Page 16 - April 2015 Volume19 Number 4

IFR reserves. Of course, having a small bathroom on board (especially on trips into the wind) makes those legs more pleasant. The airplane is RVSM capable but, generally speaking, the extra 2,000 feet is not worth the cost of enabling. The ride in turbulence is fairly smooth. A wing loading of 37.6 lbs/square foot facilitates the fantastic low-speed flight regime Pilatus is famous for. However, the byproduct can be a slightly bumpier ride than that of a higher wing-loaded airplane, although the NG is usually able to find smooth, clear air with a 30,000 foot service ceiling. Another nice feature of the NG is its wide center- of-gravity envelope. It’s very hard to exceed limits if proper POH limitations are followed. The aircraft has all 402 gallons of its usable fuel in wing tanks, resulting in very little CG change as fuel is consumed.Down We GoThe Primus Apex system makes descent and approach planningeasy, even for the single pilot. VNAV capability, charts on the upper MFD, and the aircraft’s performance, all assist with getting the airplane on the ground in every circumstance. Similar to many turboprops, having almost nine feet of aerodynamic braking out front enables mistakes to be easily accounted for. Furthermore, while managing the automation as a single pilot takes time to learn, once understood, information is easily found and usually only two clicks away, via the CCD. Once on the approach, the NG is very stable and the sequence of events unfolds systematically. Gear operating speed is 180 kts and the first notch of flaps is available at 165 kts. With the propeller and power reductions, the airplane slows fairly rapidly. Vref is easy to calculate, as it’s essentially taken from the dynamic speed bug (1.3 X VS0) that’s derived from the AOA vanes, air data computer and actual aircraft weight from the flight management computer.Speaking of Vref, for those uncomfortable flying at slow landing speeds, the Pilatus will offer a challenge. As mentioned earlier, with a low wing-loading and 40 degrees of Fowler flaps extendingwing area, Vref speeds can easily be in the low 80-kt range. For an airplane of this size, it definitely takes time to adjust to. That being said, the airplane is perfectly happy at slow speeds, and in fact has a Vso of 64 kts at max-landing weight. With the help of trailing-link gear, just about every landing (assuming the wheels stay attached) makes the pilot out to be a hero. Deceleration is effortless with the reverse-pitch propeller.All in AllThe older model PC-12 is a tremendous aircraft. The PC-12NG is just that much more capable. Whether the mission is executive charter, medical evacuations, cargo hauling, or pleasure cruising, this aircraft has something for everyone. It’s an easy aircraft to maintain and has a rather high 3,500- hour TBO. From a department manager’s perspective, it delivers the cost/benefit analysis every flight department dreams of and it completes the missions safely, quickly, and comfortably. From a pilot’s perspective, i•t’s a sleek, advanced and, most importantly, thrilling airplane to fly. Pilatus has again hammered the nail on the head with the PC-12NG. T&TTodd HotesFormer Check Airman Chief Pilot, Polymer Resources, LTD.14 • TWIN & TURBINEAPRIL 2015