Thanks for the video Gene, really enjoyed it. It's wild to think the newer PC-12s can push almost 100 degrees more, safely. Would love to see a video about climb profile (IAS speeds at altitude ranges, continuing the conversation about temps, etc.) Maybe even throw in a conversation about the INERT SEP and when that's used and how that interacts with the ITT. Be safe!
Yes, thank you really enjoy the video! One question I have is I am purchasing a legacy PC 12 with a 67P engine. Can I then run the 67P at the higher ITT rate in Climb and cruise like the NG. If so, what would those settings be?
Hi Gene. Another fine video! Would you consider doing a video (if you haven't already) on what the engine instruments, such as ITT and NG value mean? This is excellent material!
Thank you! If you’re interested in a deep dive, there’s about eight hours of material in my PC-12 Systems Bootcamp. It’s an in-depth look at all the systems, including engine instruments and much more. If you’re interested, here’s a link to join and access the recorded livestreams. ua-cam.com/channels/72G7o9HjGeer1Netuqap8Q.htmljoin
Great video! Thanks for sharing. I was made redundant from a major middle eastern carrier in 2020 and just started operating the PC-12NG (no A/T). I love the machine. I find the standard checklist very generic and was wondering about your checklist when I saw you do “below the line” before lining up. Would you mind sharing it?
Thanks for watching! Of the types I've got time in, the Pilatus is easily my favorite. Beautiful craftsmanship. As much as I wish I could share the checklist, I'm bound by an employment agreement with the operator that created it (it's proprietary to them) so I've got to honor their wishes of keeping it private. Don't want to get on anyone's bad side. :-) I agree with you about the manufacturer's checklist. It's almost unusable. Welcome to the Pilatus family! Cheers!
@@GeneStuart Thank you for the reply. I respect your ethic and commitment to your employer. I'm not sure how a pilot sharing a safety-related item such as a checklist with another pilot could be considered a breach, especially if you check it out with your CP. If you know of any other PC-12 operators with a similar checklist, I'd be grateful to learn from it. Best regards from South Africa 👍🏻
@@AnotherProdigalSon They're concerned about it being commercialized and sold. There are plenty of third-party checklists on the market in the US. Plus, I don't work for them anymore. This type of confidentiality clause is common in employment contracts in the US. Hope you find a good one. I'm sure there are others! Cheers! :-)
@@AnotherProdigalSon Checklists are typically restricted to the operators by the FAA. Using a checklist that is not approved by the FAA for your operation is against regulations. I assume that third-party checklists are approved by the FAA. For example, there is a case of a MU2 crash whereby the pilot was using a checklist supplied by a training institution. The institution would have been held liable had they not put, for training only. The checklist was considered superior to the original one included with the airplane. The same also happened to a CA flight school whereby the school was held liable for the use of a none approved checklist after a crash.
Greetings Gene, well explained video. Regarding takeoff power setting, what's the maximum time you can run the max t.o power setting before reducing to climb power? Also, is there a set defined climb power setting or does that change based on various factors. Thank you in advance
Hello, my friend! Thanks for watching! In the Legacy, there's a 5-minute limitation on the 1,200 shaft horsepower produced at the takeoff power setting. Standard procedure is to pull the power back to the climb setting at a thousand feet (AGL). Max continuous power (for climb or cruise) is 36.9 PSI (top of the green arc), but at the higher altitudes you'll be limited by temperature instead of torque (720 ITT max in the climb is recommended). In the NG, there is no limitation on 1,200 SHP in the climb, so there's no requirement to pull the power back although some operators prefer to run the engine a bit cooler for longevity (780-820 ITT climb / 780 ITT cruise). Cheers!
@@GeneStuart so I have a legacy with a 67P and it does that mean I use the same settings as the NG for takeoff and cruise. So I wouldn’t have to pull the power back and cruise if I’m not ITT constrained?
@@gabeolson7855 780 max ITT is recommended for cruise in the 67P on the NG. The cooler you keep the engine, the better the components hold up between overhauls.
Thanks for the video Gene, really enjoyed it. It's wild to think the newer PC-12s can push almost 100 degrees more, safely. Would love to see a video about climb profile (IAS speeds at altitude ranges, continuing the conversation about temps, etc.) Maybe even throw in a conversation about the INERT SEP and when that's used and how that interacts with the ITT. Be safe!
Thanks, my friend! And those are all excellent questions. New video incoming! :-)
Yes, thank you really enjoy the video! One question I have is I am purchasing a legacy PC 12 with a 67P engine. Can I then run the 67P at the higher ITT rate in Climb and cruise like the NG. If so, what would those settings be?
Hi Gene. Another fine video! Would you consider doing a video (if you haven't already) on what the engine instruments, such as ITT and NG value mean? This is excellent material!
Thank you! If you’re interested in a deep dive, there’s about eight hours of material in my PC-12 Systems Bootcamp. It’s an in-depth look at all the systems, including engine instruments and much more. If you’re interested, here’s a link to join and access the recorded livestreams.
ua-cam.com/channels/72G7o9HjGeer1Netuqap8Q.htmljoin
@@GeneStuart Thanks! I just joined.
Hey Gene. I am transitioning to the PC-12 from the Kodiak 100 going through the PC-12 POH. Would you explain the EPS system?
I'd be glad to! Stand by for a video about the EPS. The Kodiak is a cool airplane. I did some 135 flying in the Caravan -- loved that airplane.
Great video! Thanks for sharing. I was made redundant from a major middle eastern carrier in 2020 and just started operating the PC-12NG (no A/T). I love the machine. I find the standard checklist very generic and was wondering about your checklist when I saw you do “below the line” before lining up. Would you mind sharing it?
Thanks for watching! Of the types I've got time in, the Pilatus is easily my favorite. Beautiful craftsmanship. As much as I wish I could share the checklist, I'm bound by an employment agreement with the operator that created it (it's proprietary to them) so I've got to honor their wishes of keeping it private. Don't want to get on anyone's bad side. :-) I agree with you about the manufacturer's checklist. It's almost unusable.
Welcome to the Pilatus family! Cheers!
@@GeneStuart Thank you for the reply. I respect your ethic and commitment to your employer. I'm not sure how a pilot sharing a safety-related item such as a checklist with another pilot could be considered a breach, especially if you check it out with your CP. If you know of any other PC-12 operators with a similar checklist, I'd be grateful to learn from it. Best regards from South Africa 👍🏻
@@AnotherProdigalSon They're concerned about it being commercialized and sold. There are plenty of third-party checklists on the market in the US. Plus, I don't work for them anymore. This type of confidentiality clause is common in employment contracts in the US. Hope you find a good one. I'm sure there are others! Cheers! :-)
@@AnotherProdigalSon Checklists are typically restricted to the operators by the FAA. Using a checklist that is not approved by the FAA for your operation is against regulations. I assume that third-party checklists are approved by the FAA. For example, there is a case of a MU2 crash whereby the pilot was using a checklist supplied by a training institution. The institution would have been held liable had they not put, for training only. The checklist was considered superior to the original one included with the airplane. The same also happened to a CA flight school whereby the school was held liable for the use of a none approved checklist after a crash.
Greetings Gene, well explained video. Regarding takeoff power setting, what's the maximum time you can run the max t.o power setting before reducing to climb power? Also, is there a set defined climb power setting or does that change based on various factors. Thank you in advance
Hello, my friend! Thanks for watching! In the Legacy, there's a 5-minute limitation on the 1,200 shaft horsepower produced at the takeoff power setting. Standard procedure is to pull the power back to the climb setting at a thousand feet (AGL). Max continuous power (for climb or cruise) is 36.9 PSI (top of the green arc), but at the higher altitudes you'll be limited by temperature instead of torque (720 ITT max in the climb is recommended). In the NG, there is no limitation on 1,200 SHP in the climb, so there's no requirement to pull the power back although some operators prefer to run the engine a bit cooler for longevity (780-820 ITT climb / 780 ITT cruise). Cheers!
@@GeneStuart so I have a legacy with a 67P and it does that mean I use the same settings as the NG for takeoff and cruise. So I wouldn’t have to pull the power back and cruise if I’m not ITT constrained?
@@GeneStuart thank you! So can I cruise at 820 also?
@@gabeolson7855 780 max ITT is recommended for cruise in the 67P on the NG. The cooler you keep the engine, the better the components hold up between overhauls.
Love it!
Thanks for watching!
Teach me how to fly the PC12 I’ll pay if I have to