Aircraft Pc 12

Aircraft Pc 12 - PC-12s are in use around the world with owner-pilots, corporations, charter and fractional companies, air ambulances, special missions, cargo and law enforcement agencies. sound decision. The Pilatus PC-12 NGX is powered by the Pratt & Whitney PT6-67XP turboprop engine generating 1,200 hp, delivering a high-speed cruise of 290 ktas and a max 4 pax range of 1,803 nm including 2 crew.

Passing through FL 180, I engaged the autopilot. Johnson said the NGX uses the same autopilot guts and features as the Embraer 175. Climbing through FL 200, the NGX indicated 126 knots, with a rate of 1,400 fpm on 456 pph. Leaving FL 240 The book said we should be burning 404 pph. That gave us three more flying hours with a reserve. Johnson said a 500-pound reserve is normal, and the minimum he'd feel comfortable landing with in the NGX was 350 pounds, or about 60 gallons. At FL 270, the cabin settled on 7,600 feet.

Aircraft Pc 12

The national average for Jet A fuel with Prist is currently $6.00. The PC-12 NG requires a Prist additive. Prist is just the common brand name crews and line operators use to refer to diethylene glycol monomethyl ether.

What Happens In Vegas Is No Secret

Pilatus kept development of the new NGX under wraps until the official unveiling at the National Business Aviation Association's Business Aviation Convention & Exhibition in Las Vegas in October 2019, with EASA and FAA certification already in hand. a serial number that we've ever seen,” Aniello said. The NGX comes standard with a Pratt & Whitney Canada PT6E-67XP with full authority digital engine control—a first for a single-engine turboprop—that includes an autothrottle and 10 percent more usable horsepower.

The PC-12 NGX is virtually unrivaled in terms of special mission capability. It affords operators the ability to cover a whole range of assignments with a single-aircraft type, including surveillance, medical assistance, cargo transport and search and rescue. : missions which require immediate intervention and total reliability.

Additional NGX items include TCAS II with resolution advisories, data link and an emergency-descent mode. When the aircraft is above 20,000 feet and the cabin reaches its limit of 10,500 feet, the EDM restricts the throttle, turns the airplane 90 degrees, and accelerates to VMO until reaching a breathable 15,000 feet. the airplane knows where it is at all times, it won't simply dump the airplane into any nearby peaks.

The latest version of the PC-12 NGX both climbs and cruises faster with no increase in horsepower. Through clever aerodynamic refinements, it is five knots faster than its predecessor, with a top cruise speed of 290 knots (537 kilometres per hour). Maximum The range has been extended to 1,765 nautical miles (3,269 kilometers).

Variable Operating Cost

With that, your total cost of $690 per hour for fixed costs, added to $227 for maintenance and reserves, and added to $396 per hour for fuel will give you a total hourly cost to operate of a remarkably cheap $1,313.

Pilots of older PC-12s will be in awe at the automated start sequence. Turn on batteries one and two with all buses on, as well as the generators, avionics master and bleed air. Check for 24 volts and turn the engine switch to run Briefly touch the start button, and once Ng (gas generator rotation speed)climbs above 13 percent, the fadec adds fuel. At 50 percent, the starter kicks out.

The PC-12 comes with a robust trailing link landing gear that is electrically actuated.The previous model was hydraulic. All this was to make sure that the sound levels in the cabin were kept to a minimum. Only the PC-12 NGX offers the advanced avionics of high-end business jets tailored for the single pilot. Featuring an autopilot optimized for stability and smoothness, and SmartView synthetic vision with performance-based head-up display symbology, the PC-12 NGX's Advanced Cockpit Environment (ACE) sets the bar for ultimate control and situational awareness without a steep learning curve. Safety of flight is the highest priority of Pilatus, and the new PC-12 NGX includes an array of new technologies like tactile feedback in unusual attitudes , an Emergency Descent Mode (EDM), and a Crew Alerting System (CAS) that automatically calls up the appropriate electronic checklist on the multi-function display. Powerful. Intuitive. Safe.

Today, single-engine turboprops are almost commonplace with Daher's TBM series, Piper's M350, M500 and M600, and Cessna's Caravan in addition to the PC-12. None can carry the load of the PC-12 except the Caravan, which is 100 knots Only the Cessna Denali still in development might give the PC-12 a run for its money. Aniello mentioned that possibility but quickly added that the fact alone that Textron is building a PC-12 clone adds credibility to the role played by Pilatus' airplane that's been flying for a couple of decades.

Flight Characteristics

Assuming you took no deductible and insured the aircraft for its full replacement value (and assuming your crew was qualified with over a thousand hours in type, and fully trained,) it will result in $28,000 in annual premiums for the PC-12 NG.

Aniello said new NGX customers come from the ranks of Bonanza and Cirrus owners, PC-12 operators ready to upgrade to the new aircraft, and government and fleet operators. Speaking to the new features, Aniello said the quick-release, fully reclining seats are somewhat narrower but certainly taller than the originals, and they have been redesigned to make it easy to switch them out when the demand for cargo space outweighs the need to carry passengers. Each of the old seats was held in place by four bolts and required a mechanic to change out. No longer. The natural European leather covering is highlighted by pragmatic features such as new optional footrests.

The PC-12 NG also comes with winglets to increase aerodynamic effectiveness and a torque limiter to keep the engine flat rated at 1,840 shp, limited to 1,200 during take-off. This gives the PC-12 NG a consistent climb rate for much of its ascent to its service ceiling.

No matter what nickname you give it, the PC-12 is famous for being able to haul a couple of Harleys and a few passengers out to a dirt strip and back. to make using a forklift possible while loading cargo through that big aft door. Johnson said, originally, Pilatus just saw the airplane as a robust utility, cargo and military airplane that was only later transformed into a luxury vehicle. Pilatus vice president of marketing Tom Aniello said it was actually the dealers who saw the potential for the PC-12 once the interior was spiffed up.

A Little Pc- History

The fuel burn for the PC-12 NG at FL280 is 60 gallons per hour. This results in 260 knots TAS. Assuming zero wind, 2.5 hours of flight will cover 650 nautical miles and burn 150 gallons.

The design is intended to keep the Center of Gravity (CG) static during the course of each flight. What you take off with is what designers want you to land with. And since the only thing that changes during a flight is the quantity of fuel , fuel is managed in a way that their CG does not change even as the fuel is burned off.

The descent phase of the PC-12 NG takes 14 minutes and covers 66 nautical miles. It burns 15 gallons of fuel in that time. For a 782 nautical mile flight, the PC-12 NG burns 197 gallons of fuel and takes a few minutes over three hours to complete, giving the Pilatus PC-12NG a fuel burn average of 66 gallons per hour.

The Pilatus PC-12NG is not just versatile in its mission parameters, but it is also cost-effective. market downturns. The designers had a simple goal, and that was to emulate all that had worked in the original 1991 PC-12 model while upgrading the aircraft according to market demand for more speed and better cost factors.

Flying The Ngx

In the cockpit, pilots will find updated Honeywell Epic avionics that include four 10.4-inch high-resolution screens and greater processing power. Pilatus brands their cockpit as the Advanced Cockpit Environment. amount of ambient light flooding the cabin. The cabin also includes a new air-distribution system, better lighting, heating and cooling, and significantly increased maintenance intervals to reduce operating costs. BMW Designworks created more-comfortable seating reminiscent of that automaker's ground-based products.

However, the PC-12 NG has what many might call extreme diversity in terms of the missions it flies, all of which carry vastly different costs to operate. , and a flight department of three crews. When Pilatus—then maker of the famous Turbo Porter single-engine STOL aircraft—announced the PC-12 in 1989, it saw the design as a highly efficient workhorse perfect for the utility, cargo and commuter airline, as well as air-ambulance segments The first PC-12 prototype flew on May 31, 1991, with certification by the Swiss Federal Office of Civil Aviation on March 30, 1994. The FAA's nod followed on July 15, 1994. Three decades later, it would be tough to look at the more than 1,750 PC-12s produced as anything other than a dream come true.

When laid out to transport, the cabin can fit nine comfortable seats and has a lavatory. The nine seats can be removed and reconfigured for cargo, which can be loaded through the rear, or it can be reconfigured to carry stretchers for medevac operations.

On a standard day, it takes the PC-12 NG 23 minutes to climb from sea level to FL280. The fuel burn for this leg is 190 pounds or 32 gallons. The horizontal distance flown across the climb is 66 nautical miles

Crew Cost

I first flew a Pilatus PC-12 Model 10 back in 2008 and found it made a nice, stable instrument platform. At 270 knots, it was no jet, but a walk through that gargantuan cabin on the ground with the massive rear cargo door open made no bones about the airplane's ability to carry tons of stuff.

There are two overhaul costs associated with the powerplant. The first is a hot-section inspection that will happen at 1800 hours. A hot section inspection typically costs $40,000. To manage costs and expenses, maintain a reserve that accumulates this hourly cost so that there are funds waiting to pay for the hot section when it comes.

Jed Johnson, Tom Aniello and I headed out to fly serial number 2001 the afternoon I arrived in Broomfield because the weather forecasts looked ugly for the following morning, which turned out to be accurate. Our weather for the flight at KBJC turned out to be severe VFR with light winds.

Where speed is concerned the Pilatus PC-12NG has a sweet spot between comfort, expedience, and economy. 209 KIAS gives you a long-range cruise, siping Jet air from its cavernous tanks. While setting the power slightly forward and squeezing out 268 knots will get you there father if you are not interested in fuel burn.

Insurance Cost

There is one extra layer that you should consider as a potential buyer. The price elasticity of the PC-12 series, including the PC-12 NG has to also be seen from the fact that there are more than 25 aircraft of these two models at sale at any given time over the course of the year.

Assuming you fly 400 hours a year, your fixed cost which is $276,000 per year will average to be $690 per hour.This number will go up or down depending on how much you fly.Putting a thousand hours on the aircraft in a year will bring the hourly cost down to $276. For now, we will assume a model where you fly 400 hours a year, costing you $690 per hour.

With more than 1,700 PC-12s in the field, and over seven million flight hours behind the ultra-reliable Pratt & Whitney Canada PT6 engine, experience makes a difference. The PC-12 leads the industry in sales and enjoys a safety record on par with twin-engine business jets.

The flight department costs for three crew members will include training, recurrent training, salaries, and benefits. While a type rating is not required to fly the aircraft, it is recommended that pilots be trained at a facility to get to know all the operating procedures , avionics, automation, and nuances of the aircraft.

Fuel Burn

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Aircraft Of The 1930S

Aircraft Of The 1930S - VP-10 Non-Stop Formation Flight, 10-11 January 1934. View taken of the squadron's P2Y-1 (consolidated) patrol planes, over Diamond Head, near Honolulu, Hawaii, en route to Pearl Harbor. (Courtesy of Mrs. Laurence van Fleet, 1974, NH 81663)

Higher! Faster! A decade of full throttle flying. The transition to metal planes enabled aircraft to push past the limitations that had remained mostly set in stone since the advent of flight. The first commercial flight in 1914 hovered at a cruising altitude of just 5 feet in the air.

Aircraft Of The 1930S

In the 1930s, planes began to hit the 200 mph mark, and settled into a cruising altitude of about 13,000 feet. While mankind's foray into flying began in the early 20th century, the modern air travel industry as we know it didn't truly grow its roots until the 1930s.

As metal planes returned home from post-war posturing, a boom in passenger interest and sufficient technology to reach a slew of international destinations made the 1930s the start of something big. But like any major technology, commercial flight didn't come without growing pains.

If you think you have a lot to complain about now when it comes to air travel, take a look at what it was like to fly in the 30s. Not for the faint of heart.

British Airways Empire Class planes in the 1930s were equipped with three state-of-the-art flying lavatories, but it was widely understood that their actual usage was to be avoided at nearly all costs. Just because we as humans suddenly could fly at 13,000 feet didn't mean that we had necessarily worked out all of the kinks just yet.

According to Gizmodo, planes would regularly drop hundreds of feet mid-air with no warning. Today's gentle alerts from the cabin to return to your seat and buckle up as the plane may experience some coming turbulence were born out of the horror of this era's actually turbulent flights.

21 July 1930—Capt. Arthur H. Page Jr., USMC, from a sealed hooded cockpit of an O2U Corsair completed an instrument flight of about 1,000 miles from Omaha, Nebraska, to NAS Anacostia, D.C., via Chicago, Illinois, and Cleveland, Ohio — the longest blind

flight to date. First Lt. Vernon M. Guymon, USMC, acted as safety pilot and took over the controls only for the landings after Page brought the plane over the fields at 200 feet. Three new aircraft carriers joined the fleet and with them carrier aviation became a truly integrated element of naval power.

Serious setbacks occurred in the lighter-than-air forces with the crashes of airships Akron (ZRS-4) and Macon (ZRS-5), ending the Navy's rigid airship program. By association, nonrigid airships—blimps—almost followed them into oblivion. Men of the Naval Reserve Air Squadron based at Floyd Bennett Field, New York, and regular Navy station keepers ready to fly to Cleveland, Ohio, to take part in the air races, 1932. Fourth from left in the back row is the Base Commander

Lieutenant Edwin Francis Conway, USN. Front row second from right is Lieutenant Fred Priestman, Base Executive Officer. Fourth from right in the back row is Loyd C. Reckner, Aviation Machinist Mate Second Class, USN. (NH 72652)

Pack a book to read (Or maybe just write one of your own). Our great-grandparents would be embarrassed at our tendency to bemoan the hardships of a 15 hour, non-stop flight. Today's 12-hour flight from London to Singapore would have taken 8 days in 1934, with 22 separate layovers to refuel in exotic locales like Athens, Gaza, Baghdad, Sharjah, Calcutta and Bangkok.

While we may cringe at that sort of time-intensive itinerary today, it sure beats the then month-long trek by boat that was really the only alternative. 4 August 1939—Enterprise (CV-6) and Yorktown (CV-5) launched SBC-3 Helldivers and O3U-3 Corsairs from flight deck and hangar deck catapults in the first practical demonstration of launching planes from carriers by means of hydraulic flush-

deck catapults. The event also marked the first demonstrations of catapulting aircraft from hangar decks. All roads lead to Cairo. While London Heathrow, Dubai and Atlanta hog the limelight when it comes to major hubs here in the present, in the 1930s it was all about Cairo.

Uniquely positioned as a nexus between Europe, Africa and Asia, you would have been hard-pressed to travel anywhere between the three without touching down in Cairo along the way. 10 January 1934—A group of six P2Y-1 flying boats, Lt.

Cmdr. Knefler McGinnis of VP-10F commanding, made a nonstop formation flight from San Francisco, California, to FAB Pearl Harbor, Territory of Hawaii, into the next day, in 24 hours and 35 minutes. Their accomplishment bettered the best previous time for the crossing, exceeded the distance of previous mass flights, and broke a nine-day-old Class C seaplane world record for distance in a straight line with a new mark of 2,399 miles.

The act gave a lot of authority to the Secretary of Commerce, who then had a role in the development of air navigation systems, air routes, the licensing of pilots and aircraft, and investigations surrounding accidents.

14 September 1938—A radio-controlled N2C-2 target drone engaged in a simulated dive-bombing attack against mobile target/gunnery training ship Utah (AG-16) during test firing of her antiaircraft batteries. Observers viewed this as the first demonstration of air-to-surface missiles, and proponents of guided missile development subsequently cited the test as an example of the weapon's efficacy.

The Navy installed hydraulic arresting gear and catapults on board aircraft carriers and developed better recovery procedures for battleships and cruiser observation planes. Pioneers demonstrated the feasibility of instrument flight ashore and at sea. Dependable radio-controlled planes were put to practical use as targets for antiaircraft guns.

Engineers and designers learned more about the value of a streamlined, clean design. Entire squadrons had begun to turn in the record performances once accomplished by individual pilots. Tactical innovations of the 1920s became fleet doctrine.

Extreme temperature fluctuations were also an unfortunate fact of flying at the time. Air conditioning and heating wouldn't alleviate these discomforts until the end of the decade. We have blankets on flights today because of the absolute necessity for them in the 1930s.

It costs an arm and a leg (or half a car). A round trip ticket from coast to coast costs about $260 in the 1930's. Some context: the average automobile at the time cost just double that.

Flying was an exciting new thrill, but only for the few who could afford it. As the decade drew to a close the ominous rumblings of war from across the seas grew louder. The Navy expanded its pilot training program and designed and laid down new ships, and increasingly modern and capable aircraft came off the drawing boards.

The United States proclaimed neutrality as World War II erupted, but the fleet patrolled the seas under conditions that approached war. The transition from wood to metal planes changes the world. In the aftermath of World War I, the victorious nations found themselves with quite a significant number of planes — both fighters and support vehicles — on hand.

And just like that, the commercial air travel industry, ahem, took off. New, metallic planes weren't just more durable during wartime; they also withstood the dramatic changes in climate that a vehicle might experience when traveling between, say, Boston and the Caribbean.

Metal-bodied planes didn't just enable longer routes, they enabled air travel along longitudinal lines, where climates change from arctic to temperate to tropical to arid, and then back again. Not if, but when you get sick.

While experiments with oxygen enrichment of cabin air date back to the early 1920s, widespread adoption of standardized cabin pressurization didn't hit the airline industry until the 1940s, according to the American Institute of Aeronautics and Astronautics.

This meant that oxygen tank-assisted breathing was a regular occurrence on flights in the 30s, and air sickness bowls could be found under each seat. 20 December 1939—The Navy issued a contract to Consolidated Aircraft for 200 PBY Catalina-type aircraft to support an increase in patrol plane squadrons that resulted from Neutrality Patrol requirements.

The contract comprised the largest single U.S. order for naval aircraft since the end of World War I. In spite of the hardships the fleet made gains in aviation technology. As engineers and aircraft manufacturers produced more reliable products and aviation equipment, aircraft performance rose.

Better and smaller radios, more accurate bombsights, forced-induction power plants, controllable-pitch propellers, efficient retractable landing gear, and folding wings all improved aircraft performance, making the airplanes better weapons. The birth of a global sensation. Just 6,000 Americans traveled commercially by airplane in all of 1930, according to the Smithsonian National Air and Space Museum.

Only four years later, that number would multiply by 75 times — 450,000 passengers flew in 1934, a number that would be dwarfed once more in another four years, when 1.2 Million Americans traveled by air. The 1930s were truly the decade that commercial air travel became a worldwide sensation.

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Aircraft Oil Filter

Aircraft Oil Filter - All product images on QAA.com are for illustration purposes only and are not an exact representation of the product that will be delivered. Please order your product based on the correct part number, not the image shown.

Champion brand oil filters are known to keep dirt and harmful particles from damaging your engine. Plus, no other filters on the market have Champion's unique, resin-impregnated, full-pleat design — 8.2 feet of layered protection for your engine.

Aircraft Oil Filter

Heavy-duty steel mounting plate is cemented, spot-welded, and crimped to the case. Even under abnormal oil temperatures and pressures, this primary part of the filter ensures freedom from troublesome oil leakage when installed according to the instructions printed on the case.

Aircraft Oil Filters

Our tough steel case provides exceptional strength to resist the high oil pressures that occur during cold engine starts, and meets or exceeds engine manufacturer specifications. High performance resin-impregnated cellulosic paper is manufactured to rigid specifications, ensuring uniform density and porosity.

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Filter material cannot migrate to clog engine oil passages or affect bearing surfaces. In addition, customers have told us that the height of a standard oil filter can make it difficult for them to install the filter in certain engine applications.

So, operating on the premise that size really does matter, we made our Champion oil filter can 1/2” shorter and added design improvements to make our filters stronger and more effective than ever before. Champion spin-on oil filters have a 1″ hex wrench pad spot-welded to a tough 8-gauge steel case designed to meet or exceed engine manufacturer specifications.

Tests Show That Champion High Performance Oil Filters Protect Your Engine Up To More Than Competitive Filters In Fact In Most Cases Competitive Filters Don’t Even Meet The Minimum Sae Arpb Standard For Filtration Efficiency

Safety-wire tabs are conveniently located on the hex nut for easy access. Quality Aircraft Accessories (QAA) stocks aircraft oil filters from Champion Aerospace and Tempest, as well as installation and inspection tools from Tempest. Browse our selection of aircraft oil filters and oil filter tools below.

If you can't find the aircraft oil filter to fit your application, contact us with your aircraft oil filter request. If you'd like to learn more about aircraft oil filters, click here to visit our aircraft oil filter resource page.

Champion brand spin-on oil filters and element filters incorporate a semi-depth filter media. The filters combine the advantages of both surface and depth-type filtration: high filtering efficiency, controlled porosity for uniform flow, water resistance, and the resistance to impulse and flow fatigue.

Champion Full Flow Oil Filters are designed to supply a continuous flow of filter-clean oil to vital engine parts. Champion's Strata-Kleen filter media is a full-pleat, resin-impregnated cellulosic micronic filter media designed to trap all harmful particles including metallic chips resulting from abnormal wear.

Aircraft Oil Filters

Because the oil flows through many layers of locked in fibers, there is no migration of fiber material to clog engine oil passages or affect bearing surfaces. Industry-approved tests prove that Champion oil filters trap and hold more dirt and harmful particles during its normal operating time than any other similar filter.

Toll Free: 877-477-7823 Customer Service: 800-861-3192 Fax: 800-329-3020 Heavy-duty steel mounting plate is cemented, spot-welded and crimped to the case. Even under abnormal oil temperatures and pressures, this primary, standard part of the filter assembly ensures freedom from troublesome oil leakage when the filter is installed according to the instructions printed on the case.

Airwolf is the world's largest manufacturer of remote mount oil filter systems, air/oil separators and wet vacuum pumps. We encourage you to read up on our aviation products and you will soon understand why we at Airwolf say, "WE MAKE FLYING SAFER"

Champion oil filter elements are individually boxed, each with a plastic bag containing installation gaskets and instructions. This provides ample protection for these elements in storage and ensures availability of necessary items for correct installation. Inside the box you'll find a wrench pad with 1′ hex, spot-welded to the case, which handles torque pressures far beyond normal removal or installation requirements.

Quality Aircraft Accessories (QAA) stocks aircraft oil filters from Champion Aerospace and Tempest, as well as installation and inspection tools from Tempest. Browse our selection of aircraft oil filters and oil filter tools below. If you can't find the aircraft oil filter to fit your application, contact us with your aircraft oil filter request.

If you'd like to learn more about aircraft oil filters, click here to visit our aircraft oil filter resource page.

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