Well, I just completed my first 100 hours in the Pilatus PC-12NG. My overall thoughts are simple-it’s simply incredible. I went to FlightSafety for a week, and got a good feel of the plane in the simulator. This was my first time in a level D simulator, and I was definitely impressed.

I’ve got 1 hour in a legacy, PC-12/47. The rest of my time has been in the NG, but it has been a mix of the “older” hydraulic landing gear, 4 blade prop, the newer electric gear, 4 blade prop, and the newest, electric landing gear, and 5 blade prop (which most of my 100 hours was in).

At first I thought the 5 blades just looked better. However, they really aren’t just for looks (although they look a lot better!) The initial acceleration on the take off roll is noticeably better in the 5 blade. The climb and cruise is just a bit smoother and faster as well. The biggest difference is the landing, and this is where I love the 5 blade. Cross the fence on speed (on the dynamic speed bug), then keep about 6-8 PSI in depending on weight. Once you’re where you want to land exactly, the plane comes straight down when you pull the PCL to idle. You can pick your landing spot so easily, it’s remarkable.

AOA and landing gear. If you’re on speed (which we are required to be), and you flare even a little bit, it’s impossible to have a bad landing in this airplane. It’s just wild how easy it really is. Flaps 0, 15, 30 are very easy to land with. The only issue with flaps 40 is they’re so large, if you get behind the power curve, it requires a TON of power to get ahead again. The Sim in Dallas displayed that nicely when practicing short fields. Come in 5 knots fast, then walk the power back, and it handles great. Short field landings with flaps 40, in a 5 blade, and full reverse is something else-it’s hard not to smile while doing it. You can have it stopped on a dime.

The Honeywell Bendix Primus Apex system is annoying to learn. There’s a million ways to do each task, which when trying to learn something initially, gets confusing. Once you have it down though, it’s great. I really do love the Apex system now, and unlike most people, I don’t wish it had a Garmin system. The FMS really is a treat, and all the geo reference approach plates, SIDS, and STARS make it so easy.

I’ve been able to use it to about 95% of its full potential. A couple of 5+ hour flights, up at FL270/FL280/FL290, dodging thunderstorms, using the radar, and deice boots all at once. Some short flights in the Bahamas to rougher strips, and to some of the busiest class bravos in the country. The airplane handles, and sheds ice very nicely. The radar is great as well. It’s so nice to have to just have the NEXRAD up, then start comparing and making sure everything is all set. Also, VFR 17,500’ is fantastic-when able, I prefer that. Don’t have to do the silly, out of the way, over water routes ATC wants near NY/Philly areas.

The only thing you ever hear people complain about with the -12 is speed. Which is fair, it trues out about 240 down low, and 280 up high (270-280 has been with the newer 5 blades). It really isn’t too bad though, just the other day going into TEB (Teterboro, NJ), I was descending via the MAZIE2 arrival, and assigned 220 knots from the beginning to SBJ, then 180 knots until VINGS on the ILS 6. Find me an airplane that can take off from a grass strip, go up to 30,000’, burn 440lb/hr, have a new glass cockpit & FMS, a decent lav, carry a ton of people and luggage, maintain 220 knots on the arrival, 180 to the outer marker, then make the first turn off on the runway, then maybe I’ll start to complain about speed. Would I love to see them over 300 knots? Of course. I’d also love to see Tom Brady have a ring on each finger, but for now, he only has 5. Such is life.

Pressurization-I love it. It holds sea level to about 12,900’. For me personally, I don’t feel any affects of altitude until about 10,000’. So, this has been great. I feel wonderful after these flights, which is a nice change coming from unpressurized airplanes. Also, there’s a lav. So, not only am I able to have a nice low cabin altitude, I’m also able to drink lots of water and not have to worry about that. I haven’t used the lav yet, but it’s nice to know I don’t have to plan my water/coffee intake.

For now, I only have three *complaints* with the airplane. 1) Above FL250, it’s trying real hard to climb. If heavy, don’t plan on going above FL250, or you’re going to try real hard to get there. Burn 500-1000lbs of fuel, then climb. First world problem for sure. 2) The batteries. They simply aren’t enough to power the avionics in this airplane on the ground. With the batteries on, you literally have 10 minutes before they’re getting too drained to start up without a GPU. Sitting in TEB, on a cold day, calling for your clearance is almost impossible with batteries on. Sure, you could use the standby bus, but the signal for comm 2 is very weak unless you’re right next to the tower. Lastly, the environment system seems to have a mind of its own. You set one temperature, and it’ll be blowing cold air. Two seconds later, it’s blowing hot air. You have to keep adjusting the cockpit and cabin temperature, which is annoying.

Unfortunately, I’ll never be able to afford one of my own. So, for now I’ll fly others. If, I had that sort of money though, there’s no doubt in my mind I’d get the Pilatus. It’s truly a dream airplane for me. No wonder Jason can’t seem to find another airplane to replace his-it’s too perfect.

Good write up.

TEB has GPU. TEB (Meridien) also has a room with a radio in it you can use to call Clearance.

As for environmentals.... If the sun is shining on you while flying you will be hot and the air blowing out of the panel will make no sense. Put the sun shades in and you will be the same temperature as the system.

I found the radio in Meridien pretty quickly thankfully. I’ll have to remember the sun shade trick

There's a new company that makes tinted inserts for the Pilatus now too. There's a thread around here somewhere. They're about $1K.

100% your issue with the envirnomentals is you're sitting in a greenhouse. You will be hot as hell and your PAX will be cold. Put the shades in and problem solved.

Always wear sunscreen and long sleeves when you fly.

TBM? A good 30-40 knots faster on basically the same motor.

Mike C.

TBM? A good 30-40 knots faster on basically the same motor.

Mike C.

TBM? A good 30-40 knots faster on basically the same motor.

Mike C.

The TBM is an apples and oranges comparison. Mike C was on point with his negativity though.

We now have a TBM 850 here.
We are selling the L-4 and 182.
If we got a PC-12 we would also have to sell the P-51 to get enough hangar space. Not gonna happen.

Jim has flown the P-51 for Business so only one pass allowed. Now he can haul 5.

I don’t understand why you quoted me in that post.

I use a handheld at TEB. Cheap as dirt and works well.

I need to start bringing my handheld on trips.

$5MM and there's no ground comm? That's kind of funny. I added one when I did the 425 panel. Press that as you enter the cockpit and it lights up the #2 NAV/COM so you get get the ATIS and your clearance. When you turn on the master, it unlatches the relay and resets it for next time. I have the wiring schematic if anyone wants to add one. If you have an NG, then just add this radio somewhere to act as your dedicated ground comm radio. https://www.aircraftspruce.com/catalog/ ... gKWd_D_BwE

NG has ground com that works off the standby battery. I’ve never had issue even at TEB. I was just giving alternatives.

OK that's good. I was thinking no ground comm on a brand new turbine would be kind of a fail.