BeechTalk - BT

Username Protected · **Posted:** 10 Jul 2016, 08:32

Username Protected wrote:

Interesting, I have never had an instructor suggest that. I usually bring the flaps up at 400ft.

I've seen both ways taught. I can raise flaps accelerating through 100 knots.

Vr = 82
Positive rate of climb = gear up
Lights Off (Taxi/Landing)
Inertial Closed (I leave my open in Florida cause of birds)
Yaw Damper on

Once I've down all that (3-5 seconds) I'm over 100 knots then I can raise the flaps.....

My initial was with Shane Jordan, he taught the above

except for
pitch for climb, 100 knots, at 1000ft, raise the flaps, then 150 knots pitch.
he makes turnbacks look easy........Pilatus is a frigging glider......

I fly Shane's way.

Username Protected · **Posted:** 10 Jul 2016, 13:38

Username Protected wrote:

I vary my flap retraction depending on the runway. If it's short or there are few forced landing options, I wait to raise them. If it's long I raise them at 100 knots to get going.

We did the turn around from 600 feet on a 10,000 foot runway. There was a strong wind helping, but the PC12 safely made the turn with little effort.

I used to, but keep it the same now to develop muscle memory and to 'feel' if something is outta wack.

Quote:

I find the debate on this thread about trade-offs interesting. I've flown a variety of aircraft from singles and twins to King Airs to heavy jet transports and the PC12 is probably the best combination of efficiency, comfort, and utility that I have seen.

I only wish I could afford my own PC12...

E

Eric, I wholeheartedly agree. Frankly I believe that the automation and integration of the NG makes the airplane as safe, if not safer than twin engine airplanes. I've forgotten a number of things that the airplane has kindly reminded me of.

Yesterday's trip was like that........full cabin of 9 people (I had left a seat out) and full bags, and I mean full. 2 hours to Telluride and landed with DA of 11,000ft in 2,000 ft with some gusty winds. We still had another 800lbs of useful load at takeoff and we landed with 2 hours worth of fuel.......

Username Protected · **Posted:** 10 Jul 2016, 21:24

No question the pc12 is an awesome machine. If money were no object I would have bought one over my mu2.

That said, my purchase decision makes me happy, when, on days like today, I reel in and pass pc12s going in the same direction:-).

Even on a hot day, I was able to true out at 285 while heavy and burning 410lbs hr at fl270. I also managed a 1300nm leg and landed with descent reserves. Not bad for a 'cheap' twin. I can only carry 6 people though - for a big load it's hard to beat the Pilatus.

Username Protected · **Posted:** 10 Jul 2016, 22:19

Username Protected wrote:

No question the pc12 is an awesome machine. If money were no object I would have bought one over my mu2.

That said, my purchase decision makes me happy, when, on days like today, I reel in and pass pc12s going in the same direction:-).

Even on a hot day, I was able to true out at 285 while heavy and burning 410lbs hr at fl270. I also managed a 1300nm leg and landed with descent reserves. Not bad for a 'cheap' twin. I can only carry 6 people though - for a big load it's hard to beat the Pilatus.

Anthony,

I've never flown the MU2. I would like to someday...

Eric

Username Protected · **Posted:** 10 Jul 2016, 23:28

Be careful Eric. I thought the same thing and flew one. I ended up owning one 6 months later!

Username Protected · **Posted:** 11 Jul 2016, 10:08

Username Protected wrote:

That said, my purchase decision makes me happy, when, on days like today, I reel in and pass pc12s going in the same direction:-).

Even on a hot day, I was able to true out at 285 while heavy and burning 410lbs hr at fl270. I also managed a 1300nm leg and landed with descent reserves. Not bad for a 'cheap' twin. I can only carry 6 people though - for a big load it's hard to beat the Pilatus.

Agreed on all. The Mitts and the Commanders are incredible values on the market currently.

Can a pc12 takeoff without flaps?