Grant, Thank you for sharing your awesome PC-12 content with us. The PC-12 is my dream airplane by the way. Question, on the PC-12, is the DSB basically the calculated VREF for current weight and atmospheric conditions? I've heard you reference the DSB several times in your videos and was just curious.
Good stuff, mate. I've said it before but I really love the PC-12. I think it's just about the definitive turboprop. I do have more of a soft spot for the Daher Kodiak, but that's just personal preference. The PC-12NG is going to be arriving on Microsoft Flight Simulator next year, I'll be excited to put it to use. See if I can take off from Goshen without making a complete pigs ear of it haha! Hope you're keeping well, sir.
Grant, get your IFR clearance BEFORE engine start, and load the route, squawk, and frequencies into the Apex. Then, call for your IFR RELEASE at the end of the runway when you are ready for takeoff. Your engine burns 30 gallons per hour at idle so it does not make economic sense to do it the way your are doing it. Keep in mind at uncontrolled fields the IFR clearance and IFR release can be separate entities. Like you, my Pilatus is based at an uncontrolled field and I get my clearance about 30 minutes before engine start sometimes when I’m still in the hangar, then my release at the end of the runway. Other than this, I find you to be an outstanding Pilatus pilot.
Thanks Joel. It usually takes less than 3min for me to accomplish that, which really isn’t that costly. But you’re right, there’s no denying that getting it before start would be better.
@@GrantBaker but then you still have to get the AWOS weather and load the route, etc with the engine running. Try doing it the way I suggested. Get the weather, clearance, load the Apex squawk, etc. Then call clearance and tell the controller all you want is your IFR clearance and that you will call later for release when #1 for departure. After he issues your clearance, he will say “Hold for release”. It is imperative to read back “Hold for release” so he or she knows you won’t take off without being released. Start you engine and get your IFR release at the end of the runway, and take off. Let me know how it works for you at Jturpin782@aol.com. Yeah, I know, still using AOL shows my advanced age! Lol. Safe flying Grant! I am a 72 year old, 30,000 hour retired United 767 pilot flying a Pilatus for a wealthy family in Pennsylvania and loving in every minute! I only fly about 120 hours each year so I get my Pilatus “Flying” fix by watching your awesome videos. BTW, the only time I have ever landed at Goshen was in 1974 when I was flying prisoners in a Beech 18. We lost an engine near Goshen and I landed there with the left engine feathered. Back then, Goshen had one 4,000 foot runway with no VASI or ILS. Great fun!
Did you create your own ATIS form? Apologies if you posted this in other videos. This is the first time I've had your videos dropped into my feed. Thanks
With regards to icing, does your aircraft have fuel heat. And if so, does the fuel being heated, also serve to keep the tops of the wings warm enough to restrict ice buildup?
No, the fuel is not heated. We have to add an icing inhibitor to prevent the fuel from icing up. The tops of the wings will frost up after landing sometimes when it’s warm and humid but not during flight.
Awesome video! And quick question about your startup, since it’s a turbine don’t you want to face into the wind when starting or does it not really affect the ITT on startup? I just recently flew my first 1.4 in a turboprop and my mentor told me to start it into the wind, thanks grant keep up the great content!
Congrats Carl, you'll love the airplane! I haven't taken any noise measurements myself, but here is an article with some measurements in a 2010 NG. The plane used probably had a 4-blade prop, check the comments for some information about the MT 5-blade prop. philip.greenspun.com/blog/2014/03/12/pilatus-pc-12-ng-test-flight-and-cabin-noise-measurements/
