor. The Modular Avionics
Unit (MAU) monitors the condition of the generators for under and over voltage and the
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batteries for under and over voltage and over current (discharge), and provides the
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appropriate cautions. The PGDS status is displayed in the ELECTRICAL window and the
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cautions are displayed in the CAS window. Both windows are on the systems Multi
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Function Display (MFD) unit. Each generator has a three position control switch on the
EPM section of the overhead control panel.
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On ground the DC system can be powered by an external power unit which is connected
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under the rear fuselage left side. When the external power supply is connected to the
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aircraft, an AVAIL caption to the right of the EXT PWR switch on the overhead panel is
illuminated to show that external power is available. To apply external power to the
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aircraft electrical system, the EXT PWR switch must be selected to EXT PWR. When the
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EXT PWR switch is set to EXT PWR, an ON caption to the right of the EXT PWR switch
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is illuminated. With both generators off-line the Bus Tie is closed and ground power is fed
to all aircraft busses and both batteries. An External Power Controller (EPC) monitors
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external power supply and automatically isolates the aircraft systems if the voltage is
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outside the range 22 to 29.5 VDC. The EPC will disconnect external power if either
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generator is on-line.
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In the event of a total power loss (both generators and batteries) the Emergency Power
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Supply (EPS) battery will provide sufficient power thru the EPS bus to the backup
systems for 30 minutes. Under normal, abnormal and emergency conditions the EPS
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battery is connected to the Essential Bus to maintain a maximum charge. Following the
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loss of the Essential Bus the EPS Bus automatically switches to be supplied from the
EPS battery. When the aircraft is powered down normally, the EPS switch on the
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overhead panel must be set to OFF to prevent discharge of the EPS battery.
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JUNCTION BOXES
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There are two Power Junction Boxes (PJB), one for each generator. Generator 1 PJB is
installed on the cockpit lower left wall and Generator 2 PJB is installed on the cockpit
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lower right wall. They contain the principal contactors, relays and other circuit protection
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devices. There is a Battery and External Power Junction Box (BEPJB) which contains the
components for the batteries, external power functions, hot battery bus and associated
circuit breakers. It also contains the necessary components to permit optional nickel
cadmium batteries to be installed. The BEPJB is installed in the rear fuselage. There is
also a Relay Module Panel (RMP) for power Channel 1 and 2, which contain terminal
blocks and relays and are installed under the cabin floor on the left and right sides.

7-13-2 Revision 10: Dec 20, 2010
SECTION 7-13
BUS BARS
The Generator 1 and 2 DC power supplies are distributed via a system of BUS BARS on
each channel. A bus tie installed in the left PJB is monitored by the MAU and will close
when either generator is off-line to allow the remaining generator to provide power to the
other channel.
If both generators are off-line (PGDS emergency condition), both batteries are connected
in parallel via the bus tie to power the left channel essential busses. The bus tie will open,
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if an excessive current condition on one channel is sensed, to isolate the left and right
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channels. A caution is displayed in the CAS window if the bus tie is in the wrong state for
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the PGDS configuration.
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The Hot Battery Bus is powered directly from Battery 1. It supplies power to systems that
must remain powered or available when the aircraft is powered down.
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The Power Line is the primary source of electrical power with the highest level of integrity.
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It supplies the Essential and Avionic 1 Buses and power for the flaps, LH windshield de-
ice, propeller de-ice and cabin heating.
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The Essential Bus has the highest level of integrity and under normal conditions it is
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powered from Generator 1. It can be supplied with power from either generator or both
batteries. This bus will always be powered under normal, abnormal and emergency
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conditions. There are no relays or contactors controlling the Essential Bus. The Essential
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Bus voltage is monitored by the MAU and a warning will be displayed in the CAS window
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if the voltage is outside the limits.

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The Avionic 1 Bus has the highest level of integrity and under normal conditions it is
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powered from Generator 1. It can be supplied with power from either generator or both
batteries. This bus will always be powered under normal, abnormal and emergency
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conditions. A contactor in the left PJB is controlled by the AV 1 BUS switch on the
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overhead panel. The Avionic 1 Bus voltage is monitored by the MAU and a caution will be
displayed in the CAS window if the voltage is outside the limits.
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The Secondary Power Line is the source of electrical power with the second highest level
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of integrity. It supplies the Main, Avionic 2, Non-Essential and Cabin Buses and power for
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the hydraulics, RH windshield de-ice, VCCS and under floor heating.

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The Main Bus has the second highest level of integrity and under normal conditions it is
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powered from Generator 2. It can be supplied with power from either generator. This bus
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will always be powered under normal and abnormal conditions. The Main Bus contactor is
normally closed and will automatically open under emergency conditions and load shed
the Main Bus. The Main Bus voltage is monitored by the MAU and a caution will be
displayed in the CAS window if the voltage is outside the limits. The caution is
suppressed if both generators are off-line.
The Avionic 2 Bus has the second highest level of integrity and under normal conditions it
is powered from Generator 2. It can be supplied with power from either generator. This
bus will always be powered under normal and abnormal conditions. A contactor in the
right PJB is controlled by the AV 2 BUS switch on the overhead panel. The Avionic 2 Bus
voltage is monitored by the MAU and a caution will be displayed in the CAS window if the
Revision 10: Dec 20, 2010 7-13-3
SECTION 7-13
voltage is outside the limits. The caution is suppressed if both generators are off-line or
the AV 2 BUS switch on the overhead control panel is OFF.
The Generator 1 Bus has the third highest level of integrity and under normal and
abnormal (Generator 2 off-line) conditions it is powered from Generator 1. When the
Generator 1 is off-line the Generator 1 Bus is un-powered. The Generator 1 Bus provides
power to non-essential equipment that can be retained in the event of a Generator 2
failure. The Generator 1 Bus
LY
voltage is monitored by the MAU and a caution will be displayed in the CAS window if the
N
voltage is outside the limits. The caution is suppressed if Generator 1 is off-line.
O
S
The Generator 2 Bus has the third highest level of integrity and under normal and
SE
abnormal (Generator 1 off-line) conditions it is powered from Generator 2. When the
Generator 2 is off-line the Generator 2 Bus is un-powered. The Generator 2 Bus provides
PO
power to non-essential equipment that can be retained in the event of a Generator 1
failure. The Generator 2 Bus voltage is monitored by the MAU and a caution will be
R
displayed in the CAS window if the voltage is outside the limits. The caution is
PU
suppressed if Generator 2 is off-line.
N
IO
The Non Essential Bus has the fourth highest level of integrity and under normal
conditions it is powered from Generator 2. When either generator is off-line the Non
AT
Essential Bus is un-powered. The Non Essential Bus provides power to equipment that
IZ
may be shed in the event of a single generator failure. The Non Essential Bus voltage is
monitored by the MAU and a caution will be displayed in the CAS window if the voltage is
R
IA
outside the limits. The caution is suppressed if either generator is off-line.

IL
M
The Cabin Bus has the fourth highest level of integrity and under normal conditions it is
powered from Generator 2. When either generator is off-line the Cabin Bus is un-
FA
powered. The Cabin Bus provides power for ancillary non-flight related services within the
D
cabin. All these services are shed in the event of a single generator failure. A contactor in
AN
the right PJB is controlled by the CABIN BUS switch on the overhead control panel.
AL
The Standby Power Bus provides power to specific avionic equipment to allow the pilot to
perform pre-flight planning and ATC communication tasks without the need to power up
ER
the aircraft primary busses prematurely. The Standby Power Bus is controlled by the
STBY BUS switch on the overhead control panel. When the switch is selected on before
EN
engine start an ON indicator illuminates adjacent to the switch. When the Avionic 1 Bus
G
becomes powered the Standby Power Bus ON indicator goes off. During emergency
operation if additional load shedding is required the pilot can switch off the AV 1 BUS and
R
retain the Standby Power Bus. The Standby Power Bus voltage is monitored by the MAU
FO
and a caution will be displayed in the CAS window if the voltage is outside the limits.
The Emergency Power Supply bus provides power to specific back-up equipment
following the loss of all electrical power (both generators and the aircraft batteries).

7-13-4 Revision 10: Dec 20, 2010
SECTION 7-13
CIRCUIT BREAKERS
Circuits supplied from the Bus Bars have circuit breakers on color coded panels on the
left and right cockpit walls. The bus locations and color coding are as follows:
Panel LH Front ESSENTIAL BUS cyan

Panel LH Rear AVIONIC 1 BUS ice blue
EPS BUS yellow
LY
STANDBY BUS dove blue
N
GENERATOR 1 white
O
Panel RH Front MAIN BUS green
S
NON ESSENTIAL BUS pink
SE
Panel RH Rear AVIONIC 2 BUS light green
PO
CABIN BUS brown
R
GENERATOR 2 gray
PU
The circuit breakers for the high current consuming systems FLAP PWR, LH W/SHLD,
N
PROP DE-ICE and CABIN HTG are all installed on the LH PJB. The circuit breakers for
IO
the high current consuming systems HYD PWR, RH W/SHLD, U/FLOOR HTR and
AT
optional FOOTWARMER are all installed on the RH PJB. The circuit breakers for the
(VCCS) CPRSR PWR and optional LOGO LT are installed on the BEPJB.
IZ
R
The BUS TIE circuit breaker on the overhead control panel will open automatically if the
IA
current through the bus tie in the left PJB exceeds 200 amps. The bus tie in the left PJB
IL
can be opened manually and reset, if required, by pulling or pushing the control BUS TIE
M
circuit breaker on the overhead control panel.

FA
CONTROLS AND INDICATORS

D
AN
Overhead Panel
AL
The electrical system is controlled from the ELECTRICAL POWER MANAGEMENT

ER
section of the overhead control panel. The panel has controls for the:
EN
 Avionics busses (AV 1 and AV 2)

G
 Generators (GEN 1 and GEN 2)

R
 Batteries (BAT 1 and BAT 2)

FO
 External power (EXT PWR)

 Standby bus (STBY BUS)
 Cabin bus (CABIN BUS)
 Master power (MASTER POWER)
 Emergency Power System (EPS)
 Bus Tie (BUS TIE)
The Power management system is designed to leave the GEN 1, GEN 2, AV 1 BUS, AV
2 BUS and CABIN BUS switches in the on position in normal operations (through power
cycles).

Revision 10: Dec 20, 2010 7-13-5
SECTION 7-13
The MASTER POWER EMERGENCY OFF switch is guarded to the on position. When
the switch is selected off the Generator 1 and 2, Battery 1 and 2 and external power are
disconnected from the distribution system. The Standby Power Bus is de-energized. The
Hot Battery and Emergency Power busses remain energized.
The GEN 1, GEN 2, BAT 1, BAT 2, AV1 and AV 2 switches are locking type switches.
These switches must be pulled out before they can be moved from the on position. The
GEN 1 and GEN 2 switches have three positions: ON, OFF and RESET. The reset
position is used to allow the generator back on line following a voltage regulator trip.
LY
N
The EPS switch has three positions: ARM, OFF and TEST. In the ARM position the EPS
O
bus is powered and the red EPS ON indicator illuminates. In the TEST position an EPS
battery capacity test is performed and if successful the green TEST indicator illuminates.
S
SE
The GEN 1, GEN 2, BAT 1 and BAT 2 voltages and amperes indications are shown are in
PO
the ELECTRICAL status window of the systems MFD. A positive BAT current indicates
battery charging rate. The indications are shown as amber dashes if a sensor reading is
R
out of range.
PU
N
The MAU provides monitoring of the battery voltage and current. The conditions that will
IO
result in a caution output to the CAS are:
AT
 A decrease of battery voltage below 22.0 VDC will give a Battery caution
IZ
 An increase of battery current above 60 Amps discharge will give a Battery

R
caution
IA
IL
 An increase of battery voltage above 30.3 VDC will give a Battery caution
M
FA
Continuous monitoring of the GEN 1 and GEN 2 voltages for close to limit cautions is
provided by the MAU. The conditions that will result in a caution output to the CAS are:
D
AN
 A decrease of generator voltage below 22.0 VDC will give a Generator

caution
AL
 A increase of generator voltage above 30.3 VDC will give a Generator

ER
caution
EN
G
R
FO

7-13-6 Revision 10: Dec 20, 2010
SECTION 7-13
OPERATION
CAUTION
FAILURE TO FOLLOW THE CORRECT POWER UP

AND POWER DOWN SEQUENCE WILL TRIGGER
NUISANCE WARNINGS AND CAUTIONS, DUE TO
EQUIPMENT NOT BEING CORRECTLY POWERED UP
AND THEREFORE RESULTING IN A FAULT STATUS.
LY
ONLY PERFORMING A CORRECT POWER UP CYCLE
N
WILL INITIALISE EQUIPMENT AND SYSTEMS TO A
O
CORRECT STATE.
S
The correct power up sequence is STBY BUS switch ON, EPS switch test for 5 seconds
SE
then ON, BAT 1 and 2 switches ON and EXT PWR switch ON (if available). The correct
PO
power down sequence is EXT PWR switch OFF (if ON), STBY BUS switch OFF, EPS
switch OFF and BAT 1 and BAT 2 switches OFF. To power up the aircraft expeditiously,
R
the standby bus and the EPS can be switched ON prior to performing the outside check.
PU
Before sitting down, the pilot can switch BAT 1 and 2 switches ON, then, once seated
and once the relevant checklist items have been performed, the system is ready for
N
engine start.
IO
When the STBY BUS switch on the overhead control panel is set to on, the blue ON
AT
indicator illuminates to show power is available from the Hot Battery bus. This allows the
IZ
pilot to perform pre-flight planning and ATC communication tasks without powering up the
R
whole aircraft. After engine start and the Avionic 1 bus becomes powered the blue ON
IA
indicator will go off.

IL
M
The EPS should be checked prior to flight by moving the EPS switch on the overhead
FA
control panel to the TEST position. The green TEST indicator comes on to indicate a
serviceable battery. The EPS switch is then set to the ARMED position and the red EPS
D
ON comes on. Once either external power or the batteries are switched on the EPS ON
AN
indicator goes off.

AL
Before applying external power make sure the BAT 1 and BAT 2 switches are in the on
position. Applying external power to the socket under the rear fuselage left side causes
ER
the green AVAIL indicator on the overhead control panel to illuminate. When the EXT
EN
PWR switch is set to EXT PWR the blue ON caption is illuminated and the external power
is supplied to all busses and both batteries (Bus Tie closed). The external power voltage
G
can be seen on the BAT 1 and BAT 2 indicators. The external power voltage is monitored
and the external power supply will be automatically disconnected by the external power
R
FO
controller, if the voltage goes outside the limits. An External Power caution is displayed in
the CAS window if ground power is still connected and the aircraft is ready to taxi (i.e.
engine running, both generators and both avionic busses are on).
Battery voltages and amperes can be seen on the BAT 1 and BAT 2 status indicators.
After engine start and when the generators come on-line the Bus Tie will open (dual
channel system) with the Generator 1 powering one channel and Generator 2 powering
the other channel. This is the PGDS normal operating condition with all busses available.
Disconnecting the external power from the aircraft will cause the overhead control panel
green AVAIL indicator to go off.

Revision 13: June 01, 2014 7-13-7
SECTION 7-13
PC-12/47E
The output voltages and load of the GEN 1 and GEN 2 and the voltages and load or
charging current of BAT 1 and BAT 2 can be observed in the ELECTRICAL status
window on the systems MFD.
The generator voltages are monitored by the MAU for under and over voltage conditions.
The Generator Control Units (GCU) monitor the generators for over current conditions.
The batteries are monitored for under, over voltage and over current conditions by the
MAU. If an outside of acceptable limits condition arises the appropriate warnings or
cautions are shown in the CAS window.
LY
N
Failures within the PGDS follow a structured degradation of systems functionality. Should
O
either the Generator 1 or Generator 2 fail, the appropriate control relays within the PGDS
automatically reconfigure so that the remaining generator and both batteries are
S
connected in parallel to the Power Line and the Secondary Power Line through the bus
SE
tie. A caution will be displayed in the CAS window. This is the PGDS abnormal operating
PO
condition and automatic load shedding takes place.
R
In the event of a dual generator failure the Bus Tie closes and both the batteries supply
PU
the Power Line. The Secondary Power Line will also be powered but apart from Hyd Pwr
all the distribution busses will be automatically load shed. A warning will be displayed in
N
the CAS window. This is the PGDS emergency condition and automatic load shedding
IO
takes place. With the STBY BUS switch on, the Avionic 1 bus can be manually switched
AT
off with the AV 1 BUS switch to further reduce the electrical load.
IZ
If a battery failure condition is detected and shown in the CAS window the appropriate
R
battery switch must be selected off by the crew to open the battery relay to isolate the
IA
failed battery. The position of all other relays and bus ties remain unchanged and there is
IL
no degradation of system performance.

M
FA
Following the loss of generator and battery power to the Essential Bus the EPS battery
will provide power to the standby instruments. The red EPS ON indicator on the overhead
D
control panel will come on.

AN
AL
Refer to the Emergency Procedures (Section 3) for further information on emergency

procedures.
ER
EN
G
R
FO

7-13-8 Revision 13: June 01, 2014
SECTION 7-13
INDICATION/WARNING
PGDS status indication is displayed in the ELECTRICAL window of the systems MFD.
Under normal operating conditions the PGDS readouts are given in white. If an out of limit
condition arises the PGDS readout background will change to yellow for a caution or red
for a warning together with the relevant CAS caution or warning.
The CAS window on the systems MFD displays the following WARNINGS and
CAUTIONS for the PGDS:
LY
N
RED WARNING
O
Essential Bus - Indicates busbar voltage less than 22 VDC
S
SE
Generators - Indicates both generators are off-line and engine is running
PO
Battery 1 Hot Indicates battery 1 or 2 or both batteries over temperature
R
Battery 2 Hot (only operative with Ni-cad batteries installed)
PU
Battery 1 and 2 Hot Accompanied by voice callout “Battery Hot”
AMBER CAUTION
N
IO
AT
External Power - External power connected with both generators on-line and both
Avionic busses energized
IZ
Generator 1 Off - Generator 1 is off-line and engine is running

R
IA
Generator 2 Off - Generator 2 is off-line and engine is running

IL
M
Bus Tie - Indicates Bus Tie is in the incorrect position for the PGDS
FA
configuration
Avionics 1 Bus
D
Avionics 2 Bus Indicates Avionics 1 or 2 or both bus voltage is less than 22 VDC
AN
Avionics 1+2 Bus

AL
Generator 1 Volts
Generator 2 Volts Indicates Generator 1 or 2 or both voltage is less than 22 VDC
ER
Generator1+2 Volts or more than 30.3 VDC

EN
Battery 1
Battery 2 Indicates battery 1 or 2 or both under and over voltage or current
G
Battery 1+2 discharge condition

R
FO
Battery 1 Off
Battery 2 Off Indicates battery 1 or 2 or both are off-line
Battery 1+2 Off
Main Bus
Generator 1 Bus
Generator 2 Bus
Indicates a busbar voltage is less than 22 VDC
Generator 1+2 Bus
Standby Bus
Non Essential Bus

Revision 10: Dec 20, 2010 7-13-9
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-1. Power Generation and Distribution System (PGDS) - Controls

(Sheet 1 of 4)
7-13-10 Revision 10: Dec 20, 2010
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-1. PGDS LH Circuit Breaker Panels

(Sheet 2 of 4)
Revision 10: Dec 20, 2010 7-13-11
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-1. PGDS - RH Circuit Breaker Panels

(Sheet 3 of 4)
7-13-12 Revision 10: Dec 20, 2010
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-1. PGDS - Layout

(Sheet 4 of 4)
Revision 10: Dec 20, 2010 7-13-13
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-2. PGDS Normal Operation Condition – Both Generators On-Line

(Sheet 1 of 4)

7-13-14 Revision 10: Dec 20, 2010
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-2. PGDS Abnormal Operation Condition – Generator 1 Off-Line

(Sheet 2 of 4)

Revision 10: Dec 20, 2010 7-13-15
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

(Sheet 3 of 4)

7-13-16 Revision 10: Dec 20, 2010
SECTION 7-13
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-13-2. PGDS Emergency Operation Condition – Both Generators Off-Line

(Sheet 4 of 4)

Revision 12: December 01, 2012 7-13-17
SECTION 7-13
PC-12/47E
LY
N
O
S
SE
PO
R
PU
INTENTIONALLY BLANK
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-13-18 Revision 10: Dec 20, 2010
SECTION 7-14
LIGHTING
INTERIOR
Cockpit lighting consists of internally lit cockpit displays, controllers, switch panels,
instrument panel and circuit breaker panel mounted floodlights, map lights, and a dome
light.
LY
WITH NO CCD INSTALLED
N
Cockpit light selection is controlled by switches and rheostats located at the aft end of the
O
center console. Separate brightness control of the pilot, copilot, floodlight and overhead,
S
crossbar and center console panels is provided. There are also cabin light switches for
SE
FLOOD 50% or 100% and READING.
PO
WITH CCD INSTALLED
R
PU
Light selection and brightness is controlled by rotary switches located near the aft end of
the center console. The rotary switches control and adjust the brightness of the pilots and
copilots cockpit flood lights and lighted panels and also to select night or day brightness
N
of the advisory lights. The cabin flood and reading lights are controlled by a stacked
IO
rotary switch.
AT
IZ
Separate intensity control of the PFD’s and MFD’s is controlled by rheostats located on
R
the Display Reversionary Control Panel. The overhead dome light can be set to two
IA
preset intensities of 50% or 100% brightness. The Master Caution/Master Warning lights
IL
are on a fixed dim circuit. The map light switches are on each control wheel and the
brightness is controlled by a separate rheostat.
M
FA
A switch located on the forward edge of the cabin door (accessible when open) will
D
activate a timer for the cockpit overhead panel, dome light and the passenger door light.
AN
When this switch is pressed, the overhead panel, passenger door light and 50% dome
light will be on for 45 seconds to facilitate night preflight boarding.
AL
The passenger door light illuminates the cabin airstairs and the baggage area has an
ER
overhead light. The main cabin is equipped with an overhead flood light system that can
EN
be set to 50% or 100% brightness as selected by the cockpit switch. Individual reading
lights are provided for each passenger seat and are controlled by a switch in the cockpit
G
and by a switch near each seat.

R
A baggage compartment light is operated by a push switch installed on the bulkhead trim
FO
adjacent to the cargo door. The light stays on for five minutes when the switch is pushed.
For continued lighting the switch must be pushed again.

Revision 14: March 02, 2015 7-14-1
SECTION 7-14
EXTERIOR
Exterior lighting consists of a navigation light and strobe light on each wing tip, a white
position light on the tail (MSN 1451 and upwards: a combined ACL, navigation and tail
light on each wing replaces the tail position light), a landing light on each main landing
gear, a taxi light on the nose landing gear and a wing inspection light mounted in the left
fuselage forward of the cabin door. These lights are controlled by switches located on the
EXTERNAL LIGHTS section of the overhead panel.
LY
Red flashing beacon lights are installed on the top of the horizontal stabilizer fairing and
N
on the lower center fuselage. They give recognition during ground operation and
O
additional anti-collision protection in flight. The lights are controlled by a BEACON switch
S
located on the EXTERNAL LIGHTS section of the overhead panel.
SE
PO
RECOGNITION LIGHTS
R
Optional recognition lights and power supply units are installed in the left and right
PU
forward outer flap fairings. They provide forward illumination during taxiing and enhance
the conspicuity of the aircraft in the traffic pattern or en-route. The lights are controlled by
N
a RECOG switch located on the EXTERNAL LIGHTS section of the overhead panel.
IO
Aircraft MSN 1451 and upwards replace the external power supply units with a central
AT
Power Supply Unit, which is mounted in the avionics bay.

IZ
Optional pulse recognition lights are installed in the left and right forward outer flap
R
fairings. They provide forward illumination during taxiing and enhance the conspicuity of
IA
the aircraft in the traffic pattern or enroute. The lights can be on continuously or when set
IL
to pulse the lights illuminate alternately left and right approximately 45 times per minute.
M
Power for the light control unit is supplied from the generator 2 bus through the PULSE
FA
LT CTL circuit breaker.

If the aircraft has an optional Collision Avoidance System installed, the pulse recognition
D
lights are activated automatically when:

AN
 The strobe lights are ON

AL
 A Traffic Alert signal is received by the Collision Avoidance System.

ER
The recognition lights will operate in Pulse Mode while the Traffic Alert is present. Once
EN
the alert is no longer active, the pulse recognition lights will revert to the previously
selected mode.
G
R
LOGO LIGHTS
FO
Optional logo lights can be installed under each side of the horizontal stabilizer. They
provide illumination of the vertical stabilizer to show the owner’s logo. The lights are
controlled by a LOGO switch located on the EXTERNAL LIGHTS section of the overhead
panel. Power for the lights is supplied from the Battery and External Power Junction Box
(BEPJB) through the LOGO LIGHTS circuit breaker. The BEPJB is installed in the rear
fuselage. Each logo light has two filaments. On the ground with battery power, external
power or one generator on line, only one filament in each light is illuminated. When both
generators are on-line all four filaments will illuminate. If either generator fails in flight, all
filaments are automatically switched off.

7-14-2 Revision 13: June 01, 2014
SECTION 7-15
ENVIRONMENTAL CONTROL SYSTEM
GENERAL
Refer to Figure 7-15-1, Environmental Control System, for system layout.
The Environmental Control System (ECS) comprises:
LY
 Air Cycle System (ACS)
N
 Auxiliary heaters
O
 Vapor Cycle Cooling System (VCCS), including Vent Fans and Flood Fan
S
(optional)
SE
 Vent Fans (if VCCS not installed)
PO
R
The Air Cycle System (ACS) takes engine bleed air, reduces its temperature to that
PU
desired, and delivers it to the cabin air distribution system for pressurization and
ventilation. The air cycle system cools a portion of the bleed air and then mixes it with
hot bleed air to provide the correct temperature. A firewall shutoff valve can be closed to
N
IO
prevent contaminated air from entering the cabin in the event of an engine compartment
fire.
AT
IZ
One of the two auxiliary electrical heaters (cabin heater) is used to supplement the air
R
cycle system during prolonged low temperature operations such as cruise at high
IA
altitude. The other heater (underfloor heater) heats the under floor avionic and electrical
IL
equipment. Both heaters can also be used for pre-heating the cabin and under floor
equipment on the ground when external power is connected.
M
FA
The Vapor Cycle Cooling System (VCCS) (when installed) is designed to operate on the
D
ground from a 28 VDC ground power unit or aircraft electrical power when both
AN
generators are on. The electric motor driven system provides a means of pre-cooling the
cockpit and cabin areas prior to and during passenger boarding, providing comfort prior
AL
to engine start. The system will automatically be controlled during ground operations and
in flight, based on temperature demand setting. It removes a large percentage of the
ER
moisture as well as dust and pollen particles from the cabin air. If the VCCS is not
installed the two vent fans remain installed. The vent fans provide additional air
EN
circulation to the cockpit and cabin.

G
All environment control systems are controlled by an integrated ECS controller and
R
temperature selections can be made and seen by the pilot on the systems Multi Function
FO
Display (MFD) ENVIRONMENT status window.

Revision 10: Dec 20, 2010 7-15-1
SECTION 7-15
PC-12/47E
ACS DESCRIPTION
The Air Cycle System (ACS) consists of a flow control venturi, a heat exchanger, a
cooling turbine, a temperature control valve, a water separator, P3 shutoff valve, a
system main shutoff valve, an air flow control valve and associated non return valves
and control sensors.
The flow control venturi is sized to regulate flow and pressure.
LY
The heat exchanger is an aluminum single pass, crossflow, plate and fin unit. The unit
N
includes one charge air tap to assist the injection of water into the heat exchanger
O
coolant intake. The evaporation of the water on contact with the heat exchanger surface
S
increases the efficiency of the unit.
SE
PO
The cooling turbine is a ball bearing turbo fan and consists of a radial turbine in a
stainless steel assembly coupled to an axial flow fan. The turbine casing incorporates a
R
containment ring.
PU
The Temperature Control Valve (TCV) is three ported consisting of one inlet and two
N
outlets and driven by a 28 VDC actuator. The valve body and rotating drum are
IO
aluminum. The actuator has gearing, limit switches, and magnetic brake to control the
AT
motor.
IZ
The water separator consists of an aluminum shell containing a coalescor and its
R
support. The coalescor collects moisture from the passing air and forms large droplets
IA
which then enter a swirl section, where they are removed by centrifugal force. The
IL
separator has a spring loaded poppet valve which allows air to bypass the unit in the
M
event of the coalescor becoming blocked.

FA
The P3 shutoff valve is solenoid operated and allows automatic selection between P3
D
and P2.5 compressor stages depending on flight condition to maintain the pressure
AN
schedule required for cabin pressurization.

AL
A Firewall Shutoff Valve enables isolation of the system in emergency conditions such
ER
as an engine fire. Operation of the Firewall Shutoff Valve also opens a ram air scoop on
the right fuselage underside which introduces ambient ventilation air through the
EN
distribution system. This is used in the event of smoke in the cockpit or cabin.
G
CAUTION
R
FO
DUE TO THE COMPOSITE CONSTRUCTION OF THE

ENGINE COWLING AND THE POSSIBILITY OF TOXIC
GASES, THE AIRPLANE ACS MUST BE SHUTOFF
WHEN A FIRE CONDITION IS SUSPECTED.

7-15-2 Revision 10: Dec 20, 2010
SECTION 7-15
The air Flow Control Valve (FCV) at the cockpit outlet of the plenum chamber directs the
ACS air to the cockpit and/or to the cabin, depending on the cockpit and cabin
temperature settings.
Temperature data from the sensors in the cockpit and cabin is sent to the integrated
ECS Controller. The integrated ECS Controller also receives signals from the control
valves and duct temperature sensors.
The ACS has an ACS BLEED AIR switch on the switch panel located on the co-pilots
LY
lower left panel. The switch has the positions AUTO and INHIBIT.
N
O
ACS OPERATION
S
SE
During engine start (ECS switches in AUTO position) the Primary Shutoff Valve (PSOV)
PO
is automatically kept closed (no bleed air) and the auxiliary heaters and VCCS are
inhibited. When the engine Ng reaches 62% the PSOV opens and bleed air becomes
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available.
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Air is drawn from the P2.5 and P3 compressor bleed ports on the engine casing. This
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consists of a single port in the case of the P2.5 connection and two diametrically
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opposed ports for the P3 connections. The bleed air will be taken exclusively from the
AT
P2.5 port during normal operation. However, when the engine is at idle there is
insufficient pressure to maintain cabin pressurization. When the P2.5 bleed air pressure
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falls below a specific value, a pressure sensor in the bleed air ducting opens the P3
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shutoff valve. This creates a back pressure on the non-return valve at the P2.5 port and
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closes the valve to shut off the P2.5 bleed. The bleed air then passes through the
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Primary Shutoff Valve and the Flow control venturi, which is sized to regulate the bleed
M
air flow rate and pressure.

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The air then passes on to the Temperature Control Valve (TCV). At the TCV the bleed
D
air splits where variable amounts are either supplied to the Heat Exchanger or to a mix
AN
point downstream of the Cooling Turbine.

AL
The heat exchanger is cooled by ambient air drawn from a NACA intake in the airplane
skin. Cooling airflow is provided by the Heat Exchanger Cooling Fan located
ER
downstream of the heat exchanger.

EN
From the heat exchanger, the bleed air is passed to the Cooling Turbine. As the bleed
G
air passes through the Cooling Turbine, its pressure is reduced to delivery pressure and
its temperature is, in many cases, close to 0°C. The energy extracted from the bleed air
R
is used to power the Heat Exchanger Coolant Fan which is mechanically linked to the
FO
turbine by a shaft.

Revision 10: Dec 20, 2010 7-15-3
SECTION 7-15
PC-12/47E
The duct downstream of the turbine is the mixing duct where the now-cooled turbine
exhaust air is mixed with un-cooled bleed air directed from the other port of the TCV.
The mixing proportions are controlled by the TCV. The TCV is an electrically operated
three port valve with one inlet and two outlet ports. Depending on the selected
temperature the TCV modulates to either pass air through or bypass the Heat
Exchanger and Cooling Turbine. The TCV operation is controlled by the ECS Controller.
The TCV will move to allow more bleed air to bypass the Cooling Turbine if the cabin
temperature is less than desired. Conversely it will move to pass more air through the
Heat Exchanger and Cooling Turbine if the temperature is greater than desired.
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The temperature of the duct downstream is monitored by a temperature sensor and will
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limit the movement of the TCV as required to keep the duct temperature within the
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maximum and minimum temperature limits.
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From the mixing duct the conditioned air passes through a water separator. Moisture is
removed from the conditioned air and drawn to the heat exchanger and sprayed into the
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heat exchanger intake. The conditioned air passes through the Firewall Shutoff Valve
and the non-return valves to the cabin for distribution. The non-return valves prevent
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sudden depressurization in the event of a loss of cabin air supply.
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The air enters a small plenum where it is distributed to the cabin and through the Flow
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Control Valve (FCV) controlled by the ECS Controller to the cockpit. Cockpit air is
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directed to adjustable outlets at the crews feet and adjustable outlets adjacent to the
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instrument panel. Air to the cabin is introduced through fixed outlets placed at floor level
along both sides of the cabin.
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R
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The integrated ECS Controller adjusts the position of the TCV and FCV to give the
warm/cold air mix for the system default temperature of 21° C, or that set by the pilot, for
IL
the cockpit and cabin.

M
FA
For a takeoff at limited power (hot and high) the ACS BLEED AIR switch can be set to
D
INHIBIT and after takeoff the ACS BLEED AIR switch can then be set to AUTO.
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The ACS will automatically shut down when the engine Ng is less than 62%.
AL
ER
Refer to ECS Operation for further information on the operation and for the control of the
ACS.
EN
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7-15-4 Revision 10: Dec 20, 2010
SECTION 7-15
The system comprises two 28 VDC heating units each equipped with a 75 mm mixed
flow fan. Each unit is cylindrical in form and contains two heating elements producing
1.625 kW/unit. The system therefore produces 3.25kW in addition to that of the air cycle
system. The units are situated under the cabin floor, one is dedicated to heating the
cabin and the other to heating the under floor avionics bay. The cabin heater is supplied
28 VDC power from the powerline (left Power Junction Box) and the under floor heater is
supplied from the secondary powerline (right Power Junction Box).
LY
N
The under floor heater is located between frames 21 and 22. The fan scavenges its air
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supply from the general under floor zone, through a wire mesh inlet grill, and passes it
over the heating element where its temperature is raised. The air is then distributed
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along the length of the under floor avionics bay by way of a longitudinal distribution duct.
SE
PO
The cabin heater is located between frames 29 and 30. The fan draws its air supply
from the cabin, through a grill in the rear floor step. The heated air is then ducted directly
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to the ECS distribution duct in the right cabin sidewall and augments the ACS airflow.
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The airflow created by the cabin heater is effective in equalizing the temperature
throughout the cabin.
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Both heater units are equipped with an internal thermal protection system, which isolates
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the heater when the element temperature overheats. In the event of an over heat, the
fans continue to run and the relevant CABIN HTR circuit breaker (located on the left
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PJB) or U/F HEATER HTR circuit breaker (located on the right PJB) will trip. The heater
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will remain isolated until the temperature falls within the heater allowing the circuit
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breaker to be reset by the pilot.

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The power for the heater element circuits is interrupted when the hydraulic pump or
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cooling system (VCCS) is operating. The under floor fan continues to run, the cabin fan
is inhibited. This minimizes generator accessory loads during continuous normal
D
operation and prevents generator overload.

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Revision 10: Dec 20, 2010 7-15-5
SECTION 7-15
PC-12/47E
The heating capacity of the system is reduced while the engine is operating at P3 bleed
in flight. The cabin heater and fan are inhibited while airborne and P3 bleed is extracted,
the under floor heater and fan remain operating. While on the ground (WOW valid) the
cabin heater and fan continue to operate when P3 is extracted. During engine start and
for 10 seconds following engine start both heaters and fans are inhibited.
The function of the power inhibits are fully automatic and require no pilot input. Thermal
protection, once tripped, will require pilot action to reset.
LY
There is an ELECTRICAL HEAT/COOL switch on the switch panel located on the co-
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pilots lower left panel. The switch has the positions AUTO and INHIBIT.
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AUXILIARY HEATING OPERATION
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When the system is in operation the under floor fan runs continuously and the heater
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element is switched on when the under floor sensor reads below + 5°C and is switched
off above + 11°C. The cabin fan runs continuously when the cabin heater is in operation
R
PU
as demanded by the ECS Controller. The cabin heater function is to automatically
supplement the ACS cabin heating supply during prolonged low temperature operations
such as cruise at high altitude.
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IO
Refer to ECS Operation for the control and operation of the auxiliary heating system.
AT
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VCCS DESCRIPTION
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IA
A refrigerant gas is the media which absorbs heat and rejects heat from the cabin air. By
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continuous recirculation of cabin air, heat is absorbed in the evaporator modules and
M
transferred to the outside through the system condenser.

FA
D
The system is provided with safety interlock devices to prevent component damage
AN
and/or excessive power drain from the aircraft electrical system. The evaporator
modules are equipped to prevent coil icing at all ambient conditions.
AL
Cabin temperature control is by varying the airflow through each evaporator module
ER
rather than cycling the refrigerant compressor. If required the airflow can be reduced by
the flight crew. The cabin is cooled by air ducted from the two evaporators (vent fans)
EN
located just forward of the aft pressure bulkhead and exhausted through individual vents
G
down the left and right sides of the cabin overhead panel. A third evaporator (flood fan),
located between the other two, exhausts air directly into the cabin.
R
FO
The cockpit is cooled by individual outlets located in the overhead panel. These outlets
receive air ducted from the two evaporators (vent fans) in the cabin.
There are ELECTRICAL HEAT/COOL, FANS VENT and FLOOD switches on the switch
panel located on the co-pilots lower left panel. The ELECTRICAL HEAT/COOL and
FANS FLOOD switches have the positions AUTO and INHIBIT. The FANS VENT switch
has the positions AUTO and LOW.

7-15-6 Revision 10: Dec 20, 2010
SECTION 7-15
VCCS OPERATION
When the system is activated, an electric motor drives the compressor at constant speed
and capacity which compresses the refrigerant gas to high pressure. The hot, high
pressure gas then passes through the condenser coil where it is cooled and condensed
into a warm liquid at constant pressure. The heat removed from the fluid is exhausted
overboard through a vent in the right rear tail section aft of the pressure bulkhead. The
warm liquid from the condenser is then routed into a receiver-dryer container where the
liquid and any remaining gas are separated and any moisture in the liquid is absorbed.
The warm dry, high quality liquid is then routed to the evaporator module expansion valve
LY
where the high pressure liquid is expanded to a low pressure. The large expansion
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process creates a super cool liquid which passes through the evaporator coil and absorbs
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heat from the warm cabin air. The cooled air is returned to the cabin. The gas, now warm,
S
is returned to the compressor to repeat the cycle.
SE
Moisture removed from the cabin air by each evaporator drains into a small holding tank
PO
below the rear baggage floor panel. The water is held in the tank until the cabin
differential pressure is low enough for the tank outlet valve to open allowing the water to
R
PU
drain overboard.
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The VCCS is controlled by the integrated ECS Controller and the operation is based on
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defined hysteresis band between the sensed cockpit/cabin temperatures and those set by
the pilot. When the selected cabin temperature demands the cabin to be cooled the ECS
AT
Controller will select the appropriate fan speed and the VCCS on. For a small difference
IZ
between the sensed and selected temperatures the vent fans will be set to low. For a
R
larger difference the vent fans will be set to high and for a large temperature difference
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the flood fan will also come on. If desired the pilot can set the FANS – VENT switch to
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LOW or the FLOOD switch to INHIBIT at any time to reduce noise and airflow.
M
FA
The vent fans blow cool air into the left and right overhead ducts. Individual outlets in the
overhead panel are adjustable for local temperature control at each seat location. The
D
center flood fan blows cool air directly into the cabin.
AN
When the VCCS is operating, the GEN 2 DC Indication will increase by approximately 80
AL
amps for compressor and evaporator fans operation.

ER
Refer to ECS Operation for the control and operation of the VCCS.
EN
G
R
FO

Revision 10: Dec 20, 2010 7-15-7
SECTION 7-15
PC-12/47E
ECS OPERATION
The normal operation of the ECS is with all the switches in the AUTO position and with
the adjustable air outlets open at the overhead, side and feet positions. The ECS
Controller then automatically controls the cockpit and cabin air temperatures as set by the
pilot on the systems MFD ENVIRONMENT status window. The cockpit and cabin
temperatures can be set with Multi Function Controller or by the bezel buttons. If the Multi
Function Controller is used, press the arrow keys on the controller to bring the window
into focus, then use the joystick to position the cursor on the CKPT or CAB temperature
LY
slider bar. Turn the Multi joystick knob to move the slider bar left to a colder or right to a
warmer position. The other method of temperature adjustment is by pressing the bezel
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button adjacent to the CKPT TEMP or CAB TEMP soft key which then displays the
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up/down arrow legends. Press the adjacent up or down bezel button to move the slider
S
bar left to a colder or right to a warmer position. Due to the system design only a
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temperature difference of up to a maximum of 5°C between the cabin and cockpit can be
set. After more than 5°C movement of one slider bar the other slider bar will also move in
PO
the same direction. Temperature selection can be from full heating (both slider bars fully
R
right) (ACS air to maximum allowable temperature and auxiliary heater on, VCCS and
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fans off) to full cooling (both slider bars fully left) (ACS air to minimum allowable
temperature and auxiliary heater off, VCCS and fans on). The actual cockpit, cabin and
underfloor (optional) temperature readings are displayed at the bottom left of
N
IO
ENVIRONMENT status window.
AT
After temperature adjustments have been made with the temperature slider bar, allow the
IZ
system to stabilize for a few minutes and adopt the new setting. During descent, the
R
system has a tendency to overheat the cockpit slowly, therefore the recirculation fans
IA
should be allowed to blow fresh air out of the overhead outlets into the cockpit. If the
IL
system is unable to reach the preselected temperature values, the aircraft could be
operating in high ISA deviation temperatures outside the system performance capabilities
M
or one of the system components may have failed.

FA
The ECS Controller receives data signals from the:

D
AN
 ACS TCV and FCV position, duct temperature conditions


AL
auxiliary heater power supplies and thermal safety switch position

 VCCS compressor motor and the vent and flood fan positions
ER
 temperature sensors in the cockpit, cabin and underfloor

EN
The ECS Controller sends and receives status signals to and from the Modular Avionics
G
Unit (MAU) for the control switches and systems MFD ENVIRONMENT status and Crew
R
Alert System (CAS) windows. It will also send a caution signal to the CAS window in the
FO
event of an ACS fault.
In the auto mode the ECS Controller adjusts the position of the ACS TCV and FCV to
give the warm/cold air mix for the cockpit/cabin temperatures set on the ENVIRONMENT
status window. If additional heating is required the cabin auxiliary heater and fan will be
automatically selected on. If additional cooling is required the VCCS and fans will be
automatically selected on.

7-15-8 Revision 13: June 01, 2014
SECTION 7-15
The ECS Controller monitors the cabin underfloor temperature and will automatically
select the underfloor heater on and off as necessary.
The VENT FANS can be selected from AUTO to LOW at any time with the ELECTRICAL
HEAT/COOL in the AUTO mode. THE ACS BLEED AIR, ELECTRICAL HEAT/COOL and
FLOOD FAN can be selected off by setting the switches to INHIBIT.
The auxiliary heaters and VCCS can be operated in an ECS Ground Mode for pre-
heating or cooling the aircraft before engine start. With the aircraft on ground and the
LY
engine not running, and with a 28 VDC external power supply connected and powered on
N
the ECS Ground Mode can be entered by changing the CKPT or CAB TEMP selection
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with the Multi Function Controller or by pressing the bezel buttons adjacent to the soft
keys on the ENVIRONMENT status window.
S
SE
INDICATION/WARNING
PO
Cockpit, cabin and underfloor (with optional cold weather kit) air temperatures are
R
displayed in the ENVIRONMENT window of the systems MFD.
PU
The CAS window on the systems MFD displays the following Cautions for the ECS:
N
IO
“ACS Low Inflow” caution will illuminate when:
AT
IZ
 The ACS is automatically shutdown. Overpressure and overtemperature

R
switches are installed to monitor the ACS system. If pressures greater than 40
IA
psi are sensed in the bleed air line downstream of the flow control venturi,
IL
temperatures greater than 290°C in the bleed line upstream of the Primary
M
Shutoff Valve, temperatures greater than 105°C are sensed in the air line
FA
downstream of the water separator, or if the Firewall Shutoff Valve is closed,

the ACS will automatically shutdown.
D
AN
 The CPCS is not able to achieve the required cabin pressure (due to ACS
switched to INHIBIT, or insufficient ACS airflow, or excessive cabin air
AL
leakage) the Cabin Pressure Control Unit will detect a “ACS Low Inflow”.
ER
“ECS Fault” caution will illuminate when the ECS Controller has detected a critical fault or
EN
if the ECS Controller has lost data communication with the MAU
G
R
FO

Revision 13: June 01, 2014 7-15-9
SECTION 7-15
PC-12/47E
LY
N
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Figure 7-15-1. ECS - Controls and Indications

(Sheet 1 of 4)
7-15-10 Revision 10: Dec 20, 2010
SECTION 7-15
LY
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Figure 7-15-1. ECS - Air Cycle System (ACS)

(Sheet 2 of 4)

Revision 10: Dec 20, 2010 7-15-11
SECTION 7-15
PC-12/47E
LY
N
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S
SE
PO
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Figure 7-15-1. ECS - Auxiliary Heaters and Distribution Ducting

(Sheet 3 of 4)

7-15-12 Revision 10: Dec 20, 2010
SECTION 7-15
LY
N
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S
SE
PO
R
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N
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Figure 7-15-1. ECS - Vapor Cycle Cooling System (VCCS)

(Sheet 4 of 4)

Revision 10: Dec 20, 2010 7-15-13
SECTION 7-15
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
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AT
INTENTIONALLY BLANK
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7-15-14 Revision 10: Dec 20, 2010
SECTION 7-16
FOOT WARMER SYSTEM (OPTIONAL)
DESCRIPTION
The foot warmer system (when installed) comprises a 28 VDC 1kW heater installed
forward above the cockpit floor. Ducting connects the heater to foot outlets at the pilot
and copilot position. A FOOT WARMER switch is installed on the switch panel located
on the co-pilot’s lower left panel. It has the positions ON and OFF. Power is supplied
LY
from the secondary powerline to the heater relay and from the non essential bus through
the FOOT WARMER circuit breaker to the switch.
N
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OPERATION
S
SE
The foot warmer system operates from the aircraft electrical power or from external
PO
power. When the FOOT WARMER switch is set to ON, 28 VDC is supplied to the heater
relay. The relay is energized and the heater and fan operates. The heated air is sent by
R
the fan to the pilot and copilot foot outlets. If the temperature of the heater becomes too
PU
high the thermal protection switch operates and de-energizes the heater relay.
N
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AT
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Revision 10: Dec 20, 2010 7-16-1
SECTION 7-16
PC-12/47E
LY
N
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S
SE
PO
R
PU
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INTENTIONALLY BLANK
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AT
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7-16-2 Revision 10: Dec 20, 2010
SECTION 7-17
CABIN PRESSURE CONTROL SYSTEM
GENERAL
Refer to Figure 7-17-1, Cabin Pressure Control system, for controls and functional
diagram.
The Cabin Pressure Control system (CPCS) comprises:
LY
N
 A dual channel Cabin Pressure Control Unit (CPCU)
O
 An electrically driven Outflow Valve (OFV)
S
SE
 A pneumatic Safety Pressure Relief Valve (PRV)
PO
 Two Negative Pressure Relief Valves (NPRV)
R
The systems Multi Function Display (MFD) has an ENVIRONMENT status window that
PU
allows the pilot to monitor and control the CPCS. Manual control of the CPCS functions
for emergency operation are provided on the CPCS switch panel located on the co-pilots
lower left panel. N
IO
AT
The CPCU controls the rate of exhaust of the air that the Air Cycle System (ACS)
IZ
supplies as conditioned air to the cockpit and cabin. It keeps cabin air pressure between
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safe and comfortable limits for the passengers and crew, and the aircraft structure.
IA
IL
Operation of the CPCS is fully automatic during normal operation. A semi automatic
mode called ‘Low Cabin’ is available, whereby the pilot can use Landing Field Elevation
M
FA
(LFE) as the target cabin altitude. The CPCS will then maintain the selected cabin altitude
(as LFE) up to a maximum pressure differential of 5.75 psi.
D
AN
DESCRIPTION
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The Cabin Pressure Control Unit (CPCU) is a dual channel microprocessor unit and is
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installed in the under floor pressurized area. The CPCU channels sense cabin pressure
and receive aircraft pressure altitude and rate of climb data from the Modular Avionics
EN
Unit (MAU). The cabin altitude, cabin rate of climb and cabin rate of descent and
differential pressure are all automatically controlled by the CPCU controlling the exhaust
G
airflow from the outflow valve. The cabin internal pressures and airflow rates are
R
controlled within limitations for safe and comfortable flight. A “Low Cabin” mode can be
FO
used for more comfort (cabin at lower pressure altitude) for flight up to intermediate cruise
levels. Also, panoramic flights (frequent altitude changes) will be more comfortable using
the “Low Cab” mode, due to a constant rather than continuously adjusting cabin pressure.
The CPCU will automatically switch from one channel to the other in the event of a
detected fault. One channel of the CPCU is supplied with 28 VDC from the Main Bus and
the other channel is supplied from the EPS bus.

Revision 10: Dec 20, 2010 7-17-1
SECTION 7-17
The Outflow Valve (OFV) has a circular butterfly plate that rotates in the valve body. The
butterfly valve is operated by an actuator assembly which has two electrical motors and a
gearbox. Each electrical motor is connected to and controlled by one of the two channels
in the CPCU. The OFV is installed on the cabin forward pressure bulkhead and exhausts
air out through louvers in the equipment bay doors.
The Pressure Relief Valve (PRV) is a pneumatic poppet type control valve. The PRV
contains a positive pressure relief metering section that senses differential pressure
between the cabin and atmosphere. If the differential pressure exceeds the relief set point
LY
the valve will open to regulate the cabin to atmosphere differential pressure to below the
maximum value. The PRV also has a negative pressure relief function and will open to
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allow atmosphere air to enter the cabin to prevent the atmosphere to cabin differential
O
pressure from exceeding a given limit. The PRV is pneumatically actuated and is
S
completely independent of the OFV and CPCU.
SE
PO
The two Negative Pressure Relief Valves (NPRV) are non-return valves and are located
in the rear pressure bulkhead. In case of negative pressure conditions they provide a
R
second means to relieve cabin pressure.
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The CPCS switch panel is located on the copilots lower left panel for control of the
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system. There is a guarded SYSTEM MODE switch with the positions AUTO and
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MANUAL, and a MANUAL CONTROL switch with the positions DESCENT and CLIMB.
AT
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There is also a guarded CABIN PRESSURE switch with the positions AUTO and DUMP.
In case of emergency the switch can be selected to DUMP.
R
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When the CPCS SYSTEM MODE switch is in the AUTO position, the ENVIRONMENT
M
window on the systems Multi Function Display (MFD) will show a digital display for cabin
altitude, differential cabin pressure, cabin altitude rate of change and Landing Field
FA
Elevation (LFE). The LFE can be automatically provided when the destination airport had
D
been entered in the Flight Management System and the field elevation for the destination
airport is in the data base. The pilot can manually enter the LFE and/or switch to a “low
AN
cabin” fixed cabin pressure sub-mode (Refer to Sect 4. CPCS Low Cab Mode Operation).
When the CPCS SYSTEM MODE switch is selected to MANUAL no information
AL
associated with LFE will be displayed.

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If the Landing Field Elevation (LFE) data to the CPCS becomes unavailable or invalid
EN
(e.g. due to an FMS failure or a MAU interface error), the CPCS uses the default LFE of
G
10000 ft to determine the target cabin altitude. Therefore, the flight crew must manually
re-select the LFE early enough to prevent over or under pressurization. Alternatively, the
R
CPCS SYSTEM MODE switch may be selected to MANUAL for manual control of the
FO
cabin altitude.
In the event of a CPCS malfunction, warning and caution messages will be shown in the
CAS window of the system Multi Function Display.

7-17-2 Revision 10: Dec 20, 2010
SECTION 7-17
OPERATION
The CPCS automatically controls the cabin pressure to:

 Depressurize the cabin on the ground to allow for door opening and
crew/passenger entry and exit
 Pre-pressurize the cabin during takeoff and landing to prevent pressure bump
excursions
LY
 Control the cabin altitude and rate of change during flight for cabin pressure
N
comfort
O
 Prevent the cabin to atmosphere differential pressure limit being exceeded and
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the cabin altitude from exceeding 10,000 feet for normal operation
SE
 Close the OFV if the cabin exceeds 14,500 ft, automatic altitude limiting
PO
function
R
PU
The normal mode of operation is with the switches in the AUTO position. The CPCS
Controller then, using data from the Modular Avionics Unit (MAU), automatically controls
N
the cabin air exhaust to optimize the cabin pressure comfort.
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AT
During climb the cabin pressure is controlled depending on aircraft altitude. During
descent, the cabin pressure is controlled depending on aircraft altitude, rate and LFE.
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Revision 10: Dec 20, 2010 7-17-3
SECTION 7-17
The following Table helps to understand the targeted cabin pressure altitudes for the
automatic controlled scheduling in climb and descent mode:
Climb, Target Cabin Alt Descent, Target Cabin

A/C Altitude (ft)
(in Flight) Alt (in Flight)
30000 10000 10000
29000 9770 9770
28000 9074 9074
LY
27000 8452 8452
26000 7890 7890
N
O
25000 7379 7379
24000 6908 6908
S
23000 6470 6470
SE
22000 6060 6060
PO
21000 5676 5676
20000 5315 5070
R
19000 4969 4447
PU
18000 4633 3813
17000 4306 3170
16000 3989
N 2518
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15000 3680 1857
AT
14000 3379 1190

13000 3087 512
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12000 2802 -175

R
11000 2523 -868

IA
10000 2252 -1300

IL
9000 1988 -1300

M
8000 1729 -1300

FA
7000 1477 -1300

6000 1230 -1300
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5000 989 -1300

4000 752 -1300
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3000 520 -1300

2000 293 -1300
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1000 69 -1300
0 -150 -1300
EN
-2000 -2000 -2000

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Note. The Table shows the target values throughout the full operating range. For takeoff
R
and landings different control routines are followed, to match the appropriate field
FO
elevation.

7-17-4 Revision 11: Dec 20, 2011
SECTION 7-17
If the aircraft descends more than 1,300 ft (from previous stable altitude), the CPCS goes
into so called descent mode, for which the cabin is controlled towards the ELEV pressure
altitude. If the aircraft climbs more than 1,300 ft, (from previous stable altitude), the CPCS
goes into so called climb mode, for which the cabin is controlled depending on aircraft
altitude.
Before flight the pilot enters the Landing Field in the Flight Management System (FMS)
and barometric correction on the Primary Flight Display (PFD), this information is then
sent via the MAU to the CPCS. The Airport Identifier and Landing Field Elevation will be
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shown with an FMS ELEV legend in the ENVIRONMENT window. The CPCS also
receives data from the MAU ref aircraft altitude, weight on wheels, takeoff power and
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doors closed. Ground mode Built in Test (BIT) is used the make sure the system is ready
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to perform control for the next flight. The OFV is controlled to full open.
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If Landing Field information is not available from the FMS, the Landing Field Elevation
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(LFE) can be set manually via the Multi Function Controller or by the bezel button
adjacent to the ELEV soft key on the systems MFD ENVIRONMENT status window. The
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LFE will be shown with an ELEV legend in the ENVIRONMENT window. If incorrect data
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is entered a DATA MISMATCH legend will be shown.
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The Multi Function Controller or the bezel button adjacent to the CAB MODE soft key can
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be used to select Low Cab mode. The green LOW CAB annunciator will be shown in the
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ENVIRONMENT window. The CPCS will control the cabin pressure to the selected
pressure altitude (LFE) as long as the max ∆ px (5.75 psid) is not exceeded.
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During takeoff with ACS inflow air present, the OFV is moved to a more closed position
and then changes its position to control the cabin pressure rate of change.
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In case of an aborted take-off the cabin will be automatically depressurized.

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During climb the cabin altitude is scheduled to achieve 10,000 feet when the aircraft
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reaches 30,000 feet.

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If a takeoff occurs at an airfield greater than 10,000 feet, the cabin is commanded to
10,000 feet or below just after takeoff at a fast rate so that the cabin altitude reaches
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10,000 feet prior to the aircraft exceeding 25,000 feet. This is High Airfield Operation and
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the green HI FIELD annunciator will be shown in the ENVIRONMENT window until the
aircraft climbs to above 25,000 feet.
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When the aircraft reaches its cruising altitude and levels off, after a short period of time
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the commanded cabin pressure is held to a constant value for maximum stability. The
CPCS has an automatic altitude limiting function that closes the OFV if the cabin pressure
exceeds 14,500 feet.

Revision 10: Dec 20, 2010 7-17-5
SECTION 7-17
During descent the cabin altitude is commanded towards the landing field elevation,
limited by the differential pressure. If the landing field elevation exceeds 10,000 feet the
cabin altitude is limited to 10,000 feet until the aircraft descends through 25,000 feet. The
green HI FIELD annunciator will come on when descending through 25,000 feet and will
remain on. On the ground, above 10,000 feet, the green HI FIELD annunciator will also
come on.
A landing is made with slight differential pressure to reduce cabin pressure transients just
before and during touchdown. Once landed the OFV is slowly moved to the open position
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to fully depressurize the cabin as the aircraft is taxiing.
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The actual cabin altitude, cabin altitude rate of change and cabin to atmosphere
differential pressure is displayed in the ENVIRONMENT window of the systems Multi
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Function Display (MFD). In the event of system malfunctions the CPCU will send
warnings and caution alerts to the Crew Alerting system (CAS). Procedures to clear
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CPCS CAS messages are given in Section 3.
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The cabin pressurized warning monitor in the Monitor Warning System continually
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monitors the cabin pressure when the aircraft is on the ground. If the cabin does become
pressurized on the ground or does not depressurize on landing with the SYSTEM MODE
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switch selected to MANUAL, the monitor warning function will give a CAB PRESS alert on
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the PFD and an aural “Cabin” message. Pilot actions required in this event are given in
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Section 3.
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In an emergency manual control can be selected by setting the SYSTEM MODE switch to
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the MANUAL position. This disables the automatic mode completely and an amber CPCS
MANUAL CTRL status message will be shown at the top of the ENVIRONMENT window
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of the systems MFD. The MANUAL CONTROL CLIMB DESCENT switch becomes
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active. This switch is spring loaded to the center position, and can be held to the CLIMB
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or DESCENT position which then sends a signal to both CPCU channels and OFV drive
motors to close or open the OFV. There will be a time delay between the switch operation
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and the change to the cabin altitude. Therefore, when setting a certain cabin altitude by
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use of the CLIMB/DESCENT switch, the switch should be pushed intermittently and cabin
altitude monitored in order to avoid over or under shoots. If one of the CPCU channels
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fails the other channel will still operate the OFV. Once the CLIMB/DESCENT switch is
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released, no open or close command is given to the OFV. The CPCU altitude limit
function will override the manual control by closing the outflow valve once the cabin
EN

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Selection of the CABIN PRESSURE switch to the DUMP position will have the same
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effect as selecting the SYSTEM MODE switch to MANUAL and then continuously holding
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the CLIMB/DESCENT switch to the CLIMB position. DUMP will override the CPCU
altitude limit function and will open the outflow valve at any cabin altitude.
If the Passenger oxygen control valve selector is set to AUTO, the CPCS will
automatically select the passenger oxygen system on at a cabin altitude of 13,500 feet
(or at a higher set point for high airfield operations). With the passenger oxygen system
pressurized the green PAX OXY annunciator will be shown in the ENVIRONMENT
window of the systems MFD.

7-17-6 Revision 11: Dec 20, 2011
SECTION 7-17
INDICATION/WARNING
Indications of the actual cabin altitude, cabin altitude rate of change and cabin to
atmosphere differential pressure are displayed in the ENVIRONMENT window of the
systems MFD. Under normal operating conditions the CPCS indications are given in
white. If a cabin altitude or cabin pressure out of limits condition arises the CPCS
indication will change to yellow for a caution or red for a warning condition with the
relevant CAS caution or warning. All sensing, indications and warning outputs are created
by the CPCU.
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The Crew Alerting System (CAS) window of the systems MFD displays the following
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warnings and cautions for the CPCS:
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RED WARNING
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Cabin Pressure Cabin pressure differential of 6.35 psi is exceeded
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Cabin Altitude Cabin altitude is above 10,500 feet or above 14,200 feet in High
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Airfield Operation
AMBER CAUTION N
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Cabin Pressure Cabin pressure differential is less than -0.15 psi or greater than 6.0
psi
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ACS Low Inflow Low airflow into cabin, or excessive cabin air leakage (OFV closed
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in the
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air, cabin altitude rate error more than 250 ft/min) (generated by
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MAU)
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CPCS Fault Both channels in CPCS controller have failed. Automatic control no
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longer available
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WHITE INFO
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CPCS Fault On ground, maintenance message that one channel in CPCS has
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failed
EN
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Revision 10: Dec 20, 2010 7-17-7
SECTION 7-17
The ENVIRONMENT window of the systems MFD displays the following annunciations
when:
HI FIELD Ground or Landing The CPCS detects the aircraft is on the ground above
10,000 feet and the CPCS is in Ground or Landing
mode
Climb Takeoff from airfield greater than 10,000 ft and aircraft
altitude less than 25,000 ft and the CPCS is in Climb
mode
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Descent Selected landing field elevation is more than 10,000 ft
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and aircraft altitude less than 25,000 ft and the CPCS is
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in Descent mode
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PAX OXY Passenger oxygen system is pressurized
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LOW CAB Low cabin mode has been selected
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7-17-8 Revision 11: Dec 20, 2011
SECTION 7-17
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Figure 7-17-1. CPCS - Controls and Indications

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-17-9
SECTION 7-17
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Figure 7-17-1. CPCS – Functional Diagram

(Sheet 2 of 2)

7-17-10 Revision 11: Dec 20, 2011
SECTION 7-18
OXYGEN SYSTEM
GENERAL
The aircraft is equipped with an emergency oxygen system for use by the crew and
passengers in the event of contaminated air being introduced into the cabin or a loss of
pressurization with a rapid descent to lower altitudes.
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The pilot and copilot masks are supplied with quick-donning diluter-demand masks which
are permanently connected to outlets in the cockpit sidewalls.
N
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A constant flow mask is provided at each passenger seat location in the cabin. In the
S
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Corporate Commuter interior configuration the nine masks must be connected to the
bayonet outlets in the cabin sidewall before flight by the flight crew for flights above
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10,000 ft. In the executive interior configuration the masks (the number is dependent on
the interior variation) are located in boxes in the arm rests and are permanently
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connected for all flights. No connection action is required by the flight crew or
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passengers.
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DESCRIPTION
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An oxygen cylinder, made of composite material, is located in an external compartment in

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the right side of the fuselage forward of the main wing (outside the pressure area) from
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which the oxygen system is serviced and replenished (Refer to Section 8 for servicing
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instructions).
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Attached to the cylinder head is an isolation valve to permit cylinder removal and
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installation. The valve is connected by a push pull cable to a handle in the cockpit
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allowing the system to be isolated while the aircraft is on the ground. The valve is
connected to the aircraft supply, ground charging valve, the contents pressure gauges
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and the over-pressure relief valve.

AN
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Two gauges are provided, one in the service bay and one on the left cockpit side panel
forward of the Test Panel. Overpressure protection is provided by a relief valve in the
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form of a green rupture disc located in the fuselage skin above the service bay door. This
disc is designed to rupture at 2775 +50/-0 psi, discharging the cylinder contents
EN
overboard. Disc integrity is checked during the preflight inspection. If found ruptured and
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the contents pressure gauge indicates zero, proper maintenance must be performed on
the system before flights above 10,000 ft altitude.
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FO
When filled, the storage cylinder should be charged to 1841 psi (126.9 bar) at 20° C, with
a minimum pressure of 265 psi (18.3 bar) for proper flow to the masks. A pressure
reducing valve, adjacent to the oxygen cylinder reduces the oxygen pressure to a
nominal 70 psi, prior to entering the cabin. This is for safety reasons and to avoid
excessive flow through the masks.

SECTION 7-18
PC-12/47E
Two crew full-face masks of the diluter demand type are located in boxes on the front of
the cockpit bulkhead behind each crew member. They are permanently connected to
outlets in the cockpit sidewalls. Each mask which is of the diluter-demand type, is
equipped with a microphone and an ON/OFF - AIRMIX/100% selector valve. Oxygen is
provided to the crew masks at all times regardless of the PASSENGER OXYGEN
selector position. Each mask has a PRESS TO TEST button and a flow indicator that
shows when proper pressure is supplied to the mask. Turning the PRESS TO TEST
button counterclockwise to the emergency position will supply 100% oxygen at a slight
overpressure.
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The main OXYGEN lever is mounted to the right of the center console. It is connected by
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a push pull cable to the isolation valve on the cylinder head. While the aircraft is on
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ground the lever is normally in the OFF position isolating the cylinder from the system and
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preventing prolonged leakage from the crew masks. Before engine start and as the first
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action associated with the oxygen system, the lever should be moved to the ON position.
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The PASSENGER OXYGEN selector, located in the left cockpit sidewall, has three
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positions to control the operation of the passenger distribution system. The OFF position
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stops the flow to the passenger outlets. The ON position permits flow to the passenger
masks. The AUTO position will permit automatic pressurization of the passenger oxygen
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system when the Cabin Pressure Control System (CPCS) senses a cabin altitude above
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13,500 feet +/- 500 feet or when in HI FIELD mode the cabin altitude is sensed above
takeoff/landing field elevation +2000 ft or 14,500 +/- 500 ft.
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In the Corporate Commuter configuration the passenger constant flow oxygen masks are
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stored under or near each seat position. For flights below 10,000 ft altitude the masks
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need not be connected to the outlets in the lower cabin sidewalls. In the event of an
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emergency requiring oxygen use, the passengers are instructed to connect the mask
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bayonet type connector to the outlets themselves. For flights above 10,000 ft altitude the
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mask must be connected to the outlets by the flight crew before flight. When
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disconnected, the outlets are spring loaded closed to prevent oxygen leakage.
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In the executive interior configuration the passenger constant flow oxygen masks are
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stowed under covers placarded OXYGEN MASK INSIDE in the cabin sidewall armrests.
The masks are permanently connected to the outlets irrespective of the type of operation
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and flight altitude. The mask stowage compartments are located near to the seats. The
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masks have a red tape band which must positioned to show from the cover in the
direction accessible to the seat occupant. A placard PULL TAPE FOR OXYGEN MASK is
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attached to the armrest near each oxygen mask cover. An oxygen mask is installed in the
lavatory. The mask is connected to the passenger oxygen system and is stowed in a box
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attached to the top of the lavatory sidewall. A visible red tape band is pulled to release
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the oxygen mask.

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In aircraft with an optional three seat bench installed, an oxygen mask is stowed below
each seat behind a cover in the front pedestal of the bench seat. A red tape band
attached to the mask shows from the panel and assists in the removal of the mask, in the
event of it being required for use.

7-18-2 Revision 10: Dec 20, 2010
SECTION 7-18
OPERATION
WARNING
TO PREVENT POSSIBLE FREEZING AND

MALFUNCTIONING OF SYSTEM, MAKE SURE THAT
SYSTEM IS ONLY SERVICED WITH APPROVED,
AVIATION GRADE OXYGEN.
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TO PREVENT POSSIBLE EXPLOSION AND/OR FIRE,
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MAKE SURE ALL OIL AND GREASE IS KEPT AWAY
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FROM OXYGEN SYSTEM COMPONENTS.
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SMOKING IS STRICTLY PROHIBITED ANY TIME
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OXYGEN IS IN USE.
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OILY, FATTY OR GREASY SUBSTANCES,
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INCLUDING SOAPS, LIPSTICK, AFTER SHAVE
LOTION, MAKE-UP ARE CAPABLE OF
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SPONTANEOUS COMBUSTION ON CONTACT WITH
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OXYGEN.
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CAUTION
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PILOTS WHO FLY AT HIGH ALTITUDE MUST BE

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AWARE OF THE PHYSIOLOGICAL PROBLEMS

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ASSOCIATED WITH PROLONGED FLIGHTS AT

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SUCH ALTITUDES. DEHYDRATION AND THE SLOW

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ONSET OF HYPOXIA MAY BE NOTICED IN THE

PASSENGERS.
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AN
PASSENGER COMFORT MAY BE INCREASED BY AN

OCCASIONAL INTAKE OF FLUIDS. PROLONGED
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HIGH ALTITUDE FLIGHTS REQUIRE WARM

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CLOTHING AND MONITORING OF THE CABIN

TEMPERATURE AND THE PHYSICAL STATE OF THE
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CREW AND PASSENGERS.

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Normal system operation is with the three-position PASSENGER OXYGEN selector in

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the AUTO position, to provide oxygen immediately in the event of a depressurization.

FO
The crew will then don their own masks and order the passengers to don their masks.
The masks in an executive interior aircraft can easily be removed from their stowage by
pulling the red tape band showing from the cover marked OXYGEN MASK INSIDE.
Oxygen availability to the cabin is verified by the oxygen pressure switch activating the
PAX OXY annunciator in the ENVIRONMENT window of the systems MFD.

Revision 10: Dec 20, 2010 7-18-3
SECTION 7-18
PC-12/47E
The ON position will be selected by the pilot, in the event of smoke or fumes being
present in the cabin, and also to test the passengers masks on the ground before
passenger boarding. The OFF position will be selected if the aircraft is being flown
without passengers or is taken out of service for an extended time in order to conserve
oxygen.
NOTE
When a full oxygen supply is stored, it will supply two
LY
crew and nine passengers for a minimum of ten
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minutes, in which time a descent from 30,000 ft to
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10,000 ft is performed. Refer to the Oxygen Duration
Chart in Section 4 to determine the minimum oxygen
S
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supply required for the number of occupants when
operating at less than full oxygen pressure.
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As the oxygen system is an emergency system, normal usage will consist only of
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periodic mask testing (both crew and passengers masks require testing) and of
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checking, and topping up, if necessary, the storage cylinder.
N
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AT
Oxygen system pressure is indicated on a gauge on the left cockpit sidewall forward of
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the Test Panel. The PAX OXY annunciator will show in the ENVIRONMENT window of
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the systems MFD when oxygen pressure is supplied to the passenger masks (Refer to
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the Cabin Pressure Control System section for more information).

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7-18-4 Revision 10: Dec 20, 2010
SECTION 7-18
LARGER CAPACITY OXYGEN SYSTEM (OPTIONAL)
REAR LEFT SIDE
The system has a 1965 liter gaseous oxygen cylinder installed in the top left side of the
rear fuselage compartment, behind the rear pressure bulkhead. The large cylinder
replaces the standard smaller oxygen cylinder. The cylinder head isolation valve is
secured in the open position. System shut off, when the aircraft is on the ground, is by
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a rotary valve connected to the cable from the oxygen shut-off handle on the center
console. The rotary valve is installed between frames 16 and 17 on the right side of the
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fuselage. A pressure transducer installed near the oxygen cylinder sends a pressure
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signal to the pressure gauge on the left side of the cockpit. The oxygen replenishment
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point comprising a charging valve and a system pressure gauge is installed at the
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bottom of the rear fuselage compartment. The system overpressure protection burst disc
indicator is installed on the left side of the rear fuselage.
PO
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System controls and operation are the same as for the standard system. The system
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with full oxygen pressure will meet the Canadian Operational CAR 605.31 and CAR
605.32 requirements. Refer to the Oxygen Duration Chart in Section 4 to determine the
minimum oxygen supply required for the number of occupants when operating at less
N
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than full oxygen pressure.
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REAR RIGHT SIDE

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The right side larger capacity oxygen system has the same operation and components
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as the left side. The following components have a different location. The oxygen cylinder
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is installed in the top right side of the rear fuselage compartment. The oxygen
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replenishment point comprising a charging valve and a system pressure gauge is

FA
installed at the bottom right of the rear fuselage compartment. The system overpressure
protection burst disc indicator is installed on the right side of the rear fuselage.
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Revision 10: Dec 20, 2010 7-18-5
SECTION 7-18
PC-12/47E
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INTENTIONALLY BLANK
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7-18-6 Revision 10: Dec 20, 2010
SECTION 7-19
COCKPIT ARRANGEMENT
GENERAL
Refer to Figure 7-19-1, for the Cockpit Layout.
The cockpit avionics suite is based on a four Display Unit layout (the fourth DU is
optional), arranged in a T configuration. All of the cockpit controls, switches, and displays
LY
are readily accessible to the pilot for single pilot operation. There is an overhead control
panel which contains the switches for electrical power management and various systems.
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The sidewalls contain the circuit breaker panels. The center console contains the controls
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and switches.
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DESCRIPTION
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The overhead panel has ELECTRICAL POWER MANAGEMENT, SYSTEM TEST, FUEL
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PUMPS, ENGINE START, EXTERNAL LIGHTS and PASSENGER WARNING sections.
These sections are fully described in their associated systems descriptions within this
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section. IO
AT
The left Display Unit (DU) is the pilots Primary Flight Display (PFD), the center upper DU
is the Situation Awareness Multi Function Display (MFD), the lower MFD is the systems
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MFD and the right optional DU is the copilot PFD. The two MFD’s can be swapped
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(systems on the upper MFD and the Situation Awareness on the lower MFD).To the left
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of the pilots PFD is the clock and Electronic Standby Instrument System (ESIS), the main
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function of which is to display altitude, attitude and airspeed in the event of a total failure
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of the primary avionic system. The clock is powered directly from the Hot Battery bus (pre
SB 31-015 or pre SB 31-016) or the Standby Bus (post SB 31-015 or post SB 31-016).
FA
To the right side of the pilots PFD (and to the left of the copilots PFD if installed) are the
PFD and Radio control panels. Above the pilots PFD is the No. 1 Audio/Marker panel.
D
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Above the copilots PFD (if installed) is the No. 2 Audio/Marker panel (if installed). Above
the center upper MFD is the Flight Guidance Control Panel and below the lower MFD is
the MF Controller and Display Reversion Control panel. A parking brake handle is located
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forward of the left bottom side panel below the instrument panel.
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The lower right panel on the pilot's side contains switches for the ice protection systems
EN
and the landing gear selector. An optional ADAHRS Heading Override push switch can
be installed on the right side of the pilot’s lower left panel. The lower left panel on the
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copilot's side contains the ACS and pressurization control switches.

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The center console contains the ELT switch, the trim and flap interrupt and alternate stab
trim switches, and the engine power controls and flap lever. Further aft are the cockpit
and cabin lighting controls. At the top rear of the center console there is a flat area where
the Cursor Control Device (CCD) can be installed. The ACS and fuel firewall shutoff valve
controls and the emergency landing gear handpump can be found on the aft vertical
surface of the console. On the forward right side of the console there is a main OXYGEN
lever.

SECTION 7-19
PC-12/47E
On the rear left sidewall there is a panel which contains the flight time counter, oxygen
pressure gauge, MIC SELECT, AURAL WARN inhibit and EMERG COM 1 switches.
When the optional 110 VAC power outlet system is installed the ON/OFF switch is also
located on the panel. At the rear of the panel are the pilot MIC, PHONE and the active
noise reduction headset connections. Located in a recess at the rear of the left sidewall is
the PASSENGER OXYGEN selector, and oxygen and mic connections for the crew
oxygen mask. Above this area there is a storage point for the control wheel lock. On the
lower left sidewall a removal panel gives access to the document stowage area and also
provides storage for the Primus Apex software CD’s. Further forward a map light is
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installed above the two circuit breaker panels in the sidewall. There is provision for
document stowage and a cup holder built into the sidewall panel. At the top of the forward
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left sidewall there is hand/mic in a stowage area. Lower down there is a recess in the
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sidewall to give access to the circuit breakers on the left Power Junction Box (PJB).
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The right sidewall is similarly equipped but without the control wheel lock, oxygen
pressure gauge and control valve. The similar panel at the rear only has the MIC
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SELECT switch and the copilot MIC, PHONE and the active noise reduction headset
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connections. When the optional 110 VAC power outlet system is installed a 110 VAC
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power outlet is installed on the panel. There are two small removal panels on the right
sidewall, they are used by maintenance for access to the brakes reservoir and the ground
maintenance panel.
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Adjustable air conditioning outlets are positioned on the head liner, the sidewalls and at
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foot level. These outlets should be kept open to allow the environmental control system to
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regulate the temperature in the cockpit.

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Divider walls are installed behind the pilot and copilot seats and a curtain or door fits
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between the walls to form a division between the cockpit and cabin.
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On the forward side of each divider there are stowage cups for the pilot and copilot
oxygen masks.
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Smoke goggles (if equipped) enclosed in a stowage are provided for the pilot and copilot.
They are located on the forward side of the cabin divider, behind the pilot seat.
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Instructions for donning the smoke goggles are shown on Figure 7-19-1 - Sheet 2.
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A fire extinguisher is located on the forward side of the cabin divider behind the copilot
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seat.
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7-19-2 Revision 10: Dec 20, 2010
SECTION 7-19
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Figure 7-19-1. Cockpit - Layout

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-19-3
SECTION 7-19
PC-12/47E
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Figure 7-19-1. Cockpit - Donning of Smoke Goggles

(Sheet 2 of 2)

7-19-4 Revision 10: Dec 20, 2010
SECTION 7-20
PITOT STATIC SYSTEMS
GENERAL
Dual pitot and static systems provide dynamic and static pressure to the Air Data
Attitude Heading Reference System (ADAHRS) and the Emergency Standby Instrument
System (ESIS).
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Refer to the Pitot and Static Systems Schematic Fig 7-20-1.
N
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DESCRIPTION
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A heated pitot head is installed on the bottom of the left and right wings.
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The pitot pressure sensed by the left (No. 1) pitot system is carried through lines within
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the wing and fuselage to the ADAHRS Channel A. The No. 1 pitot system can be
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drained by a valve located in the left bottom wing root.
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The pitot pressure sensed by the right (No. 2) pitot system is carried through lines within
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the wing and fuselage to the ADAHRS Channel B. The No. 2 pitot system also supplies
AT
pitot pressure to the ESIS. The No. 2 pitot system can be drained by a valve located in
the right bottom wing root.
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Two dual heated static ports are installed, one each side of the rear fuselage aft of the
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rear pressure bulkhead. Two pickups are used, one on each side are used for each
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static system. The two pickups balance out the differences in static pressure caused by
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slight side slips or skids.

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The static pressure sensed by the forward left and rear right static ports is carried
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through lines within the fuselage to the ADAHRS Channel A. The static pressure sensed
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by the forward right and rear left static ports is carried through lines within the fuselage
to the ADAHRS Channel B and to the ESIS. The static line of each static system can be
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drained by a valve located inside the rear fuselage, aft of the rear pressure bulkhead.
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If one or more of the pitot static systems malfunction, they should be checked for dirt,
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leaks or moisture. The holes in the sensors for pitot and static pressures must be fully
open and free from blockage. Blocked sensor holes will give erratic or zero readings to
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the ADAHRS.
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The heaters for the pitot heads and static ports are controlled by the PROBES switch on
the ICE PROTECTION panel, installed on the pilots lower right panel. Electrical power
for left pitot and static port heating is supplied through the LH PITOT DE-ICE and LH
STATIC DE-ICE circuit breakers on the Essential Bus. Electrical power for right pitot and
static port heating is supplied through the RH PITOT DE-ICE and RH STATIC DE-ICE
circuit breakers on the Main Bus.

Revision 10: Dec 20, 2010 7-20-1
SECTION 7-20
PC-12/47E
The Crew Alerting system (CAS) window of the systems Multi Function Display (MFD)
displays the following Cautions for the pitot and static systems:
AMBER CAUTION
Probes Off Indicates the ice protection probes switch is set to off and OAT < 10° C
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Pitot 1 Heat Indicates No. 1 system, No. 2 system or both systems pitot head
N
Pitot 2 Heat heater failure
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Pitot 1 + 2 Heat
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Static Heat Indicates one or both static port heater failure
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7-20-2 Revision : 10 Dec 20, 2010
SECTION 7-20
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Figure 7-19. Pitot and Static Systems

Revision 10: Dec 20, 2010 7-20-3
SECTION 7-20
PC-12/47E
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INTENTIONALLY BLANK
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7-20-4 Revision : 10 Dec 20, 2010
SECTION 7-21
STALL WARNING / STICK PUSHER SYSTEM
GENERAL
The airplane is equipped with a stick shaker-pusher system to improve aircraft handling
in the low speed flight regime by preventing the airplane from inadvertently entering a
stall condition. The stick shaker-pusher system contains two Angle-of-Attack (AOA)
sensors, two computers, a single stick shaker and a single stick pusher. The two
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computers are connected in such a way that either computer can, independently,
provide stall warning (stick shaker and stall warning) but both computers are required to
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actuate the stick pusher.
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DESCRIPTION
PO
Refer to Figure 7-21-1, Stall Warning/Stick Pusher System, for system operation.
R
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The left and right hand Stick Pusher Computers are each provided power from the
Essential and Main bus. Each computer receives inputs from its respective AOA vane
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and AIR/GND relay. Both computers receive inputs from the engine torque, flap position,
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and self test. From these various inputs, each computer independently determines the
"Defined Angle of Attack" for stall warning (stall warning and stick shaker activation),
AT
stick pusher activation, and stick pusher disengagement following an actual push. A
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digital serial output, from the left and right computers, provide data to the Modular
Avionics Unit (MAU) for the Fast/Slow pointer on the Attitude Direction Indicator (ADI) of
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the Primary Flight Display(s) (PFD’s). It is also used for the display of the Low Speed
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Awareness Indication adjacent to the Air Speed Tape.

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The stick pusher, shaker, the Flight Alerting System (FAS) visual “Stall” and aural “Stall”
FA
warnings are disabled on the ground through the AIR/GND inputs, except for the self test
function. The stick pusher is inhibited for 5 seconds after lift-off. The shaker and the stall
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warning are operative immediately after lift-off.

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The stick pusher actuator has a built-in g-switch which inhibits the stick-pusher when the
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airplane's normal acceleration becomes less than 0.5 g. The output torque of the stick-
pusher actuator is electronically-limited to have a force of 60 to 65 lbf on the control
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wheel. A slip-clutch on the stick-pusher capstan allows control on the elevator with a
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force of 85 to 90 lbf on the control wheel, in the event of stick-pusher jam. The force on
the control wheel is defined when the longitudinal control is pulled to 3/4 of its travel.
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This allows the pilot or copilot to override the stick-pusher in the instance of an
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inadvertent operation.
FO
Each outboard control wheel horn is equipped with a PUSHER INTR push switch
providing a means to quickly disengage the stick pusher actuator in the event of an
inadvertent operation.

Revision 10: Dec 20, 2010 7-21-1
SECTION 7-21
PC-12/47E
When operated in pusher Ice Mode (to provide protection in icing conditions), all the
shaker and pusher actuating points are shifted down by 8° AOA. The pusher Ice Mode is
set when the propeller de-icing system is switched ON and the inertial separator is set to
OPEN. When both pusher computers are set in Ice Mode, a green PUSHER ICE MODE
advisory is shown in the ICE PROTECTION window of the systems MFD. If only one
computer is set in Ice Mode, or if no computer is set in Ice Mode while conditions for ice
mode are present, the amber PUSHER caution is activated.
The system is provided with a self test function that can be activated at any time by
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pressing and holding the STICK PUSHER switch located on the SYSTEM TEST section
of the overhead panel. The green PUSHER ICE MODE advisory is illuminated during the
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self test after the pusher is first activated. The amber Pusher caution on the CAS will
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remain illuminated until the self test is passed.
S
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After engine start on the ground, the CAS Pusher caution will illuminate until the system
test has been successfully tested. The test must be done before takeoff. The engine
PO
must be operating at a minimum of 5 psi torque, the flaps set to 15°, then press and hold
the STICK PUSHER switch to initiate the test. If the test switch is pressed and the test
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sequence does not occur and/or the CAS Pusher caution remains illuminated, the
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system has failed the self test and further flight before maintenance is not approved. If
the test switch is pressed without the engine operating above 5 psi torque and the flaps
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are not set to 15°, the PUSHER annunciator will remain illuminated, the “Stall” warning
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and the test sequence will not occur.
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The system function may be tested in the air anytime the engine is operating with the
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flaps at any setting. Press and hold the test switch and observe the following sequence;
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PUSHER ICE MODE advisory, “Stall” warning with stick shaker for 2 seconds followed
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by a 1 second pause, and “Stall” warning with stick shaker for 2 seconds. The pusher
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will not activate when the system is tested in flight. If the test switch is pushed and the
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test sequence does not occur and/or the CAS PUSHER caution remains illuminated, the
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system has failed the self test.

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WARNING
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APPLIED.
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The AOA vanes and mounting plates are electrically heated by internal heating
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elements. AOA vane and mounting plate heat is controlled by the PROBES switch
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located on the ICE PROTECTION switch panel. Refer to Figure 7-21-1, Stall
Warning/Stick Pusher System for system schematic.

7-21-2 Revision : 10 Dec 20, 2010
SECTION 7-21
OPERATION
The vane attached to the AOA probe aligns itself with the relative airflow. As it moves, it
positions a wiper unit in the probe. This wiper unit adjusts the electrical output to its
respective pusher computer. As the airplane approaches the artificial stall (5 to 10 knots
before pusher actuator), the stick shaker and the “Stall” warning will activate when one of
the AOA pusher computers senses the defined angle of attack for stall warning/stick
shaker activation. If the “Stall” warnings are ignored and the approach to stall is
continued, the stick pusher will activate when both AOA pusher computers sense the
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defined angle of attack for stick pusher activation. The stick shaker and “Stall” warning
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remain active during pusher operation.
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Pusher operation will be stopped when either AOA computer senses an angle of attack
S
lower than the angle of attack required to active the pusher or when the airplane
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acceleration is less than 0.5 g.
PO
If an inadvertent operation of the stick pusher occurs, push the PUSHER INTR switch on
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the control wheel outer horn to quickly disengage the stick pusher actuator.
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Activation of the stick shaker disengages the autopilot if engaged, in order to give full
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authority to a possible stick pusher activation. The autopilot can be manually reconnected
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after the angle of attack is reduced and the stick shaker has ceased operation.
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WARNING
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IF ACCELERATED STALLS ARE PERFORMED IN THE

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LANDING CONFIGURATION WITH HIGH POWER AND

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SIDESLIP, A RAPID PITCH-DOWN MAY RESULT WITH

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AN ALTITUDE LOSS OF UP TO 500 FEET.

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Revision 10: Dec 20, 2010 7-21-3
SECTION 7-21
PC-12/47E
A digital serial output, from the left and right hand computers, provide data to the Modular
Avionics Unit (MAU) for the Monitor Warning System (MWS), the Fast/Slow pointer
(Dynamic Speed Bug with Build 8 and higher) on the PFD ADI and Low Speed
Awareness indication on the PFD ASI.
The stick pusher system has an internal-fault monitoring system which will signal the
MAU to make the CAS amber Pusher caution when one of the following events occur:
LY
 a built-in test failure
N
 a push signal from only one computer that is longer than 3 seconds
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 no output torque during a push
S
 if either of the pilot or copilot DISC switches is pressed
SE
 if the aircraft normal acceleration is below 0.5 g for longer than 3 seconds

PO
disparity between WOW inputs
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A malfunction in either pusher computer initiates an amber Pusher caution to be shown
PU
on the CAS. This warns the pilot about a system malfunction and the pusher becoming
inoperative.
N
IO
The stick shaker and “Stall” warning devices may still be operational if the stick pusher is
inoperative.
AT
IZ
The CAS will show an amber AOA De Ice caution when a malfunction is sensed in the
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AOA vane or mounting plate heater circuits (current sensing).

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The PUSHER ICE MODE advisory in the ICE PROTECTION window of the systems MFD
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will show when the propeller de-ice system is set ON and the inertial separator is set
M
OPEN. In the Ice Mode, the shaker and pusher activation points are coming 8° earlier
FA
than in the normal mode and the FAST/SLOW pointer is set for a 15° flap landing.
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If the Flap Control and Warning Unit (FCWU) detects a flap asymmetry, it:
AN
 sends a Flap caution to the MAU for display on the CAS.

AL
 sends a signal to the stick pusher computer

 sends the flap position to the stick pusher computer
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The stick pusher computer checks the flap position and flap asymmetry and if greater
EN
than 2° for 10 seconds or more, sends a Pusher caution to the MAU for display on the
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CAS and goes into pusher safe mode. The MAU also signals the CAS to display the cyan
Pusher Safe Mode advisory. When in safe mode, the stall warning trigger thresholds
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operate at the 0° flap position settings irrespective of the flap position.

FO

7-21-4 Revision 13: June 01, 2014
SECTION 7-21
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Figure 7-21-1. Stall Warning/Stick Pusher System

(Sheet 1 of 3)
Revision 10: Dec 20, 2010 7-21-5
SECTION 7-21
PC-12/47E
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(Sheet 2 of 3)
7-21-6 Revision : 10 Dec 20, 2010
SECTION 7-21
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(Sheet 3 of 3)
Revision 10: Dec 20, 2010 7-21-7
SECTION 7-21
PC-12/47E
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INTENTIONALLY BLANK
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7-21-8 Revision : 10 Dec 20, 2010
SECTION 7-22
AIRFOIL DEICE SYSTEM
GENERAL
Inflatable neoprene boots are installed on the leading edges of the wings and horizontal
tail surfaces. Their purpose is to inflate and dispense any ice which may accrete on their
surface during flight in atmospheric icing conditions. When not in use, the boots have a
vacuum applied to prevent partial inflation while in flight.
LY
N
DESCRIPTION
O
S
The airplane is equipped with inflatable pneumatic deicing boots fixed to the leading
SE
edges of the wings (two boots per wing- inboard and outboard) and the horizontal
stabilizer. Air bled from the 3rd stage of the engine compressor section, is routed to the
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regulator-reliever valve of nominal 14 psi regulating pressure, then through a water
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separator to the ejector flow control valves. These valves, which are solenoid-operated,
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port air pressure to the deicing boots in a prescribed sequence: - first to the horizontal
stabilizer deicer, then to the lower portion of the inboard wing deicers, the upper portion,
N
the lower portion of the outboard wing deicers, and finally the upper portion. Progression
IO
through this sequence is controlled by an electronic Timer/controller and monitored by
low pressure sensing switches in each line, which are linked to the Modular Avionics
AT
Unit (MAU).
IZ
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When pressure is not being applied to the deicer boots a small airflow is allowed to pass
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through the ejector valves to impose a vacuum in the lines to the deicing boots. This
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provides a negative air pressure at the boots ensuring the airfoil contour is maintained.
M
FA
The pneumatic deice boot consists of a smooth neoprene and fabric blanket containing
small spanwise deicer tubes. Each wing deicer has two air connections - one for the
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tubes on the lower surface and one for the tubes on the upper surface. The smaller
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boots on the horizontal stabilizer have one connection only.

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The deicer boots are cement-bonded to the airfoil leading edges and have tapered
edges to conform smoothly with the wing contour. The deicer boots are approximately
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0.075 inches thick and have a `neoprene´ surface.

EN
The water separator is located upstream of the ejector control valves. Its function is to
G
remove any condensation from the system and consists simply of a set of vanes which
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introduce a rotational swirl to the air that removes entrained water through centrifugal
FO
forces. A drain connection is fitted to the bottom of the housing to vent the moisture
overboard.
The pressure-reliever valve consists of a spring and poppet valve which, at the required
pressure, will open to allow air to pass from the inlet to the outlet port. The nominal
regulating pressure is 14 psi. It also has an integral relief valve relieving at 18 psi.

Revision 10: Dec 20, 2010 7-22-1
SECTION 7-22
OPERATION
Refer to Figure 7-22-1, Pneumatic Wing Deice System.
In the off mode the system applies a continuous vacuum to the de-ice boots while the
engine is running. The system is initiated by setting the switch labeled BOOTS on the
ICE PROTECTION switch panel. The switch can be set to 3 MIN or 1 MIN and a green
advisory BOOTS advisory is shown in the ICE PROTECTION window of the systems
LY
Multi Function Display (MFD). When activated the timer actuates each ejector flow
control valve (EFCV) in the prescribed sequence, for eight seconds. The time to inflate
N
and deflate all of the de-icer units is thus 40 seconds. There is then a dwell period of 20
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seconds (if the `one minute cycle´ has been selected) or of 140 seconds (if the `three
S
minute cycle´ has been selected) before the inflation sequence is repeated.
SE
PO
Pressurization of each de-icer will cause the pressure switch to close, indicating proper
operation. If there is a failure, the MAU will make the ICE PROTECTION green BOOTS
R
advisory go off and an amber De Ice Boots caution will be shown on the Crew Alerting
PU
System (CAS). Operation of the wing boots can also be observed directly during ground
checkout or from the airplane cabin. At night the left wing and boot operation can be
N
observed using the wing inspection light. If the control system is de-activated during a
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de-icing cycle, the cycle will be completed prior to system shut-down.
AT
CAUTION
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OPERATION OF THE PNEUMATIC WING DEICE

SYSTEM IN AMBIENT TEMPERATURES BELOW -40°
IL
C OR ABOVE 40° C MAY CAUSE PERMANENT

M
DAMAGE TO THE DEICER BOOTS.

FA
D
AN
With the BOOTS switch in the 3 MIN or 1 MIN position a green advisory is shown in the
AL
ICE PROTECTION window to show the system is set to on and working correctly.
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Should the inflation pressure at the individual pressure switches not reach the nominal
filling pressure of 11 psi during the inflation sequence or an incorrect timing sequence,
EN
the MAU will make the CAS show an amber De Ice Boots caution and the green
advisory goes off in the MFD ICE PROTECTION window.
G
R
After failure of the de-icing boots, the aircrew should prepare for departure of icing
FO
conditions as soon as possible.

7-22-2 Revision 10: Dec 20, 2010
SECTION 7-22
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Figure 7-22-1. Deicing System

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-22-3
SECTION 7-22
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Figure 7-22-1. Deicing System

(Sheet 2 of 2)
7-22-4 Revision 10: Dec 20, 2010
SECTION 7-23
COMFORT FEATURES
GENERAL
Extra comfort for the pilot and copilot can be provided by optional equipment installed at
build. For colder climates a foot warmer system can be installed, refer to the Foot
Warmer system description and operation for more information. Active Noise Reducing
LY
(ANR) headsets are installed in the place of normal headsets. Power for the ANR
function is provided from the aircraft communications power supplies.
N
O
Passenger comfort is provided for by an ACS and a pressurization system. Additional
S
SE
comfort can be provided with the vapor cycle cooling system (when installed). The fans
installed at the rear of the cabin can be used to increase the general air circulation
PO
around the cabin. The switches for the fans are on the copilots lower left panel.
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An optional 110 VAC power outlet system can be installed to give the facility to operate
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portable electronic equipment in the cockpit and cabin. Four power outlets are provided,
one on the cockpit rear right switch panel, one on the left cabin sidewall and two on the
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right cabin sidewall. A 110 VAC POWER ON/OFF switch is installed on the cockpit left
IO
rear switch panel. Electrical power to the 110 VAC static inverter is supplied through the
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110 VAC AUX PWR circuit breaker on the CABIN BUS. The maximum power output for
the system is 500 Watt.
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Revision 10: Dec 20, 2010 7-23-1
SECTION 7-23
PC-12/47E
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INTENTIONALLY BLANK
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7-23-2 Revision 10: Dec 20, 2010
SECTION 7-24
CABIN FEATURES
GENERAL
The PC-12 has a large cabin that offers a flexible interior configuration for passenger
and cargo loading. There are two basic cabin configurations, a Corporate Commuter and
an Executive interior. Variations to the two basic configurations are continually being
developed, refer to Section 2 for the variations that have been approved. See Section 6
LY
for passenger seat locations, combi conversions and cargo loading information.
N
O
Divider walls are installed behind the pilot and copilot seats and a curtain or door fits
between the walls to form a division between the cockpit and cabin.
S
SE
A fire extinguisher is located on the forward side of the cabin divider behind the copilot
PO
seat. Full operating instructions are given on the side of the extinguisher.
R
PU
CORPORATE COMMUTER INTERIOR
N
The standard Corporate Commuter Interior consists of two crew seats plus seating for
IO
up to nine passengers. The baggage compartment is situated at the rear of the cabin
AT
and a baggage net must be installed at frame 34 when baggage is stowed. Optional
luggage restraint bars can be installed on the passenger seats to permit the stowage of
IZ
small items under the seat. An optional coat hanger can be installed in the baggage
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compartment.
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EXECUTIVE INTERIOR
M
FA
The standard executive interior aircraft consists of two crew seats plus executive seating
for six passengers. The two forward passenger seats 1 and 2 face rearwards and the
D
remainder face forwards. Extra passenger seating can be provided by using a

AN
combination of executive and standard passenger seats or a three seat bench. Refer to
Section 2 Maximum Passenger Seating Limits for the various executive interiors that are
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approved and Section 6 Interior Configurations for more information. The three seat
bench interior provides a larger area for baggage stowage which is then secured with
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the larger baggage net. An optional bulkhead and curtain assembly can be installed at
EN
frame 32 in front of the larger baggage net.

G
The baggage compartment is situated at the rear of the cabin and a baggage net must
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be installed at frame 34 when baggage is stowed. A coat hanger is installed in the

FO
baggage compartment.
Folding tables installed in the cabin sidewalls extend between the seats. Ashtrays,
cupholders, table and overhead lighting switches are provided in the sidewall armrests
adjacent to each seat. Individual reading lights and air outlets are installed in the
headliner panel above each seat position.

Revision 10: Dec 20, 2010 7-24-1
SECTION 7-24
PC-12/47E
A toilet compartment is installed in the front right hand side of the aircraft. The forward
wall of the toilet compartment forms the cabin divider. Left and right storage cabinets are
installed, the left cabinet fits against a small divider behind the passenger door and the
right cabinet fits against the toilet compartment rear wall.
Passenger information no smoking/fasten seat belt illuminated signs are installed on the
rear of the toilet compartment and above the baggage compartment. The signs are
turned on and off by the pilot using the switches installed on the electrical overhead
panel.
LY
N
Various optional interior upgrade packages are available, contact Pilatus for further
O
information and the determination any modification work required.
S
SE
COMBI/CARGO INTERIOR
PO
A Combi or a full cargo interior can be made by the removal of passenger seats from
both the Corporate Commuter and Executive Interior aircraft. Cargo net attachment
R
PU
points are installed in the cabin walls at frame positions 24 and 27. Baggage net
attachment points are installed at frame 34. Cargo restraining nets can be installed at
the attachment points and allow lightweight cargo to be loaded without being secured
N
with tie-down straps. A cargo securing kit contains the necessary items for the securing
IO
of heavyweight cargo.
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7-24-2 Revision 10: Dec 20, 2010
SECTION 7-25
EMERGENCY LOCATOR TRANSMITTER
KANNAD 406 ELT (AIRCRAFT MSN 1001 TO 1520)
DESCRIPTION
An Emergency Locator Transmitter (ELT) 406 AF is installed in the rear fuselage. It is

connected to an antenna which is installed on the top of the fuselage below the dorsal
LY
fairing and has a battery pack that must be replaced after a specified time. The ELT will
N
transmit on the international distress frequencies of 121.5, 243.0 and 406 MHz. The ELT
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unit has a switch with the positions ARM, OFF and ON.
S
SE
A smart connector is installed in the ELT wiring harness. The smart connector is
programmed with the aircraft identity data. If there is a change to the aircraft identity the
PO
smart connector must be re-programmed at an approved service center.
R
PU
An optional navigation interface module can be installed adjacent to the ELT in the rear
fuselage. It has a 28 VDC power supply from the Hot Battery Bus, receives aircraft
N
position information from the GPS through the modular avionics unit and is connected to
IO
the ELT. The interface module also has an ON/OFF switch and an indicator.
AT
There is an ELT remote control panel installed on the center console. The panel has a
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guarded switch with the positions ON, ARMED and RESET/TEST and an indicator light.
R
IA
OPERATION
IL
M
FA
The ELT is installed in the aircraft with the switch at the ARM position, this also makes
the remote control panel active. For flight the remote control switch must be in the
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ARMED guarded position. In the ARMED mode, the ELT is automatically operated at a
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specified g force by an internal g switch.The ELT will continuously transmit at 121.5 and
243.0 MHz for up to 48 hours and it will also transmit a digital message at 406 MHz every
AL
50 seconds for the first 24 hours. With the optional navigation interface module installed
the aircraft position is also transmitted as part of the digital message at 406 MHz.
ER
In an emergency, the remote switch can be selected to ON. The ELT will then
EN
immediately start the distress signal transmission. The red indicator will come on.
G
R
In the case of accidental transmission, the ELT can be reset by either selecting the
FO
guarded remote switch to RESET or the switch on the ELT unit to OFF.
The remote switch TEST position is used to check the battery voltage and transmission
power of the ELT for maintenance purposes.

Revision 14: March 02, 2015 7-25-1
SECTION 7-25
KANNAD INTEGRA ELT AND ENAV UNIT (AIRCRAFT MSN 1521 AND UP)
DESCRIPTION
An Emergency Locator Transmitter (ELT) 406.037 is installed in the rear fuselage. It is

connected to an antenna, which is installed on the top of the fuselage below the dorsal
fairing, and has a battery pack that must be replaced after a specified time. The ELT will
transmit on the international distress frequencies of 121.5 and 406.037 MHz. The ELT
LY
unit has a switch with the positions ARM, OFF and ON.
N
O
The ELT is loaded with unique aircraft identity data to aid the search and rescue services.
The unique aircraft identity data is loaded during installation by using a programming
S
Dongle. If there is a change to the aircraft identity, the programming Dongle and ELT
SE
must be re-loaded with the unique aircraft identity data by an approved service center.
PO
The ELT connects to the eNAV unit which is located on the same universal mounting
R
bracket within the rear fuselage. The eNAV unit receives aircraft position information from
PU
the GPS through the Modular Avionics Unit and provides it to the ELT for use within the
406.037 MHz data transmission. The eNAV is powered by a 28 VDC power supply
N
sourced from the Hot Battery Bus. The ELT has a built in GPS to provide greater
IO
accuracy and an integral antenna in case of disconnection or damage to the external
AT
antenna.
IZ
There is an ELT remote control panel installed on the center console. The panel has a
R
guarded switch with the positions ON, ARMED and RESET/TEST and an indicator light.
IA
IL
M
OPERATION
FA
The ELT is installed in the aircraft with the switch at the ARM position, this also makes
D
the remote control panel active. For flight the remote control switch must be in the
AN
ARMED guarded position. In the ARMED mode the ELT is automatically operated at a
specified g force by an internal g switch. The ELT will continuously transmit on the 121.5
AL
MHz homing frequency for over 100 hours and will also transmit a digital message on the
406.037 MHz frequency every 50 seconds for the first 24 hours. The aircraft position is
ER
transmitted as part of the 406.037 MHz digital message.

EN
Once the ELT is activated the internal GPS will attempt to acquire a valid position. If the
G
built-in GPS acquires a valid position, the 406.037 MHz message will contain the true
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position of the built-in GPS in the next transmission. If the built-in GPS does not acquire a
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valid position, the message will contain the true position of the external GPS sourced
from the eNAV unit. If neither the built-in GPS or the external GPS acquire a valid position
the message will contain the default value (GPS position not valid). To avoid consumption
the built-in GPS is not powered when the ELT switch is in the ARM position.

7-25-2 Revision 14: March 02, 2015
SECTION 7-25
In an emergency, the remote switch can be selected to ON. The ELT will then
immediately start the distress signal transmission. The red indicator will come on.
In the case of accidental transmission, the ELT can be reset by either selecting the
guarded remote switch to RESET or the switch on the ELT unit to OFF.
The remote switch TEST position is used to check the battery voltage and transmission
power of the ELT for maintenance purposes.
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SECTION 7-25
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7-25-4 Revision 14: March 02, 2015
SECTION 7-26
PRIMUS APEX - AVIONICS INSTALLATION GENERAL

The aircraft is equipped with a Primus APEX ‘glass cockpit’ modular avionics system
interconnected via various data buses. The APEX architecture design is configured to
allow system options, system enhancements and feature upgrades via software. The
integrated design approach facilitates a consistent display format across the cockpit
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display units, display controllers and provides a seamless operation for the pilot(s).
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The Primus Apex Software and all parts thereof installed in the aircraft are the subject
matter of various Honeywell proprietary rights. The Software License Agreement covers
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the aircraft owner/operator for the usage of the software installed in the aircraft and any
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updates, but only the functionality the customer has paid for. In accepting this License,
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Honeywell hereby grants the aircraft owner/operator a non-exclusive license to use one
electronic copy of the Software, solely in conjunction with the installed avionics
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equipment, to operate the specific aircraft identified at the time this License was granted
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to the owner/operator. Any other uses, copying or distribution of the Software without
prior written approval are strictly prohibited. Honeywell retains all title and interest in and
to the Software.
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The APEX system performs the following aircraft functions:

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 Electronic Display System and Graphics Generation Function

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 Configuration Management System (CMS)

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 Automatic Flight Control System (AFCS)

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 Flight Management System (FMS)

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 Audio Control
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 Monitor Warning Function (MWF) including Crew Alerting System (CAS)

 Data acquisition function
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 Maintenance function
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 Electronic Checklist and Charts (optional)

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The APEX system interfaces with the following stand alone equipment:
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 Air Data Attitude Heading Reference System (ADAHRS)

 Multi Mode Digital Radios (MMDR)
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 Weather Radar System (Wx)


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Radar Altimeter System

 Global Positioning System (GPS)
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 Mode S Transponder
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 Stormscope (optional)
 Terrain Awareness and Warning System (TAWS) (optional)
 Traffic Collision Avoidance System (TCAS) (optional)
 Distance Measuring Equipment (DME)
 Other aircraft systems

Revision 10: Dec 20, 2010 7-26-1
SECTION 7-26
MSN 1001 – 1270. An Electronic Standby Instrument System (ESIS) is installed and
displays altitude, attitude and airspeed. The ESIS is independent of the Primus Apex
system.
MSN 1271 and up. An Electronic Standby Instrument System (ESIS) is installed and
displays altitude, attitude, airspeed and magnetic heading. The ESIS is independent of
the Primus Apex system.
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Figure 7-26-1 Sheet 1 shows a schematic of the APEX Equipment Bus Bar Distribution.
The bus bar colors are shown similar to the colors on the cockpit circuit breaker panels.
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Figure 7-26-1 Sheet 2 shows the APEX Equipment Antenna Locations.
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Refer to the Honeywell Primus Apex Integrated Avionics System for the Pilatus PC-12E –
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Pilot Guide for complete information on the description and operation of the APEX
System.
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7-26-2 Revision 10: Dec 20, 2010
SECTION 7-26
ACRONYMS AND ABBREVIATIONS
The acronyms and abbreviations used in the Avionics Installation description are:
ACMS Aircraft Condition Monitoring System
ACS Air Cycle System
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ADAHRS Air Data and Attitude Heading Reference
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System
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ADC Air Data Computer
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ADF Automatic Direction Finder
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ADI Attitude Direction Indictor
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ADMS Aircraft Diagnostic and Maintenance System
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AFCS Automatic Flight Control System
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AGM Advanced Graphics Module
AHRS Attitude Heading Reference System
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AIRMET Airman’s Meteorological Advisories
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AP Autopilot
APM Aircraft Personality Module
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ASCB Avionics Standard Communications Bus

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BIT Built-in Test

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BARO Barometric
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CAN Controller Area Network

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CAS Crew Alerting System

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CAT Clear Air Turbulence

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CCD Cursor Control Device

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CKLST Checklist (electronic)

CMC Central Maintenance Computer
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CMS Configuration Management System

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CONUS Continental United States

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CPCS Cabin Pressure Control System

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DB Database
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DEOS Digital Engine Operating System

DME Distance Measuring Equipment
DRCP Display Reversion Control Panel
DU Display Unit
ECS Environmental Control System
EGPWS Enhanced Ground Proximity Warning System
ESIS Electronic Standby Instrument System
FAF Final Approach Fix

Revision 10: Dec 20, 2010 7-26-3
SECTION 7-26
FAS Flight Alerting System
FC Flight Controller
FD Flight Director
FMS Flight Management System
FMW Flight Management Window
FPLN Flight Plan
GA Go Around
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GFP Graphical Flight Planning
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GGF Graphics Generation Function
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GNSSU Global Navigation Sensor system Unit
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GPS Global Positioning System
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GS Glideslope
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HDG Heading
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HSI Horizontal Situation Indicator
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INAV Interactive Navigation
LAN Local Area Network
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LCD Liquid Crystal Display
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LPV Localizer Performance with Vertical guidance

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LSS Lightning Sensor System

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MAU Modular Avionics Unit

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METAR Aviation Routine Weather Report

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MFC Multi Function Controller

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MFD Multi Function Display

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MW Monitor Warning (miscompare condition)

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MWF Monitor Warning Function

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NEXRAD Next Generation Radar

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NIC Network Interface Controller

PDC Pre Departure Clearance
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PFD Primary Flight Display

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POF Phase of Flight

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PSA Pre Selected Altitude

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RVSM Reduced Vertical Separation Minimum

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SBAS Satellite Based Augmentation System

SID Standard Instrument Departure
SIGMET Significant Meteorological Information
STAR Standard Terminal Arrival Route
SSEC Static Source Error Correction
TA Traffic Advisory
TAF Aviation Terminal Area Forecast

7-26-4 Revision 10: Dec 20, 2010
SECTION 7-26
TAS Traffic Advisory System

TAWS Terrain Awareness and Warning System
TCAS Traffic Collision Avoidance System
TCS Touch Control Steering
TFR Temporary Flight Restriction
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TRK Track
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VGP Vertical Glidepath
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VNAV Vertical Navigation
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VSD Vertical Situation Display
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WAAS Wide Area Augmentation System
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WPT Waypoint
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Wx Weather Radar
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XPDR Transponder
XM Weather Satellite Receiver
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YD Yaw Damper
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SECTION 7-26
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Figure 7-26-1. APEX Equipment - Bus Bar Distribution

(Sheet 1 of 2)
7-26-6 Revision 10: Dec 20, 2010
SECTION 7-26
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Figure 7-26-1. APEX Equipment – Antenna Locations

(Sheet 2 of 2)
Revision 10: Dec 20, 2010 7-26-7
SECTION 7-26
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INTENTIONALLY BLANK
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7-26-8 Revision 10: Dec 20, 2010
SECTION 7-27
PRIMUS APEX
GENERAL
Refer to Figure 7-27-1, for APEX, MAU, displays and controls.
The Primus APEX system is implemented using standard concepts and modular
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components installed in a Modular Avionics Unit (MAU). Communication via the system
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components hosted in the MAU comprises a high integrity bus network called Avionics
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Standard Communication Bus (ASCB). Single channel APEX equipment is powered by a
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single circuit breaker and dual channel APEX equipment is powered by two circuit
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breakers connected independently to each channel of the equipment and powered from
different aircraft electrical bus bars.
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DESCRIPTION
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The MAU installed under the cabin floor consists of a cabinet/chassis containing a
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backplane circuit card assembly, cooling fans and 12 user module slots that host a variety
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of line replaceable modules. The MAU cabinet is divided into two channels (A and B),
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each channel is electrically isolated from the other with its own power supply module,
Network Interface Controller (NIC) module and data communications backplane. The dual
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channel architecture of the MAU allows system functions to be distributed between

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channels. The modules are field replaceable and field loadable with software. The user
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modules communicate to the Avionics Standard Data Bus (ASCB) via the NIC modules.
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The ASCB consists of two independent busses, the left and right busses correspond to
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pilot and copilot side primary data. Each NIC in the system reads and writes to the on-
side primary bus and reads from the cross-side primary bus.
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The aircraft wiring interface to the MAU is segregated into systems, MAU Channel A to
system 1 (left side aircraft wiring) and MAU Channel B to system 2 (right side aircraft
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wiring).
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The communication mechanism that LRU’s in the APEX system use to communicate is
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called the Virtual Backplane. The Virtual Backplane comprises an Avionics Standard
Communication Bus (ASCB) and the software and hardware mechanisms within the
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LRU’s that communicate on ASCB. LRU’s connected to ASCB use a common interface
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bus control module called a Network Interface Controller (NIC). The NIC provides a high
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integrity method for an LRU to interface with the ASCB.
A Local Area Network (LAN) provides a general purpose method of transferring data to
any LRU in the APEX system. Typical use of the LAN is on-ground data transfer
(software installation) and maintenance data transfer. The LAN is connected to each
channel of the MAU, the MF Controller and the maintenance panel.
The following line replaceable modules are installed in the MAU cabinet:

Revision 10: Dec 20, 2010 7-27-1
SECTION 7-27
 Power Supply (PS) module. A power supply module is dedicated to each
channel of the MAU. Either power supply can operate both of the MAU cabinet
cooling fans. MAU channel A power supply module will normally be powered
from the Essential Bus, following the loss of the essential bus power input,
channel A would revert to being powered from the Main Bus. MAU channel B
power supply module will normally be powered from the Standby Bus, following
the loss of the Standby Bus power input, channel B would revert to being
powered from the Main Bus. The module contains no processing or backplane
communication capability
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 The Network Interface Controller (NIC) module provides a gateway for the MAU
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modules to access ASCB and the LAN. Two NIC modules are installed, one for
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each channel of the MAU

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The Aircraft Personality Module (APM) is a memory storage device connected
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directly to the MAU NIC module. Two APM’s are installed, one for each channel
of the MAU. They contain APEX configuration data typically, System Identifier,
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Aircraft Type, Aircraft Serial Number, Installed Configuration Options and
System settings.
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
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The Advanced Graphics Module (AGM) is a single channel module and one is
installed for each channel of the MAU. The AGM performs general purpose
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processing as well as display processing and graphics generation. The
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Configuration Management System (CMS), charts function and maintenance
functions (CMC, ACMS) are also hosted on the AGM module. AGM1 (MAU
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channel A) drives the Pilot PFD and Upper MFD and AGM2 (MAU channel B)
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drives the Copilot PFD and Lower MFD. A repeater capability will allow the Pilot
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PFD to be displayed on the Copilot PFD (and vice-versa) in the event of a

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single AGM failure. The display controllers, MF controller and Display

Reversion Control Panel (DRCP) are interfaced with the AGM’s. AGM integrity
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is monitored by the Monitor Warning Function (MWF) which verifies that the
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data selected by the AGM for display generation has integrity

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 The Generic I/O (GIO) Module is a dual channel module, each module channel
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is connected to a different MAU backplane (channel A and B). The GIO module
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translates aircraft I/O data onto and off ASCB via the MAU’s backplane
 The Custom I/O (CSIO) Module is a dual channel module, each module
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channel is connected to a different MAU backplane (channel A and B). The

CSIO module also translates aircraft I/O data onto and off ASCB similar to the
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GIO module, but is more specialized to meet specific aircraft interface

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requirements
 The Actuator I/O Processor (AIOP) Module is a single channel module and one
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is installed for each channel of the MAU. The AIOP module is principally
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associated with the Automatic Flight Control System (AFCS). The Flight
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Management System (FMS) is hosted on AIOP b and the optional second

FMS is hosted on AIOP a.

7-27-2 Revision 10: Dec 20, 2010
SECTION 7-27
OPERATION
All the MAU modules use an operating system called Digital Engine Operating System
(DEOS). The system provides time and space partitioning that allows functions of mixed
criticality levels to coexist on the same processing platform and isolates application
software from the underlying hardware used in many of the modules and units. Software
objects that reside in DEOS are:
 Threads – that perform a sequence of executions that are time partitioned

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Process – a collection of threads and data that are space partitioned
 Application – a collection of one or more related processes
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 Core Software – software that provides all the support functions for the
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hardware and application
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 Boot Software – factory loaded software used to initialize the module and allow
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software loading
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The APEX operational software for the MAU will be installed for each specific aircraft
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during production and subsequently in the field for requisite software updates. APEX
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operational software will be distributed typically on a CD-ROM. Data loading from the CD-
ROM is accomplished by using a PC laptop connected to the APEX system installed on
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the aircraft via a LAN connector on the aircraft Maintenance Panel.
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The System Configuration and Data Loading window is a page selection on the systems
MFD multi-function window. The Data Loading window is only available when on the
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ground.
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The SYS CONFIG window displays configuration information for all installed
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software/data bases, including the Top Level System Part Number for the APEX System.
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When the Data Loading window is displayed the multi function controller joystick control is
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used to select one of the four selections to start the Data Load process.
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Revision 11: Dec 20, 2011 7-27-3
SECTION 7-27
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Note 1: Build 6 – CMC is on AGM 1.

Note 2: Build 7 – ACMF is on AGM 1.
Figure 7-27-1. APEX Build 8 or higher – MAU Configuration

Sheet 1 of 3

7-27-4 Revision 11: Dec 20, 2011
SECTION 7-27
DISPLAY AND WINDOW CONFIGURATION
The APEX Avionics suite is based on a four Display Unit (DU) layout arranged in a T
configuration to provide the pilot with quick easy access to avionic operations. The DUs
are numbered:
 DU 1 is the pilot’s PFD
 DU 2 is the upper MFD (default format is Situation Awareness Display MFD)
 DU 3 is the lower MFD (default format is Systems Display MFD)
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 DU 4 is the copilot’s PFD (when installed)
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The DUs do not contain any flight operational software and are driven by the AGM’s
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installed in the MAU. DUs 1 and 2 are driven by AGM1 and DUs 3 and 4 are driven by
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AGM2. The DU area of display is divided into 1/6th sections. These sections can be
combined into larger sections to generate the required display functionality. These
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sections of the displays are referred to as windows.
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Each DU has a default display/functionality configuration. The functionality is displayed
using a 1/6th or 2/3rd window. The default window configurations are shown in Figure 7-
26. By utilizing the full area of display in the various configuration windows, multiple
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system operations/functionalities can be shown on a DU at the same time. Each window
operates independently of the other windows. The only window size that can be changed
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is the waypoint list window in the Situation MFD. With the waypoint list window in focus
pressing the MF controller PAGE button changes the display to a 1/3 rd window. Selecting
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FMW returns the 1/3rd window to a 1/6th window.

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Window navigation comes under four areas:

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 Window entry
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 Window focus
 Page operation
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 DU focus
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Build 6 - Entry and operation on the interactive windows, which are the Radio window on
the PFD’s and windows co-located to bezel buttons on the MFD’s, is by controllers and
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the DU bezel buttons.

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Build 7 and higher - Entry and operation on the interactive windows, which are the
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Radio and HSI windows on the PFD’s and windows co-located to bezel buttons on the
MFD’s, is by controllers and the DU bezel buttons.
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There is a PFD controller which only operates on the PFD and an MF controller which
operates on the PFD’s and the MFD’s. The PFD controllers are installed on the inboard
side of the PFD’s and the MF controller is installed in the center console.

Revision 11: Dec 20, 2011 7-27-5
SECTION 7-27
The PFD controller push button controls for normal window navigation are:
DME shortcut key to the DME detail window on the radio
window
DETAIL calls up a secondary window related to the current

active window providing additional details related to
the selected item
PFD allows PFD control to be transferred to the other PFD
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in the event of a controller failure, when in operation
PFD Cross Control annunciations are displayed in
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amber along the bottom right side of the ADI
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Refer to the PFD section for a description of the controller controls for the PFD ADI/HSI
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displays and the Communication and Navigation - Controls section for the RADIO
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controls.
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The MF controller contains shortcut control keys, window navigation/cursor
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movement/menu controls and keypad controls as follows:
Arrow keys four arrowed keys (up, down, left and right) move
Build 6
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window focus in the indicated direction to the next
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interactive window
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Build 7 and higher four arrowed keys (up, down, left and right) move
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window focus to the respective display

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Joystick/Knob controls cursor focus within a window allowing operation

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Build 6 control from selectable item to item. Depending on the

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data field, a concentric knob can control the item that

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has cursor focus or a value can be entered via the

alphanumeric keypad
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Build 7 and higher controls cursor focus within a display allowing operation
control from selectable item to item. Depending on the
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data field, a concentric knob can control the item that

has cursor focus or a value can be entered via the
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alphanumeric keypad
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ENT button adjacent to the joystick, acknowledges the entry of data

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PAGE button displays menu of possible pages that can be selected in

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this window
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MFD swap button switches the Situation Awareness and Systems MFD’s.
All window navigation operations as presented will also
be switched
DETAIL button calls up a secondary window related to the current
active window providing additional details related to the
selected item
Keypad alpha numeric push buttons provide direct data entry

into an active data field controlled by the MF controller
cursor
7-27-6 Revision 11: Dec 20, 2011
SECTION 7-27
DEL button to delete the last character entered on the active data
field as highlighted by the MF controller cursor
CLR button to erase the value of a data entry field on the active data
field as highlighted by the MF controller cursor. Can be
used to reset the fuel quantity
ENT button adjacent to the keypad, same function as the joystick
ENT button, must be used to acknowledge data after it
has been entered or changed using the keypad
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Data Load a slot for a Secure Digital (SD) data card for the
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downloading of databases for FMS navigation and
Charts from an SD card and the uploading of ACMS
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trend data to an SD card. Annunciator illuminates for SD
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card activity. The Electronic Checklist and .Terrain
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Server (Green Disk) Database shall not be loaded using
the SD card loading functionality. A maintenance laptop
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configured with Remote Terminal and DLS shall be used
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instead. Refer to Pilatus Pilot Guide Document No.
02313 Revision 1
CKLST button N
displays the Electronic Checklist (if installed) in the
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lower left window of the Systems MFD
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CHART VIDEO button displays charts and Video (if installed) on the Systems
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MFD
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Refer to the relevant system for a description of the remainder of the MF controller
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buttons.
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For each interactive window there are adjacent bezel buttons on the outer edge of the
DU. The operational bezel buttons have an adjacent soft key, pressing a bezel button
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without a soft key will have no effect. The bezel buttons are used for toggle operations
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and selections within a window without having to bring window focus (via the MF
controller) to the area.
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SECTION 7-27
Window focus is only obtainable using the MF controller or Cursor Control Device (if
installed), pressing a bezel button does not bring window focus to a window. The Map
window is the default window focus except in composite mode. Only one window can be
in focus across the displays. When focus is obtained a cyan border will be shown around
the window.
Build 6- After an inactive period of 30 seconds the window focus border will be removed
and returned to the Map window. When there is no window focus present a press of any
of the arrow keys on the MF controller will highlight the focus border on the Map window.
Build 7 and higher - After an inactive period of 60 seconds the window focus will return
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to the Map window. When focus is brought to a new display the cursor will bloom for
approximately 10 seconds.
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When window focus is brought to a window that has data entry fields a cursor colored
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cyan will be placed on the first data entry field. The MF Controller joystick can then be
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used to position the cursor onto a required data entry field. At power up the cursor is
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placed in the upper left corner of the default Map window.
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Page operation is accomplished by pressing the PAGE button on the MF controller when
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in an active window. A menu listing the available pages for the window will be displayed.
Use the joystick (focus) to make a selection and then press the ENT key on the MF
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controller to display a new window. Pressing the PAGE button again or after 30 seconds
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of display the page menu is removed. There are two types of menus:
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 Page menus - to access pages of functions contained in the same window

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 Functionality menus - to show selection headings that remain the same

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regardless of the current mode of operation

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All menus once selected have cursor snapping, whereby the cursor snaps to the first item
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in the menu and to the subsequent items with joystick operation. When a keyboard or an
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MF controller entry is made the cursor is caged inside the data field until the entry is
completed by pressing the ENT key or clearing the entry with the CLR or DEL keys. If an
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MF controller short cut key is pressed or the cursor time out period is reached the entry is
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considered not finished and reverts to the previous value.

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The MF controller has short cut keys which can be used to quickly access functionality on
the windows. Pressing a shortcut key moves the window focus to the window containing
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the requested functionality and places the cursor on the item.

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The shortcut keys on the MF controller when pressed moves the window focus and
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places the cursor as follows:

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
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COM - to the COM 1 field on the PFD RADIOS window

 NAV - to the NAV 1 field on the PFD RADIOS window
 XPDR - to the XPDR field on the PFD RADIOS window
Pressing the INFO shortcut key activates the WPT window (if not displayed) and transfers
cursor focus to the waypoint information display box.
Pressing the DIR TO shortcut key opens the FMW (if not opened), activates the direct-to-
page, and sets the cursor focus to the DIR field for subsequent entry of a direct-to-
waypoint into the flight plan.

7-27-8 Revision 11: Dec 20, 2011
SECTION 7-27
A Cursor Control Device (CCD) can be installed on the top rear of the center console. It
provides the crew with a more ergonomic means for controlling the cursor movement on
the MFD’s. The CCD is connected to a Control Unit which provides the interface between
the CCD and the Primus APEX Modular Avionics Unit (MAU). The Control Unit is
powered through the Pilot PFD CONT/CCD circuit breaker from the Standby Bus and
therefore the CCD can be used for preflight functions (engine not running). The CCD will
continue to provide the same functionality as the MFC joystick related controls, in the
event of an MFC joystick failure. The CCD has a trackball to select focus and drop down
menus, and a scroll wheel. The scroll wheel can be pressed sideways (left) to operate the
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page function.
Build 6 - There are enter push buttons on the left and right sides of the CCD.
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Build 7 and higher – On the left side of the CCD is an Enter pushbutton, on the right
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side a Focus pushbutton. The Focus pushbutton swaps display focus between the
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installed displays in a counterclockwise direction.
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The Display Units each have a power supply from a different power bus. The pilots DU is
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powered from the Essential Bus, The upper MFD is powered by the Main Bus, the lower
MFD is powered by the Standby Bus and the copilots DU (when installed) is powered by
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the Avionic 2 bus.
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DISPLAY REVERSION IO
The display system is capable of reverting the Display Units (DU) and Advance Graphics
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Module 1 and 2 (AGM) by pilot operation in the event of a display or AGM failure
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condition. A Display Reversion Control panel is installed on the center console below the
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MF controller.
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The control panel has potentiometers for the PILOTS PFD, UPPER MFD, LOWER MFD
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and CO-PILOTS PFD (when installed). The potentiometers are used to adjust the
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individual DU brightness and to switch the displays to OFF/REV. The copilots PFD has
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only the OFF position. At the OFF/REV position the DU goes blank and the display is
moved to another display. In a reversion scenario (e.g. Copilot PFD displayed on Pilot
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PFD) the navigation information displayed will be based on the Nav sensor selected on
AN
the source display. In some cases the PFD will go into a composite mode. The PFD
composite format shows the ADI/HSI, up to twelve CAS messages, Systems Summary
AL
and Radio windows.

ER
The PILOTS PFD and CO-PILOTS PFD (when installed) controls also have a rotating
EN
switch that can be used to select from the NORM position to the other AGM in the event
of a primary AGM drive failure indicated by a red X displayed across the DU.
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In the event of a Multi Function Display (MFD) failure, the Situation Awareness or the
R
Systems data can be switched to the remaining MFD by pressing the MFD swap button
FO
on the MF Controller. The only limitation is that the Charts can only be accessed on the
upper MFD.

Revision 11: Dec 20, 2011 7-27-9
SECTION 7-27
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Figure 7-27-1. APEX – Displays (CCD Installed)

Sheet 2 of 3
7-27-10 Revision 11: Dec 20, 2011
SECTION 7-27
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Figure 7-27-1. APEX – Controls

Sheet 3 of 3
Revision 11: Dec 20, 2011 7-27-11
SECTION 7-27
PRIMARY FLIGHT DISPLAY
Refer to Figure 7-27-2 General.

Refer to Figure 7-27-3 Differences APEX Build 8 and higher.
The Primary Flight Display (PFD) provides all the essential flight data to the pilot. The
PFD displays attitude, heading, airspeed and altitude in the left 2/3 rd window. The right
upper 1/6th window displays the engine indicators and the right lower 1/6 th window
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displays the radio controls, refer to the Engine and Communication and Navigation
sections for a description of these windows. A second optional PFD can be installed for
N
the copilot, the window layout on this PFD is shown in a mirror image.
O
S
In normal operation the PFD receives air data, heading inputs for flight guidance, radio
SE
navigation or FMS data and engine instrument data. The PFD is divided into the following
display areas:
PO
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 Flight Mode Annunciators (FMA)
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 Attitude Director Indicator (ADI)
 Airspeed
 Altitude
N
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 Vertical Speed
AT
 Horizontal Situation Indicator (HSI) Displays and Annunciators

 Radio Management
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 Engine Instruments
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Attitude information is displayed on an electronic Attitude Director Indicator (ADI) and

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heading and course information on an electronic Horizontal Situation Indicator (HSI).

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Primus APEX Build 8 or higher operational software changes the display information as
D
follows:
AN
 All blue over brown (ADI and HSI are merged)

AL
 Expanded pitch scale (10° pitch up, 10° pitch down)

 Green pitch and roll symbol (gull wing or flying wedge)
ER
 Dynamic Speed Bug (DSB)

EN
The Dynamic Speed Bug (DSB) replaces the Fast/Slow display. It is shown as
G
a green chevron on the right side of the airspeed tape when the calibrated
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airspeed is 45 knots or more and the aircraft status is in-air. The DSB is
FO
removed when the aircraft is on the ground and below 45 knots for more than 5
seconds. Based on angle of attack information, the DSB indicates 1.3 VS
referenced to the airspeed tape.

7-27-12 Revision 11: Dec 20, 2011
SECTION 7-27
The T/O and LDG V-speeds are entered from the FMW. All V-speed entries are limited
from 30 to 200 knots with the exception of VT that is limited from 30 to VMO knots. Only
entered V-speeds will be displayed. The ADI T/O V-speeds are displayed in the lower
portion of the airspeed tape, if the aircraft is “on ground” and below 45 knots. The ADI
T/O V-speed bugs are displayed on the airspeed tape while the Indicated Airspeed is
less than the highest V-speed (VX, VR and VY) plus 10 knots. The ADI
Landing/Approach bugs are displayed while airborne and the indicated Airspeed
transitions to less than the highest V-speed (VT, VREF and VGA) plus 40 knots. 5
seconds after landing the T/O V-speeds are displayed on the airspeed tape or in the
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preview window if speed is below 45 knots. After an electrical power cycle the V-speeds
have to be reprogrammed for the next flight.
N
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The Avionics window on the systems MFD provides the pilot with the capability to
S
configure some display options on the ADI and HSI, and to utilize the FMS custom
SE
database feature.
PO
The displayed data is compared by the comparison monitors and if data is determined to
R
be invalid or miscompare, warning, caution and miscompare annunciations are shown on
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the PFD. The warning annunciators are shown in white on a red box or a red cross over
the symbol or tape. Some miscompare annunciators are shown in white on a red box and
N
some are shown in black on an amber box. The NO TAKEOFF and ATT FAIL
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annunciators are shown in the same location on the ADI. Refer to Figure 7-27-2 Sheets 1
AT
thru 5 for annunciator detail.

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Revision 11: Dec 20, 2011 7-27-13
SECTION 7-27
The following displays can be overlaid on the HSI in the partial compass (ARC) mode:
 Traffic
 Weather Radar
 Lightning (optional)
 Terrain from TAWS (optional)
The PFD controller contains the controls for ADI/HSI:
BARO rotary click knob for the setting of the current barometric
LY
pressure value for display on the PFD altitude window for
N
the selected ADAHRS channel. Clockwise rotation
O
increments and counter clockwise decrements the
S
barometric correction value
SE
PUSH STD push button to set the current barometric pressure value
PO
to standard pressure
R
NAV SEL push button to cycle through the navigation sources
PU
shown on the HSI display
N
NAV PRE-VIEW push button to activate and cycle through available
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navigation sensors when FMS is the active sensor
AT
O (circle) push button to cycle through the No. 1 sources of

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navigation bearing to be displayed on HSI as a circle

pointer (single pointer)
R
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◊ (diamond) push button to cycle through the No. 2 sources of

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navigation bearing to be displayed on HSI as a diamond

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pointer (double pointer)

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HSI push button to alternate HSI display between compass

D
and arc formats

AN
ET push button to activate and control an elapsed timer

AL
displayed on PFD
ER
CRS/RNG dual rotary click knob, inner for control of the desired
VOR/LOC course to be flown and the selected navigation
EN
sensor shown on the HSI. Outer for control of the range

G
display on the HSI

R
PUSH SYNC push button to cause a synchronization of the selected

FO
course to the current VOR bearing, if a VOR is the

selected navigation sensor
Refer to the Honeywell Primus APEX Integrated Avionics System for the Pilatus PC-12
NG – Pilot Guide for complete information on the description and operation of the PFD.

7-27-14 Revision 11: Dec 20, 2011
SECTION 7-27
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Note: YD indication – Build 7 and higher.

Fast/Slow Indicator – Build 6 and 7.
Figure 7-27-2. Typical APEX ADI HSI Display – HSI Rose

(Sheet 1 of 5)
Revision 11: Dec 20, 2011 7-27-15
SECTION 7-27
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Figure 7-27-2. Typical APEX ADI HSI Display – HSI Arc

(Sheet 2 of 5)

7-27-16 Revision 11: Dec 20, 2011
SECTION 7-27
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Figure 7-27-2. Typical APEX ADI HSI Display – Failed Indications
(Sheet 3 of 5)

Revision 11: Dec 20, 2011 7-27-17
SECTION 7-27
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Figure 7-27-2. Typical APEX ADI HSI Display – All Failures

(Sheet 4 of 5)
7-27-18 Revision 11: Dec 20, 2011
SECTION 7-27
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Figure 7-27-2. Typical APEX ADI HSI Display – Miscompare Annunciations

Sheet 5 of 5
Revision 11: Dec 20, 2011 7-27-19
SECTION 7-27
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Figure 7-27-3. APEX Build 8 and higher ADI HSI Display

7-27-20 Revision 11: Dec 20, 2011
SECTION 7-27
Refer to the Honeywell Primus APEX Integrated Avionics System for the Pilatus PC-12
NG – Pilot Guide for complete information on the description and operation of the PFD.
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Revision 11: Dec 20, 2011 7-27-21
SECTION 7-27
SITUATION AWARENESS MULTI FUNCTION DISPLAY
The upper MFD default display is used for situation awareness formats with various other
system displays in dedicated windows. The bezel buttons on the sides of the MFD are
used to select formats and control various systems. Refer to the Flight Management
System section and the Honeywell Primus Apex Integrated Avionics System for the
Pilatus PC-12NG – Pilot Guide for complete information on the description and operation
of the MFD.
LY
SYSTEMS MULTI FUNCTION DISPLAY
N
O
Figure 7-27-4.
S
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The lower MFD default display is used for the aircraft systems displays and control and
for the display of CAS messages. The MFD display is divided into six windows with the
PO
two center windows further sub divided. Refer to the relevant aircraft system section for
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further information on the content of systems MFD windows, apart from the lower left
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window which displays the following menus:
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7-27-22 Revision 11: Dec 20, 2011
SECTION 7-27
CKLST If no valid database is installed, the window will display

(optional) Checklist Unavailable. If installed, displays an
electronic Normal Procedures Checklist as a menu line item.
SENSORS Sensor Type selections provide a hierarchical view of the

navigation status to the pilot. The highest levels contain
summary information and the lower levels contain more
sensor specific details. The pull down menu contains
selection of the Performance, FMS and GPS pages
LY
N
WX/LX/TAWS The Weather, Lightning and Terrain set up pages can be
O
accessed from their individual tabs
S
SE
AVIONICS The avionics window gives the capability to configure the
following display options on the ADI and HSI from the PFD
PO
tab:
- Barometric correction imperial or metric
R
- Metric altitude enable or disenable
PU
- Wind format X-Y or vector
- Heading display magnetic or true
N
- Baro synchronization enable or disable
IO
AT
The following display option is controlled from the FCS tab

IZ
Flight Director command cue s-cue or cross pointer

R
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The Custom DB tab is used for managing the FMS custom database
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SCMS/DL Only available on the ground. The Configuration

M
Management Systems page displays configuration

FA
information for all installed software/databases and is used

for return to service type operations. The DATA LOAD
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page displays data loading status information for uploading

AN
and downloading files to and from the SD card slot in the

MF Controller
AL
ER
SUMMARY Cannot be selected manually, automatically displays a

summary page of the systems when charts are displayed
EN
on the Systems MFD. No control of any aircraft system is

possible through the Systems Summary window
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Revision 11: Dec 20, 2011 7-27-23
SECTION 7-27
The Crew Alerting System (CAS) window on the systems MFD will show the following
Caution and Advisory messages for the APEX core system status:
AMBER CAUTION
MAU A Fail
Indicates Channel A or B of Modular Avionics Unit is failed
LY
MAU B Fail
N
Check DU 1
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Check DU 2
S
Check DU 3
SE
Check DU 4
Check DU 1+2
PO
Check DU 1+3
Check DU 1+4 Indicates that there is a problem with either a Display Unit, the
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Check DU 2+3 fiber channel between the AGM and Display Unit or a Display Unit
PU
Check DU 2+4 connector
Check DU 3+4
Check DU 1+2+3 N
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Check DU 1+2+4
AT
Check DU 1+3+4
Check DU 2+3+4
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Check DU 1+2+3+4
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DU 1 Overheat
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DU 2 Overheat
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DU 3 Overheat
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DU 4 Overheat
DU 1+2 Overheat
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DU 1+3 Overheat
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DU 1+4 Overheat
Indicates one or two or three or four (if installed) Display Units
DU 2+3 Overheat
have overheated
AL
DU 2+4 Overheat
DU 3+4 Overheat
ER
DU 1+2+3 Overheat
EN
DU 1+2+4 Overheat
DU 1+3+4 Overheat
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DU 2+3+4 Overheat
DU 1+2+3+4 Overheat
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Check Pilot PFD Indicates pilots PFD wrap monitor failed

Check Copilot PFD Indicates copilots PFD wrap monitor failed
Check Engine Display Indicates pilot and copilot engine displays wrap monitor failed
LH PFD CTLR Fail Indicates Pilot’s PFD Controller has failed (on ground only)
RH PFD CTLR Fail Indicates Copilot’s PFD Controller has failed (on ground only)
LH+RH PFD CTLR Fail Indicates Pilot’s and Copilot’s PFD Controllers have failed (on
ground only)
ASCB Fail Indicates Avionics Standard Data Bus has failed

7-27-24 Revision 11: Dec 20, 2011
SECTION 7-27
AMBER CAUTION
(CON’T)
APM 1 Fail
Indicates No.1, No. 2 or both Aircraft Personality Modules have
APM 2 Fail
failed (on ground only)
APM 1+2 Fail
CMS 1+2 Fail Indicates No.1 and No. 2 Configuration Management System has
failed (on ground only)
LY
System Config Fail Indicates System Configuration Monitor detects a HW or SW
configuration error (on ground only)
N
Validate Config Indicates System Configuration Monitor detects a system part
O
number change (on ground only)
S
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APM Miscompare Indicates Aircraft Personality Modules disagree over installed
systems configuration (on ground only)
PO
CYAN ADVISORY
R
PU
1: AIOP A Module Fail Indicates Actuator I/O Module Ch A or B has failed in the Modular
2: AIOP B Module Fail Avionics Unit
N
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1: CSIO A Fail Indicates Custom I/O Module Ch A or B has failed in the Modular
AT
2: CSIO B Fail Avionics Unit

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3: CSIO A+B Fail

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1: MAU A Overheat Indicates Modular Avionics Unit Channel A or B or both channels

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2: MAU B Overheat have overheated

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3: MAU A+B Overheat

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MAU Fan Fail Indicates a Modular Avionics Unit cooling fan has failed
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1: GIO A Fail Indicates Generic I/O Module Ch A or B or both have failed in the
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2: GIO B Fail Modular Avionics Unit

3: GIO A+B Fail
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1: AGM 1 fail Indicates Advanced Graphics Module Ch A or B has failed in the

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2: AGM 2 fail Modular Avionics Unit

EN
MF CTLR Fail Indicates Multi Function Controller has failed

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Indicates Pilot’s PFD Controller has failed

R
LH PFD CTLR Fail

Indicates Copilot’s PFD Controller has failed
FO
RH PFD CTLR Fail

LH+RH PFD CTLR Fail Indicates Pilot’s and Copilot’s PFD Controllers have failed
CMS 1 Fail Indicates Configuration Management System 1 has failed

CMS 2 Fail Indicates Configuration Management System 2 has failed

Revision 11: Dec 20, 2011 7-27-25
SECTION 7-27
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7-27-4. Systems Multi Function Display

7-27-26 Revision 11: Dec 20, 2011
SECTION 7-28
PRIMUS APEX - ATTITUDE AND HEADING
GENERAL
Refer to Figure 7-28-1.
The Attitude and Heading system comprises:
LY
N
 Air Data and Attitude Heading Reference System (ADAHRS)
O

S
Electronic Standby Instrument system (ESIS)
SE
 Standby Magnetic Compass
PO
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AIR DATA AND ATTITUDE HEADING REFERENCE SYSTEM (ADAHRS)
PU
GENERAL
N
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The aircraft is equipped with one dual channel Air Data and Attitude Heading Reference
AT
System (ADAHRS). Each channel has a separate power supply, Channel A from the
Essential bus and Channel B from the Main Bus. The system provides primary attitude,
IZ
heading and air data parameters from each channel to the Modular Avionics Unit (MAU).
R
This ensures that a single component failure will not affect both channels.
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DESCRIPTION
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Each channel of the ADAHRS contains a solid-state micro-electromechanical systems

D
(MEMS) technology sensor block, which contains three rate sensors and three
AN
accelerometers in an orthogonal triad configuration. The triad in Channel B is skewed

relative to Channel A. Each channel has an interface for an Outside Air Temperature
AL
(OAT) probe, a magnetometer and two isolated absolute pressure sensors (one for pitot
and one for static pressure). Channel A receives inputs from the No. 1 pitot/static,
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magnetometer and temperature probe. Channel B receives inputs from the No. 2
EN
pitot/static, magnetometer and temperature probe. Each channel also has a Central
Processing Unit (CPU). The ADAHRS is installed under the cabin floor between frames
G
25 and 26.
R
FO
During normal operation the pilots PFD receives ADAHRS source data from the No. 1
pitot/static system (left side sensors) and ADAHRS Channel A. The copilot PFD (when
installed) receives ADAHRS source data from the No. 2 pitot/static system (right side
sensors) and ADAHRS Channel B. The controllers for the pilot and copilot Primary Flight
Display (PFD) have an ADHRS button, which can be used to change the PFD ADAHRS
source channel. ADAHRS source annunciations will be shown in amber in the lower left
region of PFD ADI window when the same source has been selected on both pilot and
copilot PFDs.

Revision 10: Dec 20, 2010 7-28-1
SECTION 7-28
The ADAHRS also receives data from the GPS sensor, in the single GPS installation the
data signal is connected to both ADAHRS channels. In an optional dual GPS installation,
the GPS 1 data signal is connected to the ADAHRS channel A and the GPS 2 data signal
is connected to the ADAHRS channel B (Post SB 34-017 and MSN 1101 & UP).
OPERATION
Each ADAHRS channel CPU receives air data, temperature and heading information
from that channel’s sensor block and passes it to the other channel, both CPU’s compare
LY
the data to verify sensor integrity. Verified AHRS and air data information is sent to each
channel of the MAU for the APEX system.
N
O
If the data from a sensor does not pass the verification check the data is discarded and
S
not used. A fault signal will be sent to the MAU and a caution will be shown on the CAS.
SE
In this case the ADHRS button on the PFD Controller for the failed side can be pressed to
change the ADAHRS source channel to the opposite side.
PO
R
HIGH AND LOW LATITUDE OPERATIONS
PU
The ADAHRS automatically provides calculated magnetic track, when the measured
N
horizontal magnetic field strength is less than 60 mGauss but still within the coverage of
IO
the Magnetic Variation look up table of the FMS, and true track when operating outside
AT
this coverage. When true track is displayed, the airplane symbol on the INAV and Charts
display is removed. When flying from true track zone into magnetic track zone, magnetic
IZ
mode needs to be manually selected on the Avionics window. The Weather Radar,
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Stormscope and TCAS data is always shown relative to the aircraft’s nose and is
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therefore not corrected for Drift Angle in Track Mode.

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The coverage of the Magnetic Variation look up table can be seen in the Figure 7-25,
M
Sheet 1. If desired, the crew can also manually select a true North reference before the
FA
automatic switch from mag to track occurs. As soon as the measured horizontal magnetic
field strength is more than 75 mGauss, the system automatically switches back to the
D
MAG HDG. This hysteresis can be seen in the figure below.

AN
AL
ER
> 75 mGauss Magnetometer

EN
G
MAG_HDG_X-Channel_Switchover_Threshold
R
70 mGauss
FO
65 mGauss
GPS_TRK_X-Channel_Switchover_Threshold
< 60 mGauss
GPS

7-28-2 Revision 10: Dec 20, 2010
SECTION 7-28
HORIZONTAL MAGNETIC FIELD STRENGTH

On the ground in geographical latitudes where the measured horizontal magnetic field
strength is less than 60 mGauss and the aircraft ground speed is less than 9 kts neither
heading from the ADAHRS, nor track from the GPS is provided. Therefore heading flags
(HDG FAIL) are shown on the HSI and (HDG) on the INAV. During the initial take-off roll
track output is provided and the heading flags are removed.
With the optional HDG/TRK Override switch installed (ref. Figure 7-18), the pilot can
LY
manually force the system into a magnetic HDG or GPS-TRK mode, independent from
the implemented automatic switching.
N
O
OPTIONAL HDG/TRK OVERRIDE SWITCH
S
SE
An optional HDG/TRK Override switch can be installed on the right side of the pilot’s
PO
lower left panel. It is a three position rocker type switch with the positions GPS TRK /
AUTO / MAG HDG. The switch gives the pilot the ability to select either GPS Track or
R
Magnetic Heading as directional indication on the HSI, independent of the implemented
PU
automatic switching.
N
With the switch in AUTO (normal position) the measured magnetic HDG is shown on the
IO
HSI as long as the measured horizontal magnetic field strength is at least 60 mGauss. If
AT
the measured horizontal magnetic field strength becomes less than 60 mGauss the
system automatically switches to track reversion mode and GPS-TRK will be indicated on
IZ
the HSI. In this case the pilot should manually switch to TRK on the AFCS panel. The
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system automatically switches back to the MAG HDG as soon as the measured
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horizontal magnetic field strength is more than 75 mGauss (hysteresis).

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If the HDG/TRK Override switch is in the GPS TRK position, the system is forced to
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indicate GPS-Track on the HSI. In this case two different readings are possible on the
FA
HSI either magnetic track or true track. If the magnetic variation look up table of the FMS
is valid the HSI reading will be magnetic track (MAG TRK) and a CAS caution message
D
“HSI is MAG TRK” will be shown. If the magnetic variation look up table is not valid the
AN
HSI reading will be true track (TRU TRK) and a CAS caution message “HSI is TRU TRK”
will be shown.
AL
If the HDG/TRK Override switch is in the MAG HDG position, the system is forced to
ER
indicate magnetic heading on the HSI. With a measured horizontal magnetic field
strength of less than 60 mGauss this may lead to HDG comparator flags and the
EN
magnetic heading on the HSI may show inaccurate or unstable readings.

G
R
FO

Revision 10: Dec 20, 2010 7-28-3
SECTION 7-28
displays the following Cautions and Advisory messages for the ADAHRS status:
AMBER CAUTION
ADC A fail Loss of altitude and airspeed data from ADAHRS Channel A
LY
ADC B Fail Loss of altitude and airspeed data from ADAHRS Channel B
ADC A+B Fail Loss of altitude and airspeed data from ADAHRS Channel A
N
and B
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AHRS A fail Loss of attitude and heading data from ADAHRS Channel A
SE
AHRS B Fail Loss of attitude and heading data from ADAHRS Channel B
AHRS A+B Fail Loss of attitude and heading data from ADAHRS Channel A
PO
and B
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HSI is MAG TRK HSI is referenced to a magnetic track
PU
(Build 6)
HSI is TRU TRK HSI is referenced to a true track
(Build 6) N
IO
AT
HSI 1 is MAG TRK HSI 1 is referenced to a magnetic track

(Build 7 and higher)
IZ
HSI 1 is TRU TRK HSI 1 is referenced to a true track

R

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HSI 2 is MAG TRK HSI 2 is referenced to a magnetic track

IL

M
HSI 2 is TRU TRK HSI 2 is referenced to a true track

FA

HSI 1 + 2 is MAG TRK HSI 1 and 2 is referenced to a magnetic track
D

AN
HSI 1 + 2 is TRU TRK HSI 1 and 2 is referenced to a true track

AL
ER
CYAN ADVISORY
EN
LH OAT Fail Loss of total and static air temperature from ADAHRS Channel
G
A
RH OAT Fail Loss of total and static air temperature from ADAHRS Channel
R
B
FO
LH+RH OAT Fail Loss of total and static air temperature from ADAHRS Channel
A and B
Refer to the Pitot Static Systems, Section 7-20 for the pitot and static systems cautions.

7-28-4 Revision 11: Dec 20, 2011
SECTION 7-28
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Figure 7-28-1. Attitude and Heading – Polar Regions

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-28-5
SECTION 7-28
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Figure 7-28-1. Attitude and Heading (MSN 1001 thru 1270) – Schematic
(Sheet 2 of 2)
7-28-6 Revision 10: Dec 20, 2010
SECTION 7-28
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS) (MSN 1001 THRU 1270)
GENERAL
Refer to Figure 7-28-1, Attitude and Heading, for system schematic.
The Electronic Standby Instrument System (ESIS) provides displays for attitude, altitude
and airspeed in case of primary display failure. The ESIS is installed on the left
LY
instrument panel.
N
O
The ESIS contains electronic inertial and pressure sensors and electronic processors
S
which calculate and display attitude, skid/slip, altitude, airspeed, VMO, and Mach number.
SE
Electrical power is supplied from the Emergency Power Supply (EPS) busbar. Static and
pitot pressure inputs to the ESIS come from the right hand No. 2 pitot/static system.
PO
R
DESCRIPTION
PU
The ESIS internal inertial sensors compute and display the attitude (pitch and roll) and
N
skid/slip, altitude and airspeed on an active LCD matrix color display screen.
IO
AT
Internal pressure sensors measure the total and static pressure to compute and display
altitude, indicated airspeed corrected for static source error correction (SSEC), VMO and
IZ
Mach number.
R
IA
A CAGE pushbutton, when depressed for more than 1 second, initiates the caging
IL
function, which will cage the attitude display initially to zero and then to the actual
M
attitude. This is used to cancel errors induced in the attitude display following unusual
FA
aircraft maneuvering or an upset. The CAGE warning flag will appear on the LCD and is
maintained during 10 seconds after the release of the button. The CAGE function must
D
only be used in stabilized flight conditions (fuselage and wings leveled, airspeed
AN
constant).
AL
NOTE
ER
EN
The CAGE push button does not correspond to the fast erect function on electro-
mechanical horizons. The CAGE button has to be used when an attitude discrepancy
G
(more than 4 degrees) between the ESIS and PFD is detected by the pilot. The CAGE
R
function can only be used in straight and level, unaccelerated flight path.
FO

Revision 10: Dec 20, 2010 7-28-7
SECTION 7-28
A rotary BARO control on the front panel is used to select the required barometric
pressure setting and a STD pushbutton resets the barometric setting to the standard
QNE value.
Two pushbuttons “+” and “-“ adjust the ESIS display brightness.
The ESIS uses airspeed data to switch between ground/flight conditions automatically.
LY
OPERATION
N
O
Power off
S
SE
The ESIS is not operational and the display is blank.
PO
Power on
R
PU
Refer to Figure 7-28-2, for ESIS displays of Maintenance Page 1, Typical Operational
and Fault Flags.
N
IO
The ESIS initiates a self check to test the integrity of the system. For ten seconds after
AT
power on, the display shows Maintenance Page 1 with the unit part and serial numbers,
aircraft type, configuration, operating hours and self check OK/FAIL status. If the self
IZ
check is OK, the system then initiates an aligning phase for the inertial sensors. The
R
aligning phase takes approximately 90 seconds to complete, during which the display
IA
shows airspeed, altitude, barometric pressure and Mach data and a white ALIGNING flag.
IL
When alignment is complete, the ESIS display shows pitch and roll attitude and skid/slip
M
in place of the ALIGNING flag. If the ALIGNING phase is not satisfactory the display
FA
shows a red ATT flag.

D
If the self test is not satisfactory, or there is an error, the ESIS display shows only a white
AN
OUT OF ORDER flag and fault code.

AL
INDICATION/WARNING
ER
The ESIS continuously monitors its hardware, software and computed data. If there are
EN
faults with the data, or CAGE is selected, the ESI will display appropriate fault flags (and
G
record fault codes for maintenance use) to warn that the parameter is not useable:
R
FO
 Red ATT flag for pitch or roll attitude faults or aligning faults
 Red ALT flag for altitude faults
 Red IAS flag for airspeed faults
 Amber CAGE flag for CAGE selected
 Amber SSEC flag for static source error correction faults

7-28-8 Revision 10: Dec 20, 2010
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-2. ESIS (MSN 1001 thru 1270) - Maintenance Page 1 Display
(Sheet 1 of 3)
Revision 10: Dec 20, 2010 7-28-9
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-2. ESIS (MSN 1001 thru 1270) - Typical Operational Display
(Sheet 2 of 3)

7-28-10 Revision 10: Dec 20, 2010
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-2. ESIS (MSN 1001 thru 1270) - Fault Flags Display
(Sheet 3 of 3)

Revision 10: Dec 20, 2010 7-28-11
SECTION 7-28
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS) (MSN 1271 AND UP)
GENERAL
Refer to Figure 7-28-3 for the system schematic.
The Electronic Standby Instrument System (ESIS) provides displays for attitude, altitude
LY
and airspeed in case of primary display failure. It is also a Standby Magnetic Direction
Indicator that gives an alternate source for magnetic heading. The ESIS is independent
N
of the Primus APEX system and is installed on the left instrument panel.
O
S
The ESIS contains electronic inertial and pressure sensors and electronic processors
SE
which calculate and display attitude, skid/slip, altitude, airspeed, VMO, and Mach
PO
number. Electrical power is supplied from the Emergency Power Supply (EPS) busbar.
Static and pitot pressure inputs to the ESIS come from the right hand No. 2 pitot/static
R
system. The heading display is from a separate magnetometer installed in the right wing.
PU
DESCRIPTION
N
IO
The ESIS internal inertial sensors compute and display the attitude (pitch and roll),
AT
skid/slip and altitude on an active LCD matrix color display screen.

IZ
R
Internal pressure sensors measure the total and static pressure to compute and display
IA
altitude, indicated airspeed corrected for static source error correction (SSEC) and VMO.
IL
The ESIS also displays magnetic heading from a separate magnetometer.

M
FA
If a failure is detected by the ESIS in its system, the display of the corresponding data is
removed from the screen and it is replaced by either a failure message (“Attitude Fail”) or
D
by a red cross.
AN
The ESIS uses four bezel keys and an in-flight menu accessed through the bezel keys to
AL
control of the ESIS. The four bezel keys are marked “M”, “S”, “-” and “+” and are backlit
ER
using white light.

EN
The function of the bezel keys is context driven .i.e. depends on the menu displayed on
the ESIS.
G
R
In addition, an ambient light sensor is provided on the ESIS bezel. The ambient light
FO
sensor is used by ESIS to automatically control the display brightness based on the
intensity of the ambient light and the brightness value set by the pilot (with the menu).

7-28-12 Revision 10: Dec 20, 2010
SECTION 7-28
There are five menu screens available on the ESIS:

 Brightness control menu
 Re-Alignment menu
 System Status menu
 Barometric setting menu
 Barometric unit selection menu.
NOTE
LY
The System Status menu is available for only three minutes from system power up. The
pilot should check the System Status within this time period to ensure no fault in ESIS.
N
O
The display brightness is controlled by selecting the bright control menu screen and using
S
the “+” and “-” keys to increase or decrease the brightness.
SE
The menu to select re-alignment is activated by pressing the “M” button twice if no menu
is displayed or once if the brightness control menu is displayed. When the re-alignment
PO
menu is displayed, the alignment is initiated by pressing the “S” button.
R
PU
NOTE
N
Realignment is done when an attitude discrepancy (more than 4 degrees) between the
IO
ESIS and PFD is detected by the pilot. The realignment function can only be used in
AT
straight and level, unaccelerated flight.

IZ
The barometric setting can be shown in hectopascal or inches of mercury based on the
R
unit selected. When no menu is displayed on the ESIS, pressing the “+” or the “-” button
IA
on the ESIS will increase or decrease the barometric setting and also activate the
IL
barometric setting menu.

M
The unit for the barometric selection can be selected as either hectopascal or inches of
FA
mercury or mb. When no menu is displayed on the ESIS, the barometric unit selection
menu can be displayed by pressing the “M” button 4 times.
D
AN
The ESIS uses airspeed data to switch between ground/flight conditions automatically.
AL
NOTE
ER
In the following two regions the ESIS heading information is not reliable (no message will
EN
be shown):
G
1. North of 65 deg north latitude between longitude 75 deg west and 120 deg west
R
(Northern Canada)
FO
2. South of 55 deg south latitude between longitude 120 deg east and 165 deg east
(Region south of Australia and New Zealand)

Revision 10: Dec 20, 2010 7-28-13
SECTION 7-28
OPERATION
Power off
The ESIS is not operational and the display is blank.
Power on
LY
Refer to Figure 7-28-4, for ESIS displays.
N
O
The ESIS initiates a self-check to test the integrity of the system. For fifteen seconds after
S
power on, the display shows the System Identification page with the company logo,
SE
software and firmware version displayed If the self-check is successful, the system then
initiates an aligning phase for the inertial sensors. Within three minutes from power on the
PO
alignment phase is complete. During alignment the display shows airspeed, altitude,
barometric pressure and an ALIGNING flag. When alignment is complete, the ESIS
R
display shows pitch, roll, heading and skid/slip. If the ALIGNING phase is not satisfactory
PU
the display shows a red ATTITUDE FAIL flag.
N
IO
INDICATION/WARNING
AT
When the ESIS detects a failure during built in test (BIT), it displays the message in the
IZ
status page (accessed through the menu options) of the ESIS. The faults displayed are
R
“Processor fail”, “Memory fail”, “Supply Fail”, “Sensor Fail” and “Mag fail”.
IA
IL
In addition to the built in test failures, monitoring system faults are also displayed on the
M
status page (accessed through the menu options). The fault displays are “Calibration
FA
Req.”, “Install Req.”, “Mag Swing Req.”, “SSEC Data Fail” and “”Vmo Data Fail”
messages.
D
AN
NOTE
AL
Messages appearing with dim grey text preceded with a dash are messages that were
ER
detected before the latest application of power. Older messages continue to be shown for
up to four power cycles after the failure was first detected.
EN
G
.
R
FO

7-28-14 Revision 10: Dec 20, 2010
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-3. Attitude and Heading (MSN 1271 and up) – Schematic
Revision 10: Dec 20, 2010 7-28-15
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-4. ESIS (MSN 1271 and up) - Typical Operational Display
Sheet 1 of 5
7-28-16 Revision 10: Dec 20, 2010
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-4. ESIS (MSN 1271 and up) – Main Menu Display
Sheet 2 of 5
Revision 10: Dec 20, 2010 7-28-17
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-4. ESIS (MSN 1271 and up) – Options Menu Display
Sheet 3 of 5

7-28-18 Revision 10: Dec 20, 2010
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-4. ESIS (MSN 1271 and up) – Attitude Fail Display
Sheet 4 of 5
Revision 10: Dec 20, 2010 7-28-19
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-28-4. ESIS (MSN 1271 and up) – System Status Display
Sheet 5 of 5
7-28-20 Revision 10: Dec 20, 2010
SECTION 7-28
STANDBY MAGNETIC DIRECTION INDICATOR (COMPASS)
A standby magnetic direction indicator (an E2B compass) is installed on the center post
between the windshields. The compass is a self-contained unit that shows aircraft
magnetic heading.
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 7-28-21
SECTION 7-28
LY
N
O
S
SE
PO
R
PU
N
IO
INTENTIONALLY BLANK
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-28-22 Revision 10: Dec 20, 2010
SECTION 7-29
PRIMUS APEX - COMMUNICATION AND NAVIGATION
GENERAL
Refer to Figure 7-29-1, APEX Communication and Navigation - Schematic
The communication and navigation part of the Primus APEX comprises:
LY

N
Two Honeywell KTR 2280 Multi Mode Digital Radio (MMDR) integrated
O
transceivers
 KMA 29 Audio Control Panel
S

SE
KN-63 Distance Measuring Equipment
 KXP 2290 Transponder
PO
 Global Positioning System
R
PU
MULTI MODE DIGITAL RADIO TRANSCEIVER (MMDR)
N
Multi Mode Digital Radio (MMDR) integrated transceivers are installed behind the pilots
IO
Primary Flight Display (PFD) and upper Multi Function Display (MFD). Power supplies to
AT
the MMDR’s are from the Avionic 1 bus for MMDR No. 1 and from the Main bus for
MMDR No. 2. The No. 2 MMDR also has a power supply from the Standby bus to permit
IZ
radio communication without the avionic systems being powered up. The COM 2 system
R
utilizes the upper antenna primarily for ground communications and the COM 1 system
IA
utilizes the lower antenna for airborne communications.

IL
M
The MMDR is a combined VHF communications and navigation transceiver and forms
FA
part of the APEX system. The MMDR receives inputs in ARINC 429 format and outputs in
ARINC 429 and analogue formats. The navigation section of the MMDR contains VOR,
D
LOC and GS functions. The VHF communications section contains four receivers
AN
available for COM and ADF functions and one transmitter. Primary controls for the MMDR
are on the Multi Function Controller and the PFD Control Panel, with display of the
AL
selected information on the PFD. An EMERG COM 1 transfer to 121.5 MHz switch is
installed on the cockpit rear left switch panel. A transfer switch is installed on the PCL and
ER
is used to interchange the active and standby frequencies that are set on the COM 1
display.
EN
The optional ADF function will tune frequencies from 200 to 1799 kHz and 2180 to 2189
G
kHz. If no ADF equipment is installed it is still possible to select the ADF bearing pointers.
R
The ADF pointer label will be displayed but no bearing pointers will be shown.
FO

Revision 10: Dec 20, 2010 7-29-1
SECTION 7-29
RADIO TUNING WINDOWS
The radio tuning window is on the bottom right of the pilots PFD and bottom left of the
copilots PFD (when installed). Each radio tuning window is divided into sub-windows
which show the installed receivers in the following format COM1, COM2, NAV1, NAV2,
optional ADF and XPDR. To make selections the radio sub-window must be activated by
pressing the adjacent bezel button. If the DETAIL button on either the PFD Controller or
the MF Controller is pressed a detail window will be shown and the different equipment
modes can be selected by pressing the associated soft key for more than one second.
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-29-2 Revision 10: Dec 20, 2010
SECTION 7-29
CONTROLS AND DISPLAYS
Refer to Figure 7-29-1, Apex Communication and Navigation - Controls and Displays.
PFD bezel buttons see APEX System Description and Operation
Control Panel PFD, Radio Segment:
IDENT pushbutton activates XPDR identification response mode, independent of
LY
cursor position
N
O
VFR pushbutton alternates between active transponder code and configured VFR
code, independent of cursor position
S
SE
DETAIL activates a secondary radio window/page to allow option or mode
PO
pushbutton selections for the related radio system. Push the button again to
revert to the selected radio tuning page
R
PU
VOL rotary control adjusts the radio volume level (COM, NAV, ADF if installed)
N
SEL rotary control dual rotary controls to tune radio frequency and transponder
IO
codes
AT
PUSH FREQ toggles the active frequency to the standby (preset) frequency
IZ
SWAP and vice versa

R
IA
PUSH SQUELCH squelch inhibit when the cursor is focused on a COM radio, Morse
/ ID code filter when the cursor is focused on a NAV radio
IL
M
Multi Function Controller, radio controls

FA
Joystick See APEX System section

D
AN
COM pushbutton puts window focus on the pilot MMDR window and cursor focus
on the last selected COM 1 or COM 2 ready for direct keypad
AL
data entry
ER
NAV pushbutton puts window focus on the pilot MMDR window and cursor focus
EN
on the NAV 1 field ready for direct keypad data entry

G
XPDR pushbutton puts window focus on the pilot MMDR window and cursor focus
R
on the XPDR field ready for direct keypad data entry

FO
FREQ SWAP swaps the active and standby (preset) VHF NAV or VHF COM
frequencies for the radio indicated by the cursor in the Radio
window when KF controller has window focus
Com 1 Norm normal radio tuning controls are enabled

Norm/Emerg
Switch
Emer Freq VHF COM 1 active frequency is set to 121.50 MHz. The previous
active frequency is moved to the standby frequency window

Revision 10: Dec 20, 2010 7-29-3
SECTION 7-29
Frequency a Frequency Transfer switch on the Power Control Lever allows
Transfer Switch the pilot to transfer COM 1 between the active frequency and the
(FTS) standby frequency
VHF Communication Control and Display
Refer to Figure 7-29-2, VHF COM Display and Detail Page.
LY
N
Active Frequency shows the frequency currently in use
O
Standby Frequency shows the frequency currently on standby
S
Transmit Receive shows transmit or receive mode
SE
annunciator
PO
Squelch Inhibit shows that squelch has been deselected
annunciator
R
Volume Control Scale shows the range of available volume adjustment
PU
Volume Control Indication shows the current volume setting against the volume scale
N
IO
AT
VHF Navigation Control and Display

IZ
Refer to Figure 7-29-3, VHF NAV Display and Detail Page.

R
IA
IL
Active Frequency shows the frequency currently in use

M
Preset Frequency shows the frequency currently on standby

FA
VOR Bearing shows the bearing of the selected beacon

Morse ID Annunciator shows the navigation identification filter is OFF
D
AN
DME association shows DME Hold is selected

Volume Control scale shows the range of available volume adjustment
AL
ER
EN
G
R
FO

7-29-4 Revision 10: Dec 20, 2010
SECTION 7-29
ADF Control and Display (if installed)
Refer to Figure 7-29-4, ADF Display and Detail Page.
ADF Frequency shows the frequency of the selected station (shows amber dashes
when the frequency is missing)
ADF Mode shows the selected mode (will not be shown if the mode data is
missing or invalid)
LY
N
O
S
Transponder (XPDR) Control and Display
SE
PO
Refer to Figure 7-29-5, Transponder Display and Detail Page.
R
ATC Code shows the transponder code that is set (shows amber dashes if
PU
the code is missing or invalid
N
IO
Aircraft flight level shows the aircraft flight level rounded to the nearest 100 feet
(replaced by amber dashes when the ATC code is missing)
AT
IZ
Air/Ground Mode shows GND when the aircraft status is on the ground
R
IA
ATC selectable shows the selected XPDR mode (STBY, ON or ALT)

IL
mode
M
FA
ATC active mode shows the XPDR mode that is in use (not displayed when the
ATC code data is missing or invalid)
D
AN
Ident annunciator shows IDT when identification is activated

AL
Reply annunciator shows a reply from the XPDR to interrogation

ER
EN
G
AUDIO CONTROL PANEL

R
FO
The KMA 29 audio control panel provides audio system control for the crew and
passengers. The panel also provides an interface to the Passenger Address (PA) system
and aural warning system. A marker beacon receiver is also included in the panel.
The audio control panel is used to make audio selections for all audio communications to
and from the crew. The audio control panel receives inputs from all audio communication
channels and aural warnings. Audio outputs from the panel are to the flight compartment
speaker and crew headsets. There is a PTT switch on each control wheel left yoke and
on the hand microphones.

Revision 10: Dec 20, 2010 7-29-5
SECTION 7-29
PC-12/47E
The audio control panel is installed above the pilots PFD and an optional second audio
control panel can be installed above the copilots PFD. Momentary push-buttons are used
to select one of the COM transceivers for the pilot and copilot position, which allows radio
transmission. Pressing a button turns on the associated receiver and the green LED. The
pilot can identify which receivers are selected by noting which LED’s are on. In the Split
Mode, the pilot has the ability to transmit on one COM, while the copilot can transmit on
another COM. A fail-safe mode connects the pilot headphone and microphone to COM 1
if there is a power failure or the power switch is set to EMG/OFF position. For the
intercom system there is a push button mode switch and a small volume control knob for
LY
crew intercom volume and a large knob for the passenger intercom volume. The AUX
button selects the entertainment audio.
N
O
A marker beacon receiver provides the necessary marker beacon signals to the Primary
S
Flight Display (PFD) and audio indications for an Instrument Landing system (ILS). The
SE
MKR push button when selected allows the MKR SENS button to be used to set either
high or low sensitivity or mute the marker beacon audio by pressing the MUTE button.
PO
The marker beacon can be tested by pressing and holding the MKR MUTE/TEST button
R
on the pilots panel for five seconds. The pilots audio panel is connected to the marker
PU
beacon receiver and the copilots audio panel (if installed) receives marker beacon
information via the pilots audio panel.
N
IO
DUAL KMA 29 OPERATION
AT
When two KMA 29 audio panels are installed, both have access to the communications
IZ
transceivers. When both panels have selected the same transmitter, the KMA 29
R
designated as the pilot position has priority.

IA
IL
Indication arrows above the microphone selectors indicate which side has selected the
M
radio for transmit. Offside radio indication is user selectable. When the offside indication
FA
is off, only the mic select arrow for the KMA 29 position is active. When on, the pilot can
see which radio the copilot has selected for transmit, and vice versa, by noting which of
D
the arrows is illuminated.

AN
AL
To toggle the offside transmit selection indication, press the right side of the SPLIT button
three times within one and a half seconds. When the mode is activated, the NAV 1
ER
indicator blinks once. When the mode is toggles off, the NAV 1 indicator blinks twice. This
mode remains in effect until changes by the user, including power cycles.
EN
G
R
FO

7-29-6 Revision 13: June 01, 2014
SECTION 7-29
AUDIO PANEL CONTROLS
Refer to Figure 7-29-1, for the Audio Panel Controls.
SPKR/PA Speaker /Passenger Address rocker switch. Toggles between the

following selections:
ON LED illuminated. All selected audio will come over cockpit
LY
speaker (headset audio is always on)
N
O
OFF LED illuminated. No audio over cockpit speaker
S
LED illuminated. Pilot can transmit through microphone to cabin
SE
speaker PA
PO
COM MIC Microphone input selector buttons
R
PU
SPLIT Split Mode button (only used on single audio panel installations)
allows pilot and copilot to transmit and receive on different coms
N
IO
CREW/PAX ICS Crew/Passenger Intercom system volume knob. Inner knob for
AT
VOL crew intercom

IZ
PUSH EMG/OFF Power on and emergency/off switch. Pilot and copilot

R
IA
microphones connected to COM 1

IL
M
ICS Intercom System toggle switch. Toggles between ISO (isolated),

ALL and CREW
FA
D
COM AUDIO Com Audio selector buttons

AN
NAV, ADF (if Navigation Radio Audio selector buttons

AL
installed), DME
ER
AUX Entertainment audio select button

EN
MKR Marker button. When pressed (LED illuminated) audio indicator

G
enabled
R
FO
MKR SENS Marker Beacon sensitivity button. Alternates between HI and

LOW
MKR MUTE/TEST Marker Beacon Mute/Test button. When pressed and released,
marker beacon audio is muted for that beacon. When pressed for
five seconds marker beacon discretes go high for one second in
order to test the marker beacon. The marker annunciations are
shown on the PFD. The TEST function on the optional second
copilot audio control panel is inoperative.

Revision 13: June 01, 2014 7-29-7
SECTION 7-29
PC-12/47E
DISTANCE MEASURING EQUIPMENT (DME)
A KN-63 DME transceiver is installed under the cabin floor. Power supply to the DME is
from the Avionic 1 bus. The transceiver transmits a signal to a ground station and
calculates the time between the transmitted signal and the reply signal from the ground
station. It uses the data to give the distance from a ground station, the groundspeed and
the time-to-station. The maximum range of the DME transceiver is 389 nautical miles.
The transceiver has 200 different channels. The transmitter processes signals between
1025 MHz and 1150 MHz and the receiver processes signals between 962 MHz and
LY
1213 MHz.
N
O
The DME detail window can be shown in the radio tuning window by pressing the DME
S
button on the PFD Controller. An alternative means of accessing the DME window is
SE
through the Go To DME Detail soft key in the NAV detail window. The DME detail window
contains soft keys DME PAIR to select the association of the DME to NAV 1 or NAV 2
PO
and DME HOLD to select DME hold ON or OFF. When the DME hold is selected to ON
an H adjacent to the DME distance is displayed on the PFD HSI display.
R
PU
TRANSPONDER (XPDR)
N
IO
A Mode S Transponder KXP 2290 is installed behind the pilots PFD and is a single
AT
channel unit controlled by the PFD Controller. Power supply to the transponder is from
the Avionic 1 Bus. The transponder provides both Air Traffic Control Radar Beacon
IZ
System (ATCRBS) and Mode-S capabilities, including diversity and data link
R
enhancements. The transponder can be installed in non-diversity and diversity versions.

IA
With the diversity version an upper and lower ATC antennas are installed. An optional
IL
second transponder can be installed. The XPDR detail window can be shown in the radio
M
tuning window by pressing the adjacent bezel button or XPDR button on MF Controller
FA
and then pressing the DETAIL button on either the PFD or MF Controller. The detail
window of the transponder contains soft keys for the selection of XPDR MODE and VFR
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CODE. A dual transponder installation will also have a XPDR SEL soft key for active
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transponder selection. The non selected transponder will be in a standby mode. With a
dual transponder installation, the selection of XPDR2 as the active XPDR mode is not
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retained after a power cycle. After an electrical power the ATC Active Mode reverts to
STBY.
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7-29-8 Revision 13: June 01, 2014
SECTION 7-29
GLOBAL NAVIGATION SATELLITE SENSOR UNIT (GNSSU)

General:
Either one or two GNSSUs (2nd GNSSU is a Factory Option) can be installed in the
aircraft, behind the systems MFD. Power supply to GNSSU 1 is from the Standby Bus, to
GNSSU 2 from the Avionic 2 Bus. Both GNSSUs process satellite data to determine
aircraft position, velocity and time. Both GNSSUs are certified of tracking the U.S. Global
Position System (GPS). Tracking of any other Global Navigation Satellite Systems
(GNSS), e.g. Galileo, is not certified yet. Both GNSSUs calculate and output navigation
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data, satellite measure data, Receiver Autonomous Integrity Monitoring (RAIM) and
Predictive RAIM (PRAIM). Both GNSSUs also manage Sign Status Matrix (SSM), satellite
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status and perform BITE. The processed output data of both GNSSUs is sent to the CSIO
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module within the MAU for further use by the rest of the avionics system. An Apex
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maintenance function interfaces with both GNSSUs. The installed GNSSUs may either be
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Satellite Based Augmentation System (SBAS) capable or Non- SBAS-capable.
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The GPS data page can be accessed from the SENSOR page. The SENSOR page can
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be accessed with the systems MFD lower left window in focus and selecting the
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SENSORS page menu.
Refer to “Honeywell Primus Apex Integrated Avionics System for the PC-12E – Pilot
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Guide” for complete information on the description and operation of the communication
and navigation equipment.
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Non-SBAS capable GNSSU:

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MSN 545 and MSN 1001 to 1230: pre SB 34-020, pre SB 34-026 or pre SB 34-032;
MSN 1181 to 1230 without SBAS/LPV Factory Option installed and pre SB 34-026 or pre
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SB 34-032.
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SBAS capable GNSSU:

The aircraft can be equipped with two different types of SBAS capable GNSSUs.
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a) HG 2021
MSN 545 and MSN 1001 to 1230: post SB 34-020 or
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MSN 1181 to 1230 with SBAS/LPV Factory Option installed and pre SB
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34-026 / 34-032.
b) KSG200 (new)
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MSN 545 and MSN 1001 to 1230: post SB 34-026, SB 34-032 or

MSN 1231 onwards.
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The SBAS capable GNSSUs provide GNSS position corrected by the SBAS providing
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improved accuracy and integrity. The SBAS capable GNSSUs are certified for
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interoperability with the signals-in-space provided by the U.S. Wide Area Augmentation
System (WAAS) and other SBAS providers, e.g. operate both within SBAS and outside
SBAS coverage area. Within the SBAS coverage area, the SBAS capable GNSSUs are
able to determine the vertical and horizontal guidance information sufficient for Localizer
Performance with Vertical Guidance (LPV) precision approaches.
SBAS/LPV Factory Option:
The basic concept of the LPV functionality is Area Navigation (RNAV) using Instrument
Landing System (ILS) control laws. In order to enable the SBAS/LPV Factory Option an
SBAS capable GNSSU must be installed. Operational information of LPV is given in
Section 9 Supplements.

Revision 11: Dec 20, 2011 7-29-9
SECTION 7-29
.INDICATION / WARNING
displays the following Cautions and Advisory messages for the communication and
navigation equipment status:
AMBER CAUTION
MMDR 1 Fail Multi Mode Digital Radio No. 1 has failed
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MMDR 2 Fail Multi Mode Digital Radio No. 2 has failed
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MMDR 1+2 Fail Multi Mode Digital Radios No. 1 and 2 have failed
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MMDR 1 Overheat Multi Mode Digital Radio No. 1 has overheated
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MMDR 2 Overheat Multi Mode Digital Radio No. 2 has overheated
MMDR 1+2 Overheat Multi Mode Digital Radios No. 1 and 2 have overheated
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DME 1 Fail Distance Measuring Equipment No. 1 has failed
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XPDR 1 Fail Transponder No. 1 failed
XPDR 2 Fail Transponder No. 2 failed (only if optional second XPDR
installed)
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XPDR 1+2 Fail Transponder No. 1 and 2 failed (only if two XPDR’s
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installed)
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CYAN ADVISORY
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GPS 1 Fail Global Positioning system No. 1 failed

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GPS 2 FAIL GPS No. 2 failed (only if optional second GPS installed)
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GPS 1+2 Fail GPS 1 and 2 failed (only if two GPS’s installed)
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No Alt Reporting In flight and XPDR is not selected to ALT or TA mode

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7-29-10 Revision 11: Dec 20, 2011
SECTION 7-29
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Figure 7-29-1. APEX Communication and Navigation – Schematic

(Sheet 1 of 2)
Revision 10: Dec 20, 2010 7-29-11
SECTION 7-29
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Figure 7-29-1. APEX Communication and Navigation - Controls and Displays

(Sheet 2 of 2)
7-29-12 Revision 10: Dec 20, 2010
SECTION 7-29
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Figure 7-29-2. VHF Com Display and Detail Page

Revision 10: Dec 20, 2010 7-29-13
SECTION 7-29
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Figure 7-29-3. VHF Nav Display and Detail Page

7-29-14 Revision 10: Dec 20, 2010
SECTION 7-29
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Figure 7-29-4. ADF (if installed) Display and Detail Page

Revision 10: Dec 20, 2010 7-29-15
SECTION 7-29
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7-29-5. Transponder Display and Detail Page (Build 6)

7-29-16 Revision 10: Dec 20, 2010
SECTION 7-29
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7-29-5. Transponder Display and Detail Page (Build 7 and higher)

Revision 10: Dec 20, 2010 7-29-17
SECTION 7-29
HF COMMUNICATIONS SYSTEM
GENERAL
The KHF 1050 High Frequency (HF) communication system gives long range voice
communication in remote areas. Additionally the system enables the operator to
communicate using the Maritime Radiotelephone Network to contact marine operators.
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The HF system operates in the High Frequency Short Wave Band from 2.000 Mhz up to
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29.999 Mhz in tuning steps of 1.0 Mhz.
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The HF system comprises:
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 a PS440 Control Unit
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 a KRX1053 Receiver/Exciter
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 a KPA1052 Power Amplifier
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 a KAC1052 Antenna Coupler
 an RF antenna
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The power supply to the HF system is 28 VDC through the HF TX and HF RX circuit
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breakers on the AVIONIC 2 BUS circuit breaker panel.

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DESCRIPTION
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The Control Unit is installed on the pilots lower left panel. It provides the controls for
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operation of the HF system. For a description of the controls on the Control Unit, refer to
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the KHF 1050 Pilot’s Guide. Voice and audio signals are interfaced to the pilot’s Audio
Control Panel COM 3 push buttons.
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The Receiver/Exciter is installed under the cabin floor between frames 33 and 34. The
Receiver/Exciter provides the circuitry for RF receive and transmit functions. It generates
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a low power RF signal to excite the Power Amplifier when in transmit mode and
demodulates the received RF signal to generate the required audio output in the receive
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mode. It also controls the audio interface and control switching for the Power Amplifier
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and Antenna Coupler.

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The Power Amplifier is installed under the cabin floor between frames 31 and 32. Its main
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functions are to excite the low power RF signal from the Receiver/Exciter to a high energy
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signal which is then fed to Antenna Coupler and in the receive mode it passes the RF
signal from the Antenna Coupler to the Receiver/Exciter. Excessive RF signal
amplification protection is provided.
The Antenna Coupler is installed in the upper rear fuselage between frames 37 and 38. It
contains the main matching circuitry to match the 50 Ohm exciter signal to the various
impedances of the antenna. The Antenna Coupler contains a Non Volatile Memory
(NVM) to store the best impedance value for each previously tuned frequency to reduce
tuning time. The Antenna Coupler is pressurized with nitrogen to reduce the possibility of
arcing. Low pressure warnings are given on the Control Unit and if the nitrogen pressure
becomes too low the Antenna Coupler output power will be limited.
7-29-18 Revision 10: Dec 20, 2010
SECTION 7-29
The RF Antenna is installed on the top of the rear fuselage. It is routed in a V shape from
the Antenna Coupler up to an attachment point on the horizontal stabilizer and back down
to an earth point on the top of the rear fuselage.
OPERATION
Under normal operation conditions, the KHF1050 HF system is connected to the Pilots
Audio Panel on COM 3 input selection.
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The operator is able to either directly set a frequency on the Control Unit, or in channel
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mode, select the appropriate frequency channel for the intended use.
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Once a frequency or a channel has been selected and output power level set, pressing
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the PTT button will initiate tuning of the chosen frequency which should be completed
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after approx. 8 seconds. Unsuccessful tuning will result in an error message displayed on
the Control Unit.
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If the HF control unit indicates “PRS W”, the couple is losing Nitrogen pressure and may
be approaching a pressure fault condition. The HF radio will continue to function normally
but the indication should be reported to maintenance.
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If the HF control unit indicates “PRS F”, the coupler has lost Nitrogen pressure and will
therefore operate in the pressure fault condition. In this condition, the HF radio will reduce
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transmit power to 50W regardless of the transmit power selected by the crew. Report to
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maintenance.
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The operator may choose to use and pre-program up to 99 channels with often used
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frequencies for direct access in operation. In addition, the system provides pre-
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programmed channels of the Maritime Radiotelephony Network (ITU) for aircraft/ship

communication using HF equipment.
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Under operational emergency conditions in areas with bad VHF coverage, the KHF1050
provides six pre-programmed emergency channels (EMR1 - EMR6) for international
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distress and calling.

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EMR 1 is factory programmed to 2.182MHz international calling frequency.

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EMR 2 to EMR 6 is factory programmed but can be overwritten by the operator if he

wishes to use different emergency frequencies.
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Refer to the KHF 1050 Pilot’s Guide for complete information on the operation of the HF
system.
CAUTION
DO NOT OPERATE THE HF COMMUNICATIONS

SYSTEM WHEN GROUND POWER IS CONNECTED

Revision 13: June 01, 2014 7-29-19
SECTION 7-29
PC-12/47E
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INTENTIONALLY BLANK
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7-29-20 Revision 10: Dec 20, 2010
SECTION 7-30
PRIMUS APEX - SITUATION AWARENESS
GENERAL
Refer to Figure 7-30-1. Situation Awareness - Schematic.
The situation awareness part of the Primus APEX comprises:
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
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RDR 2000 Weather Radar

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KRA 405B Radar Altimeter
 Navigation Map – refer to Flight Management System topic
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
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Optional Equipment (TAWS/TCAS, EGPWS, TCAS, LSS and XM)
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WEATHER RADAR (WX)
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Refer to Figure 7-30-2, APEX Weather Radar – Overlay Menu and Display.
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The weather radar system gives the pilot a selectable horizontal or vertical display of
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thunderstorms or high density precipitation in front of the aircraft. The weather radar
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system can be used with an optional lightning sensor system, which shows areas of
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lightning activity 360 degrees around the aircraft.

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The RDR 2000 Weather Radar installation consists of a radar receiver and radar
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transmitter in a radome installed in the right wing tip. The power supply to the weather
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radar is 28 VDC through the WX RDR circuit breaker on the AVIONIC 1 BUS circuit
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breaker panel.
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DESCRIPTION
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The sensor unit receives pitch and roll signals from the ADAHRS to stabilize the radar
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antenna. The sensor unit transmits a beam of pulsed microwave energy. When a pulse
intercepts a bank of cloud, the energy is reflected back to the antenna. The return signals
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are processed by the sensor unit and sent to the Modular Avionics Unit (MAU) for display.
The sensor unit is connected to a configuration module and receives an air/ground status
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from the MAU.

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Weather radar can be displayed as overlays on the PFD’s and INAV Map. The PFD
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weather radar overlay can be assessed by pressing the soft key on the side of the HSI
display. The soft key identifier OVRLY appears in white. Pressing the OVRLY soft key
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displays the overlay selection menu. Selecting WX RDR will enable the weather radar
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overlay to be displayed on the HSI. There is also an OFF selection to remove the overlay.
The WX overlay can be displayed on the Situation Awareness MFD INAV Map. First
select the WX overlay on the pilot’s HSI and then select the WX button on the Active
Layers Control Bar.

Revision 10: Dec 20, 2010 7-30-1
SECTION 7-30
OPERATION
The controls for the weather radar are on the MF Controller. A WX RADAR dual
concentric knob control, with a push select is used to control the mode and the tilt, gain
settings. The outer control is a four position rotary knob with the positions
OFF/STBY/TEST/WX. The inner control is rotary click control knob and is pressed to
modify the tilt or gain setting. Weather radar annunciations for ALERT, MODE and TILT
are located on the left side of the HSI. The ALERT annunciations are TX ON GND in
amber when WX is selected on the MF Controller and the aircraft is on the ground. TGT
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ALRT is given in amber when there are potentially hazardous targets directly in front of
the aircraft that are outside of the selected range. Longer ranges should be selected to
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view the questionable target. TGT is given in white when WX is selected and the aircraft
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is in the air. The MODE annunciation is that set by the WX RADAR outer control knob.
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The TILT annunciation value is a three digit number preceded by an arrow, up for positive
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value and down for negative value. Faults are annunciated WX FAULT in white on the
right lower part of the weather radar overlay and failures are annunciated WX FAIL in
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amber.
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For further information on operational techniques and weather interpretation consult the
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RDR 2000 Pilot Guide.
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The Avionics window of the systems MFD contains WX/LX/TAWS setup pages. The WX
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setup tab is selected via the page menu of the multi functional window.
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Pilot Guide for complete information on the description and operation of the weather
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radar.
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7-30-2 Revision 10: Dec 20, 2010
SECTION 7-30
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7-30-1. APEX Situation Awareness - Schematic

Revision 10: Dec 20, 2010 7-30-3
SECTION 7-30
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Figure 7-30-2. APEX Weather Radar – Overlay Menu and Display

7-30-4 Revision 10: Dec 20, 2010
SECTION 7-30
RADAR ALTIMETER
The KRA 405B transceiver is installed under the cabin floor between frames 26 and 27.
The power supply to the transceiver is 28 VDC through the RAD ALT 1 circuit breaker on
the AVIONIC 1 BUS circuit breaker panel. An optional second radar altimeter can be
installed.
The transceiver sends a signal to the transmit antenna and gets the return signal from the
receive antenna. The transceiver measures the time between the transmitted signal and
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the reply signal then processes the data to give height from the ground. The maximum
operating height AGL used by the system is 2500 ft.
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The radar altimeter system measures the aircraft height Above Ground level (AGL)
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electronically and sends the height AGL data to the Modular Avionics Unit (MAU) for
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display in the ADI window of the pilot PFD and copilot PFD (when installed). The digital
readout for radio altitude is displayed in white text in a black box in the lower center part
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of the attitude display on the PFD. The radar altitude display is removed at altitudes
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greater than 2500 ft. When altitude is less than 550 feet, the lower portion of the PFD
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altitude tape will show a yellow cross hatched box to indicate the ground proximity.
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If the radar altitude data becomes invalid the digital readout will be replaced with RAD in
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white in an amber box. The radar altimeter data is also used by the optional situation
awareness systems.
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displays the following Caution messages for the radar altimeter status:
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AMBER CAUTION
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RA 1 Fail Indicates RA failed in both CSIO module channels

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Revision 10: Dec 20, 2010 7-30-5
SECTION 7-30
OPTIONAL EQUIPMENT
TAWS/TCAS 1
GENERAL
The KMH 980 Multi Hazard Awareness Processor provides Terrain Awareness and
Warning (TAWS) and Traffic Advisory and Collision Avoidance (TCAS) functions and
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comprises a processor, two directional antennas (Upper and Lower), a configuration
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Module and a regional terrain database card. Power supply to the processor is 28 VDC
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through the TAWS/TCAS circuit breaker on the Avionic 1 BUS circuit breaker panel.
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The TAWS part provides a Class B Terrain Awareness and Warning Processor, which
gives:
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 Situation awareness
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 Terrain alerting caution and warning
 Obstacle alerting caution and warning

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A display of terrain to the crew on the Primary Flight Display (PFD)
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TCAS I is intended as an aid to the see and avoid concept. Once an Intruder is visually
acquired, it is the pilot’s responsibility to maneuver as necessary to maintain safe
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separation.
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TCAS I does not incorporate the sophisticated sensors, bearing accuracy or track rate
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computations incorporated in TCAS II or TCAS III that are necessary for evasive
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maneuvering (rapid change in pitch, roll, normal acceleration, thrust or speed). In general,
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TCAS I does not provide adequate information for pilots to determine reliably which
horizontal or, in some cases, vertical direction to move to increase separation, and there
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is some likelihood that such maneuvers will actually result in reduced separation.
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The TCAS part of the processor detects and tracks potential intruder aircraft in near
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vicinity to itself by interrogating their operating transponders. When another aircraft is

determined to be an intruder and poses a safety threat, the TCAS issues a Traffic
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Advisory (TA), alerting the crew to the threat with an aural advisory and display on the
PFD.
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The system is interfaced through the Modular Avionics Unit (MAU) to provide a display of
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terrain data and traffic data to the crew. The TCAS information provides traffic symbols
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which change shape and color to represent increasing level of urgency as separation with
intruders decreases. Similarly, the color-coded terrain and obstacle display offers an
enhancement to situational awareness.
Pilots Guide, for information regarding the specific operating details of the system. For
further information refer to the KMH 980 Pilots Guide.

7-30-6 Revision 10: Dec 20, 2010
SECTION 7-30
PC-12/47E
DESCRIPTION
TAWS
The TAWS portion of the KMH 980 processor is a Class B enhanced ground proximity
warning system (EGPWS). The TAWS provides aural voice alerts, visual annunciations
and terrain display offering the flight crew increased situational awareness. Data is
collected from a variety of sources including existing aircraft sensors and processed to
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determine if the aircraft is in danger. The (TAWS) terrain overlay when selected is
displayed on the PFD HSI. Different colors are shown on the overlay to give a visual
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warning for terrain clearance. Solid red for a warning terrain threat area and solid yellow
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for a caution terrain threat area.
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The TAWS receives GPS position from the MAU for accurate position determination in
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conjunction with a regional database. One of three databases may be installed in the
KMH 980 unit (Atlantic, Americas or Pacific). The databases also contain the locations of
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all runways longer than 2000 feet that have a published instrument approach.
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The TAWS aural alert messages have a priority from highest to lowest message. The
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highest priority message always takes priority and will immediately interrupt any lower
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priority message. Only one message is produced at any one time, if the aircraft is in a
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situation that meets more than one condition for an aural alert at the same time, the
higher priority message will be heard until that condition is resolved. If a lower priority
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message is already in progress the lower priority message will be completed before the
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higher priority message is started.

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TCAS
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The TCAS is capable of surveillance of aircraft equipped with transponders (i.e. Mode S
and Mode C) that are able to reply to ATCRBS Mode C interrogations in their operational
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environments. If the TCAS determines that certain safe boundaries may be violated, it
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issues an aural and visual Traffic Advisory to alert the crew that closing traffic is nearby.
The TCAS system is unable to detect any intruding aircraft without an operating
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transponder.
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The TCAS portion of the KMH 980 processor provides the flight crew with situational
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awareness and position information for transponder equipped aircraft in proximity to their
own aircraft. The TCAS system provides the crew with Traffic Advisory (TA) information, it
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does not provide Resolution Advisories (RA). The TCAS system assists the crew in
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visually acquiring an intruding aircraft providing a ‘backup’ traffic advisory service in

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support of existing conventional air traffic control procedures without producing unwanted
advisories. The operation of the TCAS is independent of ground-based systems.
The (TAS) traffic overlay when selected is displayed on the PFD or also on the Map
window of the INAV. It displays the horizontal picture of the traffic around the aircraft. The
horizontal picture represents aircraft (intruders) within the surveillance volume, including
the range, azimuth, altitude and vertical direction arrows, when the information is
available from the TAS processor.

Revision 10: Dec 20, 2010 7-30-7
SECTION 7-30
PC-12/47E
OPERATION
TAWS
Ref. Fig 7-30-3, for APEX Terrain – Overlay Menu and Display.
The (TAWS) terrain overlay on the PFD HSI can be selected by pressing the bezel button
adjacent to the OVERLAY annunciator, which then displays the overlay selection menu.
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Select TAWS with the bezel button and repress the OVERLAY bezel button. Terrain map
data from the TAWS is displayed on the lateral map display on the HSI. TAWS amber or
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white status messages are shown on the lower part of the HSI. A TAWS mode white
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annunciator for TERR INH is displayed in the lower left portion of the HSI. If the terrain
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inhibit (TERR INHIB) control button is pressed on the MF controller. The glideslope inhibit
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(G/S INHIB) and the Flap Override (FLAP OVRD) control buttons on the MF controller
have no function with the KMH 980, they are only for the EGPWS installation. A TAWS
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SELF TEST can be performed from the TAWS set up page.
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TAWS annunciations are displayed in amber for TEST, FAIL, RANGE and N/A. The
range update failure (RANGE) indicates the actual range of the TAWS does not match
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the currently displayed HSI range. The TEST annunciator indicates a functional test or
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configuration set-up in progress. If a fault is detected that would cause the KMH 980 unit
to be inoperative, a FAIL annunciation is shown. A TERRAIN N/A status shows that the
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TAWS is not available.

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When the TAWS initiates an aural alert an audio input is sent directly to the audio control
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panel and is available through the headphones and cockpit speaker. At the same time
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annunciations are displayed on the PFD ADI in an amber box for GND PROX or red box
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for PULL UP. The annunciations flash in reverse video for 5 seconds and then remain on
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until the condition is no longer detected. If the (TAWS) terrain overlay is not displayed
and a TAWS alert is set, the terrain overlay will be displayed (automatic pop-up) on the
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HSI in the partial compass mode.

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The TAWS portion of the KMH 980 is internally configured to suppress any TAS aural
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alerts for the duration of any TAWS aural alerts.

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TCAS
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Ref. Fig 7-30-4, for APEX Traffic – Overlay Menu and Display.
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The (TCAS) traffic overlay on the PFD HSI can be selected by pressing the bezel button
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Select TRFC with the bezel button and repress the OVERLAY bezel button. The Traffic
overlay is also available on the Map window of the INAV. It is displayed or removed by
selecting the TCAS checkbox on the Active Layer Control Bar at the top of the map.
The aircraft intruder symbology consists of three different shapes:

 Traffic Advisory (TA) displayed as a solid amber circle
 Proximate Traffic (PA) displayed as solid cyan diamond
 Other Traffic, no threat, displayed as hollow cyan diamond

7-30-8 Revision 13: June 01, 2014
SECTION 7-30
A data tag representing intruder altitude is displayed above or below and a vertical speed
arrow up or down to the right of the intruder symbol. The maximum number of intruders
displayed is 32.
The annunciation TA BEHIND will be displayed on the Traffic overlay in amber when a TA
intruder has a bearing that exceeds the display area behind the aircraft symbol (less than
-110 degrees or greater than 110 degrees).
The TCAS system will issue an aural “Traffic, Traffic” alert message at the same time a
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TA is detected and displayed on the Traffic overlay. The TCAS aural alert is sent directly
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to the audio control panel and is available through the headphones and cockpit speaker.
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If the (TCAS) traffic overlay is not displayed and a TCAS alert is set, an amber TRFC soft
key is displayed. Pressing the bezel button adjacent to the TRFC soft key will enable the
S
SE
traffic overlay to be displayed on the HSI in the partial compass mode.
PO
The TCAS portion of the KMH 980 is internally configured to give audio priority for a
TAWS aural alert over a TCAS aural alert and will automatically suppress any TCAS
R
aural alerts for the duration of any TAWS aural alert message.
PU
The TCAS inhibits aural annunciation under the following conditions;
N
IO
 When the aircraft is below 400 feet AGL during descent

AT
When the aircraft is below 600 feet during ascent indication / warning
IZ
INDICATION/WARNING
R
IA
IL
advisory messages for the Terrain and Traffic Alerting systems status:
M
FA
CYAN ADVISORY
D
Traffic Fail Indicates traffic avoidance system data has become invalid
AN
TAWS Fail Indicates terrain avoidance system data has become invalid
AL
ER
Terr Inhib Active Indicates terrain visual and aural alerting is inhibited
EN
G
R
FO

Revision 10: Dec 20, 2010 7-30-9
SECTION 7-30
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
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R
FO
Figure 7-30-3, APEX Terrain – Overlay Menu and Display

7-30-10 Revision 10: Dec 20, 2010
SECTION 7-30
PC-12/47E
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
7-30-4, APEX Traffic - Overlay Menu and Display

Revision 10: Dec 20, 2010 7-30-11
SECTION 7-30
PC-12/47E
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
GENERAL
The Mk VI Enhanced Ground Proximity Warning System (EGPWS) consists of an

EGPWS computer and configuration module installed under the cabin floor between
frames 32 and 33. The power supply to the EGPWS is 28 VDC through the TAWS circuit
breaker on the AVIONIC 1 BUS circuit breaker panel.
LY
The EGPWS provides an enhanced capability of reducing accidents caused by controlled
N
O
flight into terrain. The system achieves this by receiving a variety of aircraft parameters as
inputs, then applying alerting algorithms to provide the flight crew with aural messages
S
and visual annunciation and display. The EGPWS provides the flight crew with enhanced
SE
Class A terrain awareness while following an ATC flight plan clearance.
PO
The EGPWS receives GPS position from the MAU for accurate position determination in
R
conjunction with a regional database. One of three databases, Atlantic, Americas or
PU
Pacific (one global database MSN 1401 and upwards), may be installed in the EGPWS
unit. The databases also contain the locations of all runways longer than 2000 feet that
N
have a published instrument approach. The (TAWS) terrain overlay when selected is
IO
displayed on the PFD HSI.
AT
IZ
Pilot’s Guide, for information regarding the specific operating details of the system. For
R
further information, refer to the latest edition of the Honeywell EGPWS Pilot’s Guide.
IA
IL
DESCRIPTION
M
FA
The EGPWS uses the database and inputs from the GPS, FMS, ADAHRS, APEX and
D
radio altimeter to perform its proximity computations.

AN
Terrain is displayed as a variable density dot pattern in green, yellow or red. The pattern
density and color being a function of how close the terrain or obstacle is, relative to the
AL
altitude of the aircraft. Solid red for a warning terrain threat area and solid yellow for a
ER
caution terrain threat area.

The terrain alerting algorithms continuously compute the terrain clearance envelopes
EN
ahead of the aircraft. If the boundaries of these envelopes conflict with terrain elevation
G
data in the terrain database, then alerts are issued. Two envelopes are computed, one
corresponding to a terrain caution alert and the other to a terrain warning alert.
R
FO
When the required conditions have been met to generate a terrain or obstacle caution
alert, the terrain image on the PFD TAWS Overlay is enhanced to highlight the
threatening terrain as solid yellow for caution threats and the appropriate aural alert is
given. When the required conditions have been met to generate a terrain or obstacle
warning alert, the display image on the PFD TAWS Overlay is enhanced to highlight the
terrain as solid red and the appropriate aural alert is given.

7-30-12 Revision 13: June 01, 2014
SECTION 7-30
OPERATION
Ref. Fig 7-30-3, for APEX Terrain – Overlay Menu and Display.
The (EGPWS) terrain overlay on the PFD HSI can be selected by pressing the bezel
button adjacent to the OVERLAY annunciator, which then displays the overlay selection
menu. Select TAWS with the bezel button and repress the OVERLAY bezel button.
Terrain map data from the EGPWS is displayed on the lateral map display on the HSI.
LY
EGPWS mode white annunciators for STEEP APR, G/S INHIB, TERR INHIB, FLAP
N
OVRD and TERR are displayed in the lower left portion of the HSI. The steep approach
O
(STEEP APR) mode which allows the pilot to fly a steeper approach angle without terrain
S
callouts being generated, can be selected from the TAWS set up page. The TERR
SE
annunciation indicates normal operation of the TAWS. The terrain inhibit (TERR INHIB),
glideslope inhibit (G/S INHIB) and flap override (FLAP OVRD) control buttons are on the
PO
MF controller.
R
PU
Mode 5 Glideslope alerts can be manually cancelled when below 2000 feet Radio Altitude
by pressing the G/S INHIBIT button. This button is typically pressed when an unreliable
N
glideslope is expected or when maneuvering is required during an ILS final approach.
IO
The G/S INHIBIT function is automatically reset below 30 feet radar altitude or if the
AT
aircraft climbs above 2000 feet or by selecting a non-ILS frequency as the primary
navigation source. Unsafe Terrain Clearance alerts can be manually inhibited by pressing
IZ
the FLAP OVRD button.

R
IA
All six modes can be manually inhibited by pressing the TERR INHIB button. All the
IL
terrain and aural alerts are de-activated. This feature is generally used when the position
M
accuracy is inadequate or when operating at airports not in the terrain database.

FA
Three amber annunciators for TEST, RANGE and TERR N/A can be displayed on the
D
HSI. A test of the EGPWS can be performed from the TAWS set up page using the
AN
TAWS SELF TEST soft key. The range update failure shows that the actual range of the
TAWS does not match the currently displayed HSI range. The terrain unavailable status
AL
shows that the TAWS is not available.

ER
The EGPWS computer sends aural alert messages, when necessary, to the audio control
EN
panel and to the headphones and cockpit speaker. At the same time annunciations are
displayed on the PFD ADI in an amber box for GND PROX or red box for PULL UP. The
G
annunciations flash in reverse video for 5 seconds and then remain on until the condition
R
is no longer detected. If the (TAWS) terrain overlay is not displayed and a EGPWS alert is
FO
set, the terrain overlay will be displayed (automatic pop-up) on the HSI in the partial
compass mode.
The EGPWS sends a suppression signal to the TCAS to inhibit voice messages from the
TCAS when the EGPWS is generating voice messages.

Revision 10: Dec 20, 2010 7-30-13
SECTION 7-30
The enhanced feature of the EGPWS is the ability to alert the crew to and provide a
display of potential conflict with terrain. Terrain conflict alerts will initiate a specific aural
message and annunciator illumination. The EGPWS keeps a synthetic image of local
terrain in front of the aircraft for display on the PFD Terrain Overlay.
Other enhanced features of the EGPWS are:
 Terrain Alerting and Display (TAD)
 Peaks
 Obstacles
LY
 Envelope Modulation

N
Terrain Clearance Floor (TCF)
O
 Runway Field Clearance Floor (RFCF)

S
Geometric Altitude
SE
The EGPWS issues voice messages and tones for the following types of warning:
PO
 Sink rate pull up warning

R
Terrain closure pull up warning

PU
Terrain awareness pull up warning (TAD)
 Terrain

N
Terrain awareness caution (TAD) IO
 Too low terrain

AT
Altitude callouts
 Smart Callout (500)
IZ
 Too low gear

R
 Too low flaps

IA
 Sink rate
IL
 Don’t sink
M
 Glideslope
FA
 Bank angle
D
AN
The Crew Alerting System (CAS) window on the Systems MFD will show the following
AL
advisory messages for the Terrain Avoidance system status:

ER
CYAN ADVISORY
EN
TAWS Fail Indicates terrain avoidance system data has become invalid
G
R
Terr Inhib Active Indicates terrain visual and aural alerting is inhibited
FO

7-30-14 Revision 10: Dec 20, 2010
SECTION 7-30
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS)
GENERAL
The KMH 970 Traffic Collision and Avoidance System (TCAS I) comprises a processor,
two directional antennas (Upper and Lower) and a configuration module. Power supply to
the processor is 28 VDC through the TCAS circuit breaker on the Avionic 2 BUS circuit
breaker panel. Aural alerts are available through the headphones and cockpit speaker.
LY
TCAS I is intended as an aid to the see and avoid concept. Once an Intruder is visually
N
acquired, it is the pilot’s responsibility to maneuver as necessary to maintain safe
O
separation.
S
TCAS I does not incorporate the sophisticated sensors, bearing accuracy or track rate
SE
computations incorporated in TCAS II or TCAS III that are necessary for evasive
PO
maneuvering (rapid change in pitch, roll, normal acceleration, thrust or speed). In general,
TCAS I does not provide adequate information for pilots to determine reliably which
R
horizontal or, in some cases, vertical direction to move to increase separation, and there
PU
is some likelihood that such maneuvers will actually result in reduced separation.
N
IO
Pilots Guide, for information regarding the specific operating details of the system. For
further information refer to the KMH 970 Pilots Guide.
AT
IZ
DESCRIPTION
R
IA
The TCAS I detects and tracks other (Intruder) aircraft by interrogating their transponders.
IL
From the transponder replies, TCAS I determines range, bearing and (if the Intruder is
M
equipped with a Mode C or S transponder) relative altitude. Intruders equipped with a

FA
Mode A transponder do not provide altitude information. With this data, the TCAS I uses
standard algorithms to determine the threat of collision. When a possible collision hazard
D
exists, the TCAS I issues a visual and aural Traffic Advisory (TA) to the flight crew. The
AN
TCAS I will not detect aircraft which have no operating transponder.

AL
The (TCAS) traffic overlay when selected is displayed on the PFD or the Map window of
the INAV. It displays the horizontal picture of the traffic around the aircraft. The horizontal
ER
picture represents aircraft (intruders) within the surveillance volume, including the range,
azimuth, altitude and vertical direction arrows, when the information is available from the
EN
TCAS processor.
G
R
FO

Revision 10: Dec 20, 2010 7-30-15
SECTION 7-30
OPERATION
Ref. Fig 7-30-4, for APEX Traffic – Overlay Menu and Display.
The (TCAS) traffic overlay on the PFD HSI can be selected by pressing the bezel button
Select TRFC with the bezel button and repress the OVERLAY bezel button.
LY
The TCAS overlay can be displayed on the Situation Awareness MFD INAV Map by
selecting the TCAS button on the Active Layers Control Bar.
N
O
The aircraft intruder symbology consists of three different shapes:
S
SE
 Traffic Advisory (TA) displayed as a solid amber circle

PO
Proximate Traffic (PA) displayed as solid cyan diamond
 Other Traffic, no threat, displayed as hollow cyan diamond
R
PU
A data tag representing intruder altitude is displayed above or below and a vertical speed
arrow pointing up or down to the right of the intruder symbol. The maximum number of
intruders displayed is 32.
N
IO
AT
The annunciation TA BEHIND will be displayed on the traffic overlay in amber when a TA
intruder has a bearing that exceeds the display area behind the aircraft symbol (less than
IZ
-110 degrees or greater than 110 degrees).

R
IA
If an Intruder gets to within 15 to 30 seconds of a projected closest point of approach

IL
and/or meets other range and closure criteria, it is then considered a potential threat and
M
a visual TA is issued with a voice message.

FA
The TCAS I system will issue an aural “Traffic, Traffic” alert message at the same time a
D
AN
TA is detected and displayed on the Traffic overlay. This assists the pilot in achieving
visual acquisition of the threat traffic. If the (TCAS) traffic overlay is not displayed and a
TCAS alert is set, an amber TRFC soft key is displayed. Pressing the bezel button
AL
adjacent to the TRFC soft key will enable the traffic overlay to be displayed on the HSI in
ER
the partial compass mode.

EN
The TCAS I aural alert is sent directly to the audio control panel and is available through
G
the headphones and cockpit speaker. An EGPWS aural alert automatically takes audio
priority over a TCAS aural alert. A priority signal is sent from the EGPWS to the TCAS to
R
mute any simultaneous TCAS aural alerts.

FO
TCAS I is intended as an aid to the see and avoid concept. Once an intruder is visually
acquired, it is the pilots responsibility to maneuver as necessary to maintain safe
separation.

7-30-16 Revision 10: Dec 20, 2010
SECTION 7-30
advisory message for the Terrain and Traffic Alerting systems status:
CYAN ADVISORY
Traffic Fail Indicates traffic avoidance system data has become invalid
LY
.
N
O
S
SE
PO
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N
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AT
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M
FA
D
AN
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ER
EN
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FO

Revision 10: Dec 20, 2010 7-30-17
SECTION 7-30
LIGHTNING SENSOR SYSTEM
GENERAL
The Lightning Sensor System (LSS) Stormscope WX 500 processor is installed under the
cabin floor between frames 34 and 35. The power supply to the system is 28 VDC
through the STORMSCOPE circuit breaker on the AVIONIC 2 BUS circuit breaker panel.
LY
DESCRIPTION
N
O
The LSS detects lightning activity 360 degrees around the aircraft up to a distance of 200
S
nautical miles. The antenna is installed on the bottom of the fuselage, it detects intra-
SE
cloud, inter-cloud or cloud-to-ground electrical discharges and sends the resulting
discharge signals to the processor. The processor converts the signals into range and
PO
bearing data then stores the data in memory. The processor then communicates the data
to the Modular Avionics Unit (MAU) as strikes and cells with updates every two seconds.
R
PU
To maintain correct storm orientation the system receives heading source data from the
N
ADAHRS. If the heading source data becomes invalid the LSS may fail and remain failed
IO
until a complete power cycle is performed.
AT
The LSS is inhibited automatically when the pilot or co-pilot presses his PTT switch. This
IZ
prevents false lightning activity detections which could be caused by the communications
R
transmission signals.
IA
IL
For further information on the use of the system, operational techniques and weather
M
display interpretation consult the Stormscope Model WX-500 User’s Guide.

FA
D
OPERATION
AN
Ref. Fig 7-30-5, for APEX Lightning – Overlay Menu and Display.
AL
ER
The LSS is a passive system and is commanded into the normal working mode by the
MAU at power up. The system has three levels of self test; at power on, continuous and
EN
pilot initiated. The pilot initiated LX self test which takes approximately 30 seconds can be
done from the LX set up page accessed from the WX/LX/TAWS menu on the Systems
G
MFD. The LX MODE can be toggled between Cell and Strike with the adjacent bezel
R
button from the LX set up page. The power default state of LX MODE is Strike.
FO
During the system operation the partial compass of the HSI display and the Situation
Awareness MFD Map display can be overlaid with lightning information. There are two
components of the lightning display, mode/fault annunciations; strike rate and lightning
cell/strike data. Mode/fault and strike rate annunciations are placed outside the display
area and the lightning cell/strike is placed inside the display using a lightning symbol as
described in the cell and strike modes given below.

7-30-18 Revision 10: Dec 20, 2010
SECTION 7-30
The Lightning (LX) overlay on the PFD HSI can be selected by pressing the bezel button
adjacent to the OVERLAY annunciator, which then shows the overlay selection menu.
Select LX with the bezel button and then press the OVERLAY bezel button again.
The Situation Awareness MFD INAV Map Lightning Sensor System overlay can be
displayed by selecting the WX button on the Active Layers Control Bar and then selecting
the LSS check box.
When the LSS overlay is selected the normal mode annunciations for CELL or STRIKE
LY
and the RATE are shown in white on the bottom left of the overlay. In either the cell or
N
strike mode, if a lightning strike is detected within 25 nm of the aircraft position within the
O
last three minutes the mode annunciator will change to amber.
S
SE
Indicated distance of lightning activity may differ slightly from distance provided by the XM
SAT Weather. This is due to the measuring technique used by the WX-500 Stormscope.
PO
R
Annunciations in white are also given CLEAR, TEST and FAULT. If the lightning sensor
PU
fails an amber LX FAIL annunciation will be shown and the RATE and overlay display
data will be removed.
N
IO
Strike Display Mode (default mode)
AT
In the strike display mode a discharge symbol is shown on the lightning detection overlay
IZ
when the LSS detects a discharge within the selected range and view. The strike display
R
mode shows the discharge points on the overlay in relation to where the discharges are
IA
actually detected instead of close to an associated group as is done in the cell display
IL
mode. The strike display mode is most useful during periods of light electrical discharge
M
activity because it may show discharges associated with a building thunderstorm.

FA
Cell Display Mode

D
AN
In the cell display mode a discharge symbol is shown on the lightning detection overlay
when the LSS detects discharges within the selected range and view. The system will
AL
show another discharge symbol close to the first for each additional discharge
ER
determined to be associated with the group. Discharges not associated with a group are
not shown unless its detected within 25 nm radius of the aircraft. The effect of this
EN
clustering algorithm is to display the location of storm cells instead of individual

discharges. The cell display mode is most useful during periods of heavy electrical
G
discharge activity.
R
FO
Clearing the discharge points periodically while monitoring thunderstorms is a good way
to determine if the storm is building or dissipating. Discharge points in a building storm
will reappear faster and in larger numbers. Discharge points in a dissipating storm will
appear slower and in smaller numbers. The LX CLR soft key is accessed from the
OVRLY window and when the adjacent bezel button is pressed an LX CLR “ON” indicator
will show for three seconds and all the lightning cells or strikes will be removed from the
PFD and any other displays.

Revision 10: Dec 20, 2010 7-30-19
SECTION 7-30
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-30-5. APEX Lightning – Overlay Menu and Display

7-30-20 Revision 10: Dec 20, 2010
SECTION 7-30
XM SAT WEATHER
DESCRIPTION
The XM Sat Weather is a streaming weather data source which provides data to the
Primus Apex system for display on the Situation Awareness MFD Map display. The XM
Sat Weather processor is installed under the cabin floor between frames 27 and 28. The
power supply to the XM Sat Weather system is 28 VDC through the XM SAT WX circuit
LY
breaker on the STANDBY BUS. An XM antenna is installed on the forward top of the
fuselage.
N
O
The XM Weather Receiver sends validated data to the MAU.
S
SE
OPERATION
PO
R
The XM Sat Weather INAV overlays are selected from the WX button menu on the
PU
Situation Awareness MFD.
N
The following table gives the XM Sat Weather system declutter ranges (nm):
IO
AT
Layer Layer Min. Min. Max. Range Max. Range

IZ
Build 7 Build 8 or Range Range (North Up) (Heading Up)

R
higher (North (Heading

IA
Up) Up)
IL
NEXRAD NEXRAD 10 5 500 250

M
FA
Satellite Sat 50 25 500 250

D
Winds Winds 50 25 500 250

AN
Storm Tops 10 5 500 250

Tops
AL
Lightning Lghtng 10 5 200 100

CAT Turb 50 25 500 250
ER
Echo Tops E-Tops 10 5 500 250

EN
TFR TFR 5 2.5 500 250

G
AIRMET AIRMET 50 25 500 250

R
SIGMET SIGMET 5 2.5 500 250

FO
CONUS NXRDcv Min INAV Min INAV Max INAV Max INAV
range range range range
METAR METAR Min INAV Min INAV * 75 * 37.5
range range
TAF TAF Min INAV Min INAV * 75 * 37.5
range range
* Airport symbols are decluttered at this range.

Revision 11: Dec 20, 2011 7-30-21
SECTION 7-30
LY
N
O
S
SE
PO
R
PU
INTENTIONALLY BLANK N
IO
AT
IZ
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IA
IL
M
FA
D
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EN
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FO

7-30-22 Revision 10: Dec 20, 2010
SECTION 7-31
PRIMUS APEX - MONITOR WARNING SYSTEM (MWS)
GENERAL
The MWS performs the following functions:
LY
 Monitor Warning Function (MWF)
 System monitors
N
 Aural Warning
O
 Crew Alerting System (CAS)
S
 Flight Alerting System (FAS)
SE
PO
MONITOR WARNING FUNCTION (MWF)
R
The Monitor Warning Function (MWF) continuously monitors the interfaced aircraft systems
PU
and initiates the appropriate warning, caution and aural alerts to the crew when necessary.
N
IO
The MWF runs in both channels of the Modular Avionics Unit (MAU), each MWF is
comparison monitored with its opposing channel for integrity of the resultant alert.
AT
IZ
Each MWF instance will produce a priority status parameter, and dependent on its origin
R
will be sent to the Flight Alerting System (FAS) (refer to Section 3 for these messages),
IA
Crew Alerting System (CAS) or to the Aural Warning system.

IL
M
SYSTEM MONITORS
FA
The MWF provides two levels of system monitoring, Level A and C. The level A monitor
D
consists of the following:

AN
 On ground
AL
 WOW air-ground monitor

ER
 Radio altitude air-ground monitor

 Calibrated airspeed air-ground monitor
EN
 Aircraft on ground monitor


G
PBIT on ground
R
 Engine running
FO
 Inhibit monitors
 Takeoff global inhibit monitor
 Approach global inhibit monitor
 Standby Bus On global inhibit monitor
 Electrical power on functional inhibit monitor
 Engine start functional inhibit monitor
 Taxi functional inhibit monitor
 Cruise functional inhibit monitor
 Takeoff configuration
 Check DU graphics generation and display monitor
Revision 10: Dec 20, 2010 7-31-1
SECTION 7-31
 Gear warning monitor

 Stall warning monitor
 Cabin pressurized warning monitor
 Overspeed warning monitor
 CPCS doors monitor
 CPCS takeoff roll monitor
 Landing gear status
LY
N
The level C monitor consists of the following:
O
 Sensor miscompare
S

SE
Selected ADAHRS data determination
 Pitch miscompare monitor
PO
 Roll miscompare monitor
 Heading miscompare monitor
R
 Barometric corrected altitude miscompare monitor
PU
 Barometric correction miscompare monitor
 Calibrated airspeed miscompare monitor
N
IO
 Altitude alert
AT
 Autopilot engage

IZ
Minimums alert
R
 Gear enable energized

IA
 De-ice boots
IL
 Hydraulic pressure
M

FA
Engine automatic start

 Oil debris
D

AN
ACS control
 ASCB Bus
AL
ER
EN
G
R
FO

7-31-2 Revision 10: Dec 20, 2010
SECTION 7-31
AURAL WARNING
The MWF consists of two monitor warning functions that provide requests for the aural
warning drivers to output tones and/or voice callouts to the audio system.
The following table lists the aural alerts generated from the MWF in priority order:
LY
CONDITION AURAL MESSAGE/ TYPE MUTABLE
TONE
N
O
Stall “Stall” Continuous No
S
SE
Terrain alerts Numerous External Note 1
PO
Traffic alerts Numerous External Note 2
Gear “Gear” Continuous No
R
PU
Overspeed “Speed” Continuous No
“No Takeoff”
N
Takeoff Continuous
IO No
Configuration
AT
Cabin Pressurized “Cabin” Continuous No

IZ
Warning Chime Triple Chime Continuous Yes

R
“Trim Runaway”
IA
Pitch Trim Runaway Continuous Yes

IL
Engine Fire “Fire” Continuous Yes

M
“Cabin Altitude”
FA
Cabin Altitude Continuous Yes

Battery Hot Warning “Battery Hot” Continuous Yes *
D
AN
Propeller Low Pitch “Propeller Low Continuous Yes

Warning Pitch”
AL
Caution Chime Single Chime Continuous Yes

ER
AP Uncommanded Cavalry Charge Continuous Yes

EN
Disconnect
“Minimums”
G
Minimums Single No
R
AP Commanded Cavalry Charge Single No

FO
Disconnect
Altitude C Chord Single No
Vertical Track Alert C Chord (0.2 sec Single No
on, 0.15 sec off, 0.2
sec on)
NOTE 1: TAWS/EGPWS alerts are input directly to the audio panel and maybe heard
simultaneously with MWF aurals/tones. TAWS/EGPWS alerts will mute TAS/TCAS alerts.

Revision 10: Dec 20, 2010 7-31-3
SECTION 7-31
PC-12/47E
NOTE 2: TAS/TCAS alerts are input directly to the audio panel and maybe heard
simultaneously with MWF aurals/tones. TAWS/EGPWS alerts will mute TAS/TCAS alerts.
NOTE 3: * Only when NiCad batteries are installed.
If the MWF detects a fault in the aural warning system a CAS caution message will be
shown to annunciate the Aural Warning Failure. If one channel of the aural warning system
becomes inhibited or defective a CAS advisory message will be shown to indicate an aural
warning fault (Build 8.5 and higher). If one channel of the MWF becomes defective a CAS
LY
advisory message will be shown to indicate an MWF A or B channel failure. The aural
warning system can be disabled by operation of the AURAL WARN INHIBIT switch on the
N
cockpit rear left switch panel, in the event of a failed repetitive aural.
O
S
For normal operation the AURAL WARN INHIBIT switch should not be selected to INHIBIT.
SE
To reduce nuisance alerting in the cockpit, both channels of the aural warning are disabled
while the aircraft is on the ground and not fully powered.
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-31-4 Revision 12: December 01, 2012
SECTION 7-31
CREW ALERTING SYSTEM (CAS)
Refer to Figure 7-31-1, Crew Alerting System (CAS), for system layout.
When the MWF detects an out of limits condition it will illuminate either the master
WARNING or master CAUTION attention lights and generate the appropriate message and
aural alert. The Crew Alerting System (CAS) messages are displayed in the CAS window
of the systems Multi Function Display (MFD). When no messages are active the window is
LY
blank except for the window title CAS and the scroll arrows. The window can display 12
N
lines of messages of 20 characters each.
O
S
The CAS messages have four levels:
SE
 Warning (red) indicates a condition that requires an immediate corrective action
PO
by the pilot. A red warning CAS message will be displayed in reverse (red
background) until acknowledged by pressing the WARNING attention light. After
R
which the CAS warning message text will be shown in the red warning color
PU
 Caution (amber) indicates a condition that requires a pilots attention but not an
N
immediate reaction. An amber caution CAS message will be displayed in reverse
IO
(amber background) until acknowledged by pressing the CAUTION attention
AT
light. After which the CAS caution message text will be shown in the amber
caution color. Unacknowledged reversed caution messages cannot be scrolled
IZ
off the CAS window

R

IA
Advisory (cyan) indicates a system condition, which requires pilot awareness and
may require crew action. A cyan advisory CAS message will be displayed in
IL
reverse (cyan background) for 5 seconds. After 5 seconds they will shown in the
M
cyan advisory color

FA
 Status (white) are only displayed on the ground in white text and indicate a
D
maintenance action is required. The Event message will be displayed in flight to

AN
indicate that the crew initiated event recording is captured

AL
The CAS messages have been given a hierarchical priority status. Red warning has priority
ER
over an amber caution, which has priority over cyan advisory. The purpose of the priority
status is that new incoming messages will be held in a queuing system based on priorities.
EN
Whenever a new CAS message becomes active it will appear in the appropriate color in
reverse video.
G
R
FO

Revision 10: Dec 20, 2010 7-31-5
SECTION 7-31
Red master WARNING and amber master CAUTION attention lights are positioned on the
instrument panel directly in front of the pilot and copilot. They alert the crew to changes in
the CAS monitoring status. Any condition that causes a red or amber CAS message also
causes the applicable master WARNING or CAUTION attention light to come on. Some
warnings are accompanied with a voice callout which will sound through the overhead
speaker and/or headset(s). Pushing the applicable master WARNING or CAUTION
attention light acknowledges the message and extinguishes the light. This action also
changes the warning or caution message from reverse video to normal text in the CAS
window. All advisory and status messages will be automatically acknowledged and revert
LY
to normal text after being in view for 5 seconds.
N
O
The master WARNING and CAUTION attention lights are checked before flight by pressing
the LAMP switch on the overhead panel which will make the pilot and copilot attention
S
SE
lights illuminate.
PO
In the event that more than 12 messages are active simultaneously, scrolling is provided
for the pilot to view all active messages. Warning messages cannot be scrolled off the
R
display. Caution messages can only be scrolled off the display when they have been
PU
acknowledged. Scrolling is not active until the message window is full. On the left side of
the CAS window a digital display will show the number of CAS messages scrolled off the
N
CAS window for each color. Acknowledged messages scrolled off the CAS window will
IO
appear in normal text and unacknowledged messages will be shown in reverse video.
AT
IZ
To initiate CAS scrolling, press the bezel button adjacent to the up or down arrow softkey.
Scrolling of the CAS messages can also be done with the MF controller by pressing the
R
IA
arrow keys, to bring the CAS window into focus, and then rotating the joystick control knob
clockwise or counterclockwise to scroll up or down.
IL
M
In the event of a Monitor Warning Function (MWF) miscompare condition, an amber MW

FA
annunciator is displayed on the left of the CAS window (Ref. Fig. 7-38). When this MW
D
annunciator is displayed, the pilot can toggle between the MWF Sources by pressing the
AN
bezel button adjacent to the MW softkey. The pilot decides which MWF Source to select in
a miscompare condition.
AL
All the warnings (including their respective audio), cautions, advisory and status messages
ER
that can be displayed on the CAS are listed in the following tables. An X in the flight phase
columns indicates a message is inhibited during that flight phase.
EN
G
Refer to the relevant aircraft System Indication/Warning section for a description of the
R
conditions when a CAS message will be generated. Refer to Section 3 for the relevant
FO
emergency procedures given for the CAS Warning and Caution messages.

7-31-6 Revision 11: Dec 20, 2011
SECTION 7-31
CAS WARNING MESSAGES (RED)
Message Text Voice Stby Elec Eng TaxI Take Cru- App-
Bus Pwr Start -off ise roach
on
Engine Fire Fire X
LY
Engine ITT X
N
Engine Torque X
O
S
Engine NG X
SE
Engine NP X
PO
Engine Oil Press X
R
Engine Oil Temp X
PU
Essential Bus X X
N
IO
Generators X X X
AT
Cabin Pressure X X
IZ
Starter Engaged X X
R
IA
Battery 1 Hot Battery X X X X

IL
Battery 2 Hot Hot X X X X

M
Battery 1 + 2 Hot X X X X
FA
Pitch Trim Runaway Trim X X

Runa-
D
way
AN
Engine Oil Level X X

AL
(only valid with

engine oil pressure
ER
below 50 psig)
EN
Cabin Altitude Cabin X X

G
Altitude
R
Passenger Door X X X
FO
Cargo Door X X X
Pax + Cargo Door X X X
Propeller Low Pitch Prop- X X
eller
Low
Pitch

Revision 10: Dec 20, 2010 7-31-7
SECTION 7-31
CAS CAUTION MESSAGES (AMBER)
Message Text Stby Elec Eng Taxi Take- Cru- App-

Bus Pwr on Start off ise roach
1: MAU A Fail X
2: MAU B Fail X
LY
Engine ITT X
N
O
Engine Torque X
S
SE
Engine NG X
PO
Engine NP X
Engine Oil Press X
R
PU
Engine Oil Temp X
Probes Off X X
N X X
IO
Fuel Quantity Fault X X X X
AT
Fuel Balance Fault X X X X

IZ
R
LH Fuel Low X X
IA
RH Fuel Low X X
IL
LH & RH Fuel Low X X

M
Fuel Pressure Low X

FA
Hydraulics X X X X
D
AN
External Power X X X X X
AL
ACS Low Inflow X X X X

ER
ECS Fault X X X X
EN
CPCS Fault X X X X
G
Generator 1 Off X X X X
R
Generator 2 Off X X X X
FO
Fuel Imbalance X X X X
Bus Tie X X X
Pusher X - X

7-31-8 Revision 11: Dec 20, 2011
SECTION 7-31

Bus Pwr Start off ise roach
on
Avionics 1 Bus X X X X
Avionics 2 Bus X X X X
Avionics 1 + 2 Bus X X X X
LY
Fire Detector X X X X
N
O
Generator 1 Volts X X X X
S
Generator 2 Volts X X X X
SE
Generator 1 + 2 Volts X X X X
PO
Battery 1 X X X X
Battery 2 X X X X
R
Battery 1 + 2 X X X X
PU
Battery 1 Off X X X X
N
Battery 2 Off X X
IO X X
Battery 1 + 2 Off X X X X
AT
Flaps X X
IZ
Engine Chip X X X X
R
IA
Engine Oil Debris X X X X

IL
Main Bus X X X X
M
FA
Generator 1 Bus X X X X
Generator 2 Bus X X X X
D
Generator 1 + Bus X X X X
AN
AOA De Ice X X X
AL
Pitot 1 Heat X X X X
ER
Pitot 2 Heat X X X X
Pitot 1 + 2 Heat X X X X
EN
Static Heat X X X
G
R
Inertial Separator X X X
FO
De Ice Boots X X X
1 : LH Windshield Heat X X X X
2 : RH Windshield Heat X X X X
3: LH + RH Windshield X X X X
Heat
Propeller De Ice X X X

Revision 11: Dec 20, 2011 7-31-9
SECTION 7-31

on
1: Check DU 1
2: Check DU 2
3: Check DU 1+2
4. Check DU 3
LY
5. Check DU 1+3
N
6. Check DU 2+3
O
7. Check DU 1+2+3
S
8. Check DU 4
SE
9. Check DU 1+4
10. Check DU 2+4
PO
11. Check DU 1+2+4
12. Check DU 3+4
R
13. Check DU 1+3+4
PU
14. Check DU 2+3+4
15. Check DU 1+2+3+4
N
IO
Non Essential Bus X X X X
AT
Standby Bus X X X
IZ
1: RA 1 Fail X X X
R
IA
1: MMDR 1 Fail X X X
IL
2: MMDR 2 Fail X X X
M
3: MMDR 1+2 Fail X X X

FA
1: XPDR 1 Fail X X X X
2: XPDR 2 Fail X X X X X
D
AN
3:: XPDR 1+2 fail X X X X

1: AHRS A Fail X X X X
AL
2: AHRS B Fail X X X X
ER
3. AHRS A+B Fail X X X X

EN
1: ADC A Fail X X X X
2. ADC B Fail X X X X
G
3. ADC A+B Fail X X X X

R
Air/Ground Fail X X X X
FO
Aural Warning Fail X X X X X
1: DME 1 Fail X X X X
1: MMDR 1 Overheat X X X
2: MMDR 2 Overheat X X X
3: MMDR 1+2 Overheat X X X

7-31-10 Revision 11: Dec 20, 2011
SECTION 7-31

on
HSI is MAG TRK X X X

HSI is TRU TRK
(Build 6)
LY
1: HSI1 is MAG TRK X X X
N
2: HSI1 is TRU TRK X X X
O
3: HSI2 is MAG TRK X X X
S
4: HSI2 is TRU TRK X X X
SE
5: HSI1+2 is MAG TRK X X X
6: HSI1+2 is TRU TRK X X X
PO
R
1: AP Hold LH Wing Dn X X X X
PU
2: AP Hold RH Wing Dn X X X X
1: AP Hold Nose Up X X
N X X
IO
2: AP Hold Nose Dn X X X X
AT
1: YD Hold Nose Left X X X X

IZ
2: YD Hold Nose Right X X X X

R
1: LH PFD CTLR Fail X X X X

IA
2. RH PFD CTLR Fail X X X X X X

IL
3. LH+RH PFD CTLR X X X X X X

M
Fail
FA
1: FLT CTLR Ch A Fail X X X X X

D
2: FLT CTLR Ch B Fail X X X X X X

AN
3: FLT CTLR Ch A+B X X X X X X

Fail
AL
1: DU 1 Overheat X X X X
ER
2: DU 2 Overheat X X X X
3: DU 1+2 Overheat X X X X
EN
4. DU 3 Overheat X X X X
5. DU 1+3 Overheat X X X X
G
6. DU 1+2+3 Overheat X X X X
R
FO
8. DU 4 Overheat X X X X
15. DU 1+2+3+4 X X X X
Overheat

Revision 11: Dec 20, 2011 7-31-11
SECTION 7-31

on
APM 1 Fail X X X X
APM 2 Fail X X X X
APM 1+2 Fail X X X X
LY
CMS 1+2 Fail X X X X X
N
System Config Fail X X X X
O
S
Validate Config X X X X X
SE
APM Miscompare X X X X X
PO
Cabin Pressure X X
R
PU
1: FMS-GPS1 Pos Misc X X X
2: FMS-GPS2 Pos Misc X X X
N
3. FMS-GPS1+2 Pos X IO X X
Misc
(Build 6)
AT
1 : FMS1-GPS1 Pos X X X
IZ
Misc X X X
R
IA
Misc
IL
3 : FMS1-GPS1+2 Pos X X X
M
Misc X X X
FA
Misc
D
5 : FMS2-GPS2 Pos
AN
Misc
6: FMS2-GPS1+2 Pos
AL
Misc
ER
Unable FMS-GPS Mon X X X X

EN
Check Pilot PFD X X

G
R
Check Copilot PFD X X X

FO
Check Engine Display X X

ASCB Fail X X X X
Gear Actuator Cntl X X

7-31-12 Revision 11: Dec 20, 2011
SECTION 7-31
CAS ADVISORY MESSAGES (CYAN)
Message Text Stby Elec Eng Taxi Take- Crui- App-

Bus Pwr Start off se roach
on
Terr Inhib Active X X
LY
1: MWF A Fail X X X X
N
2: MWF B Fail X X X
O
S
Aural Warning Fault X X X X X X
SE
(Build 8.5 and higher)
PO
No Alt Reporting
R
PU
Yaw Damper Fail X X X X
N
Autopilot Fail X X IO X X
1: AIOP A Module Fail X X X X
AT
2: AIOP B Module Fail X X X

IZ
1: CSIO A Fail X X X X
R
2: CSIO B Fail X X X
IA
3: CSIO A + B Fail X X X X
IL
1: MAU A Overheat X X X X
M
2: MAU B Overheat X X X
FA
3: MAU A + B X X X X
Overheat
D
AN
FMS Fail X X X
(Build 6)
AL
1: FMS1 Fail X X X
ER
2 : FMS2 Fail X X X
3 : FMS1+2 Fail X X X
EN

G
Maintenance Fail X X X X X X
R
FO
MAU Fan Fail X X X

MF CTLR Fail X X X
FMS Synch Error X X X X
1: LH OAT Fail X X X X
2: RH OAT Fail X X X X
3: LH+RH OAT Fail X X X X

SECTION 7-31
PC-12/47E

on
1: LH PFD CTLR Fail X X X

2: RH PFD CTLR Fail X X X X
3: LH+RH PFD CTLR X X X X
Fail
LY
Flight Director Fail X X X X
N
O
1: CMS 1 Fail X X X X
2: CMS 2 Fail X X X
S
SE
1: GIO A Fail X X X X
2. GIO B Fail X X X
PO
3. GIO A+B Fail X X X X
R
1: AGM 1 Fail X X X X
PU
2: AGM 2 Fail X X X
Takeoff Config X X
N X X X
IO
ACMF Logs Full X X X X X
AT
ACMF Logs >80% Full X X X X X

IZ
R
Engine Log Full X X X X X

IA
IL
Engine Log >80% Full X X X X X

M
Pusher Safe Mode X X

FA
1: FLT CTLR Ch A Fail X X X X

D
2: FLT CTLR Ch B Fail X X X X

AN
3: FLT CTLR Ch A+B X X X X

Fail
AL
Traffic Fail X X X X
ER
TAWS Fail X X
EN
1: GPS 1 Fail X X X
G
2: GPS 2 Fail X X X X
R
3: GPS 1+2 Fail X X X X

FO
AFCS Fault X X X X X

7-31-14 Revision 12: December 01, 2012
SECTION 7-31
CAS STATUS MESSAGES (WHITE)

on
LY
ODM Fault X X X X X
N
Check Oil Debris X X X X X
O
S
CPCS Fault X X X X X
SE
FCMU Fault X X X X X
PO
Low Lvl Sense Fault X X X X X
R
PU
Maint Memory Full X X X X X
No Eng Trend Store X X X X X
N
IO
Engine Exceedence X X X X X
AT
Aircraft Exceedence X X X X X
IZ
Event X
R
IA
1: LH WOW Fault X X X X X
IL
2: RH WOW Fault X X X X X
M
3: LH+RH WOW Fault X X X X X

FA
1: LH Fan Fault X X X X X
2: RH Fan Fault X X X X X
D
AN
3: LH+RH Fan Fault X X X X X

Crew Event Store X X X X X
AL
1: AGM1/FMS1 GFP Inop X X X X X

ER
1: AGM2/FMS1 GFP Inop X X X X X

EN
1: AGM 1 DB Error X X X X X
G
2: AGM 2 DB Error X X X X X
R
3: AGM 1+2 DB Error X X X X X

FO
1: AGM 1 DB Old X X X X X
2: AGM 2 DB Old x X X X X
3: AGM 1+2 DB Old X X X X X
Function Unavailable X X X X

Revision 10: Dec 20, 2010 7-31-15
SECTION 7-31
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 7-31-1. Crew Alerting System (CAS)

7-31-16 Revision 10: Dec 20, 2010
SECTION 7-32
PRIMUS APEX - AUTOMATIC FLIGHT CONTROL SYSTEM
GENERAL
Refer to Figure 7-32-1, Automatic Flight Control System schematic.
The Automatic Flight Control System (AFCS) provides the following functions:
LY

N
Autopilot (including automatic pitch trim)

O
Yaw Damper (including automatic yaw trim)
 Flight Director (FD) guidance
S
SE
The AFCS function is hosted in the Modular Avionics Unit (MAU). The autopilot software
PO
runs in channels A and B of the MAU and both channels are required to be functional for
normal autopilot operation. Pilot control is via a control panel installed above the upper
R
Multi Function Display (MFD).
PU
Auto flight control is accomplished with aileron, elevator and rudder servo actuator
motors.
N
IO
AT
The AFCS consists of the following components:

IZ
 AFCS processing within the MAU

R
 Flight Controller (FC)

IA
 Pitch and yaw trim adaptor and actuators

IL
 Aileron, elevator and rudder servos

M
FA
DESCRIPTION
D
AN
The aileron, elevator and rudder servo motors communicate with the MAU via dual
Controller Area Network (CAN) data buses. The AFCS function in the MAU generates
AL
servo commands that are identically output onto both of the CAN data buses. Commands
received by the servo from each of the CAN data buses are dual processed within the
ER
servo and the resultant processed data must agree to effect a servo action. Additionally
both servo channels must agree in their monitoring of motor current, clutch solenoid
EN
engagement and motor position.

G
The servo motors have an electrical clutch that is used to engage and disengage the
R
FO
output shaft from the drive train. The servo motors are mounted on capstans which are
connected by autopilot cables to the flight control cables. The capstans incorporate a
mechanical clutch, which can be physically overridden by the pilot if the electrical clutch
will not disengage. Power to actuate the electrical clutch is supplied from the Avionic 1
bus A/P SERVO ENABLE circuit breaker through the MAU. When the autopilot is
engaged the electrical clutches engage and connect the servo motors to the capstans in
order to move the flight control surfaces. Electrical power to move the servos is supplied
from the Avionic 1 bus through the A/P SERVO circuit breaker. The pilot can disconnect
the electrical clutches (autopilot) by pressing the AP DISC push-button switch mounted
on each control wheel yoke. This is the primary means of disconnecting the autopilot but
operation of any of the following controls will also disconnect the autopilot:

Revision 10: Dec 20, 2010 7-32-1
SECTION 7-32
Trim engage switch on the pilot or copilot control wheel
 Rudder trim switch on the PCL

 Alternate Stab Trim switch on the center console
 Trim Interrupt switch on the center console
 AP switch on the FC panel
When the autopilot is engaged the horizontal stabilizer trim actuator alternate motor and
the rudder trim actuator motor are interfaced through the trim adapter to the AFCS
LY
autotrim function in the MAU. This autotrim function is to minimize the steady-state torque
N
on the elevator and rudder servos. Manual trim commands are monitored by the Modular
O
Avionics Unit (MAU) and disconnect the autopilot whenever sensed.
S
SE
The pilot can momentarily disconnect the aileron and elevator electrical clutches by
pressing the Touch Control Steering (TCS) push-button switch mounted on each control
PO
wheel. Release of the TCS push button will re-engage the aileron and elevator electrical
R
clutches.
PU
The Go Around (GA) switch on the left side of the Power Control Lever (PCL) is used to
initiate a go around mode in the flight director.
N
IO
AT
Flap position and flap fail indications are provided to the AFCS function in the MAU as
part of the auto pitch trim control laws. The AFCS monitors the positions of the control
IZ
wheel AP DISC and TCS switches, the Go Around (GA) switch on the PCL, the manual
R
pitch/roll trim switches on the control wheel, the rudder trim switch on the PCL and the
IA
TRIM INTERRUPT and ALTERNATE STAB TRIM switches on the center console.
IL
M
The FC panel provides the means for selection of all AFCS functions except Go Around
FA
mode, touch control steering (TCS) and quick disconnect. Electrical power is supplied to
the FC for Ch A from the Avionic 1 bus through the FLT CONT CH A circuit breaker. The
D
FC Ch B is supplied from the Avionic 2 bus through the FLT CONT CH B circuit breaker.
AN
AL
ER
EN
G
R
FO

7-32-2 Revision 10: Dec 20, 2010
SECTION 7-32
Refer to Figure 7-32-1, Controls and Indications. AFCS mode selection provides the
following functions:
L/R Selects which PFD pilot or copilot (if installed) is used for coupling
with the FD. At power up, the default setting for the control is L (left
for pilot side).
HDG/T Momentary push-button to engage or disengage the HDG or TRK
mode. When pressed the green annunciator bar above the button
LY
comes on.
N
HDG TRK The control is a dual concentric knob that allows selection between
O
HDG and TRK mode and is used in conjunction with the HDG TRK
switch. The outer control is a two-position rotary switch with a
S
SE
pointer. Selects either heading or track on the HSI compass card.
The inner knob provides a continuous selection for the Heading or
PO
Track Select Bug on the HSI compass and digital readout.
Clockwise increments and counter-clockwise decrements the
R
heading or track value by 1 degree per detent. The dual concentric
PU
knob is also a momentary push-button PUSH SYNC for
synchronization of the selected Heading or Track to the current
aircraft heading or track.
N
IO
AP, FD, YD Momentary push-buttons to engage or disengage the autopilot, flight
AT
director and yaw damper. When pressed the green annunciator bar
above the button comes on. The AP (and YD – Build 7 and higher)
IZ
R
annunciators and FD command bars will be illuminated on the PFD

IA
displays, when the respective button is pressed and engagement

occurs.
IL
M
ALT Controls the altitude pre-select and alerting bug on the altitude tape
FA
of the PFD displays. The control is a dual concentric knob.

Clockwise rotation of the outer control increments and counter-
D
clockwise decrements the altitude pre-select value by 1000 feet per

AN
detent. Clockwise rotation of the inner knob increments and counter-

clockwise decrements the altitude pre-select value by 100 feet per
AL
detent.
ER
NOSE Momentary push-buttons to adjust the vertical mode target values

UP/NOSE (pitch attitude, altitude, airspeed or vertical speed). These controls
EN
DN are only active if the FD is engaged.

G
BL Momentary push-button to engage or disengage the high and low

R
bank limits. A magenta arc is displayed on PFD ADI roll scale when
FO
low bank selected. The BL mode is only available in HDG or TRK

mode. BL is automatically activated in HDG mode above FL 250.

Revision 10: Dec 20, 2010 7-32-3
SECTION 7-32
NAV Momentary push-button to engage NAV mode. When pressed the
green annunciator bar above the button comes on. NAV mode provides
tracking of the primary navigation source.
APR Momentary push-button to engage APR mode. When pressed the

green annunciator bar above the button comes on. APR mode gives
capture and tracking of approaches.
LY
VS Momentary push-button to engage VS mode. When pressed the green
annunciator bar above the button comes on. VS mode is used to climb
N
or descend at the target vertical speed.
O
S
SE
VNAV Momentary push-button to engage VNAV mode. When pressed the
green annunciator bar above the button comes on. Pressing VNAV
PO
arms the VNAV modes of the flight director.
R
PU
SPD Momentary push-button to engage SPD mode.
Build 6 and 7 - SPD mode can only be engaged if the altitude pre-
select is set.
N
IO
Build 8 and higher - SPD mode can only be engaged if the altitude
AT
pre-select is set and is not at current aircraft altitude.

The PCL needs to be used in the correct sense to allow proper
IZ
operation of SPD mode.

R
When pressed the green annunciator bar above the button comes on.
IA
The FMS provides guidance for the flight director to climb or descend at
IL
the speed target while complying with the altitude pre- selector. This
M
mode is mainly used for climb and descent. The system will deviate
FA
from the pilot entered speed target in order to meet the altitude pre-
selector.
D
ALT Momentary push-button to engage ALT mode. When pressed the green
AN
annunciator bar above the button comes on. Alt mode is used to hold
an altitude. The aircraft levels off at the present altitude when the ALT
AL
button is pressed.
ER
MINIMUMS Octagonal rotary knob to adjust the minimum height/altitude, referenced

EN
to either a target Radar Altitude or Barometric altitude respectively.

Clockwise or counter-clockwise rotation when RA is active increases or
G
decreases the minimums value over a range of 0 to 2500 feet.

Clockwise or counter-clockwise rotation when BARO is active increases
R
FO
or decreases the minimums value over a range of 20 to 16,000 feet.

The knob adjusts the minimums value 10 feet per detent. The rotary
knob is also a momentary push-button PUSH RA/BARO to switch
between a minimums referenced to radar altitude or to barometric
altitude.

7-32-4 Revision 11: Dec 20, 2011
SECTION 7-32
OPERATION
Pressing the AP push-button on the FC panel will engage the Autopilot (AP), Yaw
Damper (YD) and Flight Director (FD). The associated annunciation bars will illuminate on
the FC panel and the AP (and YD – Build 7 and higher) green annunciators and FD bars
will be shown on the PFD. Whenever the autopilot is engaged, the pressing of the YD
button will disengage the yaw damper and autopilot, the pressing of the AP button will not
disengage the yaw damper. If the yaw damper fails the YD annunciator is shown in
amber (Build 7 and higher).
LY
N
Autopilot disengagement is defined as either normal or abnormal. A normal
O
disengagement is initiated manually by pressing the AP DISC push-button on the control
S
wheel or by the AP push button on the FC or by activating the manual trim system. A
SE
normal disconnect will cause the AP indication on the PFD to flash red/white and the
aural “Cavalry Charge” warning tone to be activated. After 2.5 seconds the AP indicator
PO
and audio are removed. Any disengagement due to a monitor trip or failure is considered
abnormal. An abnormal disconnect will cause the AP indication on the PFD to flash
R
red/white and the aural warning tone to be activated until acknowledged via the AP DISC
PU
push-button. For some failures an autopilot disengagement will be accompanied by a
CAS advisory indicating the reason for the disengagement.
N
IO
The AFCS also controls the pitch and yaw manual trim actuators through the trim
AT
interface unit. Whenever the AP is engaged the pitch auto trim function is active,
IZ
whenever the YD is engaged the yaw auto trim function is active. Pitch and roll
commands are limited to +/- 20° and +/- 35° respectively. If the autopilot is engaged or
R
IA
the TCS is used to position the aircraft outside of these limits the autopilot will initially
reduce the angles to the above limits.
IL
M
When the autopilot is engaged the horizontal stabilizer trim actuator will be driven in order
FA
to minimize steady-state torque on the elevator servo motor. Operation of the trim
D
switches on the control wheels or the ALTERNATE STAB TRIM switch on the center
AN
console will automatically disengage the autopilot and yaw damper. Similarly when the
Yaw Damper is engaged the rudder trim actuator will be driven in order to minimize
steady-state torque on the rudder servo motor. Operation of the Rudder Trim switch on
AL
the Power Control Lever will automatically disengage the autopilot and yaw damper.
ER
Although it is not mandatory it is strongly recommended that the yaw damper is operating
EN
when flying above FL200. When flying at high altitude with the yaw damper off, high
G
power selected and at low speed, large right rudder pedal deflection may cause large
aircraft yaw angles and require the pilot to apply positive left rudder pedal force to re-
R
establish balanced flight.

FO
During autopilot operation, the voltages on each side of the horizontal stabilizer and
rudder trim actuators are monitored by the MAU for trim runaway and trim inactive
conditions. If either condition is detected, the trim engage relay is released and a CAS
“Pitch Trim Runaway” and an aural “Trim Runaway” warning is given. A yaw damper
failure will be shown as a CAS “Yaw Damper Fail” advisory.

Revision 10: Dec 20, 2010 7-32-5
SECTION 7-32
The autopilot can be engaged with or without the Flight Director (FD) guidance modes
active. When no flight director mode is active, engagement of the autopilot will
automatically bring up the FD in the pitch hold vertical mode and the roll hold lateral
mode with FD guidance on the PFD’s. When FD guidance modes have been selected,
the autopilot will couple itself to the pitch and roll commands generated by the FD
guidance function.
HDG mode is not available if the heading flag is displayed on both HSI. All other modes
may be operational.
LY
Speed mode can be selected below 100 KIAS but the minimum speed bug setting is 100
N
KIAS. When the speed mode is engaged below 100 KIAS and the pre-selected altitude is
O
above the aircraft altitude the aircraft will accelerate to 100 KIAS and continue climb if
S
sufficient power is set. For an ILS or BC approach when the approach mode has been
SE
selected, check the flight mode annunciator is armed LOC or BC during the correct
PO
intercept heading.
R
The flight director source indicator arrow has a left side default at power up. If the pilot
PU
selects DU1 and DU 2 off the AGM 1 display capability is disabled and then flight director
switches automatically to the right side PFD format (AGM 2). Selecting DU 1 and or DU 2
N
on again does not automatically revert the indicator arrow back to the left side. This can
IO
be done by pressing the L/R button on the FC panel.
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-32-6 Revision 10: Dec 20, 2010
SECTION 7-32
Depending on mode selection, the PFD displays the following AFCS related information:
 AP engage status
 YD engage status (Build 7 and higher)
 YD fail indication (Build 7 and higher)
 TCS status
 FD commands and status

LY
FD data source (PFD couple)
 Vertical speed bug
N
 Overspeed mode management
O
 Heading bug
S
 IAS bug
SE
 Armed lateral mode

PO
Active lateral mode
 Armed vertical mode
R
 Active vertical mode
PU
 Altitude pre-select
N
The Crew Alerting System (CAS) window of the systems MFD, displays the following
IO
warning, Caution and Advisory messages for the AFCS status:
AT
IZ
RED WARNING
R
IA
Pitch Trim Runaway Manual or auto pitch trim runaway or trim failure, monitor
detects failure of trim to properly respond, accompanied
IL
with voice callout “Trim Runaway”

M
FA
AMBER CAUTION
D
AP Hold LH Wing DN Roll mistrim, monitor detects excessive forces over an

AN
excessive time period

AP Hold RH Wing DN
AL
ER
AP Hold Nose UP Pitch mistrim, monitor detects excessive forces over an

EN
AP Hold Nose DN
G
YD Hold Nose Left Yaw mistrim, monitor detects excessive forces over an
R

FO
YD Hold Nose Right
ADVISORY
Yaw Damper Fail Yaw damper not available
Autopilot Fail Autopilot not available
Flight Director Fail Flight director not available
AFCS Fault Fault detected in the AFCS system

Revision 10: Dec 20, 2010 7-32-7
SECTION 7-32
LY
N
O
S
SE
PO
R
PU
N
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AT
IZ
R
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IL
M
FA
D
AN
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ER
EN
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R
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Note – AFCS Fault is shown from Build 7 and higher.
Figure 7-32-1. AFCS Schematic

(Sheet 1 of 2)
7-32-8 Revision 10: Dec 20, 2010
SECTION 7-32
LY
N
O
S
SE
PO
R
PU
N
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AT
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R
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IL
M
FA
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EN
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Note- AFCS fault is shown from Build 7 and higher.
Figure 7-32-1. AFCS – Controls and Indications

(Sheet 2 of 2)
Revision 10: Dec 20, 2010 7-32-9
SECTION 7-32
LY
N
O
S
SE
PO
R
PU
N
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INTENTIONALLY BLANK
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7-32-10 Revision 10: Dec 20, 2010
SECTION 7-33
PRIMUS APEX - FLIGHT MANAGEMENT SYSTEM (FMS)
GENERAL
DESCRIPTION
LY
The flight planning function of the FMS enables the pilot to build, review and modify flight
plans via the MF Controller. Flight plans are stored for retrieval and activation at a later
N
time. They are a series of legs and are bounded by waypoints. Waypoints are named and
O
precisely located by latitude and longitude. Database waypoints include airports, Navaids,
S
runways, published named fixes, unnamed fixes and intersections. The FMS provides the
SE
pilot with the facility to create pilot defined waypoints as Lat/Long, Place/Bearing/Distance
or Place/Bearing/ Place/Bearing in an active or secondary flight plan. If the pilot does not
PO
name a pilot defined waypoint, the FMS creates a temporary waypoint.
R
PU
The active flight plan is the flight plan that the FMS is actively flying. An active flight plan
contains a From waypoint, a To waypoint and a destination (optional). Waypoints are
N
either database, pilot defined or temporary waypoints. Changes made to an active flight
IO
plan are inserted into a pending flight plan, which can be reviewed before the changes
are incorporated into the active flight plan.
AT
IZ
The FMS provides the ability to add altitude and speed constraints to waypoints of the
R
active flight plan. It will also calculate a Top-Of-Climb (TOC) waypoint that laterally
IA
indicates where the cruise altitude level-off will occur and will similarly create a Top-Of-
IL
Descent (TOD) waypoint that laterally indicates where the descent from cruise altitude
M
should occur. These waypoints are displayed on the Situation Awareness MFD map. A
FA
waypoint altitude constraint can be entered on any waypoint of the flight plan. The FMS
will indicate a predicted or pilot entered descent angle for each waypoint.
D
AN
When a “At” Altitude Constraint is defined for a waypoint in the descent portion of the
flight plan, the FMS calculates the vertical profile with a default 3° descent angle. The
AL
pilot can enter up to 6° (or Aircraft with Build 8 or higher – up to 8°), perform a vertical
direct-to limited to 6° (Aircraft with Build 8 or higher – limited to 8°), or load a procedure.
ER
EN
Before reaching the TOD, the FMS generates a Vertical Track Alert (VTA) and a Vertical
Navigation Deviation Scale, similar to a Glideslope, is displayed on the PFD.
G
R
The VNAV information is for advisory only and cannot be coupled to the AP/FD. VNAV is
FO
based on the Barometric Altitude, therefore a correct Baro Correction Selection is

essential for safe operation.

Revision 11: Dec 20, 2011 7-33-1
SECTION 7-33
NOTES:
VNAV must not be used when the CAS cautions ADC A
Fail, ADC B Fail or ADC A+B Fail are shown.
A secondary flight plan can be created and stored at any
time and is not related to the active flight plan. Only one
stored flight plan can be activated into the secondary
state at a time to review.
Each stored and active flight plan can contain a
LY
maximum of 100 waypoints. The FMS can store up to
255 flight plans and 300 custom waypoints.
N
O
When entering a Non Directional Beacon (NDB) waypoint
S
into a flight plan, the NDB identifier must be followed with
SE
NB.
PO
When saving a flight plan into the stored database there
is an unannunciated time delay of up to 45 seconds.
R
PU
Stored flight plans do not contain procedures associated
with the Origin or Destination and the Weather Alternate
N
destinations not stored. The FMS provides only one
IO
active flight plan. Stored flight plans can be deleted.
AT
FMS delays or display blanking can occur when the

holding dialog box opens.
IZ
R
After the Performance Compute button is pressed there

IA
will be unannunciated time delay before the Computing

Data … status is displayed.
IL
M
After an electrical power cycle, the active flight plan is lost

FA
and must be reentered.

D
MSN 545, 1001-1180 Pre SB 34-020 and MSN 1181 &

AN
UP without SBAS enabled, the PRAIM function does not

work when the aircraft is on the ground. When airborne
AL
and PRAIM is executed there is a long unannunciated

time delay.
ER
When a circling approach is chosen, the FMS will create

EN
a Discontinuity after the last waypoint of the overlay

approach. Vertical guidance after this point cannot be
G
relied on. The autopilot will revert to basic modes (Pitch

R
and Roll).
FO
Primus APEX Build 8 or higher. Visual Reporting Points

(VRP) can be selected for display on INAV. A pilot
defined waypoint can be created on top of the VRP to be
used as part of the flight plan. Alternative, autopilot track
line shown on INAV can be used to maneuver the aircraft
over the VRP.

7-33-2 Revision 11: Dec 20, 2011
SECTION 7-33
The FMS also has the ability to compute:

 Waypoints for specific legs, which includes Direct-To, holding patterns,
procedure turns, leg intercepts, TOCs and TODs
 Distance and Course computations
 ETE and ETA calculations
 Curved path distance calculations
 Altitude constraint type determination
LY
The active leg defined as the From To waypoint in an active flight plan, can be modified:
N
 Direct-To, any waypoint
O
 Present position hold, create a fix at the current latitude/longitude aircraft
S
position from which the aircraft may hold (not always available-see Honeywell
SE
Primus Apex Integrated Avionics System for the Pilatus PC-12E - Pilot Guide
 Pilot confirmation of an active leg modification change initiated by the pilot
PO
 Automatic active leg sequencing, when satisfied the FMS makes the To
R
waypoint the From waypoint and the next waypoint the To waypoint

PU
Procedure turns, creation and deletion of a procedure turn on the active flight
plan that is part of a database procedure
N
IO
A discontinuity leg may exist in the active flight plan when there is insufficient lateral flight
plan definition. The FMS will allow the programming of a discontinuity leg when it is part
AT
of a database procedure.
IZ
R
FMS controls are provided on the Multi Function controller keyboard:

IA
IL
D(direct-to) pushbutton The Direct to Dialog box opens in the Waypoint List
M
Window
FA
INFO pushbutton The INFO Dialog Box opens on the INAV

D
AN
Joystick Moves the cursor
Keyboard Inputs data at the cursor position

AL
ER
EN
G
R
FO

Revision 10: Dec 20, 2010 7-33-3
SECTION 7-33
OPERATION
GRAPHICAL FLIGHT PLANNING
The Graphical Flight Planning (GFP) mode allows the pilot to make and change flight
plans. GFP can be performed on the Waypoint List and on the Interactive Navigation map
display. GFP mode starts automatically and shows the options for the selected data or
active flight planning task when the pilot moves the cursor over the object he wants to
modify. This generates commands to the FMS. The FMS receives and validates the
LY
commands, actions them and displays the changed flight plan. Two menus are available
when GFP mode is started – Select Object menu and Select Task menu.
N
O
 Select Object menu
S
SE
At large ranges on the lateral map, many objects may be shown very close to
PO
each other. The Select Object menu allows the pilot to tell the system which
particular object he wants to change. Also, a waypoint may be listed more than
R
once in the active flight plan, approach, missed approach or alternate flight
PU
plan. The pilot must tell the FMS which waypoint listing to change.

N
Select Task menu, the following functions can be selected using the Select
IO
Task menu:
AT
IZ
Task Action
R
IA
Center Map Lateral map centers at the selected location

IL
M
Direct To Direct To route modification performed

FA
Intercept … Starts a dialogue box to define a heading select

D
intercept leg inbound to an object

AN
Change Dest Assigns the selected airport as the new destination

AL
Show Info … Starts a dialogue box showing all the information about
ER
the selected object

EN
Departure/Arrival Starts a dialogue box to insert, delete, modify and

review the selected departure/arrival procedure
G
Performs modification of the selected flight plan route

R
Amend Route
FO
Delete Wpt Removes the selected waypoint from the flight plan
Cross … Starts a dialogue box to define lateral and vertical

constraints on a waypoint
Hold … Starts a dialogue box to define, modify and/or delete

holding patterns for waypoints

7-33-4 Revision 10: Dec 20, 2010
SECTION 7-33
Procedure Turn … Starts a dialogue box to define, modify and/or delete a

procedure turn
Direct To Recovery Adds to the pending flight plan waypoints that were
removed when a direct-to was previously performed
PPOS Hold … Starts a dialogue box to define, modify and/or delete a

holding pattern for PPOS
Offset … Starts a dialogue box to define, modify and/or delete offset
LY
Starts a join airway dialogue box to add an airway to the
N
Airway …
O
flight plan
S
XXXX Departure Starts the procedure dialogue box for the origin
SE
Starts the procedure dialogue box for the destination
PO
YYYY Arrival
R
PU
ACTUAL FLIGHT PLANNING
N
The Flight Management Window (FMW) is used to access or create a fight plan. The
IO
FMW is displayed in a 1/6th window format on the Situation Awareness MFD. A Flight
Plan (FPLN) pull down menu allows selection of either the Active or Secondary flight plan
AT
for display and interaction. The Phase of Flight (POF) selections for a flight plan are Init,
IZ
Preflight, Departure and Arrival. Available POFs are indicated by white outlined icons with
R
gray button borders. Upon selection the button border and icon changes to green and the
IA
available tabs are displayed.

IL
The INIT (initialization) POF when selected, displays a Time/Date tab, a Data Bases tab
M
and an S/W (software) tab.

FA
Primus APEX Build 8 or higher – position is automatically initialized at power up.

D
AN
The Preflight POF when selected, displays a FPLN (Flight Plan), an Alt/Spd tab and a
Fuel/Weight tab. When all the mandatory data has been entered on the Preflight tabs the
AL
Compute button becomes highlighted. Pressing the Compute button initiates the
ER
computation of performance parameters by the FMS. The Computing Data message will
be removed when the computed performance data is available for display.
EN
The Departure POF when selected, displays a SID (Standard Instrument

G
Departure)/Takeoff page that includes the Takeoff V Speeds and the Transition Altitude.
R
FO
The Arrival POF when selected, displays a STAR (Standard Terminal Arrival
Route)/Landing page that includes the Landing V Speeds and the Transition level.
The pilot can also define a Secondary flight plan which is totally independent of the
primary active flight plan. The Secondary flight plan may be created, stored and activated
at any time, but only one stored flight plan may be activated into the secondary state for
review.

Revision 11: Dec 20, 2011 7-33-5
SECTION 7-33
Once airborne the aircraft can be flown either indirectly through the Flight Director or
automatically through the autopilot. The FMS active flight plan is used to steer the aircraft
and the FMS constantly calculates and updates the aircraft position and performance
data output data to the displays.
DISPLAYS
Flight plans are shown pictorially on the Situation Awareness MFD with vector lines
between successive connected waypoints, transition onto waypoints, holding patterns
LY
and procedure turns.
N
The following ARINC 424 leg types are supported by the FMS:
O
 IF Initial Fix
S

SE
TF Track to a Fix
 CF Course to a Fix
PO
 DF Direct to a Fix
 FA Fix to an Altitude
R
 RF Constant Radius Arc
PU
 AF Arc to a Fix
 VA Heading to an Altitude
 N
IO
VI Heading to an Intercept
 VM Heading to a Manual Termination
AT
 PI Procedure Turn
IZ
 HA Holding with Altitude Termination


R
HF Holding with Single Circuit Termination at the Fix

IA
 HM Holding with a Manual termination

IL
M
Flight planning information is shown in the upper left 1/6 window. This window can be
made larger (upper left and lower left windows combined 1/3 window) to show more
FA
information when Waypoint (WPT) information is active. The information displayed is

controlled by on-screen pull-down menus which are selected by the MF Controller joystick
D
AN
and keyboard.
Navigation and steering information is displayed on the PFD ADI/HSI and the upper MFD
AL
right window. A bezel button on the PFD HSI, which is currently inoperative will be used
to select an Overlay menu which will show flight planning and situational awareness
ER
information on the HSI.

EN
G
R
FO

7-33-6 Revision 10: Dec 20, 2010
SECTION 7-33
DATABASE LOADING WITH RT OR SD CARD
The Navigation Database updates can be loaded from Secure Digital (SD) cards in the
slot on the MF Controller (or alternatively with the Remote Terminal software) to the FMS
Navigation Database. Prepare the SD cards by only putting the folders needed by APEX
on the card, otherwise the loading process will take much longer than necessary. Refer to
the PC-12 NG Data Loading Guide (Document Number 02313). The guide can be found
at www.pilatus-aircraft.com -> Customer Support -> Publications -> PC-12.
LY
Create a separate folder for each disk:
N
O
Purple Disk Copy only the following folder to the SD card: iNav16M
S
Depending on APEX (this is the iNav Com & Nav and FMS data)
SE
software load (e.g. Build 6,
7 or 8) (see Section 7-27,
PO
Operation, for software P/N
identification) different
R
Databases need to be
PU
loaded.
Blue Disk N
Copy all files to SD Card
IO
AT
Green Disk Load with a maintenance laptop configured with Remote

IZ
Terminal and DLS through the LAN connector using

R
LAN Kit 990.00.01.203. Refer to PC-12 NG Data

IA
Loading Guide Document No. 02313 latest issue.

IL
M
FA
With the aircraft electrical system energized and the Navigation Database update SD
D
card in the slot on the MF Controller, the first action is to select SCMS/DL page on the
AN
Systems MFD lower left window. Press the MF Controller ENT button, then select the
DATA LOAD page and press ENT button again, this will display the soft key FILE LIST for
uploading from the SD card. Press the “FILE LIST” soft key to display the update files and
AL
then press the “LOAD ALL” soft key.

ER
The CAS advisory MF CTLR Fail and the green annunciator adjacent to the SD card slot
EN
will come on. A red cross will be shown on the MFD and PFD, this is normal and due to
the AGM being set to download data mode.
G
R
The load process will start and the process status is displayed in the status line at the
FO
bottom of the page. If there are any problems with the data loading process error
messages will be given in the status line at the bottom of the page. The ABORT soft key
can be used to stop the data loading process at any time. The green annunciator will go
off and all four displays will return to their default configuration, when the loading has
been successfully completed.

Revision 13: June 01, 2014 7-33-7
SECTION 7-33
PC-12/47E
DATABASE LOADING WITH WIRELESS FASTLOAD SYSTEM
If the optional Wireless Fastload System is installed, an Apple iPad can be used to load
Navigation and Electronic Chart Databases to PRIMUS APEX. To do this, the INDS Data
Manager application should be used on an iPad with an INDS subscription. Firstly, the
iPad must be connected to an internet network to download the databases. Thereafter,
the iPad can be connected to the wireless network of the aircraft to upload the databases
to PRIMUS APEX. Refer to the PC-12 NG Connected Flightdeck Wireless Fastload
System (Document Number 02373). The guide can be found at www.pilatus-aircraft.com
LY
-> Customer Support -> Publications -> PC-12.
N
O
The loading of the Navigation and Electronic Chart Databases can be done with the
aircraft only powered by the STBY bus, after pressing the MAU DATA LOAD switch on
S
the co-pilot side panel. A red cross will be shown on all powered MFDs and PFDs during
SE
the data loading process. This is normal and due to the AGM being set to download data
PO
mode. The data loading process shall not be interrupted nor shall the aircraft be de-
energized.
R
PU
When the data loading has been completed, the lower MFD (and, if powered, the co-pilot
PFD) will return to their default configuration. The pilot PFD and upper MFD will continue
to display red crosses.
N
IO
AT
A full power cycle of the aircraft is required before the aircraft is used for normal
operations.
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

7-33-8 Revision 13: June 01, 2014
SECTION 7-33
caution, advisory and status messages for the FMS:
AMBER CAUTION
1: FMS-GPS1 Pos Misc Indicates FMS to GPS 1 position miscompare

2: FMS-GPS2 Pos Misc Indicates FMS to GPS 2 position miscompare (only if
LY
GPS 2 installed)
N
3: FMS-GPS1+2 Pos Misc Indicates FMS to GPS 1+2 position miscompare (only
O
if GPS 2 installed)
S
Unable FMS-GPS Mon Indicates FMS to GPS position monitor has failed
SE
(Typical RAIM not available)
PO
CYAN ADVISORY
R
PU
FMS Fail Indicates FMS has failed
N
WHITE STATUS IO
AGM2/FMS 1GFP Inop Indicates graphical flight planning function failed in
AT
AGM 2
IZ
R
1: AGM 1 DB Error Indicates database in AGM 1 has an error

IA

IL
3: AGM 1+2 DB Error Indicates database in AGM 1+2 have an error

M
FA
1: AGM 1 DB Old Indicates database in AGM 1 is out of date

D
3: AGM 1+2 DB Old Indicates database in AGM 1+2 are out of date
AN
The following FMS annunciations can be shown on the PFD:

AL
ER
APP Approach advisory Indicates FMS is in approach mode

XTK Offset advisory Displayed when lateral offset has been entered
EN
MSG Message advisory Displayed when message is shown on INAV map

DR Dead Reckoning alert Displayed when operating in DR mode for more than
G
2 minutes
R
DGRD Degraded alert Displayed when FMS accuracy cannot guarantee

FO
accuracy for present phase of flight due to sensor

availability

Revision 13: June 01, 2014 7-33-9
SECTION 7-33
PC-12/47E
The following FMS messages can be shown on the INAV Map or on other INAV windows
and dialogue boxes, refer to the Honeywell Primus Apex Integrated Avionics System for
the Pilatus PC-12E – Pilot Guide for the explanations:
ACDB Config Mismatch Offset Cancel Next WPT

ACDB Database Mismatch PERF-VNAV Unavailable
Active Mode is Mag/True Hdg Predict LPV Unavailable
Active Mode is Mag/True Trk Radials Do Not Intersect
Alt Constraint Deleted RAIM Will Exceed Limit
LY
Brg/Crs must be in True Reset ALT SEL?
Check *PD Placement SBAS APPR Load Fail
N
Check Alt Constraint Single Operation
O
Check Baro Set Stored FPL PERF Unavailable
S
Check data Load (xx) Unable *PD Placement
SE
Check Dest Fuel Unable Approach Mod
Check GPS 1 Position Unable CDB XLOAD In Prog
PO
Check GPS 2 Position Unable Hold Change
Check Loaded Wind/Temp Unable Next ALT
R
Check Spd/Altitude Limit Unable Offset
PU
Check Speed Constraint Unable PCDR Turn Change
Compare Fuel Quantity Unable RNP
Data Base out of Date
N
Unable RNP Next WPT
IO
DB Transfer Aborted Used by Active FPL
AT
DB Transfer Complete Vert Dir Over Max Ang

DB Transfer in Progress Vert Dir Under Min Ang
IZ
Entering Polar Region Waypoint Not Found

R
Exceeds Cert Ceiling WPT Storage Full

IA
Exceeds Max Gross Weight

IL
Exceeds Max Landing Weight

M
Exceeds Max Landing WT

FA
Exiting Polar Region

Flight Plan Full
D
FLT Path Angle Too Steep

AN
FMS Exiting Hold

FMS-LPV Miscompare
AL
FPL Storage Full

GPS RAIM Above Limit
ER
GPS RAIM Unavailable

High Holding GRD SPD
EN
High PCDR Turn GRD SPD

G
Intersection Not Found

Invalid Aircraft DB
R
Invalid Custom DB
FO
Invalid Direct To Entry

Invalid Entry
Invalid FPLN Operation
Invalid NAV DB
NDB Over Max Size
No Position Sensors
No Present Position
Offset Cancel

7-33-10 Revision 13: June 01, 2014
SECTION 7-33
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N
O
S
SE
PO
R
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N
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FA
D
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ER
EN
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Figure 7-33-1. FMS Schematic

Revision 13: June 01, 2014 7-33-11
SECTION 7-33
PC-12/47E
DUAL FMS (OPTIONAL) – BUILD 7 OR HIGHER
APEX software Build 7 provides a new option for dual FMS. This option activates a
second instance of the FMS. FMS 1 is located on AIOP b card and FMS 2 is located on
AIOP a card. Both FMS share the existing APEX resources and interfaces (INAV, MFC,
and CCD). The dual FMS system can operate in either Synch mode or Single mode.
Dual FMS provide a “One FMS” view to the crew. In normal operation both FMS are in
Synch mode (Primary/Secondary). In this configuration both FMS have the same flight
plan and all synchronization between the multiple FMS instances is automatic. Although
LY
the FMS operates in a Synch mode, some data is computed independently to enhance
N
safety. For example, the desired track and cross track error on each HSI are driven and
O
computed independently. The positions of each FMS are cross-compared, and a
S
message is shown if the positions disagree.
SE
In Single mode, data is not synchronized between the two FMS and all navigation
PO
guidance is calculated independently. The guidance information from FMS 1 or 2 can be
selected for display on each HSI by using the NAV SEL button on PFD controller. In FMS
R
Single mode, the crew can only apply changes to the FMS which is selected for display
PU
on the INAV. INAV always represents the information from the FMS on the FD coupled
side HSI.
N
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Refer to the Honeywell Primus APEX Pilots Guide for additional information.
AT
FMS SYNCHRONIZATION
IZ
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Active and Selected FMS mode fields (Single or Synch) are shown on the FMS Sensor
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Page. The selected mode can be manually changed on this page. If the Active Mode
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does not match the selected mode for any of the FMS, the FMS Synch Error is shown on
M
the CAS window and the Problems button becomes selectable for access to the FMS
FA
Problems dialog box. Once on Battery power, to solve synchronization problems, select
the Avionics window tab Custom DB and select the Xload tab. This action synchronizes
D
FMS 1 and FMS 2 Custom databases.

AN
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Figure 7-33-2 FMS Mode Selection Figure 7-33-3 Avionics Window Custom
Page (Dual FMS) DB Tab (Dual FMS)

7-33-12 Revision 13: June 01, 2014
SECTION 7-33
In Synch mode the following items are synchronized between the two FMS:
 Position Initialization Data, when both FMS are running
 Active Flight Plan Data
 Secondary Flight Plan Data
 Custom Database, when both FMS are running.
NOTE
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Both FMS need to be up and running (Batteries
ON) for automatic synchronization of “Custom
N
Database” and “Position Initialization Data”. In
O
PDC mode only FMS 1 is powered, therefore
S
changing the Custom Database in PDC mode
SE
(saving flight plan or pilot defined waypoints),
PO
causes database miscompare and forces the
both FMS into Single mode when FMS 2 is
R
powered. Cross-loading of the “Custom
PU
Database” on the “Cust DB” tab in the avionics
window is required to re-synchronize both FMS.
N
IO
AT
NOTE
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In PDC mode only FMS 1 is powered. If FMS

R
position initialization is done in PDC mode then

IA
FMS 2 position will not be initialized.

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Consequently, after power up, FMS 2 will not

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provide guidance information until position

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initialization is repeated.
With Primus APEX Build 8 or higher FMS1 and
FMS2 position will be auto-initialized at power up.
D
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Revision 13: June 01, 2014 7-33-13
SECTION 7-33
PC-12/47E
caution, advisory and status messages for the Dual FMS:
AMBER CAUTION
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1: FMS1-GPS1 Pos Misc Indicates FMS1 to GPS 1 position miscompare
N
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3: FMS1-GPS1+2 Pos Misc Indicates FMS1 to GPS 1+2 position miscompare
S
SE
6: FMS2-GPS1+2 Pos Misc Indicates FMS2 to GPS 1+2 position miscompare
PO
R
CYAN ADVISORY
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FMS1 Fail Indicates FMS1 has failed
FMS2 Fail N
Indicates FMS2 has failed
IO
FMS1+2 Fail Indicates FMS1 and FMS2 have failed
AT
FMS Synch Error Indicates the active mode does not match the
selected FMS mode
IZ
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WHITE STATUS
IA
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AGM1/FMS1 GFP Inop Indicates FMS1 graphical flight planning function

M
failed in AGM 1
FA
AGM1/FMS1+2 GFP Inop Indicates FMS1 and 2 graphical flight planning

function failed in AGM 1
D

AN
failed in AGM 1
AGM2/FMS 1GFP Inop Indicates FMS1 graphical flight planning function
AL
failed in AGM 2
AGM2/FMS1+2 GFP Inop Indicates FMS1 and 2 graphical flight planning
ER
function failed in AGM 2

EN

failed in AGM 2
G

R

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3: AGM 1+2 DB Error Indicates database in AGM 1+2 have an error

3: AGM 1+2 DB Old Indicates database in AGM 1+2 are out of date

7-33-14 Revision 13: June 01, 2014
SECTION 7-33
SUNRISE/SUNSET PAGE – BUILD 7 OR HIGHER
The Primus APEX system provides the capability to calculate sunrise/sunset times for
airports based on their position, date and local time zone. The information is accessed
by the Show Info function. The Sunrise/Sunset dialog box shows:
 Date
 Local time zone
LY
 Local sunrise
N
 Local sunset
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 Zulu sunrise
S
 Zulu sunset
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The date and Local time zone fields are user-enterable. The calculated value is the
PO
official sunrise and sunset as opposed to Civil, Nautical or Astronomical.
R
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Figure 7-33-4 Sunrise/Sunset Page

EN
FLIGHT SUMMARY PAGE – BUILD 7 OR HIGHER

G
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The Primus APEX system provides a Flight Summary Page that can be shown in the
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Flight Management Window (FMW). This tab is automatically displayed in the FMW after
landing. The Flight Summary Page shows the following information:
 Average true airspeed

 Air distance
 Average groundspeed
 Ground distance
 Origin airport
 Destination airport

Revision 13: June 01, 2014 7-33-15
SECTION 7-33
PC-12/47E
 Take-off time
 Landing time
 Flight time
The information is provided by the FMS and is based on the values recorded for the
active flight plan.
LY
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Fig. 7-33-5 Flight Summary Page

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7-33-16 Revision 13: June 01, 2014
SECTION 7-34
PRIMUS APEX - AIRCRAFT CONDITION MONITORING SYSTEM

(ACMS)
GENERAL
ENGINE TREND RECORDING
LY
The engine trend recording function of the ACMS records selected engine trend data into
N
O
a Stable Cruise log file stored in NVM. The Stable Cruise file record is created once per
flight when the aircraft is in a stable cruise condition. Stable cruise is determined from pre
S
set conditions achieved in two minute window and then records pressure altitude, static
SE
air temperature, computed airspeed, torque, Np, Ng, ITT and fuel flow. The Stable Cruise
PO
file is capable of storing up to 5000 records, which should be enough for between engine
overhauls. If the Stable Cruise file does reach maximum capacity, the oldest record is
R
removed and the newest added to the log file. CAS advisories are generated when the
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log file has less than 20% storage capacity remaining and another when the file is full.
DATA TRANSFER N
IO
AT
The Primus Apex system supports two methods for transferring the ACMS log data on the
IZ
ground. One is to a Secure Digital (SD) card in the slot on the MF Controller and the other
R
is via the LAN connector on the aircraft maintenance panel to a laptop computer. Only the
IA
SD card method is described here. Use SD cards with a 1 or 2 GB (max) capacity of the
following brands; Verbatim, Memorex, Kingston or Sandisk.
IL
M
FA
With the aircraft electrical system energized and an SD card in the slot on the MF
Controller, the first action is to select SCMS/DL page on the Systems MFD lower left
D
window. Press the MF Controller ENT button, then select the DATA LOAD page and
AN
press ENT button again, this will display the soft keys for data uploading to the SD card.
The “GET LOG” soft key is used to start the log file downloading process. The possible
AL
log file(s) to upload are the Aircraft Data log, Navigation and Air Data log and the Engine
Data log. The “GET CRZ” soft key is used to start the Engine Trend Recording - Stable
ER
Cruise log file uploading process.

EN
The CAS advisory MF CTLR Fail and the green annuciator adjacent to the SD card slot
G
the AGM being set to load/download data mode.
R
FO
Once the downloading process has started the ACMS stops writing data to the log files
and the download process status is displayed in the status line at the bottom of the page.
If there are any problems with the data downloading process error messages will be given
in the status line at the bottom of the page. The ABORT soft key can be used to stop the
data downloading process at any time. The green annuciator will go off and all four
displays will return to their default configuration, when the downloading has been
successfully completed. The ACMS will check, when the GET LOG soft key has been
operated, that all three log files have been properly transferred. Similarly after the GET
CRZ soft key has been operated for the Stable Cruise files.

Revision 10: Dec 20, 2010 7-34-1
SECTION 7-34
CAUTION
THE SYS CONFIG AND DATA LOAD PAGES SHOULD

NOT BE ACTIVE BEFORE TAKEOFF. NORMALLY THE
DATA LOADING PAGE IS GRAYED OUT (UN-
SELECTABLE) WHEN THE AIRCRAFT IS IN FLIGHT.
HOWEVER IF THE SYS CONFIG AND DATA LOAD
WINDOW IS SELECTED BEFORE TAKEOFF IT WILL
REMAIN ACTIVE AND DATA LOADING COULD BE
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INITIATED IN FLIGHT, WITH THE SUBSEQUENT
N
BLANKING OF DISPLAYS.
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S
SE
INDICATION
PO
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advisory and status messages for the ACMS:
PU
N
CYAN ADVISORY IO
ACMF Logs Full Indicates that one or more Aircraft Data, Navigation & Air
AT
data, or Engine Data log files are full. Data will be lost if not
IZ
transferred
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ACMF Logs >80% Full Indicates that one or more Aircraft Data, Navigation & Air
data, or Engine Data log files are more than 80% full. Data
IL
may be lost if not transferred

M
FA
Engine Log Full Indicates that Engine Stable Cruise data log files are full.
Data will be lost if not transferred
D
AN
Engine Log >80% Full Indicates that Engine Stable Cruise data log file is more
than 80% full. Data may be lost if not transferred
AL
ER
EN
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7-34-2 Revision 10: Dec 20, 2010
SECTION 7-34
WHITE STATUS
No Engine Trend Store Indicates that a Stable Cruise flight data store was not
Build 6 successful. During the last flight. Will remain on until
successful Stable Cruise flight data store is successful
Build 7 and higher Indicates that a Stable Cruise flight data store was not
successful. During the last flight. Will remain on until next
LY
power cycle.
N
O
Engine Exceedance Reminds on the ground that during flight a WARNING was
S
displayed for an exceedance of one or more of the following
SE
engine parameters:
Oil Pressure, Oil Temperature, ITT, TORQUE, NG or NP.
PO
If no exceedances were noted by the pilot, continue flight
and report to maintenance personnel. If an exceedance was
R
noted, maintenance action may be required before
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continued flight, depending on the extent of the exceeded
parameter.
N
Build 6. The CAS message will always be displayed on the
IO
ground as a reminder, until cleared by maintenance action.
AT
Further exceedance if any will not be displayed.

Build 7 and higher. The CAS message will be displayed on
IZ
the ground as a reminder, until the next power cycle.

R
Aircraft Exceedence Reminds on the ground that during flight an AIRSPEED

IA
WARNING was displayed or an acceleration (g limit) was

IL
exceeded.
M
If no exceedances were noted by the pilot, continue flight

FA
and report to maintenance personnel. If an exceedance was

noted, maintenance action may be required before
D
continued flight, depending on the extent of the exceeded

AN
parameter.
Build 6. The CAS message will always be displayed on the
AL
ground as a reminder, until cleared by maintenance action.

Further exceedance if any will not be displayed.
ER
Build 7 and higher. The CAS message will be displayed on

EN
the ground as a reminder, until the next power cycle.

Event 5 sec airborne indication, to show that a crew initiated event
G
has been recorded

R
Crew Event Store Indicates after landing, that a crew initiated event has been
FO
recorded and is available for download
EVENT BUTTON
The use of the Event button on the MF-controller may aid maintenance crew with
troubleshooting. When pressed, the sampling rate of selected aircraft, navigation, air and
engine parameters increases from once per minute to once per second. Maintenance
should be informed about the use of the Event button.

Revision 13: June 01, 2014 7-34-3
SECTION 7-34
PC-12/47E
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INTENTIONALLY BLANK
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7-34-4 Revision 10: Dec 20, 2010
SECTION 7-35
PRIMUS APEX - AIRCRAFT DIAGNOSTIC AND MAINTENANCE

SYSTEM (ADMS)
GENERAL
The Aircraft Diagnostic and Maintenance System (ADMS) consists of a Central

Maintenance Computer (CMC) function and member systems. The CMC function is a
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software application hosted on the MAU Advanced Graphics Module. It runs under the
N
DEOS operating system. The CMC acquires the Fault Reports from the various Member
O
Systems and the Flight Deck Effects from the MWF system. Member systems are the
aircraft system equipment that comply with the requirements of the CMC Specifications
S
SE
for Member Systems. A list of the member system equipment can be found in the Aircraft
Maintenance Manual. A data file called Loadable Diagnostic Information (LDI) contains
PO
the Member System information that is used to drive the CMC. The CMC collects
information and stores failures in a Fault History Database which can be accessed by a
R
maintenance technician, using the Remote Terminal, to assess the past and present
PU
operating condition of the aircraft.
N
IO
DESCRIPTION
AT
The CMC’s function is to provide the means to identify and isolate faulted hardware
IZ
LRU’s. modules and wiring. The Member Systems implement their own BIT capability
R
either by initiated BIT, continuous BIT or power up BIT. The BIT capability identifies faults
IA
and provides information to the CMC which is processed against Member system specific
IL
data from the LDI data file to produce maintenance messages, which are then stored in
M
the Fault History Database.

FA
The MWF continuously provides the CMC a list of all MWF messages and indication of
D
the status of each message. The CMC correlates MWF messages with maintenance
AN
messages and stores this information in the Fault History Database (FHDB) along with
the correlation with MWF messages, indications of which fault report caused the massage
AL
and the Date/Time, Flight Leg and Phase. A Flight Leg is a sequential number
incremented at each transition of the aircraft from ground to air. Each midnight UTC the
ER
CMC software resets the Flight Log to 1. The Flight Phase definitions are contained in the
LDI. The FHDB has a capacity to store up to 10 MB of data. Once full capacity is reached
EN
the CMC will overwrite the oldest records with the newest records. The CMC is functional
G
but not accessible in flight, full maintenance functionality is only available on the ground.
On the ground, the CMC will generate a CAS advisory message if there is a fault in the
R
system and a status message when the ADMS memory is full.

FO
A PC loaded with Remote Terminal Software allows access to the CMC through the LAN
BUS connector on the Aircraft Maintenance Panel. The Remote Terminal Software
provides all the user interface capability that is needed to perform diagnostics on the
systems. In order to use this software the AGM in the MAU must be operating.

Revision 10: Dec 20, 2010 7-35-1
SECTION 7-35
PC-12/47E
MAINTENANCE DATA DOWNLOAD WITH RT OR SD CARD
The ACMS file and the Fault History Database can be transferred to a SD data card
located in the MF Controller. Use SD cards with a 1 or 2 GB (max) capacity of the
following brands, Verbatim, Memorex, Kingston or Sandisk.
NOTE
With Primus Apex Build 6 software, both the ACMS and FHDB can be
LY
downloaded via SD card. For Build 7 and newer software, only the ACMS
N
file can be downloaded via SD card (the FHDB can only be downloaded
O
via Remote Terminal).
S
If Connected Flight Deck is installed, it must be disabled by opening the
SE
CB “WLAN Data Load”, prior to powering up the aircraft, to download the
ACMS.
PO
With Connected Flight Deck, the ACMS and FHDB files can be
downloaded.
R
PU
With Build 6, the ACMS file and Fault History Database can be downloaded through SD
Card as follows:
N
IO
With the aircraft electrical system energized and a SD card in the slot on the MF
AT
Controller, the first action is to select SCMS/DL page on the Systems MFD lower left
IZ
window. Press the MF Controller ENT button, then select the DATA LOAD page and
R
press ENT button again, this will display the soft keys for data uploading to the SD card.
IA
The “GET MAINT” soft key is used to start the log file uploading process. The possible log
file(s) to upload are the ACMS file and the FHDB.
IL
M
FA
D
the AGM being set to load/download data mode.

AN
Once the uploading process has started the CMC software stops writing to the FHDB and
AL
the upload process status is displayed in the status line at the bottom of the page. If there
are any problems with the data uploading process error messages will be given in the
ER
status line at the bottom of the page. The ABORT soft key can be used to stop the data
uploading process at any time. The green annunciator will go off and all four displays will
EN
return to their default configuration, when the uploading has been successfully
G
completed.
R
FO
The ACMS file and Fault History Database can also be downloaded using the Honeywell
Remote Terminal software running on a laptop computer connected through the LAN bus.
Refer to the PC-12 NG Data Loading Guide (Document Number 02313).
The CMC software provides the facility to clear the FHDB memory when commanded
from the PC through the LAN bus.

7-35-2 Revision 13: June 01, 2014
SECTION 7-35
MAINTENANCE DATA DOWNLOAD WITH WIRELESS FASTLOAD SYSTEM
If the optional Wireless Fastload System is installed, the Honeywell MyCMC Apple iPad
application can be used to download the ACMS file and Fault History Database. The iPad
must be connected to the wireless network of the aircraft to download the files from
PRIMUS APEX. Refer to the PC-12 NG Connected Flightdeck Wireless Fastload System
guide (Document Number 02373). The guide can be found at www.pilatus-aircraft.com ->
Customer support -> Publications -> PC-12.
LY
The download of these files can be done with the aircraft only powered by the STBY bus,
N
after pressing the MAU DATA LOAD switch on the co-pilot side panel. A red cross will be
O
shown on all powered MFDs and PFDs during the data loading process. This is normal
and due to the AGM being set to download data mode. The data loading process shall
S
not be interrupted nor shall the aircraft be de-energized.
SE
PO
When the data loading has been completed, the lower MFD (and, if powered, the co-pilot
PFD) will return to their default configuration. The pilot PFD and upper MFD will continue
R
to display red crosses.
PU
A full power cycle of the aircraft is required before the aircraft is used for normal
operations.
N
IO
AT
INDICATION
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advisory and status messages for the ADMS.

IL
M
CYAN ADVISORY
FA
D
Maintenance Fail On ground, indicates ADMS failure

AN
AL
WHITE STATUS
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Maint Memory Full On ground, indicates ADMS memory is full

EN
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Revision 13: June 01, 2014 7-35-3
SECTION 7-35
PC-12/47E
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INTENTIONALLY BLANK
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7-35-4 Revision 10: Dec 20, 2010
SECTION 7-36
PRIMUS APEX – OPTIONAL ELECTRONIC CHARTS
GENERAL
The Primus APEX system provides the functionality to display optional Jeppesen
Sanderson terminal charts. The charts functionality is hosted on the Advanced Graphic
Module 1 (AGM 1 – single charts) and AGM 2 (dual charts) within the MAU and displays
LY
information primarily from the charts database. Refer to Section 7-27 for the APEX
system architecture. Updated charts are released every two weeks and are loaded when
N
O
the aircraft is on the ground through the Secure Digital (SD) card slot in the MF
Controller. Alternatively, the charts database updates can be downloaded with the
S
Remote Terminal software. Refer to the Database Downloading paragraph for the
SE
procedure to download data. The charts are stored as vector images that can be scaled,
PO
rotated and split. The pilot has the ability to select and manipulate the charts for viewing
by using the MF Controller or CCD.
R
PU
Refer to the limitations given in Section 2 for the use of electronic charts.
N
IO
Pilot Guide for complete information on the description and usage of Jeppesen charts.
AT
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Revision 10: Dec 20, 2010 7-36-1
SECTION 7-36
PC-12/47E
FUNCTIONALITY
Refer to Figure 7-36-1 for the Charts Graphical User Interface.
The charts functionality can be activated by pressing the Charts softkey on the Situation
Awareness MFD or from the MF Controller by pressing the CHART VIDEO button or by
selecting Page on the Systems window. The Charts softkey activates the charts on the
Situation Awareness MFD. The charts then replace the INAV map and the remaining one
third window is used to display the Waypoint List and the Flight Management Window.
LY
The CHARTS VIDEO button provides the facility to switch the Systems MFD between the
N
synoptic, chart (option) and video (option) window. The Charts functionality can be
O
activated on both MFDs if the dual charts option is installed, otherwise the charts
functionality can only be activated on the upper MFD with single Charts, on both MFDs
S
with dual Charts.
SE
PO
The Airport Pull-Down Menu located at top left and is activated by placing the cursor over
the Airport Selection Box and then pressing the ENT button on the MF Controller. This
R
provides the ability to display a maximum of four airports (three automatic selections and
PU
one search selection). The automatic selections consist of origin, destination and
alternate airports derived from an active flight plan. In addition, the pilot can display
N
charts from any airport by using the Search Aprt menu item. In the case when a flight plan
IO
is not complete (with origin, destination and alternate), the automatic selections for the
AT
charts may not be able to provide the full functionality.

IZ
Chart effectivity and coverage information can be viewed using the Revision Info menu
R
item. When the chart data is current the volume label is displayed in white. If the chart is
IA
used beyond its intended cycle time, the volume label and a notification “May contain
IL
outdated information” are displayed in amber to indicate that the database needs to be
M
updated. In addition, a CAS status message “AGM 1 DB Old” (single charts) and “AGM 2
FA
DB Old” (dual charts) is displayed.

D
The seven chart type tabs for each airport are segregated into the following categories:
AN
 Aprt Airport Diagrams

AL
 SID Standard Instrument Departure

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 STAR Standard Terminal Arrival Route

 App Approach procedures
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 Noise Noise abatement procedures

 NOTAM Airport notice to airmen
G
 Airsp Terminal airspace

R
FO
The MF Controller joystick rotary knob or the CCD scroll function controls the
magnification of the chart window, which allows the smallest chart characters to be sized
to a readable level.
The scroll frame is enabled whenever the cursor is placed along the chart display edge in
any direction. Once the cursor is located within the frame leg of the desired scroll
direction, the ENT button on the MF Controller or CCD can be used for scrolling. Each
press of the ENT button, the chart will scroll in increments in the direction of the arrows.

7-36-2 Revision 13: June 01, 2014
SECTION 7-36
The aircraft symbol will only be shown on Geo referenced charts. Geo referenced charts
are indicated by a small aircraft symbol on the right of the chart title bar.
With Build 8 or higher the airport chart for destination airport will be automatically
displayed after landing if charts window is shown on MFD
ELECTRONIC CHART DATABASE DOWNLOADING WITH RT OR SD CARD
The Charts Database updates can be downloaded from Secure Digital (SD) cards in the
LY
slot on the MF Controller to the FMS Navigation Database. Alternatively, the charts
N
database updates can be downloaded with the Remote Terminal software. Refer to the
O
PC-12 NG data Loading Guide (Document Number 02313) available on the Pilatus web
site.
S
SE
With the aircraft electrical system energized and the Charts Database update SD card in
PO
the slot on the MF Controller, the first action is to select SCMS/DL page on the Systems
MFD lower left window. Press the MF Controller ENT button, then select the DATA LOAD
R
page and press ENT button again, this will display the soft key FILE LIST for uploading
PU
from the SD card. Press the “FILE LIST” soft key to display the update files and then
press the “LOAD ALL” soft key.
N
IO
AT
the AGM being set to download data mode.
IZ
R
IA
The download process will start and the process status is displayed in the status line at
the bottom of the page. If there are any problems with the data downloading process
IL
error messages will be given in the status line at the bottom of the page. The ABORT soft
M
key can be used to stop the data downloading process at any time. An UPLOAD
FA
COMPLETE message is displayed in the status line at the bottom of the page and the
green annunciator will go off, when the downloading has been successfully completed.
D
AN
Alternatively, the Charts database updates can be downloaded with the Remote Terminal
AL
software.
Refer to the Honeywell Pilot’s Guide to Upload FMS Database and Download ACMS
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Data of Primus APEX (Document Number 02313).

EN
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Revision 13: June 01, 2014 7-36-3
SECTION 7-36
PC-12/47E
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Figure 7-36-1. Charts Graphical User Interface

7-36-4 Revision 13: June 01, 2014
SECTION 7-36
OPTIONAL APEX VIDEO INPUT
GENERAL
The Primus APEX system provides the functionality to display video on the Systems
MFD. An optional video input module converts analogue video input signals to digital
format that can be used by the Modular Avionics Unit (MAU) to display the video.
LY
NOTE
N
O
It is the responsibility of the operator to apply for
S
operational approval at the local authority for displaying
SE
video on the Systems MFD by using the optional video
input module.
PO
R
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FUNCTIONALITY
N
The video functionality can be activated by pressing the MF Controller short cut key
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CHART VIDEO. Each press of the short cut key CHART VIDEO cycles the display
AT
through video, charts and systems format.

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Revision 10: Dec 20, 2010 7-36-5
SECTION 7-36
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INTENTIONALLY BLANK
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7-36-6 Revision 10: Dec 20, 2010
SECTION 7-37
PRIMUS APEX – OPTIONAL ELECTRONIC CHECKLIST
GENERAL
The Primus APEX system provides the functionality to host an optional Electronic
Checklist (ECL) database that will be supplied and certified independently. Refer to the
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limitations given in this POH Section 2 for the use of the ECL.
N
O
Control of the ECL is via the MF Controller joystick and buttons, soft keys on the ECL
display and flight control wheel yoke buttons.
S
SE
The default location of the ECL is on the lower MFD in the bottom left window.
PO
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DESCRIPTION
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The ECL layout consists of two types of line items, Menu line items and Checklist line
N
items. The Menu line items are the Normal Procedures Checklist and the Checklist line
IO
items are divided into two types. These are Open Loop and Inactive. The Open Loop
AT
items are those items that will require pilot feed back to check-off. An inactive item can
be used as a Note to the pilot or to allow blank lines. Inactive items do not require any
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pilot action.
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OPERATION
IL
M
When pressed the CKLST button on the MF Controller will call up the ECL to the
FA
GENERAL MENU page. The Normal Procedures Checklist can then be selected with the
joystick and ENT button. If there are no procedures installed for a Checklist or a failure
D
occurs, a “Checklist Unavailable” message will be displayed in the checklist window.

AN
When using the displays bezel buttons (soft keys), the ECL function uses the buttons as
the equivalent of the MF Controller joystick and ENT button.
AL
ER
The selected checklist menu will appear in the checklist window. Inside the checklist the
cursor will be positioned on the first unchecked item in the checklist. To check off items
EN
in a checklist either press the ENT button on the MF Controller or the CKLST button on
G
the pilot or copilot control wheel yoke. The item checkbox will then be filled with a
checkmark and the cursor will then move to the next item. Once all the checklist items
R
are checked off, the message “Checklist Complete” will be displayed at the end of the
FO
checklist. Press the MF Controller ENT or the display ENT bezel soft key to complete the
checklist actions.
When using the CKLST button on the pilot or copilot control wheel yoke an item can only
be checked or unchecked. The bezel soft keys or MF Controller controls must be used to
move the cursor in all other circumstances.

Revision 10: Dec 20, 2010 7-37-1
SECTION 7-37
PC-12/47E
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N
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INTENTIONALLY BLANK
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7-37-2 Revision 10: Dec 20, 2010
SECTION 7-38
PRIMUS APEX – COUPLED VNAV APPROACH
GENERAL
The Primus APEX avionics suite Build 6 and subsequent provides a coupled VNAV
approach functionality.
LY
DESCRIPTION
N
O
The FMS is capable of generating a 3-Dimensional geo-referenced path by adding
S
altitude, angle and speed constraints to the flight plan waypoints. The waypoint
SE
constraints come from the Navigation Database via terminal procedures. The FMS is then
PO
able to calculate the path deviation by using aircraft navigation sensors (GNSSU and
ADAHRS).
R
PU
The coupled VNAV approach functionality allows the FMS to guide the aircraft on the
descent path. The AFCS approach mode used is called Vertical Glidepath (VGP) and is
N
equivalent to Vertical Speed (VS) with VS reference set by FMS.
IO
AT
The VGP mode can be armed using the APR pushbutton on the FGP when the aircraft is
within approximately 30 nm of the destination airport and an unmodified RNAV approach
IZ
is loaded from the Navigation Database. Within 5 nm from the FAF (or other first
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approach waypoint) the FMS VNAV transitions to the VGP mode. In VGP mode the FMS
IA
uses the Landing Threshold reference point for descent path calculation.
IL
M
Use of NAV Preview (LOC or VOR) during FMS VNAV approaches is not allowed. NAV
FA
Preview must be deselected before the approach mode is armed using the APR
pushbutton. If NAV Preview is used the system will transition to LOC or VOR and
D
therefore the FMS VNAV approach guidance will not be available.

AN
AL
ER
EN
G
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Revision 10: Dec 20, 2010 7-38-1
SECTION 7-38
PILOT’S DISPLAY
Pre-approach pointer
Vertical pre-approach path deviation will be indicated on the left side of the vertical
deviation scale as a solid pointer as shown below. The pre-approach pointer is not
labelled as it always represents the barometric VNAV pointer driven by the FMS and it is
always on the left of the vertical scale.
LY
N
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S
SE
PO
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N
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AT
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FMS Pre-approach Pointer

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Approach Pointer Display

IL
M
The vertical approach path deviation is displayed on the right side of the vertical deviation
FA
scale as a solid pointer and is displayed as soon as the approach capture criteria are
met. The approach pointer will be labelled in a white font off to the right and below the
D
vertical scale to identify the pointer as follows:

AN

AL
VNAV, if the pointer is driven by the FMS using barometric altitude from the
ADAHRS. The VNAV pointer is displayed during LNAV or LNAV/VNAV
ER
approaches
EN
 LPV, if the pointer is driven by the FMS using the GNSSU proportional path
deviation prior transition to the LPV approach or if the pointer is driven directly
G
by the GNSSU during LPV approach

R

FO
GS, if the pointer is driven by the Multi Mode Digital Radio during ILS approach.

7-38-2 Revision 10: Dec 20, 2010
SECTION 7-38
The approach pointers for the VNAV, LPV and ILS approaches are mutually exclusive
and are shown below.
LY
N
O
S
SE
PO
R
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VNAV, LPV and GS Pointers
N
IO
If the selected approach path deviation becomes valid at any time within the terminal
area, then it will be displayed as a ghost preview pointer until the approach capture
AT
criteria are met. The display of a ghost preview pointer allows the crew to arm the
IZ
approach mode before the approach becomes captured. The ghost preview pointer will
be displayed as a hollow pointer as shown below. The labelling for the ghost preview
R
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pointer follows the same philosophy as for the approach pointer.

IL
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FA
D
AN
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EN
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VNAV, LPV and GS Ghost Preview Pointers
NOTE
NAV Preview is not available while executing a VNAV or

LPV approach.

Revision 10: Dec 20, 2010 7-38-3
SECTION 7-38
Coupled VNAV Approach
The vertical deviation pointers displayed during a standard VNAV approach are shown
below. The left picture shows the ghost preview pointer displayed along with any vertical
AFCS mode except VGP. The next picture shows the armed ghost preview pointer
displayed when the next leg is not the FAF and the corresponding AFCS mode is VGP
armed mode. The next picture shows the armed approach pointer displayed when the
active leg is to the FAF and the corresponding AFCS mode is VGP armed mode. The
right picture shows the approach pointer displayed when the approach capture criteria
LY
are met and the corresponding AFCS mode is VGP active mode.
N
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PO
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N
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AT
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Vertical Deviation Pointer During Standard VNAV Approach

IA
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ILS Approach
FA
The vertical deviation pointers displayed during standard ILS approach are shown below.
D
The left picture shows the ghost preview pointer displayed along with any vertical AFCS
AN
mode except GS. The next picture shows the ILS approach pointer displayed when the
ILS localizer is captured and the corresponding AFCS mode is GS armed mode. The right
AL
picture shows the approach pointer displayed when the ILS glideslope is captured and
the corresponding FD mode is GS active mode.
ER
EN
G
R
FO

7-38-4 Revision 10: Dec 20, 2010
SECTION 7-38
LY
N
O
S
SE
Vertical Deviation Pointers During Standard ILS Approach
PO
R
VERTICAL SITUATION DISPLAY
PU
The Vertical Situation Display (VSD) provides a vertical flight view that supplements the
N
lateral map. The VSD can be used to improve the pilot situational awareness during
IO
coupled VNAV operation. The VSD will be available with APEX software Build 7. The
AT
VSD is selectable through the VSD softkey on the 2/3 INAV Window on the MFD. The
VSD overlays the bottom of the INAV window. The following are displayed on the VSD:
IZ
R
 Aircraft Symbol
IA
IL
 FMS vertical Flight Plan

M
 Actual Flight Path

FA
 FMS Computed Points (Top of Climb, Top of Descent)

D

AN
Runway (Origin, Destination, Alternate)

 Altitude pre-selector Bug and Readout
AL
 Terrain
ER
 ILS Beam
EN
 Flight Plan or Track mode annunciation

G
 Cursor position on VSD with distance and coordinates indication.

R
FO

Revision 10: Dec 20, 2010 7-38-5
SECTION 7-38
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N
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AT
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Figure 7-38-1 Vertical Situation Display

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.
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NOTE
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THE VERTICAL SITUATION DISPLAY PROVIDES

D
SITUATIONAL AWARENESS AND MUST NOT BE USED FOR

AN
NAVIGATION PURPOSES.
AL
Items that exist in both INAV and VSD will be displayed using the INAV color code.
ER
The vertical profile is calculated by the FMS and is displayed on the VSD. After changes
EN
to the vertical flight profile it can take up to 10 seconds to re-compute the VSD.
G
Vertical profile is calculated based on the baro-setting from PFD. Therefore when flying
with STD baro-setting, the profile for an approach can be shown with an offset.
R
FO
Refer to the Honeywell Primus APEX Pilot’s Guide for details of the Vertical Situation
Display.

7-38-6 Revision 11: Dec 20, 2011
SECTION 7-39
PRIMUS APEX – OPTIONAL LPV APPROACH
GENERAL
The Primus APEX avionics suite Build 6 provides the optional capability for Localizer
Performance with Vertical Guidance (LPV) approach functionality. This section describes
the basic concepts and reference to Section 9 Supplement No. 5 must be made for
LY
operating information.
N
O
DESCRIPTION
S
SE
The SBAS GNSSU provides GPS position corrected by the SBAS providing improved
accuracy and integrity. Refer to the Primus Apex Comms and Nav – GPS section for a
PO
description of the SBAS GNSSU.
R
PU
The WAAS/LPV functionality is an option and the operating information is given in
Section 9 Supplement No. 5.
N
IO
The RNAV LPV approach may be selected on the Flight Management Window (FMW)
AT
STAR/Landing page. If the Final Approach Segment data block is available for any
selected RNAV approach then the LPV minimum selection will be displayed by default.
IZ
The pilot can change the RNAV minimum (LPV or LNAV(/VNAV)) if required. The
R
selection of LNAV(/VNAV) is only meant to de-select the LPV approach and has no
IA
additional cockpit effect, since landing minima is set manually using the MINIMUMS
IL
knob on the FGP.

M
FA
PILOT’S DISPLAY
D
AN
The SBAS GNSSU information is displayed on the Primary Flight Display (PFD) and
Multi Functional Display (MFD).
AL
The LPV status indicator provides the following information to the pilot.
ER
White (arm)
EN
Approach data has been loaded from the FMS to the GNSSU. All systems and
G
sensors are operational for the approach. The pilot can expect to descend to LPV
R
minimums.
FO
Green (active)
Descend to LPV minimums. The lateral and vertical deviations on the PFD will be
driven by the high-integrity GNSSU angular deviations.

Revision 10: Dec 20, 2010 7-39-1
SECTION 7-39
PC-12/47E
Amber (“LPV UNVL”)
The pilot selected LPV minimums when the approach was loaded, but an error has been
detected. SBAS GNSSU will not provide the approach guidance to LPV minimums.
LY
N
O
S
SE
PO
Vertical Deviation Display
R
PU
Vertical deviation information is displayed on the right side of the Attitude Director
Indicator (ADI) sphere next to the altitude tape. The Vertical deviation display provides
N
the pre-approach and approach path deviation. If the approach path deviation is
IO
provided by the SBAS GNSSU, then the vertical deviation display is labelled as LPV.
AT
IZ
LPV Approach
R
IA
The vertical deviation pointers displayed during a standard LPV approach are shown
IL
below. The left picture shows the ghost preview pointer displayed along with any vertical
M
AFCS mode except VGP. The next picture shows the armed ghost preview pointer
FA
displayed when the next leg is not the FAF and the corresponding AFCS mode is VGP
armed mode. The next picture shows the armed approach pointer displayed when the
D
active leg is to the FAF and the corresponding FD mode is VGP armed mode. The right
AN
picture shows the approach pointer displayed when the approach capture criteria are
met and the corresponding FD mode is VGP active mode.
AL
ER
EN
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R
FO
Vertical Deviation Pointers During Standard LPV Approach

7-39-2 Revision 10: Dec 20, 2010
SECTION 7-40
COCKPIT VOICE AND FLIGHT DATA RECORDER (IF INSTALLED)
DESCRIPTION
The Cockpit Voice and Flight Data Recorder (CVFDR) is an airborne crash-survivable
recording system which records both cockpit voice and aircraft flight data.
LY
The CVFDR simultaneously records:
N
O
 One channel of audio from the pilot’s audio panel. The latest 120 minutes of
S
recorded audio data is retained.
SE
 One channel of audio from the Cockpit Area Microphone (CAM). The latest
PO
120 minutes of recorded audio data is retained.
 One channel for flight data information received from the Modular Avionics
R
Unit (MAU) by ARINC 717 databus. The latest 25 hours of ARINC data at a
PU
rate of 256 words per second is retained.
N
The CVFDR correlates the voice and flight data to within ± 1 second.
IO
AT
The CVFDR system has:

IZ
 A CVFDR installed in the rear fuselage between frames 36 and 37.

R
 A CAM installed on the right lower sidewall panel in the flight compartment.
IA
 A CV ERASE/CVFDR TEST switch and a CVFDR TEST LED installed on the

IL
copilot’s auxiliary panel.

M
FA
The power supply to the CVFDR system is 28 VDC from the Battery and External Power
Junction Box (BEPJB) through the CVFDR POWER circuit breaker installed in the rear
D
fuselage. The CVFDR is powered when the STBY BUS switch is ON and the HOT BATT
AN
BUS has a minimum of 18 VDC.

AL
CVFDR TEST LED indicator and a CV ERASE/CVFDR TEST switch is installed on the
ER
copilot’s auxiliary panel.

The green CVFDR TEST LED indicator is ON to show the CVFDR has no faults when
EN
the CV ERASE/CVFDR TEST switch has been set to CVFDR TEST.

The CV ERASE switch gives the option to delete the recorded voice data. The spring
G
loaded switch must be set to ERASE for at least three seconds to erase the voice data.
R
It does not erase the flight data.

FO
Issued: Dec 20, 2010 Report No: 02277

7-40-1
SECTION 7-40
OPERATION
Power off
The CVFDR system is not operating, no data is recorded.
Power on
LY
The CVFDR system operates and records audio and flight data.
N
O
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N
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AT
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FA
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EN
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Report No: 02277 Issued: Dec 20, 2010

7-40-2
SECTION 7-40
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Figure 7-40-1. CVFDR - Schematic

7-40-3
SECTION 7-40
LY
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INTENTIONALLY BLANK
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7-40-4
SECTION 8
PC-12/47E HANDLING, SERVICING, AND MAINTENANCE
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
LY
TABLE OF CONTENTS
N
O
S
Subject Page
SE
GENERAL 8-1
PO
IDENTIFICATION PLATE 8-1
R
AIRPLANE INSPECTIONS 8-1
PU
AIRPLANE INSPECTION PERIODS 8-1
AIRPLANE SCHEDULED INSPECTIONS
N 8-2
IO
COMPONENT LIFE POLICY 8-3
AT
PREVENTATIVE MAINTENANCE 8-3

IZ
MODIFICATIONS OR REPAIRS 8-4

R
IA
SERVICE BULLETINS AND SERVICE LETTERS 8-4

IL
GROUND HANDLING 8-4

M
FA
TOWING 8-4
PARKING 8-6
D
MOORING 8-10
AN
JACKING 8-12
AL
SINGLE WHEEL JACKING 8-12

AIRPLANE JACKING 8-12
ER
LEVELLING 8-12
EN
SERVICING 8-15
G
BATTERY 8-15
R
FO

SECTION 8
HANDLING, SERVICING, AND MAINTENANCE PC-12/47E
Subject Page
SERVICING (CONT'D)
ENGINE OIL 8-15
Oil Replenishment Procedure 8-17
Complete Oil System Replenishment 8-17
FUEL SYSTEM 8-18
LY
Refueling Precautions 8-18
Fueling Procedure 8-19
N
O
Fuel Contamination 8-20
Fuel Anti-Ice Additive 8-21
S
SE
LANDING GEAR - TIRES 8-23
PO
LANDING GEAR - BRAKES 8-23
R
HYDRAULIC SYSTEM 8-24
PU
LUBRICATION POINTS 8-24
N
VAPOR CYCLE COOLING SYSTEM (VCCS) (IF INSTALLED) 8-24
IO
AT
OXYGEN SYSTEM 8-25

REPLENISHMENT PROCEDURE 8-25
IZ
R
CLEANING AND CARE 8-28

IA
WINDSHIELD/SIDE WINDOWS 8-28

IL
Windshield (Glass) 8-29

M
Side Windows (Acrylic) 8-29

FA
EXTERIOR PAINT SURFACES 8-30

D
DEICING BOOT CARE 8-31

AN
BRAKE CARE 8-31

AL
PROPELLER CARE 8-32

ER
LANDING GEAR CARE 8-32

EN
ENGINE CARE 8-33

G
INTERIOR CARE 8-33

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PRIMUS APEX DISPLAY CARE 8-34
EXTENDED STORAGE 8-35

CORROSION INSPECTION 8-37

8-ii Revision 13: June 01, 2014
SECTION 8
GENERAL
This section contains factory-recommended procedures for proper ground handling and
routine care and servicing of the PC-12 airplane. It also identifies certain inspection and
maintenance requirements that must be followed if the airplane is to retain its
performance and dependability. It is recommended that a planned schedule be followed
for lubrication and preventive maintenance based on climatic and flying conditions which
may be encountered.
LY
All correspondence regarding the airplane must contain a reference to the
N
manufacturer's serial number (MSN) and be addressed to:
O
S
PILATUS AIRCRAFT LTD.
SE
CUSTOMER SUPPORT GENERAL AVIATION,
CH-6371 STANS,
PO
SWITZERLAND
R
PU
Tel: 41-41-619 3333
Fax: 41-41-619 7311
N
eMail: SupportPC12@pilatus-aircraft.com
IO
AT
Pilatus Aircraft Ltd. cannot accept responsibility for continued airworthiness of any
airplane not maintained in accordance with the information contained within this section
IZ
or the Airplane Maintenance Manual (AMM).

R
IA
IDENTIFICATION PLATE
IL
M
An identification plate is located on the lower left side of the fuselage aft of the cargo
FA
door. This plate displays the manufacturer's name, model designation, serial number
(MSN), date of manufacture and the FOCA and FAA type certificate numbers.
D
AN
Certain regulations may require an identification plate that displays the airplane
AL
registration number. This identification plate is located in the empennage.

ER
AIRPLANE INSPECTIONS
EN
G
AIRPLANE INSPECTION PERIODS

R
FO
As required by regulations, all civil airplanes must undergo a complete inspection

annually (each twelve calendar months). In addition to the required annual inspection,
the manufacturer also requires Inspections based on flying hours and Time Limited
Inspections.
Other inspections may be required by the issuance of airworthiness directives or

service bulletins applicable to the airplane, engine, propeller and components. It is the
responsibility of

Revision 9: Jun 30, 2010 8-1
SECTION 8
the operator to ensure compliance with all applicable airworthiness directives and,
when the inspections are repetitive, to take appropriate steps to prevent inadvertent
non-compliance.
AIRPLANE SCHEDULED INSPECTIONS
As required by regulations, the airplane must be the subject of a complete Annual

Inspection each 12 calendar months of operation. In addition, national regulations may
require periodic, hourly inspections. The PC-12 AMM Chapter 5 gives the
LY
manufacturers recommended time limits for inspections, maintenance checks and the
N
scheduled and unscheduled inspections.
O
S
The inspection intervals are based on normal usage of the airplane under average
SE
environmental conditions. Airplane operated in extremely humid tropics, or in
exceptionally cold, damp climates, salt-laden conditions may need more frequent
PO
inspections for wear, corrosion and lubrication. Under these adverse conditions, the
Hourly Inspection should be done in compliance with the inspection sheets at a more
R
frequent interval. The owner or operator can then set his own inspection interval based
PU
on field experience.
N
IO
The Hourly Inspection interval should never be exceeded by more than 10 hours,
which can be used only if additional time is required to reach a maintenance center.
AT
Any extension of the hourly interval must be subtracted from the following inspection
IZ
interval. For an example, if a 100 Hour Inspection is at 110 hours, the next is due 90
hours later at 200 hours.
R
IA
IL
The owner or operator is responsible for complying with any local regulations. The
owner or operator is primarily responsible for maintaining the airplane in an airworthy
M
condition, including compliance with Airworthiness Directives. It is further the

FA
responsibility of the owner or operator to make sure that the airplane is inspected in
conformity with the inspection sheets.
D
AN
Inspection sheets have been prepared to assist the owner or operator in meeting the
AL
foregoing responsibilities. They include, together with the inspection requirements, lists
of tools, equipment, parts and materials which are necessary to do the inspections.
ER
The inspections sheets are not intended to be all-inclusive, for no such sheets can
replace the good judgment of a qualified mechanic in the performance of his duties. As
EN
the one primarily responsible for the airworthiness of the airplane, the owner or
G
operator should select only qualified personnel to maintain the airplane.

R
FO
Detailed information of systems and sub-systems on the airplane can be found in the
relevant chapters of the AMM. Reference is made to the topics in this manual and
Pilatus issued Service Bulletins for inspection, repair, removal and installation
procedures called for in the inspection sheets. It is the responsibility of the owner or
operator to make sure that mechanics inspecting the airplane have access to these
documents as well as the inspection sheets.
The Hourly Inspection and Annual Inspection sheets list the maintenance and
structural significant items for inspection and state the level of inspection required.
The Time Limited Inspection sheets list items that require inspecting at intervals that
are different from the hourly and annual inspections.
SECTION 8
COMPONENT LIFE POLICY
The AMM Section 4 contains the Airworthiness Limitations which specify Life Limit and
Inspection Intervals for major components of the airplane.
The AMM Section 5 contains the time limits for overhaul and replacement of
components based on average usage and environmental conditions. The stated time
limits do not constitute a guarantee that the component will remain in service until this
LY
time as the environmental conditions that the component is operated in cannot be
controlled by the manufacturer.
N
O
PREVENTIVE MAINTENANCE
S
SE
Pilots operating airplane should refer to the regulations of the country of registry for
PO
information on preventive maintenance that may be performed by pilots.
R
PU
The holder of a Pilot Certificate may perform certain preventive maintenance described
in FAR Part 43. This maintenance may be performed only on an airplane which the pilot
owns or operates and which is not used to carry persons or property for hire, except as
N
provided in the applicable FAR's. Although such maintenance is allowed by law, each
IO
individual should make an analysis as to whether he/she has the ability to perform the
AT
work.
IZ
R
Pilatus Aircraft Ltd should be contacted for further information, or for the required
IA
maintenance which must be accomplished by appropriately licensed personnel. All other

IL
maintenance required on the airplane should be accomplished by the appropriately

licensed personnel.
M
FA
The aircraft has Computer Aided Testing (CAT) connectors which are installed in the
D
maintenance test panel on the right side of the flight compartment. They are the central
AN
access point for ground maintenance to do aircraft system tests using either a portable
computer or a maintenance box. Serious flight safety implications could result if
AL
equipment is connected to the CAT connectors during flight. The protective CAT
connector caps must be installed during flight and all test equipment must be removed
ER
from the aircraft.

EN
If maintenance is accomplished, an entry must be made in the appropriate logbook. The

G
entry should contain:

R
FO
The date the work was accomplished.

Description of the work.
Number of hours on the airplane.
The certificate number of pilot performing the work.
Signature of the individual doing the work.

SECTION 8
MODIFICATIONS OR REPAIRS
It is essential that the Airworthiness Authorities of the country of registry be contacted

prior to any modifications to the airplane to ensure that the airworthiness of the airplane
is not violated. Modifications or repairs to the airplane must be accomplished by
licensed personnel.
SERVICE BULLETINS AND SERVICE LETTERS
LY
N
Pilatus Aircraft will issue Service Bulletins and Service Letters from time to time which
O
will be sent to owners, service centers and distributers. Service Bulletins should be
complied with promptly and depending on their nature material and labor allowances
S
may apply, this aspect will be addressed in the Planning Information section of the
SE
bulletin. Service Letters give information on product improvements, changed part
PO
numbers or discussion on field problems. Service Bulletin and Service Letter Indexes
are issued periodically to provide a complete listing of all issued bulletins and letters.
R
PU
GROUND HANDLING
N
IO
TOWING
AT
The use of a towing arm which attaches to lugs on the nose leg is the recommended
IZ
method of towing the airplane over prepared, hard, even ground. The towing arm
R
should incorporate shock absorbers to prevent damage to the airplane. The steering
IA
arm provided for this airplane is a steering bar extension to the tail stand. When not in
IL
use the components of the towing arm are stowed inside the rear fuselage cone
M
accessible through the battery door.

FA
When towing the airplane, a qualified person should sit in the cockpit ready for
D
immediate braking action, in the event that the towing arm becomes uncoupled. The
AN
movement of the towing vehicle should always be started and stopped slowly to avoid
unnecessary shock loads. When towing in a congested area, two helpers should watch
AL
the wing tip and tail clearances.

ER
In any towing operation, especially when towing with a vehicle, do not exceed the nose
EN
gear maximum tow limit angle either side of center or damage to the nose gear will
result. The maximum tow limit angle is indicated by a placard on the nose strut. If the
G
airplane is towed or pushed over a rough surface during hangaring, watch that the
normal cushioning action of the nose gear does not cause excessive vertical
R
FO
movement of the tail and the resulting contact with low hangar doors or structure. A flat
nose tire will also increase the tail height.
In the event that towing lines are necessary, ropes should be attached to the main
gear struts as high as possible without contacting brake lines or wire harness. The
lines should be long enough to clear the nose and/or tail by not less than 20 feet. A
qualified person should occupy the pilot's seat to maintain control of the airplane by
the use of the nose wheel steering and brakes.
It is acceptable to tow the aircraft by grasping the nose wheel and lifting it just enough
to clear the ground.

SECTION 8
LY
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N
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AT
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ER
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Figure 8-1. Aircraft Towing

SECTION 8
PARKING
In normal weather conditions, the airplane can be parked on any firm surface, headed
into wind (if possible) and the parking brake applied, or wheel chocks in place, or both.
Make sure that the rudder/nose wheel is centered.
Parking for long periods should be done with wheel chocks in place and the parking
brake released. Install cockpit control locks. Blanks and covers should be fitted at any
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time the airplane is parked for an extended time or overnight (Ref. Fig. 8-2 or Fig. 8-3).
Before the blanks and covers are installed they must be checked for condition and
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completeness (i.e. in serviceable condition with all warning flags attached). When the
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aircraft is parked in direct sunlight and OAT is above 30°C it is recommended to install
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the Cockpit Sun Screen.
SE
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The airplane should be moored if it is to be parked in the open for long periods and
weather conditions are unfavorable. In extreme conditions, the airplane should be
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parked in a hangar, as structural damage can occur in high winds, even when moored
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correctly.
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SECTION 8
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Figure 8-2. Blanks and Covers (Existing Standard)

(Sheet 1 of 2)

SECTION 8
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Figure 8-2. Blanks and Covers (Existing Standard)

(Sheet 2 of 2)

SECTION 8
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Figure 8-3 Blanks and Covers (New Standard)

SECTION 8
MOORING
The airplane should be moored for immovability, security and protection. The following
procedures should be used for the proper mooring of the airplane (Ref. Figs. 8-2, 8-3
and 8-4):
Head the airplane into wind, where possible.

Retract the flaps.
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Close the inertial separator.
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Install cockpit control locks.
S
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Chock the wheels.
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Install the blanks and covers.
Install the propeller anchor.
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PU
Secure tiedown ropes to the wings at approximately 45° and tail tiedown
points at a maximum of 25° angle to the ground.
N
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Fit the propeller boots, and attach to the nose landing gear, to prevent engine
wind milling.
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If the aircraft is in direct sunlight and OAT is above 30°C it is recommended

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to install the Cockpit Sun Screen.

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CAUTION
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USE BOWLINE KNOTS, SQUARE KNOTS OR

LOCKED SLIP KNOTS. DO NOT USE PLAIN SLIP
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KNOTS.
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CAUTION
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MAKE SURE PROPELLER ANCHOR IS PROPERLY

INSTALLED TO PREVENT POSSIBLE ENGINE
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DAMAGE DUE TO WINDMILLING WITH ZERO OIL

PRESSURE.
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NOTE
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When using rope of a non-synthetic material, leave

sufficient slack to avoid damage to the airplane should
the ropes contract. Hemp ropes contract significantly in
high moisture conditions.
NOTE
Additional preparations for high winds include using

tiedown ropes from the nose landing gear.

SECTION 8
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Figure 8-4. Airplane Mooring

SECTION 8
JACKING
SINGLE WHEEL JACKING
To assist in wheel and brake maintenance, both the two main wheels and the nose
wheel can be jacked, independently, using a bottle jack and an adapter (Ref. Fig. 8-5).
The adapters are shaped to accept the piston of a bottle jack. It is advisable that when
jacking the nose wheel up, the tail support should be fitted in the rear main jacking pad
LY
as a precautionary measure.
N
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Chock the other two tires before single wheel jacking to prevent airplane movement.
S
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AIRPLANE JACKING
PO
The airplane is equipped with two main jacking points and a combined tail jacking
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pad/mooring point (Ref. Fig. 8-6). The two main jacking points are located on the wing
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bottom surface just outboard of the fuselage and the tail jacking pad is located on the
fuselage bottom surface just forward of the empennage.
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IO
Hydraulic jacks are used at the main jacking points to raise and lower the airplane. The
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tail jacking point is used to maintain the airplane in a level attitude during lifting. When
the airplane is raised or lowered, the airplane tail is also progressively raised or
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lowered accordingly.
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CAUTION
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ATTACH BALLAST TO THE TAIL JACKING POINT TO

PREVENT ANY POSSIBLE REAR FUSELAGE
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UPWARDS MOVEMENT, WHILE THE AIRPLANE IS

AN
ON JACKS.
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Refer to the Aircraft Maintenance Manual Chap 7 for procedures on lifting and lowering
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the complete airplane and information concerning the amount of ballast to be attached
to the tail jacking point.
EN
NOTE
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When jacking the airplane outdoors, use the tiedown for

FO
provisions for the wing and tail as described in Figure 8-

4.
LEVELLING
Longitudinal and lateral leveling of the airplane is achieved by positioning a spirit level
along or across one of the seat rails in the aft fuselage area. This task is normally
done in conjunction with raising the airplane on the three main jacks for weighing,
setting of landing lights and fuel system calibration.

SECTION 8
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Figure 8-5. Single Wheel Jacking

SECTION 8
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Figure 8-6. Main Jacking Points

SECTION 8
SERVICING
In addition to the inspection periods (detailed in Airplane Inspection) and the pre-flight
inspections provided in Section 4 of this Handbook, complete servicing instructions are
detailed in the AMM Chapter 12-00-00. The following sub-paragraphs give an overview.
BATTERY
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Access to the batteries is gained by opening the hinged panel (31AB) located on the
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rear fuselage bottom surface. The batteries must be regularly maintained in
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accordance with the AMM. The operator must also make sure that the battery vents
pipes which extrude from the fuselage, just aft of the hinged panel, are free of dirt and
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any sign of corrosion. In the event that corrosion or a blockage is found, a
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maintenance shop visit is required, as this situation - if left unchecked - could lead to
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explosive pressure being reached within the battery which could jeopardize airplane
safety.
R
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An external power control unit is installed which will allow the batteries to be charged
on the ground. With an external power unit connected and operating set the EXT PWR
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and BAT 1 or BAT 2 switches to ON to ground charge a battery. The battery must be
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vented during ground charging operations, refer to the AMM Chap 24 for instructions.
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ENGINE OIL
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Oils specified for use in the PT6A-67P) engine oil system are listed in the Pratt and
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Whitney (P&WC) SB No. 14001, latest revision.

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FA
If operating conditions are such that the engine will be subjected to frequent cold
soaking at an ambient temperature of -18°C or lower, the use of PWA521, Type II oil
D
(5cs) (viscosity) oil (Type II) is recommended. The engine oil dipstick is marked MAX
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HOT, MAX COLD, ADD US QUARTS, 1,2,3,4,5,6. The term HOT refers to the engine
condition when the engine has been shutdown. COLD refers to the engine condition
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when the engine has been shutdown for 12 hours or more. Ideally, the engine oil tank
level should be checked and replenished, as required, within 10 minutes of shutdown.
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EN
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SECTION 8
A visual sight gauge is provided to allow the oil level to be checked without removing
the dipstick. If the oil level is below the green band on the sight gauge the oil level has
to be checked with the dipstick.
CAUTION
THE GREEN MARKS ON THE FILLER SLEEVE AND

THE DIPSTICK MUST BE ALIGNED WHEN THE
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DIPSTICK IS INSTALLED.
N
O
NOTE
S
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The usual oil level is when the dipstick shows one to two
quarts below maximum. Oil above this level can be
PO
vented overboard.
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CAUTION
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NEVER REPLENISH THE OIL IN A COLD ENGINE, AS
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THIS CAN RESULT IN OVERFILLING OF THE
AT
SYSTEM. START THE ENGINE AND RUN AT

GROUND IDLE FOR 5 MINUTES, RECHECK THE OIL
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LEVEL BEFORE ADDING OIL TO THE SYSTEM.

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MAKE SURE THAT THE OIL IS OF THE CORRECT

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TYPE. REFER TO P&WC SERVICE BULLETIN 14001.

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FA
TO PREVENT OIL DRIPPING FROM THE DIPSTICK

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AND CONTAMINATING EQUIPMENT, HOLD A PIECE

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OF ABSORBENT LINT-FREE MATERIAL UNDER THE

DIPSTICK DURING REMOVAL.
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SECTION 8
OIL REPLENISHMENT PROCEDURE
Open the left engine access panel and secure open with the struts.
Use a ladder for better access to the filler cap/dipstick.
Release the locking mechanism and remove the filler cap/dipstick assembly
from the filler neck on the filler neck on the accessory gearbox.
Replenish the oil according to HOT/COLD condition of the engine.
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Reinstall the filler cap/dipstick assembly and engage the locking mechanism.
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Check green markings on the filler sleeve and dipstick are aligned.
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Close the access panel.
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COMPLETE OIL SYSTEM REPLENISHMENT
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Refer to the AMM for the Complete Oil System Replenishment procedure.
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WARNING
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MAKE SURE THE FILLER CAP/DIPSTICK IS

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PROPERLY ENGAGED AND LOCKED AFTER

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REPLENISHMENT.
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SECTION 8
FUEL SYSTEM
The left and right wing fuel tanks are gravity filled through openings on the upper
surface. The tanks should always be kept full between flights to reduce explosive
vapor space and condensation. Allowance should be made for expansion to minimize
venting of fuel if ambient temperature is expected to rise markedly. Approved fuels
conforming to P&WC specifications are to be used.
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WARNING
N
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CHECK FUEL SUPPLY VEHICLE FOR CORRECT
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FUEL GRADE AND TYPE. USE AN APPROVED
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WATER DETECTION KIT TO CHECK FOR WATER
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CONTAMINATION.
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CAUTION
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N
AS THE ANTI-ICING ADDITIVE IS NOT ALWAYS
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INDICATED ON THE FUELLING INSTALLATION
PLACARD, CHECK WITH THE FUEL SUPPLIER TO
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MAKE SURE THE FUEL CONTAINS AN APPROVED

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ANTI-ICING ADDITIVE.
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IF IT IS KNOWN THAT THE AIRCRAFT WILL FLY IN

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AMBIENT TEMPERATURES OF LESS THAN 0° C

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AND IF THE FUEL DOES NOT CONTAIN AN ANTI-

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ICING ADDITIVE, ONE MUST BE BLENDED WITH

THE FUEL DURING FUELING.
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AN
NOTE
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There are two fuel tank drain valves on the lower

ER
surface of each wing and one on the front left of the

fuselage, aft of the nose wheel well.
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REFUELING PRECAUTIONS
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During refueling/defueling operations, the following arrangements must be complied

with:
Refuel and defuel only in a well-ventilated area.

Do not allow open flame or smoking in the vicinity of the airplane while
refueling.
Do not replenish the oxygen system during refueling or defueling.
Do not operate airplane electrical or radio equipment while refueling.

SECTION 8
High frequency pulse transmissions in the vicinity of the airplane represent a

fire hazard.
During all refueling/defueling operations, fire fighting equipment must be
available.
FUELING PROCEDURE
Make sure the fuel supplied is checked for type, grade and freedom from
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contamination.
N
Make sure that the refueling vehicle is grounded.
O
Ground the vehicle to the airplane (attach the vehicle grounding lead to the
S
SE
nose landing gear).
Remove external power, if connected
PO
Make sure all electrical power is OFF.
R
PU
Connect the grounding cable from the nozzle to grounding point next to the
fuel cap.
N
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CAUTION
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DIRECTING THE NOZZLE OUTBOARD MAY CAUSE

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DAMAGE TO THE FUEL QUANTITY PROBE.

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Open the wing fuel cap and insert the nozzle, directing it inboard, after first
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making sure that the filler nozzle is clean.

Add fuel. Allow the fuel to settle when topping-off the fuel tank. Remove the
D
AN
fuel nozzle and disconnect the grounding cable. Secure the filler cap.
Repeat the procedure for the other wing tank.
AL
Remove the vehicle grounding cable from the airplane.

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Clean up any fuel spillage (Use a water hose if excessive).

EN
On the overhead panel set the STBY BUS switch to ON

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Check all system switches are OFF.

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Set both Battery switches to ON and check the fuel quantity gauges for
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correct indication.
Set both Battery switches to OFF.
Set the STBY BUS switch to the OFF position.

SECTION 8
FUEL CONTAMINATION
Fuel contamination is usually the result of foreign material present in the fuel system.
This foreign material can take many forms, i.e. water, sand, dirt, microbes or bacterial
growth. In addition, additives that are not compatible with the fuel used can cause the
fuel to become contaminated.
Jet fuel contains some dissolved, suspended water and is a fuel contamination
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concern. The quantity of water that can remain in solution will depend upon the
temperature of the fuel. Dissolved water cannot be removed by a filter during a fuel
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service but will be released from suspension as the fuel temperature decreases, as
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during flight. These supercooled water droplets only need to contact solid
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contaminates or receive an impact shock to change into ice crystals. If a sufficient
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quantity of water drops out of suspension and changes to ice, a blocked filter may
result.
PO
R
Before the first flight of the day and after each refueling, use a clean container and
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drain at least one sample of fuel from each tank drain valve to determine if
contaminants are present (and that the airplane has been fueled with the proper fuel).
If contamination is detected, drain all fuel drains points until all contamination has
N
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been removed. If after repeated sampling, evidence of contamination still exists, the
fuel tanks should be completely drained and the fuel system flushed. Do not fly the
AT
airplane with contaminated or unapproved fuel.

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In addition, operators who are not acquainted with a particular airfield should be
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assured that the fuel supply has been checked for contamination and is properly
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filtered before allowing the airplane to be serviced. Also, fuel tanks should be kept full
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between flights, provided weight and balance considerations will permit, to reduce the
possibility of water condensing on the walls of partially filled tanks.
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SECTION 8
FUEL ANTI-ICE ADDITIVE

Anti-icing additive must be used for all flight operations in ambient temperatures
below 0°C.
WARNING
OPERATING IN AMBIENT TEMPERATURES LESS

THAN 0°C WITHOUT FOLLOWING THE PROCEDURE
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TO ADD ANTI-ICING ADDITIVES MAY LEAD TO ICE
IN THE FUEL SYSTEM, WHICH MAY EVENTUALLY
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BLOCK DELIVERY LINES AND COMPONENTS OF
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THE FUEL SYSTEM, INCLUDING THE FUEL FILTER,
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SUBSEQUENTLY RESTRICTING OR STOPPING THE
SE
FLOW OF FUEL TO THE ENGINE.
PO
Refer to Section 2 – Limitations – for additive types and concentration levels.
R
Blend the additive in accordance with the following procedure:
PU
Calculate the quantity of anti-icing additive required based on the quantity of fuel
to be added. Refer to the CAUTION below.
N
IO
Remove the cap containing the tube and clip assembly from the "HI-FLO
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PRIST" blender, model PHF-204.

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Attach the pistol on the collar, press the tube into the button, and clip the tube
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end to the fuel nozzle.

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Pull trigger firmly to ensure full flow, then lock into place.
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Start flow of additive when fueling begins. Refueling rates should be between 30
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and 60 gallons per minute.

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Do a water drain check before the first flight of the day.

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WARNING
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THE FUEL SYSTEM ANTI-ICING ADDITIVES

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CONTAIN ETHYLENE GLYCOL MONOETHYL ETHER

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WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST

BE HANDLED WITH EXTREME CARE. AVOID ALL
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DIRECT CONTACT WITH SKIN AND CLOTHING. ANY

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CLOTHING ACCIDENTLY CONTAMINATED BY

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SPLASHING SHOULD BE PROMPTLY REMOVED

AND THE SKIN WASHED WITH SOAP AND WATER.
PREVENT CONTACT WITH EYES AND AVOID
INHALATION OF VAPORS. IF CONTACT IS MADE
WITH THE EYES THEY SHOULD BE FLUSHED WITH
WATER FOR 15 MINUTES. CONSULT A PHYSICIAN
AS RAPIDLY AS POSSIBLE AFTER ALL CONTACT
CASES.

SECTION 8
CAUTION
CAUTION
THE ADDITIVE CONCENTRATION BY VOLUME

SHALL BE A MINIMUM OF 0.06% AND A MAXIMUM
OF 0.15%.
THE CORRECT MIX OF ANTI-ICING ADDITIVE IS
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IMPORTANT. CONCENTRATIONS OF MORE THAN
0.15% BY VOLUME WILL CAUSE DAMAGE TO THE
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PROTECTIVE PRIMER AND SEALANTS OF THE
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FUEL TANKS AND TO THE SEALS IN THE FUEL
S
SYSTEM AND ENGINE COMPONENTS.
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CONCENTRATIONS OF LOWER THAN 0.06 VOL %
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MAY NOT BE ENOUGH TO INHIBIT ICE FORMATION.
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MAKE SURE THAT THE ADDITIVE IS DIRECTED
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INTO THE FUEL STREAM. START ADDITIVE FLOW
AFTER THE FUEL FLOW STARTS AND STOP THE
N
ADDITIVE FLOW BEFORE THE FUEL FLOW STOPS.
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DO NOT ALLOW CONCENTRATED ADDITIVE TO
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CONTACT THE INTERIOR OF THE FUEL TANKS OR

EXTERIOR PAINTED SURFACES.
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SECTION 8
LANDING GEAR - TIRES
For maximum service, keep tires inflated to the proper pressures. All wheels and tires
are balanced before original installation, and the relationship to tire and wheel should
be maintained upon reinstallation. Unbalanced wheels can cause extreme vibration in
the landing gear; therefore, in the installation of new components, it may be necessary
to re-balance the wheels with tires mounted. When checking the tire pressures,
examine the tires for wear, cuts, bruises and slippage.
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Nose Wheel Tire
N
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Wheel type - BFG PN3-1501
S
Tire size - 17.5 x 6.25-6, 8PR, TL (160 mph)
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Tire Pressure - 60 +3 -0 psi (4.1 +0.2 -0 bar)
Max. castor rotation - +/- 60° free (+/- 12° Nose Wheel Steering)
PO
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Main Wheel Tires
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Wheel type - BFG PN3-1543-1
Tire size - 8.50-10, 10PR, TL (160 mph)
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Tire pressure - 60 + 3 - 0 psi (4.1 + 0.2 - 0 bar)
AT
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Refer to the AMM for the alternative types of tires that can be installed.
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LANDING GEAR - BRAKES

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M
The fluid level should be checked periodically or at a scheduled maintenance event

FA
and replenished as necessary. Each brake assembly incorporates a brake lining wear
indicator. As the brake pads wear, the pin will be pulled into the piston housing. When
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the system is pressurized and the pin is flush with the piston housing, the brake linings
AN
must be overhauled.
AL
Refer to the AMM for complete information on the type of hydraulic fluid, servicing the
ER
fluid level and brake inspection and replacement.

EN
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SECTION 8
HYDRAULIC SYSTEM
With the cargo door open, the hydraulic fluid level can be checked on the visual
indicator installed on the hydraulic pressure tank in the wing root.
Servicing of the hydraulic system should only be performed by approved personnel

with the correct maintenance equipment in accordance with procedures in the AMM. It
is normally not required between annual inspections.
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LUBRICATION POINTS
O
S
Proper lubrication is essential for trouble-free operation of mechanical components.
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Lubricants and dispensing equipment must be kept clean. Use only one lubricant in a
grease gun or oil can. After lubrication, clean off all excessive grease or oil to prevent
PO
dust and dirt build-up.
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PU
The frequency of application may be increased for a particular type of operation or if
excessive wear is experienced. For lubricating instructions, locations and lubricants
N
refer to the AMM, Chapter 12. IO
AT
VAPOR CYCLE COOLING SYSTEM (VCCS) (IF INSTALLED)

IZ
R
CAUTION
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OPERATION OF THE SYSTEM AT LOW AMBIENT

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TEMPERATURES FOR MORE THAN 15 MINUTES

FA
CAN RESULT IN MAJOR DAMAGE TO THE

COMPRESSOR
D
AN
NOTE
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If ambient temperature is below 10°C (50°F), the

ER
pressure switch is designed to keep the system from

operating and causing possible damage if operated for
EN
extended periods of time. In this case, it is

recommended that the aircraft be heated above this
G
threshold to enable the system to operate.

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FO
During cold winter months, the system should be operated for 10-15 minutes every two
weeks to maintain a thin oil film on the compressor output shaft dynamic seal to
prevent shaft leakage.
Prior to selecting on the air conditioning system (energizing the compressor drive), run
the blowers on high speed for a minimum of 5 minutes. This will aid in warming the
refrigerant and bringing it up to an acceptable temperature enabling operation of the
system.

SECTION 8
OXYGEN SYSTEM
The standard oxygen system replenishment is carried out at a hinged service panel
(11BR) on the right side of the fuselage, forward of the wing leading edge. The service
panel is fitted with an oxygen replenishment valve and a system pressure gage. The
gage is marked from 0 to 2000 psi, with a red zone from 1850 to 2000 psi. A charge
pressure/temperature chart is installed on the inside of the service panel.
LY
The larger capacity oxygen system replenishment is carried out at a hinged service
door (31AB) on the bottom of the fuselage, rear of the wing trailing edge. An oxygen
N
service panel is installed inside of the rear fuselage on the forward frame. The service
O
panel is fitted with an oxygen replenishment valve and a system pressure gage. The
S
gage is marked from 0 to 2000 psi, with a red zone from 1850 to 2000 psi. A charge
SE
pressure/temperature chart is also installed on the service panel.
PO
REPLENISHMENT PROCEDURE
R
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WARNING
N
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MAKE SURE THAT THE AIRPLANE IS FITTED WITH
AT
A GROUNDING CABLE AND IS PROPERLY

GROUNDED. THE OXYGEN CART MUST BE
IZ
ELECTRICALLY BONDED TO THE AIRPLANE.

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DO NOT OPERATE THE AIRPLANE ELECTRICAL

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SWITCHES OR CONNECT/DISCONNECT GROUND

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POWER DURING OXYGEN SYSTEM

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REPLENISHMENT.
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DO NOT OPERATE THE OXYGEN SYSTEM DURING

AN
REFUELING/DEFUELING OR ANY OTHER

SERVICING PROCEDURE THAT COULD CAUSE
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IGNITION.
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INTRODUCTION OF PETROLEUM BASED

EN
SUBSTANCES SUCH AS GREASE OR OIL TO

OXYGEN CREATES A SERIOUS FIRE HAZARD. USE
G
NO OIL OR GREASE WITH THE OXYGEN

R
REPLENISHMENT EQUIPMENT.
FO
ALWAYS OPEN SHUT-OFF VALVE SLOWLY TO

AVOID GENERATING HEAT AND REPLENISH THE
SYSTEM SLOWLY (MINIMUM TIME 6 MINUTES).

SECTION 8
CAUTION
REPLENISHMENT OF THE OXYGEN SYSTEM

SHOULD ONLY BE CARRIED OUT BY QUALIFIED
PERSONNEL.
Obtain the outside air temperature. (OAT). A fully charged cylinder has a
LY
pressure of 1841 psi at a temperature of 20°C. Filling pressures will vary
depending upon the ambient temperature in the service bay and the
N
temperature rise due to the compression of the oxygen. If the airplane is or has
O
been parked outside in the sun, the temperature inside the fuselage will be
S
appreciably higher than ambient. Figure 8-7 lists the required charging
SE
pressures for a range of temperatures.
PO
Open the oxygen service panel 11BR on aircraft with the standard oxygen
R
system.
PU
Open the service door 31AB on aircraft with the larger capacity oxygen system.
Hold the thermometer close to the oxygen cylinder.

N
IO
AT
Make sure the thermometer indication is constant. Make a note of the indication.
IZ
R
Refer to the temperature/pressure graph for the correct oxygen cylinder

IA
pressure.
IL
M
If the pressure on the service panel gage is low, fill the oxygen cylinder.
FA
Make sure the area around the service panel charging valve is clean. Remove
D
the cap from the charging valve.

AN
Make sure the oxygen supply hose is clean and connect it to the charging valve.
AL
ER
Slowly pressurize the oxygen cylinder to the correct pressure.

EN
Close the oxygen supply and let the cylinder temperature become stable.
G
R
Monitor the oxygen pressure on the gage and fill to the correct pressure if
FO
necessary.
Release the pressure in the oxygen supply hose and disconnect from the
charging valve.
Install the cap on the charging valve. Make sure the work area is clear of tools
and other items.
Close the service panel 11BR or the service door 31AB.

SECTION 8
Temp (°C) Press (psig)

85 2419
80 2375
75 2331
70 2287
LY
65 2242
60 2198
N
O
55 2153
S
50 2108
SE
45 2063
PO
40 2018
35 1974
R
30 1930
PU
25 1885
21
N1850
IO
20 1841
AT
15 1798
IZ
10 1755
R
5 1712
IA
0 1669
IL
-5 1628
M
FA
-10 1586
-15 1545
D
-20 1505
AN
-25 1466
AL
-30 1426
ER
-35 1388
-40 1351
EN
-45 1313
G
-50 1275
R
-55 1239
FO
Figure 8-7. Oxygen Charging Pressures

SECTION 8
CLEANING AND CARE
WINDSHIELD/SIDE WINDOWS
CAUTION
REMOVE WRIST-WATCHES, RINGS AND OTHER
LY
JEWELRY FROM HANDS AND WRISTS BEFORE
CLEANING THE SIDE WINDOWS.
N
O
WINDSHIELDS AND WINDOWS ARE EASILY
S
DAMAGED BY IMPROPER HANDLING AND
SE
CLEANING TECHNIQUES.
PO
DO NOT USE SOLVENTS, FUELS, DETERGENTS,
ALCOHOL, ACETONE OR THINNERS TO CLEAN THE
R
SIDE WINDOWS.
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TRANSPARENT PLASTICS LACK THE SURFACE
HARDNESS OF GLASS. EXERCISE CAUTION WHEN
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CLEANING ALL THE SIDE WINDOWS TO AVOID
SCRATCHING OR SCORING TRANSPARENCIES.
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The following procedures provide information regarding cleaning and servicing of

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windshields and windows. Improper cleaning, or use of unapproved cleaning agents,

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can cause damage to these surfaces. As a preventive measure, do not park the
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airplane where it might be subjected to direct contact with or vapor from: methanol,
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denatured alcohol, gasoline, benzene, xylene, MEK, acetone, carbon tetrachloride,

lacquer thinners, commercial or household window cleaning sprays, paint strippers or
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other types of solvents. Do not park airplane near a paint-spray shop.

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SECTION 8
Windshield (Glass)
Place the airplane inside a hanger or in a shaded area and allow to cool from
the heat of the sun's rays.
Using clean (preferably running) water, flood the surface. Use bare clean hands,
with no jewelry, to feel and dislodge any dirt or abrasive materials.
Using a mild soap or detergent (such as dish washing liquid) in water, wash the
surface. Again, use only the bare hand to provide rubbing force. (A clean lint-
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free cloth may be used to transfer the soap solution to the surface, but extreme
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care must be excised to prevent scratching the surface.)
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Rinse the surface thoroughly with clean fresh water and dry with a clean cloth or
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damp chamois leather.
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Side Windows (Acrylic)
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Flush with clean water to remove loose dust etc.
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Wash the side windows using a soft sponge, warm water and soft soap solution.
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Rinse with clean water and dry with a damp chamois leather.
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Use an appropriate transparency cleaner to remove any grease, smears, etc.,

still adhering to the side windows.
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NOTE
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Rubbing transparencies with a dry cloth will cause

scratches and the build-up of an electrostatic charge
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which attracts dust. Where an electrostatic charge is

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present, gently pat the area with a damp chamois

leather to remove the charge and any accumulated
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dust.
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SECTION 8
EXTERIOR PAINT SURFACES
The airplane should be washed with a mild soap and water solution. Harsh abrasives
or alkaline soaps or detergents could make scratches on painted or plastic surfaces or
cause corrosion of metal. Cover areas where cleaning solutions could cause damage.
Exterior Recommended Cleaning Agents:
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Mild soap or approved detergent.
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Jet MULSO 2 (TURCO product) or equivalent.
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To wash the airplane, use the following procedure:
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NOTE
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To prevent water from entering the pitot/static systems,
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the pitot tube openings and the static ports should be
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blanked off. Exposed flight control bearings should be
protected prior to washing. Install wheel covers to
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minimize water ingress.

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Flush away loose dirt with water.

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Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush. Do not
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allow the solution to dry before washing off. To remove exhaust stains, allow the
solution to remain on the surface longer.
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To remove stubborn oil and grease, use a cloth dampened with naphtha.
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Rinse all surfaces thoroughly.

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Polish and seal the surfaces with a wax polish.

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Any good automotive wax may be used to preserve the

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painted surfaces. Soft lint-free cleaning cloths should be

used to prevent scratches when cleaning or polishing. A
heavier coating of wax on the leading surfaces will
reduce the abrasion problems in these areas, but see
also paragraph "DEICING BOOT CARE".

SECTION 8
DEICING BOOT CARE
The wings, T-tail, and propeller deicing boots have a special electrical-conductive
coating to bleed off static charges which cause radio interference and may perforate
the boots. Fuelling and other servicing practices should be done carefully to avoid
damaging the conductive coating or tearing of the boots.
To prolong the life of the deicing boots, they should be washed, with a mild soap and
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water solution, rinsed with clean water, and serviced on a regular basis in accordance
with the instructions in the AMM. Keep the boots clean and free from oil, grease and
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other solvents which cause neoprene to swell and deteriorate.
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BRAKE CARE
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If the brakes are used exclusively for low speeds (below 25 kts), it is recommended to
condition (glaze) the brake linings in order to ensure optimum service life is achieved.
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In order to properly condition the brakes, perform two consecutive full stop braking
applications from 30 – 35 kts, without allowing the brakes to cool substantially between
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the stops. Once this has been completed, allow the brakes to cool for ten to fifteen
minutes. Subsequently, apply the brakes against high static throttle and establish if the
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brakes hold satisfactorily. If the brakes hold the conditioning procedure is complete. If
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the brakes do not hold then the procedure should be repeated.

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Revision 13: June 01, 2014 8-31
SECTION 8
PROPELLER CARE
Propeller care consists of checking the propeller area for leaks and damage; this also
includes any damage to the propeller hub and deicing boots. Inspect the visible hub
parts daily for surface damage. Look for evidence of grease and or oil leaks. Inspect
the propeller blades, daily, for scratches and gouges in the leading or trailing edge, or
on the blade face and camber surfaces.
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NOTE
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Any scratch or gouge, in a metal blade, must be
repaired before next flight. Otherwise, fatigue cracks
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may start, and the blade may fail in flight. Scratches and
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gouges in the outer 18 in (457 mm) of the blade
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propeller diameter are especially critical because this is
the area of highest vibratory stress.
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The inner third of the propeller blades are shot peened
in order to increase their fatigue life.
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Should any damage, scratches or gouges be found, obtain a qualified opinion prior to
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flight.
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LANDING GEAR CARE

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Before cleaning the landing gear, place a plastic cover or similar material over the
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wheel and brake assembly.

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Place a catch-pan under the gear to catch the waste.

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Spray or brush the gear area with solvent or a mixture of solvent and degreaser,
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as desired. Where heavy grease and dirt deposits have collected, it may be
necessary to brush the areas sprayed, in order to clean them.
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Allow the solvent to remain on the gear from five to ten minutes. Then rinse the
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gear with additional solvent and allow to dry. If necessary help the drying
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process with a gentle blast of compressed air.

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Remove the plastic cover and the catch-pan from the wheel.
Lubricate the gear in accordance with the Lubrication Chart in the AMM.

8-32 Revision 13: June 01, 2014
SECTION 8
ENGINE CARE
The engine exterior and compartment may be cleaned, using a suitable solvent. Most
efficient cleaning is done using a spray-type cleaner. Before spray cleaning, make
sure the protection is afforded for components which might be adversely affected by
the solvent. Refer to the AMM for proper lubrication of controls and components after
engine cleaning.
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INTERIOR CARE
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The cockpit area should be frequently vacuum-cleaned. Instrument and side panels
may be cleaned with a chamois leather made moist with clean water.
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CAUTION
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DO NOT CLEAN FABRIC SURFACES WITH A SOAP
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SOLUTION OR WATER. THIS CAN INHIBIT THE
PROPERTIES OF THE FIREBLOCK TREATMENT
APPLIED TO THE FABRIC.
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Seat harnesses that have been soiled may be cleaned by gently scrubbing with a soft
brush, water and an approved soap. Alternatively, an officially approved detergent
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emulsion may be used when diluted in the proper proportions. Seats may be cleaned
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as per manufacturers-recommended instructions.

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Dust and loose dirt should be picked up regularly with a vacuum-cleaner. Stained
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carpets should be cleaned with a non-flammable dry cleaning carpet shampoo which
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should be kept as dry as possible and again vacuumed.

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Blot up any spilled liquid on the seats promptly with cleansing tissue or rags. Do not
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pat the spot; press the blotting material firmly and hold it for several seconds. Continue
blotting until no more liquid is taken up. Scrape off any sticky materials with a dull
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knife, then spot-clean the area, following the manufacturer's instructions.

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Headliners, side panels and paint work should be cleaned with a lint-free cloth
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dampened with a mild soap and water mixture. Oil and grease can be removed with a
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sponge and common household detergent and then wiped dry with a clean rag.
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Oxygen masks assemblies should be cleaned with a suitable oil-free disinfectant. and
then wipe dirt or foreign particles from the unit with a clean dry lint-free cloth.
Care kits are available for the care of leather upholstery and high gloss cabin furniture,
refer to the Illustrated Parts Catalog for the kit Part No’s.

SECTION 8
PRIMUS APEX DISPLAY CARE
CAUTION
REMOVE WRIST-WATCHES, RINGS AND OTHER

JEWELRY FROM HANDS AND WRISTS BEFORE
CLEANING THE PRIMUS APEX DISPLAY SCREENS.
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DO NOT USE A CLEANER THAT HAS ACETONE, THINNER,
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BENZENE, ETHYL ALCOHOL, TOLUENE, ETHYL ACID, AMMONIA,
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METHYL CHLORIDE OR ALKALINE BASED SOLVENTS. THESE
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CHEMICALS CAN DAMAGE THE DISPLAY SCREEN ANTI GLARE
COATING.
PO
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DO NOT ATTACH SELF-ADHESIVE LABELS OR NOTES ON THE
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DISPLAY SCREEN SURFACES. THIS CAN DAMAGE THE ANTI-
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GLARE COATING. IO
The Primus Apex display screens (Primary Flight Display and Multi Function Display)
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must only be cleaned with the manufacturer’s-recommended cleaning material

(Isopropyl alcohol) and a clean microfiber cloth. Fold a clean microfiber cloth around a
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small piece of rigid (credit card sized) plastic, and ensure that the cloth covers the
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entire plastic. Use the Isopropyl alcohol to moisten the cloth, then wipe the screen
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carefully to remove dust and marks.

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Clean the display bezel with a damp cloth and a minimum quantity of soap solution.
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SECTION 8
EXTENDED STORAGE
Prolonged out-of-service care applies to all airplanes which will not be flown for an
indefinite period (less than 60 days) but which are to be kept ready-to-fly, with the least
possible preparation. If the airplane is to be stored temporarily, or indefinitely, reference
must be made to the AMM for the proper storage procedures, which are all time related
and classified as follows:
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Stage 1 Up to 7 days.
Stage 2 7 to 30 days.
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Stage 3 30 to 90 days.
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Stage 4 More than 90 days.
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Stages 1 and 2 are considered as flyable storage status.
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No special service care is required for Stage 1 other than the airplane is moored and
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properly grounded, all covers and blanks are fitted, and that the fuel tanks are full. The
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engine may be left in an inactive state, with no preservation protection, provided the
engine is sheltered, humidity is not excessively high, and the engine is not subjected to
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extreme temperature changes that would produce condensation. Where possible, cover
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the windshield with a light cotton dust cover.
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Stage 2 storage, begins after Stage 1 (7 days) has elapsed, and includes placing
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desiccant bags and humidity indicators in the engine exhaust stubs and behind the
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exhaust stub covers. A suitable means must be provided to view the humidity indicators
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with the stub covers installed. An engine inactive for up to 28 days requires no
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preservation provided all engine openings are sealed off and relative humidity in the
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engine is maintained at less than 40%.

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At 7 day intervals:
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Check the tire pressures.

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Drain any water from the fuel system.

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Check the humidity indicator, in the engine exhaust stubs, and replace the desiccant
bags, if the humidity is in excess of 40%.
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SECTION 8
At 14 day intervals:
Move the airplane to prevent flat areas on the tires. Mark the tires with tape to ensure
the tires are placed approximately 90 degrees from their previous position.
Stage 3 storage should be a planned situation, when the time difference can be
foreseen but following on from the Stage 2, the engine fuel system would need to be
preserved in accordance with the P&WC EMM. Remove the batteries and regularly
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check their state of charge.
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At 30 day intervals:
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Drain all fuel drain points and check for water accumulation. Prolonged storage of the
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airplane will result in a water build-up in the fuel which "leeches out" the EGME fuel
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additive. An indication of this is when an excessive amount of water accumulates at the
fuel drain points. The concentration can be checked using a differential refractometer,
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but, it is imperative that the technical manual for differential refractometer be followed
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explicitly when checking the additive concentration.
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Stage 4 is a definite planned exercise, when deterioration of the airplane must be
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considered. An engine inactive for over 90 days in the airframe, or removed for long
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term storage, must in addition to the Stage 3 procedure, have the engine oil drained and
filled with preserving oil in accordance with the P&WC EMM.
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To return the airplane to service, refer to the AMM for specific instructions.
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SECTION 8
CORROSION INSPECTION
If a flight to a Service Center imposes an operational burden, the following bi-weekly

corrosion inspection may be carried out by the operator. Pilots must be trained by
qualified maintenance personnel to identify corrosion and to understand the critical
inspection areas. The training must be given to the corrosion inspection procedures as
detailed in the AMM.
The inspection must be recorded in the aircraft flight log book.
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If corrosion is evident or suspected, you must contact a Pilatus service center for further
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instructions.
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GEOGRAPHICAL LOCATION AND ENVIRONMENT
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The geographical location and environmental conditions can cause damage to the
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aircraft exposed to the conditions that follow:
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Marine atmospheres
Moisture
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Acid rain
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Tropical temperatures
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Industrial chemicals
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Soil and dust in the atmosphere

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Moisture is in the air as a gas, water vapor or as finely divided droplets of liquid.
These forms of moisture contain chemicals such as chlorides, sulfates and nitrates.
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When the moisture evaporates the chemicals remain on the surfaces. The moisture
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and the chemicals can be trapped in joints. A capillary action can put moisture in to
bond lines and cause corrosion.
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Salt particles, when dissolved in water, form strong electrolytes. Sea winds carry the
dissolved salt, on to the land and can make the coastal environments very corrosive.
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The industrial chemicals that follow can cause corrosion:

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Carbon
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Nitrates
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Ozone
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Sulfur dioxide
Sulfates
These industrial chemicals cause damage to non-metallic materials and can cause
severe corrosion of many metals.
Warm, moist air, usually in tropical climates can make the formation of corrosion a
very quick process. Cold dry air, usually in cold climates makes the formation of
corrosion a slower process.
Islands and areas near the sea are in severe corrosion zones.

SECTION 8
Aircraft based/operated in severe climatic areas must be inspected every 14 days as

follows:
 Wash the exterior surface of the aircraft

 Examine the aircraft skin, especially around the seams and fasteners

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Make sure all drain holes are clear
 Examine the landing gear compartments, specially the landing gear, wheels,
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tubing clamps and hydraulic actuators

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Examine the flight control surfaces, specially the bearings
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 Examine all doors, specially the locks, handles and hinges
PO
Based on inspection results, the inspection interval can be increased to every 30 days.
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At this interval it is recommended that the aircraft is washed on a weekly basis.
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SECTION 9
PC-12/47E SUPPLEMENTS
SECTION 9
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SUPPLEMENTS
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TABLE OF CONTENTS
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GENERAL 9-00-1
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Mark X if Supp Subject Report
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installed No. No.
1. PC-12/47E Registered in the Commonwealth 02277/9/1
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of Independent States (CIS) Standards
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2. Operations in Cold Conditions 02277/9/2

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3. PC-12/47E Registered in Canada 02277/9/3

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4. Aircraft with RVSM Capability 02277/9/4

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5. Aircraft with LPV Approach Capability 02277/9/5

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6. PC-12/47E Registered in the Republic of Argentina 02277/9/6

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7. PC-12/47E Registered in the People’s Republic of 02277/9/7

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China (PRC)
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8. Steep Approach 02277/9/8

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9. Coupled VNAV Functionality 02277/9/9

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10. Primus APEX SmartView 02277/9/10

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11. Electro-Mechanical Landing Gear 02279/9/11

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12. PC-12/47E Registered in the Republic of Ukraine 02279/9/12

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13. PC-12/47E Registered in the Republic of Chile 02279/9/13

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SECTION 9
SUPPLEMENTS PC-12/47E
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INTENTIONALLY BLANK
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SECTION 9
PC-12/47E SUPPLEMENTS
GENERAL
This section provides information in the form of supplements for the operation of the
airplane when equipped with optional equipment or systems which are not installed on
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the standard airplane. All of the supplements are EASA Approved and those that are
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applicable are part of this Handbook.
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The information contained in each supplement applies only when the specific equipment
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or system is installed in the airplane.
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SUPPLEMENTS LIST OF EFFECTIVE PAGES
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Supp. No. Page No. Rev. No.
1. 9-01-1 thru 9-01-5 0

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2. 9-02-1 thru 9-02-6 2
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3. See Supplement
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4. 9-04-1 thru 9-04-7 1

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5. See Supplement
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6. See Supplement
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7. 9-07-1 thru 9-07-6 0

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8. See Supplement
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9. See Supplement
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10. See Supplement

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11. See Supplement

12. See Supplement
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13. See Supplement

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Revision 14: March 02, 2015 9-00-1
SECTION 9
SUPPLEMENTS PC-12/47E
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9-00-2 Revision 6: March 26, 2008
"'SPILATUSi:'" SECTION 9
PC-12147E SUPPLEMENT 1

AND
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SUPPLEMENT NO.1
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FOR
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PC·12147E AIRCRAFT CERTIFIED TO THE COMMONWEALTH
OF INDEPENDENT STATES (CIS) STANDARDS
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This supplement must be attached 10 the Pilol's Operating Handbook and
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EASA Approved Airplane Flight Manual for lAC AR certified PC-12147E
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airplane. The information contained herein supplements or supersedes the
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information In the basic Pilot's Operating Handbook and EASA Approved
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Airplane Flight Manual only in those areas listed. For limitations, procedures
and performance information not contained in this supplement, consult the
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basic Pilot's Operating Handbook and EASA Approved Airplane Flight Manual.
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Approved by:
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This Airplane Flight Manual Supplement is approved by EASA on behalf
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of the Aviation Register at Interstate Aviation Committee (lAC AR).
Rel- P-EASA.CSVA01393
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Date of Approval:
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J
1 NOVZODll~. .
BERt4 •

1 of 5 9-H
SECTION 9
SUPPLEMENT 1 PC-12/47E
SECTION 1 - GENERAL
The Service Bulletin 04-011 lists the tasks which must be done to have the aircraft compliant to
the requirements of the IAC Certification Standard.
SECTION 2 - LIMITATIONS
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FUEL
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In addition to the fuels listed in the AFM, the following fuels can be used:
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RT
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TS-1
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Note: TS-1 is subject to the restrictions given in Pratt & Whitney Canada Service Bulletin SB
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No. 14004.
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FLIGHT CREW LIMITS
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Minimum required flight crew is one pilot in the left hand seat.
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No passenger shall be allowed to occupy the right crew seat

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For commercial operations two pilots are required.

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KINDS OF OPERATION EQUIPMENT LIST FOR COMMERCIAL PASSENGER OPERATIONS

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DAY NIGHT DAY NIGHT

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Primary Flight Display 1 1 2 2 2

ADF 1 1 1 1 1
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DME 1 1 1 1 1
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VOR 1 1 1 1 1
ELT 406 MHz 1 1 1 1 1
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EGPWS with bank angle callout 1 1 1 1 1

WX 1 1 1 1 1
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ATC Transponder 1 1 1 1 1
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CVR 1 1 1 1 1
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FDR (commercial operations) 1 1 1 1 1
The operator is required to have a hand held emergency VHF radio (Russian type P855A1) on
board. The radio is to be stowed in the storage box behind the pilot seat (LH) with the relevant
placard on the storage box.
For flights in areas not covered by VHF communications, the installation of HF Radio (Pilatus
Option Part No. 500.21.12.003) is mandatory.

9-1-2 2 of 5
SECTION 9
PC-12/47E SUPPLEMENT 1
OUTSIDE AIR TEMPERATURE LIMITS
Operation on the ground is prohibited when the aircraft has been exposed to outside air
temperatures below minus 35° C for more than 3 hours without the engine running.
OTHER LIMITATIONS
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Aircraft operation is limited to dry and wet paved runways and surfaces with a minimum surface
2
hardness of 8 kg/cm .
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Maximum airfield elevation is 14000 feet.
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Flights over an expanse of water must be performed within the gliding range of land.
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Maximum allowed wind value limits:
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During taxiing 50 kts (26 m/s)
N
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For take-off and landings:
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Tailwind 10 kts (5 m/s)
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Crosswind Flap 0° 30 kts (15 m/s)
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Flap 15° 25 kt (13 m/s)
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Flap 30° 20 kts (10 m/s)
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Flap 40° 15 kt (8 m/s)
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During en-route navigation without VOR/DME coverage, in case of GPS data not available, the
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pilot is required to confirm aircraft position with ATC not less than once each 30 minutes.
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The aircraft is approved to fly in CIS airspace covered by ATC ground facilities operating
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transponders in RBS mode. For CIS airspace covered by ATC ground facilities operating
transponders in UVD mode, permission for flights shall be coordinated with the ATC.
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SECTION 3 - EMERGENCY PROCEDURES
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No change.

3 of 5 9-1-3
SECTION 9
SECTION 4 - NORMAL PROCEDURES
4.6 BEFORE TAXIING
7. PFD, MFD CAS No flags or red warnings captions. Check PFD is

showing metric altitude and baro correction
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4.8 BEFORE TAKE-OFF
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5. Flap 15° (For reduced Take-off distance flap 30° may
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be used)
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Take-off and Landing techniques for operations from prepared unpaved surfaces are
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defined in AFM/POH Section 10 Operations from Prepared Unpaved Surfaces.
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4.10 FLIGHT INTO KNOWN ICING CONDITIONS
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WARNING IO
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IF SEVERE ICING CONDITIONS ARE ENCOUNTERED,

REQUEST PRIORITY HANDLING FROM AIR TRAFFIC
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CONTROL TO FACILITATE A ROUTE OR AN ALTITUDE

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CHANGE TO EXIT THE ICING CONDITIONS.

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While exiting the severe icing conditions:

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• With flap 0° maintain indicated airspeed above 155 kts

•
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With flap 15° maintain indicated airspeed above 135 kts

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• Manoeuver with bank angles less than 30°

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• Avoid sideslip
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• Avoid more than half travel of aileron

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SECTION 5 - PERFORMANCE
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The total landing distance obtained from the landing charts should be factored as follows:
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Primary airfield 1.67

Secondary airfield 1.43
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the licensed weight and balance data in
Section 6 of the basic Pilot's Operating Handbook and EASA Approved Airplane Flight Manual.

9-1-4 4 of 5
SECTION 9
SECTION 7 DESCRIPTION
PRIMUS APEX
The avionics window on the Systems MFD provides the pilot with the capability to configure the
barometric format to HPA and to enable the metric altitude digital readouts on the ADI and HSI.
This is done by selecting the AVIONICS page on the Systems MFD lower left window and then
on the SET UP tab selecting BARO CORRECTION to HPA and METRIC ALTITUDE to
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ENABLE.
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PRIMUS APEX – MONITOR WARNING SYSTEM
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NOTE: For normal operation the AURAL WARN INHBIT switch should not be selected to
INHIBIT.
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SECTION 8 HANDLING, SERVICING AND MAINTENANCE
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PARKING
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For wind strengths greater than 30 m/s (53 kts) the aircraft must be parked in an area protected
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from the wind.
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5 of 5 9-1-5
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SECTION 9

AND
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SUPPLEMENT NO. 2
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OPERATIONS IN COLD CONDITIONS
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This supplement must be attached to the Pilot's Operating Handbook
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and EASA Approved Airplane Flight Manual when operating the PC-
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12/47E in cold conditions with the factory option installed. The

information contained herein supplements or supersedes the information
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in the basic Pilot's Operating Handbook and EASA Approved Airplane

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Flight Manual only in those areas listed. For limitations, procedures and
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performance information not contained in this supplement, consult the

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basic Pilot's Operating Handbook and EASA Approved Airplane Flight

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Manual.
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Initially Approved by:

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European Aviation Safety Agency (EASA)

EASA.A.A.01869
Revision 2 Approved under authority of DOA No. EASA.21J.357

Date of Approval: 14 Dec 2010
Issued: May 30, 2008 EASA Approved Report No: 02277

Revision 2: Oct 30, 2010 1 of 6 9-2-1
SECTION 9
SECTION 1 - GENERAL
This supplement provides the information necessary to operate the PC-12/47E aircraft in
cold temperatures with the cold operation package factory option installed or Post SB
25-034 for a 110V system or Post SB 25-035 for a 230V system.
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OTHER LIMITATIONS
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OPERATIONS IN COLD CONDITIONS
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Ambient ground temperature 0 to -15° C Battery heater required
Ambient ground temperature -15° C and Battery, engine and supplementary
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below cabin heater required.
External engine blanket
recommended
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A cabin underfloor temperature of -15° C or warmer is required prior to takeoff.
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The aircraft must be clear of deposits of snow, ice and frost from the lifting and control
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surfaces immediately prior to takeoff.

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PLACARDS
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Near the Engine Heating electrical power connector:

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110 VOLTS AC OR 230 VOLTS AC

ENGINE HEATER ENGINE HEATER
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Near the Battery Heater electrical power connector:

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110 VOLTS AC OR 230 VOLTS AC

BATTERY HEATER AND BATTERY HEATER AND
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CABIN POWER OUTLET CABIN POWER OUTLET

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GENERAL
If the aircraft is to be parked outside for an extended period of time and the ambient
ground temperature is expected to be:
0 to -15° C connect a 110 or 230 V AC (as placarded) ground power supply to the
battery heater connector.
Report No: 02277 EASA Approved Issued: May 30, 2008

9-2-2 2 of 6 Revision 2: Oct 30, 2010
SECTION 9
-15° C and below Connect a 110 or 230 V AC (as placarded) ground power supply to the
battery and engine heater connectors. Put a blanket cover over the
engine. Put a supplementary heater in the center of the cabin.
For the 230 V AC system, the heater connector access doors must be opened and
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adapter cables installed. The adapter cables are contained in the aircraft flight bag.
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PRE FLIGHT INSPECTION
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Switch off and disconnect the ground power supply to battery and engine heaters. For
the 230 V AC system, remove the adapter cables and stow them in the aircraft flight bag
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and close the heater connector access doors. Remove blanket cover from engine
nacelle and supplementary heater from the cabin.
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ENGINE STARTING
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It is recommended to use external power procedure for engine starting, using a ground
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power unit capable of supplying 1000 ampere DC current.

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After engine start at cold temperatures of below -15° C, maximum cabin heating should
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be selected and the temperature of the underfloor avionic bay monitored on the
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environmental window of the systems MFD, to observe a minimum temperature of

above -15° C prior to commencement of flight.
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SECTION 7 - SYSTEM DESCRIPTION

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GENERAL
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The factory option is available for 110 VAC and 230 VAC. The correct operation voltage
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is placarded adjacent to the connectors.

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BATTERY HEATER SYSTEM

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Description
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A belt type heating element is wrapped around the outside of the batteries. A
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temperature sensor is attached to the aircraft skin and a wiring harness connects the
temperature sensor to the batteries heating element and the external power connector.
The wiring harness has an additional connector installed for the connection of a
supplementary cabin heater. The connector and a power on indicator light are installed
in the lower rear fuselage. The 230 V option has the connector and power on indicator
light installed in a mounting box under an access door on the lower rear fuselage. The
connector has a protective cap installed.

Revision 2: Oct 30, 2010 3 of 6 9-2-3
SECTION 9
Operation
When AC power is supplied to the external connector the indicator light will come on and
power is supplied to the temperature sensor and supplementary heater connector. The
temperature sensor will supply power to the battery heating elements when the skin
temperature of the aircraft goes below 0° C.
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ENGINE HEATER SYSTEM
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Description
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Four wrap around type heating elements are installed on the engine at the following
locations:
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- on the LH side of the reduction gearbox
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- on the RH side of the reduction gearbox
- on the LH side of the accessory gearbox
- on the underside of the fuel control unit.
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A wiring harness routed down the left side of the engine connects the heating elements
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to an external power connector. The connector and a power on indicator light are
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installed in the lower front fuselage. The 230 V option has the connector and power on
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indicator light installed in a mounting box under an access door on the left lower front
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fuselage. The connector has a protective cap installed.

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Operation
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When AC power is supplied to the external connector the indicator light will come on and
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power is supplied to the four engine heating elements. An insulated engine cover is
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placed over the engine nacelle to assist in heat retention in the engine bay.
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SUPPLEMENTARY HEATER
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Supplementary ceramic element safety heater with a maximum rating of 1500 Watts is
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placed in the center of the aircraft cabin to provide heating. The cabin heater is
connected to the connector on the battery heating element wiring harness.
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9-2-4 4 of 6 Revision 2: Oct 30, 2010
SECTION 9
CAUTIONS
FOR A 110 VAC SYSTEM, THE CABIN HEATER

CONNECTOR IS LIMITED TO A MAXIMUM OF 1500W.
FOR A 230 VAC SYSTEM, THE CABIN HEATER

CONNECTOR IS LIMITED TO A MAXIMUM OF 1850W.
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DO NOT OVERLOAD, AS THIS MAY RESULT IN
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DAMAGE TO THE CONNECTOR AND WIRING.
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DO NOT USE A SUPPLEMENTARY HEATER OF A
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DIFFERENT VOLTAGE RATING TO THAT
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PLACARDED ON THE AIRCRAFT.
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A temperature sensor is installed under the cabin floor between frames 17 and 18.
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When configured for cold weather operations, the under floor temperature is displayed
as part of the environment window of the systems MFD.
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SECTION 8 - HANDLING, SERVICING AND MAINTENANCE
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On the first use of the adapter cables the free end will need to be equipped with
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electrical connectors appropriate for the country of operation power supply.

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SERVICING
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At each aircraft inspection examine the battery and engine heating elements for damage
and the wiring harnesses for security of attachment.
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BATTERY SERVICING
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Depending on the type of battery installed, a more frequent check of the fluid level
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maybe recommended, when using the battery heating system for long periods of time.
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Check the battery manufacturers information for any additional servicing requirements.
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When removing and installing the battery from the battery box take care not to damage
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the heating element on the edges of the box. Small tears in the element can be repaired
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with RTV silicone. If any of the element wire is exposed the element should be replaced.

Revision 2: Oct 30, 2010 5 of 6 9-2-5
SECTION 9
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9-2-6 6 of 6 Revision 2: Oct 30, 2010
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SECTION 9
SUPPLEMENT 3
PC-12/47E
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INTENTIONALLY BLANK
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Report No: 02277 EASA Approved Issued:

9-3-1A Revision 3: May 30, 2012
SECTION 9
Page No Rev No.
9-3-1 Title N/A

9-3-1A 3
9-3-1B 3
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9-3-1C 3
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9-3-1D 3
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9-3-1E 3
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9-3-1F 3
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9-3-1G 3
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9-3-2 2
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9-3-3 2
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9-3-4 2
9-3-5 2
9-3-6
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9-3-7 2
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9-3-8 2
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Issued: EASA Approved Report No: 02277

Revision 3: May 30, 2012 9-3-1B
SECTION 9
SUPPLEMENT 3
PC-12/47E
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9-3-1C Revision 3: May 30, 2012
SECTION 9

The incorporation of temporary revisions into this supplement are to be recorded on the
sheet below. Instructions for the removal of temporary revisions will be given in the
instruction sheet issued with revisions.

OF BY
ISSUE
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Revision 3: May 30, 2012 9-3-1D
SECTION 9
SUPPLEMENT 3
PC-12/47E
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9-3-1E Revision 3: May 30, 2012
SECTION 9
LOG OF REVISIONS
Revision Page
and Date
3 - Pages 9-3-1A thru 9-3-1G issued.

May 30, 2012 9-3-6 Seat layout code updated.
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Revision 3: May 30, 2012 9-3-1G
SECTION 9
SUPPLEMENT 3
PC-12/47E
This supplement gives the information necessary for the operation of the aircraft in
Canada with the Canadian Certification Factory Option Kit Part No. 500.21.12.040 or
500.21.12.039 installed, or Post Service Bulletin 04-010 which lists the aircraft tasks that
must be done prior to the registration of the aircraft in Canada.
PC-12/47E CENTER OF GRAVITY LIMITS
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Weight Forward Limit Aft Limit
Pounds (kilograms) A.O.D.: In. / M A.O.D.: In. / M
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10450 (4740) 232.20 / 5.898 240.43 / 6.107
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9921 (4500) 232.20 / 5.898 240.94 / 6.120
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9039 (4100) 227.49 / 5.778 241.63 / 6.143
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7938 (3600) 227.49 / 5.778 243.06 / 6.172
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6615 (3000) 227.49 / 5.778 243.06 / 6.172

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5732 (2600) 227.49 / 5.778 -

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PRIMUS APEX – FLIGHT MANAGEMENT SYSTEM

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Page 2-25
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Barometric VNAV guidance during approach including the approach transition, final
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approach segment, and the missed approach procedure is not temperature

compensated. Unless a temperature limitation is reflected on the approach chart,
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operating at uncompensated minimum IFR altitudes will not provide expected terrain and
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obstacle clearance for temperatures below ISA.

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PRIMUS APEX – ADAHRS

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Page 2-26
To operate the PC-12/47E within the Northern Domestic Airspace (NDA) of Canada with
respect to the operational approvals for Global Positioning Systems (GPS), the current
requirements are for a non GPS alternate. This will require a directional gyro. This
directional gyro shall be able to operate in a free gyro mode (not slaved to magnetometer
or GPS) when needed to meet the navigation requirements without the use of the GPS
within NDA.

9-3-2 Revision 2: August 31, 2009
SECTION 9
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Issued: May 30, 2008 Report No: 02277

Revision 2: August 31, 2009 9-3-3
SECTION 9
SUPPLEMENT 3
PC-12/47E
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Report No: 02277 Issued: May 30, 2008

SECTION 9
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SECTION 9
SUPPLEMENT 3
PC-12/47E
4.4 BEFORE STARTING ENGINE
Additional item:
19a. Before first flight of the day:
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Trim interrupt switch INTR
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Pitch trim switch OPERATE. Check trim
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interrupted
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Trim interrupt switch NORM and guarded
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Refer to POH Section 6, Interior Configurations and then to the applicable Interior Code
No. for seat locations, permitted seat Part Nos. that can be installed, seat weight and
moment charts and seat occupant moment charts. N
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The following Interior Configurations are approved for PC-12/47E use in Canada:
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Corporate Commuter Interior Code STD-9S (9 single seats)

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Corporate Commuter Interior Code STD-6S-3B (6 single seats and a 3 seat bench)
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Executive Interior Code EX-6S-2 (6 single seats)

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Executive Interior Code EX-4S-3B (4 single seats and a 3 seat bench)

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Executive Interior Code EX-4S-STD-4S (4 single executive seats and 4 single standard
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seats)
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9-3-6 Revision 3: May 30, 2012
SECTION 9
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Figure 6-9. C. G. Envelope ( lb)

(Sheet 1 of 2)
Issued: May 30, 2008 Report No: 02277
SECTION 9
SUPPLEMENT 3
PC-12/47E
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Figure 6-9. C. G. Envelope ( kg)

(Sheet 2 of 2)
Report No: 02277 Issued: May 30, 2008
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SECTION 9
SUPPLEMENT 4 PC-
PC-12/47E
SECTION 1 – GENERAL
This supplement provides the information necessary to operate the PC-12-47E aircraft in
Reduced Vertical Separation Minimum (RVSM) airspace.
SECTION 2 – LIMITATIONS
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This aircraft has been evaluated in accordance with JAA Administrative and Guidance Material,
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Section One, General Part 3, Temporary Guidance Leaflet No.6, Revision 1 and FAA document
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No. 91-RVSM, change 2 and is qualified for RVSM operations as a group aircraft.
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NOTE: Airworthiness Approval alone does not authorise flight into airspace for which an
RVSM Operational Approval is required by an ICAO regional navigation agreement.
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Operational Approval must be obtained in accordance with applicable operating rules.
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For aircraft MSN 545, 1001 – 1100 Pilatus Service Bulletins 34-018 and 45-001 must be
embodied to make the aircraft RVSM capable.
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The following equipment must be operational to enter RVSM airspace:
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• Both ADC channels of ADAHRS KSG 7200 (channel 1 & 2)

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• One (1) flight controller KMC 9200 with altitude pre-selector

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• One (1) automatic flight control system (AFCS) with altitude hold
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• One (1) altitude reporting transponder KXP 2290

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The electronic standby instrument system (ESIS) does not meet RVSM performance
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requirements and shall only be used for emergency procedures.

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The RVSM option in the PRIMUS APEX option file has to be activated. Contact Pilatus
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customer support for further proceeding.

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Report No: 02277 EASA Approved Issued: 16 April, 2009

9-4-2 2 of 7 Revision 1: May 28, 2009
SECTION 9
PC-
KINDS OF OPERATION EQUIPMENT LIST

Add the following column for operations in RVSM airspace to the kinds of operation equipment
list.
SYSTEM / EQUIPMENT RVSM

PRIMUS APEX:
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Pilot PFD 1
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MFD 1
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Modular Avionics Unit (MAU) CH A&B 1
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PFD Controller 1
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MF Controller 1
Audio Marker Panel 1
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ADAHRS Channels 2
Magnetometer 1
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MMDR (COM/NAV) 1
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Mode S Transponder 1
GPS 1
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DME 1
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Miscellaneous Instruments:
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Clock 1
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Electronic Standby Instrument (ESIS) 1
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Magnetic Compass E2B 1
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Engine:
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No. 1 Generator 1
No. 2 Generator 1
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Inertial Separator 1
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Engine Driven Low Pressure Fuel Pump 1
Electric Wing Tank Fuel Boost Pump 2
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Firewall Fuel Shutoff Valve 1
FCU Manual Override System 1
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Torque Limiter 1
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Ignition System 1
Fire Detect System 1
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Electrical:
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No. 1 Battery 1
No. 2 Battery 1
Stall Warning/Stick Pusher System 1
AOA Probes 2
CAS 1
Longitudinal (Stab) Trim System 1
Alternate Stab Trim System 1
Lateral Trim System 1
Directional Trim System 1
Trim Interrupt System 1
Issued: 16 April, 2009 EASA Approved Report No: 02277

Revision 1: May 28, 2009 3 of 7 9-4-3
SECTION 9
SUPPLEMENT 4 PC-
PC-12/47E
SYSTEM / EQUIPMENT RVSM

Windshield Heat 2*
Position Lights 3
Strobe Lights 2
Landing Lights 2
Taxi Light 1
Instrument and Panel Lighting AR
Audio System 1
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Cockpit Speaker 1
Cabin Speaker 1
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Deice Boot Timer 0
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AOA Heater LH 1
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AOA Heater RH 1
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Probe Current Monitor 1
Propeller Deice Timer 0
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Propeller Deice Brush 0
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Propeller Deice MOV 0
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Propeller Deice Boots 0
Propeller Deice OAT Sensor 0
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Mechanical Systems:
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Landing Gear Actuation System 1

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Emergency Gear Extension System 1

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Flap Control 1
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Flap Interrupt System 1

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Seat Restraints (each occupant) AR

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Firewall ACS Shutoff Valve 1

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Emergency Ram Air Scoop 1

Negative Pressure Relief Valve 2
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Oxygen System 1
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Deice Boot PRV 1

Deice Boot EFCV’s 1
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Deice Boot Pressure Switches 0

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Deice Boot, Inner Wing LH 1

Deice Boot, Outer Wing LH 1
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Deice Boot, Inner Wing RH 1

Deice Boot, Outer Wing RH 1
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Deice Boot, Tail LH 1

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Deice Boot, Tail RH 1

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Fuel Control & Monitoring System 1

For Pressurized Flight:
ACS 1
Cabin Pressure Control Unit 1
Outflow Valve 1
Safety Valve 1
* Refer to Section 2 System and Equipment Limits – Heated Windshield of the basic approved
AFM for the actual limitation.

9-4-4 4 of 7 Revision 1: May 28, 2009
SECTION 9
PC-
SECTION 3 – EMERGENCY PROCEDURES
The emergency procedures are the same as those in the basic approved AFM, except as follows:
3.21 APEX FAILURES

3.21.10 ADC FAILURES
Indication: CAS caution – ADC A Fail
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Add:
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4. Determine aircraft altitude using ADAHRS 2 source
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5. Cross-check aircraft altitude using ESIS. Record each altimeter reading.
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The differences between the operating ADAHRS 2 altimeter and the
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standby altimeter readings should be noted for use in additional
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contingency situations. Repeat procedure each hour.
6. Inform Air Traffic Control to facilitate a route or an altitude change to exit
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RVSM airspace.
NOTE
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Pilots should be aware of any national RVSM contingency procedures for loss of
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redundancy of primary altimetry systems.
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Indication: CAS caution – ADC B Fail
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Add:
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4. Determine aircraft altitude using ADAHRS 1 source
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5. Cross-check aircraft altitude using ESIS. Record each altimeter reading.
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The differences between the operating ADAHRS 1 altimeter and the
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standby altimeter readings should be noted for use in additional
contingency situations. Repeat procedure each hour.
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RVSM airspace.
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NOTE
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Indication: CAS caution – ADC A+B Fail
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Add:
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3. Monitor and maintain assigned altitude by using ESIS.
RVSM airspace.
NOTE

Revision 1: May 28, 2009 5 of 7 9-4-5
SECTION 9
SUPPLEMENT 4 PC-
PC-12/47E
ABNORMAL PROCEDURES
3A.3 PRIMARY ALTIMETER DIVERGE BY 200 FEET OR MORE

(1)
A. If able to identify defective altimetry system :
1. Determine aircraft altitude using operating ADAHRS channel.
2. Disengage autopilot and flight director.
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3. Select operating ADAHRS channel, using the flight director couple select switch
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(L/R).
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4. Re-engage autopilot and flight director.
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5. Perform appropriate national RVSM contingency procedures for loss of redundancy
of primary altimeters.
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B. If unable to determine accuracy of either altimetry system, perform appropriate national
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RVSM contingency procedures for loss of all primary altimetry systems.
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(1)
NOTES: The copilot’s and ESIS share a common static source. Therefore the ESIS
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should not be used in determining which altimetry system is defective.
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3A.4 LOSS OF AUTOPILOT ALTITUDE HOLD FUNCTION IN RVSM AIRSPACE

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A. Ensure altitude hold function of autopilot is disengaged.

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B. Maintain assigned altitude manually.

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C. Perform appropriate national RVSM contingency procedures for loss of altitude hold
capability.
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SECTION 4 – NORMAL PROCEDURES

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In addition to the normal preflight inspection procedures in the basic approved AFM, also add the
following:
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4.3.1 EMPENNAGE
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Change:
7. Static ports and skin inspection CHECKED (2)
(2)
NOTES: Visually inspect the static port plates and an area 18” fwd, 6” aft, 8” above,
6”below the plates (static port RVSM critical area). No paint ridges or flanking
shall be allowed near the static port plate. Verify that there is no corrosion,
elongation, deformation of the static port areas and ensure that no foreign
matter is found within the static port orifice.

9-4-6 6 of 7 Revision 1: May 28, 2009
SECTION 9
PC-
4.12 CRUISE
In addition to the normal cruise procedures in the basic approved AFM, also add the following:
CRUISE WITHIN RVSM AIRSPACE

(3)
1. Cross-check altimeters ............................................ maximum differences 200 ft
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(4)
2. Altimeters ............................................................... Record indicated altitudes
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(5)
3. Autopilot / Altitude Hold .......................................... Verify altitude hold within ±65 ft
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(3)
NOTES: Ensure matched altimeter baro-settings (STD).
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(4)
Record pilot, co-pilot and ESIS readings in the flight plan master log upon
entering RVSM airspace and each hour thereafter while in RVSM airspace for
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contingency situations.
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(5)
The flight director couple select switch (L/R) ensures that the autopilot and
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transponder are coupled to the same ADAHRS channel.
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SECTION 5 PERFORMANCE
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No change.
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SECTION 6 WEIGHT AND BALANCE
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No change.
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SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION
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No change.
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SECTION 8 HANDLING, SERVICING, AND MAINTENANCE
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No change.
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SECTION 9 SUPPLEMENTS
No change.
SECTION 10 SAFETY AND OPERATIONAL TIPS
No change.

Revision 1: May 28, 2009 7 of 7 9-4-7
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SECTION 9

AND
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SUPPLEMENT NO. 5
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FOR AIRCRAFT WITH
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LOCALIZER PERFORMANCE WITH VERTICAL (LPV)
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GUIDANCE APPROACH CAPABILITY
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12/47E with LPV Approach capability. The information contained herein
supplements or supersedes the information in the basic Pilot's Operating
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Handbook and EASA Approved Airplane Flight Manual only in those

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areas listed. For limitations, procedures and performance information not

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contained in this supplement, consult the basic Pilot's Operating

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Handbook and EASA Approved Airplane Flight Manual.

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Approved by:
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EASA.0010004233-001
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Date of Approval:
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27 July 2010
Issued: 31 August 2009 EASA Approved Report No: 02277

Revision 1: Jun 30, 2010 1 of 10 9-5-1
SECTION 9
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INTENTIONALLY LEFT BLANK
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Report No: 02277 EASA Approved Issued: 31 August 2009

9-5-2 2 of 10 Revision 2 Jul 30, 2011
SECTION 9

Page No Rev No. Page No. Rev No.
9-5-1 Title 1 9-5-7 3

9-5-2 2 9-5-8 2
9-5-3 LOEP-1 3 9-5-9 2
9-5-4 LOEP-2 2 9-5-10 2
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9-5-5 LOR-1 3
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9-5-6 LOR-2 2
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Revision 3: 28 June, 2013 3 of 10 9-5-3
SECTION 9
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9-5-4 4 of 10 Revision 2 Jul 30, 2011
SECTION 9
LOG OF REVISIONS
Revision Page
and Date
1 Complete Supplement re-issued.
30 Jun, 2010 FOCA signature date:
27 July 2010
LY
2 9-5-3 LOEP issued.
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30 Jul, 2011 9-5-5 LOR issued.
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9-5-7 Post SB 34-032 added.
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Mode 5 alert sentence added.
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EGNOS limitations added.
9-5-8 thru 10 Page run-on.
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Approved by EASA under Project No. 0010010689-00001:
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EASA signature date. 23 Sep 2011
3 9-5-3 LOEP issued.
28 Jun 2013 9-5-5 LOR issued.
N
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9-5-7 Reference to EASA AMC 20-28 added.
AT
13246
The Revision number 3 to the AFM Supplement No. 5 is
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Approved under the authority of DOA ref. EASA.21J.357.

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Approval date: 08.07.2013.

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Revision 3: 28 June, 2013 5 of 10 9-5-5
SECTION 9
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9-5-6 6 of 10 Revision 2 Jul 30, 2011
SECTION 9
This supplement provides the information necessary to operate the PC-12-47E aircraft
with GPS WAAS/LPV Functionality factory option installed.
Aircraft MSN 545 and 1001 – 1230 post SB 34-026 or post SB 34-032 or MSN 1230
onwards are equipped with the SBAS capable GNSSU KGS200 (TSO-C145c Beta
3/TSO-C146c Delta 4)
LY
Or MSN 545 and 1001 – 1180 post SB 34-020 are equipped with the SBAS capable
GNSSU HG2021 (TSO-C145b Beta 3/TSO-C146b Delta 4)
N
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Or MSN 1181 – 1230 with Factory Option CMC GPS Receiver are equipped with the
S
SBAS capable GNSSU HG2021 (TSO-C145b Beta 3/TSO-C146b Delta 4)
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The installed SBAS GNSSU and Honeywell PRIMUS APEX avionics suite complies with
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FAA AC 20-138A and EASA AMC 20-28 for navigation using GPS with WAAS or
EGNOS (within the coverage of a Satellite-Based Augmentation System complying with
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ICAO Annex 10) for en route, terminal area, non-precision approach operations
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(including “GPS”, “or GPS”, and “RNAV” approaches), approach procedures with vertical
guidance (including “LNAV/VNAV” and “LPV”). The Primus APEX Suite complies with
AC20-129 for Baro VNAV.
N
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For aircraft with TAWS Class A (EGPWS) installed, mode 5 alert “below glideslope” is
AT
not provided for LPV approaches.

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For all aircraft the SBAS capable GNSSU and Primus APEX Build 6 or higher must be
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installed.
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For all aircraft the relevant Primus Apex option SBAS function has to be activated in the
APM options file.
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A valid and compatible database must be installed and contain current data.
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For autopilot coupled LPV approaches the autopilot must be disengaged below 200ft
AGL.
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If NAV preview is selected LPV approach will not be available. Use of NAV preview
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functionality will cause an amber LPV UNVL message to be displayed.

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Maximum approved glidepath angle for coupled LPV approaches is 4°.

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GNSSU HG2021 is not approved for LPV approaches with EGNOS, refer to Section 1
for affected Aircraft MSN.
Additional limitations for operation within EGNOS coverage area:
- For EGNOS LPV approaches with TAWS Class A installed, the TAWS Class A
must be operational. The aircraft is certified down to a Decision Height of
250ft. Refer to published approach procedure for applicable Decision Height in
use.
- When an alternate airport is required by the applicable operational rules, it
must be served by an approach based on other than GPS navigation.

Revision 3: 28 June, 2013 7 of 10 9-5-7
SECTION 9
No Change
ABNORMAL PROCEDURES
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1. If PRIMUS APEX avionics suite GPS navigation information is not available or
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invalid, utilize remaining operational navigation equipment as appropriate.
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S
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2. Degradation of Approach Capability (amber LPV UNVL message) in the terminal or
initial approach phase of flight (prior to FAF). Descent to LPV minima is not allowed.
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- On STAR/Landing page (RNAV tab) select LNAV/(VNAV) minima.
- Brief new LNAV or LNAV/VNAV approach (or different approach type), as
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applicable
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- Set minimum accordingly
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3. Degradation of Approach Capability (amber LPV UNVL message) on the final
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approach segment (after FAF). Descent to LPV minima is not allowed. Vertical
AT
guidance information is not provided.

- If runway threshold is visible continue approach by applying visual flight rules.
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- If runway threshold is not visible proceed as follows:

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- Descent to LNAV minimum is allowed if DGRD message is not displayed

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- If below LNAV minimum, initiate a Go-Around and follow published

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standard missed approach procedure as long as DGRD message is not

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displayed. If DGRD message is displayed, avoid obstacles with remaining

operational navigation equipment as applicable.
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4. Predicted Degradation of Approach capability (PREDICT LPV UNAVAIL message on

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AN
the INAV). The predicted performance of the navigation system is not sufficient to
continue approach to LPV minimum.
- Select other approach or continue with LPV approach
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- If LPV approach is continued then monitor the LPV status indication. Revert to
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applicable procedures in case the “LPV UNVL” message is displayed.

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9-5-8 8 of 10 Revision 2 Jul 30, 2011
SECTION 9
1. DETAILED OPERATING PROCEDURES
Normal operating procedures are described in the PRIMUS APEX Integrated Avionics
System for the PC-12E Pilot’s Guide, P/N D200701000011-REV 2, or later appropriate
revision.
LY
2. OPERATING PROCEDURES FOR APPROACH TO LPV MINIMUM
N
O
- Retrieve approach chart for the RNAV approach
S
- Select RNAV approach on the STAR/Landing FMW page
SE
- Select LPV minimum in the RNAV minimum field
PO
- Compare FMS Flightplan to approach charts (Approach name, Waypoints, Altitudes,
Missed Approach)
R
NOTE
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If INAV message “FMS-LPV miscompare” is displayed
N
reloading of the approach is required
IO
- Set Minimums for the selected approach
AT
- Verify FMS is selected as Primary NAV source

IZ
- Verify NAV preview is deselected

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- If terminal area is entered, a white LPV status indicator will appear on PFD
IA
- If the FAF is the active waypoint or the present position is within 5 nm from the FAF,
the vertical deviation pointer (right hand side of the vertical deviation scale) will be
IL
displayed as hollow or a solid pointer (Refer to Section 7 for System Description).

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- Arm the approach mode by pressing the APR button on the Flight Guidance Panel
FA
as required.
D
NOTE
AN
The autopilot lateral approach mode (NAV) must be

AL
captured before the vertical approach mode (VGP).

ER
- Intercept Final Approach Course

EN
- Capture LPV approach using the lateral and vertical deviation pointers. The LPV
status indicator will flash for 5 seconds and turn green.
G
R
NOTE
FO
LPV can be captured within 2 nm miles from the FAF.

Green APR indication will be displayed on the HSI.
- Verify NAV and VGP are the active autopilot modes (if required)
- Continue approach to LPV minimum by using lateral and vertical deviations pointers
- Monitor the LPV status indicator
- Disengage autopilot below 200ft

Revision 2 Jul 30, 2011 9 of 10 9-5-9
SECTION 9
3. FLIGHT DIRECTOR/AUTOPILOT COUPLED OPERATION
The LPV approach mode can be armed via the APR button on the Flight Guidance Panel
as soon as the vertical deviation pointer “LPV” is displayed on the PFD. The autopilot
approach modes are displayed as NAV (lateral) and VGP (vertical).
SECTION 5 PERFORMANCE
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No change.
N
SECTION 6 WEIGHT AND BALANCE
O
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No change.
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SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION
PO
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Refer to the POH Section 7 LPV Approach section for a system description and pilot’s
PU
display.
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9-5-10 10 of 10 Revision 2 Jul 30, 2011
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SECTION 9
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Report No: 02277 EASA Approved Issued: 1 September, 2009

9-6-2 Revision 1: September 01, 2014
SECTION 9

9-6-1 0
9-6-2 thru 9-6-24 1
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Issued: 1 September, 2009 Report No: 02277

Revision 1: September 01, 2014 9-6-3
SECTION 9
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Report No: 02277 Issued: 1 September, 2009

SECTION 9


ISSUE BY
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SECTION 9
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SECTION 9
LOG OF REVISIONS
Revision Page
14445
and Date
1 9-6-2 thru 9-6-24 Alternate placards added. Structure completely revised.

01.09.2014 New LOEP, LOTR and LOR. Editorial and layout
LY
changes.
N
O
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The Revision Number 1 to AFM Supplement No. 6 is
SE
approved under the authority of DOA ref.
EASA.21J.357.
PO
Approval Date: 23. September 2014
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SECTION 9
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SECTION 9
the Republic of Argentina.
LY
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SECTION 9
On airplanes registered in the Republic of Argentina, the necessary equipment for the
different kinds of operations must comply with the applicable Argentinean Regulations.
GLOBAL POSITIONING SYSTEM
LY
The pilot is not authorized to use the Global Positioning System (GPS) for precision
approach and landing.
N
O
S
EMERGENCY LOCATOR TRANSMITTER
SE
The Emergency Locator Transmitter (ELT) must comply with RAAC 91.207.
PO
R
EXTERNAL PLACARDS
PU
On exterior of cabin door:
N
IO
AT
TIRE DE LA MANIJA
Y GIRE PARA ABRIR
IZ
R
NO ABRIR LA PUERTA
IA
CON EL MOTOR EN MARCHA

IL
EXCEPTO EN EMERGENCIA
M
FA
ABRIR
D
AN
On exterior of cargo door:

AL
ER
PRESIONE AQUI PARA ABRIR

TIRE DE LA MANIJA Y
EN
TIRE DE LA PUERTA HACIA AFUERA

G
NO ABRIR LA PUERTA
R

FO
TIRAR PARA ABRIR

SECTION 9
On exterior of emergency exit:
SALIDA DE EMERGENCIA
EMPUJE
LY
EMPUJE HACIA ADENTRO
N
DESPUES DE SOLTAR
O
S
Near the static ports:
SE
PO
PRESION ESTATICA
R
MANTENER LIMPIO
PU
N
On each side of the rudder: IO
AT
NO EMPUJAR
IZ
R
IA
Inside the left engine cowling:

IL
M
FA
ACEITE PARA TURBINA

ACEITES ACEPTABLES VER P+W SB 14001
D
CAPACIDAD TOTAL DEL SISTEMA

AN
14.5 QRT 13.5 LTR

AL
ER
TIPO DE ACEITE DE MOTOR UTILIZADO,

EN
-----------------------------------------------------------
NO MEZCLAR DISTINTOS TIPOS DE ACEITE
G
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Issued: 1 September, 2009 EASA Approved Report No: 02277

SECTION 9
On the nose landing gear:
TIERRA
A//C GND
LY
N
O
S
SE
DO NOT TURN BEYOND RED MARKS
NO GIRAR MAS ALLA DE LAS MARCAS ROJAS
PO
R
Near the fuel filler each side:
PU
N
PUNTO DE CONEXION PARA IO
RECARGA DE COMBUSTIBLE
AT
IZ
COMBUSTIBLE:
R
ASTM-D-1655 JET A, JET A-1 Y JET B

IA
(ESPECIFICACION CPW 204)

IL
CAPACIDAD TOTAL
M
770 LTS 203 US GAL

FA
CAPACIDAD UTILIZABLE
761 LTS 201 US GAL
D
USAR ADITIVO ANTI-HIELO

AN
CONFORME A MIL-I-27686
AL
On the top surface of each aileron and three places on the top surface of each flap:
ER
EN
NO EMPUJAR
G
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On the main landing gear doors:
PRESION DE NEUMATICO 60 PSI

SECTION 9
On the nose landing gear doors:
PRESION DE NEUMATICO 60 PSI
Near the external power connector:
28 VDC
LY
TOMA EXTERNA
N
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SECTION 9
CABIN PLACARDS
The following placards are installed in all aircraft.
On interior of cabin door:
SALIDA/EXIT
LY
NO UTILIZAR EN VUELO
DO NOT OPERATE IN FLIGHT
N
O
S
SE
NO ABRIR LA PUERTA CON EL MOTOR
EN MARCHA EXCEPTO EN EMERGENCIA
PO
DO NOT OPEN DOOR WHEN ENGINE CERRADO
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IS RUNNING UNLESS IN EMERGENCY CLOSED
PU
N
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SOLO UNA PERSONA A LA VEZ
EN LAS ESCALERAS
AT
ONLY ONE PERSON ON STAIRS

IZ
AT ANY TIME
R
IA
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PARA ABRIR LEVANTAR EL ABIERTO

FA
CERROJO Y ROTAR LA MANIJA OPEN

TO OPEN LIFT LATCH
D
ROTATE HANDLE
AN
AL
ER
PRESIONE BOTON PARA LUZ DE CABINA

PUSH BUTTON FOR COCKPIT DOME LIGHT
EN
G
On interior of emergency exit:

R
FO
SALIDA / EXIT
On interior emergency exit handle:
TIRE / PULL

SECTION 9
On interior cargo door handle cover:
NO QUITAR LA CUBIERTA EN VUELO

DO NOT REMOVE COVER IN FLIGHT
On interior
cargo door
LY
handle:
LEVANTAR LA PALANCA DE TRABA, TIRAR DE LA
N
O
MANIJA Y EMPUJAR LA PUERTA HACIA AFUERA
LIFT LOCKING LEVER AND PULL HANDLE PUSH DOOR OUT
S
SE
PO
R
On interior of cargo door:
PU
N
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DO NOT OPEN DOOR WHEN ENGINE
AT
IS RUNNING UNLESS IN EMERGENCY

IZ
R
On the forward and rear cargo door frame:

IA
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MAXIMO PESO DE CARGA = 1500 kg / 3300 lb

M
FA
Carga Maxima Sobre Carga Maxima Sobre

Rieles de Asientos Los Paneles De Piso
D
2 2
AN
1000 kg/m 600 kg/m

2 2
205 lb/ft 125 lb/ft
AL
ER
LA CARGA NO DEBE OBSTRUIR EL ACCESO

A LA PUERTA DE CABINA Y
EN
G
On lower cargo door frame:

R
FO
INSTALAR EL SOPORTE DE COLA

ANTES DE CARGAR EL AVION
INSTALL TAIL SUPPORT STAND

BEFORE LOADING CARGO

SECTION 9
On cabin to baggage area step:
MANTENGA LIBRE LA REJILLA

KEEP GRILL CLEAR
Below the Baggage light switch:
LY
N
LUZ DE
O
CARGA
S
CARGO LIGHT
SE
PO
Above the baggage area:
R
PU
MAXIMA CARGA DE EQUIPAJE = 265 lb / 120 kg
MAX BAGGAGE LOAD = 265 lb / 120 kg
N
IO
or
AT
IZ

R

IA
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M
Above the baggage area with large baggage net installed:

FA

D
AN
(SOLO SI LA RED DE EQUIPAJE 525.25.12.026 ESTA INSTALADA)

(ONLY IF BAGGAGE NET 525.25.12.026 IS INSTALLED)
AL
ER
On the rear of the left cockpit bulkhead:

EN
EL BOTIQUIN DE PRIMEROS AUXILIOS ESTA UBICADO

G
EN LA CABINA, DETRÁS DEL ASIENTO DEL PILOTO

R
FIRST AID KIT LOCATED ON COCKPIT SIDE

FO
L.H. BULKHEAD BEHIND PILOT SEAT
EL EXTINTOR DE INCENDIOS
ESTA UBICADO EN LA CABINA,
DETRAS DEL ASIENTO DEL COPILOTO
FIRE EXTINQUISHER LOCATED
ON COCKPIT SIDE R.H.BULK-
HEAD BEHIND CO-PILOT SEAT

SECTION 9
LY
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SECTION 9
6 SEAT CORPORATE COMMUTER INTERIOR AND A THREE SEAT BENCH (Interior

Code STD-6S-3B)
The cabin placards, the 9 seat corporate commuter placards and the following
replacement/additional placards are required for this interior.
On the rear of seats 5 and 6:
LY
N
MASCARA DE OXIGENO DEBAJO DE SU ASIENTO
O
OXYGEN MASK LOCATED UNDER YOUR SEAT
S
SE
On the rear of seat 5:
PO
R
PU
EL ASIENTO IZQUIERDO DEBE ESTAR TOTALMENTE
PLEGADO HACIA ATRAS DURANTE TODO EL VUELO
N
LEFT PART OF BENCH SEAT MUST BE IO
FULLY AFT DURING THE ENTIRE FLIGHT
AT
On the left side of the bench seat:

IZ
R
IA

IL

M
LEFT PART OF BENCH SEAT MUST BE

FA

D
AN
When the large baggage net is installed:

AL
ER

EN

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SECTION 9
6 SEAT EXECUTIVE INTERIOR (Interior Code EX-6S-2)
The cabin placards plus the following are those required for this interior.
Above the baggage area coat rail:
MAX PESO A COLGAR 11 lb / 5 kg

MAX COAT RAIL LOAD 11 lb / 5 kg
LY
N
O
S
SE
PO
R
On the forward left stowage unit:
PU
On the upper drawer
N
IO
AT
PESO LIMITE
WEIGHT LIMIT 10 lb / 4,5 kg
IZ
R
IA
On the lower drawer

IL
M
PESO LIMITE
FA

D
AN
On the forward right stowage unit:

AL
On the upper drawer

ER
EN
PESO LIMITE
G
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On the lower drawer
PESO LIMITE

SECTION 9
On each oxygen mask pocket:
MASCARA DE OXIGENO EN EL INTERIOR

OXYGEN MASK INSIDE
On the armrest near each passenger oxygen mask:
LY
N
TIRE DE LA CINTA PARA TIRE DE LA CINTA PARA
O
LA MASCARA DE OXIGENO or LA MASCARA DE OXIGENO
S
PULL TAPE FOR PULL TAPE FOR
SE
OXYGEN MASK OXYGEN MASK
PO
Near each Executive seat:
R
PARA DESPEGUE Y ATERRIZAJE
PU
- EL RESPALDO DEL ASIENTO DEBE
ESTAR COMPLETAMENTE VERTICAL
MOVER EL ASIENTO HASTA EL TOPE N
IO
TRASERO Y HASTA EL TOPE PARED
AT
- AJUSTAR EL REPOSACABEZAS
IZ
- AJUSTAR EL CINTURON DE
SEGURIDAD Y EL ARNES
R
IA
- PLEGAR Y ASEGURAR LA MESA

IL
FOR TAKEOFF AND LANDING

M
- SEAT MUST BE FULLY UPRIGHT

FA
FULLY TO THE REAR OF CABIN

AND FULLY OUTBOARD
D
- ADJUST HEADREST TO SUPPORT HEAD

AN
- FASTEN SEAT LAP AND SHOULDER BELT

- TABLE MUST BE STOWED
AL
ER
EN
Near each ashtray:

G
NO FUMAR MIENTRAS SE USE OXIGENO

R
FO
DO NOT SMOKE WHILE OXYGEN IN USE

SECTION 9
4 SEAT EXECUTIVE AND 4 SEAT CORPORATE COMMUTER

(Interior code EX-4S-STD-4S)
The cabin placards, the 6 seat executive and the following placard is required for this
interior:
On the armrest near Passenger Oxygen Mask for seats 7 and 8:
LY
N
O
LA MASCARA DE OXIGENO LA MASCARA DE OXIGENO
or
S
SE
PO
R
TOILET PLACARDS
PU
The toilet placards are installed in all executive interiors.
N
IO
On the toilet door #1:
AT
IZ
NO FUMAR
R
EN EL LAVABO
IA
NO SMOKING
IL
IN LAVATORY
M
FA
D
NO OCUPAR EL LAVABO DURANTE

AN
DESPEGUE / ATERRIZAJE Y TURBULENCIA

TOILET COMPARTMENT NOT TO BE OCCUPIED DURING
AL
TAKEOFF / LANDING AND TURBULENCE

ER
EN
G
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PARA CERRAR
FO
TIRE AQUI
TO CLOSE
PULL HERE

SECTION 9
PARA CERRAR
TIRE AQUI
TO CLOSE
LY
PULL HERE
N
O
S
SE
Near the toilet seat:
PO
R
PRESIONE PARA
PU
VACIAR LA CISTERNA
PUSH TO FLUSH
N
IO
On the oxygen mask box:
AT
IZ
LUZ DEL LAVABO

R
LAVATORY LIGHT
IA
IL
M

FA
OXYGEN MASK INSIDE

D
AN
Below the oxygen mask box:

AL
TIRE DE LA CINTA PARA

ER
LA MASCARA DE OXIGENO
PULL TAPE FOR OXYGEN MASK
EN
G
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SECTION 9
LY
N
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SECTION 9
On left side of the bench seat:

LY
N
O
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SE
PO
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PU
N
IO
AT
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IA
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M
FA
D
AN
AL
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EN
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FO
R
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EN
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D
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AT
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N
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SE
S
O
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LY
SECTION 9
SUPPLEMENT 7 PC-
PC-12
This supplement provides the information necessary to operate the PC-12 Series of aircraft in
the PRC.
LY
FUEL
N
O
S
SE
RP-3
PO
R
EXTERNAL PLACARDS
PU
The following placards are required to be in the Chinese language.
N
O
On the passenger/crew door:
I
AT
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R
IA
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M
FA
D
AN
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Report No: 02277 EASA Approved Issued: November 5, 2009

9-7-2 2 of 6
SECTION 9
PC-
PC-12 SUPPLEMENT 7
LY
N
O
On the emergency exit door:
S
SE
PO
R
PU
N
IO
AT
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R
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FA
D
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Issued: November 5, 2009 EASA Approved Report No: 02277

3 of 6 9-7-3
SECTION 9
SUPPLEMENT 7 PC-
PC-12
On the cargo door:
LY
N
O
S
SE
PO
R
PU
N
IO
AT
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R
IA
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M
INTERNAL PLACARDS
FA
On the passenger/crew door:

D
AN
AL
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EN
G
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9-7-4 4 of 6
SECTION 9
PC-
PC-12 SUPPLEMENT 7
LY
N
O
S
SE
PO
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PU
N
IO
AT
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IA
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M
FA
On the emergency exit door:
D
AN
AL
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EN
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Issued: November 5, 2009 EASA Approved Report No: 02277

5 of 6 9-7-5
SECTION 9
SUPPLEMENT 7 PC-
PC-12
On the cargo door
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9-7-6 6 of 6
SECTION 9

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SUPPLEMENT NO. 8
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FOR
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STEEP APPROACH LANDINGS
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This supplement must be attached to the Pilot's Operating Handbook and
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EASA Approved Airplane Flight Manual when performing steep approach
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landings. The information contained herein supplements or supersedes
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the information in the basic Pilot's Operating Handbook and EASA

Approved Airplane Flight Manual only in those areas listed. For limitations,
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procedures and performance information not contained in this

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supplement, consult the basic Pilot's Operating Handbook and EASA

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Approved Airplane Flight Manual.

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Approved by:
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Ref – EASA.A.C.0010004234
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Date of Approval: 10 Jun 2011

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Issued: Jun 10, 2011 EASA Approved Report No: 02277

9-8-1
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Report No: 02277 EASA Approved Issued: Jun 10, 2011

9-8-2 Revision 1: Dec 20, 2011
SECTION 9

9-8-1 Title N/A 9-8-8 1

9-8-3 LOEP 1 9-8-9 1
9-8-4 1 9-8-10 1
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9-8-5 LOTR 1 9-8-11 1
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9-8-6 1 9-8-12 1
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9-8-7 LOR 1
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Revision 1: Dec 20, 2011 9-8-3
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9-8-4 Revision 1: Dec 20, 2011
SECTION 9

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Issued: Dec 20, 2011 EASA Approved Report No: 02277

Revision 1: Dec 20, 2011 9-8-5
SECTION 9
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Report No: 02277 EASA Approved Issued: Dec 20, 2011

9-8-6 Revision 1: Dec 20, 2011
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SECTION 9
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9-8-8 Revision 1: Dec 20, 2011
SECTION 9
SECTION 1 - GENERAL
This supplement supplies the information necessary for the operation of the airplane when
performing steep instrument approaches using an approved flight path reference system:
 Steep approaches flown manually using raw data vertical guidance provided by
ILS, LPV or FMS
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 Steep approaches coupled to autopilot/flight director if following FMS vertical
guidance (VNAV)
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 Aircraft with Primus APEX Build 8 – Optional steep approaches coupled to
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autopilot/flight director if following ILS glideslope or FMS Vertical Guidance
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(VNAV).
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STEEP APPROACH
NOTE: This Supplement does not guarantee operational approval to conduct
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steep approaches. It is the responsibility of the operator to apply for
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operational approval with the local authorities.
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Steep approaches greater than 8° are not approved.

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Aircraft with Primus APEX Build 7 -The use of coupled autopilot / Flight Director for ILS
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or LPV approaches greater than 4° is not allowed.

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Aircraft with Primus APEX Build 8 and higher – The optional Steep Approach selection
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ENABLE softkey on the avionics window FCS tab must be enabled for ILS approaches
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greater than 4°.

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For steep approaches with autopilot coupled to FMS vertical guidance (VNAV) the
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autopilot must be disengaged below 400 ft AGL.

For optional steep approaches with autopilot coupled to ILS glideslope the autopilot must
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be disengaged below 200 ft AGL.

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Steep approaches with tail winds greater than 5 kts are not permitted.
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Steep approaches in icing conditions or with any visible ice accretion on the airframe are
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not permitted.
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SECTION 3 - EMERGENCY PROCEDURES
No change.

Revision 1: Dec 20, 2011 9-8-9
SECTION 9
4.13 DESCENT
For a steep approach extend the landing gear and set the flaps to 40° prior to intercepting
the glide scope. Maintain the flaps at 40° until landing.
Aircraft with Primus APEX Build 8 and higher – For optional steep ILS approaches
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activate the Steep Approach ENABLE softkey on the avionics window FCS tab before
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capturing the ILS glideslope.
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WEATHER MINIMA
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When intending to carry out a steep approach and landing based on visual references, it is
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recommended that the visual element of the approach be commenced not below the
approved circling minima for the runway and approach in use at the time, or 500ft AGL,
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whichever is greater. When flying with reference to flight deck instruments (IMC/IFR), the
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appropriate minima for the instrument approach procedure being flown should of course
be used in accordance with IFR regulations.
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SECTION 7 DESCRIPTION
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GENERAL
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APEX Build 8 provides an additional set of GS gains which are optimized for ILS
approaches with angle steeper than 4°. The Steep Approach gains can be selected on the
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Avionics FCS tab as shown below.

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9-8-10 Revision 1: Dec 20, 2011
SECTION 9
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Figure 9-8-1 Avionics FCS Tab
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If TAWS Class A is installed, selecting/deselecting Steep Approach gains on the avionics

FCS tab automatically selects/deselects “Steep Appr” option on the TAWS tab, and vice
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versa. TAWS class B does not provide selection of “Steep Appr” option on TAWS tab.
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When the steep approach is selected and AFCS GS mode is active or armed then
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“STEEP” annunciation is shown on PFD, as shown below.

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Figure 9-8-2 Steep Annunciation

Revision 1: Dec 20, 2011 9-8-11
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9-8-12 Revision 1: Dec 20, 2011
SECTION 9

AND
FOCA APPROVED AIRPLANE FLIGHT MANUAL
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SUPPLEMENT NO. 9
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FOR
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COUPLED VNAV FUNCTIONALITY
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12/47E with Coupled VNAV functionality. The information contained
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herein supplements or supersedes the information in the basic Pilot's
Operating Handbook and EASA Approved Airplane Flight Manual only in
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those areas listed. For limitations, procedures and performance

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information not contained in this supplement, consult the basic Pilot's

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Operating Handbook and EASA Approved Airplane Flight Manual.

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Approved by:
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Ref – EASA.A.C.0060001309-001
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Date of Approval: 17 Dec 2010

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9-09-1
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9-09-2 Revision 1: Dec 20, 2011
SECTION 9

Page No Rev No.
9-09-1 Title N/A

9-09-3 LOEP 1
9-09-4 1
9-09-5 LOTR 1
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9-09-10 1
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9-09-13 1
9-09-14 1
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Revision 1: Dec 20, 2011 9-09-3
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9-09-4 Revision 1: Dec 20, 2011
SECTION 9


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Revision 1: Dec 20, 2011 9-09-5
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9-09-6 Revision 1: Dec 20, 2011
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9-09-8 Revision 1: Dec 20, 2011
SECTION 9
This supplement provides the information necessary to operate the PC-12-47E aircraft
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Aircraft with Primus APEX Build 7 - During coupled VNAV descent operations, if the
active vertical mode is VSEL (or becomes VSEL), changing the altitude pre-selector
N
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should cause the VSEL mode to transition back to VPTH or VSPD. If this does not occur,
the pilot should be aware that the autopilot could cause rapid altitude capture and the
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pilot should disconnect the autopilot and stabilize the aircraft. Movement of the altitude
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pre-selector while the active vertical mode is VSEL should be carefully monitored.
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Aircraft with Primus APEX Build 7 - Do not use VSPD mode with the pre-selected
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altitude (PSA) set at current aircraft altitude, because the aircraft would maintain PSA
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and may deviate from the target speed with VSPD mode annunciated as active in the
FMA. In case of total loss of engine power (NG below 60%), the system will ignore the
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PSA and descend at the target speed. IO
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SECTION 5 – PERFORMANCE
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No change.
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SECTION 6 – WEIGHT AND BALANCE

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No change.

Revision 1: Dec 20, 2011 9-09-9
SECTION 9
SECTION 7 – AIRPLANE AND SYSTEMS DESCRIPTION
SECTION 7-38 COUPLED VNAV (OPTIONAL)
DESCRIPTION
The FMS is capable of generating a vertical flight profile by using altitude and angle
constraints from the flight plan waypoints. The waypoint constraints used by the FMS for
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both climb and descent, may come from the Navigation Database via terminal
procedures or may be entered by the crew. The VNAV function will ensure compliance
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with the pre-selected altitude (PSA) or the FMS altitude constraints whichever target is
closer to the actual altitude.
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The FMS calculates the path deviation by using barometric altitude signal from the
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ADAHRS.
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Flight Guidance Panel (FGP) with additional “VNAV” button and Primus Apex Build 7 or
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higher software is required to activate the coupled VNAV.
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The vertical profile calculated by the FMS can be displayed on the Vertical Situational
Display (VSD). After changes to the vertical flight profile it can take up to 10 seconds to
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re-compute the VSD.

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Refer to Honeywell APEX Pilots Guide for more information on coupled VNAV.
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VNAV MODES
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The FMS supports four vertical modes:

 VNAV Speed (VSPD): The FMS provides guidance for the flight director to
D
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climb or descend at the speed target while meeting the altitude constraints and
complying with the altitude pre-selector. This mode is mainly used for climb
and descent. The system will deviate from the speed target in order to meet
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the altitude constraints and the altitude pre-selector. In case of total loss of
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engine power (Ng below 60%) the system will ignore the PSA and descend at
the target speed.
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 VNAV Altitude Select Capture (VSEL): VSEL is active whenever the aircraft
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is capturing FMS or PSA altitude and VNAV is active.

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 VNAV Altitude Hold (VALT): VALT is used for holding an altitude as

computed by the FMS or by the pre-selected altitude (PSA). The autopilot
automatically transitions from VALT to VSPD or VPTH mode when an altitude
constraint is passed, next altitude constraint is at different altitude and PSA
allows a flight level change.
 VNAV Path (VPTH): VPATH mode is a descent mode used by the FMS to
guide the aircraft along a geo-referenced path.

9-09-10 Revision 1: Dec 20, 2011
SECTION 9
PILOTS DISPLAY
With coupled VNAV active, the following information is displayed on the PFD:
 Vertical Deviation Pointer: Represents the FMS VNAV descent profile
deviation.
 FMS Altitude and Target Bug and digital Readout: Provides information for
the next altitude constraint defined in the flight plan and is displayed as long as
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the FMS is selected as the primary navigation source.
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 VNAV Modes: VNAV autopilot armed and active modes (VSPD, VSEL, VALT
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and VPTH).
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 Vertical Tracks Alert: Warns the pilot of an impending vertical-mode or
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vertical-track change by VNAV (e.g. before crossing a climb / descent
constraint that does not equal the altitude pre-selector).
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Pre-selected
altitude
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VNAV Altitude readout
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target digital
readout
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VNAV
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Altitude
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target bug
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Vertical
Deviation VTA
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Display indication
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Pre-selected
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altitude target
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bug
VNAV – Example Indications
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Revision 1: Dec 20, 2011 9-09-11
SECTION 9
VERTICAL DEVIATION DISPLAY
The vertical deviation information is displayed on the right side of the Attitude Director
Indicator (ADI) sphere next to the altitude tape. The vertical deviation display provides
the pre-approach and approach path guidance. Approach path guidance is described in
section 7-38-3 of the POH
VNAV PRE-APPROACH PATH GUIDANCE
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VNAV pre-approach path deviation will be indicated on the left side of the vertical
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deviation scale as a solid pointer as shown below. The so called VNAV pre-approach
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pointer is not labelled as it always represents the barometric VNAV pointer driven by
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FMS and it is always on the left of the vertical scale. If an IFR approach procedure is
available and loaded into the FMS the pre approach pointer will be removed when the
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system is transitioning to GS, LPV of VGP for final approach guidance. The FMS is able
to guide the aircraft on the pre-approach vertical path by using the VPTH mode on a
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continuous descent profile from TOD down to a runway threshold for a visual approach
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supplementary guidance.
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FMS VNAV Pre-Approach Pointer

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ALTITUDE PRE-SELECTOR
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The altitude pre-selector is displayed as PSA altitude bug and a PSA digital readout. The
pilot selects ATC assigned altitudes using the PSA knob to ensure that the aircraft will
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not fly through a clearance limit. VNAV uses the altitude pre-selector to compute altitude
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targets as well as a variety of other calculations.
In all VNAV modes (except VGP or if engine out condition exists) the FMS will not
command the aircraft to move away from the pre-selected altitude. This gives the pilot a
means to control the aircraft movement and to confirm the climb / descent commands of
the VNAV functionality.

9-09-12 Revision 1: Dec 20, 2011
SECTION 9
VERTICAL TRACK ALERT
The FMS will output a Vertical Track Alert (VTA) message to warn the pilot of an
impending vertical mode or vertical track change. The VTA annunciation will be
displayed in white with a semi-transparent background above the vertical deviation
display. Conditions causing a display of VTA include the following:
 Before crossing a climb/descent constraint that does not equal the altitude pre-
selector.
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 Before TOD while in VALT.
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 Before resumption of climb after a constraint.
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 Prior to resuming descent after level-off at the speed/altitude limit or descent
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intermediate level segment
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 One minute prior to a TOD in VALT when in a holding pattern and Exit Hold
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has been selected
 In climb and holding one minute prior to a constrained Hold Fix and Exit Hold
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has been selected
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Revision 1: Dec 20, 2011 9-09-13
SECTION 9
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Flight Plan on Vertical Situation Display
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VNAV Operation Description
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Defining a lateral FMS flight plan entering origin and destination also automatically
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generates a vertical flight plan, when performance is initialized. Top of climb is calculated
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according the generic aircraft performance model based on set cruise altitude or PSA
whichever is higher. After takeoff when VNAV mode on the FGP is pressed, VSPD mode
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is automatically engaged setting the speed bug at the current climb speed. The speed
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target can be manually adjusted by the pilot using the up/down buttons on the FGP.
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Altitude constraints can be found in terminal procedures or can be defined by the pilot in
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the waypoints list cross dialogue box. During the VNAV climb in speed mode the system
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will comply with all restricting altitude constraints or the PSA, whichever target is closer
to the current altitude. If an FMS altitude constraint waypoint in climb is passed, the
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system will automatically switch back to VSPD mode to continue the climb, but the pilot
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has to change the speed target or power setting to initiate the climb.
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Keeping the VALT mode engaged in cruise will allow the aircraft to descend in VPTH
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mode once the TOD is reached and the PSA is set to a lower altitude. Typical descents
are flown in VPTH mode. However, intercepting a VPTH descent from above or below
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can also be made in VSPD mode. When VNAV is active, VSPD mode can be initiated for
climb or descent (to a maximum of 8° with Primus APEX Build 8) by pressing the SPD
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button.
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The default descent profile in VPTH mode is 3°, but can be modified by the pilot to a
maximum of 6° (to a maximum of 8° with Primus APEX Build 8). Coupled VPTH
continuous descents can be flown from TOD until 400ft AGL on a visual approach.
However from maximum 30 NM to the destination airport the approach path guidance is
typically transitioned to VGP, LPV or ILS using the FGP approach button. The vertical
direct to function can be used to define a direct vertical path from the present aircraft
altitude to the FAF altitude constraint for a coupled continuous descent approach passing
through several waypoints.

9-09-14 Revision 1: Dec 20, 2011
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9-10-2
SECTION 9

9-10-1 Title N/A

9-10-3 & 9-10-4 1
9-10-5 & 9-10-6 1
9-10-7 1
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9-10-8 0
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9-10-9 thru 9-10-12 1
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9-10-13 0
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9-10-14 thru 9-10-40 1
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SECTION 9


OF BY
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SECTION 9
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SECTION 9
LOG OF REVISIONS
Revision Page
and Date
1
01.09.2014 9-10-3 & LOEP updated to highlight pages at Revision 1. Editorial
9-10-4 change in footer.
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9-10-7 LOR issued at Revision 1.
14445
9-10-9 thru Extra details added to General description.
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9-10-12 Editorial changes.
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9-10-14 thru Addition of aircraft track to Synthetic Scenery description.
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9-10-40 Information added about synthetic view centering. Flight
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director modes description completely revised. Editorial
changes.
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approved under the authority of DOA ref. EASA.21J.357.
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Approval Date: 23. September 2014.
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9-10-8
SECTION 9
This supplement provides the necessary information to operate the PC-12/47E aircraft
with the optional SmartView - Synthetic Vision System (SVS) – and advanced flight path
symbology on the Primary Flight Display.
The overall intended function of SmartView (SV) is to enhance the situational and
terrain/obstacle awareness of the flight crew.
If selected ON, SmartView (SV) displays synthetic scenery on the pilot’s PFD and co-
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pilot’s PFD (if installed). The synthetic scenery shows a 3D image of the outside world
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similar to what the flight crew would see through the windshield in good weather
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conditions during daylight. The outside world view image includes runways and
obstacles and is orientated to aircraft track. Depending on drift corrections, the outside
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world view image may not correspond to the outside view as referenced to the aircraft
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longitudinal axis. North/South and East/West orientated grid lines and terrain tracing
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range rings on the synthetic scenery give a general sense of motion and altitude above
the ground. They also aid depth perception and terrain closure rate to the flight crew.
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The destination runway outline with extended runway centre line improves spatial
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orientation.
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Advanced flight path symbology decreases the pilot workload. This symbology includes
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a Flight Path Symbol (FPS) to easily and accurately fly at a specific flight path, a Flight
Path Director (FPD) which provides pitch and roll guidance cues with respect to the
AT
current flight path and an Acceleration Chevron which enables the pilot to make power
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adjustments to smoothly control the aircraft speed at a given flight path.

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Figure 9-10-1 shows an example of the PFD with SV OFF (left) and SV ON
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Figure 9-10-1 PFD with SV OFF (left) and SV ON (right)

SECTION 9
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SECTION 9
PRIMUS APEX - USE OF SMARTVIEW
SmartView (SV) does not provide the accuracy or reliability upon which the flight crew
can solely base decisions and/or plan maneuvers to avoid terrain or obstacles.
The use of SmartView (SV) alone for navigation is prohibited.
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The use of SmartView (SV) alone for obstacle and/or terrain avoidance is prohibited.
N
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The use of SmartView (SV) alone for aircraft control without reference to the APEX
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primary flight indications or Electronic Standby Instrument System (ESIS) is prohibited.
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No change.
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SECTION 3A – ABNORMAL PROCEDURES
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SECTION 3A.3 – SMARTVIEW
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IF SMARTVIEW INFORMATION IS INCONSISTENT WITH APEX PRIMARY FLIGHT

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INDICATIONS:
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1. Select PFD OVRLY menu

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2. Turn SV OFF by deselecting the checkmark “SVS ON”

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3. Verify SV is removed from the PFD

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4. Use APEX primary flight indications

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END
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IF APEX OPERATION IN REVERSIONARY MODE IS REQUIRED DUE TO A DU 1

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FAILURE:
EN
NOTE
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If APEX operation in reversionary mode (due to

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DU 1 or AGM failure), the PFD format reverts to

FO
SV off (blue over brown) and to the default flight

director cross pointer (X-Ptr). After
approximately 2.5 minutes the SV is displayed
automatically and the pilot can re-select the
preferred flight director mode on the FCS tab.
Example Indication: CAS caution Check DU 1.

Condition: Pilot PFD is blank or suspect.
1. Reversion Controller Set DU 1 control knob to OFF/REV

SECTION 9
2. Aircraft PPFD is shown on upper MFD

in SV off format (blue over brown)
and pitch based X-Ptr default flight
director is active
After 2.5 minutes:
3. Aircraft SV is automatically re-displayed
4. Pilot Re-select preferred flight director
mode on FCS Tab
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N
END
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Figure 9-10-2 shows the SmartView related status and failure indications on
S
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the SV status/failure field:
PO
SV Indication Description
R
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Position and altitude used to position the synthetic scenery meets
the integrity requirements. SV is selected ON and displayed.
N
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Position and altitude used to position the synthetic scenery meets
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the integrity requirements, but SV is not selected ON.

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SV is selected but not being displayed due to a too low refresh rate.
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SV is selected but not being displayed due to position/altitude

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failure.
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SV is being displayed but a position integrity error was detected.

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SV is selected but not being displayed due to the Flight Path

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Symbol (FPS) being invalid.

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SV is selected but not being displayed due to a terrain rendering

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failure.
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SV is selected but not being displayed because APEX has been

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switched to track mode (e.g. at high latitudes).

FO
SV is selected but not being displayed due to the PFD being

switched to composite mode.
Figure 9-10-2 SV Failure indications
NOTE
The SV related status and failure indications are for
information only. No pilot action is required.

SECTION 9

4.27 SV SELECTION AND BRIGHTNESS CONTROL
If installed, SV is automatically activated at start-up.

SV can be turned ON/OFF by selecting or deselecting the “SVS ON” checkbox
from the OVRLY menu, which is located just above the HSI on the outboard
side of either PFD (Figure 9-10-3).
LY
The SV brightness control “SVS BRT” is available if SV is selected ON. With
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“SVS BRT” the terrain and sky dimming can be controlled by placing the
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cursor over SYS BRT and using the Cursor Control Device (CCD) or Multi-
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Function Controller (MFC) scrollwheel to set the brightness.
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Figure 9-10-3 PFD OVRLY Menu

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NOTE
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When pointing directly towards the sun, or with

the sun shining directly onto the PFD and during
night operations, it is important to adjust the SV
dimming to achieve a good level of contrast and
readability on the PFD.

9-10-13
SECTION 9
No change.

No change.
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SECTION 9

SECTION 7-30 SITUATIONAL AWARENESS
OPTIONAL EQUIPMENT - SMARTVIEW
GENERAL
The purpose of SmartView (SV) is to enhance the pilot’s awareness of the aircraft
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position in relation to terrain, obstacles and airports within the limits of the navigation
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source capabilities of the system.
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SmartView (SV) does not provide the accuracy or reliability upon which the flight crew
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can solely base decisions and/or plan maneuvers to avoid terrain or obstacles.
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NOTE
PO
To avoid intentional misuse of SmartView (SV)
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refer to Section 2 (Limitations) of this
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supplement.
The integrity of SV depends on the validity of the installed Obstacle and Terrain
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database. If using SV, it is the Pilot’s responsibility to verify that a valid database is
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installed.
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Along with the SV option, the new PFD also provides PFD symbology to reduce pilot’s
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workload, which is available whether SV is turned ON or OFF.

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PRIMARY FLIGHT DISPLAY AND SMARTVIEW ELEMENTS

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SMARTVIEW DISPLAY
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Refer to Figures 9-10-4 thru 9-10-7.

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AN
Advanced PFD symbology consists of:

1. Flight Path Symbol
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The Flight Path Symbol (FPS) is a representation of the current aircraft flight
ER
path over ground, i.e. Flight Path Angle (FPA) and track.
2. Flight Path Director
EN
The Flight Path Director (FPD) provides guidance cues with respect to the
G
Flight Path Symbol (FPS).

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3. Acceleration Chevron
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The relative position of the Acceleration Chevron with respect to the Flight
Path Symbol (FPS) indicates the instantaneous acceleration/deceleration of
the aircraft with respect to the current Indicated Air Speed (IAS).

SECTION 9
4. Zero Pitch/Path Reference Line

The new PFD includes a white horizon line that represents the true horizon. If
the Aircraft Reference Symbol (ARS) is in line with that white horizon line it
indicates a zero pitch. If the Flight Path Symbol (FPS) is in line with that white
horizon line it indicates zero Flight Path Angle (FPA). Therefore the white
horizon line is called Zero Pitch/Path Reference Line (ZPRL).
5. Track Reference Symbol
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The Track Reference Symbol (TRS) on the Zero Pitch/Path Reference Line
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(ZPRL) represents the aircraft track.
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6. Heading Reference Symbol
S
SE
The Heading Reference Symbol (HRS) on the Zero Pitch/Path Reference Line
(ZPRL) indicates the current aircraft heading.
PO
R
NOTE
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The angle between the TRS and HRS represents the
current Drift Angle (DA). If the DA is greater than 9
N
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degrees the HRS will be parked on either side of the
display (on the right side if the wind comes from the
AT
right and on the left side if the wind comes from the
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left) and will be ghosted (dashed). In this scenario, the

HRS is non-conformal to the synthetic scenery and the
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angle between the HRS and the TRS does not

represent the DA anymore.
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SmartView consists of:

FA
1. Synthetic Scenery
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The synthetic scenery provides the display of sky, water and terrain relative to
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the current aircraft position and track, and is depicted from the perspective of
the flight crew. The synthetic scenery is created based on the terrain
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database.
ER
NOTE
EN
The terrain database has an area of coverage

from latitude 80 degrees North to latitude 80
G
degrees South in all longitudes.

R
2. Grid Lines
FO
Grid lines are regularly spaced black lines on terrain that help to provide an
optical flow for general sense of motion and altitude above ground and aid
depth perception and terrain closure rate to the flight crew.
3. Range Rings
The terrain tracing range rings indicate points on the terrain that are the same
indicated ground distance from the aircraft. The white range rings mark
distances of 3 nm, 5 nm, 10 nm and 20 nm.

SECTION 9
4. Obstacles
All obstacles in the database that are 200 ft AGL or higher are shown on the
synthetic scenery by a purple rectangle that represents the true height of the
obstacle, but not the true width. Obstacles are always assumed to be 80 ft
wide. Obstacles appear when the obstacle position is 13 nm (ground range)
from the aircraft. The obstacles are created based on the obstacle database.
LY
NOTE
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Terrain and obstacles shown above the Zero
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Pitch/Path Reference Line (ZPRL) are above the
S
current aircraft altitude. Similarly, terrain and
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obstacles shown below the ZPRL are below the
current aircraft altitude.
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SV is intended to assist as an awareness tool
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only. It may not provide either the accuracy or
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fidelity (or both) on which to solely base
decisions and plan maneuvers to avoid terrain or
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obstacles. IO
5. Runways and Runway Markings
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All runways from the database are displayed on the synthetic scenery.
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Runways appear on the display at a range of 33 nm (ground distance).

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Runways are shown with a realistic looking surface texture, runway

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identification number and center line.

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NOTE
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All runways are shown without thresholds, stop ways

and clear ways.
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AN
6. Destination Runway Outline

A cyan box is placed around the FMS selected runway to help the pilot to
AL
easily identify the destination runway.

ER
7. Destination Runway Extended Centre Line

EN
The destination runway extended centre line is a line originating from the FMS
selected destination runway end along the runway direction. The length of the
G
extended centre line is 10 nm.

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FO
NOTE
The extended destination runway center line
does not represent a localizer.

SECTION 9
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Figure 9-10-4 SmartView Display Elements

SECTION 9
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SECTION 9
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SECTION 9
PARKED HEADING REFERENCE SYMBOL
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Figure 9-10-7 Parked Heading Reference Symbol

SECTION 9
SV VERTICAL CENTERING MODE

The vertical centering mode is pitch-based. This means the synthetic terrain is
vertically centered with the Aircraft Reference Symbol (ARS), which does not move
vertically. The vertical scale is positioned so that the ARS represents the correct
aircraft pitch attitude.
NOTE
The synthetic scenery is vertically centered to where the
LY
aircraft is pointing at (pitch angle) and not where it is going to
N
(Flight Path Angle).
O
NOTE
S
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The FPS can move vertically to indicate the current aircraft
Flight Path Angle (FPA) in respect to the vertical scale.
PO
SV LATERAL CENTERING MODE
R
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The SV lateral centering mode is track-based. This means the synthetic terrain is
laterally centered with the Flight Path Symbol (FPS), which does not move laterally.
N
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NOTE
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The FPS is always conformal to the synthetic scenery,

obstacles and runways. The synthetic scenery is laterally
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centered to where the aircraft is going to (tracking) and not

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where it is pointing at (heading).

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NOTE
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The ARS does not move laterally. Therefore it does not

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indicate the aircraft heading. For indication of the aircraft

heading the pilot must use the (Horizontal Situation Indicator)
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HSI. The HRS on the ZPRL also gives a reference for the
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aircraft heading with respect to the background synthetic

scenery.
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SECTION 9
SV FIELD OF REGARD LINES

The lateral Field of Regard (FOR) lines are displayed on the 2D map (iNAV). The
FOR lines represent the lateral limits of the displayed synthetic scenery.
NOTE
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As a consequence of the track-based lateral centering
mode the FOR lines are also centered according to the
N
aircraft track. Therefore during high Drift Angles (DA)
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the FOR lines will not symmetrically line up with the
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aircraft longitudinal axis (heading).
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Figure 9-10-8 iNAV lateral Field of Regard line

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SECTION 9
FLIGHT DIRECTOR SELECTION
Refer to Figure 9-10-9 and 9-10-10.
Three Flight Director (FD) modes are available. They can be selected from the FCS tab
in the Avionics window:
 Single-Cue (S-Cue) Flight Director with a flying wedge as primary reference
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symbol
N
 Cross-Pointer (X-Ptr) Flight Director with gull wings as primary reference symbol
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 Flight Path (Flt-Path) Flight Director with a Flight Path Symbol (FPS) as primary
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reference symbol
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Figure 9-10-9 FCS Tab

If Flt-Path is selected as Flight Director mode the Flight Path Symbol (FPS) is the
EN
primary reference symbol and gull wings are shown as a secondary reference symbol
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(Aircraft Reference Symbol). In this case the FPS cannot be selected OFF (FPS
selection is greyed out).
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FO
If S-Cue or X-Ptr is selected as Flight Director mode the flying wedge or gull wings are
shown as the primary reference symbol. The Flight Path Symbol (FPS) in this case is a
secondary symbol and can be selected ON or OFF in the FPS selection line in the FCS
tab in the Avionics window.
The Flight Director (FD) selection menu can be controlled via DU bezel buttons or via
CCD or MFC on the FCS tab in the Avionics window. The FD selection will cycle with
each press between S-Cue, X-Ptr and Flt-Path.
At power-up the default is the last pilot selection. In the case that the FPS is invalid
initially at power-up, the system defaults to X-Ptr.

SECTION 9
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Pitch-Based Mode Path-Based Mode
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Guidance Single Cue (S-Cue) Cross Pointer (X-Ptr) Flight Path (Flt-Path)
Cue Flight Director Flight Director Director
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PU
Primary Flying Wedge Aircraft Gull Wings Aircraft Flight Path Symbol
Control Reference Symbol Reference Symbol
Reference
N
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Secondary De-emphasized De-emphasized De-emphasized

Reference Flight Path Symbol Flight Path Symbol Gull Wings Aircraft
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Reference Symbol
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Figure 9-10-10 Flight Director Modes

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1 Pitch-Based Mode
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In pitch-based mode (S-Cue or X-Ptr Flight Director) the primary control

AN
reference is the Aircraft Reference System (ARS) displayed as a green flying

wedge or gull wings. The Flight Path Symbol (FPS), if selected, is de-
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emphasized (smaller and grey in colour) as it is a secondary reference. In this

mode the magenta Flight Director (S-Cue or X-Ptr) provides guidance cues
ER
with respect to the green ARS.

EN
2 Path-Based Mode
G
In path-based mode (Flt-Path Flight Director) the primary control reference is

R
the FPS, displayed as a green circle with wings. The ARS is shown as gull
FO
wings. As the ARS in this case is a secondary reference, it is shown de-

emphasized (thinner, expanded and white/grey in colour). In this mode the
magenta Flight Path Director (FPD) provides guidance cues with respect to
the green FPS.

SECTION 9
UNUSUAL ATTITUDES
Refer to Figure 9-10-11 and 9-10-12.
1. Semi-Transparent Blue over Brown in unusual attitudes

In unusual attitudes, there may not be enough sky or terrain shown to provide
an adequate interpretation of the aircraft altitude. To aid this information a
semi-transparent blue or brown is overlaid in certain attitudes. The sky/terrain
LY
colour is semi-transparent so the pilot can continue to see the terrain behind
the sky/terrain colour for terrain awareness. In this case the Zero Pitch/Path
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Reference Line (ZPRL) is non-conformal, i.e. the angle between the ZPRL and
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the Aircraft Reference Symbol (ARS) does not represent the current aircraft
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pitch angle anymore and the angle between the Flight Path Symbol (FPS) and
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the ZPRL does not represent the current Flight Path Angle (FPA). However,
the ARS and the FPS are still presented correct with respect to the
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background vertical scale of the display.
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Figure 9-10-11 Unusual Attitude Overlays

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NOTE
In normal operation, with enough blue (sky) on the top of
the display, the semi-transparent synthetic blue will not be
visible. When terrain is displayed on the upper part of the
display (e.g. when tracking to a mountain), the semi-
transparent synthetic blue becomes visible.

SECTION 9
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Figure 9-10-12 Synthetic Blue Display
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2. Reversion to PFD due to excessive bank angle:

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At excessive angles of bank the PFD symbology is de-cluttered. SV is removed if the

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bank angle increases at 65 degrees left or right. The Flight Path Symbol (FPS) will be
removed at 70 degrees left or right bank.
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Figure 9-10-13 Excessive Bank Angle

SECTION 9
3. Reversion to PFD due to excessive pitch angle:

The PFD will declutter at 30 degrees pitch up or 20 degrees pitch
down. The Flight Path Symbol (FPS) will be removed at 40 degrees
pitch up or 30 degrees pitch down.
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Figure 9-10-14 Excessive Pitch Angle

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SECTION 9
SECTION 8 HANDLING, SERVICING AND MAINTENANCE

No change.
SECTION 10 SAFETY AND OPERATIONAL TIPS

OPERATIONAL USE OF THE FPS
The Flight Path Symbol (FPS) is the representation of the current aircraft flight path over
LY
ground, i.e. Flight Path Angle (FPA) and track.
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The Flight Path Angle (FPA) is the angle between the Zero Pitch/Path Reference Line
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(ZPRL) and the Flight Path Symbol (FPS). Refer to Figure 9-10-15.
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Figure 9-10-15 Flight Path Angle

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NOTE
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The pitch angle is the angle between the Zero

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Pitch/Path Reference Line (ZPRL) and the Aircraft

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Reference Symbol (ARS).
The FPS may be used to easily and accurately fly at a specific Flight Path Angle (FPA).
This can be done by aligning the centre of the FPS with the ZPRL (for level flight) or with
the appropriate number on the vertical scale for climb or descent.
NOTE
In path-based mode, the radar altitude digits are
attached to the FPS.

Revision 1: July 01, 2014 9-10-29
SECTION 9
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120377
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Figure 9-10-16 Controlling Speed and Altitude during a Turn

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The position of the FPS against the vertical scale indicates the aircraft approach angle
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(e.g. FPS on the 3 degrees reference mark shows an approach angle of 3 degrees).
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FA
NOTE
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The Flight Path Symbol (FPS) is not a trajectory. Therefore it

does not predict the position of the aircraft over time. The
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track and the Flight Path Angle (FPA) which are presented
by the FPS represent an instantaneous time only.
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The FPA is affected by wind (at a constant climb angle a

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headwind increases the FPA and a tailwind decreases the

FPA).
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9-10-30 Revision 1: July 01, 2014
SECTION 9
If the FPS is displayed below terrain or an obstacle, the aircraft will clearly not
clear that terrain or obstacle when flying on the current flight path. Refer to
Figure 9-10-17 and 9-10-18.
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120385
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Figure 9-10-17 FPS Below Terrain

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The aircraft will maintain its current flight path clearing terrain and obstacles if,
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and only if, the following conditions are true:

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 the FPS points clearly above or beside that terrain or obstacle

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 the current aircraft configuration is maintained

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 the aircraft performance and wind condition will permit the aircraft to
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maintain its current flight path

 the angle between the ZPRL and FPS represents the correct aircraft FPA,
i.e. the FPS is conformal to the synthetic scenery (FPS not highlighted in
yellow)

SECTION 9
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Figure 9-10-18 FPS Above Terrain

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If the FPA is larger than what is possible to be displayed the SV cannot show the FPS
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conformal to the background synthetic scenery anymore. In this case the FPS will be
displayed in green/yellow (highlighted) and the synthetic scenery will be removed (revert
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to blue over brown) when the vertical scale starts to compress. Refer to Figure 9-10-19
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and 9-10-20.
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Figure 9-10-19 FPS with Compressed Pitch Scale

SECTION 9
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Figure 9-10-20 Non Conformal FPS
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SECTION 9
INTERPRETATION OF LATERAL DEVIATION

The lateral displacement between the destination runway extended centerline and the
Flight Path Symbol (FPS) indicates the lateral deviation of the aircraft position with the
RWY centerline (90° means on centerline). Refer to Figure 9-10-21.
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Figure 9-10-21 Example Interpretation of Lateral Deviation

NOTE
Do not use SV runway depiction as the sole means of
determining the proximity of the aircraft to the runway.

SECTION 9
INTERPRETATION OF VERTICAL DEVIATION

The vertical position of the Flight Path Symbol (FPS) with respect to the vertical scale
indicates the aircraft Flight Path Angle (FPA). Refer to Figure 9-10-22.
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Figure 9-10-22 Example of Interpretation of Vertical Deviation

NOTE
Do not use SV runway depiction as the sole means for
maintaining the proper approach path angle.

SECTION 9
OPERATIONAL USE OF THE ACCELERATION CHEVRON
The relative position of the Acceleration Chevron with respect to the Flight Path Symbol
(FPS) indicates the acceleration/deceleration of the aircraft with respect to Indicated Air
Speed (IAS) (refer to Figure 9-10-23). The Acceleration Chevron also indicates the Flight
Path Angle (FPA) that the aircraft is capable of, at constant IAS. It enables the pilot to
make power adjustments to smoothly control the aircraft IAS at a given flight path.
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ACCELERATION
TOTAL ENERGY FPA

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FPA
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Figure 9-10 23 Acceleration Chevron above FPS: Aircraft accelerates

(aircraft is climbing in this example)
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To hold a constant IAS in level flight the pilot has to apply required power setting to
maintain the Acceleration Chevron vertically aligned with the FPS.
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To hold a constant IAS during climb or descent the pilot has to apply required power
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setting and then apply required pitch until the FPS is vertically aligned with the
Acceleration Chevron. Refer to Figure 9-10-24 thru 9-10-26.

SECTION 9
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Figure 9-10 24 Acceleration Chevron above FPS: Aircraft accelerates

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(aircraft is in level flight in this example)

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Figure 9-10 25 Acceleration Chevron in line with FPS:

Aircraft flies at constant IAS (aircraft is in level flight in this example)

SECTION 9
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Figure 9-10 26 Acceleration Chevron below FPS: Aircraft decelerates
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(aircraft is in level flight in this example)
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OPERATIONAL USE OF THE FLIGHT PATH DIRECTOR

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A Flight Director (FD) provides cues to guide the pilot or autopilot control inputs along a
selected (from the FMS computed) 3D-Trajectory by commanding pitch and roll
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changes. The newly introduced Flight Path Director (FPD) is no different from a
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conventional FD in that respect. The only difference is that the new FPD commands the
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roll and pitch changes with respect to the current flight path (represented by the FPS)
and not with respect to the current roll and pitch attitude (represented by the ARS). Refer
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to Figure 9-10-27.
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To follow the FPD (magenta) commands, pitch and roll the aircraft until the wings and
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centre of the FPS (green) are aligned with the FPD.

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EN
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Figure 9-10-27 Flight Path Director

SECTION 9
DECISION HEIGHT
The photograph below (Figure 9-10-28) shows an actual view through the windshield
during an approach at minimums. The aircraft is tracking towards the runway. Due to a
crosswind component of approximately 16 knots from the right, the aircraft is pointing to
the right of the runway.
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Figure 9-10-28 Windscreen View during Approach

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SECTION 9
The display below (Figure 9-10-29) shows the exact same SV scenario on the PFD. On
the HSI a drift angle (DA) of about 11° can be seen.
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Figure 9-10-29 PFD SV during Approach

SECTION 9

AND
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SUPPLEMENT NO. 11
S
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FOR
ELECTRO-MECHANICAL LANDING GEAR
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This supplement must be attached to the Pilot's Operating Handbook and
EASA Approved Airplane Flight Manual when operating the PC-12/47E
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with Electro-mechanical Landing Gear. The information contained herein
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supplements or supersedes the information in the basic Pilot's Operating
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Handbook and EASA Approved Airplane Flight Manual only in those

areas listed. For limitations, procedures and performance information not
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contained in this supplement, consult the basic Pilot's Operating

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Handbook and EASA Approved Airplane Flight Manual.

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This Aircraft Flight Manual Supplement is

EASA Approved under Approval Number:
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10039990 REV. 1
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Date of Approval: 11 June 2012

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Issued: Mar 02, 2012 EASA Approved Report No: 02277

9-11-1
SECTION 9
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Report No: 02277 EASA Approved Issued: Mar 02, 2012

9-11-2
SECTION 9

9-11-1 and 9-11-2 0

9-11-3 thru 9-11-7 2
9-11-8 0
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9-11-9 and 9-11-10 2
9-11-11 0
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9-11-12 thru 9-11-15 1
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9-11-16 2
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9-11-17 0
9-11-18 thru 9-11-34 2
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Issued: Mar 02, 2012 Report No: 02277

SECTION 9
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Report No: 02277 Issued: Mar 02, 2012

SECTION 9


ISSUE BY
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SECTION 9
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SECTION 9
LOG OF REVISIONS
Revision Page
and Date
1 9-11-3 LOEP updated.

26.11.2012 9-11-7 LOR updated
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9-11-12 Procedures updated
thru
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9-11-15
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9-11-22 Emergency Gear Extension clarified
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Approved under EASA Approval Number 10042339
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Date: 26 November 2012
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2 9-11-3 thru 9-11-6 LOEP updated. Editorial change.
01.09.2014 9-11-7 LOR updated
9-11-9 and 9-11-10 Editorial change.
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9-11-16 Step removed from Flight Training procedure.
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9-11-18 thru Landing gear warning condition changed. Part Numbers

9-11-34 Updated. Editorial changes.
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approved under the authority of DOA ref.

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EASA.21J.357.
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SECTION 9
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9-11-8
SECTION 9
This supplement provides the information necessary to operate the PC-12/47E aircraft
with electro-mechanical landing gear installed.
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SECTION 9
The following cockpit placards are changed:

On left Cockpit Side Panel and Right Cockpit Side Panel
(LH shown, RH opposite)
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EMERGENCY GEAR EXTENSION
N
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- AIRSPEED 110 KIAS
S
- ENSURE LANDING GEAR HANDLE DOWN
SE
IF 3 GREENS NOT ILLUMINATED AFTER 30 SECONDS
PO
- EMERGENCY GEAR PUMP HANDLE (AFT END OF CENTRE PEDESTAL)
EXTEND AND PUMP (UP/DOWN) UNTIL 3 GREENS ARE OBTAINED
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IF 3 GREENS STILL NOT ILLUMINATED
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- YAW AIRCRAFT TO LOCK LH & RH GEAR
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- REDUCE AIRSPEED TO LOCK NOSE GEAR IO
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Replaced by:
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EMERGENCY GEAR EXTENSION

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- AIRSPEED 120 KIAS

- ENSURE LANDING GEAR HANDLE DOWN
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IF 3 GREENS NOT ILLUMINATED AFTER 30 SECONDS

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- EMERGENCY GEAR EXTENSION SYSTEM (AFT END OF CENTRE PEDESTAL)

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- OPEN COVER
- PULL EMERGENCY GEAR EXTENSION HANDLE. CHECK 3 GREENS ARE
ER
OBTAINED. IF 3 GREENS STILL NOT ILLUMINATED

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- TO LOCK LH & RH GEAR: CONDUCT LEVEL TURNS LEFT AND RIGHT AT

ANGLES OF BANK UP TO 30°, MAINTAIN CONSTANT SPEED
G
- TO LOCK NOSE GEAR: REDUCE AIRSPEED (POWER IDLE)

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- KEEP HANDLE IN PULLED POSITION

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SECTION 9
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9-11-11
SECTION 9

3.10 LANDING GEAR SYSTEM FAILURE
3.10.1 LANDING GEAR FAILS TO RETRACT
Indication: All Landing Gear Indicator Lights do not change to UP.
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1. Airspeed Below 180 KIAS
N
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Note: To cycle the landing gear for troubleshooting is not
recommended. However, if during landing gear retraction
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moderate turbulence and/or considerable G-load was present,
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the pilot may consider cycling the landing gear once, at his own
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discretion.
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2. Landing Gear Selector Select DN
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N
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3. Aircraft Refer to Emergency Gear
Extension (Sect. 3.10.3)
AT

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END
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3.10.2 HYDRAULIC SYSTEM FAILURE

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Procedure removed.
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END
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9-11-12 Revision 1: Nov 26, 2012
SECTION 9
3.10.3 EMERGENCY GEAR EXTENSION

Indication: Incorrect Indication on landing gear indicator lights
Red unlocked lights on and/or green lights not illuminated.
1. Airspeed 120 KIAS
2. Landing Gear Selector Select DN
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N
3. Emergency Gear Extension Open
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Handle Cover
S
SE
4. Emergency Gear Extension PULL
Handle
PO
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To lock the main landing gear
N
5. Aircraft IO Conduct level turns left and
right at angles of bank up to
30°, maintaining constant
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airspeed, until main landing

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gears indicate locked down

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To lock the nose landing gear

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6. Airspeed Reduce power to idle and

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airspeed to minimum safe

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airspeed
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8. After landing Report Emergency Gear

Extension System use to
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maintenance.
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9. Aircraft Carry out Emergency Landing

procedure for landing gear
unlocked (Sect. 3.9.3 to 3.9.5)
END

Revision 1: Nov 26, 2012 9-11-13
SECTION 9
3.10.4 GEAR ACTUATOR CONTROL
Indication: CAS caution GEAR ACTUATOR CNTL
A. ON GROUND
1. Aircraft Do not take off – Maintenance

required
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B. IN FLIGHT
N
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1. Landing gear Do not cycle
S
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Before landing:
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2. Airspeed Below 180 KIAS
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3. Landing Gear Selector DN
N
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4. Airspeed 120 KIAS

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5. Emergency Gear Extension Open

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Handle Cover
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6. Emergency Gear Extension PULL

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Handle
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To lock the main landing gear

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7. Aircraft Conduct level turns left and right

at angles of bank up to 30°,
EN
maintaining constant airspeed,

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until main landing gears indicate

locked down
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To lock the nose landing gear
8. Airspeed Reduce power to idle and

airspeed to minimum safe
airspeed

9-11-14 Revision 1: Nov 26, 2012
SECTION 9
10. After landing Report Emergency Gear

Extension System use to
maintenance.
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N
11. Aircraft Carry out Emergency Landing
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procedure for landing gear
S
unlocked (Sect. 3.9.3 to 3.9.5)
SE
END
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3.10.5 INVALID GEAR CONFIGURATION
N
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Indication: CAS caution INVALID GEAR CONFIG
AT
ON GROUND
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1. Aircraft Do not take off – Maintenance

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required.
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END
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Revision 1: Nov 26, 2012 9-11-15
SECTION 9
3.15 ELECTRICAL SYSTEM FAILURES

3.15.1 Essential Bus
Replace:
CAUTION
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THERE WILL BE NO HYDRAULIC POWER PACK
OPERATION. REFER TO SECT 3.10.3 EMERGENCY
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GEAR EXTENSION.
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With:
SE
CAUTION
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THERE WILL BE NO NORMAL LANDING GEAR
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OPERATION. REFER TO SECT 3.10.3 EMERGENCY
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GEAR EXTENSION.
END N
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3A.2 CAS ADVISORIES

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* Gear Control Fault Indicates loss of redundancy in landing gear control

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system, such as a stuck gear handle position

switch. Gear will still function normally with a single
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fault
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3A.4 FLIGHT TRAINING

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3A.4.1 EMERGENCY GEAR EXTENSION HANDLE RESET

EN
If Emergency Gear Extension Handle has been pulled in flight:

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1. Landing Gear Selector DN

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2. Emergency Gear Extension Push in

Handle
3. Emergency Gear Extension Close

Handle cover

SECTION 9

4.3.1 EMPENNAGE
Step 5 removed.
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4.3.8 COCKPIT
N
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Step 24 changed to “Emergency Gear Extension Handle – Stowed”.
S
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24. Emergency Gear Extension STOWED
Handle
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No change.
AT

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No change.
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Issued: Jul 15, 2011 EASA Approved Report No: 02277

17 of 36 9-11-17
SECTION 9
SECTION 7 - AIRPLANE AND SYSTEMS DESCRIPTION
SECTION 7-4 LANDING GEAR
Replace entire Section 7-4.

GENERAL
LY
N
Refer to Figure 7-4-1, Landing Gear System, for system operation.
O
S
The landing gear is a conventional tricycle configuration that is extended and retracted
SE
using electro-mechanical actuators. Landing gear operation is completely automatic
upon pilot gear selection.
PO
All landing gear are held in the fully retracted position by a mechanical brake internal to
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the actuators. No mechanical uplocks are installed.
Landing gear position is shown on three icons in the GEAR window of the systems MFD.
N
Nosewheel steering is accomplished by mechanical nosewheel steering and by
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differential braking.
AT
Aircraft braking is controlled by toe pedals that operate brake assemblies attached to the
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left and right landing gear. Propeller reverse also contributes to aircraft braking. Refer to
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Propeller system, Section 7-11, for more information.

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SECTION 9
DESCRIPTION
The nose gear is a hydraulic fluid and nitrogen filled shock strut. The shock strut consists
of a piston and fork assembly that slides inside a cylinder. A torque link connects the
piston/fork assembly to the cylinder. The cylinder is mounted inside the nosewheel well.
The nose gear is locked in the extended position by putting the folding strut in an
overcenter position. A spring is attached to the nose gear to assist in free fall during
emergency extension. The nose gear doors are spring loaded to the open position and
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are mechanically closed during nose gear retraction. The nose gear retracts rearward into
the nosewheel well and is completely enclosed by the gear doors when the landing gear
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is retracted. Proximity switches give the up or down signal to the MAU.
O
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Both main landing gear are trailing link types. A hydraulic fluid and nitrogen filled shock
SE
strut connects the trailing link to the main leg hinge point. The main gears are locked in
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the extended position by putting the folding strut in an overcenter position. A spring is
attached to the main gears to assist in free fall during emergency extension. The main
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landing gear doors consist of a single door that is attached to the main gear leg and the
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outside edge of the main gear wheel well. Each main gear retracts inward into the main
gear wheel well. With the landing gear retracted the main landing gear wheel and tire
N
assemblies are not enclosed and protrude out of the main gear wheel well approximately
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one inch (25.4 mm). Proximity switches give the up signal to the MAU. Microswitches give
the down signal to the MAU.
AT
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All landing gear are held in the fully retracted position by a mechanical brake internal to
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the actuators. No mechanical up-locks are required.

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Nose wheel steering is accomplished using the rudder pedals which are mechanically
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connected to the nosewheel. Additional nosewheel steering is done through differential

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braking. Use of rudder pedal only will turn the nosewheel ± 12 degrees from center while
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differential braking will turn the nosewheel ± 60 degrees from center. A shimmy damper is
installed on the nose landing gear strut to eliminate nosewheel oscillations.
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The tires are a low pressure type that allow operations from soft and unimproved fields.
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SECTION 9
ELECTRO-MECHANICAL ACTUATORS DESCRIPTION
Both nose landing gear and main landing gear actuators have the same functionality and
are electro-mechanical, self-rigging type actuators. The actuator motor control and
monitoring electronics are incorporated within the actuator. Control is provided by the
landing gear selector handle and the landing gear control system (including the Gear
Relay Unit).
The actuator consists of an electric motor connected to a series of gears which reduce
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speed. The gear train has a thrust bearing connected to a ball screw and shaft. The ball
screw transforms the rotation of the gear to the linear movement necessary to extend and
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retract the landing gear.
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The motor brake is engaged when actuator movement is stopped.
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An emergency gear extension system is a cable-operated system to disengage the gear
SE
train from the electric motor. Once initiated, the emergency free-fall is damped by a
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centrifugal brake within the actuator to avoid damage to the structure.
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Electrical power supply for the actuators is provided from the SECONDARY POWER
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LINE. Power is applied to the actuators for 30 seconds following gear handle movement.
N
Cockpit controls consist of the following:

IO
A landing gear selector handle is located on the pilot's lower right panel and
facilitates extension or retraction of the landing gear. It activates up and down
AT
switches situated directly on the handle system. The handle is equipped with
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an electrical spring loaded solenoid which prevents it from moving to the

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retracted position when the airplane is on the ground. The airplane on ground
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status is sensed by the MAU.

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 An emergency gear extension (release cable) system, actuated with a handle,

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located at the rear of the center console, is used to disengage the gear train in
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the actuator and enables emergency free-fall of the landing gear if the electric
drive system fails.
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ELECTRIC ACTUATOR OPERATION

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When the landing gear handle is set to the up (or down) position a command signal is
EN
sent to the actuator to move to the retracted/extended position. At the same time the
actuators are powered for 30 seconds.
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The main and nose landing gears are held in its extended position by an over-center two
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piece drag link and an overcenter spring.

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SECTION 9
INDICATION/WARNING
Extended position indication is provided by micro switches situated at the main landing
gear drag link and a proximity switch on the nose landing gear door. Retraction position
indication is provided by proximity switches on the main and nose landing gear doors.
Landing gear position is shown by three icons (one for each gear) in the GEAR window of
the systems MFD. Each icon can show gear displays for the following conditions:
LY
N
Condition of left main gear, Color and Font Gear
O
right main gear and nose gear Display
S
SE
State is ‘undetermined’ Amber cross on black background
PO
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State is ‘Gear Up’ normal White UP with white box outline
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State is ‘Gear Up’ declutter N
IO
Grey UP with grey box outline
(flaps up)
AT
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State is ‘Gear Up’ warning White UP in red box

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State is ‘Gear Down’ Black DN with green background

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White hatched lines with black

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State is ‘Gear in Transit’

background
ER
EN
White hatched lines with red

State is ‘Gear in Transit Warning’
background
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The Flight Alerting System (FAS) will initiate a Gear warning message on the PFD and an
aural warning will sound if the landing gear is not down and locked whilst in the air with:
 an airspeed of less than 130 KIAS and the PCL at idle

 the flaps set to 30 or 40°
 a radar altitude of less than 200 ft and a power setting of less than 10
psi.

SECTION 9
The Crew Alerting System (CAS) displays the following cautions and advisory messages
for the Electric Landing Gear System:
AMBER CAUTION
Gear Actuator Cntl Indicates a failure reported by one of the landing gear actuators.
Gear should not be cycled unnecessarily. Gear can be lowered if it is raised.
Maintenance action required.
LY
Invalid Gear Config Indicates that Aircraft with Electro-mechanical Landing Gear has an
N
option file that incorrectly specifies gear type as Hydraulic.
O
CYAN ADVISORY
S
SE
Gear Control Fault Indicates loss of redundancy in landing gear control system, such
PO
as a stuck gear handle position switch. Gear will still function normally with a single fault.
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EMERGENCY GEAR EXTENSION SYSTEM
N
IO
To manually extend the landing gear set the landing gear selector handle to DN with
airspeed 120 KIAS. Open the Emergency Gear Extension Handle cover and pull the
AT
Emergency Handle. This will allow the landing gear to free fall. If the landing gear does
IZ
not completely extend and show three green indicators, banking the airplane left and right
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to use the G-load may assist the emergency extension of the main landing gear.
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Reducing airspeed and engine power to reduce aerodynamic load may assist the
emergency extension of the nose landing gear.
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SECTION 9
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(Sheet 1 of 3)

SECTION 9
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This Illustration is removed.
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(Sheet 2 of 3)

SECTION 9
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(Sheet 3 of 3)

SECTION 9
AIR / GROUND SYSTEM
The aircraft “in air” or “on ground” (AIR/GND) status is determined from a combination of
aircraft systems interfaced to the Modular Avionics Unit (MAU):
 LH main gear proximity switch

 RH main gear proximity switch
 Radar Altimeter – altitude
LY
 Calibrated airspeed (ADAHRS computed)
N
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By comparison monitoring of the above systems the MAU determines the AIR/GND
S
status of the aircraft. MAU Channel A outputs a discrete signal to control the LH AIR/GND
SE
relays. MAU Channel B outputs a discrete signal to control the RH AIR/GND relays.
PO
The LH AIR/GND signal is sent to the following systems:
R
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 Propeller de-ice
 Flaps
 ECS
N
IO
 LH Stick Pusher Computer
AT
 Flight Time Counter

IZ
R
The RH AIR/GND signal is sent to the following systems:

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 RH Stick Pusher Computer

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If the MAU determines a disparity between the monitors by comparison monitoring, a

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correct determination of the AIR/GND status is still possible as the suspect (invalid)
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monitor is disregarded in the determination. When the MAU determines that all monitors
disagree it results in an invalid AIR/GND state. If the AIR/GND state is invalid a
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Air/Ground Fail caution will be shown on the Crew Alerting System (CAS).
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When the Air/Ground Fail caution is shown the AIR/GND state defaults to AIR.
EN
A dormant fault in the LH and RH main gear proximity switches is possible as a result of
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the AIR/GND monitor function of the MAU. To avoid this CAS status alerts will be given
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for LH WOW Fault, RH WOW Fault or LH + RH WOW Fault when the MAU determines
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either or both proximity switch inputs are invalid.

SECTION 9
SECTION 7-13 ELECTRICAL
DESCRIPTION
These paragraphs and illustrations are changed from those in the AFM.
BUS BARS
LY
N
The Secondary Power Line is the source of electrical power with the second highest level
O
of integrity. It supplies the Main, Avionic 2, Non-Essential and Cabin Busbars and power
for the landing gear system, RH windshield de-ice, VCCS and under floor heating.
S
SE
CIRCUIT BREAKERS
PO
The circuit breakers for the high current consuming systems FLAP PWR, LH W/SHLD,
R
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PROP DE-ICE and CABIN HTG are all installed on the LH PJB. The circuit breakers for
the high current consuming systems LDG GEAR PWR, RH W/SHLD, U/FLOOR HTR and
optional FOOTWARMER are all installed on the RH PJB. The circuit breakers for the
N
(VCCS) CPRSR PWR and optional LOGO LT are installed on the BEPJB.
IO
AT
OPERATION
IZ
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In the event of a dual generator failure the Bus Tie closes and both the batteries supply
IA
the Power Line. The Secondary Power Line will also be powered but apart from LDG
GEAR PWR all the distribution busbars will be automatically load shed. A warning will be
IL
displayed in the CAS window. This is the PGDS emergency condition and automatic load
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shedding takes place. With the STBY BUS switch on, the Avionic 1 bus can be manually
FA
switched off with the AV 1 BUS switch to further reduce the electrical load.
D
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SECTION 9
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Figure 7-13-1. PGDS LH Circuit Breaker Panels

(Sheet 2 of 4)
SECTION 9
Replace Hydraulic Power with Landing Gear Power on these schematic diagrams
(Secondary Power Line). The illustrations are not shown here.
Figure 7-13-2. PGDS Normal Operation Condition – Both Generators On-Line

(Sheet 1 of 4)
(Sheet 2 of 4)
LY
N
(Sheet 3 of 4)
O
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Figure 7-13-2. PGDS Emergency Operation Condition – Both Generators Off-Line
SE
(Sheet 4 of 4)
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SECTION 9
SECTION 7-15 ENVIRONMENTAL CONTROL SYSTEM
This paragraph is changed from that in the AFM.

The power for the heater element circuits is interrupted when the landing gear moves or
the cooling system (VCCS) is operating.
LY
SECTION 7-19 COCKPIT ARRANGEMENT
N
O
S
The following paragraph and layout illustration is changed from that in the AFM.
SE
DESCRIPTION
PO
The center console contains the ELT switch, the trim and flap interrupt and alternate stab
R
trim switches, and the engine power controls and flap lever. Further aft are the cockpit
PU
and cabin lighting controls. At the top rear of the center console there is a flat area where
the Cursor Control Device (CCD) can be installed. The ACS and fuel firewall shutoff valve
N
controls and the emergency gear extension handle can be found on the aft vertical
IO
surface of the console. On the forward right side of the console there is a main OXYGEN
lever.
AT
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SECTION 9
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Figure 7-19-1. Cockpit - Layout

(Sheet 1 of 2)

SECTION 9
SECTION 7-31 MONITOR WARNING SYSTEM

The following is changed from that in the AFM.
CAS CAUTION MESSAGES (AMBER)

X shows Inhibited
LY
N
O
on
S
SE
Hydraulics X X X X
PO
Gear Actuator Cntl X X
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Invalid Gear Config X X X X
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CAS ADVISORY MESSAGES (CYAN)
N
IO
AT
X shows Inhibited
IZ
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Message Text Stby Elec Eng Taxi Take- Crui- App-

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Bus Pwr Start off se roach

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on
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FA
Gear Control Fault X X X X X

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SECTION 9
SECTION 8 - HANDLING, SERVICING, AND MAINTENANCE
Page 8-23
HYDRAULIC SYSTEM - DELETED
Page 8-36
LY
N
Aircraft based/operated in severe climatic areas must be inspected every 14 days as
O
follows:
S
SE
 Examine the landing gear compartments, especially the landing gear, wheels,
tubing clamps, folding strut, overcenter spring and actuators.
PO
R
SECTION 9 - SUPPLEMENTS
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No change.
N
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SECTION 10 - SAFETY AND OPERATIONAL TIPS
AT
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No change.
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SECTION 9
EXTRACT FROM EQUIPMENT LIST REPORT NO. 02047
This extract shows only the items removed (shown strikethrough) and items added to the
Equipment List.
Mark ‘X’ ATA ITEM PILATUS MASS ARM

if Code PART NO. kg m
LY
installed
N
O
S
24 ELECTRICAL POWER
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X Power Junction Box, RH 957.03.38.143 5.59 3.58
PO
X Power Junction Box, RH 974.03.38.145 5.59 3.58
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29 HYDRAULIC
X Power Pack, Hydraulic 960.30.01.154 9.850 6.25
X Accumulator N
960.30.01.292 1.750 6.25
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X Indicator, Pressure (Mechanical) 965.61.88.101 0.055 6.25
AT
X Valve, Landing Gear Selector 960.30.01.272 0.540 3.75

X Handpump, Emergency Landing Gear 968.85.82.111 0.790 4.00
IZ
X Valve, Service Selector 960.30.01.261 0.500 6.00

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X Actuator, Nose Gear 960.30.01.111 0.940 3.26

IA
X Actuator, Main Gear (2) (ea.) 960.30.01.105 6.660 5.92

IL
X Switch, Hydraulic (N2) Pressure 973.81.14.306 0.072 6.00

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X Switch, Low Pressure 973.81.14.307 0.072 6.00

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32 LANDING GEAR
D
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X Actuator, Main Gear (2) (ea) 959.56.01.823 6.00 5.92

X Actuator, Nose Gear 959.56.01.824 3.55 3.26
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X Landing Gear Control Unit 532.31.12.141 1.06 3.49

X Landing Gear Relay Unit 532.35.12.110 2.97 6.54
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9-12-2
SECTION 9

Page No Rev No.
9-12-1 Title N/A

9-12-2 0
9-12-3 LOEP 0
9-12-4 0
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9-12-5 LOTR 0
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9-12-6 0
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9-12-7 LOR 0
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9-12-8 0
9-12-9 0
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9-12-10 0
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9-12-3
SECTION 9
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9-12-4
SECTION 9


OF BY
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9-12-5
SECTION 9
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INTENTIONALLY BLANK
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9-12-6
SECTION 9
LOG OF REVISIONS
Revision Page
and Date
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9-12-7
SECTION 9
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9-12-8
SECTION 9
the Ukraine.
FUEL
LY
Anti-icing additives as specified by the basic AFM/POH must be used.
N
O
S
GOST 10227 RT
SE
GOST 10227 TS-1
PO
GSTU 320.00149943 RT
GSTU 320.00149943 TS-1
R
Note: TS-1 is subject to the restrictions given in Pratt & Whitney Canada Service Bulletin
PU
No. 14004.
MAXIMUM PASSENGER SEATING LIMITS N

IO
AT
Seating configurations above 9 passengers are not allowed.

IZ
No passenger is allowed to occupy the right-hand crew seat.

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IA
SYSTEMS AND EQUIPMENT LIMITS

IL
M
A Cockpit Voice Recorder (CVR) must be installed and operational if crew includes two
FA
pilots.
D
A Flight Data Recorder (FDR) must be installed and operational for commercial
AN
transportation.
A suitable High Frequency (HF) communication system must be installed and operational
AL
for aircraft operations outside the areas of Very High Frequency (VHF) coverage.
ER
OTHER LIMITATIONS
EN
Approved Smoke goggles and the smoke goggles storage box must be installed.
G
R
Supplemental Type Certificate (STC) incorporated on the PC-12/47E aircraft require

FO
separate State Aviation Administration of Ukraine approval.

No change.

No change.
.

9-12-9
SECTION 9
No change

No change.
LY
N
No change.
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9-12-10
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SECTION 9
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Report No: 02277 DGAC Approved Issued: Aug 01, 2012

9-13-2
SECTION 9

Page No Rev No.
9-13-1 and 9-13-2 0

9-13-3 thru 9-13-10 1
9-13-11 thru 9-13-13 0
9-13-14 1
LY
9-13-15 thru 9-13-20 0
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9-13-21 1
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9-13-22 0
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Issued: Aug 01, 2012 Report No: 02277

SECTION 9
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Report No: 02277 Issued: Aug 01, 2012

SECTION 9


OF BY
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SECTION 9
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SECTION 9
LOG OF REVISIONS
Revision Page
14445
and Date
1 9-13-3 thru LOR Updated for Revision 1. Editorial changes.
01.09.2014 9-13-10
9-13-14 Additional placard shown.
LY
9-13-21 Additional placard shown.
N
O
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approved under the authority of DOA ref. EASA.21J.357.
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SECTION 9
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SECTION 9
the Republic of Chile.
LY
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SECTION 9
On airplanes registered in the Republic of Chile, the necessary equipment for the
different kinds of operations must comply with the applicable Chilean Regulations.
EXTERNAL PLACARDS
On exterior of cabin door:
LY
N
TIRE DE LA MANILLA
O
Y GIRE PARA ABRIR
S
SE
NO ABRIR LA PUERTA
PO
R
PU
ABRIR
N
IO
On exterior of cargo door:
AT
IZ
PRESIONE AQUI PARA ABRIR

R
TIRE DE LA MANILLA Y
IA
TIRE DE LA PUERTA HACIA AFUERA

IL
M
NO ABRIR LA PUERTA
FA

D
AN
AL
TIRAR PARA ABRIR

ER
On exterior of emergency exit:

EN
G
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EMPUJE
EMPUJE HACIA ADENTRO DESPUES DE SOLTAR

SECTION 9
CABIN PLACARDS
The following placards are installed in all aircraft.
On interior of cabin door:
SALIDA/EXIT
NO UTILIZAR EN VUELO
LY
DO NOT OPERATE IN FLIGHT
N
O
S
SE
DO NOT OPEN DOOR WHEN ENGINE CERRADO
PO
IS RUNNING UNLESS IN EMERGENCY CLOSED
R
PU
SOLO UNA PERSONA A LA VEZ
EN LAS ESCALERAS N
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ONLY ONE PERSON ON STAIRS
AT
AT ANY TIME
IZ
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PARA ABRIR LEVANTAR EL ABIERTO

M
CERROJO Y ROTAR LA MANILLA OPEN

FA
TO OPEN LIFT LATCH

ROTATE HANDLE
D
AN
AL
PRESIONE BOTON PARA LUZ DE CABINA

PUSH BUTTON FOR COCKPIT DOME LIGHT
ER
EN
On interior of emergency exit:

G
R
SALIDA / EXIT
FO
On interior emergency exit handle:
TIRE / PULL
Issued: Aug 01, 2012 DGAC Approved Report No: 02277

9-13-11
SECTION 9
On interior cargo door handle cover:
NO QUITAR LA CUBIERTA EN VUELO

DO NOT REMOVE COVER IN FLIGHT
On interior cargo door handle:
LY
LEVANTAR EL SEGURO, TIRAR LA
N
PALANCA Y EMPUJAR LA PUERTA HACIA AFUERA
O
LIFT LOCKING LEVER AND PULL HANDLE PUSH DOOR OUT
S
SE
On interior of cargo door:
PO
R
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DO NOT OPEN DOOR WHEN ENGINE
IS RUNNING UNLESS IN EMERGENCY
N
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AT
On the forward and rear cargo door frame:

IZ
R
MAXIMO PESO DE CARGA = 1500 kg / 3300 lb

IA
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Carga Maxima Sobre Carga Maxima Sobre

Rieles de Asientos Los Paneles De Piso
M
FA
1000 kg/m2 600 kg/m2

205 lb/ft2 125 lb/ft2
D
AN
LA CARGA NO DEBE OBSTRUIR EL ACCESO

A LA PUERTA DE CABINA Y
AL
ER
On lower cargo door frame:

EN
G
INSTALAR EL SOPORTE DE COLA

ANTES DE CARGAR EL AVION
R
INSTALL TAIL SUPPORT STAND

FO
BEFORE LOADING CARGO

9-13-12
SECTION 9
On cabin to baggage area step:
MANTENGA LIBRE LA REJILLA

KEEP GRILL CLEAR
Below the Baggage light switch:
LUZ DE
LY
CARGA
N
CARGO LIGHT
O
S
SE
PO
R
PU
or
N
IO
AT

IZ
R
IA
Above the baggage area with large baggage net installed:

IL
M

FA

D

AN
On the rear of the left cockpit bulkhead:

AL
ER
EL BOTIQUIN DE PRIMEROS AUXILIOS ESTA UBICADO

EN
EN LA CABINA, DETRÁS DEL ASIENTO DEL PILOTO

FIRST AID KIT LOCATED ON COCKPIT SIDE
G
L.H. BULKHEAD BEHIND PILOT SEAT

R
FO
EL EXTINTOR DE INCENDIOS
ESTA UBICADO EN LA CABINA,
DETRAS DEL ASIENTO DEL COPILOTO
FIRE EXTINQUISHER LOCATED
ON COCKPIT SIDE R.H.BULK-
HEAD BEHIND CO-PILOT SEAT

9-13-13
SECTION 9
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SECTION 9
6 SEAT CORPORATE COMMUTER INTERIOR AND A THREE SEAT BENCH

(INTERIOR CODE STD-6S-3B)
The cabin placards, the 9 seat corporate commuter placards and the following
replacement/additional placards are required for this interior.
On the rear of seats 5 and 6:
LY
N
MASCARA DE OXIGENO DEBAJO DE SU ASIENTO
O
OXYGEN MASK LOCATED UNDER YOUR SEAT
S
SE
On the rear of seat 5:
PO
R
EL ASIENTO IZQUIERDO DEBE ESTAR TOTALMENTE HACIA
PU
ATRAS DURANTE TODO EL VUELO
N
IO
AT
On the left side of the bench seat:

IZ
R
IA
EL ASIENTO IZQUIERDO DEBE ESTAR TOTALMENTE HACIA

IL
ATRAS DURANTE TODO EL VUELO

M

FA

D
AN

AL

ER

EN

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9-13-15
SECTION 9
6 SEAT EXECUTIVE INTERIOR (INTERIOR CODE EX-6S-2)
The cabin placards plus the following are those required for this interior.
Above the baggage area coat rail:
MAX PESO A COLGAR 11 lb / 5 kg

MAX COAT RAIL LOAD 11 lb / 5 kg
LY
N
O
S
SE
PO
R
On the forward left stowage unit:
PU
On the upper drawer
N
IO
PESO LIMITE
AT

IZ
R
On the lower drawer

IA
IL
M
PESO LIMITE
FA

D
AN
On the forward right stowage unit:

AL
On the upper drawer

ER
PESO LIMITE
EN

G
R
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On the lower drawer
PESO LIMITE

9-13-16
SECTION 9
On each oxygen mask pocket:

OXYGEN MASK INSIDE
On the armrest near each passenger oxygen mask:
LY
N
or
O
S
SE
Near each Executive seat:
PO
PARA DESPEGUE Y ATERRIZAJE
R
- EL RESPALDO DEL ASIENTO DEBE
PU
ESTAR COMPLETAMENTE VERTICAL
MOVER EL ASIENTO HASTA EL TOPE
TRASERO Y HASTA EL TOPE PARED
N
IO
- AJUSTAR EL REPOSACABEZAS
AT
- AJUSTAR EL CINTURON DE
SEGURIDAD Y EL ARNES
IZ
- PLEGAR Y ASEGURAR LA MESA

R
IA
FOR TAKEOFF AND LANDING

IL
- SEAT MUST BE FULLY UPRIGHT

M
FULLY TO THE REAR OF CABIN

FA
AND FULLY OUTBOARD

- ADJUST HEADREST TO SUPPORT HEAD
D
- FASTEN SEAT LAP AND SHOULDER BELT

AN
- TABLE MUST BE STOWED

AL
ER
Near each ashtray:

EN
NO FUMAR MIENTRAS SE USE OXIGENO

G
DO NOT SMOKE WHILE OXYGEN IN USE

R
FO

9-13-17
SECTION 9
4 SEAT EXECUTIVE AND 4 SEAT CORPORATE COMMUTER (INTERIOR CODE EX-

4S-STD-4S)
The cabin placards, the 6 seat executive and the following placard is required for this
interior:
On the armrest near Passenger Oxygen Mask for seats 7 and 8:
LY
N
O
PULL TAPE FOR or PULL TAPE FOR
S
SE
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9-13-18
SECTION 9
TOILET PLACARDS
The toilet placards are installed in all executive interiors.
NO FUMAR
LY
EN EL BAÑO
NO SMOKING
N
IN LAVATORY
O
S
SE
NO OCUPAR EL BAÑO DURANTE
PO
DESPEGUE / ATERRIZAJE Y TURBULENCIA
TOILET COMPARTMENT NOT TO BE OCCUPIED DURING
R
TAKEOFF / LANDING AND TURBULENCE
PU
N
IO
AT
IZ
PARA CERRAR
R
TIRE AQUI
IA
TO CLOSE
IL
PULL HERE
M
FA
D
AN
AL

ER
EN
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PARA CERRAR
R
TIRE AQUI
FO
TO CLOSE
PULL HERE

9-13-19
SECTION 9
Near the toilet seat:
PRESIONE PARA
VACIAR
PUSH TO FLUSH
LUZ DEL BAÑO

LAVATORY LIGHT
LY
N
On the oxygen mask box:
O
S
SE
OXYGEN MASK INSIDE
PO
R
Below the oxygen mask box:
PU
N
TIRE DE LA CINTA PARA IO
LA MASCARA DE OXIGENO
PULL TAPE FOR OXYGEN MASK
AT
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9-13-20
SECTION 9
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SECTION 9

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9-13-22
SECTION 10
PC-12/47E SAFETY AND OPERATIONAL TIPS
SECTION 10
SAFETY AND OPERATIONAL TIPS
LY
TABLE OF CONTENTS
N
O
S
SE
PO
Subject Page
R
GENERAL 10-1
PU
SAFETY TIPS 10-1
N
IO
OPERATIONAL TIPS 10-1
AT
IZ
ANTI-COLLISION LIGHTS 10-1

R
CROSSWIND OPERATION 10-1

IA
BEHAVIOR AFTER HIGH MASS/HIGH SPEED BRAKING 10-2

IL
FLAMMABLE MATERIALS, PRESSURE VESSELS AND 10-2

M
EQUIPMENT LOCATIONS
FA
REMOVAL OF SNOW, ICE AND FROST FROM THE AIRCRAFT 10-4

OPERATIONS FROM PREPARED UNPAVED SURFACES 10-19
D
PASSENGER BRIEFINGS 10-21

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SECTION 10
SAFETY AND OPERATIONAL TIPS PC-12/47E
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Report No: 02277 Issued September 15, 2006:

SECTION 10
GENERAL
This section provides information for the operation of the airplane.
SAFETY TIPS
LY
Pilots who fly above 10,000 feet should be aware of the need for physiological training.
N
It is recommended that this training be taken before flying above 10,000 feet and
O
receive refresher training every two or three years.
S
SE
Information on the location of flammable materials, pressure vessels and equipment
PO
locations for crash-fire-rescue purposes is given in Figure 1.
R
PU
OPERATIONAL TIPS
N
IO
ANTI-COLLISION LIGHTS
AT
IZ
Anti-collision strobe lights should not be operating when flying through cloud, fog, or
haze. Reflected light can produce spatial disorientation.
R
IA
IL
CROSSWIND OPERATION
M
FA
Takeoff
D
It is possible, if required, to hold the aircraft stationary with the brakes while the engine
AN
is at max takeoff power. When the brakes are released rapid and aggressive use of the
rudder and possibly some small application of brake is necessary to establish and
AL
maintain the centerline but, once rolling, directional control is easy with rudder only.
Holding the elevator neutral will keep the nosewheel on the ground and assist in
ER
maintaining directional control.

EN
In strong crosswinds the aircraft establishes a drift angle of up to 10° while accelerating
G
to rotation speed.
R
FO
In gusty conditions it is recommended to rotate at V R + 10 Kts. On rotation the aircraft

yaws considerably further into wind and automatically establishes the heading
necessary to track the runway centerline.
Landing
It is recommended to use the wing down technique. At approximately 100 to 200 ft on
approach to the runway, apply rudder to align the longitudinal axis of the aircraft to the
runway and put on bank in the opposite direction to maintain the runway centerline. The
aircraft is then

SECTION 10
flown in a sideslip to touch down initially on one wheel. As soon as one wheel touches,
lower the other two to the runway and immediately select either the condition lever to
ground idle or the PCL to beta or reverse. Once the aircraft is established on the
runway it can be stopped as normal with brakes or reverse power without difficulty. Do
not attempt heavy braking in a strong crosswind as the into wind wheel will tend to lock
more easily.
In conditions of strong turbulence it is recommended, if runway length permits, to fly the

approach with reduced flap deflection to increase IAS and aileron efficiency. It is also
LY
recommended to increase the approach speed for the chosen flap setting by 50% of
the difference between the wind mean speed and max gust speed, to give a greater
N
speed margin over the stall.
O
S
SE
BEHAVIOR AFTER HIGH MASS/HIGH SPEED BRAKING
PO
In the case of heavy braking, soft brake pedals and/or fusible plug release may occur
R
during following taxi. Limitation in Section 2 applies.
PU
If any signs of soft brake pedals are observed it is highly recommended to stop
N
immediately, shut down the engine and ask for ground assistance. If a decision is taken
IO
to continue taxiing, use caution and taxi slowly. Use Beta and/or reverse thrust to
AT
control taxi speed only. Pedal fall through (brake failure) and/or fusible plug release can
occur anytime when soft pedals are observed.
IZ
R
FLAMMABLE MATERIALS, PRESSURE VESSELS AND EQUIPMENT LOCATIONS

IA
IL
M
Refer to Figure 10-1 for the location of these items.

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10-2 Revision 9: Jun 30, 2010
SECTION 10
LY
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Figure 10-1. Flammable Materials, Pressure Vessels and Equipment Locations

Revision : March 26, 2008 10-3
SECTION 10
REMOVAL OF SNOW, ICE AND FROST FROM THE AIRCRAFT
1. GENERAL
Flight crews are responsible for ensuring the aircraft is free of ice, snow or any
contaminants. Ground icing may occur whenever there is high humidity with
temperatures of +10°C (+50°F) or colder.
Approved de-icing/anti-icing fluids must be used during the de-icing/anti-icing procedure.
LY
The aircraft must be clear of all deposits of snow, ice and frost adhering to the lifting and
N
control surfaces immediately prior to take-off. The clean aircraft concept is essential for
O
safe flight operations. The pilot in command of the aircraft has the ultimate responsibility
S
to determine if the aircraft is clean and in a condition for safe flight.
SE
Manual methods of de-icing provide a capability in clear weather to clean the aircraft to
PO
allow a safe take-off and flight. De-icing/anti-icing fluids can be used to quickly remove
frost and to assist in melting and removal of snow. In inclement cold weather conditions,
R
the only alternative may be limited to placing the aircraft in a hangar to perform the
PU
cleaning process. Manual methods are described in more detail in paragraph 5.
N
It is recommended that flight crews familiarize themselves seasonally with the following
IO
publications for expanded de-ice and anti-ice procedures:
AT
 FAA Advisory Circular AC135-17 (small aircraft)

 AEA Recommendations for De-icing/Anti-icing Aeroplanes on the Ground
IZ
 FAA and Transport Canada Holdover Timetables

R
IA
Pilatus recommend that ground de-icing/anti-icing is done with the engine shutdown to
IL
minimize fluid ingestion into the engine and bleed air ducting.
M
The ACS BLEED AIR switch must remain set to INHIBIT for approximately five minutes
FA
after the de-icing/anti-icing procedure has been completed.

D
The de-icing/anti-icing crew must be instructed not to direct fluid at the propeller or
AN
engine.
AL
De-icing with the engine running may result in a strong and unpleasant smell inside the
aircraft, as the engine bleed system carries the odors to the passengers and crew.
ER
Propwash from operating the propeller can cause rapid flow-off of de-icing/anti-icing fluid
EN
from the wing and other surfaces within the slip stream.
G
During the de-icing/anti-icing procedure, the ground crew may have to request the pilot
to power down the engine in order to reduce propwash, or to stop the aircraft from
R
FO
sliding forward on a slippery surface.

SECTION 10
DE-ICING/ANTI-ICING FLUIDS
Various de-icing fluids are commercially available.

Clariant fluids were rigorously tested on PC-12 aircraft with no detrimental effect
identified. Clariant fluids are therefore recommended by Pilatus for use on PC-12
aircraft.
NOTE
LY
For de-icing the temperature of all heated fluids should
N
be at least 60°C (140°F) at the nozzle. The aircraft skin
O
maximum temperature limit is 70°C (158°F).
S
SE
As part of a two-step procedure, cold Type IV fluids
PO
shall only be used within 3 minutes after the surface has
been de-iced with heated water or heated Type I fluid as
R
cold Type IV fluids significantly reduce the aircraft lift
PU
and increase control forces.
N
The following de-icing/anti-icing fluids are recommended for use on the PC-12:
IO
International Primary
AT
Fluid Description
Standard Use
IZ
SAE Type De-Icing Type I fluids are water/glycol mixtures with a

AMS 1424
R
I glycol content of at least 80%, which contain a

IA
corrosion inhibitor package. These fluids have

IL
been used for many years to remove ice, snow

ISO Type
M
and frost (de-icing). They offer only limited

ISO 11075
FA
I protection against further icing due to freezing

precipitation.
D
Type II fluids contain at least 50% of glycol

AN
and a corrosion inhibition package.

AL
SAE Type Anti- Furthermore, they contain a pseudoplastic

AMS 1428
II Icing thickener system which additionally protects
ER
against re-freezing (anti-icing) due to its film-

EN
forming properties.
Type III fluids are used for de-icing/anti-icing
G
SAE Type Anti- and offer longer “holdover” performance than

AMS 1428
R
III Icing Type I fluids.

FO
Type IV fluids contain at least 50% of glycol

and a corrosion inhibition package.
SAE Type Anti- Furthermore, they contain a pseudoplastic
AMS 1428
IV Icing thickener system which additionally protects
against re-freezing (anti-icing) due to its film-
forming properties.

SECTION 10
2. HEALTH EFFECTS
Pilots must be aware of the potential health problems of de-icing/anti-icing fluids to

ensure the correct precautions are taken when a de-icing/anti-icing procedure is done,
and to better ensure the wellbeing of the passengers and crew.
LY
3. PRE-FLIGHT CHECKS FOR ICE, SLUSH, SNOW OR FROST THAT ADHERES
TO THE AIRCRAFT
N
O
S
To establish the need for aircraft de-icing, a pre-flight check is required to identify any
SE
contamination that adheres to the aircraft surface and to direct any required de-
PO
icing/anti-icing operations.
R
PU
NOTE
This check should normally be done by the flight
N
crew when they do a walk around pre-flight
IO
check.
AT
Ice can build up on aircraft surfaces during flight through dense clouds or precipitation.
IZ
When ground OAT at the destination is low, it is possible for flaps and other moveable
R
surfaces to be treated but accumulations of ice may remain undetected between

IA
stationary and moveable surfaces. It is important that these areas are checked before
IL
departure and any frozen deposits removed.

M
FA
4. SELECTING THE DE-ICING ONLY OR DE-ICING/ANTI-ICING METHOD

D
AN
Ice, slush and snow must be removed from all aircraft surfaces before dispatch or
before anti-icing.
AL
Any contamination found on components of the aircraft that are critical to safe flight
ER
must be removed by de-icing.

EN
When freezing precipitation exists, and the precipitation is adhering to the surfaces at
the time of dispatch, the aircraft surfaces must be de-iced/anti-iced.
G
If both de-icing and anti-icing are required, the procedure may be performed in one or
R
FO
two steps.
The selection of one or two-step processes depends on the weather conditions,
available equipment, available fluids and the holdover time to be achieved.

SECTION 10
START
Do Pre-Flight
Checks (Para 3)
LY
N
O
S
Do freezing
SE
precipitation conditions De-Icing/Anti-Icing Is it possible to do a Do Two-Step
YES YES
exist, or is a Holdover required (Para 6) Two-Step procedure? procedure (Para 6.B)
PO
time required?
R
NO
PU
Do One-Step
procedure
N (Para 6.A)
IO
AT
IZ
NO
Go to Post De-Icing/Anti Icing
R
procedure (Para 10)

IA
IL
M
FA
D
AN
Was Is contamination Remove local area

De-Icing only
contamination YES limited to a localised YES contamination
required (Para 5)
identified? area? (Para 5.B)
AL
ER
NO
EN
NO
De-Ice complete
aircraft (Para 5.A)
G
R
No De-Icing/Anti-
FO
Icing is required
Go to Post De-Icing/Anti Icing

procedure (Para 10)
END
Figure 10-2 Selection of De-Icing Only or De-Icing/Anti-Icing Method Flowchart

SECTION 10
5. DE-ICING ONLY PROCEDURE
To reduce the quantity of de-icing fluid required, a manual method can be used as a pre-
step process, before the de-icing process, in order to remove large amounts of frozen
contamination, for example, snow, slush or ice
Ice, slush, snow or frost may be removed from aircraft surfaces by manual methods or
fluids.
Manual methods of de-icing such as brooms, brushes, ropes, squeegees etc. can be
LY
used to remove dry snow accumulations and to remove the bulk of wet snow deposits.
N
These manual methods require that caution be exercised to prevent damage to the
O
aircraft skin or components.
S
A. DE-ICING OF THE COMPLETE AIRCRAFT
SE
PO
Ground support equipment is required and must have the capability to heat the
water and/or de-icing fluids to 60ºC (140ºF) or more at the nozzle. However, the
R
temperature of the de-icing/anti-icing fluids in contact with the aircraft surfaces
PU
must be limited to less than 70ºC (158ºF). Refer to Paragraph 6.A.
N
B. REMOVAL OF LOCAL AREA ICE CONTAMINATION IO
AT
CAUTION
IZ
THE AIRCRAFT MUST BE TREATED SYMMETRICALLY,

R
THAT IS, LEFT HAND AND RIGHT HAND SIDES SHALL

IA
RECEIVE THE SAME AND COMPLETE TREATMENT.

IL
AERODYNAMIC PROBLEMS COULD RESULT IF THIS

M
REQUIREMENT IS NOT MET.

FA
When the presence of frost and/or ice is limited to localized areas on the surfaces
of the aircraft and no precipitation is falling or expected, it is not necessary to
D
apply de-icing/anti-icing fluids to the complete aircraft.

AN
If no holdover time or only de-icing is required, only the contaminated areas will
AL
require treatment, then a “local area” de-icing may be done. The affected area(s)
must be sprayed with de-icing fluid.
ER
EN
G
R
FO

SECTION 10
6. DE-ICING/ANTI-ICING
CAUTION
THE APPLICATION OF TYPE II, III OR IV FLUIDS,

MAY CAUSE RESIDUES TO COLLECT IN
AERODYNAMICALLY QUIET AREAS, CAVITIES AND
GAPS.
LY
DRIED RESIDUES MAY REHYDRATE AND FREEZE
FOLLOWING A PERIOD OF HIGH HUMIDITY
N
O
AND/OR RAIN.
THIS MAY IMPEDE FLIGHT CONTROLS. THESE
S
RESIDUES MUST BE REMOVED BY HOT WATER
SE
WASHING BEFORE THE NEXT FLIGHT.
PO
WHENEVER POSSIBLE, USE HEATED WATER
AND/OR TYPE I FLUID TO DE-ICE THE AIRCRAFT.
R
PU
A. ONE STEP DE-ICING/ANTI-ICING
N
IO
Heated SAE Type I, II or III Fluid may be used to remove ice, slush and snow from
the aircraft prior to departure, and to provide minimal anti-icing protection as given
AT
in the applicable Fluid holdover timetable.

IZ
R
B. TWO STEP DE-ICING/ANTI-ICING

IA
IL
CAUTION
M
FA
WHERE RE-FREEZING OCCURS FOLLOWING THE

INITIAL TREATMENT, BOTH FIRST AND SECOND
D
STEPS MUST BE REPEATED.

AN
Step 1 – De-icing with heated water and/or heated SAE Type I de-icing fluids.
AL
Step 2 – Anti-icing: A separate over-spray of cold SAE Type II, III or IV anti-icing
fluids may be applied within three minutes (if necessary, area by area) to
ER
completely cover the first step fluid in a sufficient amount of second step
fluid. The fluid used and it’s concentration must be chosen with respect to
EN
the desired holdover time, which is dictated by the OAT wing temperature
G
and the weather conditions.

R
FO

SECTION 10
7. APPLICATION OF DE-ICING/ANTI-ICING FLUID
A. GENERAL
Flight crew should supervise the de-icing and anti-icing of the aircraft to ensure
proper application of the fluid.
When ice, snow or slush is removed from aircraft surfaces, care must be taken to
prevent entry and accumulation of the ice, snow or slush in intakes or control
surface hinge areas.
LY
All doors and windows shall be closed.
N
O
De-icing and anti-icing fluids must not be directed towards the static ports, pitot
heads, AOA transmitters, cockpit windows, air intakes, brakes, wheels, engine
S
inlet or exhaust ports.
SE
PO
NOTE
R
De-icing or anti-icing fluid that may splash onto heated
PU
surfaces (exhaust ducts, AOA transmitters, etc.) will
produce significant smoke/vapor.
N
IO
Fluid must always be sprayed from the front of the aircraft. Fluid sprayed from the
rear can force fluid into aerodynamically quiet areas where it may not be able to
AT
drain. Refer to Essential Aircraft De-Icing/Anti- Icing Areas, Figures 10-3 and 10-4.
IZ
Any forward area from which fluid may blow back onto the windscreen during taxi
R
or subsequent take-off shall be free of fluid residues prior to departure.

IA
IL
NOTE
M
FA
If fluid is sprayed or runs onto the windscreen during

application, it must be removed prior to taxi and take-
D
off.
AN
De-icing and anti-icing fluid can be removed by rinsing

AL
with approved cleaner and a soft cloth.

ER
The first area to be de-iced/anti-iced should be easily

EN
visible from the cockpit and must be used to provide a

conservative estimate for unseen areas of the aircraft
G
before a take-off roll is initiated.

R
Anti-icing of the lower side of the wings and/or

FO
horizontal stabilizer and elevator is not normally

expected. However, if these surfaces must be de-iced,
the freezing point of the de-icing fluid must be low
enough to prevent refreezing.

SECTION 10
B. DE-ICING/ANTI-ICING THE WINGS, TAIL AND FUSELAGE
The wings are the main lifting surfaces of the aircraft and must be free of snow and
ice to operate efficiently. De-icing/anti-icing of the wings should begin at the leading
edge wing tip with the flaps retracted, sweeping in the aft and inboard direction.
Tail surfaces should be de-iced/anti-iced in a similar manner to the wing. Move the
horizontal stabilizer to nose down for a better visual check. The area adjacent to
the elevator balance horns and the horizontal stabilizer must be thoroughly
LY
inspected.
N
Passenger and cargo doors must be de-iced to ensure correct operation. All door
O
hinges, locks and seals must be inspected to make sure that they are free from
contamination.
S
SE
C. PROPELLER AND ENGINE AREA DE-ICING
PO
WARNING
R
PU
ICE DEPOSITS SHED FROM THE PROPELLER MAY
CAUSE SERIOUS INJURY TO PERSONNEL
N
IO
CAUTION
AT
IZ
DE-ICING/ANTI-ICING SPRAY DIRECTED INTO THE

ENGINE CAN CAUSE A FLAMEOUT OR OTHER
R
IA
PROBLEMS, DEPENDING ON THE AMOUNT OF DE-

ICING/ANTI-ICING FLUID INGESTED.
IL
M
The propeller must be thoroughly de-iced while static. DO NOT start the engine
FA
until it has been ascertained that all ice deposits have been removed from the
propeller.
D
AN
If the engine is required to run while de-icing/anti-icing:

 Set the ACS BLEED AIR switch to INHIBIT
AL
 Set the INERT SEP switch to OPEN


ER
Apply the brakes

 Set the engine to GROUND IDLE.
EN
If needed, minimal amounts of de-icing/anti-icing fluid can be used to de-ice the

G
engine external cowling area. The engine inlet area must be avoided. Fluid residue
R
on the engine compressor blades can reduce engine performance or cause a stall
FO
or surge. This will also minimize the ingestion of fluid vapors into the engine air
bleed system.
Engine intake areas must be inspected for the presence of ice immediately after
shutdown. Any accumulation must be removed while the engine is still warm and
before the installation of the intake covers.

SECTION 10
D. LANDING GEAR AND WHEEL BAYS DE-ICING
The application of de-icing fluid in this area must be kept to a minimum. De-icing
fluid must not be directed onto the brakes and wheels.
Landing gear and wheel bays must be kept free from a buildup of slush, ice or
accumulation of blown snow. Deposits can be removed by brush etc. Where
deposits have bonded to surfaces, these can be removed by spraying with de-icing
fluids.
LY
E. CLEAR ICE PRECAUTIONS
N
O
Clear ice can form on aircraft surfaces below a layer of snow or slush. It is
S
SE
important that surfaces are closely examined after each de-icing operation to make
sure that all deposits have been removed.
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO

SECTION 10
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
NOTE
Any forward area from which fluid may blow back onto
the windscreen during taxi or take-off must be free of
fluid residues prior to departure.
Figure 10-3 Essential Aircraft De-Icing Areas

SECTION 10
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
FO
Figure 10-4 Essential Aircraft Anti-Icing Areas

SECTION 10
8. SPRAYING TECHNIQUE
A. ONE STEP DE-ICING/ANTI-ICING
Heated water and/or heated fluid must be sprayed on the aircraft in a manner
which minimizes heat loss on the aircraft. If spraying is carried out with the engine
running, the engine must be at Idle with all engine bleed air turned off.
LY
For de-icing, the temperature of all heated fluids must be at least 60°C (140°F) at
the nozzle. The aircraft skin maximum temperature limit is 70°C (158°F).
N
O
If possible, fluid should be sprayed in a solid cone pattern of large, coarse droplets.
S
SE
The fluid must be sprayed as close as possible to the aircraft surface, but not
closer than 3 m (10 feet) if a high pressure nozzle is used. Refer to Essential
PO
Aircraft De-Icing / Anti- Icing Areas, Figures 10-3 and 10-4.
R
B. TWO STEP DE-ICING/ANTI-ICING
PU
N
The application technique for SAE Type II, III and IV fluids are the same as for
IO
SAE Type I fluid, except that as the aircraft surface is already de-iced, the
application lasts only long enough to coat the aircraft surfaces. Refer to Essential
AT
Aircraft De-Icing/Anti-Icing Areas, Figures 10-3 and 10-4.

IZ
R
IA
9. HOLDOVER TIMETABLES
IL
M
Holdover Timetables are only estimates and vary depending on many factors such as
FA
temperature, precipitation type, precipitation rate, wind, and airplane skin temperature.
Holdover times are based on the mixture ratio of fluid/water.
D
AN
For a one step De-icing/Anti-icing procedure, the holdover time begins at the start of the
treatment.
AL
For a two step De-icing/Anti-icing procedure, the holdover time begins at the start of the
ER
second step (anti-icing).

EN
G
R
FO

SECTION 10
10. POST DE-ICING/ANTI-ICING PROCEDURE
CAUTION
AIRCRAFT OPERATORS ARE SOLELY RESPONSIBLE

FOR ENSURING HOLDOVER TIMETABLES CONTAIN
CURRENT DATA.
TABLES ARE FOR USE IN DEPARTURE PLANNING
LY
ONLY AND MUST BE USED IN CONJUNCTION WITH
N
PRE TAKE-OFF CONTAMINATION PROCEDURES.
O
S
SE
A. POST DE-ICING/ANTI-ICING CHECK
PO
The areas that follow must be checked for any contamination that may still remain
R
after the de-icing/anti-icing procedure has been done:
PU
 Wing leading edges, upper and lower surfaces and aileron including the
wing seals
N
IO
 Horizontal stabilizer leading edges, upper and lower surfaces and the
AT
elevator surfaces, particularly the balance horns

 Vertical stabilizer and rudder surfaces
IZ
 Flaps
R
 Propeller
IA
 Engine oil cooler and ECS air intakes

IL
 Inertial separator and screen

M
 Fuselage
FA
 Static ports, pitot heads, AOA vanes and temperature probes

 Fuel tank vents
D
 Landing gear
AN
A thorough pre-flight inspection is more important in extreme temperatures, as this

AL
may affect the aircraft and/or its performance.

ER
EN
G
R
FO

SECTION 10
B. PRE-TAKEOFF CONTAMINATION CHECK
CAUTION
UNDER NO CIRCUMSTANCES SHALL AN AIRCRAFT

THAT HAS BEEN ANTI-ICED RECEIVE A FURTHER
COATING OF ANTI-ICING FLUID DIRECTLY ON TOP OF
THE CONTAMINATED FILM.
IF AN ADDITIONAL TREATMENT IS REQUIRED
LY
BEFORE FLIGHT, A COMPLETE DE-ICING/ANTI-ICING
PROCEDURE MUST BE PERFORMED.
N
O
MAKE SURE THAT ALL RESIDUES FROM ANY
PREVIOUS TREATMENTS ARE FLUSHED OFF.
S
ANTI-ICING ONLY IS NOT PERMITTED.
SE
PO
A pre-take-off check must be done by the flight crew before take-off and within the
holdover time. This check is normally done from within the cockpit. It may be
R
accomplished by the continuous assessment of the conditions that affect holdover
PU
times, and should include the assessment and adjustment of holdover times.
N
When freezing precipitation exists, aerodynamic surfaces must be checked just
IO
before the aircraft taxis onto the active runway or initiates the take-off roll, to make
sure that they are free of ice, slush and snow or frost (Refer to Figures 10-3 and
AT
10-4). This is most important when severe conditions are experienced. When
IZ
adhering deposits are in evidence, de-icing of the aircraft must be repeated.

R
C. FLIGHT CONTROL CHECK

IA
IL
After the de-icing/anti-icing procedure has been done, and before the take-off roll
M
has started, the flaps must be fully extended and then retracted to the 15 degree
FA
position. During control checks, the controls may feel heavier than normal.
D
AN
AL
ER
EN
G
R
FO

SECTION 10
11. TAKE-OFF PERFORMANCE – SAE TYPE II, TYPE III AND TYPE IV FLUIDS
CAUTION
ANTICIPATE A HEAVIER THAN NORMAL ELEVATOR

FORCE AT ROTATION. EVEN WITH THE
INCREASED PULL FORCE, THE AIRCRAFT MAY
ROTATE SLOWER THEN NORMAL. THE ELEVATOR
FORCES WILL RETURN TO NORMAL SHORTLY
LY
AFTER TAKE-OFF.
N
O
THE TAKE-OFF CORRECTION FACTOR IS
APPROXIMATE. ACTUAL CONDITIONS MAY
S
REQUIRE DISTANCES GREATER THAN THOSE
SE
DETERMINED.
PO
For take-off after a de-icing/anti-icing procedure has been done, PUSHER ICE
MODE must be used, with the flaps set to 15 degrees, and the rotational speed
R
PU
increased by 10 KIAS (as specified in Section 5 Performance). As a result, the
take-off ground roll distance can be increased by up to 30% and the total distance
by up to 31%.
N
IO
12. PERIODIC INSPECTION – TYPE II, III AND IV FLUIDS
AT
Operators who use SAE Type II, III or IV anti-icing fluids are recommended to carry
IZ
out periodic inspections for anti-icing fluid residues. The visual inspection must
R
include:
IA
IL
 Along the wing rear spar area with flaps extended.

M
 Around the perimeter of the aileron surface.

FA
 The gaps around the elevator and elevator trim tab.

 The gaps around the rudder and rudder trim tab.
D
 Inside the drain hole located at the base of the rudder

AN
Any identified residues must be removed by cleaning with warm water or an

AL
approved fluid.
ER
If the aircraft is washed, or if SAE Type I fluid is used for de-icing, the frequency of
inspection may be reduced.
EN
Initially, the inspections must be carried out after a maximum of three applications
G
of SAE Type II, III or IV anti-icing fluids.

R
The operator must determine the frequency of inspections based on the results of
FO
residue inspections, the frequency of de-icing/anti-icing operations as well as the

frequency of aircraft washing.

SECTION 10
OPERATIONS FROM PREPARED UNPAVED SURFACES

The aircraft is constructed for operations from prepared unpaved surfaces.
Prepared unpaved surfaces are taxi-ways and runways that are prepared and approved
for aircraft operations with a surface other than tarmac or concrete.
CAUTION
LY
N
PREPARED UNPAVED SURFACES SUITABLE FOR
O
AIRCRAFT OPERATIONS VARY GREATLY AND
SOME MAY NOT BE SUITABLE FOR OPERATIONS.
S
SE
IT IS THE RESPONSIBILITY OF THE PILOT IN
COMMAND TO MAKE SURE THAT EACH TAXI-WAY
PO
AND RUNWAY SURFACE IS FIT FOR USE AT THE
INTENDED AIRCRAFT WEIGHT BEFORE
R
COMMENCING OPERATIONS ON IT.
PU
The following factors should be considered when deciding if a surface is fit for operation
or when operating from prepared unpaved surfaces: N
IO
AT
SURFACE HARDNESS
IZ
A prepared unpaved surface may be hard after a period of dry weather but after rain
R
IA
can become soft. The wheels of a heavy aircraft can sink into soft surfaces causing a
large increase in drag. This can make taxiing difficult or impossible and increase the
IL
takeoff ground roll distance considerably, sometimes to the point where VR cannot be
M
achieved. How deep the wheels sink in, varies with aircraft weight and surface
FA
condition. It may be possible to operate a light weight aircraft when it is not possible to
operate it at maximum take off weight.
D
AN
SURFACE ROUGHNESS
AL
The taxi-way and runway surface should be smooth. Undulations, depression or bumps
ER
can cause longitudinal pitching of the aircraft which may cause a significant reduction in
propeller ground clearance. Particular care should be exercised in long grass which can
EN
conceal hard objects and depressions and also at the borders between grass and
concrete surfaces.
G
R
FO
SURFACE TYPE
Loose stones or gravel can cause propeller or airframe damage. The propeller creates
turbulence which lifts stones into the air which then are struck by following blades or are
accelerated rearwards to hit the airframe. The risk of damage is reduced if the aircraft
is allowed to accelerate forwards before high power is selected and if reverse thrust is
not used below 30 kts forward speed.
Wet or fresh grass on a hard surface is slippery and has a lower coefficient of friction
than short dry grass. Takeoff and stopping distances may increase. On a soft surface
landing ground roll may decrease but takeoff ground roll may increase.

SECTION 10
On sandy or dusty surfaces, or where loose grass is present, reverse thrust can cause
a loss of forward visibility and particles ingested into the air intake can cause increased
engine wear.
INERTIAL SEPARATOR
When operating from any surface where there is a risk of dust, sand or other material
entering the engine intake, it is recommended to open the inertial separator.
LY
On takeoff from hot and high airfields with the inertial separator open it may not be
possible to obtain maximum takeoff power (44 psi) and the takeoff performance will
N
consequently deteriorate.
O
S
AIRCRAFT INSPECTION
SE
When operating from prepared unpaved surfaces where there are loose stones, gravel,
PO
grit, sand, dust or cut grass etc. there is always a risk of propeller or airframe damage
R
or blockage of air inlets. After operations from prepared unpaved surfaces, where a risk
PU
of damage or contamination exists, the aircraft should be thoroughly inspected.
BEFORE STARTING ENGINE

N
IO
Make sure the area under and adjacent to the propeller is clear of loose stones or other
AT
objects which could damage the propeller or enter the engine or oil cooler air inlets.
IZ
R
TAXIING
IA
1. Use minimum power to prevent stone damage particularly when moving away
IL
from rest and when turning.

M
FA
2. Be alert for surface unevenness or obstructions which could cause propeller

damage.
D
3. To turn the aircraft on soft or slippery surfaces using nosewheel steering

AN
assisted by brake will help to keep the power low. (Reducing the risk of damage
to the propeller or runway surface). If possible avoid making small radius turns.
AL
ER
TAKEOFF
EN
When aligned for takeoff set a low power before brake release. After brake release, as
the aircraft begins to accelerate, move the power lever steadily forwards to achieve
G
Takeoff power. This procedure will reduce the risk of damaging the propeller by loose
stones on the ground.
R
FO
LANDING
CAUTION
BEFORE LANDING ON A PREPARED UNPAVED

RUNWAY CHECK THAT THE SURFACE IS FIT FOR
OPERATION AT THE INTENDED WEIGHT.

SECTION 10
PASSENGER BRIEFINGS
GENERAL
In Sections 3 and 4 there are procedural actions that call for the pilot to brief the
passengers. They fall into two categories those forming part of an emergency
procedure and the more regular type ones for taxiing prior to takeoff and before landing.
Tips for passenger briefings during an emergency cannot be specified as each situation
LY
will place a different demand on the pilot. However, much of the content in the Taxiing
briefing tips can be used to brief the passengers, if time permits. Tips for the
N
recommended subjects that should be covered for the regular passenger briefings are
O
given in the following lists:
S
SE
TAXIING (Section 4, para 4-7)
PO
For aircraft with a standard cabin interior:
R
PU
 Stow hand baggage under the seats
 Put the seat back in the upright position
 Position the seat headrest to support the head N
IO
 Switch off electronic equipment
AT
 Fasten seat lap and shoulder belts, and tighten lap strap

IZ
Mention how to locate, remove and put on the passenger oxygen masks

R
Mention the location and usage of the emergency exits


IA
Mention to remain buckled up during cruise in case of unexpected turbulence, but

that the shoulder strap may be released (if releasable type) when airborne and
IL
permission has been given

M
 Mention the safety on board cards for more detailed information about the safety
FA
features (if available)

D
AN
For aircraft with an executive cabin interior:

AL
 Stow hand baggage in the seat or cabinet drawers

 Move the seat to the required position for takeoff (as per the placard adjacent to
ER
each seat)
EN
 Position the seat headrest to support the head

 Stow the tables, cabinet drawers, seat drawers and legrests
G

R
 Fasten seat lap and shoulder belts, tighten lap strap

FO
 Mention how to locate, remove and put on the passenger oxygen masks
 Mention the location and usage of the emergency exits
 Mention to remain buckled up during cruise in case of unexpected turbulence, but
that the shoulder strap may be released once the fasten seat belt sign has been
switched off
 Mention the safety on board cards for more detailed information about the safety
features (if available)

SECTION 10
BEFORE LANDING (Section 4, para 4-14)
For aircraft with a standard cabin interior:
 Stow hand baggage under the seats

 Put the seat back in the upright position

LY
Fasten seat lap and shoulder belts, tighten lap strap
 Remain seated and buckled until the aircraft has come to a standstill and the
N
engine is turned off
O
S
For aircraft with an executive cabin interior:
SE
PO
 Stow hand baggage in the seat or cabinet drawers
 Move the seat to the required position for landing (as per the placard adjacent to
R
each seat)
PU
 Stow the tables, cabinet drawers, seat drawers and legrests
 Switch off electronic equipment N
IO
 Fasten seat lap and shoulder belts, tighten lap strap
AT
 Remain seated and buckled until the aircraft has come to a standstill and the
engine is turned off.
IZ
R
IA
IL
M
FA
D
AN
AL
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Pilatus PC 12 NG Manual PDF

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PILOT’S INFORMATION MANUAL

PILOT’S INFORMATION MANUAL

Pilatus Aircraft Ltd

SB No. Title Incorporated

34-020 Installation of SBAS capable GNSSU.

34-026 Introduction of Honeywell SBAS capable GNSSU.

34-028 Replace the Air Data Attitude and Heading Reference

Incorporated on production from MSN 1271.

45-002 Upgrade PRIMUS APEX software to Build 5.3.1.

Incorporated on production from MSN 1133.

45-003 Upgrade PRIMUS APEX software to Build 6.

Incorporated on production from MSN 1181

45-005 Upgrade PRIMUS APEX software to Build 7.

Incorporated on production from MSN 1271.

46-003 Installation of Cursor Control Device (CCD).

79-007 Removal of Oil Debris Monitoring (ODM) system.

Issued: September 15, 2006 Report No: 02277

SB No. Title Incorporated

45-008 Upgrade PRIMUS APEX software to Build 8.

34-032 Introduction of Honeywell SBAS GNSSU.

11-005 Placards and Markings - External Placards and

Software to Build 8.3.3

Report No: 02277 Issued: September 15, 2006

LIST OF EFFECTIVE PAGES

Title N/A 2-12 and 2-13 6 3-67 14

LOR 21 and 22 13 2-36 and 2-37 12 4-10 12

CONTENTS-1 & 2 6 2-39 10 4-13 12

0-i and 0-ii 6 2-40 13 4-14 and 4-15 11

0-1 thru 0-4 6 2-41 thru 2-48 10 4-16 13

1-i 8 2-49 13 4-17 thru 4-38 11

1-ii 6 2-50 thru 2-53 10 5-i thru 5-iv 10

1-3 and 1-4 9 3-i 12 5-42 thru 5-45 12

1-5 thru 1-16 8 3-ii 11 5-46 thru 5-73 10

1-18 thru 1-20 8 3-iv 13 5-77 thru 5-94 10

2-i 6 3-1 thru 3-3 10 6-i 11

2-ii 13 3-4 12 6-ii 6

2-iv 6 3-10 12 6-3 thru 6-34 11

2-1 10 3-11 thru 3-24 11 6-35 12

2-2 9 3-25 12 6-36 thru 6-40 11

Issued: September 15, 2006 Report No: 02277

LIST OF EFFECTIVE PAGES

6-04-5 and 6 6 7-13-17 12 7-30-21 11

7-2-1 and 7-2-2 10 7-19-2 thru 7-19-4 10 7-33-5 11

7-4-1 thru 7-4-3 10 7-21-1 thru 7-21-3 10 7-33-7 thru 7-33-16 13

7-4-4 11 7-21-4 13 7-34-1 and 7-34-2 10

7-4-5 13 7-21-5 thru 7-21-8 10 7-34-3 13

7-4-6 thru 7-4-14 10 7-22-1 thru 7-22-4 10 7-34-4 10

7-5-1 and 7-5-2 10 7-23-1 and 7-23-2 10 7-35-1 10

7-7-1 and 7-7-2 10 7-25-1 thru 7-25-4 14 7-35-4 10

7-8-1 13 7-26-1 thru 7-26-8 10 7-36-1 10

7-9-1 and 7-9-2 10 7-27-3 thru 7-27-26 11 7-36-5 and 7-36-6 10

7-10-1 thru 7-10-7 10 7-28-1 thru 7-28-3 10 7-37-1 and 7-37-2 10

7-10-8 14 7-28-4 11 7-38-1 thru 7-38-5 10

7-10-11 13 7-29-1 thru 7-29-5 10 7-39-1 and 7-39-2 10

7-10-12 thru 7-10-28 10 7-29-6 thru 7-29-8 13 7-40-1 thru 7-40-4 0

7-10-29 and 7-10-30 14 7-29-9 and 7-29-10 11 8-i 12

Report No: 02277 Issued: September 15, 2006

LIST OF EFFECTIVE PAGES

Issued: September 15, 2006 Report No: 02277