I would note that the items you underlined, one is Flaps at Takeoff, one is Flaps up. I assume you only hold takeoff flaps for a few hundred feet. If you compare the Max climb at flaps 0 vs cruise climb at flaps 0, you get a better climb rate by 20%, albeit 50 kias slower.

Given the speed difference, I could see for the PC12 a cruise climb probably makes sense to spend a little fuel and reduce the number of airframe hours.

I would note that the items you underlined, one is Flaps at Takeoff, one is Flaps up. I assume you only hold takeoff flaps for a few hundred feet. If you compare the Max climb at flaps 0 vs cruise climb at flaps 0, you get a better climb rate by 20%, albeit 50 kias slower.

Given the speed difference, I could see for the PC12 a cruise climb probably makes sense to spend a little fuel and reduce the number of airframe hours.

Taking off at Vy can be pretty rough on passengers in the back of an SETP. Yesterday, I took off light and cold, just myself. I rotated up 15° and was almost 1000 ft. AGL by the end of the runway, and then leveled off into a cruise climb at 140 indicated. I was in the flight levels six minutes after rotation. Had I had passengers in the rear facing seats, they would be pretty unhappy. In the real world I climb at 140 indicated below FL200 and 130 indicated from there to FL300 if needed. Usually I stop at FL 260 or 270. That is a sweet spot for the Meridian or M600.

Agreed, would love to hear why the others on this thread don't like it.

I use IAS climb in the Mits as well (180 to 10K, 170 10K to FL200, 160 above FL200). But my plane’s AP can’t be programmed to hold a specific IAS so I do it in pitch mode and adjust as needed. Many years ago I had a T210 with a 55X AP that could hold climb and descent rate, but not IAS. I flew west into mountain wave at cruise climb power and just sat there watching to see what would happen. The deck angle and stall horn were pretty hard to miss as the AP tried to pitch up to hold rate, but eventually it did stall.
Since I’ve never flown a plane with an AP that can hold IAS, in that situation, does the AP pitch down and descend at the set IAS even though you were previously set to climb? If that is the case, it sounds like the best of both worlds for safety (as long as you notify ATC that what goes up, must come down).

Depends on the unit, but in my experience it will pitch for locked airspeed regardless, I also used it for best glide, pitch for speed, IAS, direct to nearest, run memory items and checks time permitting, if your nearest requirements are properly set

I am here to serve.

Agreed, would love to hear why the others on this thread don't like it.

I don’t like it above FL300, in the various C525 (except in the CJ4) series they tend to porpoise, hunting for the speed, not comfortable for the PAX.

I use vertical speed till late FL20s then pitch mode.

Andrew

In the B350 I usually climb in VFLC (or FLC) mode. Often, slightly increasing the default/recommended climb speeds (at altitude) with the SPEED knob in order to reduce the airplane pitch angle for better cooling of the engines and for PAX comfort.

FLC mode is different from the IAS mode in earlier autopilots.

Tied to the ALT Preselected, the FLC button, or mode, in Pro Line 21 & Fusion replaces three previous buttons (or modes): CLIMB, DSC and IAS.

Worth reading:

https://kingairmagazine.com/article/2998/

https://www.boldmethod.com/learn-to-fly/systems/vs-mode-and-flc-mode-correct-use/

There have been zero fatalities following engine failures in PC-12's. The same cannot be said about the King Air Family.

Probably many millions more engine flight hours in the KA fleet though

Probably many millions more engine flight hours in the KA fleet though

…350’s, which seem to have a unique challenge with those large engines that far out on the wing and the AP servo driven rudder boost

Let’s not group all KA into that bucket

…350’s, which seem to have a unique challenge with those large engines that far out on the wing and the AP servo driven rudder boost

Let’s not group all KA into that bucket