I highly doubt that, for the PC-24 has integrated auto throttles and a pilots side IRU. That’s too much to unwind and Garmin hasn’t yet figured out inertials as far as I’m aware.

Ugh. What you really want is a straight part 23 STC for GTN750Xi+G600Txi (w/EIS) +GFC600 suite. Then you get rid of the ridiculous legal entanglement with the manufacturer certification that makes it continually hard to add or change avionics. Doubt that it would be hard to accomplish if all the pieces are there - the engine gauge/EIS components are there, the autopilot certification might be the big missing piece, albeit still smaller than a whole G3000. Maybe some big Pilatus shop could get it done even before 2028.

I highly doubt that, for the PC-24 has integrated auto throttles and a pilots side IRU. That’s too much to unwind and Garmin hasn’t yet figured out inertials as far as I’m aware.

I think the biggest hurdles for G600TXi will be EICAS, Gear indication, trim indications. All these are integrated in the APEX system but not available in the G600TXi.

They do. They use the Litef LCR-100N

If Garmin is smart they will be thinking about those things for the G600 EIS variants. I mean, EICAS is just displaying messages and indicators (which the EIS already does some of), the gear and flap indicators are simply putting an icon on the screen in response to a discrete. Minor hyperbole about the simplicity, but only minor. It can’t be that hard compared to all the rest.

If Garmin is smart they will be thinking about those things for the G600 EIS variants. I mean, EICAS is just displaying messages and indicators (which the EIS already does some of), the gear and flap indicators are simply putting an icon on the screen in response to a discrete. Minor hyperbole about the simplicity, but only minor. It can’t be that hard compared to all the rest.

Maybe I’m naive how these things go, but I would think that adding a few indication options to the EIS capabilities of the G600 boxes would potentially serve many aircraft variants, whereas the G3000 stuff is much more tightly tied to specific airframes. I.E. by doing it under the more general STC/AML they kill many birds with one stone.

But I could be totally smoking crack.

You're not. Of course it would be much better for consumers and also much easier to certify individual instruments via STC. There is no reason Garmin couldn't offer an annunciator panel for whatever needs to be annunciated in a PC12.

But they won't. They want to create lock-in via airframe STCs. That and selling the associated support is much more profitable. Our hope really is more with the smaller non-monopolistic companies. Maybe Aspen could do it.

Sadly, there's no way Aspen is going to do it for PC-12 level avionics suites. They just aren't capable enough.

Garmin could easily tweak the 7" EIS displays to add some CAS messages and indicators (it's just software). The upside to them is actually that they would break the airframers' lock on the avionics suites and probably be able to sell more add-ons by doing that end-run.

Now if you had a 441 Conquest II, the comparisons would flip. The 441 will beat a PC-12 in fuel per distance and go quite a bit faster, 310-320 knots. Plus it is a twin which comes with safety advantages.

Was a TBM considered? Also much faster than a PC-12. If you aren't hauling a bunch of stuff, it makes more sense to me.

260-270 knots in a stiff winter headwind is brutal at times. You can lose half your groundspeed on some days. Eve n in my 300+ knot MU2, the winds can be a real bummer.

Mike C.

In 2015 my MSP/HAAP agreement was 18k. I’m also hearing HAAP no longer covers the RDR-2000 onboard radar.

The PC-12 Pro retains a lot of the Honeywell mechanical systems. The Honeywell mechanical was always reliable for us and from what I have heard from other operators. A Garmin G3000 (or variant) integration with existing systems should be feasible via STC retrofit, estimated at ~$500k per aircraft. This upgrade could enhance values and is likely affordable given the airframe’s high value and history of value retention.

With ~1400 NG/NGXs in service, Honeywell’s rising HAAP coverage costs and reliability issues, present a ~$700M market opportunity.

I wonder if Honeywell will sell off their mechanical systems like they did with the DPF2 fuel controller that powers many of the "small block" PT6s. They sold the FCU business to VSE Aviation in late 2023. Hopefully VSE does better with the business with Honeywell. Between 2019 and 2025 the cost to overhaul a small DPF2 FCU went up 260%. I recently complained about this to VSE and received this response:

We appreciate your comments and understand your frustration. We are still transitioning the program and are aware of the significant price increases that have impacted the market and our products over the last few years. Once the program is transitioned, we plan to work with the supply base on alternative sources and cost issues

It sure seems like Honeywell is interested in milking the customer base for as much as humanly possible. I wish there was PMA'd replacement for the DPF2.

Now if you had a 441 Conquest II, the comparisons would flip. The 441 will beat a PC-12 in fuel per distance and go quite a bit faster, 310-320 knots. Plus it is a twin which comes with safety advantages.

Was a TBM considered? Also much faster than a PC-12. If you aren't hauling a bunch of stuff, it makes more sense to me.

260-270 knots in a stiff winter headwind is brutal at times. You can lose half your groundspeed on some days. Eve n in my 300+ knot MU2, the winds can be a real bummer.

Mike C.

Did you consider a 441? A Piaggio? Those would all be cheaper to get than a PC-12 and out perform it quite a bit. The missions the PC-12 does better is a really small list and uncommon for most.


It also fails to be economical to purchase and the cost of money burdens the total operating cost throughout the ownership. An extra $1M in purchase cost pays for a LOT of fuel.

Slow, expensive, and bad avionics are quite a negative list. I found that even 300 knots can be annoying in the winter headwind situation.


What particular mission did the TBM fail at?

Don't ever let the PC-12 buyer take a trip in the Piaggio. A bigger cabin and an extra 100 knots will affect their satisfaction with the PC-12.

Mike C.