14 May 2025, 00:26 [ UTC - 5; DST ]
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Post subject: Re: Initial 100 hours in the PC-12/47E  Posted: 20 Dec 2018, 14:07 |
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Joined: 11/30/18
Posts: 2471
Post Likes: +2165
Location: NH
Aircraft: F33A, 757/767
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Username Protected wrote:
The tower at KTEB is +1 201 288 1889. Can always use your phone....
That's the best option of all. Can you call tower on your phone at any airport to get clearance? I'm sure one "can" but do the controllers frown upon it?
If it isn't a recorded line, they cannot give you a clearance.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:08 |
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Joined: 11/30/18
Posts: 2471
Post Likes: +2165
Location: NH
Aircraft: F33A, 757/767
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Username Protected wrote: I have about 2500 hours in the PC-12. Great airplane. The only thing its missing is a 2nd engine. How are you alive after 2500 hours behind 1 engine? Defies all logic.
Procedure turn outbound at KMVL at night in the snow, or on a 20 mile downwind at ACK when it is 1800RVR and they have you at 2000' makes you pause and ponder things for a little bit.
Plus single engine time is pretty much worthless if you want to move on with your career after a while.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:19 |
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Joined: 01/29/08
Posts: 26338
Post Likes: +13079
Location: Walterboro, SC. KRBW
Aircraft: PC12NG
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Username Protected wrote:
Procedure turn outbound at KMVL at night in the snow, or on a 20 mile downwind at ACK when it is 1800RVR and they have you at 2000' makes you pause and ponder things for a little bit.
Plus single engine time is pretty much worthless if you want to move on with your career after a while.
Add your 2500 PC12 time to my 1750 and I'd say we're both very fortunate to be alive right now. I'm gonna sell mine and buy a 30 year old Citation. Why look a gift horse in the mouth? 
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:20 |
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Joined: 01/29/08
Posts: 26338
Post Likes: +13079
Location: Walterboro, SC. KRBW
Aircraft: PC12NG
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Username Protected wrote: If it isn't a recorded line, they cannot give you a clearance. How do I find out if it's recorded?
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:52 |
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Joined: 01/06/08
Posts: 6396
Post Likes: +3195
Location: Pottstown, PA (KPTW)
Aircraft: 1965 Debonair C33
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Quote: That's the best option of all.
Can you call tower on your phone at any airport to get clearance? I'm sure one "can" but do the controllers frown upon it? I call for a clearance at Philly a lot. For awhile, the radio was flaky. I would try the radio, then cel phone. I asked him once if he cared whether I called by radio or phone. He said "Doesn't matter, it's the data position either way".
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:55 |
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Joined: 11/30/18
Posts: 2471
Post Likes: +2165
Location: NH
Aircraft: F33A, 757/767
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Username Protected wrote: If it isn't a recorded line, they cannot give you a clearance. How do I find out if it's recorded?
I'm not really sure, but I do know I was talking to ATC on the phone before about some sort of issue, and I asked if he could read me my clearance, and he said he could not because the line was not recorded. Every time I've gotten a clearance via landline there has been a beep every ten seconds or so, I guess that is the signal its recorded.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 14:58 |
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Joined: 11/30/18
Posts: 2471
Post Likes: +2165
Location: NH
Aircraft: F33A, 757/767
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Username Protected wrote:
Procedure turn outbound at KMVL at night in the snow, or on a 20 mile downwind at ACK when it is 1800RVR and they have you at 2000' makes you pause and ponder things for a little bit.
Plus single engine time is pretty much worthless if you want to move on with your career after a while.
Add your 2500 PC12 time to my 1750 and I'd say we're both very fortunate to be alive right now. I'm gonna sell mine and buy a 30 year old Citation. Why look a gift horse in the mouth?
I will not go so far as to say a PC-12 is dangerous, but there are times when a multi engined aircraft is more safe. All that being said more people have died in king airs following an engine failure than in the PC-12. My biggest issue with the PC-12 was that the time was garbage for furthering ones career. I was thankful that I had 700-ish hours of multi time before I went to work at the same place the OP currently works. Even with that, I had to take a pay cut to move on to something jet powered.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 15:01 |
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Joined: 12/03/14
Posts: 20000
Post Likes: +25052
Company: Ciholas, Inc
Location: KEHR
Aircraft: C560V
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Username Protected wrote: I feel sorry for whoever is washing that plane. It's not just the outside. There is dirt sprayed in all the open wheel wells and in the flap tracks. Long term, that was a very expensive landing as it promotes corrosion from dirt holding moisture and wear from grit in the flaps and gear mechanisms. I bet the "empty" weight is now higher, too. Mike C.
_________________
Email mikec (at) ciholas.com
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 20 Dec 2018, 21:46 |
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Joined: 07/23/09
Posts: 1110
Post Likes: +626
Location: KSJT
Aircraft: PC-24 Citabria 7GCBC
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Username Protected wrote: I feel sorry for whoever is washing that plane. It's not just the outside. There is dirt sprayed in all the open wheel wells and in the flap tracks. Long term, that was a very expensive landing as it promotes corrosion from dirt holding moisture and wear from grit in the flaps and gear mechanisms. I bet the "empty" weight is now higher, too. Mike C.
I realize that was an extreme example/picture, but rough field operations was what the PC-12 was originally designed for. Many of the PC12s in Alaska, Canada, Australia, and Africa take a daily beating with off field ops. In the first few years, Pilatus themselves were surprised with the acceptance and sales of the PC12 in corporate and 135 ops as that’s not what they initially designed it for. The planes were 1.5m in the beginning so going off road in a 4m plane is certainly different and probably isn’t the best use of that investment, but the point is the plane is designed to do it.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 21 Dec 2018, 16:25 |
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Joined: 11/13/14
Posts: 386
Post Likes: +332
Location: New Hampshire
Aircraft: PC-24
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I think I made the batteries seem like a bigger deal than they really are. You can do everything you need, no issues at all with the batteries. It’s just something to note. You can’t throw the batts on, load the FMS, run inside, pay the bill, and grab the pax without worrying about going down to 24 volts.
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Post subject: Re: Initial 100 hours in the PC-12/47E Posted: 21 Dec 2018, 16:30 |
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Joined: 11/13/14
Posts: 386
Post Likes: +332
Location: New Hampshire
Aircraft: PC-24
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[/quote]
Procedure turn outbound at KMVL at night in the snow, or on a 20 mile downwind at ACK when it is 1800RVR and they have you at 2000' makes you pause and ponder things for a little bit.
Plus single engine time is pretty much worthless if you want to move on with your career after a while.[/quote]
I’m not too worried about having “worthless” time. For what it’s worth though, pretty much every regional is taking 1500 hour CFIs with 25 hours of multi they did two years ago. Also, plenty of people go from the Pilatus to corporate jets too. Not much of a worry.
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