Pilatus PC-12 Fog Takeoff (GoPro Pilot's view, NO MUSIC) 

Thanks!

Ryan Roth how much horsepower does it have?

ezio kenway The engine is capable of 1600hp, but is flat rated to 1200hp.

Thanks for the comments! Yes most people (including myself when I first saw it) are surprised how large it is, as well as the size and comfort of the cabin inside.

tutchngoes you don't lol just need an alternate

I wouldn't return to this airport, I had a takeoff alternate with clear weather about 10 miles away (KTYS)

Pulling back throttle and slamming the brakes??

I know for Part 97 (which you could consider some single pilot / not for hire ops to fall under)- we have no take off minimums in the US. It is up to you to decide if it is safe. For commercial operations, or Parts 121, 125, 129, 135, it is either specific to the runway you are using (published on the charts) or if none are listed, on how many engines you have. 2 engines or less, t/o minimum is 1 statute mile vis or about 1600 meters. More than 2 engines, it drops to about 800 meters.

Dyl Connaway Do you mean Part 91? Part 97 wouldn't make much sense for what you are talking about.

I didn't notice the 800m RVR but we used 200m 180m and 0m for to at LGW. Three segment to.

U.S. FAR 91 operations do not have a visibility minimum for takeoff. Zero/Zero is allowed. Many people question this fact. The rationale the FAA uses is that private operators are doing their own thing, for themselves, in their own aircraft, and therefore should be allowed maximum flexibility as "public safety" is not involved. FAR 135 operations assume that individuals charter aircraft, and that more restrictions should apply to safeguard the chartering public. FAR 121 (Airline) operations involved individuals buying tickets for scheduled service from one point to another, and are in position to have absolutely no knowledge of or control over the flight operation, therefore 121 regulations and requirements are the strictest of all. This seems counter-intuitive to the layman, but that's the basis of it all.

+Jack Stormer Oh yes, you can definitely hear the turbine when the engine is running. Just like a jet engine.

Increasing flaps deflection, as it increases drag as you say, decrease climb angle (approximate formula climb gradient = thrust/(weight) - 1/lift to drag ratio). It allows shorter take-off since it reduces stall speeds at allows for lower take-off speeds (VR/V1/V2)... but if you don't care about field length and need to improve obstacle clearance, decrease flap setting.

chtiguillaume Increasing flap deflection also increases lift for a given airspeed, so L/D ratio at, say, 80 kts might actually be better at 30 degrees than 15 degrees flaps. Unfortunately I don't have access to such a chart for the PC12. However, consider this, from the PC12/45 POH performance pages. Using the same example data provided in the charts (6000ft Pressure altitude, 18C OAT, 7716lb weight, 8kt headwind component, 1% uphill component), the charts give the following takeoff numbers: 15 degree flap ground roll: 1450 feet 15 degree flap total distance (over obstacle): 2300 feet 30 degree flap ground roll: 1350 feet 30 degree flap total distance (over obstacle): 2050 feet The 30 degree flap ground roll is only 100 feet shorter (probably since rotation speed is nearly the same, 73KT @ flaps 30 versus 79KT @ flaps 15), however total distance over obstacle is 250 feet less with flaps 30. This suggests that, if the liftoff point were the same spot on the runway, 30 degrees of flaps will still get you over the obstacle in 150 fewer feet... suggesting a steeper angle of climb. The best ACHIEVABLE angle of climb is probably better at flaps 15 over flaps 30, however it would likely require more airspeed, and accelerating to that higher airspeed takes more time (and distance) which you may not have available to clear an obstacle off the and of the runway.

chtiguillaume Actually, this is the same reason that you would not want to immediately/fully retract flaps during a low-speed go-around. When airspeed is low (backside of the power curve, i.e. below L/Dmax), more flaps will usually give you a better angle of climb. It's not until you accelerate to a higher airspeed that you will be able to retract flaps and achieve a better angle of climb.

+Ryan Roth Hey I'd be willing to bite the bullet on this one and back up chtiguillaume. I'm currently a cpl student doing the performance exams and this question came up several times. Ryan you are correct in saying that as you increase the flap setting, the TODR would decrease, due to the increased lift coefficient of the wing. However as you increase flap the drag will increase by a larger value than the lift. This means you will need more thrust to to negate the effect of increased drag. Now we know that for an aircraft to climb we need an excess of thrust. However with the increased drag due flaps the amount of excess thrust we have on takeoff is reduced, and hence so is the climb performance. This means to that the climb angle will be reduced as compared to a an aircraft taking off with no flap. So to recap, increasing the flaps will decrease the TODR and reduce the climb angle as compared to an aircraft taking off with no flaps. Cheers.

I agree with you on most points, but the other factor to consider is that the best rate of climb SPEED for a reduced flap setting is usually higher, meaning you need to accelerate in order to gain the benefit of the increased angle of climb provided by that reduced flap setting. Acceleration takes time and distance. In other words, there's a crossover point, in terms of distance from the start of a takeoff roll, where initially flaps extended will get you higher, but after that crossover point, retracted flaps will get you higher. Typically, we use a 50 foot obstacle as a point of reference, and in most cases a certain extended flap position will get you to 50 feet in less distance than retracted flaps.

Brian Lee Some people like seeing the pilots' view. Plenty of static cam videos out there if that's what you prefer.

Final approach around 78kts, touchdown around 70 typically, but there's an Angle of Attack indicator on the PFD that is primarily what I'm looking at on short final for the correct speed. Land in flight idle, the condition lever doesn't get touched in flight, only right before takeoff and right after landing.

@@RyanRothVideo Thank you so much!!

It was just a gopro head strap.

Only need a Class 3 medical (Class 2 to get paid) to fly the PC12, no type rating required. Private Pilot Single-engine Instrument rating with high altitude, high performance, and complex endorsements is all it takes.

Great question! They are eye-placement alignment indicators. I just made that name up and there's probably an official name for them, but that's what they do. You raise/lower/slide the seat so that your eyes are in such a position that the white ball is in the center of the blue ball. You can see in the video that the white ball is slightly below and to the right of the blue ball, indicating that the point of view is too high and too far forward. This is because the camera was mounted on my forehead, thus the camera lens is 2-3 inches higher and forward of my eyes. Looking at them with my eyes would show the white ball centered inside the blue ball. Basically, when they designed the cockpit, everything (instrumentation, switches etc) is placed so that it appears correct and visible from the pilot's eyes, but to do so they need a fixed point for your eyes. That's what the balls do... help you put your eyes in the right position. The 3rd ball (the blue ball on the left) does the same thing for the copilot's position. In a lot of ways the PC12 is built to the standards of an airliner, which also have these indicators.

thanks:)