Pilatus has shown once again they can offer a significant upgrade to one of their aircraft. The inclusion of the new Garmin [G3000 Prime] avionics and the other enhancements bodes well for this airplane.”
Over one hundred engineers, interior designers, pilots, and other professionals worked in secrecy for three years to produce the latest iteration of Pilatus’ flagship aircraft—the PC-12 PRO. I knew they were migrating to the Garmin platform; however, in typical Swiss fashion, the full details were difficult to obtain. Unveiled on March 14th, it represents a significant update to the popular aircraft, with 2,000 of all versions of this airplane produced since its inception.
While many innovations have been incorporated into the PC-12 PRO, perhaps the most important is the upgrade of their Advanced Crew Environment (ACE) from the Honeywell Apex avionics suite to the Garmin G3000 Prime. My son Tigre and I had a chance to spend time with the G3000 Prime before its public release last year, and details are in the January 2025 issue of Twin & Turbine. The initial launch aircraft announcement was Textron’s Cessna Citation CJ4 Gen 3, announced at NBAA BACE this past fall. It was natural to expect other major general aviation aircraft manufacturers would follow suit. Obviously, the next one is Pilatus Aircraft.
military turboprop trainer—the PC-7 MDX, announced just a few days before the PC-12 PRO. The new PC-7 MDX features a specialized version of the G3000 Prime, complete with HUD capabilities. This aircraft will be in production by 2026. The PC-12 PRO will be the first certified aircraft with the G3000 Prime avionics, with certification already approved by the FAA and EASA.
I have enjoyed flying the Honeywell Apex in the PC-12 and the PC-24. It is a powerful and capable avionics suite; however, it is clear the market prefers Garmin avionics. With the advent of the Garmin G3000 Prime, the PC-12 has launched to the next level of technology and safety.
Our experience with the Garmin
G3000 Prime proves the system provides outstanding features, many of which originated in the G3000/5000 series. Pilatus initially installed the G3000 Prime in an NGX test bed and followed with the first production version of the PC-12 PRO with serial number 3001. Utilizing three 14-inch primary display units (PDU) and two 7-inch secondary display units (SDU)—all touch-screen enabled—the flight deck takes on a different feel. The SDUs, while providing some of the functionality of the G3000 GTCs, are 40% larger and substantially more capable.
One of the salient features of the G3000 Prime platform is its extensive customization capability for a particular platform. Pilatus Aircraft has done just that in the PC-12 PRO. Since a number of PRO operators will most likely migrate from their existing PC-12s, the ability to facilitate the avionics transition is paramount.
Among the modifications, perhaps the most significant change, is the integration of a trackball cursor control device (CCD), similar in design and function to the Honeywell Apex avionics in the NG and NGX. This is the first integration of a CCD with Prime, and it provides the pilots with the ability to access a number of the major functions which would normally be accessible only by touch.
The choice of implementing a CCD is interesting. I’ve flown a number of touch-screen avionics in various jet platforms, and while it is possible to anchor your hand in turbulence using the side bars or Garmin’s multi-touch interface, I’ve found the use of a CCD to be very useful. Also, sometimes it is easier to simply use a cursor device to navigate a primary display, select a function, and then execute that function. Another issue with solely relying on a touch-screen is you have to reach the display to select the function. It works great if the panels are within arm’s reach, but sometimes that can be a challenge, especially in larger flight decks.
Autopilot mode controller designs vary widely, which can be a significant issue for transitioning pilots. I fly a number of different platforms each week, and I have to ‘reset’ my processes with each one. Pilatus decided to customize the Prime autopilot mode controller to match the button placement in their previous models, which is another factor to help pilots upgrading to the new model.
Some additional design features from the previous PC-12 models have also made their way to the PRO. One area is the color palettes, for both data display as well as the Crew Alerting and Warning System (CAWS). For pilots flying their first PC-12, some of the design elements may be confusing at first and require some additional attention to detail during their transition.
It is a very interesting time in aviation, when we almost expect all new Garmin installations to include their incredible Autonomí suite of functions, including Electronic Stability and Protection (ESP), Emergency Descent Mode (EDM), Surface Watch, and, of course, Autothrottle and Autoland.
With the introduction of the automated Pratt & Whitney Canada PT6E-67XP, complete with electronic engine and propeller control (EPECS), Pilatus was able to introduce autothrottle capability in the NGX. In the PRO model, autothrottle and the EIS are intrinsic components of the Prime avionics and key for implementing Garmin’s Autoland as well.
I’ve flown Garmin’s Autoland in other aircraft, through its full execution from pushing the button to a complete stop on the runway. The Pilatus PC-12 PRO will be the sixth turboprop aircraft to have this capability, featuring the Autoland button prominently in the overhead panel. Since a substantial percentage of PC-12s are operated single-pilot, this additional safety feature by itself will sell additional airplanes.
Another feature we have been accustomed to with Garmin avionics is their Electronic Stability Protection (ESP), and it is included with the PC-12 PRO. I’ve tested ESP many times in various aircraft, and the stability enhancement is very worthwhile and operates even without the autopilot engaged. You can imagine how many accidents which have been the result of a pilot losing control of their aircraft where this feature could have saved many lives and reduced injuries.
When we previously evaluated the G3000 Prime, one feature that was of particular interest is the Emergency Return. The pilot can program parameters before departure that include their preferred plan to safely return to the airport immediately after departure, including speeds. In the event it is needed, activation is simple and quick.
If you look closely at a PC-12 PRO next to an NGX, you may notice that the radar pod on the wing is slightly larger on the PRO. This is required for the larger 12-inch GWX 75 Weather Radar, with an option for the GWX 8000. With weather radars, the larger the antenna, the more data can be acquired. Coupled with a 120-degree view, it is another safety feature that will be helpful to pilots.
Will Myers, Advertising and Com-munications Specialist at Pilatus, and I were discussing another feature implemented in the PC-12 PRO. Traditional synthetic vision representation is heading-up, which makes sense most of the time. However, as pilots know, where the nose is pointing is not necessarily where we are actually going! I was remembering when I’ve flown through the Swiss mountains and navigated VFR around the peaks. Consider if you have a strong crosswind and your synthetic vision display is based upon heading only. Your synthetic vision view would be centered on your heading, not your track—a potential safety hazard that will be minimized in the PC-12 PRO.
Advanced Flight Planning and Communications
Not only does the PC-12 PRO incorporate advanced flight planning during the preflight process, and of course, wireless upload from a PED, it also can incorporate forecast weather conditions from datalink or manual input. This latter feature is very useful during flight to incorporate updated weather along your route to optimize your options. Using the Modified Flight Plan tool, PC-12 PRO pilots will be able to check an alternative flight plan prior to deciding to modify their current route.
The G3000 Prime also incorporates a number of data communication options in the PC-12 PRO, supporting Data Comm such as En Route messages, departure clearances, and other information with the optional GDR 66.
Flight Deck Enhancements
Certifying a new avionics suite for a production aircraft takes considerable time and effort, and Pilatus used the opportunity to also improve their PC-12. The avionics upgrade of the flight deck was not the only change up front. Pilatus has gained a lot of experience with their PC-24 and recently has incorporated some of those design aspects into the PC-12, notably in the NGX. They have continued that upgrade process by installing PC-24 ‘style’ control yokes. They not only look very cool but also provide advanced access to the avionics through multiple switches on the yokes. The Direct View (DV) small side window on the PC-12, while useful in the rare case where the windshield visibility is limited due to uncleared ice, is a holdover from the past. The PRO removes that window, which also eliminates one more maintenance item.
Cabin Comfort Improvements
As Bruno Cervia, VP of Research and Development and Deputy CEO of Pilatus Aircraft, mentioned during their public release, the cabin has ‘more pizazz’. From what I’ve seen so far, that is a correct statement! Pilatus has collaborated with BMW Design Works for years on the interior design of their aircraft and continued that association with the PC-12 PRO. They have also extended the PC-24 interior style, complete with similar seats, into the cabin. They have also added myriad custom cabinet options, including new finishes and materials.
Customer Impressions
I reached out to Jim Blotsky, pilot and a co-owner at Butler Machinery in Fargo, ND. Jim’s wife Twylah is the 4th president of Butler, which is a 3rd generation Caterpillar equipment dealer. Butler Machinery’s sales and support span multiple states in the Midwest U.S. One unique fact is they have operated seven PC-12s since the 1990s, starting with Model 45, Serial Number 106, and up to the latest model—the NGX. Some time ago, Jim and the other flight department members were evaluating options for their next airplane purchase. While they had operated numerous PC-12s, it wasn’t a given. Pilatus’s choice to implement Garmin avionics was a key factor in staying within the PC-12 family. Jim told me they currently have two PC-12s (NG and NGX), and each plane flies 400-550 hours per year, and they view the new capabilities of the G3000 Prime as far more advanced than their current avionics, with options to grow in the future. Although they operate with two-pilot crews as standard, the added safety of Garmin’s Autoland will also be welcome. Jim and Twylah are certainly looking forward to their PC-12 PRO later in 2025.
Summary
With all of these changes, the PC-12 still gains an additional 100 lbs. (45 kg) of payload, impressive when you look at the aggregate changes. What will it cost? The standard list price, which includes a number of capabilities that are sometimes listed as options with other manufacturers, has been established currently at $6.8M. Since operators will most likely select the GWX 8000 and various data and weather communication options, I would expect an average price will be closer to $7.3M.
Pilatus has shown once again they can offer a significant upgrade to one of their aircraft. The inclusion of the new Garmin avionics and the other enhancements bodes well for this airplane. With the upcoming production release of the Textron Beechcraft Denali. I believe it will grow the market, and manufacturers and the community will benefit. Who knows what the next generation of avionics, engines, and other technology will bring to aviation? I do know that all facets of aviation will benefit from these advancements.
