PC-12 Series 10 - CH1 Aircraft General

Pilatus PC-12 Series 10 Reference Manual
Chapter 1
Aircraft General
Table of Contents
Overview.....................................................................................1
Publications...............................................................................1
Aircraft Equipment....................................................................1
Airframe Structure.....................................................................2
Nose Section..............................................................................3
Center Section...........................................................................4
Flight Compartment...................................................................6
Crew Seats.................................................................................8
Passenger Cabin........................................................................9
Passenger/Crew Door............................................................ 13
Cargo Door.............................................................................. 18
Aft Fuselage Section.............................................................. 25
Empennage............................................................................. 26
Wings ....................................................................................... 27
Emergency Features............................................................... 28
Emergency Overwing Exit...................................................... 28
Hand-Held Fire Extinguisher.................................................. 29
Aircraft Dimensions............................................................... 30
Airspeeds for Normal Operation........................................... 31
Airspeeds for Emergency Operation..................................... 32
Central Advisory and Warning System (CAWS).................... 33
CAWS Panel Series 10............................................................ 34
AIRCRAFT GENERAL 7/09
FOR TRAINING PURPOSES ONLY
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This Page Intentionally Left Blank
1-ii
PC-12 SERIES 10 7/09
Overview
The Pilatus PC-12 is a high performance, single-turboprop,

pressurized, multi-mission aircraft certificated in the normal category. The standard aircraft is approved for operation in day,
night, VFR, IFR and known icing conditions by the FAA.
Publications
Pilatus Aircraft Limited publishes documentation providing
detailed aircraft systems information and operating procedures.
This Reference Manual is not intended to supersede the Pilots
Operating Handbook (POH) (which constitutes the FAA/FOCA
approved Airplane Flight Manual (AFM), the Pilots Check List,
and/or related publications specific to your aircraft.
Aircraft Equipment
Aircraft systems and equipment provided by the manufacturer
as standard from the factory, as well as manufacturer installed
optional systems or equipment will be covered in this publication. Vendor supplied Supplemental Type Certificated (STC)
accessories or equipment will not be covered. This chapter
provides a general description of the aircraft structure, accessories, and equipment.
1-1
Airframe Structure
The PC-12 is a low-wing aircraft of primarily all-metal construction with retractable landing gear and a T-tail. The fuselage is
a conventional semi-monocoque design of aluminum alloy with
composite structures used in specific areas. Flush riveting
is used where appropriate to minimize drag. Access panels
are installed to facilitate inspection and maintenance. Carrythru spars, incorporated for the attachment of the wings, are
single-piece machined aluminum alloy plate and pass laterally
through the lower portion of the fuselage. The fuselage fairings
are composed of either carbon/ nomex or aramid/nomex honeycomb material. The complete airframe is electrically bonded
to eliminate electro-magnetic interference (EMI), and static
wicks are used to discharge static electricity while in flight. The
fuselage consists of the nose section, pressurized center section, and aft section.
1-2
Nose Section
The unpressurized nose section includes the engine area, the
left and right service bays, and the nose gear assembly. The
engine area contains the powerplant and associated accessories. The powerplant is attached to a welded, tubular steel
engine mounting frame which is secured by bolts to the forward
pressure bulkhead. The forward pressure bulkhead (firewall) is
composed of titanium and is covered by insulation material to
protect the airframe structure in the event of an engine fire.

1. Engine Mounting Frame

2. Fire Blanket
3. Lower Rear Cowling
4. Upper Cowlings
The engine area is enclosed by cowling which is constructed
from a carbon/nomex honeycomb material. The lower rear
cowling section is attached to the fuselage structure by threaded fasteners. The left and right upper cowlings are secured by
cam-and-lever type latches and are hinged to facilitate inspection of the engine area. The top and bottom cowling sections
are also secured by cam-and-lever type latches.
1-3
FUEL SERVICE BAY ACCESS
The service bays are located aft of and below the engine area
on each side of the fuselage.
The left bays provide access
to components of the fuel system. The right bays provide
access to components of the
emergency oxygen system
and the environmental control
system (ECS). Each bay is
enclosed by a carbon/nomex
honeycomb door attached by
a full-length piano-type hinge
and secured by three latches.
s
ENVIRONMENTAL SERVICE BAY ACCESS
Center Section
The aircraft center section is reinforced and sealed to the skin
for pressurization between the forward and aft pressure bulkheads. Included in the center section are the flight compartment, passenger cabin, passenger door, cargo door, and the
emergency overwing exit.
A two-piece windshield, two side windows, and a direct vision
(DV) window provide flight compartment visibility. A doubler
holds the windshields and the side windows in the fuselage
structure.
1-4
The windshield is composed

of laminated, twin-layer mineral glass with an embed
ded layer of polyvinyl butyral
(PVB). Both side windows are
composed of stretched acrylic
and incorporate doubleglazed acrylic inner windows.
Four windows are located on the left side of the passenger cabin, five on the right. These windows are composed of two-ply,
laminated monolithic stretched acrylic and incorporate integral
sliding shades. All windows, forming part of the pressure vessel, are fixed except for the direct vision window. The left and
right inner side windows prevent formation of ice and condensation on the side windows.
The direct vision (DV) window,
also composed of stretched
acrylic, is installed in the left
side window and can be
opened to provide pilot visi
bility/smoke evacuation during
emergencies and also used to
provide additional ventilation
during ground operations.
DIRECT VISION (DV) WINDOW
1-5
Flight Compartment
The flight compartment provides for a crew of two, with full
instrumentation for the pilot, and optional instrumentation for
the copilot. Layout is conventional in that all controls, switches, and instruments are accessible to the pilot for single pilot
operation.
OVERHEAD PANEL
The overhead panel contains the switches to control DC and

AC electrical power generation and electrical bus distribution,
external lighting, deicing, starting, and cabin heating systems.
The sidewalls contain the circuit breaker panels. The instrument
panel contains: the flight, navigation, and engine instruments;
avionics; and pressurization. The center console contains the
CAWS annunciator panel, EFIS control units, trim indicator,
engine power controls , flap selector, cockpit and cabin lighting
controls, emergency landing gear handpump, and the fuel and
ECS firewall shutoff controls.
The overhead panel switches control DC and AC electrical
power generation and bus distribution. A bus distribution diagram is shown on the panel with the switches in the appropriate
places to help identify system design operation, and malfunction. The individual busses and their associated circuit breakers
are located in the left and right cockpit sidewalls. The overhead
panel also has a TEST section. The different system and annunciator test circuits are controlled here.
Individual test circuits are described with their associated
systems within this section, except for the LAMP test switch.
When this switch is pressed, all of the annunciators in the push
switches, the five bus status indicators, the two batter off-line
indicators and the two battery overheat indicator LEDs are
functionally checked. This includes the CAWS, landing gear
indicators, flap overspeed light within the flap gauge, and the
1-6
master warning and caution lights. The lamp function may be

checked at any time without interfering with system function.
The overhead panel annunciators have a back-up power supply which can be tested by using the second function of the
TEST FIRE switch. With the overhead panel lighting set to dim
and the TEST FIRE switch pressed, all the overhead panel annunciators must come on bright to show that the back-up power supply is operative. This check is a pre-flight requirement.
FLIGHT COMPARTMENT INSTRUMENT LAYOUT
On the rear left side there is a small panel which contains the
oxygen pressure gauge. The clock and parking brake handle
are located forward of the left side circuit breaker panel below
the instrument panel. The clock is powered directly from the
Battery Direct bus.
The left center of the instrument panel contains the Engine Instrument System (EIS). The right center of the instrument panel
contains the audio selector panel and the communication and
navigation radios. The lower panel on the pilots side contains
switches for the ELT, avionics and the landing gear selector
and position indicators. The lower panel on the copilots side
contains the ECS and pressurization controls.
The center console contains the CAWS (Central Advisory and
Warning System) annunciator panel, EFIS control units, trim indicator, cabin air temperature gauge, the trim and flap interrupt
and alternate power switches, and the engine power controls
and flap lever. Further aft will be the cockpit and cabin lighting
controls. The ECS and fuel firewall shutoff valve controls and
the emergency landing gear handpump can be found on the aft
vertical surface of the console.
1-7
Crew Seats
MSN 401-660: The crew seats are adjustable both fore and aft
and vertically. The up and down adjustment handle is under the
front and the fore and aft adjustment handle is at the rear of the
seat. All armrests can be moved upwards. The inner arms can
also be turned through 90 before being moved upwards, to
provide free access to get in and out of the seat.
MSN 661 and up: New crew seats are installed which are adjustable fore and aft and vertically. They also have controls for
recline, thigh support, back cushion lumbar support, armrests
and headrest. The fore and aft and recline control lever are
on the rear inboard side of the seats. The vertical adjustment
lever and the thigh support control wheel are at the front of the
seat cushion. When the thigh support control wheel is turned,
it raises or lowers the thigh pads. There is a push button at the
bottom of each side of the seat back board. When the inboard
button is pushed, the lumbar support pad can be moved up
or down with the aid of a handle. When the outboard button
is pushed, the lumbar support pad can be moved inwards or
outwards by easing or applying body weight to the back cushion. The padded armrests can be moved upwards and inwards
to provide free access to get in and out of the seat. They also
have a control wheel on the underside which can be used to
adjust the height of the armrest. The seat headrest can be
adjusted by moving the headrest to the side and rotating it to
one of the six lock positions. There is a life vest stowage box
installed under the seat.
Each crew seat is equipped with a four-point restraint system
consisting of an adjustable lap belt and dual-strap inertia reeltype shoulder harness.
1-8
Passenger Cabin
The passenger cabin extends 16 ft 11 in (5.16 m) aft from the
flight compartment partition to the aft pressure bulkhead and
contains the passenger door, cargo door, baggage compartment, and emergency overwing exit. The maximum width and
height of the cabin are 60 in (1.53 m) and 57 in (1.45 m) respectively. Avionics and other equipment, installed in the lower
fuselage, are accessible through quick-release panels located
along the length of the passenger cabin floor.
The passenger cabin may be arranged in a Corporate Commuter, Combi, Executive, or Freighter configuration based on
mission requirements. In the standard Corporate Commuter
configuration, seating for up to nine passengers is provided
with in-flight baggage access. In the Combi (combination passenger/cargo) configuration, seats 7 through 9 or 5 through 9
may be removed so that the aft cabin area may be converted
into a cargo area with a maximum volume of 210 cu-ft. The
standard Combi Conversion Kit provides the necessary tiedown straps, netting, and attachment fittings to secure cargo.
The Freighter variant is configured for cargo-only operations
and provides a maximum 326 cu-ft of useful cabin volume.
EXECUTIVE SEATING ARRANGEMENT
1-9
Passenger Cabin Interior Configurations

FREIGHTER
CARGO AREA
EXECUTIVE
AFT
BAGGAGE
AREA
COMBI
4
CARGO AREA
CORPORATE COMMUTER
1-10
9
AFT
BAGGAGE
AREA
The optional Executive interior configuration provides seating for up to six passengers with in-flight baggage access.
This configuration also includes refreshment cabinets, folding
tables, and a private chemical toilet. The Executive configuration may also be converted for combination passenger/cargo
operations by removing seats 5 and 6 or 3 through 6.
TYPICAL SEAT INSTALLATION
Passenger Cabin Interior

Configurations
Parallel seat rails are located
along each side of the cabin
floor for passenger seat installation. The optional executive
chairs include lateral tracking
and swivel features. Each
passenger seat is equipped
with a three-point restraint
system consisting of an adjustable lap belt and an inertia
reel shoulder harness.
FOLDING TABLE INSTALLATION
NET ATTACHMENT FITTING
1-11
Baggage Compartment
The baggage compartment is located at the rear of the cabin
and is accessible during flight. Maximum volume is 34.3 cu-ft.
Adjustable and non-adjustable baggage nets can be secured
at 12 attachment points. An extendable baggage net can be
installed instead of the standard net to secure baggage in front
of and in the baggage compartment. The floor attachments at
the front of the net can be moved between frames 32 and 34.
In the Combi or Freighter configuration, the cargo net is held in
place by attachment fittings (10 total) which must be inserted
into the seat rails and into anchor points located on the cabin
sidewalls.
1-12
Passenger/Crew Door
The passenger/crew door
is located in the forward
left side of the center section, immediately aft of the
flight compartment partition
and forward of the wing.
The door is a single-section assembly of aluminum
alloy construction which,
when secured with all locking mechanisms properly
engaged, forms an integral
part of the pressure vessel.
When fully open, the door
provides an opening 53 in (1.35 m) high by 24 in (0.61 m) wide,
and forms a stairway for access to the passenger cabin and the
flight compartment.
Four steps and a handrail are installed in the door. The three
upper steps and the handrail are automatically extended when
the door is opened, and stowed against the door when it is
closed. The bottom step is fixed in position.
The door is attached to the airframe structure by a full length,
piano-type hinge and swings downward to the open position.
When fully open, the door is supported by two suspension
cables. A counterbalance system is installed to facilitate opening and closing. The system consists of a compressed gas
strut linked to the door by a lever and chain mechanism. As
the door is operated, the pressure in the gas strut supports the
weight of the door which minimizes the effort required to close
it, and controls the speed at which it opens.
1-13
A one-piece, non-inflating rubber seal is installed around

the periphery of the door. When the passenger/crew door is
closed, the seal is compressed to make a pressure seal.
1. Shoot Bolt
2. Door Seal
3. Striker Plate
4. Microswitch
5. Release Lever
The door is held securely closed by six shoot bolts which engage striker plates, attached to the door frame structure, when
the door handles are in the closed position. The shoot bolts are
disengaged when either door handle is rotated to the OPEN
position.
A safety locking mechanism is installed to prevent inadvertent
opening of the door from inside the aircraft. The mechanism
includes a locking pin which engages the outer door handle,
and a release lever, located below the inner door handle,
which must be operated before the inner door handle can be
rotated to the OPEN position. Overcentering springs are also
installed to prevent unscheduled disengagement of the shoot
bolts should a failure in the door operating mechanism or door
structure occur.
1-14
Passenger Door Mechanism
1-15
1. Position Indicator Windows

2. Inner Door Handle
3. Handrail
4. Folding Step
5. Bottom Step
Six position indicator windows are provided on the inner door
surface to visually confirm positive engagement of the shoot
bolts. With the door properly secured, a green marking will be
visible in each indicator window. A red marking indicates that
the corresponding shoot bolt is not positively engaged.
Additional indication of passenger door security is provided
by a red CAWS [PASS DOOR] annunciator. The annunciator
is controlled by a microswitch installed in the door frame and
a reed switch installed in the door locking pin lever. The microswitch is actuated by the upper rear shoot bolt. The reed
switch senses the position of a magnet, installed in the outer
door handle, which is moved adjacent to or away from the reed
switch as the door handle is rotated. If either switch is not in
the correct position, the [PASS DOOR] annunciator will illuminate and a voice callout Warning Passenger Door will be
heard. When the door is properly secured and both switches
are in their correct positions, the annunciator is extinguished.
1-16
OUTER DOOR HANDLE
The passenger door is opened from outside the aircraft by

pulling the outer door handle from its stowed position, rotating
it clockwise to the OPEN position, and pulling the door outward. From inside the aircraft, the door is opened by lifting the
safety locking mechanism release lever, rotating the inner door
handle clockwise to the OPEN position, and pushing the door
outward.
The passenger door is closed
from outside the aircraft by
lifting then pushing the door
to position it in the frame, and
rotating the outer door handle
counterclockwise to secure.
From inside the aircraft, the
door is closed by lifting the
door using the handrail, pulling the door inward to position
it in the frame, and rotating
the inner door handle counterclockwise to secure.
INNER DOOR HANDLE
Note: When closing the passenger door from outside or inside

the aircraft, be sure that the folding steps and handrail are
properly stowed before securing.
Note: The passenger door functions as an emergency exit and
must be accessible at all times.
Warning: The passenger door must not be opened while the
engine is running except in emergencies.
A security lock, installed in the outer door handle, prevents
operation of the door mechanism without the appropriate key.
The same key works for all door locks.
1-17
Cargo Door
The cargo door is located in the aft left side of the center section, immediately aft of the wing. The door is a single-section
assembly of aluminum alloy construction which, when secured
with all locking mechanisms properly engaged, forms an inte
gral part of the pressure vessel. When fully open, the door
provides an opening 52 in (1.32 m) high by 53 in (1.35 m) wide
to accommodate loading of palletized/oversized cargo.
The door is attached to the airframe structure by a full length,

piano-type hinge and swings upward to the open position.
When fully open, the door is supported by a gas strut which
also assists in door operation. As the door is operated, the
pressure in the gas strut supports the weight of the door which
minimizes the effort required to open it, and controls the speed
at which it closes. A telescopic strut, installed between the
door and the airframe structure, extends and retracts during
door operation to stabilize the cargo door in windy conditions.
To facilitate closing, a strap is attached to the door so that it
can be reached from the ground when fully open.
A one-piece, non-inflating rubber seal is installed around the
periphery of the door. When the cargo door is closed, the seal
is compressed to make a pressure seal.
1-18
1. Latch Hook 5. Shoot Bolt

2. Door Seal 6. Microswitch
3. Lowering Strap 7. Striker Plate
4. Latch Fitting
The door is held securely closed by three latch hooks and two
shoot bolts when the inner and outer door handles are in the
closed position. The latch hooks, located in the bottom of the
door, engage lugs attached to the lower door beam structure.
The shoot bolts, located in the sides of the door, engage striker
plates attached to the door frame structure. The latch hooks
and shoot bolts are disengaged when the inner or outer door
handle is moved to the OPEN position. The door operating
mechanism functions such that the latching hooks engage
before the shoot bolts during closing, and disengage after the
shoot bolts during opening.
1-19
A safety locking mechanism is installed to prevent inadvertent

opening of the door from inside of the aircraft. The mechanism
includes a locking lever which engages the outer door handle,
and a release lever, located adjacent to the inner door handle,
which must be operated before the inner door handle can be
moved to the OPEN position. Additionally, a button located
adjacent to the outer door handle, must be pushed in before
the outer door handle can be moved to the OPEN position.
Overcentering springs are also installed to prevent unscheduled disengagement of the latching hooks and shoot bolts
should a failure in the door operating mechanism or door structure occur.

1. Outer Door Handle

2. Handle Release Button
3. Shoot Bolt Position Indicators
4. Latch Hook Position Indicators
Five position indicator windows are provided on the outer door
surface to visually confirm positive engagement of the latching hooks and shoot bolts. With the door properly secured,
a green marking will be visible in each indicator window. A
red marking indicates that the corresponding latching hook or
shoot bolt is not positively engaged. No position indicator windows are provided on the inner door surface.
1-20
Cargo Door Mechanism
1-21
An indication of cargo door security is provided by a red CAWS

[CAR DOOR] annunciator. The annunciator is controlled by a
microswitch (MSN 121 and after) in the door handle. The forward shoot bolt actuates a separate microswitch in the door
frame. If either switch is not in a position that represents the
door being closed and latched, the [CAR DOOR] annunciator
will be illuminated. When the door is properly secured the annunciator is extinguished.
LOCKING LEVER/HANDLE RELEASE
DOOR OPERATING MECHANISM RELEASE
The cargo door is opened from outside the aircraft by first

pushing in the button, which releases the locking lever. [Note:
the button cannot be pushed in unless unlocked.] The outer
handle is then accessed by pushing in a semi-circular access
flap at its lower end and pulling the handle outward from its
stowed position. Pushing the handle upward disengages the
shoot bolts and latch hooks. The door is pulled open by the
handle molded into the lower surface of the fairing until the gas
strut assumes the load. The door may then be released allowing the gas strut to fully extend and the door to fully open.
1-22
From inside the aircraft, the door is opened by first lifting the
safety locking mechanism release lever and pulling the inner
door handle from its stowed position. As the handle is pushed
downward, the shoot bolts and latch hooks are disengaged allowing the door to be pushed open until the gas strut assumes
the load and raises the door to its fully open position.
The cargo door is closed from outside the aircraft by first pulling the door down from its fully open position using the strap
provided for this purpose. Before positioning the door in the
frame, the strap must be stowed. After pushing the door fully
closed, pushing the handle inward engages the latch hooks
and shoot bolts. When properly secured, the outer handle
should be stowed flush with
the door skin and the semi-circular flap should pop back
to its locked position. A freewheel mechanism, installed
between the inner handle and
the door operating mechanism, prevents use of the inner
door handle to secure the
cargo door. Therefore, the
cargo door cannot be closed
s INTERIOR CARGO DOOR HANDLE
from inside the aircraft.
Caution: The cargo door can be opened in wind speeds up to
60 knots. However, to protect from possible stress damage, it
is advised to use the attached strap to assist with raising and
maintaining the door while open.
Caution: The cargo door can be used as an emergency exit. If
it is locked (from the outside only) prior to flight, no emergency
personnel will be able to access the aircraft. However, it will be
possible to open the door from the inside, but the door cannot
then be secured without first unlocking the mechanism.
1-23
An optional electrical motor and cable are installed to assist in

closing the cargo door. The system is controlled by a switch
located aft of the cargo door. When the switch is pressed in
and held, a DC electric motor
turns a capstan around which
a cable that lowers the door is
wrapped. As the door lowers
to the closed position, a microswitch interrupts electrical
current to the motor to prevent
damage to the door or the
lowering system. Once positioned in the frame, the door
must be secured manually as
previously described.
s
CARGO DOOR LOWERING SWITCH
A security lock, located on the outer surface of the door adjacent to the handle release button, prevents operation of the
door mechanism from the outside without the appropriate key.
The same key works for all door locks.
1-24
Aft Fuselage Section
The unpressurized aft fuselage

houses the control cables for
the tail control surfaces, the
emergency locator transmitter (ELT), the battery, external
power receptacle, and components of the vapor cycle
cooling system (VCCS). The
interior of the aft fuselage is
accessed through a hinged
door to facilitate servicing and
inspection.
s
AFT FUSELAGE ACCESS DOOR
The aft access door has a security lock. The same key works
for all door locks.
The aft fuselage also serves as the structural interface for the
empennage and the ventral strakes.
1-25
Empennage
The empennage is a T-tail design with the horizontal stabilizer
located above the vertical stabilizer. The horizontal and vertical
stabilizers are constructed of aluminum alloy with attached dorsal and ventral aerodynamic fairings constructed from a kevlar
honeycomb material. The horizontal stabilizer is a trimmable
structure and is attached at two hinge points to the top of the
vertical stabilizer. Pneumatic deice boots are installed on the
leading edge of the horizontal stabilizer.
1-26
Wings
The wings are of conventional, primarily all-metal construction
incorporating front and rear spars, ribs, and skin. The front and
rear spars are machined from aluminum alloy plate and include
integral fuselage and main landing gear attachment points.
The rear spars also include integral flap actuator attachment
points. Three titanium shear pins and one steel tension bolt are
used to attach each wing structure to the carry-thru spars.
Main load carrying ribs are machined from aluminum alloy
plate. All other ribs are formed sheet metal. The ribs incorporate lightening holes to reduce weight, and integral beads for
stiffening. The wing skin is stiffened, clad aluminum alloy sheet
riveted to the spars and ribs. Access panels are located in the
lower surface of the wings only.
The wings include integral fuel tanks, ailerons, flaps, winglets,

and deice boots. The ailerons and flaps are also of conventional, primarily all-metal construction incorporating spars, ribs,
and skin. The wing trailing edges above the flaps are foam
core with a carbon laminate covering. The flap fairings are a
carbon laminate with nomex honeycomb reinforcement strips.
The wing tips (winglets) are constructed from a carbon fiber
honeycomb material and incorporate metal strips for lightning
protection. Pneumatic deice boots are installed on the leading
edge of each wing.
1-27
Emergency Features
Emergency Overwing Exit
The emergency overwing exit
door, located over the right
wing, provides an opening
26 in (0.68 m) high by 18 in
(0.49 m) wide for emergency
evacuation of the aircraft. A
one-piece, non-inflating rubber seal is installed around the
periphery of the door. When
the emergency exit door is
installed, the seal is compressed to make a pressure
seal.
The door is held in position by
eight locating fittings and a
door catch which engage the
fuselage structure. An inner
handle and outer push panel
operate the door mechanism
which disengages the door
catch so that the exit door may
be opened from inside or outside the aircraft as required.
To open the exit door from
inside the aircraft, remove
the protective cover, pull the
handle to disengage the door
catch and pull the door inward. From outside the aircraft, depress the push panel
to disengage the door catch
and push the door inward to
open.
EMERGENCY EXIT EXTERIOR
EMERGENCY EXIT INTERIOR
The door has a removable security pin installed on the interior

of the door to ensure that there is no access from the outside
while the aircraft is parked.
Caution: If the emergency exit pin is not removed prior to flight,
no emergency personnel will be able to access the aircraft.
1-28
Emergency Overwing Exit Door Removal
Hand-Held Fire Extinguisher

A hand-held fire extinguisher
is secured in a bracket behind
the copilots seat. Refer to
the instructions printed on the
extinguisher bottle for proper
operation.
1-29
Aircraft Dimensions
1-30
Airspeeds for Normal Operation

Airspeeds listed below are based on a maximum takeoff weight of 9039 LBS
for the PC-12/9921 LBS for the PC-12/45, at sea level under ISA conditions.

KIAS

Airspeed
PC-12/45 PC-12/47

Takeoff (VR) flaps - 15

Takeoff (VR) flaps - 30
79
73
81
75

Maximum Climb
best angle (VX)
110

best rate (VY) flaps - 0
up to 10,000 feet
120
15,000 feet
115
20,000 feet and above
110
120
115
110

Recommended Climb
flaps - 0 (pusher ice mode)
135
Recommended holding pattern

speed range for flight into known
icing conditions
Maximum Operating Maneuvering (VO)
130
110
140 to 170 140 to 170

158
163
163
130
163
130

Maximum Landing Gear
Operating (VLO)
177
Extended (VLE)
236
177
236

Maximum Flaps Extended (VFE)
Flaps - 15
Flaps - 40

Landing Approach (based on maximum

landing weight)
Flaps - 0
Flaps - 15

Flaps - 30

Flaps - 40
(with residual ice on the airframe)
Flaps - 0 (pusher ice mode)
Flaps - 15 (pusher ice mode)

Balked Landing Go-Around (based on maximum

landing weight)
TO/PWR, Flaps - 15
TO/PWR, Flaps - 30
TO/PWR, Flaps - 40
TO/PWR, Flaps - 15 (pusher ice mode)
118
98

89
84
118
98
89
84
134
108
140
111
95
85
84
108
95
85
84
108
1-31
Airspeeds for Emergency Operation

Airspeeds listed below are based on airplane in clean configuration under
ISA conditions.

KIAS

Airspeed
PC-12/45 PC-12/47

Maximum Operating Maneuvering (VO)

10,450 LBS
N/A
163
9921 LBS
158
158
9480 LBS
155
155
9039 LBS
151
151
8380 LBS
145
145
7940 LBS
141
141
7500 LBS
137
137
7060 LBS
133
133
6610 LBS
129
129
6170 LBS
124
124
5730 LBS
120
120

Best Glide (propeller feathered)

10,450 LBS
9921 LBS
9039 LBS
8380 LBS
7720 LBS
7060 LBS
6400 LBS
N/A
114
110
106
102
97
93
117
114
110
106
102
97
93
Pneumatic Deice Boots

(flap position limit 0)
134
138
AOA Sensor Deice

and/or
108
111
108
111
134
138
Minimum Landing Approach Speed

With Residual Ice on the Airframe
(after failure of):
Pitot Head and Static Ports Deice
Balked Landing Go-Around

(after failure of):
Pneumatic Deice Boots

(flap position limit 0)
1-32
Central Advisory and Warning System (CAWS)

The Central Advisory and Warning System (CAWS) is an integral part of the aircraft and its systems. The Central Advisory
Control Unit (CACU) sends information to the CAWS Display
unit, which shows control function and systems status on an
annunciator panel. The annunciator panel contains 45 individual annunciator lights. The lights are colored red (for Warning), amber (for Caution/Advisory), and Green (for Advisory).
The lamps can be checked by pressing the LAMP test switch
located on the System Test Panel (on the Overhead panel).
Annunciators have six colored LEDs connected in parallel. If
one fails, the remaining LEDs will still function.
A Warning annunciation indicates a condition that requires
immediate corrective action by the pilot. It is accompanied by a
voice callout.
A Caution annunciation indicates a condition that requires the
pilots attention but not an immediate reaction.
A Green Advisory annunciation indicates that the selected
system is activated and functioning correctly.
Positioned directly in front of the pilot (and copilot if installed)
are the red Master WARNING and amber Master CAUTION
lights.
Any condition that causes a red or amber CAWS annunciator to illuminate also causes the applicable Master WARNING
or CAUTION annunciator to light. An audible tone will sound
through the overhead speakers and/or the headset(s) whenever
a Master WARNING or CAUTION light illuminates. Pushing the
applicable Master CAUTION or WARNING light will extinguish
that light. The CAWS warning or caution annunciation that triggered the Master WARNING or CAUTION light will remain on.
The CAWS has a continuous Built in Test that checks the CAWS
function. When an error in the CAWS is detected, the Master
CAUTION light will blink. Pressing the Master Caution will reset
the CAWS.
Note: Depending on aircraft audio system installation the operator may not initially hear the gong(s) from the CAWS until
Avionics 2 Bus is activated.
Refer to the supplements section in this manual and the handout for more details on the CAWS.
1-33
CAWS PANEL - SERIES 10
1-34

PC-12 Series 10 - CH1 Aircraft General

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Pilatus PC-12 Series 10 Reference Manual

AIRCRAFT GENERAL 7/09

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The Pilatus PC-12 is a high performance, single-turboprop,

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1. Engine Mounting Frame

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FUEL SERVICE BAY ACCESS

ENVIRONMENTAL SERVICE BAY ACCESS

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The windshield is composed

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DIRECT VISION (DV) WINDOW

The overhead panel contains the switches to control DC and

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master warning and caution lights. The lamp function may be

FLIGHT COMPARTMENT INSTRUMENT LAYOUT

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EXECUTIVE SEATING ARRANGEMENT

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Passenger Cabin Interior Configurations

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TYPICAL SEAT INSTALLATION

Passenger Cabin Interior

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NET ATTACHMENT FITTING

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A one-piece, non-inflating rubber seal is installed around

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Passenger Door Mechanism

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