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  a sink as well as a lower cabinet that houses the externally-serviceable toilet. To the right is a large cabin with a flat floor and six passenger seats. The PC-24, like its cousin the PC-12, offers a variety of interior con- figurations, from six-seat executive to a 10-passenger commuter option to medevac. Each configuration is not mutually exclusive, offering the operator to convert the plane into several different forms depending upon the need of the mission.
Of course, my primary interest was the flight deck. I had previously spent time studying the cockpit with Pilatus’ Chief Pilot, Jed Johnson, on another PC-24. Pilatus brands their entire cockpit, the Advanced Cockpit Environment (ACE). The cockpit is well designed and the most comfort- able I’ve experienced in this class of aircraft. The seats are even more comfortable than the PC-12, and with my 6 feet and 3 inches in height, I had no issues with leg or headroom.
The PC-24, as with the PC-12 NG,
utilizes the Honeywell Primus Epic avionics suite. Pilatus’ latest PC-12 NGX (highlighted in our December 2019 issue), and the PC-24 have imple- mented the latest Epic version 2.0. Information is presented to the pilots on four 12-inch displays.
There is ample elbow room for the pilots, excellent side and forward vis- ibility, and highly efficient design in everything from the parking brake to the masks to the included power ports and pockets for EFBs. In a similar de- sign to the PC-12, the jet features some of the controls, including the engine start controls, on an overhead panel.
Preflight and Power
The exterior pref light is typical of most turbofans, with verification of control surfaces, clear vents, tires, brakes, and in the case of the PC-24, the single-point refueling system – powered by the two-battery hot bat- tery bus. The PC-24 incorporates dual wheels on each landing gear, equipped with low-pressure tires.
This configuration allows the PC-24 to operate on unimproved airstrips. Two Williams International FJ44-
4A-QPM turbofans power the PC-24, each with 3,420 pounds of takeoff thrust. Based upon the FJ44-4A, which also powers the CJ4, there are some noteworthy differentiators. The engine features Williams’ new Automatic Thrust Reserve (ATR). In the rare situation that thrust from one engine is compromised while at takeoff power, the thrust on the other engine is increased by 5 percent.
During the preflight, you notice the external differences, starting with the inlet designed by Williams, which incorporates additional noise attenuation features. Continuing the inspection, the typical pylon- mounted bleed air cooling inlets are gone, in favor of an integrated bleed air pre-cooler. This design also re- duces drag. The PC-24 incorporates William’s own FADEC and the inno- vative ground power capability of the FJ44-4A-QPM. Williams’ Quiet Power
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