Pilatus PC-12 Aircraft Pilot Information Manual Part 2

Section 7 - Airplane and Systems Description
Seat Belts And Shoulder Harnesses
ADJUSTABLE
HEADREST
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ARMREST
HEIGHT
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CONTROL
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WHEEL
LUMBAR PAD
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CONTROL
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PUSH CONTROL
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CO-PILOT SEAT SHOWN
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SEAT FORWARD
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AND BACKWARD
TRACK LOCK LEVER
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RECLINE
THIGH SUPPORT LIFE VEST
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LEVER
CONTROL WHEEL STOWAGE
BOX
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BACK CUSHION
HEIGHT PUSH CONTROL
VERTICAL POSITION AND HANDLE
CONTROL LEVER
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Figure 7-7-1: Crew Seat - Controls
Pilot's Operating Handbook Report No: 02406

Issue date: Mar 06, 2020 Page 7-7-2
ADJUSTABLE
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HEADREST
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3-POINT
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SEAT BELT
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ARMREST
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RECLINE CONTROL
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PUSH BUTTON
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Figure 7-7-2: Commuter Seat - Typical

ADJUSTABLE
HEADREST
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3-POINT
SEAT BELT
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LUMBAR
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CONTROL
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ARMREST
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POSITION
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Figure 7-7-3: Executive Seat - Typical

Restraint Systems for Children
7-7-3 Restraint Systems for Children

Pilatus supplies the optional CARESTM Restraint System for children who are older than 24
months and weigh 22 – 40 lb (10 - 20 kg).
7-7-3.1 Description
WARNING
DO NOT INSTALL THE CARESTM RESTRAINT SYSTEM IN ANY OTHER WAY THAN
THE ONE DESCRIBED BELOW. DEATH OR INJURY MAY OCCUR IF THE
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RESTRAINT SYSTEM IS NOT INSTALLED PROPERLY.
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WARNING
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MAKE SURE AN ADULT WILL SIT IN THE SEAT NEXT TO THE SEAT WHERE THE
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CARESTM RESTRAINT SYSTEM IS INSTALLED. THE ADULT MUST BE ABLE TO
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REACH THE OXYGEN MASK FOR THE CHILD.
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When you use the CARESTM Restraint System, make sure you follow these requirements:
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− Only use the CARESTM Restraint System for children who are older than 24 months and
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weigh 22 - 40 lb (10 - 20 kg) IO
− Only install the CARESTM Restraint System on a forward facing seat in the following
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interior configurations:
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● Nine standard seats configuration (STD-9S)

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● Six executive seats configuration (EX-6S-2)

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● Eight executive seats configuration (EX-8S)

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● Six executive seats and two standard seats configuration (EX-6S-STD-2S)

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● Four executive seats and four standard seats configuration (EX-4S-STD–4S)

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Refer to Section 6, Interior Configurations, for more information on the various interior
configurations.
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7-7-3.2 Installation
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Note
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Refer to Section 6, Interior Configurations, for more information onto which seat the
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CARESTM Restraint System is allowed for installation.

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Install the CARESTM Restraint System on the seat as follows:

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1 Disconnect the shoulder belt from the lap belt connector and retract it into the seat
backrest.
2 Install the CARESTM Restraint System on the seat and the lap belt connector as shown in
Fig. 7-7-4.
Note
It remains the operator’s responsibility to get the required approval for operation from the
local authority.

7-7-3.3 Removal
Remove the CARESTM Restraint System from the seat as follows:
1 Remove the CARESTM Restraint System from the seat and the lap belt connector as
shown in Fig. 7-7-5.
2 Pull the shoulder belt out of the seat back rest and connect it to the lap belt connector.
7-7-3.4 Emergency Release
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In case of an emergency the CARESTM Restraint System can be quickly released as follows
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(refer to Fig. 7-7-6):
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1 Release the lap belt buckle.
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2 Pull the shoulder straps over the child’s head.
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Put the child in the seat.

Install the belt on the back
rest.
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Pull the end of the

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belt until it is tight.

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Put the shoulder straps over

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the child's shoulders.

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Figure 7-7-4: CARES™ Restraint System - Installation (Sheet 1 of 2)

Put the lap belt through the two

loops in the shoulder straps.
Connect the lap belt to the buckle.
Fasten the chest clip.
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Pull the ends of the shoulder

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straps until they are tight.

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Figure 7-7-4: CARES™ Restraint System - Installation (Sheet 2 of 2)

Release the lap belt from the buckle.

Remove the lap belt from the shoulder
straps.
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Disconnect the chest clip.

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Remove the child from the seat.

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Remove the belt from the

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back rest.
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Figure 7-7-5: CARES™ Restraint System - Removal

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Release the lap belt buckle.
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Pull the shoulder straps
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over the child's head.
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Figure 7-7-6: CARES™ Restraint System - Emergency Release

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Doors, Windows and Exits
7-8 Doors, Windows and Exits
7-8-1 Passenger Door

The passenger door is located in the front left fuselage, immediately aft of the cockpit, and is 4
ft 5 in (1,35 m) high by 2 ft 0 in (0,61 m) wide. The door can be opened or closed from either
side and is secured by six locking pins. These can be checked visually from inside the cabin to
verify engagement. The door is hinged at the bottom and has an integral steps/handrail
assembly which automatically extends and retracts as the door is opened or closed. A non-
inflatable seal attached to the door seals the gap to allow the cabin to pressurize when the
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door is closed.
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To open the door from the outside, push the button on the handle, and pull out the free end of
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the handle at the right hand side. Then pull outward on the door. As the door opens, the steps
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and the handrail will be pulled from the stowed position. Close the door by lifting the door into
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position, allowing the steps and handrail to fall into the stowed position. Then push in the free
end of the handle.
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To open the door from the inside, lift the latch and rotate the handle clockwise to the open
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position and push the door open. To close, pull the door closed and allow the steps and
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handrail to fall into the stowed position before rotating the handle counterclockwise.
The cabin door is an emergency exit and it must be accessible at all times.
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The Crew Alerting System (CAS) will show Passenger Door when the door is not properly
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closed and locked. In the event that the cargo door is also not properly closed and locked, the
CAS will show Pax + Cargo Door .
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7-8-2 Cargo Door

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The cargo door is located in the aft left fuselage and is 4 ft 4 in (1,32 m) high by 4 ft 5 in (1,35
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m) wide. It is secured by locking pins which can be checked visually from outside the airplane
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to verify engagement. The door is hinged at the top and swings up out of the way to facilitate
loading and unloading. A gas cylinder assists in door operation and holds the door in the open
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position. A non-inflatable seal attached to the door seals the gap to allow the cabin to
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pressurize when the door is closed.

To open the door from the outside, push the button and pull the handle outward and upward.
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The gas cylinder will assist in raising the door to the open position. An electrical motor and
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cable is installed to assist the closure of the cargo door. To operate, press and hold the switch
located aft of the cargo door until the door has lowered to the near closed position. Push the
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door closed and push handle in until flush and the button pops back to the lock position. To
open the door from the inside, remove the cover, lift the lever and pull handle to unlock and
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then push open the door. To close, pull down on the strap to bring the door almost closed and
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stow the strap. Pull the door closed and push handle down to the lock position.
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The power supply to the electrical motor is from the HOT BAT BUS and is disconnected by a
microswitch which is operated by the drive mechanism when the door is nearly closed. The
door must be manually pushed and locked to the closed position.
The CAS will show Cargo Door when the door is not properly closed and locked. In the
event that the passenger door is also not properly closed and locked the CAS will show Pax +
Cargo Door .

Windows
7-8-3 Windows
A two-piece windshield and two side windows provide cockpit visibility. Both pilot and copilot
windshields are laminated twin-layer mineral glass with an embedded polyvinyl butyral (PVB)
layer. The windshield incorporates three electric heating elements for defogging and anti-icing
capability. Both side windows are stretched acrylic with inner 2 mm thick double-glazed acrylic
windows. A separate direct vision (DV) window, also stretched acrylic, is installed between the
left windshield and the left side window. This can be opened to provide pilot visibility/smoke
evacuation during emergencies and can be used to provide additional airflow during ground
operations.
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Windshield heat is controlled by two switches, LH WSHLD and RH WSHLD, both switches are
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marked HEAVY, LIGHT and OFF. The switches are located on the ICE PROTECTION section
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of the pilot’s lower right switch panel. The HEAVY and LIGHT positions offer two heat levels
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and areas to be used as required for defog and anti-ice. The windshield is protected from an
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overheat condition by a temperature sensor. This sensor will remove current from the
windshield heat circuit when the windshield surface temperature is above 60 °C.
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The cabin has four windows on the left side and five on the right side. All of the windows are
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stretched acrylic with integral sliding shades.
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7-8-4 Indication/Warning
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In the event of a failure of a windshield heat system, the CAS will show LH Windshield ,
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RH Windshield or LH + RH Windshield .
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7-8-5 Emergency Exit

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Refer to Fig. 7-8-1. Emergency Exit

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The overwing emergency exit is located over the right wing and is 2 ft 2 in (0,68 m) high by 1 ft
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6 in (0,49 m) wide. This exit contains a window and can be quickly opened from either inside or
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outside when required. A non-inflatable seal attached to the exit seals the gap to allow the
cabin to pressurize when the exit is in place. To open the exit from inside, remove cover and
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pull handle to release exit locking mechanism and pull inward. To open from the outside, push
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on the release lever and push exit inward.

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7-8-6 Aircraft Security

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Refer to Fig. 7-8-1. Emergency Exit

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To secure the aircraft when parked, install the lock pin in the emergency exit and lock the
cargo and passenger door locks. Lock the service door under the rear fuselage, if a lock is
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installed.
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Aircraft Security
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B OUTSIDE CABIN
LOOKING INBOARD
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INSIDE CABIN
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LOOKING OUTBOARD
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Figure 7-8-1: Emergency Exit

Aircraft Security
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This Page Intentionally Left Blank

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Control Locks
7-9 Control Locks
7-9-1 Control Locks

The elevator and ailerons can be secured by placing a control lock through the hole in the
collar and control column when the elevator is full down and the ailerons are neutral. For flight,
the control lock is stowed in a stowage point located on the cockpit left sidewall to the rear of
the pilots seat. The rudder is held in position by the mechanical connection with the nose
wheel steering.
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WARNING
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THE CONTROL LOCK MUST BE REMOVED BEFORE TAKEOFF.
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CAUTION
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Make sure that the rudder/nose wheel is centered.
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Control Locks
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Engine
7-10 Engine
7-10-1 Description and Operation

For the engine configuration, refer to Fig. 7-10-1, PT6E-67XP Engine
This airplane is powered by the Pratt & Whitney PT6E-67XP, which is a lightweight, reverse
flow, free turbine engine and features an Engine and Propeller Electronic Control System
(EPECS).
In addition to the gas generator section, the engine incorporates a power section with the
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power turbine and propeller reduction gearbox, an integral oil system, and an accessory
gearbox for mountings for various accessories.
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Air enters the compressor through an annular plenum chamber. The compressor consists of
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four axial stages and a single centrifugal stage. Stator vanes between each stage of
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compression diffuse the air, raise its static pressure, and direct it to the next stage of
compression. From the centrifugal compressor, air flows through a diffuser tube, then changes
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direction 180 degrees as it flows into the combustion chamber. A compressor bleed valve is
installed on the gas generator case at the 3 o’clock position. It automatically opens to spill
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interstage compressor air to prevent compressor stall.
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The combustion chamber consists of two perforated annular sections bolted together with a
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large exit duct. Compressed air enters the combustion chamber through the perforations,
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where it is mixed with fuel and ignited. The rapidly expanding gas is directed through another
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180 degree direction change into the turbine.

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The turbine consists of a single stage compressor turbine and a two-stage power turbine. As
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the gas exits the combustion chamber, it is directed onto the compressor turbine, which
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powers the compressor. From the compressor turbine, the gas is directed to the two-stage
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power turbine which drives the propeller via the propeller reduction gearbox. engine Inter
Turbine Temperature (ITT) is measured between the compressor and power turbines.
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Gas flow is directed into the exhaust duct from the turbine. The exhaust duct has an annular
inlet which leads exhaust gas to a bifurcated duct connected to two opposed exhaust ports.
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The exhaust duct is made from heat resistant nickel alloy metal and incorporates mounting
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flanges for the exhaust nozzles.

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Issue date: Dec 18, 2020 Page 7-10-1
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G REDUCTION FUEL MANIFOLD AND COMPRESSOR ACCESSORY
EN GEARBOX NOZZLE ASSEMBLY ROTOR ASSEMBLY GEARBOX
EXHAUST COMBUSTION
DUCT CHAMBER LINER
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PROPELLER
Issue date: Dec 18, 2020

CONTROL UNIT TURBINE CENTRIFUGAL
Pilot's Operating Handbook

MOUNTING PAD ASSEMBLY IMPELLER OIL TANK
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Figure 7-10-1: PT6E-67XP Engine

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PROPELLER MAGNETIC
SHAFT CHIP DETECTOR
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MAGNETIC FUEL
RFUEL BLEED
CHIP DETECTOR DRAIN DRAIN VALVE
VALVE
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Report No: 02406

Description and Operation
Page 7-10-2
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Air Induction
7-10-2 Air Induction

The air induction system is integrated into the front and rear lower cowlings and comprises of
an air inlet and inlet duct, a plenum, and an inertial separator.
The air inlet consists of a crescent shaped metal leading edge through which hot exhaust is
passed to prevent ice accumulation. The exhaust gas is extracted from the left hand side
exhaust stub by the means of a 1.5 inch diameter pitot probe inserted into the stub itself. It
then passes through the lip, consisting of a sealed chamber, before exiting into the right hand
stub through a 1.5 inch discharge tube. The probes are connected to the exhaust lip by 1.5
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inch diameter metal ducts complete with integral connectors. The inlet duct, which connects
the inlet lip to the plenum, consists of a diverging nozzle following the same general shape as
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the inlet lip.
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The plenum consists of a sealed circular metal canister surrounding the engine compressor
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inlet screen. It is here that the engine draws air to be compressed for combustion and services
supply.
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7-10-3 Inertial Separator
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Refer to Fig. 7-10-2, Inertial Separator and Fig. 7-10-3, Engine Controls and Indications for the
control switch and indicator.
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The inertial separator is of the `fixed geometry´ design and provides engine induction system
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protection when operating in icing or Foreign Object Damage (FOD) conditions. It can be used
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for takeoff when operating in a FOD environment. It comprises of a fixed No. 2 mesh screen
attached to the rear wall of the plenum covering a percentage of the inlet area, a moveable
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outlet door and electrical actuator situated directly above the oil cooler outlet exit, and a
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converging bypass duct.

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In normal operations (non-icing, non-FOD) the outlet door is closed which seals the bypass
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and provides the induction air with a single flow path to the plenum and engine through the
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porous No. 2 screen.

In icing or FOD conditions the actuator is retracted to open the outlet door. This allows a flow
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path past the plenum to ambient and increases the pressure ratio across the inlet system. The
increased pressure ratio has the effect of accelerating heavy particles present in the inlet air,
which then go straight past the plenum and into the bypass duct before exiting through the
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outlet door. In icing conditions, the porous No. 2 screen ices to restrict the flow path of solid
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particles which cannot turn into the plenum and thus further assist in engine protection.
However, the pressure of the air to the engine, with the inertial separator open, is also reduced
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with consequent reduction in available engine power at climb and cruise. Takeoff power is not
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affected by the inertial separator position.

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The inertial separator outlet door operation is controlled by the ICE PROTECTION INERT SEP
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switch on the switch panel on the pilot’s lower right panel. The switch has two positions OPEN
and CLOSED, when the switch is set to the OPEN position the inertial separator door opens
and when fully open INERT SEP will come on in the ICE PROTECTION window of the
systems Multi Function Display (MFD). When the door is selected to OPEN but does not reach
its selected position, after 45 seconds the Crew Alerting System (CAS) will show Inertial
Separator in the CAS window of the systems MFD. If EPECS detects a mismatch between
the inertial separator command and the door position, it will select the higher power rating (for
inertial separator closed) and the CAS will show EPECS Fault in flight and EPECS
Degraded on ground. When the switch is set to CLOSED the door closes and the INERT
SEP message will go off.

Inertial Separator
After failure of the inertial separator, the aircrew should prepare for departure of icing
conditions as soon as possible.
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A ENGINE INLET FIXED MESH SCREEN

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PLENUM
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BYPASS DOOR SHOWN IN THE

NON-ICING (CLOSED) POSITION
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BYPASS DOOR
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ACTUATOR
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INLET DUCT
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ICN-12-C-A150710-A-S4080-00011-A-001-01
Figure 7-10-2: Inertial Separator

Controls
7-10-4 Controls
Refer to Fig. 7-10-3, Engine Controls and Indications
The Power Control Lever (PCL) and aircraft sensors provide inputs to the EPECS to control
engine power.
7-10-4.1 Power Control Lever

The PCL selects the required engine power and propeller pitch. The flight operating range is
forward of the idle detent. As the PCL is moved forward of the idle detent, the engine power
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and propeller pitch increases from idle and minimum propeller pitch. Propeller speed is held
constant at 1700 rpm at higher engine power and/or aircraft airspeeds. The PCL can be set to
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the Maximum Climb Power (MCP) soft stop or Take Off (T/O) stop depending on the phase of
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flight. Cruise power is set manually by pilot command in order to operate the engine within
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limits.
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When the PCL is at the idle detent, the gas generator is at idle and the propeller is at or above
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minimum pitch. A lifting action to raise the PCL over the detent is required to move the PCL
into the ground operating/reverse range.
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Control between ground and flight idle is automatic. The EPECS receives the aircraft air/
ground status in order to schedule either ground or flight power settings. The scheduling is
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based on the signal received by the EEC channel in control. The air/ground signal does not
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affect the maximum achievable power but may affect the power setting for a specific PCL
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position.
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WARNING
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PCL OPERATION AFT OF THE IDLE DETENT IS NOT PERMITTED IN FLIGHT.

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CAUTION
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Do not leave the PCL stationary for more than 30 seconds in the beta range (aft of
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idle detent) to avoid an EPECS Degraded message on the CAS window.

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Controls
T/O SYSTEM TEST

FIRE STICK
WARN LAMP PUSHER
42.0 780
TRQ PSI ITT °C
OIL
FUEL PUMPS
LH RH
98 ON
AUTO
NG %
65 120 Engine Oil Level
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NP 1700 RPM T °C P PSI
Engine Fire
ENGINE
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T1 °C FF LB/H RUN STARTER IGNITION Inertial Separator
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STARTER IGNITION
Engine Chip
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OFF ON/OFF AUTO
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PFD ENGINE WINDOW
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CAS WINDOW
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ICE PROTECTION
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INERT SEP PROPELLER

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PUSHER ICE MODE BOOTS

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SYSTEM MFD ICE PROTECTION WINDOW

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ICE PROTECTION SWITCHES POWER CONTROL QUADRANT
ICE PROTECTION
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PROBES LH WSHLD RH WSHLD

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ON HEAVY HEAVY
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LIGHT LIGHT
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OFF OFF OFF

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ICE PROTECTION
INERT SEP PROPELLER BOOTS
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OPEN ON 1 MIN
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3 MIN
CLOSED OFF OFF
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Figure 7-10-3: Engine Controls and Indications

Controls
7-10-4.2 Engine and Propeller Electronic Control System
7-10-4.2.1 Introduction
The EPECS is a dual channel, dual processor full authority integrated engine and propeller
control system.
The EPECS main function is to control the engine output power at a reference propeller speed
in response to PCL command, air data (OAT, pressure altitude and air speed) and aircraft
discrete inputs (air/ground, de-ice, Environmental Control System (ECS) and inertial separator
status). The system controls the propeller speed by changing the blade angle in response to
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changes in engine power and aircraft conditions. When the engine is operating within
predefined criteria, the EPECS controls the minimum blade angle and reverse blade angle of
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the propeller system. During flight operations the EPECS makes sure that the propeller blades
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do not go below the minimum allowable blade angle position uncommanded.
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CAUTION
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The EPECS does not prevent the engine to transition into the reverse range in
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flight if the PCL is intentionally lifted and moved into the reverse range.
CAUTION
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The EPECS does not limit power in order to prevent exceedance of engine
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parameters in flight.
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On ground only, the EPECS will abort an engine start to prevent ITT exceedance, if a hung
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start is detected or if no light-off is detected. For automation purposes the EPECS initiates a
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dry motoring cycle when an engine start is aborted.

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Controls
7-10-4.2.2 EPECS Components/Interfaces

The EPECS uses/interfaces with:
− The Electronic Engine Control (EEC) unit
− The Data Collection and Transmission Unit (DCTU)
− The Modular Avionics Unit (MAU)
− The engine ignition system
− The Throttle Quadrant Assembly (TQA)
LY
− The Fuel Control Unit (FCU)
N
O
− The Propeller Control Unit (PCU)
S
− The Permanent Magnet Alternator (PMA)
SE
− The engine torque pressure sensor
PO
− The engine oil pressure sensors
R
− The engine oil temperature sensors
PU
− The fuel pressure sensors
− The P3 pressure sensor N
IO
AT
− The T1 temperature sensor

IZ
− The engine exhaust gas temperature (T5) sensors

R
− The Accessory Gearbox (AGB) and the Reduction Gearbox (RGB) chip detectors
IA
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− The Np/Beta position sensor

M
− The Ambient pressure sensor

FA
− The engine oil level switch.

D
AN
7-10-4.2.2 Electronic Engine Control (EEC) Unit

.1
AL
The EEC unit provides an electronic interface between the engine sensors, engine actuators,
ER
TQA, airframe discretes and avionics interface. The EEC, in conjunction with the FCU, the
PCU and a network of sensors and actuators, controls the engine and propeller in response to
EN
the power demanded by the operator. The EEC also gives signal conditioning, control,
G
protection and fault management functions.

R
The EEC unit will perform a built-in-test at power on to identify any condition that may result in
12-C-A15-00-0710-00A-043A-A
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a no-dispatch condition. After power-on, the EEC performs a continuous built-in test and the
EEC will continuously monitor the health of the inputs it receives, the internal hardware
functions and the external driver circuits.

Controls
7-10-4.2.2 Data Collection and Transmission Unit (DCTU)

.2
The DCTU is a separate hardware component which interfaces with the EPECS and is part of
the standard EPECS installation. The DCTU collects and stores EPECS data for a minimum of
50 flight hours. The stored data consists of approximately 100 parameters during the full flight
based on commands from the EPECS.
The DCTU provides a wireless transmission/receiver capability in order to exchange data
between the EEC and a ground station. It also provides a hard wired maintenance interface via
an USB port. The DCTU communicates with ground based stations over public internet using
LY
cellular and/or wireless LAN access technologies. Transmission only occurs when the aircraft
N
is on ground.
O
The stored EPECS data on the DCTU is used for engine diagnostics and maintenance.
S
SE
The DCTU is also used by maintenance personnel to enable EEC software reprogramming
and to display live engine data through a wireless connection. Reprogramming of the EEC
PO
software is only possible through a browser enabled device connected to the USB port on the
DCTU.
R
PU
N
IO
AT
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R
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M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0710-00A-043A-A
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Controls
7-10-4.2.3 EPECS Functions

Next to the engine power control functions, the EPECS performs the following monitoring and
diagnostics functions:
− Engine start and shutdown
− Wet and dry motoring
− Engine parameter exceedance limiting (Np, Ng and Tq)
− Inter Turbine Temperature (ITT) limiting (during engine ground start only)
LY
− Flameout detection
N
− Surge recovery
O
− Automated power (Tq) setting at takeoff and climb ratings
S
SE
− Engine rating display for takeoff and climb
PO
− Linear engine power (Tq) governing
R
− Gas generator speed (Ng) control at low power and idle operation
PU
− Acceleration and deceleration control
− Variable propeller speed (Np) control
N
IO
− Propeller pitch angle control
AT
− Independent propeller flight fine pitch protection

IZ
R
− Independent propeller overspeed protection

IA
− Fault detection, accommodation and annunciation

IL
− Fault and event recording

M
FA
− Time limited dispatch capabilities

D
− Maintenance indication
AN
− Dual channel avionics communication (ARINC 429)

AL
− Communication with ground support equipment

ER
− Data collection and diagnostics

− Main oil pressure and temperature, fuel and oil filter differential pressure indication
EN
− Accessory and reduction gear box chip detector monitoring

G
− Oil level status.

R
12-C-A15-00-0710-00A-043A-A
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For the automatic limiting and recovery functions description, refer to Automatic Limiting and
Recovery.

Engine Fuel
7-10-5 Engine Fuel

Low pressure fuel from the airframe is delivered to the engine low pressure pump, which
increases the fuel pressure before the fuel enters the fuel/oil heat exchanger. The oil-to-fuel
heat exchanger preheats the fuel, removing ice before it enters the fuel filter. The high
pressure engine driven fuel pump delivers fuel to the remainder of the FCU components, to the
fuel flow meter, to the flow divider and the fuel nozzles. The FCU provides heated, high
pressure, regulated motive flow to the airframe fuel system.
The fuel control unit is controlled by the EPECS during normal and emergency operation. Fuel
LY
flows through the fuel flow meter on its way to the fuel flow divider and dump valve. The fuel
flow meter converts fuel flow rate into an electrical signal which is then displayed in the engine
N
window of the Primary Flight Display (PFD) and in the Fuel window of the systems Multi
O
Function Display (MFD).
S
SE
The fuel flow divider and dump valve serves two functions. First, it divides the fuel between the
primary and secondary system. Secondly, during engine shut down it will shift position,
PO
allowing the FCU to extract the residual fuel from the manifolds, which is then directed to the
airframe motive flow line. A total of 14 fuel nozzles are used in the primary and secondary
R
manifolds.
PU
7-10-6 Oil
N
IO
For system configuration, refer to Fig. 7-10-4, Engine Oil System.
AT
The engine oil system consists of pressure, scavenge and breather systems with the oil tank
being an integral part of the engine compressor inlet case. Oil is supplied to the engine
IZ
bearings, bushings, reduction gears, accessory drives, torquemeter and PCU. Oil is also used
R
IA
to cool the bearings. A filler neck with quantity dipstick and cap are located on top of the
accessory gearbox. The quantity dipstick is marked in one US quart increments. A visual sight
IL
gauge is provided to determine oil quantity without removing the dipstick. If the oil level is in
M
the green range of the sight gauge there is sufficient oil quantity for flight. If the oil level is
FA
below the green range, the oil system needs refilling according to the dipstick markings. If
Engine Oil Level comes on, the oil level is not adequate for safe engine operation. It is not
D
recommended to start a flight with the oil level below the green range on the sight glass. Total
AN
oil capacity is 3.6 US gal (13.6 liters) while usable oil quantity is 1.5 US gal (5.7 liters). The oil
tank incorporates a drain plug.
AL
An engine driven gear type pressure pump provides oil to the engine bearings, propeller
ER
bearings and reduction gears, torquemeter and PCU. Oil flows from the integral oil tank,
EN
through the pick-up screen, to the oil pump. Oil then goes through a pressure regulating valve
which regulates oil pressure to between 90 and 135 psi (6.2 to 9.3 bar). A pressure relief valve
G
opens when pressure exceeds 160 psi (11.0 bar), possibly during cold weather operations. Oil
R
then goes through a cartridge type oil filter assembly, which incorporates a bypass valve and a
12-C-A15-00-0710-00A-043A-A
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spring loaded check valve. The bypass valve allows oil to bypass the filter in case the filter
becomes clogged, however oil pressure drops to below 90 psi (6.2 bar) when the filter bypass
valve is open. The check valve prevents gravity oil flow into the engine after shutdown and
permits the oil filter to be changed without draining the oil tank. Oil is then directed throughout
the engine and applicable accessories.
The oil scavenge system incorporates two double element pumps. The oil from the reduction
gearbox is pumped directly through the airframe mounted oil cooler. All remaining oil passes
through the oil to fuel heat exchanger and, depending on oil temperature, is directed back to
the oil tank or through the oil cooler.

Oil
When the fuel temperature is low, warm oil flows through the oil to fuel heater. The scavenge
system in the propeller reduction gearbox incorporates a magnetic chip detector that detects
foreign matter in the system and causes the Engine Chip message in the CAS window to
come on. The chip detector also acts as the propeller reduction gearbox oil drain. A second
magnetic chip detector is installed in the accessory gearbox. It is also connected to the
Engine Chip message and operates in parallel to the reduction gearbox chip detector.
The breather system allows air from the engine bearing compartments and the propeller
reduction and accessory gearboxes to be vented overboard into the right exhaust stub,
through the centrifugal breather in the accessory gearbox.
LY
N
O
S
SE
PO
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N
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AT
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IA
IL
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FA
D
AN
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ER
EN
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12-C-A15-00-0710-00A-043A-A
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FO
R
OIL
G COOLER
OIL TANK
PRESSURIZING
EN
SPLINES, BEARINGS AND VALVE
FIRST STAGE REDUCTION GEARS
ER
FROM
PROPELLER SHAFT OIL FILLER
COOLER
OIL TRANSFER TUBE
AL
DIPSTICK
TORQUEMETER OIL
CENTRIFUGAL AND LEVEL
PROPELLER CONTROL VALVE
SECOND STAGE SENSOR
CONTROL UNIT BREATHER

AN
REDUCTION
TO COOLER

THRUST GEARS D NO. 4 BEARING
ROLLER BEARING OIL FILTER THERMO-
NO. 2 BEARING AND CHECK STATIC
BEARING
FA
NO. 3 BEARING VALVE ASSEMBLY BYPASS AND
OIL
M CHECK VALVE
NO.1 BEARING TANK
OIL IL COMPRESSOR OIL-TO-FUEL
SUPPLY BEARINGS HEATER
TO NO. 4
IA FILTER BYPASS
PROPELLER BEARING
POWER
R VALVE REDUCTION
NOZZLE
TURBINE COLD PRESSURE GEARBOX
SCAVENGE
BEARINGS
IZ RELIEF VALVE
OIL PUMP
TRANSFER (REAR
AT
SLEEVE PRESSURE ELEMENT)
TORQUEMETER
REGULATING
TORQUE PRESSURE
IO
VALVE POWER
TRANSDUCER N TURBINE
REDUCTION
BEARINGS
GEARBOX
SCAVENGE
CHIP DETECTOR PUMP
Figure 7-10-4: Engine Oil System

PU
(FRONT
R OIL PRESSURE ELEMENT)
TRANSDUCER
ACCESSORY
MAU OIL TEMPERATURE RELIEF GEARBOX
PO
SENSOR VALVE DRAIN AND
CHIP
OIL PRESSURE DETECTOR
SE
SWITCH NO.2
S OIL BEARING
PRESSURE SCAVENGE
O PUMP PUMP
(FRONT
N ACCESSORY
PRESSURE OIL ELEMENT)
OIL TANK GEARBOX
DRAIN SCAVENGE
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SCAVENGE OIL PUMP
ICN-12-C-A150710-A-S4080-00014-A-001-01
(REAR
ELEMENT)
Page 7-10-13
Report No: 02406
Oil
12-C-A15-00-0710-00A-043A-A
Starting
7-10-7 Starting
Starting is provided by a starter/generator unit. Starter function is controlled by the STARTER
switch in the ENGINE section of the overhead panel (Ref. Fig. 7-10-3, Engine Controls and
Indications). After setting the Engine switch to RUN and pressing the STARTER switch
momentarily, the STARTER annunciator in the PFD engine window comes on, and the
EPECS energizes the starter. The starter will automatically disengage and the STARTER
annunciator in the PFD goes off, when the engine Ng reaches ground idle or 80 seconds after
the start sequence. Starter Engaged will show on the CAS window in the event a starter
engage signal becomes active without the Modular Avionics Unit (MAU) generating the signal.
LY
7-10-7.1 Start Abort
N
O
The start sequence can be interrupted at any time by the EPECS (automatic start abort) or by
the pilot (pilot initiated start abort).
S
SE
7-10-7.1.1 Automatic Start Abort
PO
The automatic start abort functionality is only available on ground. The EPECS will
automatically abort a ground start if the ITT starting limit is expected to be exceeded (abort will
R
PU
be commanded at 945 °C), or if a hung start is detected, or no light-off has occurred within 13
seconds after the fuel flow is commanded to ON.
N
During an automatic start abort the EPECS will command the ignitor(s) and fuel boost pumps
IO
to OFF, start a dry motoring cycle and DRY MOTORING will be shown on the CAS window.
AT
Note
IZ
The automatic dry-motoring cycle which is part of the automatic start abort can be
R
deactivated by the pilot by setting the Engine switch to OFF.

IA
IL
7-10-7.1.2 Manual Start Abort

M
The pilot can initiate a start abort by two different methods:

FA
− Pressing the STARTER button again, or

D
AN
− Setting the Engine switch to OFF.
Pressing the STARTER button during an on-ground engine start cycle will signal the EPECS to
AL
abort the start sequence. The EPECS will then command the ignitor(s) and fuel boost pumps
ER
to OFF and perform a dry motoring cycle for 30 seconds, indicated by STARTER on the
PFD engine window and DRY MOTORING on the CAS window.
EN
Setting the Engine switch to OFF will signal the EPECS to abort the start sequence. The
G
EPECS will command the ignitor(s) and fuel boost pumps to OFF.
R
7-10-7.2 Electrical Power

12-C-A15-00-0710-00A-043A-A
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Battery 2 provides the electrical power to the starter for starting the engine. Battery 1 provides
electrical power to maintain the essential systems during engine start. On ground at either 10%
Ng or 10 secs after starter activation, EPECS provides a discrete output to connect battery 1 to
the starter circuit to further enhance the starter capability. If external power is connected and
selected, engine starting will be done with external power.

Ignition
7-10-8 Ignition
Ignition is provided by an ignition exciter and two spark igniter plugs. The ignition exciter is a
sealed electronic unit mounted at the engine cowling and is operated by the aircraft 28 VDC
system. Two spark igniter plugs, located at the 4 and 9 o'clock positions in the gas generator
section, provide the spark to ignite the fuel/air mixture.
Ignition is controlled from the cockpit by the IGNITION switch, located in the ENGINE section
of the overhead panel (Ref. Fig. 7-10-3, Engine Controls and Indications). The switch has two
positions, IGNITION and AUTO. When set to IGNITION, ignition will occur continuously and an
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IGNITION annunciator in the engine section of the PFD will come on.
N
When set to AUTO, ignition will automatically activate during engine start and the IGNITION
O
annunciator in the engine section of the PFD will come on. Ignition stops following successful
engine start.
S
SE
PO
CAUTION
R
Ignition should be manually switched to IGNITION when operating in heavy
PU
precipitation.
N
IO
7-10-9 Accessories
AT
Engine accessories comprising the propeller, PCU and torque transducer are mounted on the
IZ
front of the engine. The generator 1, starter/generator 2, fuel control unit and fuel/oil heat
R
exchanger are mounted on the accessory gearbox.

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IL
7-10-10 Fire Detection

M
The system is composed of a sensor element and a responder. The sensor is a stainless steel
FA
capillary tube filled with helium and containing a central hydrogen-charged core which readily
D
releases hydrogen gas when heated above a temperature threshold. The responder houses
AN
both the fire pressure switch and the integrity switch consisting of preformed metal diaphragms
which snap over center to contact stationary pins under the effect of gas pressure.
AL
Due to generalized temperature increase over the entire length of the sensor, the helium
ER
pressure increases and actuates the fire pressure switch triggering the alarm. Alternatively,
when the sensor is heated up intensely over a short length, the core material releases
EN
hydrogen gas causing a pressure rise and actuates the fire pressure switch. The
Engine Fire message will illuminate. Both the averaging and discrete functions are
G
reversible.
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12-C-A15-00-0710-00A-043A-A
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When the sensor tube is cooled, the average gas pressure is lowered and the discrete
hydrogen gas returns to the core material. The reduction of internal pressure allows the alarm
switch to return to its normal position, opening the electrical alarm switch.
In addition to the pressure activated alarm switch, the integrity switch is held closed by the
averaging gas pressure at all temperatures down to -55 °C. If a detector should develop a leak,
the loss of gas pressure would allow the integrity switch to open activating the system fault
caution. The Fire Detector message will illuminate when the Fire Detection system is
inoperative.

Automatic Limiting and Recovery
System integrity is checked by pressing the FIRE WARN switch in the SYSTEM TEST section
of the overhead panel. When pressed, the availability of electrical power and circuit continuity
is checked. Proper system function is indicated when both the Engine Fire and Fire
Detector illuminate. If Fire Detector fails to illuminate during the test, the warning circuit is
already closed and will not provide proper warning. In addition a backup power supply to the
overhead panel is tested when the switch is pressed.
CAUTION
LY
Due to the composite construction of the Engine Cowling and the possibility of
toxic gasses, the airplane ACS must be shutoff when a fire condition is suspected.
N
O
S
7-10-11 Automatic Limiting and Recovery
SE
7-10-11.1 Flameout Detection
PO
The EPECS will detect an uncommanded engine flameout and give annunciation through the
R
APEX system. Flameout will be displayed on the CAS window when the function is active.
PU
7-10-11.2 Surge Recovery
N
The EPECS can detect engine surge (from the P3 pressure input) and automatically activate a
IO
surge recovery logic (no pilot action required) which will modulate the fuel flow appropriately.
AT
7-10-11.3 Engine and Propeller Limiters

IZ
The EPECS provides engine and propeller exceedance protection by measuring, and if
R
IA
required, limiting the engine and/or propeller parameters and thus give a physical protection to
both the engine and the propeller. This capability is intended to make sure that the maximum
IL
engine torque, gas generator speed, propeller speed and the ground start ITT limits are not
M
exceeded during normal engine operation. The EPECS protection system mitigates certain
FA
failure conditions which could result in a propeller overspeed or uncommanded reverse by

commanding the propeller to feather.
D
AN
Note
These limiting functions have priority over any other form of engine and propeller control.
AL
ER
7-10-11.4 Autothrottle (option)

EN
The optional Autothrottle System (part of the APEX system), when active, will send a Power
Lever Angle (PLA) trim value to the EPECS. The EPECS will then use the PLA trim value to
G
set the engine torque by moving the PCL to the required position.
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7-10-12 Engine Indications, Cautions and Warnings

For the Engine Operating Limits, refer to Section 2, Power Plant Limitations.
Fig. 7-10-4, Engine Oil System
Fig. 7-10-5, Engine Indicating

Engine Indications, Cautions and Warnings
Primary engine indications are shown on the upper right corner of the pilot’s PFD and on the
upper left corner of the copilots PFD when installed. The torque, ITT and Ng analog gauges
have a 180° dial with a segmented perimeter, a moving pointer and a digital window. The oil
gauges have a segmented vertical scale, a moving pointer and a digital window. The propeller
speed, T1 and engine fuel flow are shown as a digital readout. The PCL position (T/O, MCP or
IDL) is shown between the torque and ITT gauges.
Under normal operating conditions the analog gauges have semitransparent fan that is
attached to a moving white pointer and the digital readouts are shown in white on a grey box.
On the analog torque gauge, a white mark at 15 is placed for better reference during power
LY
changes. A torque bug (white triangle) shows the maximum power rating when the PCL is set
to T/O or MCP. The maximum power rating is calculated by EPECS from ambient pressure,
N
O
OAT, airspeed, bleed extraction and inlet bypass door position
S
If there is missing data or the MAU senses that the data is invalid, the pointer and marks will
SE
be removed and an amber X will be shown on the gauge. The digital data will be replaced with
amber dashes.
PO
In a parameter caution condition, the analog gauge pointer and the fan segment in the caution
R
range changes to amber and the digital window changes to amber with black text.
PU
In a parameter warning condition, the analog gauge pointer and the fan segment in the
N
warning range changes to red and the digital window changes to red with white text.
IO
The engine indications for caution and warning conditions shown on the PFD have the same
AT
time delays as those shown on the CAS. Refer to the engine CAS Warnings and Cautions for
details of the time limits.
IZ
R
The Monitor Warning System (MWS) monitors the EPECS discrete inputs and if caution and
IA
warning conditions are reached they will be shown on the CAS and the engine indications will
IL
be shown as given in Table 7-10-1.

M
FA
Table 7-10-1: Engine Indications

D
Parameter/Range Caution Indication Warning Indication

AN
Torque
Digital range 0 to 70 psi
AL
Analog range 0 to 55 psi

White mark at 15 psi
ER
Green arc from 0 to 40.63 psi

EN
Grey arc from 40.63 psi to

max range
G
Amber mark at 40.63 psi

R
Red mark at 44.84 psi Analog range changes to Analog range changes to red
12-C-A15-00-0710-00A-043A-A
FO
amber from red mark to max from red mark to max range
range and fan segment from and fan segment from red
red mark to pointer changes mark to pointer changes to
to amber red
ITT
Digital range 0 to 1200 °C
Analog range 400 to 1000 °C
Green arc from 400 to 820 °C
Grey arc from 820 °C to max
range

Table 7-10-1: Engine Indications (continued from previous page)

Amber mark at 820 °C
Red mark at 850 °C, 1000 °C Analog range changes to Analog range changes to red
during engine start amber from red mark to max from red mark to max range
range and fan segment from and fan segment from red
red mark to pointer changes mark to pointer changes to
to amber red
Np Black readout in amber box White readout in red box
LY
Digital range 0 to 1870 rpm
Ng
N
Digital range 0 to 120%
O
Analog range 0 to 120%
S
White mark at 13% when
SE
starter engaged
PO
Grey arc from 0 to 64.5%
Green arc from 64.5% to
R
104.3%
PU
Grey arc from 104.3% to max
range
Amber mark at 64.5% Analog range changes to
N
IO
amber from 64.5% to
AT
minimum Ng and fan segment

from amber mark to pointer
IZ
changes to amber
R
Amber mark at 104% Analog range between 104

IA
and 104.3% changes to

IL
amber
M
Red mark at 104.3 % Analog range changes to red

FA
from red mark to max range

Oil Pressure
D
AN
Digital range 0 to 175 psi

Analog range 50 to 150 psi
Green segment from 90 to
AL
135 psi
ER
Grey segment from 50 to 90

psi
EN
Grey segment from 135 to

G
150 psi
Amber mark at 90 psi Analog range pointer changes
R
12-C-A15-00-0710-00A-043A-A
to amber from 135 psi to max

FO
range when oil px above 135

psi
Analog range pointer changes
to amber from 60 to 90 psi
when oil px below 90 psi
(after 5 second delay)

Table 7-10-1: Engine Indications (continued from previous page)

Red mark at 60 and 135 psi Analog range pointer changes
to red from 135 psi to max
range when oil px above 135
psi
to red from 60 to min range
when oil px below 60 psi and
Ng is above 72%
LY
Oil Temperature
N
Digital range -45 to 120 °C
O
Analog range 0 to 120 °C
S
Green segment from 15 to
SE
105 °C
Grey segment from 0 to 15 °C
PO
Grey segment from 105 to
R
120 °C
PU
Amber mark at 15 and 105 °C Analog range pointer changes
to amber from 105 °C to110
N
°C when oil temp between
IO
105 to 110 °C
AT

to amber from 15 to min scale
IZ
when oil temp below 15 °C

R
Red mark at 110 °C Analog range pointer changes

IA
to red from 110 °C to max

IL
range when oil temp greater

M
than 110 °C
FA

to red if oil temp remains
D
between 105 °C and 110 °C

AN
for more than 10 minutes

AL
to red from 15 to min scale

when digital value below -40
ER
°C
EN
Fuel Flow
Digital range - 0 to 800 lb/hr
G
The CAS window of the systems MFD displays the following engine warnings and cautions for
R
12-C-A15-00-0710-00A-043A-A
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the engine parameters (refer to Table 7-10-2):

Table 7-10-2: Engine - CAS Messages
CAS Message Description

Engine Fire Fire in the engine compartment
Engine ITT 850 to 900 °C (after 20 seconds), above 900 °C
During engine start 900 to 1000 °C (after 5 seconds),
above 1000 °C
Engine Torque 44.84 to 61 psi (after 20 seconds), above 61 psi
Engine Ng Above 104% (after 20 seconds)
Above 104.3%
LY
Engine Np 1760 to 1870 rpm (after 20 seconds), above 1870 rpm
N
Between 350 and 900 on ground and propeller not
O
feathered (after 15 seconds)
Engine Oil Press 60 to 90 psi (after 90 seconds) and Ng above 72% and
S
SE
engine running
40 to 60 psi (after 20.5 seconds) and engine running
PO
135 to 175 psi (after 20.5 seconds)
Below 40 psi (after 0.5 seconds) and engine running
R
Engine Oil Temp 105 to 110 °C (after 10 minutes), above 110°C, below -40
PU
°C (after 0.5 seconds)
N
Starter Engaged Starter is engaged but not commanded by EPECS
IO
Engine Oil Level On ground after engine shut down only. Indicates engine
AT
oil level must be checked.

EPECS Fail EPECS failed
IZ
EPECS Degraded EPECS performance is degraded

R
Engine ITT 850 to 900 °C

IA
During engine start 900 to 1000 °C

IL
Engine Torque 44.84 to 61 psi (after 5 seconds)

M
Engine Ng Below 60% (engine running), 104 to 104.3% (engine

FA
running)
D
Engine Np 1760 to 1870 rpm

AN
Below 350 to 900 on ground and propeller not feathered

(after 15 seconds)
AL
Engine Oil Press 40 to 60 psi (after 0.5 seconds) or 60 to 90 psi and Ng

above 72% (after 5.5 seconds)
ER
135 to 175 psi (after 0.5 seconds)

EN
Engine Oil Temp 105 to 110 °C, -40 to 15 °C (Ng above 72%)
Engine Chip Oil chip detected in the engine oil system
G
Fire Detector Fail A fault in the fire detection system is detected

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12-C-A15-00-0710-00A-043A-A
EPECS Fault Engine data from one EEC channel is not available for
FO
display or a fault has been determined which will not

allow dispatch in the subsequent flight
Flameout EPECS detected an uncommanded engine flameout
EPECS TLD Engine is cleared for Time Limited Dispatch (TLD)
EPECS MAINT Mode EPECS is in maintenance mode
Dry Motoring Engine is dry motoring
Wet Motoring Engine is wet motoring

CAS WINDOW
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N
O
S
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PO
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N
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FA
42.0 780 48.0

D
AN
TRQ PSI ITT °C TRQ PSI
CAUTION EXAMPLE
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OIL
ER
98
65 120
EN
NG %
T °C P PSI
G
NP 1700
R
RPM FF LB/H
900
12-C-A15-00-0710-00A-043A-A
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T1 15 °C
ITT °C
PFD ENGINE WINDOW WARNING EXAMPLE
ICN-12-C-A150710-A-S4080-00015-A-001-01
Figure 7-10-5: Engine Indicating

LY
N
O
S
SE
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Propeller
7-11 Propeller
7-11-1 General
Refer to Fig. 7-10-3, Engine Controls and Indications and Fig. 7-11-1, Propeller Pitch
Mechanism.
The airplane is equipped with a Hartzell 105 in. (2,67 m), five blade, variable pitch, full
feathering propeller which is driven by the engine power turbine through a reduction gearing.
The propeller hub is made of aluminum. The five blades are of composite construction. An
erosion strip protects the leading edge surface of the blades. Each blade incorporates an
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electric de-ice boot. The propeller includes a beta feedback ring which interfaces with the
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EPECS Np/beta sensors.
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7-11-2 Description
S
SE
The propeller is powered by the engine through the reduction gearbox. Propeller pitch is
PO
adjusted by engine oil pressure regulated through the Power Control Unit (PCU). Nominal
propeller rpm during all phases of operation is 1700 rpm, except at low power settings at low
R
speeds where there is insufficient energy available to rotate the prop at 1700 rpm.
PU
The pitch change mechanism is mounted on the propeller front hub and consists of a fixed
cylinder, a sliding piston, and a feathering spring. The piston is connected to each propeller
N
IO
blade by a fork assembly which engages a cam follower on the blade root. A counterweight is
attached to each blade near its root in such a position that when the propeller is rotating the
AT
counterweight is transferred to the blade as a force tending to turn the blade to coarse pitch.
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The feathering spring within the cylinder also tends to move the blades towards coarse pitch
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and the feather position.

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Oil pressure from the engine oil system is boosted to a higher pressure by a pump in the PCU.
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Oil pressure is then applied to the rear of the sliding piston, overcoming the force of the
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feathering spring and counterweights, to move the blades towards fine pitch. Thus, the blade
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angle is set by controlling the pressure of the oil supplied to the propeller.
D
AN
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EN
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Description
HUB
80 deg. PROPELLER BLADE
SLIDING PISTON
FEATHER
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N
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FORK ASSEMBLY FIXED CYLINDER
S
FEATHERING SPRING
SE
BLADE ROOT
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COUNTERWEIGHT
14.7 deg.
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PU
N
IO
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OIL PRESSURE FINE PITCH

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FA
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-17.5 deg.
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BETA RING
EN
OIL PRESSURE REVERSE PITCH

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ICN-12-C-A150711-A-S4080-00017-A-001-01
Figure 7-11-1: Propeller Pitch Mechanism

Operation
7-11-3 Operation
Refer to Fig. 7-11-1, Propeller Pitch Mechanism.
In normal operation the propeller unfeathers during engine start when oil pressure rises. On
the ground at idle power the propeller rotates at approximately 1025 rpm. When power is
increased the PCU will control propeller speed at 1700 rpm. In the air, at low speeds and idle
power (F.I.) the propeller rpm may drop below 1700 rpm. When the Engine switch is set to OFF
for engine shutdown, EPECS conducts a momentary propeller feather solenoid check. After
the check is conducted, the propeller is completely feathered by the PCU. If the feather inhibit
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(optional) is selected, the propeller is driven to feather by the PCU at a slower rate.
Note
N
O
After 9 consecutive engine shutdowns using the propeller feather inhibit function, a normal
engine shutdown must be performed (refer to Section 2, Limitations, Power Plant
S
Limitations, Feather Inhibit (optional)).
SE
PO
The propeller is reversible for operation in the Ground Operating range during ground
operations only. To achieve propeller pitch below the low pitch stop, lift up the triggers on either
R
side of the PCL to clear the idle detent and pull aft. As the PCL moves aft, the propeller blade
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angle decreases to the maximum reverse blade angle.
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WARNING
AT
STABILIZED GROUND OPERATION WITH PROPELLER BELOW 900 RPM IS NOT

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PERMITTED.
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7-11-4 Propeller De-ice

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7-11-4.1 General
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Each propeller blade has an electrically heated boot on the inboard upper and lower leading
D
edge. 28 VDC power supply for the boots is taken directly from the Power Line. It is supplied to
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the propeller de-ice boots via a slip ring mounted on the rear of the spinner bulkhead and
brush block mounted on a bracket on the engine. Protection against the effects of lightning
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strike is provided by a set of Metal Oxide Varistors (MOVs) mounted on the brush block
ER
assembly. The system is selected by the ICE PROTECTION PROPELLER switch on the pilot’s
lower right panel and the green PROPELLER advisory will come on in the ICE PROTECTION
EN
window of the systems Multi Function Display (MFD). The switch has the positions ON and
OFF. When the PROPELLER switch is set to ON, the blades are heated in cycles. A de-ice
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timer unit selects automatically the appropriate cycle depending on the Indicated Outside Air
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Temperature (IOAT).
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7-11-4.2 Timer Cycles

Each boot has an inner zone and outer zone.
The de-ice time unit selects power alternately to all blade inner zones followed by all blade
outer zones to minimize asymmetric ice shedding

Indication / Warning
Table 7-11-1: Propeller De-ice - Timer Cycles
Mode Propeller
Mode 1 Timer in stand by
(Warmer than 0 °C)
Mode 2
(0°C or colder, but not colder than -16 °C)
• 45 sec All inner zones are heated
• 45 sec All outer zones are heated
• 90 sec Blade heating OFF
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Mode 3
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(Colder than -16 °C
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• 90 sec All inner zones are heated
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• 90 sec All outer zones are heated
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The above cycles are repeated until the PROPELLER switch is set to OFF.
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7-11-4.3 IOAT Sensing
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IOAT sensing is by a sensor mounted under the left hand wing. This sensor is termed the
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controller and presents the principal control signal. A second sensor is mounted in an identical
position under the right hand wing. This sensor is termed the comparator and allows the
control sensor to be checked.
N
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The Propeller De-ice Controller monitors the various system control functions and outputs a
AT
fault signal to the Modular Avionics Unit (MAU) if a failure is detected. The Crew Alerting
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System (CAS) shows a caution in the event of detected failures. The following functions are
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monitored:
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− Inhibit input open

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− Failure of IOAT sensor (Open or short sensor or unacceptable difference between IOAT
FA
control sensor and IOAT comparator sensor)

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− Heater supply voltage out of tolerance

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− Heater current out of tolerance

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− Built in test for internal failure (power supply, oscillator, watchdog etc.).
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When the system is on, if the MAU detects a failure, Propeller De-ice is shown on the CAS.
EN
7-11-5 Indication / Warning

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The propeller speed is displayed digitally in the engine window on the Primary Flight Display
R
(PFD).
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Propeller Low Pitch will be shown on the CAS when the propeller pitch is less than 6°
(minimum pitch in flight) and the aircraft is not on the ground.
Upon selection of the de-ice system the de-ice timer performs a built in test function lasting
approximately 20 seconds. A preflight test is performed in this manner. Propeller De-ice will
be shown if the system electrical load is outside its limits.

Fuel
7-12 Fuel
7-12-1 General
For system schematics and equipment layout, refer to Fig. 7-12-1, Fuel System.
Fuel is contained in two integral wing tanks and is supplied to the engine in excess pressure of
that required for all ground and flight operations. Each wing tank contains drain valves. The
transfer of fuel from the main tanks to the collector tanks is achieved using transfer ejectors.
The delivery of fuel to the engine is achieved using delivery ejectors. Fuel is supplied to the
engine Fuel Control Unit (FCU) which contains two pump stages (low pressure and high
LY
pressure). All aircraft ejectors are energized by heated, high pressure, regulated motive flow
N
from the engine fuel system. Electric booster pumps provide pressure during the engine start
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sequence, as a standby function when the normal system cannot maintain adequate pressure
S
and are used to balance the fuel level in each wing. Fuel symmetry is maintained automatically
SE
by the Fuel Control and Monitoring Unit (FCMU).
PO
Refueling is accomplished using over-wing filler caps. Fuel quantity, fuel flow rate, fuel
temperature at the engine, fuel endurance, fuel quantity burnt and booster pump operation are
R
shown in the FUEL window of the systems Multi Function Display (MFD). Fuel flow rate is also
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shown in the engine window of the Primary Flight Display (PFD). Low fuel pressure, fuel
temperature, fuel filter contamination stages, fuel pump fault status, low fuel quantity and fault
N
conditions will be shown in the Crew Alerting System (CAS) window. In an emergency, fuel
IO
flow to the engine can be stopped by pulling the FUEL EMERG SHUT OFF handle, located at
AT
the aft end of the center console, left of the aircraft centerline.
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7-12-2 Description
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IA
The fuel storage system includes integral wing tanks, fuel drains, refueling ports, and vents.
IL
The main fuel tank is between ribs 6 and 16, forward of the rear and main spars. A collector
tank is forward of the main spar between ribs 3 and 6. Fuel drains are located in the lower
M
wing-skins. These fuel drains allow the removal of water and other contaminants during
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preflight.
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Refueling is accomplished through an overwing filler cap located at the outer, upper section of
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each wing. Each wing has a usable fuel capacity of 201 US gal (761 liters).
AL
Each fuel tank is vented to atmosphere through a main vent line to the lower surface of the
wing. The main vent consists of a flapper valve and a flame arrestor located at the outmost rib
ER
of the fuel tank. It is normally open to allow bidirectional air flow and will be closed by the
flapper valve when in contact with fuel. In case of blockage of the main vent there are
EN
individual inward and outward vents. The outward vent outlet is located at the lower surface of
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the wing. The inward vent inlet is located at the trailing edge of the wing tank, in front of the
aileron.
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A check valve with strainer is installed in the motive flow line at each collector tank. The check
valves stop fuel flow between the left and right wing tanks and prevent contamination of ejector
nozzles.

Operation
The distribution system transfers fuel from left and right main tanks to the collector tank in each
wing and delivers fuel from the collector tanks to the engine fuel control unit. Within the tanks
are electric booster pumps, transfer ejectors, and delivery ejectors. From the collector tanks
the fuel flows through a firewall shutoff valve to the engine fuel system. The engine fuel system
includes a low pressure pump, Fuel Oil Heat Exchanger (FOHE), fuel filter with bypass, high
pressure pump, etc. Excessive flow not required for combustion is routed to the motive flow
regulator, which regulates motive flow pressure (pressure above engine inlet pressure) to the
ejectors in the aircraft fuel tanks. The tanks in each wing contain four capacitance type fuel
quantity probes that are connected to the fuel computer part of the FCMU. The resistance
temperature detector type fuel low level sensors in the collector and main tanks are connected
LY
to the low level sensing part of the FCMU.
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7-12-3 Operation
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S
During normal operation with the engine running, fuel is delivered from the wings to the engine
SE
by a motive flow system. Fuel downstream of the engine high pressure pump is limited by the
motive flow regulator and returned to the wings to provide motive flow, which energizes the
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transfer and delivery ejectors. Motive flow pipes are insulated to prevent large temperature
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drops and ensure operation without anti-icing additive. The transfer ejector transfers fuel from
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the main tank to the collector tank. The left hand and right hand delivery ejectors deliver fuel to
a common manifold on the lower-left side of the fuselage. Fuel pressure is measured upstream
N
of the firewall shutoff valve which communicates only with the Engine and Propeller Electronic
IO
Control System (EPECS).
AT
The fuel then passes through the firewall shutoff valve to the low pressure engine driven fuel
pump. The firewall shutoff valve is mechanically connected to the FUEL EMERG SHUT-OFF
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handle in the cockpit.

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An electric booster pump, located within each collector tank, provides fuel pressure during
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engine start and is used to maintain system pressure and fuel balancing when required. Each
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booster pump LH and RH is controlled by a two position (ON or AUTO) switch located on the
FA
FUEL PUMPS section of the overhead panel. When set to ON, the booster pump will operate
continuously. With the switch set to AUTO (the normal operating setting), the booster pump
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can be commanded by either the FCMU for fuel balancing or by the EPECS when required by
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the engine. This includes engine start and relight, engine wet motoring or if the fuel system
pressure is not sufficient for engine operation. After correcting the low pressure situation the
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EPECS will command the booster pump to NOT ON after 10 seconds. The FCMU and EPECS
cannot prevent the booster pump to be commanded ON by the overhead panel switch.
ER
The green PUMP captions indicate that the electric booster pumps have been selected to ON,
EN
by the overhead panel switches or by the automatic fuel balancing or by the EPECS. The
green PUMP captions remain ON when the electric booster pumps have reached the operating
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rpm, confirming operation of the electric booster pumps.

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Refer to Engine Fuel System, for engine fuel supply.

Fuel symmetry is automatically maintained by the FCMU when the FUEL PUMPS switches are
set to AUTO. Left and right fuel quantities are monitored to detect fuel asymmetry exceeding
68 lbs and will activate the fuel booster pump in the tank with the higher quantity. Fuel booster
pump activation is delayed one minute (confirmation time) to avoid pump cycling during flight in
turbulence. The fuel booster pump will continue to operate until the left and right fuel levels are
sensed to be equal. Automatic activation of the fuel booster pumps will only occur when the
engine switch is out of the OFF position.

A fuel imbalance (refueling errors) of up to 267 lbs can be automatically handled by the
automatic fuel balance system. In the event of a system failure, the fuel load symmetry can be
maintained by manually selecting the FUEL PUMPS switch to ON for the fuel tank with the
higher quantity until a balanced fuel condition is restored and then setting the switch to AUTO.
Monitor the fuel quantity gauges for fuel symmetry for the remainder of the flight.
Power for the FCMU fuel computer is taken from the ESSENTIAL BUS through the FUEL QTY
circuit breaker. Power for the low level sensing part of the FCMU is from the MAIN BUS
through the FUEL LOW LEVEL circuit breaker.
LY
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Fuel quantity and low level sensing data is sent to the Modular Avionics Unit (MAU) from the
O
FCMU. A fuel flow sensor located forward of the engine FCU sends a signal to the MAU to
indicate fuel flow. The MAU calculates and displays analog and digital readouts in the FUEL
S
SE
window of the systems MFD. The left and right tank fuel quantities are shown as analog and
the total fuel quantity, fuel flow, endurance and fuel used values are shown digitally.
PO
The analog fuel quantity and the digital fuel flow (FF) are real time data displays. The digital
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fuel quantity (QTY), endurance (END), and fuel used (USED) are calculated value displays.
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The values are derived from the stored fuel quantity at the time of FUEL RESET (see below)
and the integrated fuel flow over time since reset.
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The fuel quantity of the left and right wing fuel tanks is shown by white segments on a left and
IO
right analog scale in the FUEL window. The scales are marked from 0 to 4 (full) in units of
AT
quarters. Left and right booster pump selection is shown by a green PUMP indicator below the
respective quantity scale.
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The digital total computed left and right fuel tank quantity (QTY) is shown in the FUEL window
IA
in lbs (LB). The digital fuel quantity is calculated from the last RESET value, fuel as it is used
IL
will then be subtracted from this value. The fuel flow (FF) digital value is shown as pounds fuel
M
used per hour (LB/H). The endurance display (END) range is the time in hours and minutes the
FA
aircraft can fly with the quantity of fuel that is calculated to be in the tanks at the current fuel
flow. The digital fuel used (USED) value indicates fuel consumed in lbs (LB) based on fuel flow
D
vs time (FF) of engine operation.

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Tolerances of the fuel flow measurement system can lead to a conservative digital value of the
measured fuel burn and the remaining fuel quantity. The pilot can, on longer flights, update the
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digital fuel quantity indication with the actual fuel value on board, by pressing the FUEL
ER
RESET soft key. Fuel reset in flight should only be used when the wings are level, pitch within
±3°, with unaccelerated flight and no turbulence present. Fuel reset will also reset the fuel used
EN
to zero.
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A FUEL RESET softkey in the FUEL window is used to re-datum the total fuel quantity and fuel
R
used value after each time fuel is added to the wing tanks. These values are stored in
12-C-A15-00-0712-00A-043A-A
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nonvolatile memory when power is removed. To reset the totalizer, either press the bezel key
FUEL RESET or bring focus and use the Touch Screen Controller (TSC). After engine start,
verify that the fuel quantity indication increases to the new fuel quantity and the fuel used
indication is reset to zero. The FUEL RESET command is disabled if the FCMU computer
detects a fault condition.
If a fuel low level indication condition becomes active all segments shown on the analog scale
and the fuel scale outline will change to amber and a LH Fuel Low , or RH Fuel Low or
LH + RH Fuel Low message will be shown in the CAS window of the systems MFD.

If there is a fuel imbalance of more than 178 lbs, Fuel Imbalance will be shown in the CAS
window. The segments of the fuel quantity bar representing the excess fuel on the fuller tank
side will change to amber. The booster pump on the fuller tank side will operate automatically
to balance the fuel. When on the ground takeoff is prohibited until the fuel is balanced.
If there is missing data or the MAU senses that the analog fuel sensing data is invalid, the
analog fuel scales will be removed and an amber X will be shown on the scale. If the fuel flow
status data becomes invalid or missing the digital data values will be replaced with amber
dashes.
A low fuel pressure condition will be shown by a Fuel Low Pressure message in the CAS
LY
window.
N
An increase in the engine fuel filter delta pressure, indicating an impending fuel filter and/or
O
FOHE blockage will be shown by a Fuel IMP Bypass message in the CAS window.
S
Continued fuel filter blockage will lead to opening of the bypass valve.
SE
When the engine fuel filter is blocked the bypass valve opens. This will be shown by a Fuel
PO
Filter Blocked message in the CAS window.
R
Fuel temperature is measured downstream of the FOHE and fuel filter. The fuel temperature
PU
signal is provided by the EPECS to the APEX fuel page. A low or high fuel temperature will be
shown by a Fuel TEMP message in the CAS window.
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If the fuel pressure sensor fails, the EPECS will automatically command the Electric Booster
IO
Pumps to ON. A failure of the fuel pressure sensor will be shown by a Fuel PRESS SENS
AT
Fail message in the CAS window.

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If the command to and the feedback from the electric booster pump disagree, the LH Fuel
R
Pump Fail , RH Fuel Pump Fail or LH + RH Fuel Pump Fail message will be shown in
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the CAS window.

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The CAS window of the systems MFD displays the following caution and status (on ground
M
only) messages for the fuel system (refer to Table 7-12-1):

FA
D
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EN
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Table 7-12-1: Fuel System - CAS Messages

Fuel Quantity Fault The FCMU is unable to determine fuel
quantity
LH Fuel Low The fuel quantity in left, right or both tank(s)
RH Fuel Low RH Fuel Low has reached less than 20 US
LH + RH Fuel Low gal (75 liters) (approximately 134 lb (60 kg) at
59 °F (15 °C))
Fuel Pressure Low The fuel system pressure is lower than
LY
required for continuous engine operation
Fuel Balance Fault FCMU automatic fuel balancing is not
N
successful
O
Fuel Imbalance A fuel imbalance of more than 178 lbs
S
between LH and RH fuel quantity. Takeoff is
SE
prohibited until balanced. In flight this
PO
indicates a potential failure of the engine
motive flow PRV.
R
Fuel IMP Bypass Increased blockage of the fuel filter and/or
PU
fuel-oil heat exchanger resulting in an
increased engine fuel filter delta pressure.
N
Continued fuel filter blockage will lead to
IO
opening of the bypass valve. Flight can be
AT
completed provided that contamination levels

in the tank are not excessive.
IZ
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Fuel Filter Blocked The engine fuel filter bypass valve is open
IA
Fuel TEMP The fuel temperature is below 12 °C or higher

IL
than 105 °C after the fuel filter

M
Fuel PRESS SENS Fail The fuel pressure sensor has failed on both
FA
channels
Booster pumps are automatically commanded
D
to ON
AN
LH Fuel Pump Fail One or both of the electric booster pumps has
RH Fuel Pump Fail failed
AL
LH+RH Fuel Pump Fail Automatic fuel balancing is not possible

ER
FCMU Fault The FCMU has detected an internal fault

Low Lvl Sense Fault The FCMU has detected a fault with fuel low
EN
level sensing
G
Fuel Filter Replace The EPECS has detected the first level of fuel
filter contamination
R
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NOTE:
RIGHT WING SHOWN, LEFT WING SIMILAR
KEY
7
FUEL TRANSFER
MOTIVE FLOW 11
FUEL DELIVERY
8 13
VENT
1. FIREWALL EMERGENCY SHUTOFF VALVE
LY
2. CHECK VALVES 10
3. DRAIN VALVES
N
4. BOOSTER PUMP
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5. OVERWING FUEL PORT 10
6. MOTIVE FLOW EJECTOR PUMP
S
7. FLOAT VALVE
SE
8. OUTWARD VENT VALVE
9. LOW LEVEL SENSORS 9/10
10. QUANTITY SENSORS (4)
PO
14
11. FLAME ARRESTER
6 * 3
12. PRESSURE SENSOR
R
13. INWARD VENT VALVE
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14. FLAPPER VALVES (2) 9/10
4
6
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2
IO
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*
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3
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FA
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1 12
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ENGINE
FUEL
ER
SYSTEM
EN
FWD
G
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FIREWALL
TO LEFT WING
ICN-12-C-A150712-A-S4080-00018-A-001-01
Figure 7-12-1: Fuel System (Sheet 1 of 4)

FCMU
FUEL QUANTITY COMPUTER
COLLECTOR
ESS INNER LH
BUS LH
FUEL CENTER PROBES
QTY OUTER
LY
FUEL
N
QTY
O
COLLECTOR LH LOW
INNER LEVEL
S
RH SENSORS
CENTER
SE
OUTER
PO
LH WING
LOW LEVEL SENSING
R
PU
RH
MAIN PROBES
N
BUS FUEL
LOW COLLECTOR
IO
LH
LEVEL INNER
AT
COLLECTOR RH LOW
RH
IZ
INNER LEVEL
SENSORS
R
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LH LOW RH LOW RH WING

LEVEL LEVEL
M
FA
D
AN
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MAU
ER
A429
EN
SYSTEMS MFD
FUEL
CH. A CH. B
G
WINDOW
R
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ICN-12-C-A150712-A-S4080-00019-A-001-01

LEFT LEFT RIGHT RIGHT

FUEL FUEL FUEL FUEL
BOOST QUANTITY QUANTITY BOOST
PUMP PROBES PROBES PUMP
FCMU (FQC part)
LY
N
O
S
MAU RIGHT
SE
FUEL
CMM PUMP
CH. A CH. B Rt RELAY
PO
Rk
FUEL FLOW
R
TRANSMITTER
PU
N
IO
ENGINE
ARINC 429 Tx
ARINC 429 Tx
LEFT FUEL
SWITCH
PUMP
AT
TO OFF
RELAY
IZ
ESS
BUS
R
ESS BUS
IA
EEC
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LH FUEL RH FUEL
PUMP CH. A CH. B PUMP
M
FA
D
AN
PRESSURE
SENSOR
ESS
BUS
AL
ER
FUEL
CTL
EN
LEFT RIGHT
BOOST BOOST
PUMP
G
PUMP
SWITCH SWITCH
FUEL BOOST
R
AUTO ENGAGE
12-C-A15-00-0712-00A-043A-A
AUTO ON
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ON AUTO RELAY
82k
ICN-12-C-A150712-A-S4080-00020-A-001-01

SYSTEM TEST FUEL

22
FIRE STICK
WARN LAMP PUSHER
4
QTY 1846 LB
3 FF 384 LB/H
FUEL PUMPS 2
LH RH END 4:48 H:M
ON
1 TEMP 14
LY
AUTO °C
USED 515 LB
N
ENGINE 0
O
RUN STARTER IGNITION L x¼ R
FUEL
S
PUMP PUMP
RESET
SE
OFF ON/OFF AUTO
PO
FUEL SYSTEM STATUS WINDOW
R
PU
N
IO
AT
IZ
R
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M
FA
D
CAS WINDOW
AN
Fuel Quantity Fault

LH Fuel Low FUEL EMER SHUT-OFF HANDLE
AL
RH Fuel Low
LH + RH Fuel Low
ER
Fuel Pressure Low

Fuel Balance Fault
Fuel Imbalance
EN
Fuel IMP Bypass

Fuel Filter Blocked
G
Fuel TEMP
Fuel PRESS SENS Fail
R
LH Fuel Pump Fail

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RH Fuel Pump Fail

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LH + RH Fuel Pump Fail
FCMU Fault
Low Lvl Sense Fault
Fuel Filter Replace
ICN-12-C-A150712-A-S4080-00021-A-001-01

LY
N
O
S
SE
PO
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PU
N
IO
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FA
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EN
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Electrical
7-13 Electrical
7-13-1 General
For system schematics and equipment layout. refer to Fig. 7-13-4, PGDS - Layout
For system schematics, refer to Fig. 7-13-5, PGDS Normal Operation Condition - Both
Generators On-Line
The PGDS is a dual channel 28 VDC power generation and distribution system, it has the
following power sources:
LY
− Generator 1, a 28 V, 300 A generator
N
O
− Generator 2, a 28 V, 300 A generator
S
− Two lead-acid batteries 24 V 42 Ah or two optional nickel-cadmium batteries 24 V 40Ah
SE
or two optional heated nickel-cadmium batteries 24 V 44 Ah
PO
− Emergency Power Supply (EPS) a 24 V 5 Ah lead-acid battery unit.
R
Under PGDS normal operating condition (Fig. 7-13-5, PGDS Normal Operation Condition -
PU
Both Generators On-Line) the systems and circuits powered from Generator 1 are designated
channel 1 and systems and circuits powered from Generator 2 are designated channel 2. The
N
channels operate independently and the only connection is through a bus tie in the event of
IO
component failures. In the event of component failures, automatic switching and load shedding
AT
takes place for continued safe flight and landing under abnormal and emergency conditions.
IZ
The PGDS abnormal operating condition is when one generator has failed. High current
R
consumption busses and systems are load shed if a Generator 1 or 2 fails. Refer to
IA
Fig. 7-13-6, PGDS Abnormal Operation Condition - Generator 1 Off-Line and Fig. 7-13-7,
IL
PGDS Abnormal Operation Condition - Generator 2 Off-Line which show a Generator 1 and 2
M
failure.
FA
The PGDS emergency operating condition is when both generators have failed (i.e. engine
flame out). Refer to Fig. 7-13-8, PGDS Emergency Operation Condition – Both Generators Off-
D
Line for the busses and high current consumption systems that are load shed.
AN
An external power socket permits DC power to be provided from a ground power unit.
AL
7-13-2 Description
ER
7-13-2.1 Power Supplies

EN
When the engine is running, Generator 1 is the primary power source for the Channel 1 Power
G
Line, and the Essential and Avionic 1 Buses. The Standby Bus is powered from the Avionic 1
R
Bus. If the Avionic 1 Bus is switched OFF, the Standby Bus is powered from the Hot Bat Bus
12-C-A15-00-0713-00A-043A-A
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provided the STBY BUS switch is set to on.

Generator 2 is the primary power source for the Channel 2 Secondary Power Line and the
Main, Avionic 2, Non-Essential and Cabin Buses. Generator 2 is also the engine starter motor.
If the engine STARTER switch is pushed and the engine Ng is less than 50%; the generators
are automatically switched OFF.
Should either the Generator 1 or Generator 2 fail, the control relays in the PGDS automatically
change and connect the remaining generator and both batteries to the Power and Secondary
Power Lines. A caution will be displayed in the Crew Alert System (CAS) window. This is the
PGDS abnormal operating condition.

Description
Battery 1 and Battery 2 are installed in the rear fuselage. Each battery has an on/off switch on
the Electrical Power Management (EPM) section of the overhead control panel. Battery 2
provides the power for starting the engine. Battery 1 provides power to maintain the essential
systems during engine start and on ground supplements Battery 2 for engine starting at either
above 10% Ng or after 10 sec after the starter is activated. In case of an engine or double
generator failure, the batteries will supply the essential electrical systems after automatic load
shedding for a maximum range glide and one attempted engine start. This is the PGDS
emergency operating condition.
The optional in-flight heated Ni-Cad batteries support an extended range of aircraft operating
temperatures, specifically cold weather. Heaters inside the battery case are supplied with 28
LY
VDC when the aircraft electrical system is energized. Battery heater 1 is powered by the
N
GENERATOR 1 BUS, and battery heater 2 is powered by the GENERATOR 2 BUS. The
O
battery heater is capable of maintaining the battery temperature above 4°C at ambient
S
temperatures down to −40°C.
SE
Each generator and battery has a current and a voltage sensor. The Modular Avionics Unit
PO
(MAU) monitors the condition of the generators for under and over voltage and the batteries for
under and over voltage and over current (discharge), and provides the appropriate cautions.
R
The GDS status is displayed in the ELECTRICAL window and the cautions are displayed in the
PU
CAS window. Both windows are on the systems Multi Function Display (MFD) unit. Each
generator has a three position control switch on the EPM section of the overhead control
panel.
N
IO
On ground the DC system can be powered by an external power unit which is connected under
AT
the rear fuselage left side. When the external power supply is connected to the aircraft, an
IZ
AVAIL caption to the right of the EXT PWR switch on the overhead panel is illuminated to show
R
that external power is available. To apply external power to the aircraft electrical system, the
IA
EXT PWR switch must be selected to EXT PWR. When the EXT PWR switch is set to EXT
IL
PWR, an ON caption to the right of the EXT PWR switch is illuminated. With both generators
M
off-line the Bus Tie is closed and ground power is fed to all aircraft busses and both batteries.
FA
An External Power Controller (EPC) monitors external power supply and automatically isolates
the aircraft systems if the voltage is outside the range 22 to 29.5 VDC. The EPC will
D
disconnect external power if either generator is online.

AN
In the event of a total power loss (both generators and batteries) the EPS battery will provide
sufficient power through the EPS bus to the backup systems for 30 minutes. Under normal,
AL
abnormal and emergency conditions the EPS battery is connected to the Essential Bus to
ER
maintain a maximum charge. Following the loss of the Essential Bus the EPS Bus
automatically switches to be supplied from the EPS battery. When the aircraft is powered down
EN
normally, the EPS switch on the overhead panel must be set to OFF to prevent discharge of
the EPS battery.
G
R
7-13-2.2 Junction Boxes

12-C-A15-00-0713-00A-043A-A
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There are two Power Junction Boxes (PJB), one for each generator. Generator 1 PJB is
installed on the cockpit lower left wall and Generator 2 PJB is installed on the cockpit lower
right wall. They contain the principal contactors, relays and other circuit protection devices.
There is a Battery and External Power Junction Box (BEPJB) which contains the components
for the batteries, external power functions, hot battery bus and associated circuit breakers. It
also contains the necessary components to permit optional nickel cadmium batteries to be
installed. The BEPJB is installed in the rear fuselage. There is also a Relay Module Panel
(RMP) for power Channel 1 and 2, which contain terminal blocks and relays and are installed
under the cabin floor on the left and right sides.

Description
7-13-2.3 Bus Bars

The Generator 1 and 2 DC power supplies are distributed via a system of BUS BARS on each
channel. A bus tie installed in the left PJB is monitored by the MAU and will close when either
generator is off-line to allow the remaining generator to provide power to the other channel.
If both generators are off-line (PGDS emergency condition), both batteries are connected in
parallel via the bus tie to power the left channel essential busses. The bus tie will open, if an
excessive current condition on one channel is sensed, to isolate the left and right channels. A
caution is displayed in the CAS window if the bus tie is in the wrong state for the PGDS
configuration.
LY
The Hot Battery Bus is powered directly from Battery 1. It supplies power to systems that must
N
remain powered or available when the aircraft is powered down.
O
The Power Line is the primary source of electrical power with the highest level of integrity. It
S
SE
supplies the Essential and Avionic 1 Buses and power for the flaps, LH windshield de-ice,
propeller de-ice and cabin heating.
PO
The Essential Bus has the highest level of integrity and under normal conditions it is powered
R
from Generator 1. It can be supplied with power from either generator or both batteries. This
PU
bus will always be powered under normal, abnormal and emergency conditions. There are no
relays or contactors controlling the Essential Bus. The Essential Bus voltage is monitored by
N
the MAU and a warning will be displayed in the CAS window if the voltage is outside the limits.
IO
The Avionic 1 Bus has the highest level of integrity and under normal conditions it is powered
AT
from Generator 1. It can be supplied with power from either generator or both batteries. This
IZ
bus will always be powered under normal, abnormal and emergency conditions. A contactor in
the left PJB is controlled by the AV 1 BUS switch on the overhead panel. The Avionic 1 Bus
R
IA
voltage is monitored by the MAU and a caution will be displayed in the CAS window if the
voltage is outside the limits.
IL
M
The Secondary Power Line is the source of electrical power with the second highest level of
FA
integrity. It supplies the Main, Avionic 2, Non-Essential and Cabin Busbars and power for the
landing gear system, RH windshield de-ice, Vapor Cycle Cooling System (VCCS) and under
D
floor heating.
AN
The Main Bus has the second highest level of integrity and under normal conditions it is
AL
powered from Generator 2. It can be supplied with power from either generator. This bus will
always be powered under normal and abnormal conditions. The Main Bus contactor is
ER
normally closed and will automatically open under emergency conditions and load shed the
Main Bus. The Main Bus voltage is monitored by the MAU and a caution will be displayed in
EN
the CAS window if the voltage is outside the limits. The caution is suppressed if both
G
generators are offline.

R
The Avionic 2 Bus has the second highest level of integrity and under normal conditions it is
12-C-A15-00-0713-00A-043A-A
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powered from Generator 2. It can be supplied with power from either generator. This bus will
always be powered under normal and abnormal conditions. A contactor in the right PJB is
controlled by the AV 2 BUS switch on the overhead panel. The Avionic 2 Bus voltage is
monitored by the MAU and a caution will be displayed in the CAS window if the voltage is
outside the limits. The caution is suppressed if both generators are off-line or the AV 2 BUS
switch on the overhead control panel is OFF.

Description
The Generator 1 Bus has the third highest level of integrity and under normal and abnormal
(Generator 2 off-line) conditions it is powered from Generator 1. When the Generator 1 is off-
line the Generator 1 Bus is unpowered. The Generator 1 Bus provides power to non-essential
equipment that can be retained in the event of a Generator 2 failure. The Generator 1 Bus
voltage is outside the limits. The caution is suppressed if Generator 1 is off-line.
The Generator 2 Bus has the third highest level of integrity and under normal and abnormal
(Generator 1 off-line) conditions it is powered from Generator 2. When the Generator 2 is off-
line the Generator 2 Bus is unpowered. The Generator 2 Bus provides power to non-essential
equipment that can be retained in the event of a Generator 1 failure. The Generator 2 Bus
LY
N
voltage is outside the limits. The caution is suppressed if Generator 2 is off-line.
O
The Non Essential Bus has the fourth highest level of integrity and under normal conditions it is
S
powered from Generator 2. When either generator is off-line the Non Essential Bus is
SE
unpowered. The Non Essential Bus provides power to equipment that may be shed in the
PO
event of a single generator failure. The Non Essential Bus voltage is monitored by the MAU
and a caution will be displayed in the CAS window if the voltage is outside the limits. The
R
caution is suppressed if either generator is off-line.
PU
The Cabin Bus has the fourth highest level of integrity and under normal conditions it is
N
powered from Generator 2. When either generator is off-line the Cabin Bus is unpowered. The
IO
Cabin Bus provides power for ancillary non-flight related services within the cabin. All these
services are shed in the event of a single generator failure. A contactor in the right PJB is
AT
controlled by the CABIN BUS switch on the overhead control panel.

IZ
The Standby Power Bus provides power to specific avionic equipment to allow the pilot to
R
perform preflight planning and ATC communication tasks without the need to power up the
IA
aircraft primary busses prematurely. The Standby Power Bus is controlled by the STBY BUS
IL
switch on the overhead control panel. When the switch is selected on before engine start, an
M
ON indicator illuminates adjacent to the switch. When the Avionic 1 Bus becomes powered the
FA
Standby Power Bus ON indicator goes off. During emergency operation if additional load
shedding is required the pilot can switch off the AV 1 BUS and retain the Standby Power Bus.
D
The Standby Power Bus voltage is monitored by the MAU and a caution will be displayed in
AN
the CAS window if the voltage is outside the limits.

AL
The Emergency Power Supply bus provides power to specific backup equipment following the
loss of all electrical power (both generators and the aircraft batteries).
ER
EN
G
R
12-C-A15-00-0713-00A-043A-A
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Description
7-13-2.4 Circuit Breakers

Circuits supplied from the Bus Bars have circuit breakers on color coded panels on the left and
right cockpit walls. The bus locations and color coding are as follows:
Panel Bus Color

LH Front ESSENTIAL BUS Cyan
LH Rear AVIONIC 1 BUS Ice blue
EPS BUS Yellow
LY
STANDBY BUS Dove blue
GENERATOR 1 White
N
RH Front MAIN BUS Green
O
NON ESSENTIAL BUS Pink
S
RH Rear AVIONIC 2 BUS Light green
SE
CABIN BUS Brown
PO
GENERATOR 2 Gray
R
The circuit breakers for the high current consuming systems FLAP PWR, LH W/SHLD, PROP
PU
DE-ICE and CABIN HTG are all installed on the LH PJB. The circuit breakers for the high
current consuming systems LDG GEAR PWR, RH W/SHLD, U/FLOOR HTR and optional
N
FOOTWARMER are all installed on the RH PJB. The circuit breakers for the VCCS and
IO
optional LOGO LT are installed on the BEPJB.
AT
The BUS TIE circuit breaker on the overhead control panel will open automatically if the
current through the bus tie in the left PJB exceeds 200 amps. The bus tie in the left PJB can
IZ
be opened manually and reset, if required, by pulling or pushing the control BUS TIE circuit
R
breaker on the overhead control panel.

IA
IL
7-13-2.5 Controls and Indicators

M
Refer to Fig. 7-13-1, Power Generation and Distribution System (PGDS) - Controls
FA
7-13-2.6 Overhead Panel

D
AN
The electrical system is controlled from the ELECTRICAL POWER MANAGEMENT section of
the overhead control panel. The panel has controls for the:
AL
− Avionics busses (AV 1 and AV 2)

ER
− Generators (GEN 1 and GEN 2)

EN
− Batteries (BAT 1 and BAT 2)

G
− External power (EXT PWR)

R
12-C-A15-00-0713-00A-043A-A
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− Standby bus (STBY BUS)

− Cabin bus (CABIN BUS)
− Master power (MASTER POWER)
− Emergency Power System (EPS)
− Bus Tie (BUS TIE).
The Power management system is designed to leave the GEN 1, GEN 2, AV 1 BUS, AV 2 BUS
and CABIN BUS switches in the on position in normal operations (through power cycles).

Operation
The MASTER POWER EMERGENCY OFF switch is guarded to the on position. When the
switch is selected off the Generator 1 and 2, Battery 1 and 2 and external power are
disconnected from the distribution system. The Standby Power Bus is de-energized. The Hot
Battery and Emergency Power busses remain energized.
The GEN 1, GEN 2, BAT 1, BAT 2, AV 1 and AV 2 switches are locking type switches. These
switches must be pulled out before they can be moved from the on position. The GEN 1 and
GEN 2 switches have three positions: ON, OFF and RESET. The reset position is used to
allow the generator back on line following a voltage regulator trip.
The EPS switch has three positions: ARM, OFF and TEST. In the ARM position the EPS bus is
LY
powered and the red EPS ON indicator illuminates. In the TEST position an EPS battery
capacity test is performed and if successful the green TEST indicator illuminates.
N
O
The GEN 1, GEN 2, BAT 1 and BAT 2 voltages and amperes indications are shown are in the
S
ELECTRICAL status window of the systems MFD. A positive BAT current indicates battery
SE
charging rate. The indications are shown as amber dashes if a sensor reading is out of range.
PO
The MAU provides monitoring of the battery voltage and current. The conditions that will result
in a caution output to the CAS are:
R
PU
− A decrease of battery voltage below 22.0 VDC will give a Battery caution
N
− An increase of battery current above 60 Amps discharge will give a Battery caution
IO
− An increase of battery voltage above 30.3 VDC will give a Battery caution.
AT
Continuous monitoring of the GEN 1 and GEN 2 voltages for close to limit cautions is provided
IZ
by the MAU. The conditions that will result in a caution output to the CAS are:
R
IA
− A decrease of generator voltage below 22.0 VDC will give a Generator caution
IL
− A increase of generator voltage above 30.3 VDC will give a Generator caution.
M
FA
7-13-3 Operation
D
AN
CAUTION
Failure to follow the correct power up and power down sequence will trigger
AL
nuisance warnings and cautions, due to equipment not being correctly powered up
ER
and therefore resulting in a faulty status. Only performing a correct power up cycle
will initialise equipment and systems to a correct state.
EN
The correct power up sequence is STBY BUS switch ON, EPS switch test for 5 seconds then
G
ON, BAT 1 and 2 switches ON and EXT PWR switch ON (if available). The correct power
R
down sequence is EXT PWR switch OFF (if ON), STBY BUS switch OFF, EPS switch OFF and
12-C-A15-00-0713-00A-043A-A
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BAT 1 and BAT 2 switches OFF. To power up the aircraft expeditiously, the standby bus and
the EPS can be switched ON prior to performing the outside check. Before sitting down, the
pilot can switch BAT 1 and 2 switches ON, then, once seated and once the relevant checklist
items have been performed, the system is ready for engine start.
When the STBY BUS switch on the overhead control panel is set to on, the blue ON indicator
illuminates to show power is available from the Hot Battery bus. This allows the pilot to perform
preflight planning and ATC communication tasks without powering up the whole aircraft. After
engine start and the Avionic 1 bus becomes powered the blue ON indicator will go off.

Operation
The EPS should be checked prior to flight by moving the EPS switch on the overhead control
panel to the TEST position. The green TEST indicator comes on to indicate a serviceable
battery. The EPS switch is then set to the ARMED position and the red EPS ON comes on.
Once either external power or the batteries are switched on the EPS ON indicator goes off.
Before applying external power make sure the BAT 1 and BAT 2 switches are in the ON
position. Applying external power to the socket under the rear fuselage left side causes the
green AVAIL indicator on the overhead control panel to illuminate. When the EXT PWR switch
is set to EXT PWR the blue ON caption is illuminated and the external power is supplied to all
busses and both batteries (Bus Tie closed). The external power voltage can be seen on the
BAT 1 and BAT 2 indicators. The external power voltage is monitored and the external power
LY
supply will be automatically disconnected by the external power controller, if the voltage goes
N
outside the limits. External Power is displayed in the CAS window if ground power is still
O
connected and the aircraft is ready to taxi (i.e. engine running, both generators and both
S
avionic busses are on).
SE
Battery voltages and amperes can be seen on the BAT 1 and BAT 2 status indicators. After
PO
engine start and when the generators come online the Bus Tie will open (dual channel system)
with the Generator 1 powering one channel and Generator 2 powering the other channel. This
R
is the PGDS normal operating condition with all busses available. Disconnecting the external
PU
power from the aircraft will cause the overhead control panel green AVAIL indicator to go off.
N
The output voltages and load of the GEN 1 and GEN 2 and the voltages and load or charging
IO
current of BAT 1 and BAT 2 can be observed in the ELECTRICAL status window on the
systems MFD.
AT
The generator voltages are monitored by the MAU for under and over voltage conditions. The
IZ
Generator Control Units (GCU) monitor the generators for over current conditions. The
R
batteries are monitored for under, over voltage and over current conditions by the MAU. If an
IA
outside of acceptable limits condition arises the appropriate warnings or cautions are shown in
IL
the CAS window.

M
FA
Failures within the PGDS follow a structured degradation of systems functionality. Should
either the Generator 1 or Generator 2 fail, the appropriate control relays within the PGDS
D
automatically reconfigure so that the remaining generator and both batteries are connected in
AN
parallel to the Power Line and the Secondary Power Line through the bus tie. A caution will be
displayed in the CAS window. This is the PGDS abnormal operating condition and automatic
AL
load shedding takes place.

ER
In the event of a dual generator failure the Bus Tie closes and both the batteries supply the
Power Line. The Secondary Power Line will also be powered but apart from LDG GEAR PWR
EN
all the distribution busbars will be automatically load shed. A warning will be displayed in the
CAS window. This is the PGDS emergency condition and automatic load shedding takes
G
place. With the STBY BUS switch on, the Avionic 1 bus can be manually switched off with the
R
AV 1 BUS switch to further reduce the electrical load.

12-C-A15-00-0713-00A-043A-A
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If a battery failure condition is detected and shown in the CAS window the appropriate battery
switch must be selected off by the crew to open the battery relay to isolate the failed battery.
The position of all other relays and bus ties remain unchanged and there is no degradation of
system performance.
Following the loss of generator and battery power to the Essential Bus the EPS battery will
provide power to the standby instruments. The red EPS ON indicator on the overhead control
panel will come on.
Refer to Section 3, Emergency Procedures, Electrical System Failures, for further information
on emergency procedures.


PGDS status indication is displayed in the ELECTRICAL window of the systems MFD. Under
normal operating conditions the PGDS readouts are given in white. If an out of limit condition
arises the PGDS readout background will change to yellow for a caution or red for a warning
together with the relevant CAS caution or warning.
The CAS window on the systems MFD displays the following WARNINGS and CAUTIONS for
the PGDS (refer to Table 7-13-1):
LY
Table 7-13-1: Electrical - CAS Messages
N
O
Essential Bus Indicates busbar voltage less than 22 VDC
S
Generators Indicates both generators are off-line and engine is running
SE
Battery 1 Hot Indicates battery 1 or 2 or both batteries over temperature
PO
Battery 2 Hot Battery 2 Hot (only operative with Ni-cad batteries installed)
Battery 1 and 2 Hot Accompanied by voice callout “Battery Hot”
R
External Power External power connected with both generators online and
PU
both Avionic busses energized
Generator 1 Off Generator 1 is off-line and engine is running
Generator 2 Off N
Generator 2 is off-line and engine is running
IO
Bus Tie Indicates Bus Tie is in the incorrect position for the PGDS
AT
configuration
IZ
Avionics 1 Bus
Indicates Avionics 1 or 2 or both bus voltage is less than 22
R
Avionics 2 Bus
VDC
IA
Avionics 1+2 Bus

IL
Generator 1 Volts
Indicates Generator 1 or 2 or both voltage is less than 22
M
Generator 2 Volts
VDC or more than 30.3 VDC
FA
Generator 1+2 Volts

Battery 1
Indicates battery 1 or 2 or both under and over voltage or
D
Battery 2
AN
current discharge condition

Battery 1+2
Battery 1 Off
AL
Battery 2 Off Indicates battery 1 or 2 or both are off-line

ER
Battery 1+2 Off

Main Bus
EN
Generator 1 Bus
Generator 2 Bus Indicates Generator 1+2 Bus a busbar voltage is less than 22
G
Generator 1+2 Bus VDC

R
Standby Bus
12-C-A15-00-0713-00A-043A-A
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Non Essential Bus

SYSTEM TEST ELECTRICAL POWER MANAGEMENT

FIRE STICK AV 1 BUS STBY BUS CABIN BUS AV 2 BUS MASTER POWER
WARN LAMP PUSHER
ON
OFF OFF OFF OFF

GEN 1 BUS TIE GEN 2
EMERGENCY OFF
OFF 1/2 OFF
FUEL PUMPS EPS
LH RH RESET RESET EPS ON
ON BAT 1 EXT PWR BAT 2 ARMED
ON OFF
AUTO TEST
TEST
AVAIL
LY
OFF OFF OFF
ENGINE EXTERNAL LIGHTS PASSENGER WARNING
N
RUN STARTER IGNITION WING NAV BEACON STROBE TAXI LANDING PULSE LOGO
RECOG NO SMOKING SEAT BELTS
O
ON ON
OFF OFF
S
OFF ON/OFF AUTO
SE
(OPTION)
PO
LEFT POWER
JUNCTION BOX
R
CB PANEL CB PANEL
RH FRONT
PU
LH FRONT
CB PANEL CB PANEL
LH REAR RH REAR
N
IO
AT
CAS WINDOW
IZ
R
IA
IL
M
FA
D
AN
RIGHT POWER
JUNCTION BOX
AL
ELECTRICAL
ER
GEN1 GEN2
27.4 V 28.1 V
EN
286 A 146 A
G
BAT1 BAT2
R
12-C-A15-00-0713-00A-043A-A
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28.1 V 28.0 V
15 A 14 A
ELECTRICAL
STATUS WINDOW ICN-12-C-A150713-A-S4080-00022-A-001-01
Figure 7-13-1: Power Generation and Distribution System (PGDS) - Controls

PANEL LH REAR
AUDIO FLT
WX XPNDR EEC MMDR
2 DME TCAS CONT
RDR
SEC
1 CH. B 1
CH.A 1
AVIONIC 1 BUS
A/P RAD
A/P EPS CPCS
SERVO ALT ESIS OXY
SERVO
ENABLE 1
OUT MON
2
LY
AVIONIC 1 BUS EPS BUS
N
O
MAU XM MMDR PPFD
MAU MAU GPS AUDIO MFD
DATA SAT 2 TSC CONT
CH. B1 CTL B 1 1 LOWER
LOAD WX SEC CCD
3
S
STANDBY BUS
SE
L Z L Y L X L W L V L U L T L S L R L P L N
PO
WLAN
R
AIR MAP RED BATT 1 CABIN
CLOCK DATA FLAP
GND
LOAD
LIGHT BEACON HEAT FAN
4
PU
STANDBY BUS GENERATOR 1 BUS
N
IO
AT
IZ
OPTIONAL
R
EQUIPMENT
IA
PANEL LH FRONT
IL
M
FA
LH RH
FUEL FUEL E-NAV CPCS TRIM AIL RUD PITCH
IGNITION STARTER FUEL FUEL
CTL
PUMP PUMP
QTY ELT AUTO CTL TRIM TRIM TRIM
1
D
ESSENTIAL BUS
AN
LH LH AOA LH AOA LH LH LH LDG LDG

INERT LDG LDG
PROBES SENS PLATE PITOT STATIC WSHLD ECS GEAR EMERG
2
AL
SEP CTL PRI CTL SEC

DE-ICE DE-ICE HEAT DE-ICE DE-ICE DE-ICE IND REL POS
ESSENTIAL BUS
ER
EN
STALL FLAP OVHD

PUSHER FIRE PFD ADAHRS EEC MAU MAU
WARN WARN AT-SERV0 CTL
SYS
1 1
WARN PILOT
PNL 1
CH. A CH. A CH. A1 CTL A
3
G
ESSENTIAL BUS
M L K J H G F E D C B A
R
L L L L L L L L L L L L
12-C-A15-00-0713-00A-043A-A
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INST CKPT CABIN LDG LH RH EXT

ADVISE RECOG RCCP TAXI EPS
LIGHTS FLOOD FLOOD LIGHT LDG LDG LTS
PILOT
LTS
LIGHTS LT. 50% CTL LIGHT LIGHT
LTS CTL LIGHT
GND OP
IN
4
ESSENTIAL BUS
ICN-12-C-A150713-A-S4080-00023-A-002-01
Figure 7-13-2: PGDS LH Circuit Breaker Panels

PANEL RH FRONT
PITCH OVHD AUDIO MMDR

MFD MAU MAU ADAHRS
TRIM CTL 2 2
1 ALTN PNL 2 PRI PRI
UPPER CH. B2 CH. A2 CH. B
MAIN BUS
LH AOA RH RH AOA RH AOA RH RH RH FUEL

BOOTS PROP
PLT HT PROBES SENS PLATE PITOT STATIC WSHLD LOW
2 CTL DE-ICE DE-ICE HEAT DE-ICE DE-ICE DE-ICE
DE-ICE DE-ICE
LEVEL
LY
MAIN BUS
N
O
INST WING NAV DOME PASS STALL
COND
LIGHTS INSP STROBE LIGHT ORD WARN
3 COPIL LIGHT LIGHTS 100% SIGNS 2
FAN
S
MAIN BUS
SE
R A R B R C R D R E R F R G R H R J R K R L R M
PO
R
COND CKPT CABIN CABIN
VENT FOOT AERO MAINT
HTR USB RDNG FLD LT
4 FANS WARMER WAVE I/F
PU
CTL CHRG LIGHTS 100%
NON ESSENTIAL BUS
N
IO
AT
IZ
OPTIONAL
EQUIPMENT
R
PANEL RH REAR
IA
IL
M
FLT
FA
PFD CPFD XPNDR GPS STORM

CONT
1 COPILOT CONT 2
CH. B
2 SCOPE
AVIONIC 2 BUS
D
AN
HF HF
2 TX RX
AL
AVIONIC 2 BUS
ER
EN
PUSHER CABIN 115V

CABIN XM
SYSTEM TOILET USB AUX
IFE AUDI
3 GND CHRG PWR
G
CABIN BUS
R N R P R R R S R T R U R V R W R X R Y R Z
R
12-C-A15-00-0713-00A-043A-A
FO
FLAP TAXI
BATT 2 U/F
WARN LIGHT
4 2
HEAT FAN
CTL
GENERATOR 2 BUS
ICN-12-C-A150713-A-S4080-00024-A-001-01
Figure 7-13-3: PGDS - RH Circuit Breaker Panels

GEN 2
GCU/CONT
CHANNEL 1
GEN 1 START
GCU/CONT
CHANNEL 2
FR 10
(FORWARD BULKHEAD)
LY
FR 12
LH POWER BUS TIE RH POWER
N
JUNCTION BOX CROSS FEED JUNCTION BOX
O
FR 13
S
LH FWD RH FWD
SE
CB PANEL CB PANEL
FR 14
PO
LH REAR RH REAR
CB PANEL CB PANEL
R
FR 15
PU
N
FR 16 IO
AT
FR 17
LH RELAY RH RELAY
IZ
AND TERMINAL AND TERMINAL

LH MAIN LOOM JUNCTION PANEL JUNCTION PANEL RH MAIN LOOM
R
IA
IL
M
FA
D
AN
AL
ER
EN
FR 36
(REAR PRESSURE BULKHEAD) BATTERY AND
G
EXTERNAL POWER
JUNCTION BOX
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12-C-A15-00-0713-00A-043A-A
FO
+ +
No. 1 No. 2
BATTERY EXTERNAL BATTERY
POWER
ICN-12-C-A150713-A-S4080-00025-A-001-01
Figure 7-13-4: PGDS - Layout

FO
R
G
Gen 2
EN
Ctr A
Secondary Power Line (SPL) V 300
Gen 1 A
Ctr Bus Tie Starter
ER
300 A V Essential Bus (Powerline)
A AL RH Pwr. Junct Box
Main Start
Gen 1Bus
Ctr

AN
Gen 2 Bus

Gen 1Bus Ctr
D Sec Start
Ess Bus Ctr
Gen 2 Bus Ctr
Cabin Heater
FA
U/Floor Heater N/Ess Bus
Stby Bus M
Rly Av 1Bus Av 1Ctr
IL LH Wshld Pwr Footwarmer N/Ess Ctr
Stby Pwr Cabin Bus
Bus RH Wshld Pwr
IA Prop De-Ice
R Cabin Ctr
Av 2 Bus
Flap Pwr
IZ
LH Pwr. Junct Box Av 2 Bus Ctr
AT
EPS Main Bus
Bus IO
Main Bus Ctr
Emerg N
EPS Pwr
Supply
EPS Arm Rly
PU
Sw V A
Stby R
Pwr Rly VCCS Comp No.2 Bat Ctr
Stby
V A
Bus Sw
PO
Logo Lt
Ext Pwr
Hot Bat No.1 Bat Ctr Ctr
+
Bus
SE
+
Bat Ext Pwr. Junct Box
S No.2
Batt
No.1 O
Batt N
Ext Pwr In
Figure 7-13-5: PGDS Normal Operation Condition - Both Generators On-Line

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ICN-12-C-A150713-A-S4080-00026-A-002-01
Page 7-13-13
Report No: 02406
12-C-A15-00-0713-00A-043A-A
12-C-A15-00-0713-00A-043A-A
Gen 2
Ctr
Secondary Power Line (SPL) 300
Gen 1
A
FO
Ctr
R Bus Tie Starter
300 Essential Bus (Powerline)
A RH Pwr. Junct Box
G
Main Start
Gen 1 Bus
EN
Ctr
Sec Start Gen 2 Bus

Gen 1 Bus Ctr
ER
Ess Bus Ctr

Gen 2 Bus Ctr

Cabin Heater N/Ess Bus
AL
Stby Bus U/Floor Heater
Rly Av 1 Bus Av 1 Ctr LH Wshld Pwr Footwarmer N/Ess Ctr
AN
Stby Pwr Cabin Bus
Bus
D Prop De-Ice RH Wshld Pwr
Cabin Ctr
Av 2 Bus
FA
Flap Pwr
M Av 2 Bus Ctr
LH Pwr. Junct Box
EPS Main Bus
IL
Bus IA
Main Bus Ctr
Emerg R
EPS Pwr IZ
EPS Arm Rly Supply
Sw
Stby
AT
Stby
IO
Bus Sw N Logo Lt
Ext Pwr
+
+ Bus
PU
Bat Ext Pwr. Junct Box R No.2
Batt
No.1
Batt
PO
Ext Pwr In
AUTOMATIC LOAD SHED - BUS AND SYSTEM INOPERATIVE

SE
Figure 7-13-6: PGDS Abnormal Operation Condition - Generator 1 Off-Line

BUS: GEN 1, NON ESSENTIAL, CABIN
S
ICN-12-C-A150713-A-S4080-00027-A-002-01
SYSTEM: CABIN HEATER, U/FLOOR HEATER, OPTIONAL: VCCS COMPRESSOR, OPTIONAL: FOOT WARMER, LOGO LT
O
N
Page 7-13-14
Report No: 02406
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FO
R Gen 2
G Ctr
Gen 1 A
Ctr Bus Tie Starter
EN
300 Essential Bus (Powerline)
A ER RH Pwr. Junct Box
Main Start
Gen 1Bus
Ctr
AL
Sec Start Gen 2 Bus
Gen 1Bus Ctr
Ctr

Ess Bus
AN
Gen 2 Bus Ctr

D Cabin Heater
Stby Bus
Rly Av 1Bus Av 1Ctr LH Wshld Pwr Footwarmer N/Ess Ctr
FA
Stby Pwr M Cabin Bus
Bus Prop De-Ice RH Wshld Pwr
Cabin Ctr
IL
Av 2 Bus
Flap Pwr
IA
LH Pwr. Junct Box
R Av 2 Bus Ctr
EPS Main Bus
IZ
Bus
Main Bus Ctr
AT
Emerg
EPS Pwr
IO
EPS Arm Rly Supply N
Sw
Stby
PU
Stby
Bus Sw RLogo Lt
Ext Pwr
+
Bus
PO
+
Bat Ext Pwr. Junct Box No.2
Batt
SE
No.1
Batt S
Ext Pwr In O
AUTOMATIC LOAD SHED - BUS AND SYSTEM INOPERATIVE N
Figure 7-13-7: PGDS Abnormal Operation Condition - Generator 2 Off-Line

BUS: GEN 2, NON ESSENTIAL, CABIN
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SYSTEM: CABIN HEATER, U/FLOOR HEATER, OPTIONAL: VCCS COMPRESSOR, OPTIONAL: FOOT WARMER, LOGO LT
ICN-12-C-A150713-A-S4080-00028-A-002-01
Page 7-13-15
Report No: 02406
12-C-A15-00-0713-00A-043A-A
12-C-A15-00-0713-00A-043A-A
Gen 2
Ctr
Gen 1
FO
A
Ctr Starter
300
R Essential Bus (Powerline) Bus Tie
A G RH Pwr. Junct Box
Gen 1Bus Main Start

EN
Ctr
Gen 1Bus Ctr Sec Start Gen 2 Bus
ER
Ctr

Ess Bus
Gen 2 Bus Ctr

Cabin Heater
AL
Stby Bus
Rly Av 1Bus Av 1Ctr LH Wshld Pwr Footwarmer N/Ess Ctr
AN
Stby Pwr D Cabin Bus
Bus Prop De-Ice RH Wshld Pwr
Cabin Ctr
Av 2 Bus
FA
Flap Pwr
M Av 2 Bus Ctr
LH Pwr. Junct Box IL
EPS Main Bus
Bus IA
R Main Bus Ctr
Emerg
EPS Pwr IZ
EPS Arm Rly Supply
Sw
AT
Stby
Pwr Rly IO VCCS Comp No.2 Bat Ctr
Stby
Bus Sw N Logo Lt
Ext Pwr
+
+ Bus
PU
Bat Ext Pwr. Junct Box R No.2
Batt
No.1
Batt
PO
Ext Pwr In
AUTOMATIC LOAD SHED - BUS AND SYSTEM INOPERATIVE

SE
BUS: GEN 1, GEN 2, NON ESSENTIAL, CABIN, AV 2, MAIN
S
Figure 7-13-8: PGDS Emergency Operation Condition - Both Generators Off-Line

SYSTEM:
O
CABIN HEATER, PROPELLER DE-ICE, U/FLOOR HEATER, RH WINDSHIELD, OPTIONAL: VCCS, OPTIONAL: FOOT WARMER, LOGO LT
ICN-12-C-A150713-A-S4080-00029-A-002-01
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Page 7-13-16
Report No: 02406
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Lighting
7-14 Lighting
7-14-1 Interior
Cockpit lighting consists of internally lit cockpit displays, controllers, switch panels, instrument
panel, circuit breaker panel mounted floodlights, map lights, and a cockpit dome light.
7-14-1.1 Cockpit lights

Light selection and brightness is controlled by rotary switches located near the aft end of the
center console. The rotary switches control and adjust the brightness of the pilots and copilots
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cockpit flood lights and lighted panels and also to select night or day brightness of the advisory
lights. The cabin flood lights are controlled by a stacked rotary switch.
N
O
Separate intensity control of the Primary Flight Display(s) (PFDs), Multi Function Display(s)
S
(MFDs) and Touch Screen Controller (TSC) is controlled by rheostats located on the Display
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Reversionary Control Panel. The cockpit dome light can be set to two preset intensities of 50%
or 100% brightness. The Master Caution/Master Warning lights are on a fixed dim circuit. The
PO
map light switches are on each control wheel and the brightness is controlled by a separate
rheostat.
R
PU
7-14-1.2 Cabin lights
N
A switch located on the forward edge of the passenger door (accessible when open) will
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activate a timer for the cockpit overhead panel, cockpit dome light and the passenger door
AT
light. When this switch is pressed, the overhead panel, passenger door light and 50% cockpit
dome light will be on for 45 seconds to facilitate night preflight boarding. The 50% cabin flood
IZ
lights and the stair lights are also activated by this switch. Cabin flood lights operate for 45
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seconds. The stair lights remain active for approximately 4 minutes longer than the other lights.
IA
The passenger door light illuminates the cabin airstairs and the baggage area has an overhead
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light. The main cabin is equipped with an overhead flood light system that can be set to 50% or
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100% brightness as selected by the cockpit switch. Individual reading lights are provided for
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each passenger seat and are controlled by a switch near each seat.
D
A baggage compartment light is operated by a push switch installed on the bulkhead trim
AN
adjacent to the cargo door. The light stays on for five minutes when the switch is pushed. For
continued lighting the switch must be pushed again.
AL
7-14-2 Exterior
ER
Exterior lighting consists of a combined ACL, navigation and tail light on each wing, a Light
EN
Emitting Diode (LED) landing light on each main landing gear, an LED taxi light on the nose
G
landing gear and a wing inspection light mounted in the left fuselage forward of the passenger
door. These lights are controlled by switches located on the EXTERNAL LIGHTS section of the
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12-C-A15-00-0714-00A-043A-A
overhead panel.
FO
Red flashing LED beacon lights are installed on the top of the horizontal stabilizer fairing and
on the lower center fuselage. They give recognition during ground operation and additional
anti-collision protection in flight. The lights are controlled by a BEACON switch located on the
EXTERNAL LIGHTS section of the overhead panel.

Exterior
7-14-2.1 Recognition Lights

Pulse recognition lights are installed in the left and right forward outer flap fairings. They
provide forward illumination during taxiing and enhance the conspicuity of the aircraft in the
traffic pattern or enroute. The lights can be on continuously or when set to pulse the lights
illuminate alternately left and right approximately 45 times per minute. Power for the light
control unit is supplied from the Essential bus through the RECOG LTS circuit breaker. If the
aircraft has an optional Collision Avoidance System installed, the pulse recognition lights are
activated automatically when:
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− The strobe lights are ON
N
− A Traffic Alert signal is received by the Collision Avoidance System.
O
The recognition lights will operate in Pulse Mode while the Traffic Alert is present. Once the
S
alert is no longer active, the pulse recognition lights will revert to the previously selected mode.
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7-14-2.2 Logo Lights
PO
Optional logo lights can be installed under each side of the horizontal stabilizer. They provide
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illumination of the vertical stabilizer to show the owner’s logo. The lights are controlled by a
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LOGO switch located on the EXTERNAL LIGHTS section of the overhead panel. Power for the
lights is supplied from the Battery and External Power Junction Box (BEPJB) through the
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LOGO LIGHTS circuit breaker. The BEPJB is installed in the rear fuselage. Each logo light has
IO
two filaments. On the ground with battery power, external power or one generator on line, only
AT
one filament in each light is illuminated. When both generators are online all four filaments will
illuminate. If either generator fails in flight, all filaments are automatically switched off.
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
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12-C-A15-00-0714-00A-043A-A
FO

Environmental Control System
7-15 Environmental Control System
7-15-1 General
For the system controls and layout, refer to Fig. 7-15-1, ECS - Controls and Indications
The Environmental Control System (ECS) comprises:
− Air Cycle System (ACS)

− Auxiliary heaters
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− Vapor Cycle Cooling System (VCCS), including Vent Fans (optional)
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− Vent Fans (if VCCS not installed).
O
S
The ACS takes engine bleed air, reduces its temperature to that desired, and delivers it to the
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cabin air distribution system for pressurization and ventilation. The air cycle system cools a
portion of the bleed air and then mixes it with hot bleed air to provide the correct temperature.
PO
A firewall shutoff valve can be closed to prevent contaminated air from entering the cabin in
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the event of an engine compartment fire.
PU
One of the two auxiliary electrical heaters (cabin heater) is used to supplement the air cycle
system during prolonged low temperature operations such as cruise at high altitude. The other
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heater (underfloor heater) heats the under-floor avionic and electrical equipment. Both heaters
IO
can also be used for pre-heating the cabin and under floor equipment on the ground when
AT
external power is connected.

IZ
The VCCS (when installed) is designed to operate on the ground from a 28 VDC ground power
R
unit or aircraft electrical power when both generators are on. The electric motor driven system
IA
provides a means of precooling the cockpit and cabin areas prior to and during passenger
IL
boarding, providing comfort prior to engine start. The system will automatically be controlled
M
during ground operations and in flight, based on temperature demand setting. It removes a
FA
large percentage of the moisture as well as dust and pollen particles from the cabin air. If the
VCCS is not installed the two vent fans remain installed. The vent fans provide additional air
D
circulation to the cockpit and cabin.

AN
All environment control systems are controlled by an integrated ECS controller and
temperature selections can be made and seen by the pilot on the systems Multi Function
AL
Display (MFD) ENVIRONMENT status window.

ER
7-15-2 Air Cycle System

EN
7-15-2.1 Description
G
The ACS consists of a flow control venturi, a heat exchanger, a cooling turbine, a temperature
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12-C-A15-00-0715-00A-043A-A
FO
control valve, a water separator, high pressure shutoff valve, a primary shutoff valve, an air
flow control valve and associated non return valves and control sensors.
The flow control venturi is sized to regulate flow and pressure.
The heat exchanger is an aluminum single pass, crossflow, plate and fin unit. The unit includes
one charge air tap to assist the injection of water into the heat exchanger coolant intake. The
evaporation of the water on contact with the heat exchanger surface increases the efficiency of
the unit.

Air Cycle System
The cooling turbine is a ball bearing turbo fan and consists of a radial turbine in a stainless
steel assembly coupled to an axial flow fan. The turbine casing incorporates a containment
ring.
The Temperature Control Valve (TCV) is three ported consisting of one inlet and two outlets
and driven by a 28 VDC actuator. The valve body and rotating drum are aluminum. The
actuator has gearing, limit switches, and magnetic brake to control the motor.
The water separator consists of an aluminum shell containing a coalescor and its support. The
coalescor collects moisture from the passing air and forms large droplets which then enter a
swirl section, where they are removed by centrifugal force. The separator has a spring loaded
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poppet valve which allows air to bypass the unit in the event of the coalescor becoming
blocked.
N
O
The high pressure shutoff valve is solenoid operated and allows automatic selection between
S
P3 and P2.5 compressor stages depending on flight condition to maintain the pressure
SE
schedule required for cabin pressurization.
PO
A Firewall Shutoff Valve enables isolation of the system in emergency conditions such as an
engine fire. Operation of the Firewall Shutoff Valve also opens a ram air scoop on the right
R
fuselage underside which introduces ambient ventilation air through the distribution system.
PU
This is used in the event of smoke in the cockpit or cabin.
N
IO
CAUTION
AT
Due to the composite construction of the engine cowling and the possibility of
IZ
toxic gases, the airplane ACS must be shutoff when a fire condition is suspected.
R
IA
The air Flow Control Valve (FCV) at the cockpit outlet of the plenum chamber directs the ACS
IL
air to the cockpit and/or to the cabin, depending on the cockpit and cabin temperature settings.
M
FA
Temperature data from the sensors in the cockpit and cabin is sent to the integrated ECS
Controller. The integrated ECS Controller also receives signals from the control valves and
D
duct temperature sensors.

AN
The ACS has an ACS BLEED AIR switch on the switch panel located on the copilots lower left
panel. The switch has the positions AUTO and INHIBIT.
AL
ER
7-15-2.2 Operation
During engine start (ECS switches in AUTO position) the Primary Shutoff Valve (PSOV) is
EN
automatically kept closed (no bleed air) and the auxiliary heaters and VCCS are inhibited.
G
When the engine Ng reaches 62% the PSOV opens and bleed air becomes available.
R
Air is drawn from the P2.5 and P3 compressor bleed ports on the engine casing. This consists
12-C-A15-00-0715-00A-043A-A
FO
of a single port in the case of the P2.5 connection and two diametrically opposed ports for the
P3 connections. The bleed air will be taken exclusively from the P2.5 port during normal
operation. However, when the engine is at idle there is insufficient pressure to maintain cabin
pressurization. When the P2.5 bleed air pressure falls below a specific value, a pressure
sensor in the bleed air ducting opens the high pressure shutoff valve. This creates a back
pressure on the non-return valve at the P2.5 port and closes the valve to shut off the P2.5
bleed. The bleed air then passes through the Primary Shutoff Valve and the Flow control
venturi, which is sized to regulate the bleed air flow rate and pressure.
The air then passes on to the TCV. At the TCV the bleed air splits where variable amounts are
either supplied to the Heat Exchanger or to a mix point downstream of the Cooling Turbine.

Air Cycle System
The heat exchanger is cooled by ambient air drawn from a NACA intake in the airplane skin.
Cooling airflow is provided by the Heat Exchanger Cooling Fan located downstream of the
heat exchanger.
From the heat exchanger, the bleed air is passed to the Cooling Turbine. As the bleed air
passes through the Cooling Turbine, its pressure is reduced to delivery pressure and its
temperature is, in many cases, close to 0°C. The energy extracted from the bleed air is used to
power the Heat Exchanger Coolant Fan which is mechanically linked to the turbine by a shaft.
The duct downstream of the turbine is the mixing duct where the now-cooled turbine exhaust
air is mixed with uncooled bleed air directed from the other port of the TCV. The mixing
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proportions are controlled by the TCV. The TCV is an electrically operated three port valve with
one inlet and two outlet ports. Depending on the selected temperature the TCV modulates to
N
O
either pass air through or bypass the Heat Exchanger and Cooling Turbine. The TCV operation
is controlled by the ECS Controller. The TCV will move to allow more bleed air to bypass the
S
Cooling Turbine if the cabin temperature is less than desired. Conversely it will move to pass
SE
more air through the Heat Exchanger and Cooling Turbine if the temperature is greater than
PO
desired.
R
The temperature of the duct downstream is monitored by a temperature sensor and will limit
PU
the movement of the TCV as required to keep the duct temperature within the maximum and
minimum temperature limits.
N
From the mixing duct the conditioned air passes through a water separator. Moisture is
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removed from the conditioned air and drawn to the heat exchanger and sprayed into the heat
AT
exchanger intake. The conditioned air passes through the Firewall Shutoff Valve and the non-
return valves to the cabin for distribution. The non-return valves prevent sudden
IZ
depressurization in the event of a loss of cabin air supply.

R
IA
The air enters a small plenum where it is distributed to the cabin and through the FCV
IL
controlled by the ECS Controller to the cockpit. Cockpit air is directed to outlets at the crews
M
feet and adjustable outlets adjacent to the instrument panel. Air to the cabin is introduced
FA
through fixed outlets placed at floor level along both sides of the cabin.
The integrated ECS Controller adjusts the position of the TCV and FCV to give the warm/cold
D
air mix for the system default temperature of 21 °C, or that set by the pilot, for the cockpit and
AN
cabin.
AL
For a takeoff at limited power (hot and high) the ACS BLEED AIR switch can be set to INHIBIT
and after takeoff the ACS BLEED AIR switch can then be set to AUTO.
ER
The ACS will automatically shut down when the engine Ng is less than 62%.
EN
Refer to ECS Operation for further information on the operation and for the control of the ACS.
G
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12-C-A15-00-0715-00A-043A-A
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Auxiliary Heating
7-15-3 Auxiliary Heating

The system comprises two 28 VDC heating units each equipped with a 75 mm mixed flow fan.
Each unit is cylindrical in form and contains two heating elements producing 1,625 kW/unit.
The system therefore produces 3,25 kW in addition to that of the air cycle system. The units
are situated under the cabin floor, one is dedicated to heating the cabin and the other to
heating the under floor avionics bay. The cabin heater is supplied 28 VDC power from the
powerline (left Power Junction Box) and the under floor heater is supplied from the secondary
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powerline (right Power Junction Box).
N
The under floor heater is located between frames 21 and 22. The fan scavenges its air supply
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from the general under floor zone, through a wire mesh inlet grill, and passes it over the
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heating element where its temperature is raised. The air is then distributed along the length of
SE
the under floor avionics bay by way of a longitudinal distribution duct.
PO
The cabin heater is located between frames 29 and 30. The fan draws its air supply from the
cabin, through a grill in the rear floor step. The heated air is then ducted directly to the ECS
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distribution duct in the right cabin sidewall and augments the ACS airflow. The airflow created
PU
by the cabin heater is effective in equalizing the temperature throughout the cabin.
Both heater units are equipped with an internal thermal protection system, which isolates the
N
IO
heater when the element temperature overheats. In the event of an over heat, the fans
continue to run and the relevant CABIN HTR circuit breaker (located on the left PJB) or U/F
AT
HEATER HTR circuit breaker (located on the right PJB) will trip. The heater will remain isolated
IZ
until the temperature falls within the heater allowing the circuit breaker to be reset by the pilot.
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The power for the heater element circuits is interrupted when the landing gear moves or the
IA
cooling system (VCCS) is operating.

IL
M
The heating capacity of the system is reduced while the engine is operating at P3 bleed in
flight. The cabin heater and fan are inhibited while airborne and P3 bleed is extracted, the
FA
under floor heater and fan remain operating. While on the ground (WOW valid) the cabin
D
heater and fan continue to operate when P3 is extracted. During engine start and for 10
AN
seconds following engine start both heaters and fans are inhibited.
The function of the power inhibits are fully automatic and require no pilot input. Thermal
AL
protection, once tripped, will require pilot action to reset.

ER
There is an ELECTRICAL HEAT/COOL switch on the switch panel located on the copilots
lower left panel. The switch has the positions AUTO and INHIBIT.
EN
7-15-3.2 Auxiliary Heating Operation

G
R
When the system is in operation the under floor fan runs continuously and the heater element
12-C-A15-00-0715-00A-043A-A
FO
is switched on when the under floor sensor reads below +5 °C and is switched off above +11
°C. The cabin fan runs continuously when the cabin heater is in operation as demanded by the
ECS Controller. The cabin heater function is to automatically supplement the ACS cabin
heating supply during prolonged low temperature operations such as cruise at high altitude.
Refer to ECS Operation, for the control and operation of the auxiliary heating system.

Vapor Cycle Cooling System
7-15-4 Vapor Cycle Cooling System

A refrigerant gas is the media which absorbs heat and rejects heat from the cabin air. By
continuous recirculation of cabin air, heat is absorbed in the evaporator modules and
transferred to the outside through the system condenser.
The system is provided with safety interlock devices to prevent component damage and/or
excessive power drain from the aircraft electrical system. The evaporator modules are
equipped to prevent coil icing at all ambient conditions.
LY
Cabin temperature control is by varying the airflow through each evaporator module rather
N
than cycling the refrigerant compressor. If required the airflow can be reduced by the flight
O
crew. The cabin is cooled by air ducted from the two evaporators (vent fans) located just
S
forward of the aft pressure bulkhead and exhausted through adjustable individual outlets and a
SE
series of permanent spray outlets (30 on each side) down the left and right sides of the cabin
PO
overhead panel.
The cockpit is cooled by individual outlets located in the overhead panel. These outlets receive
R
air ducted from the two evaporators (vent fans) in the cabin.
PU
There are ELECTRICAL HEAT/COOL, FANS VENT and MAX switches on the switch panel
N
located on the copilots lower left panel. The ELECTRICAL HEAT/COOL and MAX switches
IO
have the positions AUTO and INHIBIT. The FANS VENT switch has the positions AUTO and
AT
LOW.
IZ
7-15-4.2 Operation
R
When the system is activated, an electric motor drives the compressor at constant capacity
IA
which compresses the refrigerant gas to high pressure. The hot, high pressure gas then
IL
passes through the condenser coil where it is cooled and condensed into a warm liquid at
M
constant pressure. The heat removed from the fluid is exhausted overboard through a vent in
FA
the right rear tail section aft of the pressure bulkhead. The warm liquid from the condenser is
then routed into a receiver-dryer container where the liquid and any remaining gas are
D
separated and any moisture in the liquid is absorbed. The warm dry, high quality liquid is then
AN
routed to the evaporator module expansion valve where the high pressure liquid is expanded
to a low pressure. The large expansion process creates a super cool liquid which passes
AL
through the evaporator coil and absorbs heat from the warm cabin air. The cooled air is
ER
returned to the cabin. The gas, now warm, is returned to the compressor to repeat the cycle.
EN
Moisture removed from the cabin air by each evaporator drains into a small holding tank below
the rear baggage floor panel. The water is held in the tank until the cabin differential pressure
G
is low enough for the tank outlet valve to open allowing the water to drain overboard.
R
The VCCS is controlled by the integrated ECS Controller and the operation is based on
12-C-A15-00-0715-00A-043A-A
FO
defined hysteresis band between the sensed cockpit/cabin temperatures and those set by the
pilot. When the selected cabin temperature demands the cabin to be cooled the ECS
Controller will select the appropriate fan speed and the VCCS on. For a small difference
between the sensed and selected temperatures the vent fans will be set to low. For a larger
difference the vent fans will be set to high and for a large temperature difference the vent fans
will be set to MAX. If desired the pilot can set the FANS - VENT switch to LOW or the MAX
switch to INHIBIT at any time to reduce noise and airflow.

ECS Operation
The vent fans blow cool air into the left and right overhead ducts. The overhead ducts are
equipped with permanent spray outlets providing a continuous flow of cool air to the cabin.
Individual outlets in the overhead panel are adjustable for local temperature control at each
seat location.
When the VCCS is operating, the GEN 2 DC Indication will increase by approximately 80 amps
for compressor and evaporator fans operation.
A temperature switch located in the rear fuselage prevents VCCS operation at ambient
temperatures below -15 °C.
LY
Refer to ECS Operation for the control and operation of the VCCS.
N
7-15-5 ECS Operation
O
The normal operation of the ECS is with all the switches in the AUTO position and with the
S
SE
adjustable air outlets open at the overhead and side positions. The ECS Controller then
automatically controls the cockpit and cabin air temperatures as set by the pilot on the systems
PO
MFD ENVIRONMENT status window. The cockpit and cabin temperatures can be set by the
bezel buttons, with the Cursor Control Device (CCD) or the Touch Screen Controller (TSC).
R
The primary method of temperature adjustment is by pressing the bezel button adjacent to the
PU
CKPT TEMP or CAB TEMP soft key which then displays the up/down arrow legends. Press
the adjacent up or down bezel button to move the slider bar left to a colder or right to a warmer
N
position. Due to the system design only a temperature difference of up to a maximum of 5 °C
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between the cabin and cockpit can be set. After more than 5 °C movement of one slider bar
AT
the other slider bar will also move in the same direction. Temperature selection can be from full
heating (both slider bars fully right) (ACS air to maximum allowable temperature and auxiliary
IZ
heater on, VCCS and fans off) to full cooling (both slider bars fully left) (ACS air to minimum
R
allowable temperature and auxiliary heater off, VCCS and fans on). The actual cockpit, cabin
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and underfloor (optional) temperature readings are displayed at the bottom left of the
IL
ENVIRONMENT status window.

M
FA
After temperature adjustments have been made with the temperature slider bar, allow the
system to stabilize for a few minutes and adopt the new setting. During descent, the system
D
has a tendency to overheat the cockpit slowly, therefore the recirculation fans should be
AN
allowed to blow fresh air out of the overhead outlets into the cockpit. If the system is unable to
reach the preselected temperature values, the aircraft could be operating in high ISA deviation
AL
temperatures outside the system performance capabilities or one of the system components
may have failed.
ER
The ECS Controller receives data signals from the:

EN
− ACS TCV and FCV position, duct temperature conditions

G
R
− Auxiliary heater power supplies and thermal safety switch position

12-C-A15-00-0715-00A-043A-A
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− VCCS compressor motor and the vent fan positions

− Temperature sensors in the cockpit, cabin and underfloor.
The ECS Controller sends and receives status signals to and from the Modular Avionics Unit
(MAU) for the control switches and systems MFD ENVIRONMENT status and Crew Alert
System (CAS) windows. It will also send a caution signal to the CAS window in the event of an
ACS fault.

In the auto mode the ECS Controller adjusts the position of the ACS TCV and FCV to give the
warm/cold air mix for the cockpit/cabin temperatures set on the ENVIRONMENT status
window. If additional heating is required the cabin auxiliary heater and fan will be automatically
selected on. If additional cooling is required the VCCS and fans will be automatically selected
on.
The ECS Controller monitors the cabin underfloor temperature and will automatically select the
underfloor heater on and off as necessary.
The VENT FANS can be selected from AUTO to LOW at any time with the ELECTRICAL
HEAT/COOL switch in the AUTO mode. THE ACS BLEED AIR, ELECTRICAL HEAT/COOL
LY
and MAX can be selected off by setting the switches to INHIBIT.
N
The auxiliary heaters and VCCS can be operated in an ECS Ground Mode for preheating or
O
cooling the aircraft before engine start. With the aircraft on ground and the engine not running,
S
and with a 28 VDC external power supply connected and powered on the ECS Ground Mode
SE
can be entered by changing the CKPT or CAB TEMP selection with the TSC or by pressing the
bezel buttons adjacent to the soft keys on the ENVIRONMENT status window.
PO
R
PU
Cockpit, cabin and underfloor (with optional cold weather kit) air temperatures are displayed in
the ENVIRONMENT window of the systems MFD.
N
IO
The CAS window on the systems MFD displays the following CAS messages for the ECS
AT
(refer to Table 7-15-1):

IZ
Table 7-15-1: ECS - CAS Messages

R
IA

IL
ACS Low Inflow Caution will illuminate when:

M
− The ACS is automatically shutdown. Overpressure and

FA
overtemperature switches are installed to monitor the

ACS system. If pressures greater than 40 psi are
D
sensed in the bleed air line downstream of the flow

AN
control venturi, temperatures greater than 290°C in the

bleed line upstream of the Primary Shutoff Valve,
AL
temperatures greater than 105°C are sensed in the air

ER
line downstream of the water separator, or if the

Firewall Shutoff Valve is closed, the ACS will
EN
automatically shutdown.
G
− The CPCS is not able to achieve the required cabin

R
pressure (due to ACS switched to INHIBIT, or

12-C-A15-00-0715-00A-043A-A
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insufficient ACS airflow, or excessive cabin air leakage)

the Cabin Pressure Control Unit will detect a “ACS Low
Inflow”.
ECS Fault Caution will illuminate when the ECS Controller has detected
a critical fault or if the ECS Controller has lost data
communication with the MAU.

CAS WINDOW ECS CONTROL SWITCHES
ACS ELECTRICAL FANS FOOT

BLEED AIR HEAT/COOL VENT MAX WARMER
ON
INHIBIT INHIBIT LOW INHIBIT ON
AUTO AUTO AUTO AUTO OFF

O
X
Y
G
E
LY
N
N
O
S
OFF
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
CKPT
TEMP
G
BEZEL
R
BUTTONS
CKPT
12-C-A15-00-0715-00A-043A-A
o
CKPT 22 c
FO
TEMP
o CAB
CAB 19 c TEMP ACS FIREWALL
o
U-FLR 20 c SHUTOFF VALVE
ENVIRONMENT WINDOW
ICN-12-C-A150715-A-S4080-00030-A-001-01
Figure 7-15-1: ECS - Controls and Indications

ENGINE
P 2.5 BLEED
P 3 BLEED
LOW PRESSURE
LY
PNEUMATIC
NON-RETURN
SERVICES
VALVE
N
BLEED CHANGE-OVER
KEY PRESSURE SWITCH
O
(43 / 36 PSI)
HIGH PRESSURE
S
BLEED AIR VENTURI
SE
LOW PRESSURE
HIGH PRESSURE
PO
SHUT-OFF VALVE OVERPRESSURE
SWITCH 40 PSI
FLOW CONTROL
R
VENTURI
OVERTEMP
PU
SWITCH 290°C
N
AIR
PRIMARY
IO
INLET
SHUT-OFF
VALVE
AT
WATER
SPRAY
IZ
R
IA
FIREWALL
TEMPERATURE
IL
CONTROL VALVE
M
HEAT
FA
EXCHANGER
DUCT TEMP COOLING
AIRFLOW
TURBINE
D
SENSOR
AN
ACS
WATER
SEPARATOR
AL
ER
FAN
FIREWALL DUCT
EN
SHUT-OFF OVERTEMP
VALVE SWITCH
105°C
G
R
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ICN-12-C-A150715-A-S4080-00031-A-001-01
Figure 7-15-2: ECS - Air Cycle System (ACS)

CONDITIONED AIR
SUPPLIED FROM ECS
FIREWALL
FOOT WARMER SHUTOFF VALVE
OPTION
FOOT
OUTLET FOOT
OUTLET
FOOT OUTLET
FOOT OUTLET
LY
OPEN/CLOSED
OPEN/CLOSED LEVER
LEVER
N
O
PANEL PANEL
OUTLET OUTLET
S
SE
FLOW
CONTROL EMERGENCY RAM
PO
VALVE AIR INLET
R
PLENUM
PU
CHAMBER
NON-RETURN
VALVE
PAX
N
IO
DOOR
AT
IZ
R
IA
CABIN SIDEWALL CABIN SIDEWALL

DISTRIBUTION DISTRIBUTION
IL
DUCT LEFT DUCT RIGHT

M
U/F HEATER
FA
U/FLOOR
DISTRIBUTION
D
DUCT
AN
AL
ER
CABIN HEATER
EN
INLET FROM
G
CABIN
R
12-C-A15-00-0715-00A-043A-A
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FLOOR STEP
ICN-12-C-A150715-A-S4080-00032-A-001-01
Figure 7-15-3: ECS - Auxiliary Heaters and Distribution Ducting

CABIN GASPERS
LY
N
O
S
PERMANENT SPRAY OUTLETS
SE
CABIN OVERHEAD DUCT (30 ON EACH SIDE)
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
EVAPORATOR / BLOWER
D
COMPRESSOR / CONDENSER
AN
AL
CONDENSER INLET
CONDENSER OUTLET VENT
ER
EN
G
HIGH PRESSURE LIQUID

R
LOW PRESSURE GAS

12-C-A15-00-0715-00A-043A-A
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VENT FAN
FLOOD VENT
ICN-12-C-A150715-A-S4080-00033-A-001-01
Figure 7-15-4: ECS - Vapor Cycle Cooling System (VCCS)

LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
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Foot Warmer System (Optional)
7-16 Foot Warmer System (Optional)
7-16-1 Description
The foot warmer system (when installed) comprises a 28 VDC 1kW heater installed forward
above the cockpit floor. Ducting connects the heater to foot outlets at the pilot and copilot
position. A FOOT WARMER switch is installed on the switch panel located on the copilot’s
lower left panel. It has the positions ON and OFF. Power is supplied from the secondary
powerline to the heater relay and from the non-essential bus through the FOOT WARMER
circuit breaker to the switch.
LY
7-16-2 Operation
N
O
The foot warmer system operates from the aircraft electrical power or from external power.
S
When the FOOT WARMER switch is set to ON, 28 VDC is supplied to the heater relay. The
SE
relay is energized and the heater and fan operates. The heated air is sent by the fan to the
pilot and copilot foot outlets. If the temperature of the heater becomes too high the thermal
PO
protection switch operates and de-energizes the heater relay.
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0716-00A-043A-A
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Operation
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0716-00A-043A-A
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Cabin Pressure Control System
7-17 Cabin Pressure Control System
7-17-1 General
For the system controls and functional diagram, refer to Fig. 7-17-1, CPCS - Controls and
Indications and Fig. 7-17-2, CPCS - Functional Diagram.
The Cabin Pressure Control system (CPCS) comprises:
− A dual channel Cabin Pressure Electronic Control and Monitoring Unit (ECMU)
LY
− An electrically driven Outflow Valve (OFV)
N
− A pneumatic safety Pressure Relief Valve (PRV)
O
− Two Negative Pressure Relief Valves (NPRV).
S
SE
The systems Multi Function Display (MFD) has an ENVIRONMENT status window that allows
the pilot to monitor and control the CPCS. Manual control of the CPCS functions for
PO
emergency operation are provided on the CPCS switch panel located on the copilots lower left
R
panel.
PU
The ECMU controls the rate of exhaust of the air that the Air Cycle System (ACS) supplies as
conditioned air to the cockpit and cabin. It keeps cabin air pressure between safe and
N
comfortable limits for the passengers and crew, and the aircraft structure.
IO
Operation of the CPCS is fully automatic during normal operation. A semiautomatic mode
AT
called ‘Low Cabin’ is available, whereby the pilot can use Landing Field Elevation (LFE) as the
IZ
target cabin altitude. The CPCS will then maintain the selected cabin altitude (as LFE) up to a
R
maximum pressure differential of 5.75 psi.

IA
IL
7-17-2 Description
M
The ECMU is a dual channel controller and is installed in the under floor pressurized area. The
FA
ECMU channels sense cabin pressure and receive aircraft pressure altitude and rate of climb
data from the Modular Avionics Unit (MAU). The cabin altitude, cabin rate of climb and cabin
D
rate of descent and differential pressure are all automatically controlled by the ECMU
AN
controlling the exhaust airflow from the outflow valve. The cabin internal pressures and airflow
rates are controlled within limitations for safe and comfortable flight. A “Low Cabin” mode can
AL
be used for more comfort (cabin at lower pressure altitude) for flight up to intermediate cruise
ER
levels. Also, panoramic flights (frequent altitude changes) will be more comfortable using the
“Low Cab” mode, due to a constant rather than continuously adjusting cabin pressure.
EN
In the event of a detected fault in the AUTO channel, CPCS FAULT will be annunciated and
G
the pilot must switch the ECMU to the MANUAL channel. The AUTO channel of the ECMU is
R
supplied with 28 VDC from the ESS Bus and the MANUAL channel is supplied from the EPS
12-C-A15-00-0717-00A-043A-A
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Bus.
The OFV has a circular butterfly plate that rotates in the valve body. The butterfly valve is
operated by an actuator assembly which has two electrical motors and a gearbox. Each
electrical motor is connected to and controlled by one of the two channels in the ECMU. The
OFV is installed on the cabin forward pressure bulkhead and exhausts air out through louvers
in the equipment bay doors.

Operation
The PRV is a pneumatic poppet type control valve. The PRV contains a positive pressure relief
metering section that senses differential pressure between the cabin and atmosphere. If the
differential pressure exceeds the relief set point the valve will open to regulate the cabin to
atmosphere differential pressure to below the maximum value. The PRV also has a negative
pressure relief function and will open to allow atmosphere air to enter the cabin to prevent the
atmosphere to cabin differential pressure from exceeding a given limit. The PRV is
pneumatically actuated and is completely independent of the OFV and ECMU.
The two NPRV are nonreturn valves and are located in the rear pressure bulkhead. In case of
negative pressure conditions they provide a second means to relieve cabin pressure.
LY
The CPCS switch panel is located on the copilots lower left panel for control of the system.
There is a guarded SYSTEM MODE switch with the positions AUTO and MANUAL, and a
N
O
MANUAL CONTROL switch with the positions DESCENT and CLIMB.
S
There is also a guarded CABIN PRESSURE switch with the positions AUTO and DUMP. In
SE
case of emergency the switch can be selected to DUMP.
PO
When the CPCS SYSTEM MODE switch is in the AUTO position, the ENVIRONMENT window
on the systems MFD will show a digital display for cabin altitude, differential cabin pressure,
R
cabin altitude rate of change and LFE. The LFE can be automatically provided when the
PU
destination airport had been entered in the Flight Management System and the field elevation
for the destination airport is in the data base. The pilot can manually enter the LFE and/or
N
switch to a “low cabin” fixed cabin pressure submode (Refer to Section 4, CPCS Low Cabin
IO
Mode Operation). When the CPCS SYSTEM MODE switch is selected to MANUAL no
AT
information associated with LFE will be displayed.

IZ
If the LFE data to the CPCS becomes unavailable or invalid (e.g. due to an FMS failure or a
R
MAU interface error), the CPCS uses the default LFE of 10000 ft to determine the target cabin
IA
altitude. Therefore, the flight crew must manually reselect the LFE early enough to prevent
IL
over or under pressurization. Alternatively, the CPCS SYSTEM MODE switch may be selected
M
to MANUAL for manual control of the cabin altitude.

FA
In the event of a CPCS malfunction, warning and caution messages will be shown in the Crew
Alerting System (CAS) window of the system Multi Function Display.
D
AN
7-17-3 Operation
AL
The CPCS automatically controls the cabin pressure to:

ER
− Depressurize the cabin on the ground to allow for door opening and crew/passenger
EN
entry and exit

G
− Pre-pressurize the cabin during takeoff and landing to prevent pressure bump excursions
R
− Control the cabin altitude and rate of change during flight for passenger comfort
12-C-A15-00-0717-00A-043A-A
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− Prevent the cabin to atmosphere differential pressure limit being exceeded and the cabin
altitude from exceeding 10,000 feet for normal operation
− Close the OFV to provide an automatic altitude limiting function if the cabin exceeds
14,800 ft, automatic altitude limiting function.
The normal mode of operation is with the switches in the AUTO position. The CPCS Controller
then, using data from the MAU, automatically controls the cabin air exhaust to optimize the
cabin pressure comfort.

Operation
During climb the cabin pressure is controlled depending on aircraft altitude. During descent,
the cabin pressure is controlled depending on aircraft altitude, rate and LFE.
The following table helps to understand the targeted cabin pressure altitudes for the automatic
controlled scheduling in climb and descent mode. Refer to Table 7-17-1 below.
Table 7-17-1: CPCS - Altitude Target Values
A/C Altitude (ft) Climb, Target Cabin Alt (in Descent, Target Cabin Alt (in
Flight) Flight)
30000 10000 10000
LY
29000 9770 9770
N
28000 9074 9074
O
27000 8452 8452
S
26000 7890 7890
SE
25000 7379 7379
PO
24000 6908 6908
23000 6470 6470
R
PU
22000 6060 6060
21000 5676 5676
20000 5315
N 5070
IO
19000 4969 4447
AT
18000 4633 3813

IZ
17000 4306 3170

R
16000 3989 2518

IA
15000 3680 1857

IL
14000 3379 1190

M
13000 3087 512

FA
12000 2802 -175

11000 2523 -868
D
AN
10000 2252 -1300

9000 1988 -1300
AL
8000 1729 -1300

ER
7000 1477 -1300

6000 1230 -1300
EN
5000 989 -1300

G
4000 752 -1300

3000 520 -1300
R
12-C-A15-00-0717-00A-043A-A
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2000 293 -1300

1000 69 -1300
0 -150 -1300
-2000 -2000 -2000
Note
The table shows the target values throughout the full operating range. For takeoff and
landings, different control routines are followed to match the appropriate field elevation.

Operation
If the aircraft descends more than 1,300 ft (from previous stable altitude), the CPCS goes into
so-called descent mode, for which the cabin is controlled towards the ELEV pressure altitude.
If the aircraft climbs more than 1,300 ft, (from previous stable altitude), the CPCS goes into so
called climb mode, for which the cabin is controlled depending on aircraft altitude.
Before flight the pilot enters the Landing Field in the Flight Management System (FMS) and
barometric correction on the Primary Flight Display (PFD), this information is then sent via the
MAU to the CPCS. The Airport Identifier and Landing Field Elevation will be shown with an
FMS ELEV legend in the ENVIRONMENT window. The CPCS also receives data from the
MAU ref aircraft altitude, weight on wheels, takeoff power and doors closed. Ground mode
Built-in Test (BIT) is continuously running on ground to make sure the system is ready to
LY
perform control for the next flight. On ground the OFV is controlled to full open.
N
O
If Landing Field information is not available from the FMS, the LFE can be set manually via the
Touch Screen Controller or by the bezel button adjacent to the ELEV soft key on the systems
S
MFD ENVIRONMENT status window. The LFE will be shown with an ELEV legend in the
SE
ENVIRONMENT window. If incorrect data is entered a DATA MISMATCH legend will be
PO
shown.
R
The Touch Screen Controller or the bezel button adjacent to the CAB MODE soft key can be
PU
used to select Low Cab mode. The green LOW CAB annunciator will be shown in the
ENVIRONMENT window. The CPCS will control the cabin pressure to the selected pressure
N
altitude (LFE) as long as the max Δ px (5.75 psid) is not exceeded.
IO
During takeoff with ACS inflow air present, the OFV is moved to a more closed position and
AT
then changes its position to control the cabin pressure rate of change.
IZ
In case of an aborted takeoff the cabin will be automatically depressurized.

R
During climb the cabin altitude is scheduled to achieve 10,000 feet when the aircraft reaches
IA
30,000 feet.
IL
M
If a takeoff occurs at an airfield greater than 10,000 feet, the cabin is commanded to 10,000
FA
feet or below just after takeoff at a fast rate so that the cabin altitude reaches 10,000 feet prior
to the aircraft exceeding 25,000 feet. This is High Airfield Operation and the green HI FIELD
D
annunciator will be shown in the ENVIRONMENT window until the aircraft climbs to above
AN
25,000 feet.
When the aircraft reaches its cruising altitude and levels off, after a short period of time the
AL
commanded cabin pressure is held to a constant value for maximum stability. The CPCS has
ER
an automatic altitude limiting function that closes the OFV if the cabin pressure exceeds
14,800 feet.
EN
During descent the cabin altitude is commanded towards the landing field elevation, limited by
G
the differential pressure. If the landing field elevation exceeds 10,000 feet the cabin altitude is
R
limited to 10,000 feet until the aircraft descends through 25,000 feet. The green HI FIELD
12-C-A15-00-0717-00A-043A-A
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annunciator will come on when descending through 25,000 feet and will remain on. On the
ground, above 10,000 feet, the green HI FIELD annunciator will also come on.
A landing is made with slight differential pressure to reduce cabin pressure transients just
before and during touchdown. Once landed the OFV is slowly moved to the open position to
fully depressurize the cabin as the aircraft is taxiing.
The actual cabin altitude, cabin altitude rate of change and cabin to atmosphere differential
pressure is displayed in the ENVIRONMENT window of the systems MFD. In the event of
system malfunctions the ECMU will send warnings and caution alerts to the CAS. Procedures
to clear CPCS CAS messages are given in Section 3, Cabin Environment Failures.

The cabin pressurized warning monitor in the Monitor Warning System continually monitors the
cabin pressure when the aircraft is on the ground. If the cabin does become pressurized on the
ground or does not depressurize on landing with the SYSTEM MODE switch selected to
MANUAL, the monitor warning function will give a CAB PRESS alert on the PFD and an aural
“Cabin” message. Pilot actions required in this event are given in Section 3, Cabin Pressure -
3-17-01.
In an emergency manual control can be selected by setting the SYSTEM MODE switch to the
MANUAL position. This disables the automatic mode completely and an amber CPCS
MANUAL CTRL status message will be shown at the top of the ENVIRONMENT window of the
systems MFD. The MANUAL CONTROL CLIMB DESCENT switch becomes active. This
LY
switch is spring loaded to the center position, and can be held to the CLIMB or DESCENT
N
position which then sends a signal to both ECMU channels and OFV drive motors to close or
O
open the OFV. There will be a time delay between the switch operation and the change to the
S
cabin altitude. Therefore, when setting a certain cabin altitude by use of the CLIMB/DESCENT
SE
switch, the switch should be pushed intermittently and cabin altitude monitored in order to
avoid over or under shoots. If one of the ECMU channels fails the other channel will still
PO
operate the OFV. Once the CLIMB/DESCENT switch is released, no open or close command
is given to the OFV. The ECMU altitude limit function will override the manual control by
R
PU
closing the outflow valve once the cabin altitude exceeds 14,800 ft.
Selection of the CABIN PRESSURE switch to the DUMP position will command the OFV to the
N
fully open position with the effect of fully depressurizing the aircraft. DUMP will override the
IO
ECMU altitude limit function and will open the outflow valve at any cabin altitude.
AT
If the Passenger oxygen control valve selector is set to AUTO, the CPCS will automatically
IZ
select the passenger oxygen system on at a cabin altitude of 13,500 feet (or at a higher set
R
point for high airfield operations). With the passenger oxygen system pressurized the green
IA
PAX OXY annunciator will be shown in the ENVIRONMENT window of the systems MFD.
IL

M
FA
Indications of the actual cabin altitude, cabin altitude rate of change and cabin to atmosphere
differential pressure are displayed in the ENVIRONMENT window of the systems MFD. Under
D
normal operating conditions the CPCS indications are given in white. If a cabin altitude or
AN
cabin pressure out of limits condition arises the CPCS indication will change to yellow for a
caution or red for a warning condition with the relevant CAS caution or warning. All sensing,
AL
indications and warning outputs are created by the ECMU.

ER
The CAS window of the systems MFD displays the following warnings (red) and cautions
EN
(amber) for the CPCS (refer to Table 7-17-2):

G
R
12-C-A15-00-0717-00A-043A-A
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Table 7-17-2: CPCS - CAS Messages

Cabin Pressure Cabin pressure differential exceeds 6.35 psi or drops below
-0.25 psi
Cabin Altitude Cabin altitude is above 10,500 feet or above 14,200 feet in
High Airfield Operation
Secondary backup warning provided by the avionics based
on ECMU input detects a cabin altitude above 14,800 feet
Cabin Pressure Cabin pressure differential is greater than 6.0 psi
LY
ACS Low Inflow Low airflow into cabin, or excessive cabin air leakage (OFV
closed in the air, cabin altitude rate error more than 250 ft/
N
min) (generated by the MAU)
O
CPCS Fault ECMU AUTO channel has failed. Automatic control no longer
S
available
SE
The ENVIRONMENT window of the systems MFD displays the following annunciations (refer
PO
to Table 7-17-3) when:
R
PU
Table 7-17-3: CPCS - Annunciations on Environment Window
Annunciation Flight phase Description

N
IO
HI FIELD Ground or Landing The CPCS detects the aircraft is on the
ground above 10,000 feet and the CPCS is
AT
in Ground or Landing mode

IZ
Climb Takeoff from airfield greater than 10,000 ft

R
and aircraft altitude less than 25,000 ft and

IA
the CPCS is in Climb mode

IL
Descent Selected landing field elevation is more

M
than 10,000 ft and aircraft altitude less than

FA
25,000 ft and the CPCS is in Descent

mode
D
PAX OXY Passenger oxygen system is pressurized

AN
LOW CAB Low cabin mode has been selected

AL
ER
EN
G
R
12-C-A15-00-0717-00A-043A-A
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CAS WINDOW
ON
O
X
Y CPCS
G SYSTEM MODE CABIN PRESSURE
E
LY
MANUAL CONTROL
N
N
MANUAL CLIMB DUMP
O
S
OFF AUTO DESCENT AUTO
SE
PO
CPCS CONTROL SWITCHES
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
ENVIRONMENT
FMS ELEV
KPHX 800
G
ELEV FT
CAB ALT 3460 FT

CAB
R
P 5.70 MODE
12-C-A15-00-0717-00A-043A-A
PSI
FO
BEZEL
CAB RATE + 380 FPM BUTTONS
HI FIELD LOW CAB ELEV
PAX OXY
ENVIRONMENT WINDOW
ICN-12-C-A150717-A-S4080-00034-A-001-01
Figure 7-17-1: CPCS - Controls and Indications

EPS BUS
CPCS
MON
STATIC
ATMOSPHERIC
CABIN PRESSURE
PRESSURE
ELECTRONIC CONTROL
LY
AND MONITORING UNIT
MON CHANNEL
N
O
MANUAL CONTROL PRESSURE
CIRCUIT RELIEF VALVE
S
PASSENGER
SE
OXYGEN ECS
PO
ADAHRS
R
A B
PU
CABIN
ALT
ANALOG CABIN SENSORS MOTOR 1
N
ALTITUDE SIGNAL IO
MAU
CHANNEL A
AT
CPCS
SYSTEMS GEAR OUTFLOW
CONTROL
MFD TRAIN VALVE
PANEL
IZ
MAU
CHANNEL B
R
IA
MOTOR 2
CABIN
IL
ALT
SENSORS
M
A B
FA
ADAHRS
ESS BUS
D
CPCS
AN
AUTO
AUTO CONTROL
AL
CIRCUIT
ER
CABIN PRESSURE
ELECTRONIC CONTROL FORWARD
EN
AND MONITORING UNIT PRESSURE

AUTO CHANNEL BULKHEAD
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CPCU
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PASSENGER
OXYGEN
ICN-12-C-A150717-A-S4080-00035-A-001-01
Figure 7-17-2: CPCS - Functional Diagram

Oxygen System
7-18 Oxygen System
7-18-1 General
The aircraft is equipped with an emergency oxygen system for use by the crew and
passengers in the event of contaminated air being introduced into the cabin or a loss of
pressurization with a rapid descent to lower altitudes.
The pilot and copilot masks are supplied with quick-donning diluter-demand masks which are
permanently connected to outlets in the cockpit sidewalls.
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A constant flow mask is provided at each passenger seat location in the cabin. In the
Corporate Commuter interior configuration the nine masks must be connected to the bayonet
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outlets in the cabin sidewall before flight by the flight crew for flights above 10,000 ft. In the
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executive interior configuration the masks (the number is dependent on the interior variation)
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are located in boxes in the arm rests and are permanently connected for all flights. No
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connection action is required by the flight crew or passengers.
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7-18-2 Description
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An oxygen cylinder, made of composite material, is located in an external compartment in the
right side of the fuselage forward of the main wing (outside the pressure area) from which the
oxygen system is serviced and replenished (Refer to Section 8, Servicing, for servicing
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instructions).
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Attached to the cylinder head is an isolation valve to permit cylinder removal and installation.
The valve is connected by a push pull cable to a handle in the cockpit allowing the system to
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be isolated while the aircraft is on the ground. The valve is connected to the aircraft supply,
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ground charging valve, the contents pressure gauges and the overpressure relief valve.
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Two gauges are provided, one in the service bay and one on the left cockpit side panel forward
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of the Test Panel. Overpressure protection is provided by a relief valve in the form of a green
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rupture disc located in the fuselage skin above the service bay door. This disc is designed to
rupture at 2775 +50/-0 psi, discharging the cylinder contents overboard. Disc integrity is
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checked during the preflight inspection. If found ruptured and the contents pressure gauge
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indicates zero, proper maintenance must be performed on the system before flights above
10,000 ft altitude.
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When filled, the storage cylinder should be charged to 1841 psi (126.9 bar) at 20 °C, with a
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minimum pressure of 265 psi (18.3 bar) for proper flow to the masks. A pressure reducing
valve, adjacent to the oxygen cylinder reduces the oxygen pressure to a nominal 70 psi (4.8
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bar), prior to entering the cabin. This is for safety reasons and to avoid excessive flow through
the masks.
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Two crew full-face masks of the diluter demand type are located in boxes on the front of the
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cockpit bulkhead behind each crew member. They are permanently connected to outlets in the
cockpit sidewalls. Each mask which is of the diluterdemand type, is equipped with a
microphone and an ON/OFF - AIRMIX/100% selector valve. Oxygen is provided to the crew
masks at all times regardless of the PASSENGER OXYGEN selector position. Each mask has
a PRESS TO TEST button and a flow indicator that shows when proper pressure is supplied to
the mask. Turning the PRESS TO TEST button counterclockwise to the emergency position
will supply 100% oxygen at a slight overpressure.

Description
The main OXYGEN lever is mounted to the copilots lower left panel. It is connected by a push
pull cable to the isolation valve on the cylinder head. While the aircraft is on ground the lever is
normally in the OFF position isolating the cylinder from the system and preventing prolonged
leakage from the crew masks. Before engine start and as the first action associated with the
oxygen system, the lever should be moved to the ON position.
The PASSENGER OXYGEN selector, located in the left cockpit sidewall, has three positions to
control the operation of the passenger distribution system. The OFF position stops the flow to
the passenger outlets. The ON position permits flow to the passenger masks. The AUTO
position will permit automatic pressurization of the passenger oxygen system when the Cabin
Pressure Control System (CPCS) senses a cabin altitude above 13,500 feet +/- 500 feet or
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when in HI FIELD mode the cabin altitude is sensed above takeoff/landing field elevation
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+2000 ft or 14,500 +/- 500 ft.
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In the Corporate Commuter configuration the passenger constant flow oxygen masks are
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stored under or near each seat position. For flights below 10,000 ft altitude the masks need not
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be connected to the outlets in the lower cabin sidewalls. In the event of an emergency
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requiring oxygen use, the passengers are instructed to connect the mask bayonet type
connector to the outlets themselves. For flights above 10,000 ft altitude the mask must be
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connected to the outlets by the flight crew before flight. When disconnected, the outlets are
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spring loaded closed to prevent oxygen leakage.
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In the executive interior configuration the passenger constant flow oxygen masks are stowed
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under covers placarded OXYGEN MASK INSIDE in the cabin sidewall armrests. The masks
are permanently connected to the outlets irrespective of the type of operation and flight
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altitude. The mask stowage compartments are located near to the seats. The masks have a
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red tape band which must be positioned to show from the cover in the direction accessible to
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the seat occupant. A placard PULL TAPE FOR OXYGEN MASK is attached to the armrest
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near each oxygen mask cover. An oxygen mask is installed in the lavatory. The mask is
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connected to the passenger oxygen system and is stowed in a box attached to the top of the
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lavatory sidewall. A visible red tape band is pulled to release the oxygen mask.
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Operation
7-18-3 Operation
WARNING
TO PREVENT POSSIBLE FREEZING AND MALFUNCTIONING OF SYSTEM, MAKE
SURE THAT SYSTEM IS ONLY SERVICED WITH APPROVED, AVIATION GRADE
OXYGEN.
TO PREVENT POSSIBLE EXPLOSION AND/OR FIRE, MAKE SURE ALL OIL AND
GREASE IS KEPT AWAY FROM OXYGEN SYSTEM COMPONENTS.
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SMOKING IS STRICTLY PROHIBITED ANY TIME OXYGEN IS IN USE.
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OILY, FATTY OR GREASY SUBSTANCES, INCLUDING SOAPS, LIPSTICK, AFTER
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SHAVE LOTION, MAKEUP ARE CAPABLE OF SPONTANEOUS COMBUSTION ON
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CONTACT WITH OXYGEN.
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CAUTION
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Pilots who fly at high altitude must be aware of the physiological problems
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associated with prolonged flights at such high altitudes. Dehydration and the slow
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onset of Hypoxia may be noticed in the passengers.
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Passenger comfort may be increased by an occasional intake of fluids. Prolonged
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high altitude flights require warm clothing and monitoring of the cabin temperature
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and the physical state of the crew and passengers.

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Normal system operation is with the three-position PASSENGER OXYGEN selector in the
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AUTO position, to provide oxygen immediately in the event of a depressurization. The crew will
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then don their own masks and order the passengers to don their masks. The masks in an
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executive interior aircraft can easily be removed from their stowage by pulling the red tape
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band showing from the cover marked OXYGEN MASK INSIDE. Oxygen availability to the
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cabin is verified by the oxygen pressure switch activating the PAX OXY annunciator in the
ENVIRONMENT window of the systems Multi Function Display (MFD).
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The ON position will be selected by the pilot, in the event of smoke or fumes being present in
the cabin. The OFF position will be selected if the aircraft is being flown without passengers or
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is taken out of service for an extended time in order to conserve oxygen.

Note
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When a full oxygen supply is stored, it will supply two crew and nine passengers for a
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minimum of ten minutes, in which time a descent from 30,000 ft to 10,000 ft is performed.
Refer to the Oxygen Duration Chart (Table 4-20-1) in Section 4 to determine the minimum
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oxygen supply required for the number of occupants when operating at less than full
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oxygen pressure.
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As the oxygen system is an emergency system, normal usage will consist only of periodic
mask testing (both crew and passengers masks require testing) and of checking, and topping
up, if necessary, the storage cylinder.

Oxygen system pressure is indicated on a gauge on the left cockpit sidewall. PAX OXY will
show in the ENVIRONMENT window of the systems MFD when oxygen pressure is supplied to
the passenger masks (Refer to the Cabin Pressure Control System section Operation for more
information).

Larger capacity oxygen system (optional)
7-18-5 Larger capacity oxygen system (optional)

7-18-5.1 Rear Left Side
The system has a 1965 liter gaseous oxygen cylinder installed in the top left side of the rear
fuselage compartment, behind the rear pressure bulkhead. The large cylinder replaces the
standard smaller oxygen cylinder. The cylinder head isolation valve is secured in the open
position. System shut off, when the aircraft is on the ground, is by a rotary valve connected to
the cable from the oxygen shutoff handle on the copilots lower left panel. The rotary valve is
installed between frames 16 and 17 on the right side of the fuselage. A pressure transducer
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installed near the oxygen cylinder sends a pressure signal to the pressure gauge on the left
side of the cockpit. The oxygen replenishment point comprising a charging valve and a system
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pressure gauge is installed at the bottom of the rear fuselage compartment. The system
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overpressure protection burst disc indicator is installed on the left side of the rear fuselage.
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System controls and operation are the same as for the standard system. The system with full
oxygen pressure will meet the Canadian Operational CAR 605.31 and CAR 605.32
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requirements. Refer to the Oxygen Duration Chart (Table 4-20-1) in Section 4 to determine the
minimum oxygen supply required for the number of occupants when operating at less than full
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oxygen pressure.
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7-18-5.2 Rear Right Side
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The right side larger capacity oxygen system has the same operation and components as the
left side. The following components have a different location. The oxygen cylinder is installed
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in the top right side of the rear fuselage compartment. The oxygen replenishment point
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comprising a charging valve and a system pressure gauge is installed at the bottom right of the
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rear fuselage compartment. The system overpressure protection burst disc indicator is
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installed on the right side of the rear fuselage.

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Cockpit Arrangement
7-19 Cockpit Arrangement
7-19-1 General
For the Cockpit Layout, refer to Fig. 7-19-1, Cockpit - Layout
The cockpit avionics suite is based on a four Display Unit layout (the fourth DU is optional),
arranged in a T configuration. All of the cockpit controls, switches, and displays are readily
accessible to the pilot for single pilot operation. There is an overhead control panel which
contains the switches for electrical power management and various systems. The sidewalls
contain the circuit breaker panels. The center console contains the controls and switches.
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7-19-2 Description
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The overhead panel has ELECTRICAL POWER MANAGEMENT, SYSTEM TEST, FUEL
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PUMPS, ENGINE START, EXTERNAL LIGHTS and PASSENGER WARNING sections. These
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sections are fully described in their associated systems descriptions within this section.
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The left Display Unit (DU) is the pilots Primary Flight Display (PFD) and the right optional DU is
the copilot PFD. The center upper DU and center lower DU are the Multi Function Displays
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(MFD). The MFDs can be configured to situational awareness or systems MFD as required. To
the left of the pilots PFD is the clock (if installed), the Emergency Locator Transmitter (ELT)
Light Emitting Diode (LED) and the Electronic Standby Instrument System (ESIS), the main
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function of which is to display altitude, attitude and airspeed in the event of a total failure of the
primary avionic system. The clock (if installed) is powered directly from the Standby Bus. The
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ELT LED indicates if the ELT is activated. To the right side of the pilots PFD (and to the left of
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the copilots PFD if installed) are the PFD and Radio control panels. Above the pilots PFD is
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the No. 1 Audio/Marker panel. Above the copilots PFD (if installed) is the No. 2 Audio/Marker
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panel (if installed). Above the center upper MFD is the Flight Guidance Control Panel and
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below the lower MFD is the Touch Screen Controller (TSC). A parking brake handle is located
forward of the left bottom side panel below the instrument panel. An optional Feather Inhibit
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switch can be installed on the LH outer crossbar panel on the pilot’s side.
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The lower right panel on the pilot's side contains switches for the ice protection systems and
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the landing gear selector. An optional Air Data Attitude Heading Reference System (ADAHRS)
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Heading Override push switch can be installed on the right side of the pilot’s lower left panel.
The lower left panel on the copilot's side contains the Air Cycle System (ACS) and
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pressurization control switches and the main oxygen lever.

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The center console contains the prop low speed (optional), the trim interrupt, the flap interrupt
and the alternate stab trim switches, and the engine power control and flap lever. Further aft
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are the display reversionary control switches, the cockpit and cabin lighting controls and the
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Cursor Control Device (CCD) installed. The ACS and fuel firewall shutoff valve controls and
the emergency gear extension lever can be found on the aft vertical surface of the console.
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Description
On the rear left sidewall there is a panel which contains the flight time counter, oxygen
pressure gauge, ELT remote control switch, MIC SELECT, AURAL WARN inhibit and EMERG
COM 1 switches. When the optional 115 VAC power outlet system is installed a 115 VAC
power outlet is also installed on the panel. At the rear of the panel are the pilot MIC, PHONE
and the active noise reduction headset connections. Located in a recess at the rear of the left
sidewall is the PASSENGER OXYGEN selector, and oxygen and mic connections for the crew
oxygen mask. Above this area there is a storage point for the control wheel lock. On the lower
left sidewall a removal panel gives access to the document stowage area and also provides
storage for the Primus Apex software CD’s. Further forward a map light is installed above the
two circuit breaker panels in the sidewall. There is provision for document stowage and a cup
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holder built into the sidewall panel. At the top of the forward left sidewall there is a hand/mic in
a stowage area. Below the hand/mic stowage area is the optional dual USB charging port.
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Lower down there is a recess in the sidewall to give access to the circuit breakers on the left
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Power Junction Box (PJB).
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The right sidewall is similarly equipped but without the ELT remote control switch, control
wheel lock, oxygen pressure gauge and control valve. The similar panel at the rear only has
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the MIC SELECT switch and the copilot MIC, PHONE and the active noise reduction headset
connections. When the optional 115 VAC power outlet system is installed a 115 VAC power
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outlet is installed on the panel. There are two small removal panels on the right sidewall, they
are used by maintenance for access to the brakes reservoir and the ground maintenance
panel.
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Adjustable air conditioning outlets are positioned on the head liner and the sidewalls. These
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outlets should be kept open to allow the environmental control system to regulate the
temperature in the cockpit.
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Divider walls are installed behind the pilot and copilot seats and a curtain or door fits between
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the walls to form a division between the cockpit and cabin.

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On the forward side of each divider there are stowage cups for the pilot and copilot oxygen
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masks.
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Smoke goggles (if equipped) enclosed in a stowage are provided for the pilot and copilot. They
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are located on the forward side of the cabin divider, behind the pilot seat. Instructions for
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donning the smoke goggles are shown on Fig. 7-19-2, Cockpit - Donning of Smoke Goggles.
A fire extinguisher is located on the forward side of the cabin divider behind the copilot seat.
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Description
13 14
13
12 12
15
23 24
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16 16
20 21 22 25 26 27
17 18 19 28 29
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6 7 11 11
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10 30 6
9
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2 34 5 31 32
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67 56 41
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68
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54 44 43 42
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40 53 45 40
1 39 46 39
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60
62 61
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64 36
51
65 58 37 35
57 47 38 34
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59 50 48
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49
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1. HEADSET MIC/PHONE JACKS 25. AFCS CONTROL PANEL 48. ACS FIREWALL SHUTOFF CONTROL
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2. CONTROL LOCK 26. CO PILOT PFD & RADIO CTRL PANEL 49. EMERGENCY LANDING GEAR RELEASE
3. MASK OXYGEN/MIC JACKS 27. CO PILOT AUDIO/MARKER PANEL 50. FUEL FIREWALL SHUTOFF CONTROL
4. PASSENGER OXYGEN SELECTOR 28. MASTER CAUTION & WARNING LIGHTS 51. DISPLAY REVERSIONARY/COCKPIT/CABIN
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5. LEFT SIDEWALL CB PANELS 29. CO PILOT PFD LIGHTING CONTROL PANEL

6. UTILITY LIGHT 30. CO PILOT HAND MICROPHONE 52. TRIM INTERRUPT, ALT STAB TRIM, FLAP
7. HAND MICROPHONE 31. RIGHT SIDEWALL CB PANELS INTERRUPT, PROP LOW SPEED (OPTIONAL)
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8. DIRECT VISION (DV) WINDOW 32. CO PILOT MASK OXYGEN/MIC JACKS SWITCHES
9. PARKING BRAKE HANDLE 33. CO PILOT HEADSET MIC/PHONE JACKS 53. POWER CONTROL LEVER
10. CLOCK (OPTIONAL) 34. MAINTENANCE PANELS 54. LANDING GEAR HANDLE
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11. ECS SIDE AIR OUTLET 35. CV ERASE / CVFDR TEST SWITCH & 55. ICE PROTECTION SWITCHES
12. LOUDSPEAKER CVFDR TEST LED 56. CONTROL WHEEL
13. DOME LIGHT 36. CO PILOT MASK MIC/COMMS SWITCH 57. LH POWER JUNCTION BOX
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14. AIR VENTS 37. DUAL USB PORT (OPTIONAL) 58. DUAL USB PORT (OPTIONAL)
15. OVERHEAD ELECTRICAL CTRL PANEL 38. RH POWER JUNCTION BOX 59. CD STOWAGE BOX
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16. SUNVISOR 39. RUDDER PEDALS 60. FLIGHT TIME COUNTER

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17. EMERG. STANDBY INSTR. SYS (ESIS) 40. RUDDER PEDAL ADJUSTMENT HANDLE 61. OXYGEN PRESSURE INDICATOR
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18. PRIMARY FLIGHT DISPLAY (PFD) 41. CONTOL WHEEL 62. ELT REMOTE CONTROL SWITCH
19. MASTER CAUTION & WARNING LIGHTS 42. ACS & CPCS CONTROL SWITCHES 63. MASK MIC/COMMS SWITCH
20. AUDIO/MARKER PANEL 43. MAIN OXYGEN LEVER 64. AURAL INHIBIT SWITCH
21. PFD & RADIO CONTROL PANEL 44. LOWER MFD 65. EMERG FREQ/NORM SWITCH
22. UPPER MFD 45. TOUCH SCREEN CONTROLLER 66. HDG/TRK OVERRIDE SWITCH (OPTIONAL)
23. MAGNETIC COMPASS (OPTIONAL) 46. FLAP SELECTOR 67. ELT LED
24. GRAB HANDLE 47. CURSOR CONTROL DEVICE 68. FEATHER INHIBIT SWITCH (OPTIONAL)
ICN-12-C-A150719-A-S4080-00036-A-002-01
Figure 7-19-1: Cockpit - Layout

Description
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PUT MASK-REGULATOR ON HEAD. PLACE SMOKE GOGGLES ON HEAD
Readjust eye-glasses, if necessary. Readjust headband tension if necessary.
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Pull upper tube of harness and reposition
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it over the lower side of goggles frame.
Push goggles downwards.
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RED BANDS
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EMERGENCY
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100%
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SET REGULATOR CONTROLS ON OPEN VENT VALVE,

"100%" AND "EMERGENCY". so that red bands are visible.
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Depress "100%" rocker. Turn

"EMERGENCY" knob counter-clockwise
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Adjust goggles nose bridge shape to fit

tightly against mask shell by pressing each
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side of the bridge inward (see Detail A)
ICN-12-C-A150719-A-S4080-00037-A-001-01
Figure 7-19-2: Cockpit - Donning of Smoke Goggles

Pitot Static Systems
7-20 Pitot Static Systems
7-20-1 General
Dual pitot and static systems provide dynamic and static pressure to the Air Data Attitude
Heading Reference System (ADAHRS) and the Emergency Standby Instrument System
(ESIS).
Refer to Fig. 7-20-1, the Pitot and Static Systems Schematic.
7-20-2 Description
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A heated pitot head is installed on the bottom of the left and right wings.
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The pitot pressure sensed by the left (No. 1) pitot system is carried through lines within the
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wing and fuselage to the ADAHRS Channel A.
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The pitot pressure sensed by the right (No. 2) pitot system is carried through lines within the
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wing and fuselage to the ADAHRS Channel B. The No. 2 pitot system also supplies pitot
pressure to the ESIS.
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Two dual heated static ports are installed, one on each side of the rear fuselage aft of the rear
pressure bulkhead. Two pickups are used, one on each side, for each static system. The two
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pickups balance out the differences in static pressure caused by slight sideslips or skids.
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The static pressure sensed by the forward left and rear right static ports is carried through lines
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within the fuselage to the ADAHRS Channel A. The static pressure sensed by the forward right
and rear left static ports is carried through lines within the fuselage to the ADAHRS Channel B
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and to the ESIS.

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If one or more of the pitot static systems malfunction, they should be checked for dirt, leaks or
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moisture. The holes in the sensors for pitot and static pressures must be fully open and free
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from blockage. Blocked sensor holes will give erratic or zero readings to the ADAHRS.
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The heaters for the pitot heads and static ports are controlled by the PROBES switch on the
ICE PROTECTION panel, installed on the pilot’s lower right panel. Electrical power for left pitot
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and static port heating is supplied through the LH PITOT DE-ICE and LH STATIC DE-ICE
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circuit breakers on the Essential Bus. Electrical power for right pitot and static port heating is
supplied through the RH PITOT DE-ICE and RH STATIC DE-ICE circuit breakers on the Main
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Bus.
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The Crew Alerting System (CAS) window of the systems Multi Function Display (MFD)
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displays the following Cautions for the pitot and static systems (refer to Table 7-20-1):
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Table 7-20-1: Pitot Static Systems - CAS Messages

Probes Off Indicates the ice protection probes switch is
set to off and OAT < 10 °C
Pitot 1 Heat Indicates No. 1 system, No. 2 system or both
Pitot 2 Heat systems pitot head heater failure
Pitot 1 + 2 Heat
Static Heat Indicates one or both static port heater failure

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NOTE:
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REQUIRES
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LOAD LOAD
SENSOR SENSOR
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ESSENTIAL BUS MAIN BUS
Issue date: Mar 06, 2020

No.1
PITOT LH STATIC LH PITOT LH PROBES RH PROBES RH PITOT RH STATIC

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MAINTENANCE ACTION
TUBE (LH) DE ICE DE ICE DE ICE DE ICE DE ICE DE ICE
ON
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LOAD LOAD No.2
SENSOR D SENSOR PITOT
TUBE (RH)
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PITOT 1
ADAHRS
DRAIN
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PITOT 1
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ESS MAIN EPS
DRAIN CH A CH B ESIS
Figure 7-20-1: Pitot and Static Systems

BUS
ADAHRS
N ADAHRS
BUS BUS
ESIS
CH A CH B
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STATIC PORT (LH) S STATIC PORT (RH)
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STATIC 1
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DRAIN N DRAIN
Page 7-20-2
Report No: 02406
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Stall Warning / Stick Pusher System
7-21 Stall Warning / Stick Pusher System
7-21-1 General
The airplane is equipped with a stick shaker-pusher system to improve aircraft handling in the
low speed flight regime by preventing the airplane from inadvertently entering a stall condition.
The stick shaker-pusher system contains two Angle-of-Attack (AOA) sensors, two computers,
a single stick shaker and a single stick pusher. The two computers are connected in such a
way that either computer can, independently, provide stall warning (stick shaker and stall
warning) but both computers are required to actuate the stick pusher.
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7-21-2 Description
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For system operation, refer to Fig. 7-21-1, Stall Warning/Stick Pusher System.
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The left and right hand Stick Pusher Computers are each provided power from the Essential
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and Main bus. Each computer receives inputs from its respective AOA vane and AIR/GND
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relay. Both computers receive inputs from the engine torque, flap position, and self-test. From
these various inputs, each computer independently determines the "Defined Angle of Attack"
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for stall warning (stall warning and stick shaker activation), stick pusher activation, and stick
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pusher disengagement following an actual push. A digital serial output, from the left and right
computers, provide data to the Modular Avionics Unit (MAU) for the Dynamic Speed Bug
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(DSB) on the airspeed tape of the Primary Flight Display(s) (PFDs). It is also used for the
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display of the Low Speed Awareness Indication adjacent to the Air Speed Tape.
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The stick pusher, shaker, the Flight Alerting System (FAS) visual “Stall” and aural “Stall”
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warnings are disabled on the ground through the AIR/GND inputs, except for the self-test
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function. The stick pusher is inhibited for 5 seconds after liftoff. The shaker and the stall
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warning are operative immediately after liftoff.

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The stick pusher actuator has a built-in g-switch which inhibits the stick-pusher when the
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airplane's normal acceleration becomes less than 0.5 g. The output torque of the stick-pusher
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actuator is electronically-limited to have a force of 60 to 65 lbf on the control wheel. A slip-

clutch on the stick-pusher capstan allows control on the elevator with a force of 85 to 90 lbf on
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the control wheel, in the event of stick-pusher jam. The force on the control wheel is defined
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when the longitudinal control is pulled to 3/4 of its travel. This allows the pilot or copilot to
override the stick-pusher in the instance of an inadvertent operation.
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Each outboard control wheel horn is equipped with a PUSHER INTR push switch providing a
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means to quickly disengage the stick pusher actuator in the event of an inadvertent operation.
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When operated in pusher Ice Mode (to provide protection in icing conditions), all the shaker
and pusher actuating points measured by the angle of attack vanes are reduced by 8°. The
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pusher Ice Mode is set when the propeller de-icing system is switched ON and the inertial
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separator is set to OPEN. When both pusher computers are set in Ice Mode, PUSHER ICE
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MODE is shown in the ICE PROTECTION window of the systems Multi Function Display
(MFD). If only one computer is set in Ice Mode, or if no computer is set in Ice Mode while
conditions for ice mode are present, the Pusher message on the Crew Alerting System
(CAS) is activated.
The system is provided with a self-test function that can be activated at any time by pressing
and holding the STICK PUSHER switch located on the SYSTEM TEST section of the
overhead panel. PUSHER ICE MODE is illuminated during the self-test after the pusher is
first activated. The Pusher message on the CAS will remain illuminated until the self-test is
passed.

Operation
After engine start on the ground, the Pusher message will illuminate until the system test
has been successfully tested. The test must be done before takeoff. The engine must be
operating with the PCL out of idle, the flaps set to 15°, then press and hold the STICK
PUSHER switch to initiate the test. If the test switch is pressed and the test sequence does not
occur and/or the Pusher message remains illuminated, the system has failed the self-test
and further flight before maintenance is not approved. If the test switch is pressed without the
engine operating with the PCL out of idle and the flaps are not set to 15°, the Pusher
message will remain illuminated, the “Stall” warning and the test sequence will not occur.
The system function may be tested in the air anytime the engine is operating with the flaps at
any setting. Press and hold the test switch and observe the following sequence; PUSHER
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ICE MODE , “Stall” warning with stick shaker for 2 seconds followed by a 1 second pause, and
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“Stall” warning with stick shaker for 2 seconds. The pusher will not activate when the system is
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tested in flight. If the test switch is pushed and the test sequence does not occur and/or the
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Pusher message remains illuminated, the system has failed the self-test.
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WARNING
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STALLS MUST BE AVOIDED WHEN THE STICK PUSHER IS INOPERATIVE.
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EXCESSIVE WING DROP AND ALTITUDE LOSS MAY RESULT DURING STALL
WITH FLAPS DOWN AND/OR WHEN POWER IS APPLIED.
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The AOA vanes and mounting plates are electrically heated by internal heating elements. AOA
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vane and mounting plate heat is controlled by the PROBES switch located on the ICE
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PROTECTION switch panel. Refer to Fig. 7-21-1, Stall Warning/Stick Pusher System for
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system schematic.
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7-21-3 Operation
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The vane attached to the AOA probe aligns itself with the relative airflow. As it moves, it
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positions a wiper unit in the probe. This wiper unit adjusts the electrical output to its respective
pusher computer. As the airplane approaches the artificial stall (5 to 10 knots before pusher
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actuator), the stick shaker and the “Stall” warning will activate when one of the AOA pusher
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computers senses the defined angle of attack for stall warning/stick shaker activation. If the
“Stall” warnings are ignored and the approach to stall is continued, the stick pusher will
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activate when both AOA pusher computers sense the defined angle of attack for stick pusher
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activation. The stick shaker and “Stall” warning remain active during pusher operation.
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Pusher operation will be stopped when either AOA computer senses an angle of attack lower
than the angle of attack required to activate the pusher or when the airplane acceleration is
G
less than 0.5 g.

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If an inadvertent operation of the stick pusher occurs, push the PUSHER INTR switch on the
12-C-A15-00-0721-00A-043A-A
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control wheel outer horn to quickly disengage the stick pusher actuator.
Activation of the stick shaker disengages the autopilot if engaged, in order to give full authority
to a possible stick pusher activation. The autopilot can be manually reconnected after the
angle of attack is reduced and the stick shaker has ceased operation.

WARNING
IF ACCELERATED STALLS ARE PERFORMED IN THE LANDING CONFIGURATION
WITH HIGH POWER AND SIDESLIP, A RAPID PITCH-DOWN MAY RESULT WITH AN
ALTITUDE LOSS OF UP TO 500 FEET.

A digital serial output, from the left and right hand computers, provide data to the MAU for the
Monitor Warning System (MWS), the Dynamic Speed Bug on the PFD Attitude Direction
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Indictor (ADI) and Low Speed Awareness indication on the PFD Air Speed Indicator (ASI).
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The stick pusher system has an internal-fault monitoring system which will signal the MAU to
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illuminate the CAS Pusher message when one of the following events occur:
S
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− A Built in Test (BIT) failure
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− A push signal from only one computer that is longer than 3 seconds
− No output torque during a push
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− If either of the pilot or copilot DISC switches is pressed
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− If the aircraft normal acceleration is below 0.5 g for longer than 3 seconds
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− Disparity between WOW inputs.
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A malfunction in either pusher computer initiates a Pusher message to be shown on the

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CAS. This warns the pilot about a system malfunction and the pusher becoming inoperative.
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The stick shaker and “Stall” warning devices may still be operational if the stick pusher is
inoperative.
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The CAS will show AOA De Ice when a malfunction is sensed in the AOA vane or mounting
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plate heater circuits (current sensing).

PUSHER ICE MODE will show in the ICE PROTECTION window of the systems MFD when
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the propeller de-ice system is set ON and the inertial separator is set OPEN. In the Ice Mode,
the shaker and pusher activation points are reached 8° earlier than in the normal mode and the
Dynamic Speed Bug and Low Speed Awareness indication are adapted accordingly.
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If the Flap Control and Warning Unit (FCWU) detects a flap asymmetry, it:
EN
− Sends a Flap caution to the MAU for display on the CAS

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− Sends a signal to the stick pusher computer

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− Sends the flap position to the stick pusher computer.

12-C-A15-00-0721-00A-043A-A
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The stick pusher computer checks the flap position and flap asymmetry and if greater than 2°
for 10 seconds or more, sends a Pusher message to the MAU for display on the CAS and
goes into pusher safe mode. The MAU also signals the CAS to display the Pusher Safe
Mode advisory. When in safe mode, the stall warning trigger thresholds operate at the 0° flap
position settings irrespective of the flap position.

The Dynamic Speed Bug and the Low Speed Awareness indication are based on the left flap
position. As a result of setting 0° flap position when there is suspected asymmetry, the stick
shaker and stick pusher will operate at higher airspeeds than would be normal for the actual
flap position, but these higher airspeeds will not be reflected in the PFD indications. The
difference between the PFD indications to the actual activation speeds varies with power and
flap angle and can be as much as 5 KIAS faster. To allow for this, on approach the pilot must
apply a 10 KIAS margin above the Dynamic Speed Bug.
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ELECTRONIC ENGINE CONTROL

(A429 CHANNEL A AND CHANNEL B)
AOA AOA
ENGINE POWER PCL IDLE
LH RH
ENGINE
WEIGHT ON RUNNING FLAP WEIGHT ON
WHEEL LH SWITCH POSITION WHEEL RH
60 PSI
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N
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ESS BUS
S
STALL WARN 1
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LH STICK PUSHER RH STICK PUSHER
COMPUTER COMPUTER
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MAU
MAIN BUS
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CH B
STALL WARN 2
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PUSHER AOA
AT
RH COMP
FAIL
SYSTEM TEST STALL
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SWITCH
A/P CO PILOT PFD
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MAU
DISCONNECT
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CH A
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AOA
CAS ICE
LH COMP
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PROTECTION
FAIL "OR" PUSHER
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PUSHER (SEE NOTE)

AIR/GND PUSHER ICE
SERVO FAIL MODE
FAIL
D
STICK SYSTEMS MFD

AN
SHAKER
STALL
AL
PILOT PFD
ICE MODE
ER
AURAL STALL "AND"

WARNING (SEE NOTE)
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PROP INERT
DEICE SEP
ON OPEN
G
G SWITCH COPILOT
PILOT INTR
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INTR STICK PUSHER SWITCH

ACTUATOR
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SWITCH
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ESS
BUS
NOTE: "OR" - ACTIVATED BY
PUSHER EITHER COMPUTER
SYS "AND" - ACTIVATED BY
PUSHER
SYS GND BOTH COMPUTERS
ICN-12-C-A150721-A-S4080-00039-A-001-01
Figure 7-21-1: Stall Warning/Stick Pusher System (Sheet 1 of 3)

ESS BUS MAIN BUS
LH AOA LH PROBES RH PROBES LH AOA RH AOA

SENSOR DE ICE DE ICE PLATE SENSOR
DE ICE CONTROL DE ICE
DE ICING PROBES
SWITCH
OFF
LH PROBES RH PROBES
DE ICE RELAY DE ICE RELAY
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S
LH AOA
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PLATE CTL
RELAY
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ESS BUS IO MAIN BUS
LH AOA RH AOA
PLATE PLATE
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HEAT CONTROL CONTROL HEAT

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LH AOA PLATE FAIL FAIL RH AOA PLATE

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CONTROLLER CONTROLLER
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CONTROL
CONTROL
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PLATE
PLATE
HEAT
HEAT
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D
LH AOA PLATE RH AOA PLATE

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HEATER HEATER
AOA DE ICE
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LH AOA VANE RH AOA VANE

HEATER MAU HEATER
ER
CAS
EN
VANE
VANE
HEAT
HEAT
G
LH AOA LOAD FAIL FAIL RH AOA LOAD

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SENSOR SENSOR
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28V DC
28V DC
ICN-12-C-A150721-A-S4080-00040-A-001-01

OVERHEAD PANEL
Pusher
SYSTEM TEST
FIRE STICK Air/Gnd Fail
WARN LAMP PUSHER
AOA De Ice
Pusher Safe Mode
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CAS WINDOW
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PUSHER INTR PUSHER INTR
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SWITCH SWITCH
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CONTROL WHEEL
CONTROL WHEEL
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ICE PROTECTION SWITCHES

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ICE PROTECTION
PROBES LH WSHLD RH WSHLD
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ON HEAVY HEAVY
ICE PROTECTION
LIGHT LIGHT
AL
INERT SEP PROPELLER

OFF OFF OFF
PUSHER ICE MODE BOOTS
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ICE PROTECTION SYSTEM MFD ICE PROTECTION WINDOW

EN

G
OPEN ON 1 MIN
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3 MIN
12-C-A15-00-0721-00A-043A-A
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CLOSED OFF OFF
ICN-12-C-A150721-A-S4080-00041-A-001-01

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Airfoil De-ice System
7-22 Airfoil De-ice System
7-22-1 General
Inflatable neoprene boots are installed on the leading edges of the wings and horizontal tail
surfaces. Their purpose is to inflate and dispense any ice which may accrete on their surface
during flight in atmospheric icing conditions. When not in use, the boots have a vacuum
applied to prevent partial inflation while in flight.
7-22-2 Description
LY
The airplane is equipped with inflatable pneumatic de-icing boots fixed to the leading edges of
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the wings (two boots per wing - inboard and outboard) and the horizontal stabilizer. Air bled
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from the 3rd stage of the engine compressor section, is routed to the regulator-reliever valve of
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nominal 14 psi regulating pressure, then through a water separator to the ejector flow control
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valves. These valves, which are solenoid-operated, port air pressure to the de-icing boots in a
prescribed sequence: first to the horizontal stabilizer de-icer, then to the lower portion of the
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inboard wing de-icers, the upper portion, the lower portion of the outboard wing de-icers, and
finally the upper portion. Progression through this sequence is controlled by an electronic
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Timer/controller and monitored by low pressure sensing switches in each line, which are linked
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to the Modular Avionics Unit (MAU).
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When pressure is not being applied to the de-icer boots a small airflow is allowed to pass
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through the ejector valves to impose a vacuum in the lines to the de-icing boots. This provides
AT
a negative air pressure at the boots ensuring the airfoil contour is maintained.
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The pneumatic de-ice boot consists of a smooth neoprene and fabric blanket containing small
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spanwise de-icer tubes. Each wing de-icer has two air connections: one for the tubes on the
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lower surface and one for the tubes on the upper surface. The smaller boots on the horizontal
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stabilizer have one connection only.

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The water separator is located upstream of the ejector control valves. Its function is to remove
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any condensation from the system and consists simply of a set of vanes which introduce a
rotational swirl to the air that removes entrained water through centrifugal forces. A drain
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connection is fitted to the bottom of the housing to vent the moisture overboard.
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The pressure-reliever valve consists of a spring and poppet valve which, at the required
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pressure, will open to allow air to pass from the inlet to the outlet port. The nominal regulating
pressure is 14 psi. It also has an integral relief valve relieving at 18 psi.
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7-22-3 Operation
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Refer to Fig. 7-22-1, De-icing System.

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In the off mode the system applies a continuous vacuum to the de-ice boots while the engine is
12-C-A15-00-0722-00A-043A-A
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running. The system is initiated by setting the switch labeled BOOTS on the ICE
PROTECTION switch panel. The switch can be set to 3 MIN or 1 MIN and BOOTS is shown
in the ICE PROTECTION window of the systems Multi Function Display (MFD).

Indicating / Warning
When activated the timer will start the de-icing cycle with a dwell period of 20 seconds
(independent of which cycle has been selected), in order to allow the pilot to de-activate the
system in case of inadvertent activation outside the operating limits of the pneumatic de-ice
boots. The timer then actuates each ejector flow control valve (EFCV) in the prescribed
sequence, for eight seconds. The time to inflate and deflate all of the de-icer units is thus 40
seconds. If the 'one minute cycle' has been selected the de-icing cycle is repeated
immediately, if the 'three minute cycle' has been selected there is another 120 seconds dwell
period before the de-icing cylce is repeated. If the control system is deactivated during the
initial 20 seconds dwell period, the system will immediately be shutdown without inflating the
boots.
LY
Pressurization of each de-icer will cause the pressure switch to close, indicating proper
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operation. If there is a failure, the MAU will make the ICE PROTECTION BOOTS advisory
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go off and a De Ice Boots message will be shown on the Crew Alerting System (CAS).
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Operation of the wing boots can also be observed directly during ground checkout or from the
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airplane cabin. At night the left wing and boot operation can be observed using the wing
inspection light. If the control system is deactivated during a de-icing cycle, the cycle will be
PO
completed prior to system shutdown.
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CAUTION
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Operation of the Pneumatic Wing De-ice System in ambient temperatures below
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-40°C or above 40°C may cause permanent damage to the de-icer boots.
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7-22-4 Indicating / Warning

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If the Outside Air Temperature (OAT) is outside the allowed limits of the wing de-ice system,
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the Boots TEMP Limit message is shown on the CAS and an aural gong will sound to
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indicate that the de-icer boots must be switched OFF to prevent damage to the pneumatic de-
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icer boots.
In icing conditions, the flaps are not allowed to be extended more than 15 degrees, or if the de-
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icer boots have failed, the flaps are not allowed to be extended. If the flap limits are exceeded,
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the Flaps EXT Limit message is shown on the CAS and an aural gong will sound.
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With the BOOTS switch in the 3 MIN or 1 MIN position BOOTS is shown in the ICE
PROTECTION window to show the system is set to on and working correctly. Should the
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inflation pressure at the individual pressure switches not reach the nominal filling pressure of
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11 psi during the inflation sequence or an incorrect timing sequence, the MAU will make the
De Ice Boots message show on the CAS and the green advisory goes off in the MFD ICE
G
PROTECTION window.
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After failure of the de-icing boots, the aircrew should prepare for departure of icing conditions
12-C-A15-00-0722-00A-043A-A
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as soon as possible.

WINGS
PRESSURE
SWITCHES
WINGS
SELECTOR
FLOW-
CONTROL
VALVES
WATER HORIZ STAB EJECTOR

SEPARATOR FLOW-CONTROL VALVE
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N
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PRESSURE
S
REGULATOR
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BLEED AIR
PO
R
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N
HORIZ
STAB
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DE ICE PRESSURE
FIREWALL TIMER SWITCH
AT
CAS WINDOW
IZ
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De Ice Boots
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Boots TEMP Limit

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Flaps EXT Limit

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FA
D
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AL
ER
EN
ICE PROTECTION
G

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ICE PROTECTION
1 MIN
12-C-A15-00-0722-00A-043A-A
OPEN ON
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3 MIN
INERT SEP PROPELLER
CLOSED OFF OFF PUSHER ICE MODE BOOTS
SYSTEM MFD ICE PROTECTION WINDOW
ICN-12-C-A150722-A-S4080-00043-A-001-01
Figure 7-22-1: Deicing System (Sheet 1 of 2)

CAS
DE ICE BOOTS
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N
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S
ICE PROTECTION
MAU
SE
BOOTS CH B
VIDEO
PO
SYSTEM MFD
OUT
3 MIN
DE ICE BOOTS SWITCH
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1 MIN
OFF, 3 MIN, 1 MIN TIMER/CONTROLLER
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1 MIN
3/1 MIN CYCLE
MAIN 3 MIN
BUS OFF
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BOOTS 28V I/P OFF
DE ICE 1 MIN
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1 MIN CYCLE
AT
28V RTN
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No. 1
R
GND
PRESS
IA
SWITCH
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EMPENNAGE No. 1
M
LOWER INBOARD No. 2

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UPPER INBOARD No. 3

No. 1 P
LOWER OUTBOARD No. 4
UPPER OUTBOARD No. 5 FLOW
D
CONTROL
AN
VALVE
No. 2 PRESS SWITCH

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GND
No. 3 PRESS SWITCH
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CH A
No. 4 PRESS SWITCH

EN
No. 5 PRESS SWITCH

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ICN-12-C-A150722-A-S4080-00044-A-001-01
Figure 7-22-1: Deicing System (Sheet 2 of 2)

Comfort Features
7-23 Comfort Features
7-23-1 General
Extra comfort for the pilot and copilot can be provided by optional equipment installed at build.
For colder climates a Foot Warmer System (Optional) can be installed. Active Noise Reducing
(ANR) headsets are installed in the place of normal headsets. Power for the ANR function is
provided from the aircraft communications power supplies.
Passenger comfort is provided for by an Air Cycle System (ACS) and a Cabin Pressure
Control System system. Additional comfort can be provided with the Vapor Cycle Cooling
LY
System (when installed). The fans installed at the rear of the cabin can be used to increase the
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general air circulation around the cabin. The switches for the fans are on the copilots lower left
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panel.
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An optional 115 VAC power outlet system can be installed to give the facility to operate
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portable electronic equipment in the cockpit and cabin. Four power outlets are provided, one
PO
on the cockpit rear right switch panel, one on the left cabin sidewall and two on the right cabin
sidewall. Electrical power to the 115 VAC static inverter is supplied through the 115V AUX
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PWR circuit breaker on the CABIN BUS. The maximum power output for the system is 500
PU
Watt.
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12-C-A15-00-0723-00A-043A-A
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General
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Cabin Features
7-24 Cabin Features
7-24-1 General
The PC-12 has a large cabin that offers a flexible interior configuration for passenger and
cargo loading. There are two basic cabin configurations, a Corporate Commuter and an
Executive interior. Variations to the two basic configurations are continually being developed,
refer to Section 2, Maximum Passenger Seating Limits, for the variations that have been
approved. See Section 6, Interior Configurations, for passenger seat locations, and see
Section 6, General Loading Recommendations, for combi conversions and cargo loading
LY
information
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Divider walls are installed behind the pilot and copilot seats and a curtain or door fits between
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the walls to form a division between the cockpit and cabin.
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A fire extinguisher is located on the forward side of the cabin divider behind the copilot seat.
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Full operating instructions are given on the side of the extinguisher.
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7-24-2 Corporate Commuter Interior
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The standard Corporate Commuter Interior consists of two crew seats plus seating for up to
nine passengers. The baggage compartment is situated at the rear of the cabin and a baggage
net must be installed at frame 34 when baggage is stowed. An optional coat hanger can be
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installed in the baggage compartment.
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7-24-3 Executive Interior

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The standard executive interior aircraft consists of two crew seats plus executive seating for
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six passengers. The two forward passenger seats 1 and 2 face rearwards and the remainder
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face forwards. Extra passenger seating can be provided by using a combination of executive
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and standard passenger seats. Refer to Section 2, Maximum Passenger Seating Limits, for the
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various executive interiors that are approved and Section 6, Interior Configurations, for more
FA
information. An optional bulkhead and curtain assembly can be installed at frame 32 in front of
the larger baggage net.
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The baggage compartment is situated at the rear of the cabin and a baggage net must be
installed at frame 34 when baggage is stowed. A coat hanger is installed in the baggage
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compartment.
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Folding tables installed in the cabin sidewalls extend between the seats. Ashtrays, cupholders,
table and overhead lighting switches are provided in the sidewall armrests adjacent to each
EN
seat. Individual reading lights and air outlets are installed in the headliner panel above each
seat position.
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A toilet compartment is installed in the front right hand side of the aircraft. The forward wall of
12-C-A15-00-0724-00A-043A-A
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the toilet compartment forms the cabin divider. Left and right storage cabinets are installed, the
left cabinet fits against a small divider behind the passenger door and the right cabinet fits
against the toilet compartment rear wall.
Passenger information no smoking/fasten seat belt illuminated signs are installed on the rear
of the toilet compartment and above the baggage compartment. The signs are turned on and
off by the pilot using the switches installed on the electrical overhead panel.
Various optional interior upgrade packages are available, contact Pilatus for further information
and the determination any modification work required.

Combi/Cargo Interior
7-24-4 Combi/Cargo Interior

A Combi or a full cargo interior can be made by the removal of passenger seats from both the
Corporate Commuter and Executive Interior aircraft. Cargo net attachment points are installed
in the cabin walls at frame positions 24 and 27. Baggage net attachment points are installed at
frame 34. Cargo restraining nets can be installed at the attachment points and allow
lightweight cargo to be loaded without being secured with tie-down straps. A cargo securing kit
contains the necessary items for the securing of heavyweight cargo.
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Emergency Locator Transmitter
7-25 Emergency Locator Transmitter
7-25-1 Kannad Integra ELT and ENAV Unit

An Emergency Locator Transmitter (ELT) 406.037 is installed in the rear fuselage. It is
connected to an antenna, which is installed on the top of the fuselage below the dorsal fairing,
and has a battery pack that must be replaced after a specified time. The ELT will transmit on
the international distress frequencies of 121.5 and 406.037 MHz. The ELT unit has a switch
with the positions ARM, OFF and ON.
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The ELT is also equipped with an internal 406/121.5 MHz antenna, this antenna is
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automatically activated if connection to the aircraft external antenna is lost.
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The ELT is loaded with unique aircraft identity data to aid the search and rescue services. The
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unique aircraft identity data is loaded during installation by using a programming Dongle. If
there is a change to the aircraft identity, the programming Dongle and ELT must be re-loaded
PO
with the unique aircraft identity data by an approved service center.
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The ELT connects to the eNAV unit which is located on the same universal mounting bracket
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within the rear fuselage. The eNAV unit receives aircraft position information from the Global
Positioning System (GPS) through the Modular Avionics Unit and provides it to the ELT for use
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within the 406.037 MHz data transmission. The eNAV is powered by a 28 VDC power supply
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sourced from the Hot Battery Bus. The ELT has a built in GPS to provide greater accuracy and
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an integral antenna in case of disconnection or damage to the external antenna.

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There is an ELT remote control panel installed on the left hand sidewall panel. The panel has a
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guarded switch with the positions ON, ARMED and RESET/TEST and an indicator light.
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There is a red ELT Light Emitting Diode indicator installed to the left of the pilot’s Primary Flight
IL
Display (PFD).
M
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7-25-1.2 Operation
The ELT is installed in the aircraft with the switch at the ARM position, this also makes the
D
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remote control panel active. For flight the remote control switch must be in the ARMED
guarded position. In the ARMED mode the ELT is automatically operated at a specified g force
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by an internal g switch. The ELT will continuously transmit on the 121.5 MHz homing frequency
for over 100 hours and will also transmit a digital message on the 406.037 MHz frequency
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every 50 seconds for the first 24 hours. The aircraft position is transmitted as part of the
406.037 MHz digital message.
EN
Once the ELT is activated the internal GPS will attempt to acquire a valid position. If the built-in
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GPS acquires a valid position, the 406.037 MHz message will contain the true position of the
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built-in GPS in the next transmission. If the built-in GPS does not acquire a valid position, the
12-C-A15-00-0725-00A-043A-A
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message will contain the true position of the external GPS sourced from the eNAV unit. If
neither the built-in GPS or the external GPS acquire a valid position the message will contain
the default value (GPS position not valid). To avoid consumption the built-in GPS is not
powered when the ELT switch is in the ARM position.
In an emergency, the remote switch can be selected to ON. The ELT will then immediately start
the distress signal transmission. The red indicators will come on.
In the case of accidental transmission, the ELT can be reset by either selecting the guarded
remote switch to RESET or the switch on the ELT unit to OFF.

Low Frequency Underwater Locator Beacon (ULB) (if installed)
The remote switch TEST position is used to check the battery voltage and transmission power
of the ELT for maintenance purposes.
7-25-2 Low Frequency Underwater Locator Beacon (ULB) (if

installed)
A low frequency ULB (DK180) is installed in the rear fuselage near the ELT.
The ULB is a battery operated underwater acoustic pulse generator that is activated when the
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water switch end is immersed in either fresh or salt water.
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The ULB is capable of functioning up to depths of 20,000 feet (6096 meters) and can be
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detected at a range of 7 to 12 NM (13 to 22 km) (depending on ambient noise levels).
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7-25-2.2 Operation
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When activated, the ULB will transmit at 8.80 kHz every 10 seconds for at least 90 days.
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Primus APEX - Avionics Installation General
7-26 Primus APEX - Avionics Installation General
7-26-1 General
The aircraft is equipped with a Primus APEX ‘glass cockpit’ modular avionics system
interconnected via various data buses. The APEX architecture design is configured to allow
system options, system enhancements and feature upgrades via software. The integrated
design approach facilitates a consistent display format across the cockpit display units, display
controllers and provides a seamless operation for the pilot(s).
The Primus APEX Software and all parts thereof installed in the aircraft are the subject matter
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of various Honeywell proprietary rights. The Software License Agreement covers the aircraft
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owner/operator for the usage of the software installed in the aircraft and any updates, but only
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the functionality the customer has paid for. In accepting this License, Honeywell hereby grants
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the aircraft owner/operator a nonexclusive license to use one electronic copy of the Software,
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solely in conjunction with the installed avionics equipment, to operate the specific aircraft
identified at the time this License was granted to the owner/operator. Any other uses, copying
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or distribution of the Software without prior written approval are strictly prohibited. Honeywell
retains all title and interest in and to the Software.
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The APEX system performs the following aircraft functions:
−
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Electronic Display System and Graphics Generation Function
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− Configuration Management System (CMS)
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− Automatic Flight Control System (AFCS)

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− Flight Management System (FMS)

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− Audio Control
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− Monitor Warning Function (MWF) including Crew Alerting System (CAS)

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− Data acquisition function

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− Maintenance function
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− Enhanced Ground Proximity Warning System (EGPWS)

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− Interactive Navigation (INAV)

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− Datalink
− Communication Management Function (CMF)
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− Electronic Checklist and Charts (optional).

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The APEX system interfaces with the following stand-alone equipment:

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APEX Builds
− Air Data Attitude Heading Reference System (ADAHRS)

− Multi Mode Digital Radios (MMDR)
− Weather Radar System (Wx)
− Radar Altimeter System
− Global Positioning System (GPS)
− Mode S Transponder
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− Stormscope (optional)
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− Traffic Collision Avoidance System (TCAS) (optional)
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− Distance Measuring Equipment (DME)
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− Other aircraft systems.
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An Electronic Standby Instrument System (ESIS) is installed and displays altitude, attitude,
airspeed and magnetic heading. The ESIS is independent of the Primus Apex system.
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Fig. 7-26-1, APEX Equipment - Bus Bar Distribution, shows a schematic of the APEX
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Equipment Bus Bar Distribution. The bus bar colors are shown similar to the colors on the
cockpit circuit breaker panels.
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Fig. 7-26-2, APEX Equipment - Antenna Locations, shows the APEX Equipment Antenna
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Locations.
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Refer to the Pilot’s Guide for the Advanced Cockpit Environment (ACE) (powered by
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Honeywell) for the Pilatus PC-12/47E for complete information on the description and
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operation of the APEX System.

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7-26-2 APEX Builds

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An overview of the various APEX builds and their corresponding Honeywell part number is
given in the Front Matter, List of APEX Builds.
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7-26-3 Acronyms and Abbreviations

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The acronyms and abbreviations used in the Avionics Installation description are given in
Table 7-26-1.
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Table 7-26-1: APEX - Acronyms and Abbreviations

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Abbreviation / Acronym Description

ACMS Aircraft Condition Monitoring System
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ACS Air Cycle System

ADAHRS Air Data and Attitude Heading Reference System
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Direction Indictor
ADMS Aircraft Diagnostic and Maintenance System
AFCS Automatic Flight Control System
AGM Advanced Graphics Module
AHRS Attitude Heading Reference System

Acronyms and Abbreviations
Table 7-26-1: APEX - Acronyms and Abbreviations (continued from previous page)

AIRMET Airman’s Meteorological Advisories
AP Autopilot
APM Aircraft Personality Module
ASCB Avionics Standard Communications Bus
AT Autothrottle
BIT Built-in Test
BARO Barometric
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CAN Controller Area Network
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CAS Crew Alerting System
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CAT Clear Air Turbulence
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CCD Cursor Control Device
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CKLST Checklist (electronic)
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CMC Central Maintenance Computer
CMS Configuration Management System
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CONUS Continental United States
CPCS Cabin Pressure Control System
DB Database
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DEOS Digital Engine Operating System
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DME Distance Measuring Equipment

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DRCP Display Reversion Control Panel

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DU Display Unit
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ECS Environmental Control System

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EDM Emergency Descent Mode

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EGNOS European Geostationary Navigation Overlay Service

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EGPWF Enhanced Ground Proximity Warning Function

EGPWS Enhanced Ground Proximity Warning System
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ESIS Electronic Standby Instrument System

FAF Final Approach Fix
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FAS Flight Alerting System

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FC Flight Controller
FD Flight Director
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FLC Flight Level Change

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FMS Flight Management System

FMW Flight Management Window
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FPLN Flight Plan

GA Go Around
GFP Graphical Flight Planning
GGF Graphics Generation Function
GNSSU Global Navigation Sensor System Unit
GPS Global Positioning System
GS Glideslope
HDG Heading
HSI Horizontal Situation Indicator


INAV Interactive Navigation
LAN Local Area Network
LCD Liquid Crystal Display
LPV Localizer Performance with Vertical guidance
LSS Lightning Sensor System
MAU Modular Avionics Unit
METAR Aviation Routine Weather Report
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MFD Multi Function Display
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MW Monitor Warning (miscompare condition)
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MWF Monitor Warning Function
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NEXRAD Next Generation Radar
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NIC Network Interface Controller
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PDC Pre Departure Clearance
PFD Primary Flight Display
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POF Phase of Flight
PSA Pre Selected Altitude
RA Resolution Advisory
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RAAS Runway Awareness and Advisory System
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RVSM Reduced Vertical Separation Minimum

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SBAS Satellite Based Augmentation System

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SID Standard Instrument Departure

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SIGMET Significant Meteorological Information

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STAR Standard Terminal Arrival Route

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SSEC Static Source Error Correction

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SVS Smartview System

TA Traffic Advisory
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TAF Aviation Terminal Area Forecast

TAS Traffic Advisory System
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TAWS Terrain Awareness and Warning System

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TCAS Traffic Collision Avoidance System

TCS Touch Control Steering
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TF Tactile Feedback
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TFR Temporary Flight Restriction

TRK Track
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TSC Touch Screen Controller

VGP Vertical Glidepath
VNAV Vertical Navigation
VSD Vertical Situation Display
WAAS Wide Area Augmentation System
WPT Waypoint
Wx Weather Radar
XPDR Transponder
XM Weather Satellite Receiver


YD Yaw Damper
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SYSTEM 1 LH
MAGNETOMETER No.1 KMG 7010
3 28 VDC
PFD No.1 DU 1080-2
5 28 VDC ADAHRS KSG 7200 SYSTEM 2
ECS 28 VDC Ch.A RH
ESSENTIAL BUS
5 28 VDC GPS No.2 KGS 200 (OPTION)

28 VDC Ch.B
FUEL QTY 28 VDC 3
MAGNETOMETER No.2 KMG 7010 PFD No.2 DU 1080-2 (OPTION)
3 28 VDC
28 VDC 28 VDC 5
PFD No.2 CONTROLLER KMC 2210
AVIONICS 2 BUS
3
28 VDC 3
EPS XPNDR No.2 KXP 2290 (OPTION)
15
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28 VDC 5
MAU A1 STORMSCOPE WX 500 (OPTION)
20
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FLIGHT CONTROLLER 28 VDC 3
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MAU CTL A KMC 9200
3
28 VDC Ch.B 3
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3 28 VDC Ch.A
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AUDIO 2 SEC
5
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RADIO ALT No.1 KRA 405B
3 28 VDC MMDR
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XPNDR No.1 KXP 2290 (AUDIO
CTL RLY) 3
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5 28 VDC MFD No.1 (UPPER) DU 1080-2
AVIONICS 1 BUS
DME No.1 KN 63 AUDIO PNL No.2 28 VDC

KMA29 OR 5
3 28 VDC KMA 29A (OPTION)
AUDIO 2 PRI
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WX RADAR ART 2000 28 VDC
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5 28 VDC FUEL LOW LEVEL
EPS SELECT
AUTOPILOT SERVOS KSA 2700 28 VDC 3
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7.5 28 VDC CPCS CONTROLLER

AUTOPILOT SERVOS ENABLE EPS 28 VDC Ch.2
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I/P
EPS BUS
28 VDC
MAIN BUS
3 28 VDC Ch.1
O/P 3
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ESIS
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7.5 5 28 VDC
MAU A2
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20
AURAL
MMDR No.1 KTR 2280A AURAL
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WARN MAU B2
CTL SWITCH WARN
7.5 28 VDC CTL SWITCH 20
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TCAS (OPTION) 28 VDC Ch.B

5 28 VDC
28 VDC Ch.A
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MODULAR AVIONICS
STANDBY UNIT
SELECT
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MAU CTL B
30 3
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MAU B1
20
HOT BAT BUS
MMDR 2 SEC
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7.5
STANDBY BUS
30 28 VDC XM SAT WX (OPTION)

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AUDIO PNL No.1 MMDR MMDR 2 PRI

28 VDC
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5 KMA 29 OR KMA 29A 7.5

(AUDIO
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MFD No.2 (LOWER) CTL RLY)

5 28 VDC
DU 1080-2
MMDR No.2 KTR 2280A
28 VDC PFD No.1 CONTROLLER
3 KMC 2210 28 VDC
28 VDC GPS No.1

3 KGS 200
3 28 VDC TSC
ICN-12-C-A150726-A-S4080-00046-A-001-01
Figure 7-26-1: APEX Equipment - Bus Bar Distribution

INMARSAT SAT COM HF-COM
GPS 1 TCAS ATC(DIV) ELT

GPS 2 XM VHF 2
NAV
MKR
ADF 2 or
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DME 2 DME 1 VHF 1 TCAS
R/A ADF 1 UHF 1 or VHF 3
R/A (2)
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WX-RADAR STORMSCOPE
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GPS 1/WAAS XM NAV
VHF 2 HF-COM
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GPS 2/WAAS SAT COM

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TCAS ATC(DIV)
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INMARSAT
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STORMSCOPE
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MKR R/A (2) ATC 1
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ATC 2
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TCAS DME 1
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ADF 1 VHF 1 DME 2

ADF 2 or
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UHF 1 or VHF 3
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ICN-12-C-A150726-A-S4080-00047-A-001-01
Figure 7-26-2: APEX Equipment - Antenna Locations

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Primus APEX
7-27 Primus APEX
7-27-1 General
Refer to Fig. 7-27-1, APEX - MAU Configuration for APEX, MAU, displays and controls.
The Primus APEX system is implemented using standard concepts and modular components
installed in a Modular Avionics Unit (MAU). Communication via the system components hosted
in the MAU comprises a high integrity bus network called Avionics Standard Communication
Bus (ASCB). Single channel APEX equipment is powered by a single circuit breaker and dual
channel APEX equipment is powered by two circuit breakers connected independently to each
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channel of the equipment and powered from different aircraft electrical bus bars.
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7-27-2 Description
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The MAU installed under the cabin floor consists of a cabinet/chassis containing a backplane
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circuit card assembly, cooling fans and 14 user module slots that host a variety of line
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replaceable modules. The MAU cabinet is divided into two channels (A and B), each channel is
electrically isolated from the other with its own power supply module, Network Interface
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Controller (NIC) module and data communications backplane. The dual channel architecture of
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the MAU allows system functions to be distributed between channels. The modules are field
replaceable and field loadable with software. The user modules communicate to the ASCB via
the NIC modules.
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The ASCB consists of two independent busses, the left and right busses correspond to pilot
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and copilot side primary data. Each NIC in the system reads and writes to the on-side primary
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bus and reads from the cross-side primary bus.

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The aircraft wiring interface to the MAU is segregated into systems, MAU Channel A to system
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1 (left side aircraft wiring) and MAU Channel B to system 2 (right side aircraft wiring).
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The communication mechanism that Line Replaceable Unit(s) (LRU’s) in the APEX system use
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to communicate is called the Virtual Backplane. The Virtual Backplane comprises an ASCB
and the software and hardware mechanisms within the LRU’s that communicate on ASCB.
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LRU’s connected to ASCB use a common interface bus control module called a NIC. The NIC
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provides a high integrity method for an LRU to interface with the ASCB.
A Local Area Network (LAN) provides a general purpose method of transferring data to any
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LRU in the APEX system. Typical use of the LAN is on-ground data transfer (software
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installation) and maintenance data transfer. The LAN is connected to each channel of the MAU
and the maintenance panel.
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Refer to Table 7-27-1 for a list of the line replaceable modules that are installed in the MAU
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cabinet.
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Description
Table 7-27-1: MAU Cabinet - Line Replaceable Modules
Line Replaceable Module Description

Power Supply (PS) module A PS module is dedicated to each channel of the MAU.
Either power supply can operate both of the MAU cabinet
cooling fans. MAU channel A power supply module will
normally be powered from the Essential Bus, following the
loss of the essential bus power input, channel A would
revert to being powered from the Main Bus. MAU channel
B power supply module will normally be powered from the
Standby Bus, following the loss of the Standby Bus power
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input, channel B would revert to being powered from the
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Main Bus. The module contains no processing or
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backplane communication capability
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NIC module The NIC module provides a gateway for the MAU modules
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to access ASCB and the LAN. Two NIC modules are
installed, one for each channel of the MAU
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Aircraft Personality Module The APM is a memory storage device connected directly
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(APM) to the MAU NIC module. Two APM’s are installed, one for
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each channel of the MAU. They contain APEX
configuration data typically, System Identifier, Aircraft
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Type, Aircraft Serial Number, Installed Configuration
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Options and System settings
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Advanced Graphics Module The AGM is a single channel module and one is installed
(AGM) for each channel of the MAU. The AGM performs general
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purpose processing as well as display processing and

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graphics generation. The Configuration Management

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System (CMS), charts function and maintenance functions

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(CMC, ACMS) are also hosted on the AGM module. AGM1

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(MAU channel A) drives the Pilot PFD and Upper MFD and
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AGM2 (MAU channel B) drives the Copilot PFD and Lower

MFD. A repeater capability will allow the Pilot PFD to be
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displayed on the Copilot PFD (and vice-versa) in the event

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of a single AGM failure. The display controllers, TSC and

Display Reversion Control Panel (DRCP) are interfaced
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with the AGM’s. AGM integrity is monitored by the Monitor

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Warning Function (MWF) which verifies that the data

selected by the AGM for display generation has integrity
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Generic I/O (GIO) Module The GIO Module is a dual channel module, each module
channel is connected to a different MAU backplane
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(channel A and B). The GIO module translates aircraft I/O

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data onto and off ASCB via the MAU’s backplane

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Custom I/O (CSIO) Module The CSIO Module is a dual channel module, each module
channel is connected to a different MAU backplane
(channel A and B). The CSIO module also translates
aircraft I/O data onto and off ASCB similar to the GIO
module, but is more specialized to meet specific aircraft
interface requirements

Operation
Table 7-27-1: MAU Cabinet - Line Replaceable Modules (continued from previous page)
Line Replaceable Module Description

Actuator I/O Processor (AIOP) The AIOP Module is a single channel module and one is
Module installed for each channel of the MAU. The AIOP module
is principally associated with the Automatic Flight Control
System (AFCS). The Flight Management System (FMS) is
hosted on AIOP B and the optional second FMS is hosted
on AIOP A.
Processor (PROC) Module The PROC Module is a single channel module. The PROC
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Module hosts the Communication Management Function
(CMF), Aeronautical Telecommunication Network (ATN)
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and Enhanced Ground Proximity Warning Function
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(EGPWF).
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Control I/O (CIO) Module The CIO Module is a single channel input/output module
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that provides the primary input/output interface to support
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datalink functionality.
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7-27-3 Operation
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All the MAU modules use an operating system called Digital Engine Operating System
(DEOS). The system provides time and space partitioning that allows functions of mixed
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criticality levels to coexist on the same processing platform and isolates application software
from the underlying hardware used in many of the modules and units. Software objects that
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reside in DEOS are:

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− Threads - that perform a sequence of executions that are time partitioned

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− Process - a collection of threads and data that are space partitioned

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− Application - a collection of one or more related processes

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− Core Software - software that provides all the support functions for the hardware and
application
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− Boot Software - factory loaded software used to initialize the module and allow software
loading.
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The APEX operational software for the MAU will be installed for each specific aircraft during
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production and subsequently in the field for requisite software updates. APEX operational
software will be distributed typically on a CD-ROM. Data loading from the CD-ROM is
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accomplished by using a PC laptop connected to the APEX system installed on the aircraft via
a LAN connector on the aircraft Maintenance Panel.
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The System Configuration and Data Loading window is a page selection on the systems MFD
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multi-function window. The Data Loading window is only available when on the ground.
The SYS CONFIG window displays configuration information for all installed software/data
bases, including the Top Level System Part Number for the APEX System.
When the Data Loading window is displayed the Touch Screen Controller (TSC) is used to
select one of the four selections to start the Data Load process.

Operation
Main Bus (Reversion)

PS2 B Ch. B (Power Supply 2)
Standby Bus (Normal Ops)
Lan Bus
NIC2 B NIC 2 (ASCB2)
ASCB 2 Sys 2
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PROC
14 B
(CMF, ATN, EGPWF)
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CIO I/O Control 1
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13 B
(calDatalink, MAUCAL) I/O Control 2
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DU4 Video (CPFD)
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& AGM 2 (GGF2, AGM CORE, ACMF)
B DU3 Video (LMFD)
UPWX
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Systems Video Formats
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10 B
I/O Sys 2
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& Dual GIO
9 A I/O Sys 1
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8
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& B AIOP b (AFCS 1b, MWF 2, SCMS 2, Can Bus B, A/P I/O
7 FMS 1, ECL 1, ADS2)
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6
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& AIOP a (AFCS 1a, MWF 1, CMCF, A Can Bus A, A/P I/O
ADS 1, SCMS 1, FMS 2 OPTIONAL)
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5
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4 B I/O Sys 2
& Dual CSIO A
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3 I/O Sys 1
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Systems Video Formats

2 A
AGM 1 (GGF 1, AGM CORE
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& DU2 Video (UMFD)

UPWX, LSS)
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DU1 Video (PPFD)

ASCB 1 Sys 1
NIC1 NIC 1 (ASCB1) A
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Lan Bus
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Main Bus (Reversion)

PS1 Ch. A (Power Supply 1)
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ICN-12-C-A150727-A-S4080-00048-A-001-01
Figure 7-27-1: APEX - MAU Configuration

Display and Window Configuration
7-27-4 Display and Window Configuration

The APEX Avionics suite is based on a four Display Unit (DU) layout arranged in a T
configuration to provide the pilot with quick easy access to avionic operations. The DUs are
numbered:
− DU 1 is the pilot’s PFD

− DU 2 is the upper MFD (default format is Situation Awareness Display MFD)
− DU 3 is the lower MFD (default format is Systems Display MFD)
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− DU 4 is the copilot’s PFD (when installed).
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The DUs do not contain any flight operational software and are driven by the AGMs installed in
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the MAU. DUs 1 and 2 are driven by AGM1 and DUs 3 and 4 are driven by AGM2. The DU
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area of display is divided into 1/6th sections. These sections can be combined into larger
sections to generate the required display functionality. These sections of the displays are
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referred to as windows.
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Each DU has a default display/functionality configuration. The functionality is displayed using a
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1/6th or 2/3rd window. The default window configurations are shown in Fig. 7-27-2, APEX -
Displays. By utilizing the full area of display in the various configuration windows, multiple
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system operations/functionalities can be shown on a DU at the same time. Each window
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operates independently of the other windows. The only window size that can be changed is the
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waypoint list window in the Situation MFD. With the waypoint list window in focus pressing the
Cursor Control Device (CCD) or TSC PAGE button changes the display to a 1/3rd window.
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Selecting FMW returns the 1/3rd window to a 1/6th window.

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Window navigation comes under four areas:

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− Window entry
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− Window focus
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− Page operation
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− DU focus.
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Entry and operation on the interactive windows, which are the Radio and HSI windows on the
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PFDs and windows colocated to bezel buttons on the MFD’s, is by controllers and the DU
bezel buttons.
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There is a PFD controller which only operates on the PFD and a TSC which operates on the
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PFDs and the MFDs. The PFD controllers are installed on the inboard side of the PFDs and
the TSC is installed in the center console.
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The PFD controller push button controls for normal window navigation are:
DME Shortcut key to the DME detail window on the radio window
DETAIL Calls up a secondary window related to the current active
window providing additional details related to the selected item
PFD Allows PFD control to be transferred to the other PFD in the
event of a controller failure, when in operation PFD Cross
Control annunciations are displayed in amber along the bottom
right side of the ADI

Refer to the Primary Flight Display paragraph for a description of the controller controls for the
PFD ADI/HSI displays and the Communication and Navigation - Controls section for the
RADIO controls.
The TSC displays Quick Access (QA) buttons along the left side of the TSC display. The bezel
of the TSC is equipped with inner and outer rotating knobs and soft buttons. Basic functionality
of the buttons and knobs is given in Table 7-27-2.
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Table 7-27-2: TSC knobs and buttons - Functionality
QA buttons
Home When the Home QA button is selected, the the TSC screen will
show the home page. The home page shows these options:
− Direct-To
− Inhibits
− MFD Format
− Show Info
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− Timers
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− Settings
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− WX/LX/TAWS
− Datalink (if installed)
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− Checklist (if installed).
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DU & CCD When the DU & CCD QA button is selected, the TSC screen will
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show buttons that allow the pilot to select a DU for cursor focus.
The TSC screen also provides cursor control in the form of a
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cursor touchpad. To put cursor focus on a DU, select the desired
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DU from the buttons at the top of the display (Pilot PFD, Upper
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MFD, Lower MFD or Copilot PFD). The selected DU will also be

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highlighted on the DU & CCD QA button.

The top right corner of the display shows a PAGE button.
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Pushing the PAGE button will bring up the dropdown menu for
the window that has focus.
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COM When the COM QA button is selected, the TSC screen shows
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the COM dialog that is used to tune the COM frequencies. The
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current radio and frequency are shown on the top line of the
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screen. COM1 and COM2 selection buttons as well as a

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numpad and various execution buttons are also available.

NAV When the NAV QA button is selected, the TSC screen shows
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the NAV dialog that is used to tune the NAV1, NAV2 and ADF
radio frequencies. The current navigation source and frequency
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are shown on the top line of the screen.

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XPDR When the XPDR QA button is selected, the TSC screen shows
the XPDR dialog that is used to set the transponder code. The
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current transponder code is shown on the top line of the screen.

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Knobs and soft keys

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Rotating knobs The TSC has two dual concentric knobs in the lower left and
lower right corner of the bezel. The knobs can perform various
functions depending on the associated annunciation/label on the
TSC screen which is shown above the knob.
Example:
When DU Scroll is shown above a knob, rotating the inner or
outer knob controls DU scrolling. When COM1 Freq is shown,
rotating the inner or outer knob controls the COM frequency.

Table 7-27-2: TSC knobs and buttons - Functionality (continued from previous page)
Soft keys The TSC has three soft keys installed on the lower bezel. The
soft key performs the function as indicated by the label shown
above it. The labels available are: Datalink (if installed),
MFD Swap and Event
For example, when the MFD Swap soft key is pushed, the
upper and lower MFDs swap position. The label will be greyed
out and not selectable when both MFDs are powered off or have
failed.
LY
For more information and a description of the remainder of the TSC functions, refer to the
relevant system and the Pilot’s Guide for the Advanced Cockpit Environment (ACE) (powered
N
by Honeywell) for the Pilatus PC-12/47E.
O
S
For each interactive window there are adjacent bezel buttons on the outer edge of the DU. The
SE
operational bezel buttons have an adjacent soft key, pressing a bezel button without a soft key
will have no effect. The bezel buttons are used for toggle operations and selections within a
PO
window without having to bring window focus (via the CCD or the TSC) to the area.
R
Window focus is only obtainable using the CCD or TSC, pressing a bezel button does not bring
PU
window focus to a window. The Map window is the default window focus except in composite
mode. Only one window can be in focus across the displays. When focus is obtained a cyan
N
border will be shown around the window. After an inactive period of 60 seconds the window
IO
focus will return to the Map window. When focus is brought to a new display the cursor will
AT
bloom for approximately 10 seconds.

IZ
When window focus is brought to a window that has data entry fields a cursor colored cyan will
R
be placed on the first data entry field. The CCD or the TSC can then be used to position the
IA
cursor onto a required data entry field. At power up the cursor is placed in the upper left corner
IL
of the default Map window.

M
Page operation is accomplished by pressing the PAGE button on the CCD or the TSC when in
FA
an active window. A menu listing the available pages for the window will be displayed. To make
a selection and display a new window, use the ENTER button on the CCD or the TSC
D
touchpad tap (ENTER function). Pressing the PAGE button again or after 30 seconds of
AN
display the page menu is removed. There are two types of menus:
AL
Page menus To access pages of functions contained in the same window

ER
Functionality menus To show selection headings that remain the same regardless of
EN
the current mode of operation.

G
All menus once selected have cursor snapping, whereby the cursor snaps to the first item in
the menu and to the subsequent items with trackball or touchpad operation. When an entry is
R
12-C-A15-00-0727-00A-043A-A
made the cursor is caged inside the data field until the entry is completed by pressing the
FO
ENTER key or clearing the entry with the CLEAR or DELETE keys. If a TSC short cut key is
pressed or the cursor time out period is reached the entry is considered not finished and
reverts to the previous value.
The TSC has Quick Access (QA) buttons which can be used to quickly access functionality
also available on the windows. Pressing a QA button will bring up the applicable dialog field on
the TSC screen (refer to Table 7-27-2).
Pressing the Show Info button activates the WPT window (if not displayed) and transfers
cursor focus to the waypoint information display box.

Display Reversion
Pressing the Direct-To button opens the FMW (if not opened), activates the direct-to-page, and
sets the cursor focus to the DIR field for subsequent entry of a direct-to-waypoint into the flight
plan.
A CCD is installed on the top rear of the center console. It provides the crew with a more
ergonomic means for controlling the cursor movement on the DUs. The CCD is connected to a
Control Unit which provides the interface between the CCD and the Primus APEX Modular
Avionics Unit (MAU). The Control Unit is powered through the Pilot PFD CONT/CCD circuit
breaker from the Standby Bus and therefore the CCD can be used for preflight functions
(engine not running). The CCD will continue to provide the same functionality as the TSC
related controls, in the event of a TSC failure. The CCD has a trackball to select focus and
LY
drop down menus, and a scroll wheel. The scroll wheel can be pressed sideways (left) to
N
operate the page function. On the left side of the CCD is an Enter pushbutton, on the right side
O
a Focus pushbutton. The Focus pushbutton swaps display focus between the installed
S
displays in a counterclockwise direction.
SE
The Display Units each have a power supply from a different power bus. The pilots DU is
PO
powered from the Essential Bus, The upper MFD is powered by the Main Bus, the lower MFD
is powered by the Standby Bus and the copilots DU (when installed) is powered by the Avionic
R
2 bus.
PU
7-27-5 Display Reversion
N
IO
The display system is capable of reverting the Display Units (DU) and Advance Graphics
Module 1 and 2 (AGM) by pilot operation in the event of a display or AGM failure condition. A
AT
Display Reversion Control panel is installed on the center console between the throttle
IZ
quadrant and the CCD.

R
The control panel has potentiometers for the PILOTS PFD, UPPER MFD, TSC, LOWER MFD
IA
and CO-PILOTS PFD (when installed). The potentiometers are used to adjust the individual
IL
DU brightness and to switch the displays to OFF/REV. At the OFF/REV position the DU goes
M
blank and the display is moved to another display. In a reversion scenario (e.g. Pilot PFD
FA
displayed on Upper MFD) the navigation information displayed will be based on the Nav
sensor selected on the source display. In some cases the PFD will go into a composite mode.
D
The PFD composite format shows the ADI/HSI, up to twelve CAS messages, Systems
AN
Summary and Radio windows.

AL
The PILOTS PFD and CO-PILOTS PFD (when installed) controls also have a rotating switch
that can be used to select from the NORM position to the other AGM in the event of a primary
ER
AGM drive failure indicated by a red X displayed across the DU.

EN
In the event of a Multi Function Display (MFD) failure, the Situation Awareness or the Systems
data can be switched to the remaining MFD by pressing the MFD swap soft key on the TSC.
G
R
12-C-A15-00-0727-00A-043A-A
FO

Display Reversion
DU1 DU2 DU4
ESS Upper Upper Upper

BUS right left left AV2
1/6th 1/6th 1/6th BUS
window window window
Left 2/3rd window Right 2/3rd window Right 2/3rd window
Lower Lower Lower
right left left
1/6th 1/6th 1/6th
LY
DU3
N
MAIN
O
BUS Upper Upper Upper
STBY left middle right
S
AV2
BUS 1/6th 1/6th 1/6th BUS
SE
DU1 window window window DU4
STBY
DISPLAY DISPLAY
BUS Lower Lower Lower
CONTROLLER
PO
CONTROLLER left middle right
1/6th 1/6th 1/6th
R
PU
N
IO
AT
DISPLAY
IZ
CURSOR TSC REVERSION

CONTROL
STBY
R
CONTROL PANEL
UNIT
DEVICE BUS
IA
IL
M
LAN
FA
RH ASCB DATA BUS
LH ASCB DATA BUS

D
AN
AL
ER
REMOTE
TERMINAL
EN
G
APM APM
MAU MAU
Gen/ NIC 1 AGM 1 AGM 2 NIC 2 Gen/
R
MAIN CSIO CSIO MAIN

PS1 CH A CH B PS2
12-C-A15-00-0727-00A-043A-A
FO
BUS BUS
ESS STBY
BUS BUS
ICN-12-C-A150727-A-S4080-00049-A-001-01
Figure 7-27-2: APEX - Displays

Display Reversion
BEZEL
BUTTONS
LY
N
O
S
SE
CURSOR DISPLAY UNIT
PO
CONTROL
DEVICE
R
PU
N BARO
IO
Home
Direct-To Inhibits MFD Format
AT
DU & CCD
PUSH STD
IZ
NAV NAV
COM Show Info Timer Settings PRE-
SEL VIEW
R
i
IA
NAV
WX LX TAWS Datalink Checklist

IL
XPDR
HSI ET
M
DU Scroll DU Scroll CRS RNG

FA
Datalink MFD Swap Event
PUSH
SYNC
D
AN
ADHRS PFD
TOUCH SCREEN CONTROLLER RADIO

AL
IDENT VFR
ER
DME DETAIL
VOL
EN
SEL
G
PILOTS PFD UPPER MFD TSC LOWER MFD CO-PILOTS PFD PUSH
SQUELCH / ID
NORM AGM2 NORM AGM1
PUSH
R
FREQ
SWAP
12-C-A15-00-0727-00A-043A-A
FO
Honeywell
MIN MIN MIN MIN MIN
OFF/REV OFF/REV OFF OFF/REV OFF/REV
PFD CONTROLLER
DISPLAY REVERSION CONTROL PANEL
ICN-12-C-A150727-A-S4080-00050-A-001-01
Figure 7-27-3: APEX - Controls

Primary Flight Display
7-27-6 Primary Flight Display

Refer to Fig. 7-27-4, Typical APEX ADI HSI Display - HSI Rose.
The Primary Flight Display (PFD) provides all the essential flight data to the pilot. The PFD
displays attitude, heading, airspeed and altitude in the left 2/3rd window. The right upper 1/6th
window displays the engine indicators and the right lower 1/6th window displays the radio
controls, refer to the Engine and Primus APEX - Communication and Navigation sections for a
description of these windows. A second optional PFD can be installed for the copilot, the
window layout on this PFD is shown in a mirror image.
LY
In normal operation the PFD receives air data, heading inputs for flight guidance, radio
N
navigation or FMS data and engine instrument data. The PFD is divided into the following
O
display areas:
S
SE
− Flight Mode Annunciators (FMA)
PO
− Attitude Director Indicator (ADI)
− Airspeed
R
PU
− Altitude
− Vertical Speed
N
IO
− Horizontal Situation Indicator (HSI) Displays and Annunciators
AT
− Radio Management
IZ
− Engine Instruments.
R
IA
Attitude information is displayed on an electronic ADI and heading and course information on
IL
an electronic HSI.
M
The T/O and LDG V-speeds are entered from the FMW. All V-speed entries are limited from 30
FA
to 200 knots with the exception of VT that is limited from 30 to VMO knots. Only entered V-
speeds will be displayed. The ADI T/O V-speeds are displayed in the lower portion of the
D
airspeed tape, if the aircraft is “on ground” and below 45 knots. The ADI T/O V-speed bugs are
AN
displayed on the airspeed tape while the Indicated Airspeed is less than the highest V-speed
(VX, VR and VY) plus 10 knots. The ADI Landing/Approach bugs are displayed while airborne
AL
and the indicated Airspeed transitions to less than the highest V-speed (VT, VREF and VGA)
ER
plus 40 knots. 5 seconds after landing the T/O V-speeds are displayed on the airspeed tape or
in the preview window if speed is below 45 knots. After an electrical power cycle the V-speeds
EN
have to be reprogrammed for the next flight.

G
The Dynamic Speed Bug (DSB) is shown as a green chevron on the right side of the airspeed
R
tape when the calibrated airspeed is 45 knots or more and the aircraft status is in-air. The DSB
12-C-A15-00-0727-00A-043A-A
FO
is removed when the aircraft is on the ground and below 45 knots for more than 5 seconds.
Based on angle of attack information, the DSB indicates 1.3 VS referenced to the airspeed
tape.
The Avionics window on the systems MFD provides the pilot with the capability to configure
some display options on the ADI and HSI, and to utilize the FMS custom database feature.

The displayed data is compared by the comparison monitors and if data is determined to be
invalid or miscompare, warning, caution and miscompare annunciations are shown on the
PFD. The warning annunciators are shown in white on a red box or a red cross over the
symbol or tape. Some miscompare annunciators are shown in white on a red box and some
are shown in black on an amber box. The NO TAKEOFF and ATT FAIL annunciators are
shown in the same location on the ADI. For annunciator detail refer to:
− Fig. 7-27-4, Typical APEX ADI HSI Display - HSI Rose
− Fig. 7-27-5, Typical APEX ADI HSI Display - HSI Arc
− Fig. 7-27-6, Typical APEX ADI HSI Display - Failed Indications
LY
− Fig. 7-27-7, Typical APEX ADI HSI Display - All Failures
N
O
− Fig. 7-27-8, Typical APEX ADI HSI Display - Miscompare Annunciations.
S
SE
The following displays can be overlaid on the HSI in the partial compass (ARC) mode:
PO
− Traffic
R
− Weather Radar
PU
− Lightning (optional)
− Terrain from EGPWS (optional).
N
IO
The PFD controller contains the controls for ADI/HSI:
AT
IZ
BARO Rotary click knob for the setting of the current barometric
R
IA
pressure value for display on the PFD altitude window for the
selected ADAHRS channel. Clockwise rotation increments and
IL
counter clockwise decrements the barometric correction value

M
PUSH STD Push button to set the current barometric pressure value to
FA
standard pressure
D
NAV SEL Push button to cycle through the navigation sources shown on
AN
the HSI display

NAV PRE-VIEW Push button to activate and cycle through available navigation
AL
sensors when FMS is the active sensor

O (circle) Push button to cycle through the No. 1 sources of navigation
ER
bearing to be displayed on HSI as a circle pointer (single

EN
pointer)
◊ (diamond) Push button to cycle through the No. 2 sources of navigation
G
bearing to be displayed on HSI as a diamond pointer (double

R
pointer)
12-C-A15-00-0727-00A-043A-A
FO
HSI Push button to alternate HSI display between compass and arc
formats
ET Push button to activate and control an elapsed timer displayed
on PFD
CRS/RNG Dual rotary click knob, inner for control of the desired VOR/LOC
course to be flown and the selected navigation sensor shown on
the HSI. Outer for control of the range display on the HSI
PUSH SYNC Push button to cause a synchronization of the selected course to
the current VOR bearing, if a VOR is the selected navigation
sensor

operation of the PFD.
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0727-00A-043A-A
FO

FLIGHT DIRECTOR
SLIP-SKID ROLL COMMAND BAR
SINGLE CUE INDICATOR POINTER (SINGLE CUE)
AIRCRAFT ALTITUDE ROLL LOW BANK
SYMBOL ROLL SCALE INDEX LIMIT
SELECTED
AIRSPEED SELECTED ALTITUDE
LY
READOUT AND BUG
VERTICAL SPEED
N
READOUT
O
AIRSPEED
TAPE
LOC ALTITUDE
GS
S
160 TREND VECTOR
SE
SELECTED
AIRSPEED 4000 850 VERTICAL
4
PO
BUG DEVIATION
20 20 SCALE AND
140
AIRSPEED 2 POINTER
R
ROLLING VERTICAL
10 10
PU
1 60 1
DIGITS SPEED POINTER
AIRSPEED
120 35 40
ALTITUDE
ROLLING DIGITS
N
TREND
VECTOR 1109 20
METRIC
IO
1080 1 ALTITUDE
100 10 10
AT
2 ALTITUDE TAPE
DYNAMIC 90 20 2450 20
IZ
SPEED BUG BARO VERTICAL

3150
4 SPEED SCALE
80
R
MACH 3000
IA
MDA
READOUT . 182 29.92 (READOUT
HDG 017
IL
AND BUG)
MARKER
M
BEACON 032
BARO
FA
HEADING N 3 CORRECTION
SOURCE
6
3
W 30 3
PRIMARY
D
ANNUNCIATION
NAV SOURCE
E
AN
COURSE SELECT/
SELECTED 13
12
DESIRED TRACK
HEADING
AL
READOUT
25 READOUT
15
24 98
ER
WIND
123
21 S
SELECTED (CARTESIAN
HEADING 28 FORMAT)
EN
BUG 1.00
G
COURSE SELECT/
R
COMPASS BEARING BEARING

DESIRED TRACK SCALE POINTERS SOURCE
12-C-A15-00-0727-00A-043A-A
FO
POINTER
ICN-12-C-A150727-A-S4080-00051-A-001-01
Figure 7-27-4: Typical APEX ADI HSI Display - HSI Rose

YAW DAMPER
ENGAGE STATUS
AUTOPILOT
ENGAGE STATUS
FD ACTIVE
FD ARMED FD COUPLE VERTICAL MODE
LATERAL MODE ARROW
FD ACTIVE FD ARMED
LATERAL MODE VERTICAL MODE
LY
N
O
NAV PIT ALT
MAXIMUM 240
850
S
OPERATING
14000
SE
AIRSPEED
4 AIRCRAFT
FLIGHT REFERENCE
220 20 20 2
PO
DIRECTOR SYMBOL
COMMAND BARS
(CROSS 10 10 1
R
POINTER) 9 60
PU
198 135 40
1907 20
1
10 10 N
IO
180 2 RADIO
ALTITUDE
AT
170 20 20
LOW ALTITUDE
4 AWARENESS
IZ
160
BARO
R
. 384 1013 CORRECTION

IA
017 (METRIC)
TURN
IL
INDICATOR
M
N 3
FA
TRACK AIRCRAFT
SYMBOL
6
HEADING
AN 33
D
WIND
(VECTOR
ARC SCALE
28 FORMAT)
230
AL
STATIC AIR
255 TEMPERATURE
ER
28
1.00
EN
G
LATERAL DEVIATION TO/FROM GROUND TRUE REQUIRED

SCALE AND POINTER INDICATOR SPEED AIRSPEED NAVIGATION
R
PERFORMANCE
12-C-A15-00-0727-00A-043A-A
FO
ICN-12-C-A150727-A-S4080-00052-A-001-01
Figure 7-27-5: Typical APEX ADI HSI Display - HSI Arc

NAV ASEL
160
LY
4000 850
4
N
O
140 20 20 2
S
SE
10 10 1
1 60
PO
120 35 40
1109
R
20
1
PU
100 10 10
2
N
IO
90
20 20 4
AT
80 RA
3000
IZ
29.92
R
HDG 017
IA
IL
M
3
FA
N
6
D 33
AN
AL
ER
EN
G
R
12-C-A15-00-0727-00A-043A-A
FO
ICN-12-C-A150727-A-S4080-00053-A-001-01
Figure 7-27-6: Typical APEX ADI HSI Display - Failed Indications

LY
N
O
S
ATT
SE
FAIL
PO
R
PU
RAD N
IO
AT
IZ
R
HDG
IA
IL
M
HDG
FA
FAIL
D
AN
AL
ER
EN
G
R
12-C-A15-00-0727-00A-043A-A
FO
ICN-12-C-A150727-A-S4080-00054-A-001-01
Figure 7-27-7: Typical APEX ADI HSI Display - All Failures

190
LY
ROLL? PITCH? 15500
I
N
180 G A
A
O
L 4
S170 20 T 2
S
? 15 20 NO
SE
160 TAKEOFF ?
1 10 10 20
1
PO
150 150 00
1409
R
80 1
PU
4575
30 2
130 40 10 10 B
N A 4
IO
120 RAD 20 BARO R 3300
20 O
AT
110 1000 14500?

IZ
.300 29.92
R
OVRLY HDG 017

IA
032
IL
M
N 3
FA
HDG?
6
D
33
AN
28
AL
174
ER
5.0 199
18
EN
1.00
G
R
12-C-A15-00-0727-00A-043A-A
FO
ICN-12-C-A150727-A-S4080-00055-A-001-01
Figure 7-27-8: Typical APEX ADI HSI Display - Miscompare Annunciations

Situation Awareness Multifunction Display
7-27-7 Situation Awareness Multifunction Display

The upper MFD default display is used for situation awareness formats with various other
system displays in dedicated windows. The bezel buttons on the sides of the MFD are used to
select formats and control various systems. Refer to the Flight Management System section
and the Pilot’s Guide for the Advanced Cockpit Environment (ACE) (powered by Honeywell)
for the Pilatus PC-12/47E for complete information on the description and operation of the
MFD.
7-27-8 Systems Multifunction Display
LY
Refer to Fig. 7-27-9, Systems Multi Function Display.
N
O
The lower MFD default display is used for the aircraft systems displays and control and for the
display of CAS messages. The MFD display is divided into six windows with the two center
S
SE
windows further sub divided. Refer to the relevant aircraft system section for further
information on the content of systems MFD windows, apart from the lower left window which
PO
displays the following menus:
R
PU
CKLST If no valid database is installed, the window will display
(optional) Checklist Unavailable. If installed, displays an
N
electronic Normal Procedures Checklist as a menu line item
IO
SENSORS Sensor Type selections provide a hierarchical view of the
AT
navigation status to the pilot. The highest levels contain

summary information and the lower levels contain more sensor
IZ
specific details. The pull down menu contains selection of the

R
Performance, FMS and GPS pages

IA
WX/LX/TAWS The Weather, Lightning and Terrain set up pages can be

IL
accessed from their individual tabs

M
AVIONICS The avionics window gives the capability to configure the

FA
following display options on the ADI and HSI from the PFD tab:
D
− Barometric correction imperial or metric

AN
− Metric altitude enable or disenable

AL
− Wind format X-Y or vector

ER
− Heading display magnetic or true

EN
− Baro synchronization enable or disable.

DATALINK The datalink window gives the flight crew access to text based
G
communications using a datalink network:

R
12-C-A15-00-0727-00A-043A-A
− Datalink
FO
● Airline Operational Control (AOC)

● Air Traffic Services (ATS)
− Protected Mode Controller Pilot Datalink Communications
(PM-CPDLC) (optional).
The following display option is controlled from the FCS tab:

Flight Director command cue s-cue or cross pointer

Systems Multifunction Display
The Custom DB tab is used for managing the FMS custom database:
SCMS/DL Only available on the ground. The Configuration Management
Systems page displays configuration information for all installed
software/databases and is used for return to service type
operations.
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0727-00A-043A-A
FO

Systems Multifunction Display
LY
N
MESSAGE LINE 01 GEAR FLAP FUEL
O
22
4
DN 0
QTY
S
1846 LB
SE
MESSAGE LINE 04 15 3 FF 384 LB/H
01 MESSAGE LINE 05 DN DN 30
PO
40
MESSAGE LINE 06 2
MW END 4:48 H:M
MESSAGE LINE 07
R
TRIM
1 TEMP 14 o c
PU
MESSAGE LINE 08
3
MESSAGE LINE 09
4 USED 515 LB
MESSAGE LINE 10 0
N
1
L x¼ R
MESSAGE LINE 11
IO
FUEL
PUMP PUMP
MESSAGE LINE 12 RESET
AT
ELECTRICAL ENVIRONMENT
IZ
FMS
GEN1 GEN2 KPHX ELEV 800 FT ELEV
R
9.8 V 2.5 V CAB ALT 3460 FT CAB

IA
CKLST 3A 7A P 5.70 PSI MODE

SENSORS
IL
CAB RATE + 380 FPM

WX/LX/TAWS
M
BAT1 BAT2 CKPT

AVIONICS HI FIELD LOW CAB
21.8 21.1 V
FA
V TEMP
DATALINK 8 A 6A PAX OXY
SCMS/DL
D
o CKPT
ICE PROTECTION CKPT 22 c
AN
TEMP
INERT SEP PROPELLER o
CAB
CAB 19 c
AL
PUSHER ICE MODE BOOTS TEMP

ER
EN
G
R
12-C-A15-00-0727-00A-043A-A
FO
ICN-12-C-A150727-A-S4080-00056-A-001-01
Figure 7-27-9: Systems Multi Function Display


The Crew Alerting System (CAS) window on the systems MFD will show the following Caution
and Advisory messages for the APEX core system status (refer to Table 7-27-3):
Table 7-27-3: Primus APEX - CAS Messages

MAU A Fail
Indicates Channel A or B of Modular Avionics Unit is failed
MAU B Fail
LY
Check DU 1
N
Check DU 2
O
Check DU 3
Check DU 4
S
Check DU 1+2
SE
Check DU 1+3
PO
Check DU 1+4 Indicates that there is a problem with either a Display Unit, the
Check DU 2+3 fiber channel between the AGM and Display Unit or a Display
R
Check DU 2+4 Unit connector
PU
Check DU 3+4
Check DU 1+2+3
Check DU 1+2+4
N
IO
Check DU 1+3+4
AT
Check DU 2+3+4
Check DU 1+2+3+4
IZ
DU 1 Overheat
R
DU 2 Overheat
IA
DU 3 Overheat
IL
DU 4 Overheat
M
DU 1+2 Overheat
FA
DU 1+3 Overheat
DU 1+4 Overheat
D
Indicates one or two or three or four (if installed) Display Units

DU 2+3 Overheat
AN
have overheated
DU 2+4 Overheat
DU 3+4 Overheat
AL
DU 1+2+3 Overheat
ER
DU 1+2+4 Overheat
DU 1+3+4 Overheat
EN
DU 2+3+4 Overheat
DU 1+2+3+4 Overheat
G
Check Pilot PFD Indicates pilots PFD wrap monitor failed

R
12-C-A15-00-0727-00A-043A-A
Check Copilot PFD Indicates copilots PFD wrap monitor failed

FO
Check Engine Display Indicates pilot and copilot engine displays wrap monitor failed
LH PFD CTLR Fail Indicates Pilot’s PFD Controller has failed (on ground only)
RH PFD CTLR Fail Indicates Copilot’s PFD Controller has failed (on ground only)
LH+RH PFD CTLR Fail Indicates Pilot’s and Copilot’s PFD Controllers have failed (on
ground only)
ASCB Fail Indicates Avionics Standard Data Bus has failed
APM 1 Fail Indicates No.1, No. 2 or both Aircraft Personality Modules have
APM 2 Fail failed (on ground only)
APM 1+2 Fail

Table 7-27-3: Primus APEX - CAS Messages (continued from previous page)

CMS 1+2 Fail Indicates No.1 and No. 2 Configuration Management System
has failed (on ground only)
System Config Fail Indicates System Configuration Monitor detects a HW or SW
configuration error (on ground only)
Validate Config Indicates System Configuration Monitor detects a system part
number change (on ground only)
APM Miscompare Indicates Aircraft Personality Modules disagree over installed
LY
systems configuration (on ground only)
N
AIOP A Module Fail Indicates Actuator I/O Module Ch A or B has failed in the
O
AIOP B Module Fail Modular Avionics Unit
CSIO A Fail Indicates Custom I/O Module Ch A or B has failed in the
S
SE
CSIO B Fail Modular Avionics Unit
CSIO A+B Fail
PO
MAU A Overheat Indicates Modular Avionics Unit Channel A or B or both
MAU B Overheat channels have overheated
R
MAU A+B Overheat
PU
MAU Fan Fail Indicates a Modular Avionics Unit cooling fan has failed
N
GIO A Fail Indicates Generic I/O Module Ch A or B or both have failed in
IO
GIO B Fail the Modular Avionics Unit
AT
GIO A+B Fail

AGM 1 fail Indicates Advanced Graphics Module Ch A or B has failed in the
IZ
AGM 2 fail Modular Avionics Unit

R
TSC Fail Indicates Touch Screen Controller has failed

IA
TSC Fan Fail Indicates Touch Screen Controller fan has failed
IL
LH PFD CTLR Fail Indicates Pilot’s PFD Controller has failed

M
RH PFD CTLR Fail Indicates Copilot’s PFD Controller has failed

FA
LH+RH PFD CTLR Fail Indicates Pilot’s and Copilot’s PFD Controllers have failed
D
CMS 1 Fail Indicates Configuration Management System 1 or 2 has failed

AN
CMS 2 Fail Indicates Configuration Management System 2 has failed

AL
ER
EN
G
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Primus APEX - Attitude and Heading
7-28 Primus APEX - Attitude and Heading
7-28-1 General
Refer to Fig. 7-28-2, Attitude and Heading - Polar Regions.
The Attitude and Heading system comprises:
− Air Data and Attitude Heading Reference System (ADAHRS)

− Electronic Standby Instrument system (ESIS).
LY
N
7-28-2 Air Data and Attitude Heading Reference System (ADAHRS)
O
S
7-28-2.1 General
SE
The aircraft is equipped with one dual channel ADAHRS. Each channel has a separate power
PO
supply, Channel A from the Essential Bus and Channel B from the Main Bus. The system
provides primary attitude, heading and air data parameters from each channel to the Modular
R
Avionics Unit (MAU). This ensures that a single component failure will not affect both channels.
PU
N
Each channel of the ADAHRS contains a solid-state Microelectromechanical Systems (MEMS)
IO
technology sensor block, which contains three rate sensors and three accelerometers in an
AT
orthogonal triad configuration. The triad in Channel B is skewed relative to Channel A. Each
channel has an interface for an Outside Air Temperature (OAT) probe, a magnetometer and
IZ
two isolated absolute pressure sensors (one for pitot and one for static pressure). Channel A
R
receives inputs from the No. 1 pitot/static, magnetometer and temperature probe. Channel B
IA
receives inputs from the No. 2 pitot/static, magnetometer and temperature probe. Each
IL
channel also has a Central Processing Unit (CPU). The ADAHRS is installed under the cabin
M
floor between frames 25 and 26.

FA
During normal operation the pilots Primary Flight Display (PFD) receives ADAHRS source data
D
from the No. 1 pitot/static system (left side sensors) and ADAHRS Channel A. The copilot PFD
AN
(when installed) receives ADAHRS source data from the No. 2 pitot/static system (right side
sensors) and ADAHRS Channel B. The controllers for the pilot and copilot PFD have an
AL
ADHRS button, which can be used to change the PFD ADAHRS source channel. ADAHRS
source annunciations will be shown in amber in the lower left region of PFD Attitude Director
ER
Indicator (ADI) window when the same source has been selected on both pilot and copilot
EN
PFDs.
The ADAHRS also receives data from the Global Positioning Systems (GPS) sensor, in the
G
single GPS installation the data signal is connected to both ADAHRS channels. In an optional
R
dual GPS installation, the GPS 1 data signal is connected to the ADAHRS channel A and the
12-C-A15-00-0728-00A-043A-A
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GPS 2 data signal is connected to the ADAHRS channel B.

Air Data and Attitude Heading Reference System (ADAHRS)
7-28-2.3 Operation
Each ADAHRS channel CPU receives air data, temperature and heading information from that
channel’s sensor block and passes it to the other channel. Both CPU’s compare the data to
verify sensor integrity. Verified AHRS and air data information is sent to each channel of the
MAU for the APEX system.
If the data from a sensor does not pass the verification check the data is discarded and not
used. A fault signal will be sent to the MAU and a caution will be shown on the Crew Alerting
system (CAS). In this case the ADHRS button on the PFD Controller for the failed side can be
pressed to change the ADAHRS source channel to the opposite side.
LY
7-28-2.4 High And Low Latitude Operations
N
O
The ADAHRS automatically provides calculated magnetic track, when the measured horizontal
S
magnetic field strength is less than 60 mGauss but still within the coverage of the Magnetic
SE
Variation look up table of the Flight Management System (FMS), and true track when operating
outside this coverage. When true track is displayed, the airplane symbol on the INAV and
PO
Charts display is removed. When flying from true track zone into magnetic track zone,
magnetic mode needs to be manually selected on the Avionics window. The Weather Radar,
R
Stormscope and TCAS data is always shown relative to the aircraft’s nose and is therefore not
PU
corrected for Drift Angle in Track Mode.
N
The coverage of the Magnetic Variation look up table can be seen in the Fig. 7-28-2, Attitude
IO
and Heading - Polar Regions. If desired, the crew can also manually select a true North
AT
reference before the automatic switch from mag to track occurs. As soon as the measured
horizontal magnetic field strength is more than 75 mGauss, the system automatically switches
IZ
back to the MAG HDG. This hysteresis can be seen in Fig. 7-28-1, Hysteresis Figure of the
R
Magnetic Variation below.

IA
Note
IL
Magnetic Heading is not reliable in regions where the magnetic inclination (dip angle)
M
exceeds 80° due to environmental variations.

FA
D
AN
AL
ER
EN
G
R
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> 75 mGAUSS MAGNETOMETER
LY
MAG_HDG_X-CHANNEL_SWITCHOVER_THRESHOLD
70 mGAUSS
N
O
S
65 mGAUSS GPS_TRK_X-CHANNEL_SWITCHOVER_THRESHOLD
SE
PO
GPS < 60 mGAUSS
R
PU
N
IO
AT
ICN-12-C-A150728-A-S4080-00064-A-001-01
IZ
Figure 7-28-1: Hysteresis Figure of the Magnetic Variation

R
IA
7-28-2.5 Horizontal Magnetic Field Strength

IL
On the ground in geographical latitudes where the measured horizontal magnetic field strength
M
is less than 60 mGauss and the aircraft ground speed is less than 9 kts neither heading from
FA
the ADAHRS, nor track from the GPS is provided. Therefore heading flags (HDG FAIL) are
shown on the Horizontal Situation Indicator (HSI) and (HDG) on the Interactive Navigation
D
(INAV). During the initial takeoff roll track output is provided and the heading flags are
AN
removed.
AL
With the optional HDG/TRK Override switch installed (Refer to Fig. 7-19-1), the pilot can
manually force the system into a magnetic HDG or GPS-TRK mode, independent from the
ER
implemented automatic switching.

EN
7-28-2.6 Optional HDG/TRK Override Switch

G
An optional HDG/TRK Override switch can be installed on the right side of the pilot’s lower left
R
panel. It is a three position rocker type switch with the positions GPS TRK / AUTO / MAG
12-C-A15-00-0728-00A-043A-A
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HDG. The switch gives the pilot the ability to select either GPS Track or Magnetic Heading as
directional indication on the HSI, independent of the implemented automatic switching.
With the switch in AUTO (normal position) the measured magnetic HDG is shown on the HSI
as long as the measured horizontal magnetic field strength is at least 60 mGauss. If the
measured horizontal magnetic field strength becomes less than 60 mGauss the system
automatically switches to track reversion mode and GPS-TRK will be indicated on the HSI. In
this case the pilot should manually switch to TRK on the Automatic Flight Control System
(AFCS) panel. The system automatically switches back to the MAG HDG as soon as the
measured horizontal magnetic field strength is more than 75 mGauss (hysteresis).

If the HDG/TRK Override switch is in the GPS TRK position, the system is forced to indicate
GPS-Track on the HSI. In this case two different readings are possible on the HSI either
magnetic track or true track. If the magnetic variation look up table of the FMS is valid the HSI
reading will be magnetic track (MAG TRK) and a CAS HSI is MAG TRK message will be
shown. If the magnetic variation look up table is not valid the HSI reading will be true track
(TRU TRK) and a CAS HSI is TRU TRK message will be shown.
If the HDG/TRK Override switch is in the MAG HDG position, the system is forced to indicate
magnetic heading on the HSI. With a measured horizontal magnetic field strength of less than
60 mGauss this may lead to HDG comparator flags and the magnetic heading on the HSI may
show inaccurate or unstable readings.
LY
Refer to Pilatus Pilot Guide Document No. 02336 for more information on the operation of the
N
O
HDG/TRK override switch. The guide can be found at: www.pilatus-aircraft.com -> Menu ->
Customer Support -> MyPilatus Customer Portal.
S
SE
7-28-2.7 Indication/Warning
PO
The CAS window of the systems Multi Function Display (MFD) displays the following Cautions
and Advisory messages for the ADAHRS status (refer to Table 7-28-1):
R
PU
Table 7-28-1: ADAHRS - CAS Messages

N
IO
ADC A fail Loss of altitude and airspeed data from
AT
ADC B Fail ADAHRS Channel A

ADC A+B Fail Loss of altitude and airspeed data from
IZ
ADAHRS Channel B
R
Loss of altitude and airspeed data from

IA
ADAHRS Channel A and B

IL
AHRS A Fail Loss of attitude and heading data from

M
AHRS B Fail ADAHRS Channel A

FA
AHRS A+B Fail Loss of attitude and heading data from

ADAHRS Channel B
D
Loss of attitude and heading data from

AN

AL
HSI 1 is MAG TRK HSI 1 is referenced to a magnetic track

HSI 1 is TRU TRK HSI 1 is referenced to a true track
ER
HSI 2 is MAG TRK HSI 2 is referenced to a magnetic track

HSI 2 is TRU TRK HSI 2 is referenced to a true track
EN
HSI 1 + 2 is MAG TRK HSI 1 and 2 is referenced to a magnetic track

G
HSI 1 + 2 is TRU TRK HSI 1 and 2 is referenced to a true track

LH OAT Fail Loss of total and static air temperature from
R
12-C-A15-00-0728-00A-043A-A
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ADAHRS Channel A
RH OAT Fail Loss of total and static air temperature from
ADAHRS Channel B
LH+RH OAT Fail Loss of total and static air temperature from
Refer to the Pitot Static Systems, Section 7-20, Pitot Static Systems, for the pitot and static
systems cautions.

W180° E180°
W130°
73.125°
82°
LY
N
82° 73.125°
W90° E90°
O
82°
73.125°
S
W80°
SE
82°
PO
R
PU
60°
N
0° LONGITUDE
IO
Polar Cut Out Region North
AT
IZ
W180° E180° E160°

R
IA
IL
M
E120°
FA
82°
D
AN
82° 82°
W90° E90°
AL
ER
EN
82°
G
R
12-C-A15-00-0728-00A-043A-A
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60°
0° LONGITUDE
Polar Cut Out Region South
ICN-12-C-A150728-A-S4080-00057-A-001-01
Figure 7-28-2: Attitude and Heading - Polar Regions

STATIC
MAIN BUS No. 2
CIC 05257
TEMP
No.2
PITOT
No. 2
LY
N
O
S
SE
ADAHRS
I/FACES
ADAHRS
PO
TO THE MAU
KSG 7200
R
AIOP B
PU
Ch. A Ch. B
GIO-A
GIO-A P S P
N S
IO
GIO-A
AT
GIO-B
GIO-B
IZ
R
IA
AIOP A
GNSSU1
IL
MAU
M
CIC 05257
TEMP
FA
No.1 GNSSU2
ESS BUS
OPTION
D
AN
ESIS
EPS
S
AL
P
PITOT
ER
No. 1
EN EPS BUS
ESS BUS
KMG 7010
G
MAG
No. 1
R
MAG
12-C-A15-00-0728-00A-043A-A
STATIC
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KMG 7010 No. 1

EPS
SELECT MAG
No. 2
ICN-12-C-A150728-A-S4080-00058-A-001-01
Figure 7-28-3: Attitude and Heading – Schematic

Electronic Standby Instrument System (ESIS)
7-28-3 Electronic Standby Instrument System (ESIS)

Refer to Fig. 7-28-3, Attitude and Heading, for system schematic
Refer to Fig. 7-28-4, ESIS - Typical Operational Display
Fig. 7-28-5, ESIS - Typical Splash Screen Display
Fig. 7-28-6, ESIS - Typical ATT Aligning Display
Fig. 7-28-7, ESIS - Typical Failure Flags
LY
7-28-3.1 General
N
The ESIS provides displays for attitude, altitude and airspeed in case of primary display failure.
O
It is also a Standby Magnetic Direction Indicator that gives an alternate source for magnetic
S
heading. The ESIS is independent of the Primus APEX system and is installed on the left
SE
instrument panel.
PO
The ESIS contains electronic inertial and pressure sensors and electronic processors which
calculate and display attitude, skid/slip, altitude, airspeed, and VMO.
R
PU
Electrical power is supplied from the Emergency Power Supply (EPS) busbar. Static and pitot
pressure inputs to the ESIS come from the right hand No. 2 pitot/static system. The heading
display is from a separate magnetometer installed in the right wing.
N
IO
AT
The ESIS internal inertial sensors compute and display the attitude (pitch and roll), skid/slip
IZ
and altitude on an active LCD matrix color display screen.

R
Internal pressure sensors measure the total and static pressure to compute and display
IA
altitude, indicated airspeed corrected for Static Source Error Correction (SSEC) and VMO. The
IL
ESIS also displays magnetic heading from a separate magnetometer.

M
FA
If a failure is detected by the ESIS in its system, the display of the corresponding data is
removed from the screen and it is replaced by either a failure message (“Attitude Fail”) or by a
D
red cross.
AN
The ESIS has a rotating push-button knob and a single bezel key marked MENU which is used
to access the in-flight menu. When the in-flight menu is active, the menu items are selected
AL
and adjusted by rotating and pressing the knob.

ER
An ambient light sensor is provided on the ESIS bezel. The ambient light sensor is used by the
EN
ESIS to automatically control the display brightness based on the intensity of the ambient light
and the brightness offset value selected by the pilot within the in-flight menu.
G
The ESIS in-flight menu has the following selectable items:

R
12-C-A15-00-0728-00A-043A-A
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− Set BRT Trim

− BARO Units
− Metric Altitude
− Attitude Alignment
− System Status.

Display brightness
The display brightness is controlled by selecting the Set BRT Trim item within the in-flight
menu. Use the rotating knob to increase or decrease the brightness offset value.
Barometric pressure units
The units for barometric pressure can be changed using the BARO Units item within the in-
flight menu. Barometric pressure can be displayed in Millibars, Hectopascals or Inches of
Mercury based on the unit selected.
When the in-flight menu is not active, the rotating knob is used to increase or decrease the
LY
barometric pressure. Pressing the rotating knob sets the barometric pressure to STD.
N
Metric altitude
O
The metric altitude display can be set to ON or OFF by selecting the Metric Altitude item within
S
SE
the in-flight menu.
Attitude alignment
PO
Attitude alignment can be manually activated by selecting the Attitude Alignment item within
R
the in-flight menu and then pressing the rotating knob to confirm.
PU
Note
N
Manual attitude alignment is performed when an attitude discrepancy (more than 4°)
IO
between the ESIS and PFD is detected by the pilot. The attitude alignment function can
AT
only be used in straight and level flight.

IZ
The alignment of attitude may take up to 3 minutes to complete depending on the motion of the
R
aircraft. The attitude message and progress bar remain showing on the screen until the unit is
IA
properly aligned. During alignment, the magnetic heading indication is removed from the
IL
screen.
M
System status
FA
The system status item within the in-flight menu displays the aircraft effectivity applicable to the
D
currently installed aircraft configuration file.

AN
Ground/flight switching
AL
The ESIS uses airspeed data to switch between ground/flight conditions automatically.
ER
EN
G
R
12-C-A15-00-0728-00A-043A-A
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Magnetic heading
Magnetic heading information must not be used in the following regions due to unsuitable
magnetic fields (a red HDG failure flag will be displayed):
− North of 70° N latitude
− South of 70° S latitude
− North of 65° N latitude between 75° W and 115° W longitude (northern Canada)
− North of 62° N latitude between 87.5° W and 100° W longitude (northern Canada)
LY
− North of 65° N latitude between 75° E and 120° E longitude (northern Russia)
N
− South of 55° S latitude between 120° and 165° E longitude (south of Australia and New
O
Zealand).
S
SE
The magnetic heading will fail (a red HDG failure flag will be displayed) if the calculated
magnetic dip angle exceeds 82° and may fail in regions where the magnetic dip angle exceeds
PO
80° due to environmental variations.
R
7-28-3.3 Operation
PU
Power off
The ESIS is not operational and the display is blank.
N
IO
Power on
AT
The ESIS checks for software, hardware and DCM-750 compatibility during start-up. If no
IZ
errors are detected, the unit starts initialization and obtains the aircraft configuration and
R
installation settings from the configuration module. Errors detected at this time are shown as
IA
an error message on the splash screen (refer to Fig. 7-28-5).

IL
M
After the self-check and initialization are completed, the ESIS splash screen is displayed and
FA
shows the system identification information for approximately 5 seconds including: company
name, system name and software and firmware version. After the spash screen is removed,
D
the ESIS enters normal mode and begins automatic alignment.

AN
During alignment an ATT ALIGNING message is displayed above the aircraft reference
symbol. A progress bar is located below the aircraft reference symbol until the unit is properly
AL
aligned. During alignment the magnetic heading is invalid (refer to Fig. 7-28-6). The alignment
ER
of attitude may require up to 3 minutes to complete depending on motion of the aircraft. When
under extreme cold temperatures, the alignment procedure may take longer, up to 8 minutes.
EN
The alignment procedure must be performed when the aircraft is either stationary on ground,
or while maintaining a straight and level flight. To maintain control of the aircraft during
G
alignment, the ESIS provides basic attitude performance similar to attitude degraded mode
R
until alignment is complete

12-C-A15-00-0728-00A-043A-A
FO
When alignment is complete, the ESIS display shows pitch, roll, heading and slip-skid
information. If alignment is not satisfactory, the display will show a red ATT FAIL flag.

7-28-3.4 Indication / Warning

The ESIS monitors the system status and will display a red failure flag if an invalidity is
identified. The failure flags that can be displayed are (refer to Fig. 7-28-7):
− ALT
− ATT FAIL
− IAS
− HDG
LY
− ADEC.
N
When displayed, a failure flag will first flash on/off for 5 seconds and then remain on. The
O
failure flag is removed when the invalidity condition is resolved.
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0728-00A-043A-A
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LY
N
O
S
SE
PO
ALTIMETER
-PITCH LADDER
-ROLL INDICATOR
R
-AIRCRAFT REFERENCE
PU
HORIZON SYMBOL
BAROMETRIC PRESSURE
N
IO
AT
IZ
SLIP/SKID
R
INDICATOR
IA
IL
M
ALTIMETER
FA
AIRSPEED -TAPE
-TAPE -DIGITAL READOUT
-DIGITAL READOUT -METRIC DIGITAL
D
-AIRSPEED READOUT
AWARENESS COLOUR
AN
BAND
AL
ER
EN
Menu ROTATING KNOB

G
R
12-C-A15-00-0728-00A-043A-A
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MENU BUTTON HEADING HEADING

TAPE
ICN-12-C-A150728-A-S4080-00059-A-001-01
Figure 7-28-4: ESIS - Typical Operational Display

LY
N
O
S
SE
PO
R
Menu
PU
N
IO
AT
ICN-12-C-A150728-A-S4080-00060-A-001-01
IZ
Figure 7-28-5: ESIS - Typical Splash Screen Display

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0728-00A-043A-A
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Menu
ICN-12-C-A150728-A-S4080-00061-A-001-01
Figure 7-28-6: ESIS - Typical ATT Aligning Display

Standby Magnetic Compass (If Installed)
LY
N
O
S
SE
PO
R
Menu
PU
N
IO
AT
ICN-12-C-A150728-A-S4080-00062-A-001-01
IZ
Figure 7-28-7: ESIS - Typical Failure Flags

R
IA
7-28-4 Standby Magnetic Compass (If Installed)

IL
A standby magnetic compass (E2B) is installed on the center post between the windshields.
M
The compass is a self-contained unit that shows aircraft magnetic heading.

FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0728-00A-043A-A
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Standby Magnetic Compass (If Installed)
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
M
FA
D
AN
AL
ER
EN
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Primus APEX - Communication and Navigation
7-29 Primus APEX - Communication and Navigation
7-29-1 General
Refer to Fig. 7-29-1, APEX Communication and Navigation - Schematic.
The communication and navigation part of the Primus APEX comprises:
− Two Honeywell KTR 2280A Multi Mode Digital Radio (MMDR) integrated transceivers
− KMA 29 or KMA 29A Audio Control Panel
LY
− KN-63 Distance Measuring Equipment
N
− KXP 2290 Transponder
O
S
− Global Positioning System.
SE
PO
7-29-2 Multimode Digital Radio Transceiver (MMDR)
R
Multi Mode Digital Radio (MMDR) integrated transceivers are installed behind the pilots
PU
Primary Flight Display (PFD) and upper Multi Function Display (MFD). Power supplies to the
MMDR’s are from the Avionic 1 bus for MMDR No. 1 and from the Main bus for MMDR No. 2.
N
The No. 2 MMDR also has a power supply from the Standby bus to permit radio
IO
communication without the avionic systems being powered up. The COM 2 system utilizes the
AT
upper antenna primarily for ground communications and the COM 1 system utilizes the lower
antenna for airborne communications.
IZ
The MMDR is a combined VHF communications and navigation transceiver and forms part of
R
the APEX system. The MMDR receives inputs in ARINC 429 format and outputs in ARINC 429
IA
and analogue formats. The navigation section of the MMDR contains VOR, LOC and GS
IL
functions. The VHF communications section contains four receivers available for COM and
M
ADF functions and one transmitter. Primary controls for the MMDR are on the Touch Screen
FA
Controller (TSC) and the PFD Control Panel, with display of the selected information on the
PFD. An EMERG COM 1 transfer to 121.5 MHz switch is installed on the cockpit rear left
D
switch panel. A transfer switch is installed on the PCL and is used to interchange the active
AN
and standby frequencies that are set on the COM 1 display.

AL
The optional ADF function will tune frequencies from 200 to 1799 kHz and 2180 to 2189 kHz. If
no ADF equipment is installed it is still possible to select the ADF bearing pointers. The ADF
ER
pointer label will be displayed but no bearing pointers will be shown.

EN
The KTR 2280A MMDR provides a morse code decoding capability which automatically
G
decodes the morse code identifier of a (VOR, LOC) station. If available, the morse code
identifier is shown to the left of the morse code annunciatior (ID).
R
12-C-A15-00-0729-00A-043A-A
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Radio Tuning Windows
7-29-3 Radio Tuning Windows

The radio tuning window is on the bottom right of the pilots PFD and bottom left of the copilots
PFD (when installed). Each radio tuning window is divided into subwindows which show the
installed receivers in the following format COM1, COM2, NAV1, NAV2, optional ADF and
XPDR. To make selections the radio sub-window must be activated by pressing the adjacent
bezel button. If the DETAIL button on the PFD Controller is pressed a detail window will be
shown and the different equipment modes can be selected by pressing the associated soft key
for more than one second.
LY
STUCK MIC is displayed in amber between the squelch inhibit and Transmit/Receive
annunciator if a transmit button is pushed for 32 seconds or more. When the STUCK MIC
N
annunciator shows, the selected radio stops transmitting immediately.
O
When it is necessary to make a radio transmission for more than 32 seconds, momentarily
S
SE
release the transmit button. This resets the stuck microphone protection timer, after which
another 32 seconds of transmission are available.
PO
7-29-4 Controls And Displays
R
PU
Refer to Fig. 7-29-1, APEX Communication and Navigation - Schematic
N
Table 7-29-1: Primus APEX - Communication and Navigation - Controls
IO
Button / Switch Description
AT
PFD bezel:
IZ
PFD bezel buttons See Section 7-27, Primus APEX

R
Control Panel PFD, Radio Segment:

IA
IDENT pushbutton Activates XPDR identification response mode, independent

IL
of cursor position
M
VFR pushbutton Alternates between active transponder code and configured

FA
VFR code, independent of cursor position

DETAIL pushbutton Activates a secondary radio window/page to allow option or
D
AN
mode selections for the related radio system. Push the

button again to revert to the selected radio tuning page
AL
VOL rotary control Adjusts the radio volume level (COM, NAV, ADF if installed)
SEL rotary control Dual rotary controls to tune radio frequency and transponder
ER
codes
EN
PUSH FREQ SWAP Toggles the active frequency to the standby (preset)
frequency and vice versa
G
PUSH SQUELCH / ID Squelch inhibit when the cursor is focused on a COM radio,
R
Morse code filter when the cursor is focused on a NAV radio

12-C-A15-00-0729-00A-043A-A
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Touch Screen Controller, radio controls:

COM QA button Shows the COM quick access dialog on the TSC screen
which is used to tune the COM radio frequencies. The
selected radio and frequency are shown on the top line.
COM1 is selected by default.
NAV QA button Shows the NAV quick access dialog on the TSC screen
which is used to tune the NAV and ADF radio frequencies.
The selected navigation source and frequency are shown on
the top line. NAV1 is selected by default.

Controls And Displays
Table 7-29-1: Primus APEX - Communication and Navigation - Controls (continued from previ-
ous page)
Button / Switch Description

XPDR QA button Shows the XPDR quick access dialog on the TSC screen
which is used to set the transponder code. The current
transponder code is shown on the top line.
SWAP/CLOSE (COM and Swaps the active and standby (preset) VHF NAV or VHF
NAV dialog) COM frequencies for the radio
Additional radio controls:
LY
COM 1 NORM/EMERG A COM 1 NORM/EMERG switch on the left hand side panel
Switch allows the pilot to set COM1 to either:
N
O
NORM Normal radio tuning controls are enabled
EMERG VHF COM 1 active frequency is set to
S
SE
121.50 MHz. The previous active
frequency is moved to the standby
PO
frequency window
Frequency Transfer Switch A Frequency Transfer switch on the Power Control Lever
R
(FTS) allows the pilot to transfer COM 1 between the active
PU
frequency and the standby frequency
7-29-4.1 VHF Communication Control and Display

N
IO
Refer to Fig. 7-29-3, VHF Com Display and Detail Page
AT
IZ
Table 7-29-2: Primus APEX - VHF Communication - Control and Display

R
IA
Field Description
IL
Active Frequency Shows the frequency currently in use

M
Standby Frequency Shows the frequency currently on standby

FA
Transmit Receive annunciator Shows transmit or receive mode

Squelch Inhibit annunciator Shows that squelch has been deselected
D
Volume Control Scale Shows the range of available volume adjustment

AN
Volume Control Indication Shows the current volume setting against the volume scale
AL
7-29-4.2 VHF Navigation Control and Display

ER
Refer to Fig. 7-29-4, VHF Nav Display and Detail Page

EN
Table 7-29-3: Primus APEX - VHF Navigation - Control and Display

G
Field Description
R
12-C-A15-00-0729-00A-043A-A
Active Frequency Shows the frequency currently in use

FO
Preset Frequency Shows the frequency currently on standby

VOR Bearing Shows the bearing of the selected beacon
Morse ID Annunciator Shows the navigation identification filter is OFF
DME association Shows DME Hold is selected
Volume Control scale Shows the range of available volume adjustment

Audio Control Panel
7-29-4.3 ADF Control and Display (if installed)

Refer to Fig. 7-29-5, ADF (if installed) Display and Detail Page
Table 7-29-4: Primus APEX - ADF Control and Display
Field Description
ADF Frequency Shows the frequency of the selected station (shows amber
dashes when the frequency is missing)
ADF Mode Shows the selected mode (will not be shown if the mode
LY
data is missing or invalid)
N
7-29-4.4 Transponder (XPDR) Control and Display
O
Refer to Fig. 7-29-2, Transponder Display and Detail Page
S
SE
Table 7-29-5: Primus APEX - XPDR Control and Display
PO
Field Description
R
ATC Code Shows the transponder code that is set (shows amber
PU
dashes if the code is missing or invalid)
Aircraft flight level Shows the aircraft flight level rounded to the nearest 100 feet
N
(replaced by amber dashes when the ATC code is missing)
IO
Air/Ground Mode Shows GND when the aircraft status is on the ground
AT
ATC selectable mode Shows the selected XPDR mode (STBY, ON or ALT)
IZ
ATC active mode Shows the XPDR mode that is in use (not displayed when
R
the ATC code data is missing or invalid)

IA
Ident annunciator Shows IDT when identification is activated

IL
Reply annunciator Shows a reply from the XPDR to interrogation

M
FA
7-29-5 Audio Control Panel

D
The KMA 29 or KMA 29A (optional) audio control panel provides audio system control for the
AN
crew and passengers. The panel also provides an interface to the Passenger Address (PA)
system and aural warning system as well as a marker beacon receiver. The optional KMA 29A
AL
also includes a Bluetooth® transceiver.

ER
The audio control panel is used to make audio selections for all audio communications to and
from the crew. The audio control panel receives inputs from all audio communication channels
EN
and aural warnings. Audio outputs from the panel are to the flight compartment speaker and
crew headsets. The audio outputs to the crew headsets are in stereo. There is a PTT switch on
G
each control wheel left yoke and on the hand microphones.

R
12-C-A15-00-0729-00A-043A-A
FO

Audio Control Panel
The audio control panel is installed above the pilots PFD and an optional second audio control
panel can be installed above the copilots PFD. Momentary pushbuttons are used to select one
of the COM transceivers for the pilot and copilot position, which allows radio transmission.
Pressing a button turns on the associated receiver and the green LED. The pilot can identify
which receivers are selected by noting which LEDs are on. In the Split Mode, the pilot has the
ability to transmit on one COM, while the copilot can transmit on another COM. In the Split
Mode, the pilot has the ability to transmit on one COM, while the copilot can transmit on
another COM. A fail-safe mode connects the pilot headphone and microphone to COM 1 if
there is a power failure or the power switch is set to the EMG/OFF position (for the correct
operation of headsets capable of stereo operation, the headset must be set to stereo mode).
LY
For the intercom system there is a push button mode switch and a small volume control knob
for crew intercom volume and a large knob for the passenger intercom volume. The AUX
N
button selects the entertainment audio.
O
S
Marker beacon receiver
SE
A marker beacon receiver provides the necessary marker beacon signals to the PFD and
PO
audio indications for an Instrument Landing System (ILS). The MKR push button, when
selected, allows the pilot to cycle the marker beacon audio between ON (high sensitivity), ON
R
(low sensitivity), OFF, ON (high sensitivity), and so on. The marker beacon audio can be muted
PU
by pressing the MKR MUTE/TEST button. The pilots audio panel is connected to the marker
beacon receiver and the copilots audio panel (if installed) receives marker beacon information
N
via the pilots audio panel. The marker beacon can be tested by pressing and holding the MKR
IO
MUTE/TEST button. For the KMA 29, press and hold on either panel for 1 second. For the
AT
KMA 29A, press and hold on the pilots panel for five seconds.
IZ
Radio playback (KMA 29A)

R
The audio control panel automatically records and stores the last incoming audio from the
IA
radio that is selected for transmission (max 8 recordings). The PLY button when selected plays
IL
the latest recorded radio audio. The BCK button when selected allows the pilot to cycle
M
through the recorded radio audio in reverse order (latest recording first).
FA
Bluetooth® transceiver (KMA 29A)

D
A Bluetooth® transceiver provides the necessary Bluetooth® connectivity. Each audio control
AN
panel is capable of pairing one other Bluetooth® capable device (for example: cellphone or
tablet). The Bluetooth® transceiver is capable of providing cellular phone operation and music
AL
streaming. When the Bluetooth® function is activated (press and hold the BT/Mute button for 5
ER
seconds), the audio control panels are always discoverable, except for when a device is
already paired to it. Once Bluetooth® is activated, the audio control panels will appear as “Pilot
EN
KMA29A” and “Copilot KMA29A” on the user’s personal device. Pairing requires an access
code at the first attempt to pair the personal device to the ACP. Subsequent pairings are
G
accomplished without the use of an access code.

R
12-C-A15-00-0729-00A-043A-A
Note
FO
A security code option is available and can be installed with the Maintenance Mode if
required.
The TEL button when selected activates the telephone mode and allows the user to answer a
phone call received on the paired cellphone.

Dual Audio Panel Operation
The BT/MUTE button when selected allows the user to cycle through various audio source
muting options. The BT/MUTE button cycles through four mute modes (Bluetooth®
suppressed, No Mute, Radio and Mute All):
− Bluetooth® suppressed
In Bluetooth® suppressed mode all audio received via the Bluetooth® connection is set
to OFF.
− NO MUTE
In No Mute mode all audio received via the Bluetooth® connection will be played and will
LY
intermix audibly with other audio sources (for example: COM radio and Intercom audio).
N
− RADIO MUTE
O
In Radio Mute mode the audio received via the Bluetooth® connection will be muted/
S
SE
suppressed when any COM audio is received. Bluetooth® audio will be resumed after
the COM audio stops.
PO
− MUTE ALL
R
In Mute All mode the Bluetooth® audio is muted/suppressed if any other kind of audio is
PU
received (for example COM, NAV, MKR, etc). Bluetooth® audio will be resumed after the
other audio source stops.
N
IO
At power up, the default is MUTE ALL.
AT
SPLIT mode (KMA 29)

IZ
To enter SPLIT mode on a single KMA 29 installation, the SPLIT button is used. Press the left
R
side of the SPLIT button followed by pressing the required COM audio button to select the
IA
pilot’s COM source. Press the right side of the SPLIT button followed by pressing the required
IL
COM audio button to select the copilot’s COM source.

M
SPLIT mode (KMA 29A)

FA
To enter SPLIT mode on a single KMA 29A installation, both required COM audio buttons
D
(MIC) must be pushed simultaneously.

AN
Head Related Transfer Function (HRTF) (KMA 29A)

AL
The audio control panel provides the ability to place each of the available COM audio sources
ER
in one of eight spatial positions: 9 o’clock near and far, 10, 11, 1 and 2 o’clock and 3 o’clock
near and far. The HRTF button, when selected, turns the HRTF function ON or OFF.
EN
7-29-6 Dual Audio Panel Operation

G
R
KMA 29
12-C-A15-00-0729-00A-043A-A
FO
When two KMA 29 audio panels are installed, both have access to the communications
transceivers. When both panels have selected the same transmitter, the KMA 29 designated
as the pilot position has priority.
Indication arrows above the microphone selectors indicate which side has selected the radio
for transmit. Offside radio indication is user selectable. When the offside indication is off, only
the mic select arrow for the KMA 29 position is active. When on, the pilot can see which radio
the copilot has selected for transmit, and vice versa, by noting which of the arrows is
illuminated.

Audio Panel Controls
To toggle the offside transmit selection indication, press the right side of the SPLIT button three
times within one and a half seconds. When the mode is activated, the NAV 1 indicator blinks
once. When the mode is toggled off, the NAV 1 indicator blinks twice. This mode remains in
effect until changed by the user, including power cycles.
KMA 29A
When two KMA 29A audio panels are installed, both have access to the communications
transceivers. When both panels have selected the same transmitter, the KMA 29A designated
as the pilot position has priority.
LY
7-29-7 Audio Panel Controls
N
Refer to Fig. 7-29-2, APEX Communication and Navigation - Controls and Displays.
O
S
Table 7-29-6: Primus APEX - Audio panel controls
SE
Control Description
PO
SPKR/PA Speaker /Passenger Address rocker switch. Toggles
R
between the following selections:
PU
− ON LED illuminated:
N
All selected audio will come over cockpit speaker
IO
(headset audio is always on)
AT
− OFF LED illuminated:

IZ
No audio over cockpit speaker

R
− PA LED illuminated:
IA
IL
Pilot can transmit through microphone to cabin speaker

M
COM MIC Microphone input selector buttons

FA
TEL (KMA 29A) Telephone call accept button

BCK / PLY (KMA 29A) Radio playback button. PLY plays back the latest recorded
D
incoming audio. BCK cycles through the recorded audio (8

AN
max) in reverse order, (latest recording first)

CREW/PAX ICS VOL Crew/Passenger Intercom system volume knob. Inner knob
AL
for crew intercom

ER
PUSH EMG/OFF Power on and emergency/off switch. Pilot and copilot

microphones connected to COM 1
EN
ICS Intercom System toggle switch. Toggles between ISO

G
(isolated), ALL and CREW

R
COM AUDIO Com Audio selector buttons

12-C-A15-00-0729-00A-043A-A
FO
HRTF (KMA 29A) Head Related Transfer Function (HRTF) button. When
pressed turns the HRTF function ON or OFF
NAV, ADF (if installed), DME Navigation Radio Audio selector buttons
AUX Entertainment audio select button
BT/MUTE (KMA 29A) The BT/MUTE button cycles through four mute modes:
Bluetooth® suppressed, No Mute, Radio Mute and Mute All

Distance Measuring Equipment (DME)
Table 7-29-6: Primus APEX - Audio panel controls (continued from previous page)
Control Description
MKR KMA 29: Marker button. When pressed (LED illuminated)
audio indicator enabled
KMA 29A: Marker Beacon. When pressed (LED illuminated)
audio indicator enabled. Sensitivity is set to HI. Subsequent
pressing of the button alternates between OFF, HI and LOW
MKR SENS (KMA 29) Marker Beacon sensitivity button. Alternates between HI and
LOW
LY
MKR MUTE/TEST Marker Beacon Mute/Test button. When pressed and
released, marker beacon audio is muted for that beacon.
N
When pressed for one second (KMA 29) or five seconds
O
(KMA 29A) marker beacon discretes go high for one second
S
in order to test the marker beacon. The marker annunciations
SE
are shown on the PFD.
PO
Note
The TEST function on the optional second copilot audio
R
control panel is inoperative on the KMA 29A.
PU
7-29-8 Distance Measuring Equipment (DME) N
IO
AT
A KN-63 DME transceiver is installed under the cabin floor. Power supply to the DME is from
the Avionic 1 bus. The transceiver transmits a signal to a ground station and calculates the
IZ
time between the transmitted signal and the reply signal from the ground station. It uses the
R
data to give the distance from a ground station, the groundspeed and the time-to-station. The
IA
maximum range of the DME transceiver is 389 nautical miles. The transceiver has 200
IL
different channels. The transmitter processes signals between 1025 MHz and 1150 MHz and
M
the receiver processes signals between 962 MHz and 1213 MHz.
FA
The DME detail window can be shown in the radio tuning window by pressing the DME button
on the PFD Controller. An alternative means of accessing the DME window is through the Go
D
To DME Detail soft key in the NAV detail window. The DME detail window contains soft keys
AN
DME PAIR to select the association of the DME to NAV 1 or NAV 2 and DME HOLD to select
DME hold ON or OFF. When the DME hold is selected to ON, an H adjacent to the DME
AL
distance is displayed on the PFD HSI display.

ER
7-29-9 Transponder (XPDR)

EN
The Transponder KXP 2290A is installed behind the pilot PFD and is controlled by the PFD
G
controller. The KXP 2290A transponder supports ADS-B Out functionality. The KXP 2290A
R
transponder can be installed in diversity and non-diversity versions. With the diversity version,
12-C-A15-00-0729-00A-043A-A
FO
an upper and a lower ATC antenna are installed. An optional second transponder can be
installed. The KXP 2290A transponder transmits elementary, enhanced and extended squitter
data. Each system receives data on ARINC 429 databuses.
The transponder ADS-B Out status annunciator is located below the transponder code (see
Fig. 7-29-6, XPDR Function and Display Location). ADS-B Out status is displayed in white
when the transponder indicates ADS-B Out is ON and the Aircraft Personality Module (APM)
indicates that ADS-B Out is enabled.

Global Navigation Satellite Sensor Unit (GNSSU)
CAUTION
The ADS-B out annunciator must be displayed in white to meet the requirements
specified in Section 2, Systems and Equipment Limits, otherwise Flight in ADS-B
equipped airspace is not allowed. the ADS-B system must be enabled (set to ON)
during all flight phases including airport surface movement operations.
The ADS-B Out status is displayed in amber when the transponder indicates ADS-B Out is
failed and the APM indicates that ADS-B Out is enabled. The ADS-B Out annunciator is
removed if the APM indicates that ADS-B Out is not enabled, or the transponder indicates
LY
ADS-B Out is off, or a failure has occurred.
N
ADS-B Out capability can be set ON/OFF on the transponder detail window (see Fig. 7-29-6,
O
Transponder Display and Detail Page). ADS-B Out is set to ON by default at power on and
S
independent of the STBY, ON or ALT (or TA or TA/RA if TCAS I or TCAS II is installed) mode.
SE
PO
Honeywell) for the Pilatus PC-12/47E for further information about the ADS-B Out control and
function.
R
PU
7-29-10 Global Navigation Satellite Sensor Unit (GNSSU)
7-29-10.1 General
N
IO
Either one or two GNSSUs (2nd GNSSU is a Factory Option) can be installed in the aircraft,
AT
behind the systems MFD. Power supply to GNSSU 1 is from the Standby Bus, to GNSSU 2
IZ
from the Avionic 2 Bus. Both GNSSUs process satellite data to determine aircraft position,
R
velocity and time. Both GNSSUs are certified of tracking the U.S. Global Position System
IA
(GPS). Tracking of any other Global Navigation Satellite Systems (GNSS), e.g. Galileo, is not
IL
certified yet. Both GNSSUs calculate and output navigation data, satellite measure data,
M
Receiver Autonomous Integrity Monitoring (RAIM) and Predictive RAIM (PRAIM). Both
GNSSUs also manage Sign Status Matrix (SSM), satellite status and perform BITE. The
FA
processed output data of both GNSSUs is sent to the CSIO module within the MAU for further
D
use by the rest of the avionics system. An Apex maintenance function interfaces with both
AN
GNSSUs.
The GPS data page can be accessed from the SENSOR page. The SENSOR page can be
AL
accessed with the systems MFD lower left window in focus and selecting the SENSORS page
ER
menu.
EN
G
operation of the communication and navigation equipment.

R
7-29-10.2 Satellite Based Augmentation System (SBAS)

12-C-A15-00-0729-00A-043A-A
FO
The aircraft is equipped with a KSG200 SBAS capable GNSSU.

The SBAS capable GNSSU provides GNSS position corrected by the SBAS providing
improved accuracy and integrity. The SBAS capable GNSSUs are certified for interoperability
with the signals-in-space provided by the U.S. Wide Area Augmentation System (WAAS) and
other SBAS providers, e.g. operate both within SBAS and outside SBAS coverage area. Within
the SBAS coverage area, the SBAS capable GNSSUs are able to determine the vertical and
horizontal guidance information sufficient for Localizer Performance with Vertical Guidance
(LPV) approaches.

7-29-10.3 SBAS/LPV
The basic concept of the LPV functionality is Area Navigation (RNAV) using ILS control laws.
In order to enable the SBAS/LPV an SBAS capable GNSSU must be installed. Operational
information of LPV is given in Section 4.28, LPV/LP Detailed Operating Procedures.

The Crew Alerting system (CAS) window of the systems MFD displays the following Cautions
and Advisory messages for the communication and navigation equipment status:
LY
Table 7-29-7: Primus APEX - Communication and Navigation - CAS Messages
N
O
MMDR 1 Fail Multi Mode Digital Radio No. 1 has failed
S
MMDR 2 Fail Multi Mode Digital Radio No. 2 has failed
SE
MMDR 1+2 Fail Multi Mode Digital Radios No. 1 and 2 have failed
PO
MMDR 1 Overheat Multi Mode Digital Radio No. 1 has overheated
MMDR 2 Overheat Multi Mode Digital Radio No. 2 has overheated
R
MMDR 1+2 Overheat Multi Mode Digital Radios No. 1 and 2 have overheated
PU
DME 1 Fail Distance Measuring Equipment No. 1 has failed
XPDR 1 Fail Transponder No. 1 failed
XPDR 2 Fail N
Transponder No. 2 failed (only if optional second XPDR installed)
IO
XPDR 1+2 Fail Transponder No. 1 and 2 failed (only if two XPDR’s installed)
AT
GPS 1 Fail Global Positioning system No. 1 failed

IZ
GPS 2 Fail GPS No. 2 failed (only if optional second GPS installed)
GPS 1+2 Fail GPS 1 and 2 failed (only if two GPS’s installed)
R
IA
No Alt Reporting In flight and XPDR is not selected to ALT, TA or TA/RA mode
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0729-00A-043A-A
FO

SECONDARY SECONDARY
KMC 2210
KMC 2210
DU1 DU2
PPFD UMFD
PRIMARY PRIMARY
SECONDARY
LY
TSC DU3
N
LMFD
PRIMARY
O
S
SE
PO
VIDEO VIDEO
R
COM 1 O/P O/P
EMERG
PU
FREQ
COM 1
XFER
SWITCH
SWITCH
N
CHANNEL A CHANNEL B
IO
MAU
AT
IZ
R
KTR 2280A
MMDR 1
IA
ADF
IL
KTR 2280A
M
MMDR 2
FA
D
KXP 2290
KXP 2290
AN
XPNDR 2
XPNDR 1
(OPTION)
AL
KN 63
ER
DME
EN
GNSSU 1
GNSSU 2
KGS 200
KGS 200
OR
G
(OPTION)
CMA 3024
R
12-C-A15-00-0729-00A-043A-A
FO
ANALOGUE AUDIO KMA 29A

ANALOGUE AUDIO AUDIO
MARKER
ANALOGUE AUDIO
PANEL
ICN-12-C-A150729-A-S4080-00065-A-001-01
Figure 7-29-1: APEX Communication and Navigation - Schematic

ON OFF PA ICS VOL

CREW PAX ADHRS PFD
COM 1 COM 2 COM 3 COM 4 COM 5 SPLIT
SPKR/PA
MIC RADIO
ISO ALL CREW
PUSH IDENT VFR
COM 1 COM 2 COM 3 COM 4 COM 5 EMG/OFF
ICS MKR MUTE/TEST
AUDIO
DME DETAIL
HI
MKR
NAV 1 NAV 2 ADF 1 ADF 2 DME 1 DME 2 AUX MKR VOL
SENS LO
SEL
PUSH
AUDIO CONTROL PANEL (KMA29 SHOWN) SQUELCH/ID
PUSH
FREQ
COM1 SWAP
118.015 ADHRS PFD
LY
SQ R COPILOT PFD
RADIO
122.960 COM2 CONTROL
N
IDENT VFR
108.00 NAV1
O
DME IPXR ID DME DETAIL
108.05
S
050° NAV2
VOL
SE
ANT
1700.0 ADF SEL
PUSH
1234
PO
ALT XPDR SQUELCH/ID
GND MODE PUSH
PTT SWITCH
FREQ
SWAP
R
PILOT PFD PILOT PFD
PU
CONTROL
N
IO
AT
IZ
R
PTT SWITCH
IA
IL
M
FA
D
AN
POWER CONTROL QUADRANT

EMERG
PHONE
AL
COM1
Home
CONNECT ONLY
ONE HEADSET
ER
121.5 MHz DU & CCD

MIC
COM Show Info Timer Settings

EN
NORM
i
BOSE
NAV
G
XPDR
R
EMERG
12-C-A15-00-0729-00A-043A-A
DU Scroll DU Scroll
FO

COM1
SWITCH
VHF1
PCL XFER
SWITCH
TOUCH SCREEN CONTROLLER
ICN-12-C-A150729-A-S4080-00066-A-001-01
Figure 7-29-2: APEX Communication and Navigation - Controls and Displays

COM1
118.015
SQ R
122.960 COM2
108.00 NAV1
DME IPXR ID
108.05 050° NAV2
LY
ANT
1700.0 ADF
N
ALT XPDR
1234
O
GND MODE
S
SE
TRANSMIT RECEIVE
ANNUNCIATOR
PO
VOLUME CONTROL
INDICATION
R
PU
VOLUME CONTROL
SCALE
N
SQUELCH INHIBIT
IO
ANNUNCIATOR
AT
SQ R SQ R
COM1 COM2
IZ
118.015 122.960
R
IA
SOFT KEY
IL
IDENTIFIER
M
SOFT KEY
FA
SWAP IDENTIFIER
D
DETAIL PAGE ACTIVE

FREQUENCY
AN
COM STANDBY
25 kHz 8.33 kHz FREQ FREQUENCY
AL
ER
EN
G
R
12-C-A15-00-0729-00A-043A-A
FO
ICN-12-C-A150729-A-S4080-00067-A-001-01
Figure 7-29-3: VHF Com Display and Detail Page

COM1
118.015
SQ R
122.960 COM2
108.00 NAV1
DME IPXR ID
108.05 050° NAV2
ANT
1700.0 ADF
LY
1234 ALT
GND
XPDR
N
MODE
O
S
DME
SE
ASSOCIATION
VOLUME
PO
CONTROL SCALE
PRESET
R
FREQUENCY
PU
MORSE ID
ANNUNCIATOR
MORSE CODE
N
IO
IDENTIFICATION
AT
DME IPXR ID DME IPXR ID

NAV1 NAV2
108.00 108.05
IZ
R
IA
SOFT KEY
SWAP IDENTIFIER
IL
M
ACTIVE
FREQUENCY
FA
VOR
DETAIL PAGE BEARING
D
(IF SELECTED)
AN
NAV1
BRG RAD STBY MODE
AL
NAV2
BRG RAD STBY
MODE
ER
Go to DME detail DME

EN
G
R
12-C-A15-00-0729-00A-043A-A
FO
ICN-12-C-A150729-A-S4080-00068-A-001-01
Figure 7-29-4: VHF Nav Display and Detail Page

COM1
118.015
SQ R
122.960 COM2
108.00 NAV1
DME IPXR ID
108.05 050° NAV2
LY
ANT
1700.0 ADF
N
1234 ALT XPDR
O
GND MODE
S
SE
PO
VOLUME
CONTROL SCALE
R
PU
ADF
MODE
N
IO
ADF
AT
1700.0 ADF
IZ
R
IA
SOFT KEY
IL
IDENTIFIER
M
FA
ADF
FREQUENCY
DETAIL PAGE
D
AN
ADF
BFO ANT ADF
MODE
AL
ER
EN
G
R
12-C-A15-00-0729-00A-043A-A
FO
ICN-12-C-A150729-A-S4080-00069-A-001-01
Figure 7-29-5: ADF (if installed) Display and Detail Page

COM1
118.015
SQ R
122.960 COM2
108.00 NAV1
DME IPXR ID
108.05 050° NAV2
ANT
LY
1700.0 ADF
N
1234 ALT XPDR
O
GND MODE
S
SE
PO
ATC
ACTIVE MODE
R
PU
ATC CODE
ADS-B ANNUNCIATOR
N
SOFT KEY
IO
IDENTIFIER
AT
ATC
SELECTABLE MODE
IZ
R
IA
1234 ALT XPDR

IL
ADS-B GND MODE

M
FA
IDENT
D
ANNUNCIATOR
VFR CODE REPLY VFR
AN
CODE
1200
AIR/GND
XPDR
MODE XPDR2 XPDR1
AL
SEL
ON ALT XPDR
ER
TA TA/RA TCAS
VFR CODE REPLY
EN
VERT
AB+BW NORM
1200 RNG
G
REL
ABS REL
ABS
R
TCAS
12-C-A15-00-0729-00A-043A-A
FO
ON ALT XPDR OFF

TEST
SINGLE XPDR DETAIL PAGE DUAL XPDR DETAIL PAGE
ICN-12-C-A150729-A-S4080-00070-A-001-01
Figure 7-29-6: Transponder Display and Detail Page

HF Communications System
7-29-11 HF Communications System

7-29-11.1 General
The KHF 1050 High Frequency (HF) communication system gives long range voice
communication in remote areas. Additionally the system enables the operator to communicate
using the Maritime Radiotelephone Network to contact marine operators.
The HF system operates in the High Frequency Short Wave Band from 2.000 Mhz up to
29.999 Mhz in tuning steps of 1.0 Mhz.
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The HF system comprises:
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− a PS440 Control Unit
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− a KRX1053 Receiver/Exciter
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− a KPA1052 Power Amplifier
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− a KAC1052 Antenna Coupler
− an RF antenna.
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The power supply to the HF system is 28 VDC through the HF TX and HF RX circuit breakers
on the AVIONIC 2 BUS circuit breaker panel.
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The Control Unit is installed on the pilots lower left panel. It provides the controls for operation
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of the HF system. For a description of the controls on the Control Unit, refer to the KHF 1050
Pilot’s Guide. Voice and audio signals are interfaced to the pilot’s Audio Control Panel COM 3
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push buttons.
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The Receiver/Exciter is installed under the cabin floor between frames 33 and 34. The
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Receiver/Exciter provides the circuitry for RF receive and transmit functions. It generates a low
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power RF signal to excite the Power Amplifier when in transmit mode and demodulates the
received RF signal to generate the required audio output in the receive mode. It also controls
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the audio interface and control switching for the Power Amplifier and Antenna Coupler.
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The Power Amplifier is installed under the cabin floor between frames 31 and 32. Its main
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functions are to excite the low power RF signal from the Receiver/Exciter to a high energy
signal which is then fed to Antenna Coupler and in the receive mode it passes the RF signal
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from the Antenna Coupler to the Receiver/Exciter. Excessive RF signal amplification protection
is provided.
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The Antenna Coupler is installed in the upper rear fuselage between frames 37 and 38. It
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contains the main matching circuitry to match the 50 Ohm exciter signal to the various
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impedances of the antenna. The Antenna Coupler contains a Non Volatile Memory (NVM) to
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store the best impedance value for each previously tuned frequency to reduce tuning time. The
Antenna Coupler is pressurized with nitrogen to reduce the possibility of arcing. Low pressure
warnings are given on the Control Unit and if the Nitrogen pressure becomes too low the
Antenna Coupler output power will be limited.
The RF Antenna is installed on the top of the rear fuselage. It is routed in a V shape from the
Antenna Coupler up to an attachment point on the horizontal stabilizer and back down to an
earth point on the top of the rear fuselage.

HF Communications System
7-29-11.3 Operation
Under normal operation conditions, the KHF1050 HF system is connected to the Pilots Audio
Control Panel on COM 3 input selection.
The operator is able to either directly set a frequency on the Control Unit, or in channel mode,
select the appropriate frequency channel for the intended use.
Once a frequency or a channel has been selected and output power level set, pressing the
PTT button will initiate tuning of the chosen frequency which should be completed after approx.
8 seconds. Unsuccessful tuning will result in an error message displayed on the Control Unit.
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If the HF control unit indicates “PRS W”, the couple is losing Nitrogen pressure and may be
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approaching a pressure fault condition. The HF radio will continue to function normally but the
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indication should be reported to maintenance.
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If the HF control unit indicates “PRS F”, the coupler has lost Nitrogen pressure and will
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therefore operate in the pressure fault condition. In this condition, the HF radio will reduce
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transmit power to 50W regardless of the transmit power selected by the crew. Report to
maintenance.
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The operator may choose to use and pre-program up to 99 channels with often used
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frequencies for direct access in operation. In addition, the system provides preprogrammed
channels of the Maritime Radiotelephony Network (ITU) for aircraft/ship communication using
HF equipment. N
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Under operational emergency conditions in areas with bad VHF coverage, the KHF1050
provides six pre-programmed emergency channels (EMR1 - EMR6) for international distress
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and calling.
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EMR 1 is factory programmed to 2.182 MHz international calling frequency.

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EMR 2 to EMR 6 is factory programmed but can be overwritten by the operator if he wishes to
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use different emergency frequencies.

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Refer to the KHF 1050 Pilot’s Guide for complete information on the operation of the HF
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system.
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CAUTION
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Do not operate the HF communications system when ground power is connected

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Aerowave 100 Satcom System
7-29-12 Aerowave 100 Satcom System

7-29-12.1 General
The Aerowave 100 satellite communication (SATCOM) system, if installed, gives long range
voice and data communication via the Inmarsat satellite constellation.
The Aerowave 100 system comprises:
− A High-speed Data Unit (HDU)
− An External Satcom Configuration Module (ESCM)
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− A bias-T
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− An active Low Gain Antenna (LGA)
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− A Wi-Fi router
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− An ON-OFF switch in the cockpit
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The power supply to the Aerowave 100 system is 28 VDC through the AEROWAVE circuit
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breaker on the NON ESS BUS circuit breaker panel.
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The Aerowave 100 system is stand-alone and has no connection to on-board aircraft systems.
7-29-12.2 Description N
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The HDU is installed under the cabin floor on the aft side of frame 31. It provides the power,
control and distribution of telephony and high-speed data services to the components in the
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system.
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The ESCM is installed under the cabin floor on the forward side of frame 32. The ESCM is
connected to the HDU and contains the Subscriber Identity Module (SIM). The SIM identifies
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the sitcom terminal of the HDU to the Inmarsat Services Provider.

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The bias-T is installed under the cabin floor on the aft side of frame 32. It provides the power
necessary for the active LGA to function. The bias-T also has an active GPS receiver element
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that works with the LGA to supply navigation data to the HDU. The navigation data is used to
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calculate the aircraft to satellite elevation (look angle) and Doppler effect while the aircraft
moves.
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The active LGA is installed on the top of the fuselage between frames 22 and 23. The active
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LGA lets the HDU communicate with the Inmarsat Swift Broadband Class 15 Services
(SBB-200). These services supply voice and high-speed data to a maximum of 200 kbps when
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the look angle is above 20 degrees.

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The Wi-Fi router is installed in the aft baggage compartment on the right side of the fuselage
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between frames 34 and 35. It is an IEEE 802.11 g and n wireless router that operates in the
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2.4 GHz bandwidth spectrum and gives connection to any consumer data device with Wi-Fi
connectivity. The Wi-Fi router supports WEP, WPA or WPA2 wireless security and has a single
cast antenna.
The ON-OFF switch is installed in the cockpit on the RH side wall panel. The switch is used to
turn the Aerowave 100 system ON or OFF as required.

Aerowave 100 Satcom System
7-29-12.3 Operation
The Aerowave 100 SATCOM system is in operation as soon as the non-essential bus is
powered. When in operation, the system automatically connects to the Inmarsat satellite
network with the subscriber information contained in the ESCM.
The ON-OFF switch in the cockpit can be used to disable the system when it is not needed.
Wi-Fi enabled devices that are connected to the Wi-Fi router can be used to access the
internet.
An alternative Wi-Fi router gives the added function of Voice over Internet Protocol (VOIP).
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Customers can use VOIP to make voice calls with a Personal Electronic Device (PED). A
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maximum of three PEDs can be connected at the same time. Only one user (PED) can make a
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voice call at a time.
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Primus APEX - Situation Awareness
7-30 Primus APEX - Situation Awareness
7-30-1 General
Refer to Fig. 7-30-1, APEX Situation Awareness - Schematic
The situation awareness part of the Primus APEX comprises:
− RDR 2000 or RDR 2060 (optional) Weather Radar - refer to the Weather Radar (WX)
paragraph
− KRA 405B Radar Altimeter - refer to the Radar Altimeter paragraph
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− Navigation Map - refer to Section 7-33, Primus APEX - Flight Management System
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− Optional Equipment (TCAS, EGPWS, TCAS, LSS, XM and SmartView) - refer to the
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Optional Equipment paragraph.
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7-30-2 Weather Radar (WX)
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Refer to Fig. 7-30-2, APEX Weather Radar - Overlay Menu and Display
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The weather radar system gives the pilot a selectable horizontal or vertical display of
thunderstorms or high density precipitation in front of the aircraft. The weather radar system
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can be used with an optional Lightning Sensor System, which shows areas of lightning activity
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360 degrees around the aircraft.
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The RDR 2000 or RDR 2060 (optional) Weather Radar installation consists of a radar receiver
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and radar transmitter in a radome installed in the right wing tip. The power supply to the
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weather radar is 28 VDC through the WX RDR circuit breaker on the AVIONIC 1 BUS circuit
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breaker panel.
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The RDR 2000 sensor unit receives pitch and roll signals from the ADAHRS to stabilize the
radar antenna.
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The RDR 2060 sensor unit receives pitch, roll and altitude signals from the ADAHRS to
stabilize the radar antenna. The altitude signal is used to support additional functionality (e.g.
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Auto Tilt).
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The sensor unit transmits a beam of pulsed microwave energy. When a pulse intercepts a
bank of cloud, the energy is reflected back to the antenna. The return signals are processed by
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the sensor unit and sent to the Modular Avionics Unit (MAU) for display. The sensor unit is
connected to a configuration module and receives an air/ground status from the MAU.
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Weather radar can be displayed as overlays on the PFD’s and INAV Map. The PFD weather
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radar overlay can be assessed by pressing the soft key on the side of the Horizontal Situation
Indicator (HSI) display. The soft key identifier OVRLY appears in white. Pressing the OVRLY
soft key displays the overlay selection menu. Selecting WX RDR will enable the weather radar
overlay to be displayed on the HSI. There is also an OFF selection to remove the overlay. The
WX overlay can be displayed on the Situation Awareness MFD INAV Map. First select the WX
overlay on the pilot’s HSI and then select the WX button on the Active Layers Control Bar.
The WX overlay can be independently selected for either the PFD or Situational Awareness
MFD within the same Advanced Graphics Module (AGM). It should however be noted that the
Situational Awareness MFD WX overlay is limited to the maximum resolution of the PFD HSI
range and will be inhibited when the TAWS overlay is selected on the HSI.

Weather Radar (WX)
When the Tilt/Gain knob button on the TSC is activated on the WX page on the TSC, the
current weather radar mode is shown above the right hand rotary knob of the TSC and the Tilt/
Gain control remains active, even when the WX page is not displayed on the TSC.
The RDR 2060 weather radar can be optionally installed. When the RDR 2060 is installed,
additional features and functionalities are available. The main features and functionalites are
described below:
− Magnetron power increased by 50% to 6 kW
This extends the theoretical weather detection capability from 240 NM to 320 NM and
allows the pilot to have a greater awareness of the airspace ahead
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− Auto Range Limiting (ARL)
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When the Auto Range Limit checkbox is selected, a blue area is displayed behind the
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weather systems where weather detection is no longer possible because of attenuation.
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This allows the pilot to have increased awareness about sensor performance
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− Auto Step Scan
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When the automatic step scan radio button is selected, the antenna does a complete
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scan, followed by sequential tilts (up or down) in 4 degree increments. This allows the
pilot to vertically profile the entire azimuth scan angle by monitoring successive antenna
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scans IO
− Auto Tilt
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When the automatic radio button is selected, the antenna position is automatically
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adjusted to maintain a common beam intercept point with the earth. For example, when
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the tilt is such that the last 10 percent of the display show ground returns, the system will
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automatically adjust the tilt based on barometric altitude during ascent or descent to
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maintain ground returns on 10 percent of the display.

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− Lateral Scan
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When set to full, the weather radar performs a full 100° scan as normal. When set to
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sector, the weather radar performs a 60° scan which leads to a quicker update of the
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weather radar picture. However, when set to sector, the weather radar returns are no
longer synchronized between the pilot’s PFD and the copilot’s PFD: The left to right scan
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is shown on the pilot’s PFD and the right to left scan on the copilot’s PFD. The sector can
be adjusted 20° to the left or to the right with the azimuth selection.
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− Vertical weather
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When the vertical profile checkbox is selected, the weather radar performs a vertical
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scan after each lateral scan. The vertical profile is shown on the vertical weather page on
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the MFD. When the vertical profile is selected, the lateral scan can be set to off and the
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weather radar will only perform vertical scans and there will be no weather overlay on the
PFDs. The azimuth selection determines where the vertical scan is performed. There is
no roll stabilization when the vertical profile is active.

Weather Radar (WX)
7-30-2.2 Operation
The controls for the weather radar are on the Touch Screen Controller (TSC). The WX LX
TAWS button on the home page gives access to the weather radar controls. The WX Radar
mode button allows to select the modes OFF/STBY/TEST/WX ON/GND MAP. The current
active mode is shown in green or white within the button. Soft buttons and the TSC rotary
knobs allow to modify the tilt or gain setting. Additional buttons are shown to control further WX
settings. The Tilt/Gain knob button allows to permanently allocate the right hand rotary knobs
to modify the Tilt/Gain setting independent of the shown TSC format. Weather radar
annunciations for ALERT, MODE and TILT are located on the left side of the HSI. The ALERT
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annunciations are TX ON GND in amber when WX and transmit on ground are selected on the
TSC and the aircraft is on the ground. TGT ALRT is given in amber when there are potentially
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hazardous targets directly in front of the aircraft that are outside of the selected range. Longer
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ranges should be selected to view the questionable target. The MODE annunciation is that set
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by the TSC. The TILT annunciation value is a three digit number preceded by an arrow, up for
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positive value and down for negative value. Faults are annunciated WX FAULT in white on the
right lower part of the weather radar overlay and failures are annunciated WX FAIL in amber.
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For further information on operational techniques and weather interpretation consult the RDR
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2000 or RDR 2060 Pilot Guide.
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The Avionics window of the systems MFD also contains WX/LX/TAWS setup pages. The WX
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setup tab is selected via the page menu of the multifunctional window and has similar controls
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as the TSC WX format page.
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operation of the weather radar.

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Weather Radar (WX)
SECONDARY SECONDARY
KMC 2210
KMC 2210
DU1 DU2
PPFD UMFD
PRIMARY PRIMARY
SECONDARY
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TSC DU3
LMFD
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PRIMARY
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VIDEO VIDEO
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O/P O/P
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CHANNEL A CHANNEL B
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XM WX
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CH A
(OPTION)
ADAHRS
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CH B
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WX 500
* STORMSCOPE
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(OPTION)
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KRA 405B
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KRA 405B RADAR ALT 2

RADAR ALT 1 (OPTION)
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RDR 2000 or
GNSSU 1 RDR 2060
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WX RADAR
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GNSSU 2
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(OPTION)
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*RDR 2060 INSTALLATION ONLY

ICN-12-C-A150730-A-S4080-00073-A-001-01
Figure 7-30-1: APEX Situation Awareness – Schematic

Weather Radar (WX)
IF COPILOT PFD
IS INSTALLED,
CONTROLS AND
DISPLAY ARE
SHOWN OPPOSITE
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OVRLY
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Home
SVS
FPLNBRT Direct-To Inhibits MFD Format
SVS ON DU & CCD
TRFC
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WX i
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NAV
TAWS
OFF
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XPDR
LX
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DU Scroll DU Scroll
LX CLR
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OVRLY
017
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N 3
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6
33
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WX Radar
28
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WX 120
3.0 20 20
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ICN-12-C-A150730-A-S4080-00074-A-001-01
Figure 7-30-2: APEX Weather Radar – Overlay Menu and Display

Radar Altimeter
7-30-3 Radar Altimeter

The KRA 405B transceiver is installed under the cabin floor between frames 26 and 27. The
power supply to the transceiver is 28 VDC through the RAD ALT 1 circuit breaker on the
AVIONIC 1 BUS circuit breaker panel. An optional second radar altimeter can be installed.
The transceiver sends a signal to the transmit antenna and gets the return signal from the
receive antenna. The transceiver measures the time between the transmitted signal and the
reply signal then processes the data to give height from the ground. The maximum operating
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height AGL used by the system is 2500 ft.
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The radar altimeter system measures the aircraft height Above Ground Level (AGL)
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electronically and sends the height AGL data to the MAU for display in the ADI window of the
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pilot PFD and copilot PFD (when installed). The digital readout for radio altitude is displayed in
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green text to the lower right of the aircraft symbol on the PFD. The radar altitude display is
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removed at altitudes greater than 2500 ft. When altitude is less than 550 feet, the lower portion
of the PFD altitude tape will show a yellow cross hatched box to indicate the ground proximity.
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If the radar altitude data becomes invalid the digital readout will be replaced with RAD in white.
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The radar altimeter data is also used by the optional situation awareness systems.

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The Crew Alerting system (CAS) window of the systems Multi Function Display (MFD) displays
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the following CAS messages for the radar altimeter status (refer to Table 7-30-1):
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Table 7-30-1: Primus APEX - Weather Radar - CAS Messages

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RA 1 Fail Indicates RA failed in both CSIO module channels

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7-30-4 Optional Equipment

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7-30-4.1 Enhanced Ground Proximity Warning System (EGPWS)
7-30-4.1.1 General
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The Enhanced Ground Proximity Warning System (EGPWS) consists of an Enhanced Ground
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Proximity Warning Function (EGPWF) hosted on a processor card housed in the Modular
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Avionics Unit (MAU).

The EGPWS provides an enhanced capability of reducing accidents caused by controlled flight
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into terrain. The system achieves this by receiving a variety of aircraft parameters as inputs,
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then applying alerting algorithms to provide the flight crew with aural messages and visual
12-C-A15-00-0730-00A-043A-A
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annunciation and display. The EGPWS provides the flight crew with enhanced Class A terrain
awareness while following an ATC flight plan clearance. The EGPWS can optionally be set to
TAWS Class A or Class B.
The EGPWS uses GPS position data for accurate position determination in conjunction with a
global database. The database also contains the locations of all runways longer than 2000 feet
that have a published instrument approach. The TAWS terrain overlay when selected is
displayed on the PFD HSI.
Optionally, these features can be included in the EGPWS: SmartLanding® and
SmartRunway®.

Optional Equipment
Honeywell) for the Pilatus PC-12/47E, for information regarding the specific operating details of
the system. For further information, refer to the latest edition of the Honeywell EGPWS Pilot’s
Guide.
7-30-4.1.2 Description
The EGPWS uses the database and inputs from the GPS, FMS, ADAHRS, APEX and radio
altimeter to perform its proximity computations.
Terrain is displayed as a variable density dot pattern in green, yellow or red. The pattern
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density and color being a function of how close the terrain or obstacle is, relative to the altitude
of the aircraft. Solid red for a warning terrain threat area and solid yellow for a caution terrain
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threat area.
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The terrain alerting algorithms continuously compute the terrain clearance envelopes ahead of
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the aircraft. If the boundaries of these envelopes conflict with terrain elevation data in the
terrain database, then alerts are issued. Two envelopes are computed, one corresponding to a
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terrain caution alert and the other to a terrain warning alert.
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When the required conditions have been met to generate a terrain or obstacle caution alert,
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the terrain image on the PFD TAWS Overlay is enhanced to highlight the threatening terrain as
solid yellow for caution threats and the appropriate aural alert is given. When the required
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conditions have been met to generate a terrain or obstacle warning alert, the display image on
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the PFD TAWS Overlay is enhanced to highlight the terrain as solid red and the appropriate
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aural alert is given.

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7-30-4.1.3 Operation
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Refer to Fig. 7-30-3, APEX Terrain - Overlay Menu and Display

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The (EGPWS) terrain overlay on the PFD HSI can be selected by pressing the bezel button
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adjacent to the OVERLAY annunciator, which then displays the overlay selection menu. Select
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TAWS with the bezel button and repress the OVERLAY bezel button. Terrain map data from
the EGPWS is displayed on the lateral map display on the HSI.
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EGPWS mode white annunciators for STEEP APR, TERR INHIB and TERR are displayed in
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the lower left portion of the HSI. When the optional TAWS Class A is installed, G/S INHIB and
FLAP OVRD will be displayed as well. The steep approach (STEEP APR) mode which allows
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the pilot to fly a steeper approach angle without terrain callouts being generated, can be
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selected from the TAWS set up page. The TERR annunciation indicates normal operation of
the TAWS. The terrain inhibit (TERR INHIB), glideslope inhibit (G/S INHIB) and flap override
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(FLAP OVRD) options are available on the TSC.

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Mode 5 Glideslope alerts can be manually cancelled when below 2000 feet Radio Altitude by
pressing the G/S INHIBIT button. This button is typically pressed when an unreliable glideslope
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is expected or when maneuvering is required during an Instrument Landing System (ILS) final
approach. The G/S INHIBIT function is automatically reset below 30 feet radar altitude or if the
aircraft climbs above 2000 feet or by selecting a non-ILS frequency as the primary navigation
source. Unsafe Terrain Clearance alerts can be manually inhibited by pressing the FLAP
OVRD button.
All six modes can be manually inhibited by pressing the TERR INHIB button at the Inhibits
view (under the Home QA button) on the TSC. All the terrain and aural alerts are deactivated.
This feature is generally used when the position accuracy is inadequate or when operating at
airports not in the terrain database.

Optional Equipment
Three amber annunciators for TEST, RANGE and TERR N/A can be displayed on the HSI. A
test of the EGPWS can be performed from the TAWS set up page using the TAWS SELF
TEST soft key on the MFD or by selecting the TAWS tab on the TSC home page and selecting
the TAWS Self Test button. The range update failure shows that the actual range of the TAWS
does not match the currently displayed HSI range. The terrain unavailable status shows that
the TAWS is not available.
The EGPWS sends aural alert messages, when necessary, to the audio control panel and to
the headphones and cockpit speaker. At the same time annunciations are displayed on the
PFD ADI in an amber box for GND PROX or red box for PULL UP. The annunciations flash in
reverse video for 5 seconds and then remain on until the condition is no longer detected. If the
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TAWS terrain overlay is not displayed and a EGPWS alert is set, the terrain overlay will be
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displayed (automatic pop-up) on the HSI in the partial compass mode.
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The EGPWS voice messages are annunciated as per the priorities set within the Primus APEX
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- Monitor Warning System (MWS).
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The enhanced feature of the EGPWS is the ability to alert the crew to and provide a display of
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potential conflict with terrain. Terrain conflict alerts will initiate a specific aural message and
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annunciator illumination. The EGPWS keeps a synthetic image of local terrain in front of the
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aircraft for display on the PFD Terrain Overlay.
Other enhanced features of the EGPWS are:
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− Terrain Alerting and Display (TAD)
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− Peaks
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− Obstacles
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− Envelope Modulation
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− Terrain Clearance Floor (TCF)

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− Runway Field Clearance Floor (RFCF)

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− Geometric Altitude.
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Optional Equipment
The EGPWS issues voice messages and tones for the following types of warning:
− Sink rate pull up warning (Mode 1)
− Terrain closure pull up warning (with preface - Mode 2)
− Terrain awareness pull up warning (with preface - TAD)
− Terrain (Mode 2B/Mode 2A Altitude Gain)
− Minimums type (Mode 6)
− Terrain awareness caution (TAD)
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− Too low terrain (Mode 4)
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− Too low terrain (TCF)
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− Altitude callouts (Mode 6)
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− Too low gear (Mode 4)
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− Too low flaps (Mode 4)
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− Sink rate (Mode 1)
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− Don’t sink (Mode 3)
− Glideslope (Mode 5) N
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− Approaching minimums type (Mode 6)

− Bank angle (mode 6)
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− SR/SL Cautions
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− SR/SL Advisories
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7-30-4.1.4 Indication / Warning

The CAS window on the Systems MFD will show the following advisory messages for the
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Terrain Avoidance system status (refer to Table 7-30-2):

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Table 7-30-2: Primus APEX - EGPWS - CAS Messages

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ER

FLAP OVRD Active Flap Override selected for EGPWF
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G/S INHB Active Glide slope inhibited for EGPWF while flying backcourse
approach
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RAAS Fail Internal hardware / software or input failures leading to loss

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12-C-A15-00-0730-00A-043A-A
of Runway Awareness and Advisory System (RAAS) function

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RAAS Inhibit RAAS inhibit selected by pilot

RAAS Not Available Missing RAAS Parameter (e.g. Airport not in Database)
leading to loss of RAAS function
TAWS Fail Indicates terrain avoidance system data has become invalid
Terrain Fail Terrain Awareness inoperative leading to loss of display
Terr Inhib Active Indicates terrain visual and aural alerting is inhibited

Optional Equipment
IF COPILOT PFD
IS INSTALLED,
CONTROLS AND
DISPLAY ARE
SHOWN OPPOSITE
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N
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OVRLY
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SVS
FPLNBRT
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SVS ON Home
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TRFC DU & CCD
WX
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TAWS i
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NAV
OFF WX LX TAWS Datalink Checklist

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XPDR
LX
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DU Scroll DU Scroll
LX CLEAR
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OVRLY
017
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N 3
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6
33
EN
Terrain
ACTUAL ALERTS STEEP 28

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ARE DEPENDENT GS CNCL 120

UPON TAWS TYPE TERR INH 20 20
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INSTALLED FLAP OVR

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ICN-12-C-A150730-A-S4080-00075-A-001-01
Figure 7-30-3: APEX Terrain - Overlay Menu and Display

Optional Equipment
7-30-4.2 Traffic Collision And Avoidance System (TCAS)
7-30-4.2.1 General
The TPA-100C Traffic Collision and Avoidance System (TCAS I or II) comprises a processor,
one Upper antenna (directional), one Lower antenna (omnidirectional) and a configuration
module. Power supply to the processor is 28 VDC through the TCAS circuit breaker on the
Avionic 1 BUS circuit breaker panel. Aural alerts are available through the headphones and
cockpit speaker.
TCAS is intended as an aid to the see and avoid concept. Once an Intruder is visually
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acquired, it is the pilot’s responsibility to maneuver as necessary to maintain safe separation.
N
TCAS I does not incorporate the sophisticated sensors, bearing accuracy or track rate
O
computations incorporated in TCAS II that are necessary for evasive maneuvering (rapid
S
change in pitch, roll, normal acceleration, thrust or speed). In general, TCAS I does not provide
SE
adequate information for pilots to determine reliably which horizontal or, in some cases, vertical
direction to move to increase separation, and there is some likelihood that such maneuvers will
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actually result in reduced separation.
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Honeywell) for the Pilatus PC-12/47E for information regarding the specific operating details of
the system. For further information refer to the TPA-100C Pilots Guide.
N
IO
AT
The TCAS detects and tracks other (Intruder) aircraft by interrogating their transponders. From
the transponder replies, TCAS determines range, bearing and (if the Intruder is equipped with
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a Mode C or S transponder) relative altitude. Intruders equipped with a Mode A transponder do

R
not provide altitude information. With this data, the TCAS uses standard algorithms to
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determine the threat of collision. When a possible collision hazard exists, the TCAS issues a
IL
visual and aural Traffic Advisory (TA) (TCAS I and II) or Resolution Advisory (RA) (TCAS II) to
M
the flight crew. The TCAS will not detect aircraft which have no operating transponder.
FA
The TCAS traffic overlay when selected is displayed on the PFD or the Map window of the
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INAV. It displays the horizontal picture of the traffic around the aircraft. The horizontal picture
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represents aircraft (intruders) within the surveillance volume, including the range, azimuth,
altitude and vertical direction arrows, when the information is available from the TCAS
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processor operation.
ER
EN
Refer to Fig. 7-30-4, APEX Traffic - Overlay Menu and Display

G
The TCAS traffic overlay on the PFD HSI can be selected by pressing the bezel button
adjacent to the OVERLAY annunciator, which then displays the overlay selection menu. Select
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12-C-A15-00-0730-00A-043A-A
TRFC with the bezel button and repress the OVERLAY bezel button.
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The TCAS overlay can be displayed on the Situation Awareness MFD INAV Map by selecting
the TCAS button on the Active Layers Control Bar.
For TCAS I, the aircraft intruder symbology consists of three different shapes:
− Traffic Advisory (TA) displayed as a solid amber circle
− Proximate Traffic (PA) displayed as solid cyan diamond
− Other Traffic, no threat, displayed as hollow cyan diamond.

Optional Equipment
For TCAS II, the aircraft intruder symbology consists of eight different shapes:
− Non-directional RA displayed as a solid red square
− Directional RA displayed as a solid red square with arrowhead inside
− Non-directional TA displayed as a solid amber circle
− Directional TA displayed as a solid amber circle with arrowhead inside
− Non-directional Proximate Traffic (PA) displayed as solid cyan diamond
− Directional Proximate Traffic (PA) displayed as solid cyan diamond with arrowhead inside
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− Non-directional other traffic, no threat, displayed as hollow cyan diamond
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− Directional other traffic, no threat, displayed as hollow cyan arrowhead.
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A data tag representing intruder altitude is displayed above or below and a vertical speed
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arrow pointing up or down to the right of the intruder symbol. TCAS can track up to 60 aircraft
PO
and display up to 30 intruders.
TA (TCAS I and II) or RA (TCAS II) intruders that are outside the set display range on the
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selected PFD or MFD are shown in such a way that half of the non-direction symbol is visible
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at the approximate azimuth. Increasing the HSI range can make the intruder visible on the
PFD or MFD.
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If an Intruder gets to within 20 to 48 seconds of a projected closest point of approach and/or
AT
meets other range and closure criteria, it is then considered a potential threat and a visual TA
is issued with a voice message.
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The TCAS system will issue an aural “Traffic, Traffic” alert message at the same time a TA is
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detected and displayed on the Traffic overlay. This assists the pilot in achieving visual
acquisition of the threat traffic. If the TCAS traffic overlay is not displayed and a TCAS alert is
IL
set, an amber TRFC soft key is displayed. Pressing the bezel button adjacent to the TRFC soft
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key will enable the traffic overlay to be displayed on the HSI in the partial compass mode.
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The TCAS aural alert is sent directly to the audio control panel and is available through the
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headphones and cockpit speaker. TCAS aural alerts cannot be muted by the pilot. TCAS aural
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alerts are part of the third priority group of aural warnings. Only the stall warning aural alert and
the EGPWF aural alerts have greater priority than TCAS aural alerts.
AL
TCAS II: If an Intruder gets to within 15 to 35 seconds of a projected closest point of approach
ER
(10 to 15 seconds after the TA was issued), it is then considered a collision threat and a visual
RA is issued. When an RA occurs, the pilot flying shall respond immediately to RA displays
EN
and aural alerts, manoeuvring as indicated, unless doing so would jeopardize the safe
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operation of the aircraft.

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Note
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Visually acquired traffic may not be the same traffic causing an RA. The visual perception
of an encounter may be misleading, particularly at night.
TCAS is intended as an aid to the see and avoid concept. Once an intruder is visually
acquired, it is the pilots responsibility to maneuver as necessary to maintain safe separation.

Optional Equipment

The CAS window on the systems MFD will show the following advisory message for the
Terrain and Traffic Alerting systems status (refer to Table 7-30-3):
Table 7-30-3: Primus APEX - TCAS - CAS Messages

TCAS Fail TCAS hardware/software fault leading to loss of Traffic
Collision Avoidance System (TCAS) and Cockpit Display of
Traffic Information (CDTI)
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N
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Optional Equipment
IF COPILOT PFD
IS INSTALLED,
CONTROLS AND
DISPLAY ARE
SHOWN OPPOSITE
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N
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S
SE
OVRLY
PO
SVS
FPLNBRT
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SVS ON
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TRFC
WX
N
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TAWS
AT
OFF
LX
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LX CLEAR
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FA
OVRLY
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017
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Traffic
TA
N 3
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6
33
ER
- - 28
EN
120
+
20 20
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+
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12-C-A15-00-0730-00A-043A-A
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ICN-12-C-A150730-A-S4080-00076-A-001-01
Figure 7-30-4: APEX Traffic - Overlay Menu and Display

Optional Equipment
7-30-4.3 Automatic Dependent Surveillance - Broadcast (ADS-B) In
7-30-4.3.1 General
ADS-B In is a feature of the transponder that can provide the following additional features:
− Basic Airborne situational awareness (AIRB)
− Visual Separation on Approach (VSA)
− SURFace situational awareness (SURF)
− Oceanic In-Trail Procedure (ITP)
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− Enhance Visual Acquisition (EVAcq)
N
O
The ADS-B In receiver gets broadcast data from other transponder equipped aircraft.
S
SE
Honeywell) for the Pilatus PC-12/47E for information regarding the specific operating details of
PO
ADS-B In.
R
PU
The CAS window on the systems MFD will show the following advisory message for the ADS-
B In systems status (refer to Table 7-30-4):
N
IO
Table 7-30-4: Primus APEX - TCAS - CAS Messages
AT

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ADS-B In Fail TCAS hardware/software fault leading to loss of Cockpit

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Display of Traffic Information (CDTI)

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7-30-4.4 Lightning Sensor System

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FA
7-30-4.4.1 General
The Lightning Sensor System (LSS) Stormscope WX 500 processor is installed under the
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cabin floor between frames 34 and 35. The power supply to the system is 28 VDC through the
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STORMSCOPE circuit breaker on the AVIONIC 2 BUS circuit breaker panel.

AL
ER
The LSS detects lightning activity 360 degrees around the aircraft up to a distance of 200
nautical miles. The antenna is installed on the bottom of the fuselage, it detects intra-cloud,
EN
inter-cloud or cloud-to-ground electrical discharges and sends the resulting discharge signals
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to the processor. The processor converts the signals into range and bearing data then stores
the data in memory. The processor then communicates the data to the MAU as strikes and
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12-C-A15-00-0730-00A-043A-A
cells with updates every two seconds.

FO
To maintain correct storm orientation the system receives heading source data from the
ADAHRS. If the heading source data becomes invalid the LSS may fail and remain failed until
a complete power cycle is performed.
The LSS is inhibited automatically when the pilot or copilot presses his PTT switch. This
prevents false lightning activity detections which could be caused by the communications
transmission signals.
For further information on the use of the system, operational techniques and weather display
interpretation consult the Stormscope Model WX-500 User’s Guide.

Optional Equipment
Refer to Fig. 7-30-5, APEX Lightning - Overlay Menu and Display
The LSS is a passive system and is commanded into the normal working mode by the MAU at
power up. The system has three levels of self test; at power on, continuous and pilot initiated.
The pilot initiated LX self test which takes approximately 30 seconds can be done from the LX
set up page accessed from the WX/LX/TAWS menu on the TSC or the MFD lower 1/6th
window tab. The LX MODE can be toggled between Cell and Strike on the LX set up page.
The power default state of LX MODE is Strike.
LY
During the system operation the partial compass of the HSI display and the Situation
Awareness MFD Map display can be overlaid with lightning information. There are two
N
components of the lightning display, mode/fault annunciations; strike rate and lightning cell/
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strike data. Mode/fault and strike rate annunciations are placed outside the display area and
S
the lightning cell/strike is placed inside the display using a lightning symbol as described in the
SE
cell and strike modes given below.
PO
The Lightning (LX) overlay on the PFD HSI can be selected by pressing the bezel button
adjacent to the OVERLAY annunciator, which then shows the overlay selection menu. Select
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LX with the bezel button and then press the OVERLAY bezel button again.
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The Situation Awareness MFD INAV Map Lightning Sensor System overlay can be displayed
N
by selecting the WX button on the Active Layers Control Bar and then selecting the LSS check
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box.
AT
When the LSS overlay is selected the normal mode annunciations for CELL or STRIKE and
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the RATE are shown in white on the bottom left of the overlay. In either the cell or strike mode,
if a lightning strike is detected within 25 nm of the aircraft position within the last three minutes
R
IA
the mode annunciator will change to amber.

IL
Indicated distance of lightning activity may differ slightly from distance provided by the XM SAT
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Weather. This is due to the measuring technique used by the WX-500 Stormscope.
FA
Annunciations in white are also given: CLEAR, TEST and FAULT. If the lightning sensor fails
an amber LX FAIL annunciation will be shown and the RATE and overlay display data will be
D
AN
removed.
7-30-4.4.3 Strike Display Mode (default mode)

AL
.1
ER
In the strike display mode a discharge symbol is shown on the lightning detection overlay when
the LSS detects a discharge within the selected range and view. The strike display mode
EN
shows the discharge points on the overlay in relation to where the discharges are actually
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detected instead of close to an associated group as is done in the cell display mode. The strike
display mode is most useful during periods of light electrical discharge activity because it may
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12-C-A15-00-0730-00A-043A-A
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show discharges associated with a building thunderstorm.

Optional Equipment
7-30-4.4.3 Cell Display Mode

.2
In the cell display mode a discharge symbol is shown on the lightning detection overlay when
the LSS detects discharges within the selected range and view. The system will show another
discharge symbol close to the first for each additional discharge determined to be associated
with the group. Discharges not associated with a group are not shown unless its detected
within 25 nm radius of the aircraft. The effect of this clustering algorithm is to display the
location of storm cells instead of individual discharges. The cell display mode is most useful
during periods of heavy electrical discharge activity.
LY
Clearing the discharge points periodically while monitoring thunderstorms is a good way to
N
determine if the storm is building or dissipating. Discharge points in a building storm will
O
reappear faster and in larger numbers. Discharge points in a dissipating storm will appear
slower and in smaller numbers. The LX CLR soft key is accessed from the OVRLY window and
S
SE
when the adjacent bezel button is pressed an LX CLR “ON” indicator will show for three
seconds and all the lightning cells or strikes will be removed from the PFD and any other
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displays.
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N
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AT
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R
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FA
D
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ER
EN
G
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Optional Equipment
IF COPILOT PFD IS
INSTALLED, CONTROLS
AND DISPLAY ARE
SHOWN OPPOSITE
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N
O
S
SE
WX TAWS LX
PO
OVRLY
Cell
R
LX Mode
SVS BRT Strike
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FPLN
SVS ON
N
TRFC IO
WX
AT
TAWS
OFF
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LX
R
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LX Self Test Off

LX CLR
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OVRLY
017
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3
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N
6
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33
EN
28
120
G
20 20
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LX
12-C-A15-00-0730-00A-043A-A
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CELL
RATE 110
ICN-12-C-A150730-A-S4080-00077-A-001-01
Figure 7-30-5: APEX Lightning – Overlay Menu and Display

Optional Equipment
7-30-4.5 XM Sat Weather
The XM Sat Weather is a streaming weather data source which provides data to the Primus
Apex system for display on the Situation Awareness MFD Map display. The XM Sat Weather
processor is installed under the cabin floor between frames 27 and 28. The power supply to
the XM Sat Weather system is 28 VDC through the XM SAT WX circuit breaker on the
STANDBY BUS. An XM antenna is installed on the forward top of the fuselage.
The XM Weather Receiver sends validated data to the MAU.
LY
N
Honeywell) for the Pilatus PC-12/47E for more information regarding the specific operating
O
details of the XM Sat Weather system.
S
SE
The XM Sat Weather INAV overlays are selected from the WX button menu on the Situation
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Awareness MFD.
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The following Table 7-30-5 gives the XM Sat Weather system declutter ranges (nm).
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Table 7-30-5: XM Sat Weather system declutter ranges (nm)
N
IO
Layer Min. Range Min. Range Max. Range Max. Range
AT
(North Up) (Heading Up) (North Up) (Heading Up)

NEXRAD 10 5 500 250
IZ
Composite Radar 10 5 500 250

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Sat 50 25 500 250

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Winds 50 25 500 250

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Tops 10 5 500 250

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Lghtng 10 5 200 100

Turb 50 25 500 250
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E-Tops 10 5 500 250

AN
Freezing 50 25 500 250

AL
TFR 5 2.5 500 250

AIRMET 50 25 500 250
ER
SIGMET 5 2.5 500 250

EN
PIREP 50 25 500 250

AIREP 50 25 500 250
G
Icing 10 5 750 375

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12-C-A15-00-0730-00A-043A-A
NXRDcv Min INAV range Min INAV range Max INAV range Max INAV range
FO
METAR Min INAV range Min INAV range * 75 * 37.5

TAF Min INAV range Min INAV range * 75 * 37.5
* Airport symbols are decluttered at this range.

Optional Equipment
7-30-4.6 SmartView
7-30-4.6.1 General
The purpose of SmartView (SV) is to enhance the pilot’s awareness of the aircraft position in
relation to terrain, obstacles and airports within the limits of the navigation source capabilities
of the system.
SV does not provide the accuracy or reliability upon which the flight crew can solely base
decisions and/or plan maneuvers to avoid terrain or obstacles.
Note
LY
To avoid intentional misuse of SmartView (SV) refer to Section 2 (Limitations), Systems
N
and Equipment Limits.
O
S
The integrity of SV depends on the validity of the installed Obstacle and Terrain database. If
SE
using SV, it is the Pilot’s responsibility to verify that a valid database is installed.
PO
Along with the SV option, the PFD also provides PFD symbology to reduce pilot’s workload,
which is available whether SV is turned ON or OFF.
R
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Optional Equipment
7-30-4.6.2 Primary Flight Display and SmartView Elements
7-30-4.6.2 SmartView Display

.1
Refer to Fig. 7-30-6, SmartView Display Elements and Fig. 7-30-7, Parked Heading Reference
Symbol.
Advanced PFD symbology consists of:
1 Flight Path Symbol
LY
The Flight Path Symbol (FPS) is a representation of the current aircraft flight path over
ground, i.e. Flight Path Angle (FPA) and track.
N
O
2 Flight Path Director
S
SE
The Flight Path Director (FPD) provides guidance cues with respect to the FPS.
PO
3 Acceleration Chevron
The relative position of the Acceleration Chevron with respect to the FPS indicates the
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instantaneous acceleration/deceleration of the aircraft with respect to the current
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Indicated Air Speed (IAS).
4 Zero Pitch/Path Reference Line
N
IO
The PFD includes a white horizon line that represents the true horizon. If the Aircraft
AT
Reference Symbol (ARS) is in line with that white horizon line it indicates a zero pitch. If
IZ
the FPS is in line with that white horizon line it indicates zero FPA. Therefore the white
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horizon line is called Zero Pitch/Path Reference Line (ZPRL).

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5 Track Reference Symbol

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The Track Reference Symbol (TRS) on the ZPRL represents the aircraft track.
FA
6 Heading Reference Symbol

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The Heading Reference Symbol (HRS) on the ZPRL indicates the current aircraft
AN
heading.
AL
Note
ER
The angle between the TRS and HRS represents the current Drift Angle (DA). If the DA is
greater than 9 degrees the HRS will be parked on either side of the display (on the right
EN
side if the wind comes from the right and on the left side if the wind comes from the left)
and will be ghosted (dashed). In this scenario, the HRS is nonconformal to the synthetic
G
scenery and the angle between the HRS and the TRS does not represent the DA
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anymore.
12-C-A15-00-0730-00A-043A-A
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Optional Equipment
SmartView consists of:

1 Synthetic Scenery
The synthetic scenery provides the display of sky, water and terrain relative to the current
aircraft position and track, and is depicted from the perspective of the flight crew. The
synthetic scenery is created based on the terrain database.
Note
The terrain database has an area of coverage from latitude 80 degrees North to
latitude 80 degrees South in all longitudes.
LY
2 Grid Lines
N
O
Grid lines are regularly spaced black lines on terrain that help to provide an optical flow
for general sense of motion and altitude above ground and aid depth perception and
S
terrain closure rate to the flight crew.
SE
3 Range Rings
PO
The terrain tracing range rings indicate points on the terrain that are the same indicated
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ground distance from the aircraft. The white range rings mark distances of 3 nm, 5 nm,
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10 nm and 20 nm.
4 Obstacles
N
IO
All obstacles in the database that are 200 ft AGL or higher are shown on the synthetic
AT
scenery by a purple rectangle that represents the true height of the obstacle, but not the
IZ
true width. Obstacles are always assumed to be 80 ft wide. Obstacles appear when the
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obstacle position is 13 nm (ground range) from the aircraft. The obstacles are created
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based on the obstacle database.

IL
Note
M
Terrain and obstacles shown above the ZPRL are above the current aircraft altitude.
FA
Similarly, terrain and obstacles shown below the ZPRL are below the current aircraft
altitude.
D
SV is intended to assist as an awareness tool only. It may not provide either the
AN
accuracy or fidelity (or both) on which to solely base decisions and plan maneuvers
to avoid terrain or obstacles.
AL
ER
5 Runways and Runway Markings

All runways from the database are displayed on the synthetic scenery. Runways appear
EN
on the display at a range of 33 nm (ground distance). Runways are shown with a realistic
G
looking surface texture, runway identification number and center line.

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Note
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All runways are shown without clear ways.
6 Destination Runway Outline

A cyan box is placed around the FMS selected runway to help the pilot to easily identify
the destination runway.
7 Destination Runway Extended Centre Line
The destination runway extended centre line is a line originating from the FMS selected
destination runway end along the runway direction. The length of the extended centre
line is 10 nm.

Optional Equipment
Note
The extended destination runway center line does not represent a localizer.
DESTINATION
RUNWAY OUTLINE
LY
N
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SYNTHETIC SKY
S
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N
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DESTINATION
RUNWAY
AT
EXTENDED
CENTERLINE
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SYNTHETIC
TERRAIN
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GRID LINES
ICN-12-C-A150730-A-S4080-00078-A-001-01
Figure 7-30-6: SmartView Display Elements (Sheet 1 of 3)

Optional Equipment
FLIGHT PATH FLIGHT PATH

DIRECTOR (FPD) SYMBOL (FPS)
LY
N
O
S
SE
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ACCELERATION
CHEVRON
N
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AIRCRAFT
REFERENCE
AT
SYMBOL (ARS)
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RADAR ALTITUDE
READOUT
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AL
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EN
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RUNWAY MARKING
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ICN-12-C-A150730-A-S4080-00079-A-001-01

Optional Equipment
TRACK REFERENCE HEADING REFERENCE

SYMBOL (TRS) SYMBOL (HRS)
LY
N
O
S
SE
PO
ZERO
R
PITCH/PATH
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REFERENCE
LINE (ZPRL)
N
IO
AT
SV OVERLAY 3° APPROACH
MENU REFERENCE
MARK
IZ
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M
FA
RANGE
RINGS
D
SV STATUS
AN
AND FAILURE
FIELD
AL
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EN
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ICN-12-C-A150730-A-S4080-00080-A-001-01

Optional Equipment
PARKED HEADING
REFERENCE SYMBOL
LY
N
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S
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ICN-12-C-A150730-A-S4080-00081-A-001-01
Figure 7-30-7: Parked Heading Reference Symbol

Optional Equipment
7-30-4.6.2 SV Vertical Centering Mode

.2
The vertical centering mode is pitch-based. This means the synthetic terrain is vertically
centered with the ARS, which does not move vertically. The vertical scale is positioned so that
the ARS represents the correct aircraft pitch attitude.
Note
The synthetic scenery is vertically centered to where the aircraft is pointing at (pitch angle)
and not where it is going to (Flight Path Angle).
LY
Note
N
The FPS can move vertically to indicate the current aircraft FPA in respect to the vertical
O
scale.
S
SE
7-30-4.6.2 SV Lateral Centering Mode
PO
.3
The SV lateral centering mode is track-based. This means the synthetic terrain is laterally
R
centered with the FPS, which does not move laterally.
PU
Note
N
The FPS is always conformal to the synthetic scenery, obstacles and runways. The
IO
synthetic scenery is laterally centered to where the aircraft is going to (tracking) and not
AT
where it is pointing at (heading).

IZ
Note
R
The ARS does not move laterally. Therefore it does not indicate the aircraft heading. For
IA
indication of the aircraft heading the pilot must use the (Horizontal Situation Indicator)
IL
HSI. The HRS on the ZPRL also gives a reference for the aircraft heading with respect to
M
the background synthetic scenery.

FA
D
7-30-4.6.2 SV Field of Regard Lines

AN
.4
Refer to Fig. 7-30-8, iNAV lateral Field of Regard line.
AL
The lateral Field of Regard (FOR) lines are displayed on the 2D map (iNAV). The FOR lines
ER
represent the lateral limits of the displayed synthetic scenery.

EN
Note
As a consequence of the track-based lateral centering mode the FOR lines are also
G
centered according to the aircraft track. Therefore during high DA the FOR lines will not
R
symmetrically line up with the aircraft longitudinal axis (heading).

12-C-A15-00-0730-00A-043A-A
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Optional Equipment
LY
N
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AT
ICN-12-C-A150730-A-S4080-00082-A-001-01
IZ
Figure 7-30-8: iNAV lateral Field of Regard line

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7-30-4.6.2 Flight Director Selection

.5
IL
M
Refer to Fig. 7-30-9, FCS Tab and Fig. 7-30-10, Flight Director Modes.
FA
Three Flight Director (FD) modes are available. They can be selected from the FCS tab in the
D
Avionics window:
AN
− Single-Cue (S-Cue) Flight Director with a flying wedge as primary reference symbol
AL
− Cross-Pointer (X-Ptr) Flight Director with gull wings as primary reference symbol
ER
− Flight Path (Flt-Path) Flight Director with a FPS as primary reference symbol.
EN
G
R
12-C-A15-00-0730-00A-043A-A
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Optional Equipment
LY
N
O
S
SE
PO
R
PU
N
IO
AT
ICN-12-C-A150730-A-S4080-00083-A-001-01
IZ
Figure 7-30-9: FCS Tab

R
IA
If Flt-Path is selected as Flight Director mode the FPS is the primary reference symbol and gull
wings are shown as a secondary reference symbol (Aircraft Reference Symbol). In this case
IL
the FPS cannot be selected OFF (FPS selection is greyed out).

M
FA
If S-Cue or X-Ptr is selected as Flight Director mode the flying wedge or gull wings are shown
as the primary reference symbol. The FPS in this case is a secondary symbol and can be
D
selected ON or OFF in the FPS selection line in the FCS tab in the Avionics window.
AN
The FD selection menu can be controlled via DU bezel buttons or via CCD or TSC on the FCS
tab in the Avionics window. The FD selection will cycle with each press between S-Cue, X-Ptr
AL
and Flt-Path.
ER
At power-up the default is the last pilot selection. In the case that the FPS is invalid initially at
EN
power-up, the system defaults to X-Ptr.

G
R
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Optional Equipment
LY
N
PITCH-BASED MODE PATH-BASED MODE
O
S
GUIDANCE SINGLE CUE (S-CUE) CROSS POINTER (X-PTR) FLIGHT PATH (FLT-PATH)
SE
CUE FLIGHT DIRECTOR FLIGHT DIRECTOR DIRECTOR
PO
PRIMARY FLYING WEDGE AIRCRAFT GULL WINGS AIRCRAFT FLIGHT PATH SYMBOL
CONTROL REFERENCE SYMBOL REFERENCE SYMBOL
R
REFERENCE
PU
SECONDARY DE-EMPHASIZED DE-EMPHASIZED DE-EMPHASIZED
REFERENCE FLIGHT PATH SYMBOL FLIGHT PATH SYMBOL GULL WINGS AIRCRAFT
N REFERENCE SYMBOL
IO
AT
ICN-12-C-A150730-A-S4080-00084-A-001-01
IZ
Figure 7-30-10: Flight Director Modes

R
IA
1 Pitch-Based Mode
IL
In pitch-based mode (S-Cue or X-Ptr Flight Director) the primary control reference is the
M
ARS displayed as a green flying wedge or gull wings. The FPS, if selected, is
FA
deemphasized (smaller and grey in colour) as it is a secondary reference. In this mode

D
the magenta Flight Director (S-Cue or X-Ptr) provides guidance cues with respect to the
AN
green ARS.
2 Path-Based Mode
AL
In path-based mode (Flt-Path Flight Director) the primary control reference is the FPS,
ER
displayed as a green circle with wings. The ARS is shown as gull wings. As the ARS in
this case is a secondary reference, it is shown deemphasized (thinner, expanded and
EN
white/grey in colour). In this mode the magenta FPD provides guidance cues with respect
G
to the green FPS.

R
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Optional Equipment
7-30-4.6.2 Unusual Attitudes

.6
Refer to Fig. 7-30-11, Unusual Attitude Overlays and Fig. 7-30-12, Synthetic Blue Display.
1 Semi-Transparent Blue over Brown in unusual attitudes.

In unusual attitudes, there may not be enough sky or terrain shown to provide an
adequate interpretation of the aircraft attitude. To aid this information a semitransparent
blue or brown is overlaid in certain attitudes. The sky/terrain colour is semi-transparent
so the pilot can continue to see the terrain behind the sky/terrain colour for terrain
LY
awareness. In this case the ZPRL is non-conformal, i.e. the angle between the ZPRL and
N
the ARS does not represent the current aircraft pitch angle anymore and the angle
O
between the FPS and the ZPRL does not represent the current FPA. However, the ARS
S
and the FPS are still presented correct with respect to the background vertical scale of
SE
the display.
Note
PO
In normal operation, with enough blue (sky) on the top of the display, the semi-
R
transparent synthetic blue will not be visible. When terrain is displayed on the upper
PU
part of the display (e.g. when tracking to a mountain), the semitransparent synthetic
blue becomes visible.
N
IO
2 Reversion to PFD due to excessive bank angle:
AT
Refer to Fig. 7-30-13, Excessive Bank Angle.

IZ
At excessive angles of bank the PFD symbology is decluttered. SV is removed if the

R
bank angle increases at 65 degrees left or right. The FPS will be removed at 70 degrees
IA
left or right bank.

IL
M
3 Reversion to PFD due to excessive pitch angle:

FA
Refer to Fig. 7-30-14, Excessive Pitch Angle.

D
The PFD will declutter at 30 degrees pitch up or 20 degrees pitch down. The FPS will be
AN
removed at 40 degrees pitch up or 30 degrees pitch down.

AL
ER
EN
G
R
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Optional Equipment
LY
N
O
S
SE
PO
R
PU
N
IO
AT
ICN-12-C-A150730-A-S4080-00085-A-001-01
IZ
Figure 7-30-11: Unusual Attitude Overlays

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0730-00A-043A-A
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ICN-12-C-A150730-A-S4080-00086-A-001-01
Figure 7-30-12: Synthetic Blue Display

Optional Equipment
LY
N
O
S
SE
PO
R
PU
N
IO
AT
ICN-12-C-A150730-A-S4080-00087-A-001-01
IZ
Figure 7-30-13: Excessive Bank Angle

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0730-00A-043A-A
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ICN-12-C-A150730-A-S4080-00088-A-001-01
Figure 7-30-14: Excessive Pitch Angle

Optional Equipment
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
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Primus APEX - Monitor Warning System (MWS)
7-31 Primus APEX - Monitor Warning System (MWS)
7-31-1 General
The MWS performs the following functions:
− Monitor Warning Function (MWF)
● System monitors
● Aural Warning.
LY
− Crew Alerting System (CAS)
N
− Flight Alerting System (FAS).
O
S
7-31-2 Monitor Warning Function (MWF)
SE
The MWF continuously monitors the interfaced aircraft systems and initiates the appropriate
PO
warning, caution and aural alerts to the crew when necessary.
R
The MWF runs in both channels of the Modular Avionics Unit (MAU), each MWF is comparison
PU
monitored with its opposing channel for integrity of the resultant alert.
N
Each MWF instance will produce a priority status parameter, and dependent on its origin will
IO
be sent to the FAS (Refer to Section 3, FAS Messages and Actions for these messages), CAS
AT
or to the Aural Warning system.

IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
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System Monitors
7-31-3 System Monitors

The MWF provides two levels of system monitoring, Level A and C. The level A monitor
consists of the following:
− On ground
● WOW air-ground monitor
● Radio altitude air-ground monitor
● Calibrated airspeed air-ground monitor
LY
● Aircraft on ground monitor.
N
O
− PBIT on ground
S
− Engine running
SE
− Inhibit monitors
PO
● Takeoff global inhibit monitor
R
● Approach global inhibit monitor
PU
● Standby Bus On global inhibit monitor
● Electrical power on functional inhibit monitor N
IO
AT
● Engine start functional inhibit monitor

IZ
● Taxi functional inhibit monitor.

R
− Cruise functional inhibit monitor

IA
− Takeoff configuration
IL
M
− Check DU graphics generation and display monitor

FA
− Gear warning monitor

D
− Stall warning monitor

AN
− Cabin pressurized warning monitor

AL
− Overspeed warning monitor

ER
− CPCS doors monitor

EN
− CPCS takeoff roll monitor

G
− Landing gear status.

R
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Aural Warning
The level C monitor consists of the following:

− Sensor miscompare
● Selected ADAHRS data determination
● Pitch miscompare monitor
● Roll miscompare monitor
● Heading miscompare monitor
● Barometric corrected altitude miscompare monitor
LY
● Barometric correction miscompare monitor
N
O
● Calibrated airspeed miscompare monitor.
S
− Altitude alert
SE
− Autopilot engage
PO
− Minimums alert
R
− Gear enable energized
PU
− De-ice boots
− Hydraulic pressure N
IO
AT
− Engine automatic start

− Oil debris
IZ
R
− ACS control
IA
− ASCB Bus.
IL
M
FA
7-31-4 Aural Warning

D
The MWF consists of two monitor warning functions that provide requests for the aural warning
AN
drivers to output tones and/or voice callouts to the audio system.

Table 7-31-1 lists the aural alerts generated from the MWF in priority order.
AL
ER
EN
G
R
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Aural Warning
Table 7-31-1: Aural Alerts
CONDITION AURAL MESSAGE / TONE TYPE MUTABLE

Stall “Stall” Continuous No
Terrain alerts Numerous N/A Note 1
Traffic alerts Numerous External Note 2
Gear “Gear” Continuous No
Overspeed “Speed” Continuous No
Takeoff Configuration “No Takeoff” Continuous No
Cabin Pressurized “Cabin” Continuous No
LY
Warning Chime Triple Chime Continuous Yes
N
Pitch Trim Runaway “Trim Runaway” Continuous Yes
O
Yaw Trim Runaway “Trim Runaway” Continuous Yes
S
Engine Fire “Fire” Continuous Yes
SE
Cabin Altitude “Cabin Altitude” Continuous Yes
PO
Battery Hot Warning “Battery Hot” Continuous Yes *
Propeller Low Pitch “Propeller Low Pitch” Continuous Yes
R
PU
Warning
RAAS Cautions Numerous N/A Note 1
Smart Runway / Smart Numerous
N N/A Note 1
IO
Landing Cautions
AT
(optional)
Caution Chime Single Chime Continuous Yes
IZ
AP Uncommanded Cavalry Charge Continuous Yes

R
Disconnect
IA
Minimums “Minimums” Single No

IL
AP Commanded Cavalry Charge Single No

M
Disconnect
FA
Altitude C Chord Single No

D
Vertical Track Alert C Chord Single No

AN
(0.2 sec on, 0.15 sec off, 0.2 sec on)

AT (optional) “Autothrottle” Continuous Yes
AL
Uncommanded Disconnect
ER
AT (optional) Commanded “Autothrottle” Single No

Disconnect
EN
RAAS Advisories Numerous N/A Note 1

G
ATC Uplink Aural Ding-Dong Single Yes

ATC center notified failed Ding-Dong Single Yes
R
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ATC MSG buffer full Ding-Dong Single Yes

ATS uplink aural Ding-Dong Single Yes
Smart Runway / Smart Numerous N/A Note 1
Landing Advisories
(optional)

Crew Alerting System (CAS)
Note
1 EGPWF tones are commanded by the EGPW function on the MAU and played
based on MWS priorities.
2 TCAS alerts are part of the third priority group of aural warnings. Only the stall and
EGPWF aural alerts have a higher priority than TCAS aural alerts.
3 * Only when NiCad batteries are installed.
If the MWF detects a fault in the aural warning system a CAS caution message will be shown
LY
to annunciate the Aural Warning Failure. If one channel of the aural warning system becomes
inhibited or defective a CAS advisory message will be shown to indicate an aural warning fault.
N
If one channel of the MWF becomes defective a CAS advisory message will be shown to
O
indicate an MWF A or B channel failure. The aural warning system can be disabled by
S
operation of the AURAL WARN INHIBIT switch on the cockpit rear left switch panel, in the
SE
event of a failed repetitive aural.
PO
For normal operation the AURAL WARN INHIBIT switch should not be selected to INHIBIT. To
reduce nuisance alerting in the cockpit, both channels of the aural warning are disabled while
R
the aircraft is on the ground and not fully powered.
PU
7-31-5 Crew Alerting System (CAS)
N
IO
Refer to Fig. 7-31-1, Crew Alerting System (CAS).
AT
When the MWF detects an out of limits condition it will illuminate either the master WARNING
IZ
or master CAUTION attention lights and generate the appropriate message and aural alert.
R
The CAS messages are displayed in the CAS window of the systems Multi Function Display
IA
(MFD). When no messages are active the window is blank except for the window title CAS and
IL
the scroll arrows. The window can display 12 lines of messages of 20 characters each.
M
FA
D
AN
AL
ER
EN
G
R
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Crew Alerting System (CAS)
The CAS messages have four levels:

− Warning (red)
Indicates a condition that requires an immediate corrective action by the pilot. A red
warning CAS message will be displayed in reverse (red background) until acknowledged
by pressing the WARNING attention light. After which the CAS warning message text will
be shown in the red warning color
− Caution (amber)
Indicates a condition that requires a pilots attention but not an immediate reaction. An
LY
amber caution CAS message will be displayed in reverse (amber background) until
acknowledged by pressing the CAUTION attention light. After which the CAS caution
N
O
message text will be shown in the amber caution color. Unacknowledged reversed
caution messages cannot be scrolled off the CAS window
S
SE
− Advisory (cyan)
PO
Indicates a system condition, which requires pilot awareness and may require crew
action. A cyan advisory CAS message will be displayed in reverse (cyan background) for
R
5 seconds. After 5 seconds they will be shown in the cyan advisory color
PU
− Status (white)
N
Are only displayed on the ground in white text and indicate a maintenance action is
IO
required. The Event message will be displayed in flight to indicate that the crew
AT
initiated event recording is captured.

IZ
The CAS messages have been given a hierarchical priority status. Red warning has priority
R
over an amber caution, which has priority over cyan advisory. The purpose of the priority status
IA
is that new incoming messages will be held in a queuing system based on priorities. Whenever
IL
a new CAS message becomes active it will appear in the appropriate color in reverse video.
M
Red master WARNING and amber master CAUTION attention lights are positioned on the
FA
instrument panel directly in front of the pilot and copilot. They alert the crew to changes in the
CAS monitoring status. Any condition that causes a red or amber CAS message also causes
D
AN
the applicable master WARNING or CAUTION attention light to come on. Some warnings are
accompanied with a voice callout which will sound through the overhead speaker and/or
AL
headset(s). Pushing the applicable master WARNING or CAUTION attention light

acknowledges the message and extinguishes the light. This action also changes the warning
ER
or caution message from reverse video to normal text in the CAS window. All advisory and
status messages will be automatically acknowledged and revert to normal text after being in
EN
view for 5 seconds.

G
The master WARNING and CAUTION attention lights are checked before flight by pressing the
R
LAMP switch on the overhead panel which will make the pilot and copilot attention lights
12-C-A15-00-0731-00A-043A-A
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illuminate.
In the event that more than 12 messages are active simultaneously, scrolling is provided for
the pilot to view all active messages. Warning messages cannot be scrolled off the display.
Caution messages can only be scrolled off the display when they have been acknowledged.
Scrolling is not active until the message window is full. On the left side of the CAS window a
digital display will show the number of CAS messages scrolled off the CAS window for each
color. Acknowledged messages scrolled off the CAS window will appear in normal text and
unacknowledged messages will be shown in reverse video.

CAS Warning Messages (RED)
To initiate CAS scrolling, press the bezel button adjacent to the up or down arrow softkey.
Scrolling of the CAS messages can also be done with the Cursor Control Device (CCD) by
bringing the CAS window into focus, and then use the scrollwheel function to scroll up or down.
In the event of a MWF miscompare condition, an amber MW annunciator is displayed on the
left of the CAS window (Ref. Fig. 7-31-1, Crew Alerting System (CAS)). When this MW
annunciator is displayed, the pilot can toggle between the MWF Sources by pressing the bezel
button adjacent to the MW softkey. The pilot decides which MWF Source to select in a
miscompare condition.
All the warnings (including their respective audio), cautions, advisory and status messages that
LY
can be displayed on the CAS are listed in Table 7-31-2 (warnings), Table 7-31-3 (cautions),
Table 7-31-4 (advisories) and Table 7-31-5 (status). An X in the flight phase columns indicates
N
O
a message is inhibited during that flight phase.
S
Refer to the relevant aircraft System Indication/Warning section for a description of the
SE
conditions when a CAS message will be generated. Refer to Section 3, General for the
relevant emergency procedures given for the CAS Warning and Caution messages.
PO
7-31-6 CAS Warning Messages (RED)
R
PU
Table 7-31-2: CAS Warning Messages (Red)
N
IO
Message Text Voice Stby Elec Eng Taxi Takeoff Cruise Approach
Bus Pwr Start
AT
on
IZ
Engine Fire Fire X

R
Engine ITT X
IA
Engine Torque X
IL
Engine NG X
M
Engine NP X
FA
Engine Oil Press X

D
Engine Oil Temp X

AN
Essential Bus X X
Generators X X X
AL
Cabin Pressure X X
ER
Starter Engaged X X
Battery 1 Hot Battery X X X X
EN
Battery 2 Hot Hot X X X X

G
Battery 1 + 2 Hot X X X X
Pitch Trim Runaway Trim X X
R
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Runaway
Engine Oil Level X X
(only valid with engine
oil pressure below 50
psig)
Cabin Altitude Cabin X X
Altitude
Passenger Door X X X
Cargo Door X X X
Pax + Cargo Door X X X

CAS Caution Messages (AMBER)
Table 7-31-2: CAS Warning Messages (Red) (continued from previous page)
Message Text Voice Stby Elec Eng Taxi Takeoff Cruise Approach
Bus Pwr Start
on
Propeller Low Pitch Propeller X X
Low
Pitch
EPECS Fail X
Yaw Trim Runaway Trim X X
LY
Runaway
N
7-31-7 CAS Caution Messages (AMBER)
O
S
Table 7-31-3: CAS Caution Messages (Amber)
SE
Message Text Stby Elec Eng Taxi Takeoff Cruise Approach
PO
Bus Pwr Start
R
on
PU
MAU A Fail X
MAU B Fail X
Engine ITT X
N
IO
Engine Torque X
AT
Engine NG X
IZ
Engine NP X
R
Engine Oil Press X

IA
Engine Oil Temp X

IL
EPECS Degraded X X X
M
Probes Off X X X X
FA
Fuel Quantity Fault X X X X

D
Fuel Balance Fault X X X X

AN
LH Fuel Low X X
RH Fuel Low X X
AL
LH & RH Fuel Low X X

ER
Fuel Pressure Low X

Fuel PRESS SENS Fail X X X
EN
Fuel IMP Bypass X X X X

G
Fuel Filter Blocked X

Fuel TEMP X X X
R
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LH Fuel Pump X X X
RH Fuel Pump X X X
LH & RH Fuel Pump X X X
Gear Actuator Cntl X X
Invalid Gear Config X X X X
External Power X X X X X
ACS Low Inflow X X X X
ECS Fault X X X X
CPCS Fault X X X X

Table 7-31-3: CAS Caution Messages (Amber) (continued from previous page)

Bus Pwr Start
on
Generator 1 Off X X X X
Generator 2 Off X X X X
Fuel Imbalance X X X X
Bus Tie X X X
Pusher X X
LY
Avionics 1 Bus X X X X
N
Avionics 2 Bus X X X X
O
Avionics 1 + 2 Bus X X X X
S
Fire Detector X X X X
SE
Generator 1 Volts X X X X
PO
Generator 2 Volts X X X X
Generator 1 + 2 Volts X X X X
R
Battery 1 X X X X
PU
Battery 2 X X X X
Battery 1 + 2 X X X X
N
IO
Battery 1 Off X X X X
Battery 2 Off X X X X
AT
Battery 1 + 2 Off X X X X
IZ
Flaps X X
R
Engine Chip X X X X
IA
Main Bus X X X X
IL
Generator 1 Bus X X X X
M
Generator 2 Bus X X X X
FA
Generator 1 + Bus X X X X
D
AOA De Ice X X X
AN
Pitot 1 Heat X X X X
Pitot 2 Heat X X X X
AL
Pitot 1 + 2 Heat X X X X
ER
Static Heat X X X
Inertial Separator X X X
EN
De Ice Boots X X X
G
LH Windshield Heat X X X X
R
RH Windshield Heat X X X X
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LH + RH Windshield Heat X X X X
Propeller De Ice X X X
Check DU 1 X
Check DU 2 X
Check DU 1+2 X
Check DU 3 X
Check DU 1+3 X
Check DU 2+3 X
Check DU 1+2+3 X


Bus Pwr Start
on
Check DU 4 X
Check DU 1+4 X
Check DU 2+4 X
Check DU 1+2+4 X
Check DU 3+4 X
LY
Check DU 1+3+4 X
N
Check DU 2+3+4 X
O
Check DU 1+2+3+4
S
Non Essential Bus X X X X
SE
Standby Bus X X X
RA 1 Fail X X X
PO
RA 2 Fail X X X
R
RA 1+2 Fail X X X
PU
MMDR 1 Fail X X X
MMDR 2 Fail X X X
MMDR 1+2 Fail X XN X
IO
XPDR 1 Fail X X X X
AT
XPDR 2 Fail X X X X
IZ
XPDR 1+2 fail X X X X

R
AHRS A Fail X X X X
IA
AHRS B Fail X X X X
IL
AHRS A+B Fail X X X X

M
ADC A Fail X X X X
FA
ADC B Fail X X X X
ADC A+B Fail X X X X
D
AN
Air/Ground Fail X X X X
Aural Warning Fail X X X X X
AL
DME 1 Fail X X X X
ER
DME 2 Fail X X X X
DME 1+2 Fail X X X X
EN
MMDR 1 Overheat X X X
MMDR 2 Overheat X X X
G
MMDR 1+2 Overheat X X X

R
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HSI1 is MAG TRK X X X

FO
HSI1 is TRU TRK X X X

HSI2 is MAG TRK X X X
HSI2 is TRU TRK X X X
HSI1+2 is MAG TRK X X X
HSI1+2 is TRU TRK X X X
AP Hold LH Wing Dn X X X X
AP Hold RH Wing Dn X X X X
AP Hold Nose Up X X X X
AP Hold Nose Dn X X X X


Bus Pwr Start
on
YD Hold Nose Left X X X X
YD Hold Nose Right X X X X
LH PFD CTLR Fail X X X X
RH PFD CTLR Fail X X X X
LH+RH PFD CTLR Fail X X X X
LY
FLT CTLR Ch A Fail X X X X X
N
FLT CTLR Ch B Fail X X X X X
O
FLT CTLR Ch A+B X X X X X
S
DU 1 Overheat X X X X
SE
DU 1+2 Overheat X X X X
PO
R
PU
DU 1+2+3 Overheat X X X X
DU 4 Overheat X X N X X
IO
AT
IZ
R
IA
IL
M
DU 1+2+3+4 Overheat X X X X
FA
APM 1 Fail X X X X
APM 2 Fail X X X X
D
APM 1+2 Fail X X X X

AN
CMS 1+2 Fail X X X X X

AL
System Config Fail X X X X

Validate Config X X X X X
ER
APM Miscompare X X X X X
EN
Cabin Pressure X X
FMS1-GPS1 Pos Misc X X X
G

R
12-C-A15-00-0731-00A-043A-A
FMS1-GPS1+2 Pos Misc X X X

FO

FMS2-GPS1+2 Pos Misc X X X
Unable FMS-GPS Mon X X X X
Check Pilot PFD X X
Check Copilot PFD X X X
Check Engine Display X X
ASCB Fail X X X X
Boots TEMP Limit

CAS Advisory Messages (CYAN)

Bus Pwr Start
on
Flaps EXT Limit
Emergency Descent
Gear Power Fail X
ATC Datalink Fail X X X
YD Fail X X X X
LY
YD Off
N
O
7-31-8 CAS Advisory Messages (CYAN)
S
SE
Table 7-31-4: CAS Advisory Messages (Cyan)
PO
Bus Pwr Start
R
on
PU
Terr Inhib Active
MWF A Fail X X X
N
IO
MWF B Fail X X X
AT
Aural Warning Fault X X X X X X

No Alt Reporting
IZ
YD Fail X X X X
R
AP Fail X X X X
IA
AIOP A Module Fail X X X

IL
AIOP B Module Fail X X X

M
FA
CSIO A Fail X X X
CSIO B Fail X X X
D
CSIO A + B Fail X X X
AN
MAU A Overheat X X X
MAU B Overheat X X X
AL
MAU A + B Overheat X X X
ER
FMS1 Fail X X X
FMS2 Fail X X X
EN
FMS1+2 Fail X X X
G
Maintenance Fail X X X X X X
R
MAU Fan Fail X X X

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FO
MF CTLR Fail X X X
FMS Synch Error X X X X
LH OAT Fail X X X X
RH OAT Fail X X X X
LH+RH OAT Fail X X X X
LH PFD CTLR Fail X X X
RH PFD CTLR Fail X X X
LH+RH PFD CTLR Fail X X X
FD Fail X X X X

CAS Advisory Messages (CYAN)
Table 7-31-4: CAS Advisory Messages (Cyan) (continued from previous page)

Bus Pwr Start
on
CMS 1 Fail X X X
CMS 2 Fail X X X
GIO A Fail X X X
GIO B Fail X X X
GIO A+B Fail X X X
LY
AGM 1 Fail X X X
N
AGM 2 Fail X X X
O
Takeoff Config X X X X X
S
ACMF Logs Full X X X X X
SE
ACMF Logs >80% Full X X X X X
PO
Engine Log Full X X X X X
Engine Log >80% Full X X X X X
R
Pusher Safe Mode X X
PU
FLT CTLR Ch A Fail X X X X
FLT CTLR Ch B Fail X X X X
N
IO
FLT CTLR Ch A+B Fail X X X X
TCAS Fail X X X X X
AT
TAWS Fail X X X
IZ
GPS 1 Fail X X X
R
GPS 2 Fail X X X
IA
GPS 1+2 Fail X X X

IL
AFCS Fault X X X X X
M
CVR Fail X X X X
FA
FDR Fail X X X X
D
Gear Control Fault X X X X X

AN
Flameout X
AUTO Relight X
AL
EPECS Fault X X X
ER
Prop Reverse Fail X

TF Fail X X X X X
EN
AT Fail X X X X
G
CIO 1 Fail
R
PROC 1 Fail
12-C-A15-00-0731-00A-043A-A
FO
Aural Warning Fault X X X X X X

ADS-B In Fail X X X X X
VSA Unvailable X X X X
SURF Traffic UNAVAIL X X X X X
Windshear Fail X X
G/S Inhib Active
FLAP OVRD Active
STEEP APR Active
Terrain Fail X

CAS Status Messages (WHITE)
Table 7-31-4: CAS Advisory Messages (Cyan) (continued from previous page)

Bus Pwr Start
on
RAAS Fail X X X X
RAAS Inhibit
RAAS Not Available X X X X
AOC Uplink X X X
ATS Uplink X X X
LY
ATC Uplink X X X
N
TSC Fail X
O
TSC Fan Fail X
S
SE
7-31-9 CAS Status Messages (WHITE)
PO
Table 7-31-5: CAS Status Messages (White)
R
PU
Bus Pwr Start
on
N
IO
FCMU Fault X X X X X
AT
Low Lvl Sense Fault X X X X X

Maint Memory Full X X X X X
IZ
No Eng Trend Store X X X X X

R
EPECS TLD X X X X
IA
EPECS MAINT Mode X X X

IL
M
Wet Motoring X X X
FA
Dry Motoring X X X
Maintenance Feather X X X
D
Fuel Filter Replace X X X

AN
Engine Exceedence X X X X X
Aircraft Exceedence X X X X X
AL
Event X
ER
LH WOW Fault X X X X X
EN
RH WOW Fault X X X X X
LH+RH WOW Fault X X X X X
G
LH Fan Fault X X X X X
R
RH Fan Fault X X X X X
12-C-A15-00-0731-00A-043A-A
FO
LH+RH Fan Fault X X X X X

Crew Event Store X X X X X
AGM1/FMS1 GFP Inop X X X X X
AGM1/FMS1+2 GFP Inop X X X X X
AGM2/FMS1+2 GFP Inop X X X X X
AGM 1 DB Error X X X X X

Table 7-31-5: CAS Status Messages (White) (continued from previous page)

Bus Pwr Start
on
AGM 2 DB Error X X X X X
AGM 1+2 DB Error X X X X X
AGM 1 DB Old X X X X X
AGM 2 DB Old X X X X X
AGM 1+2 DB Old X X X X X
LY
Function Unavailable
N
Prop Feather Inhibit X X
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0731-00A-043A-A
FO

SCROLL CAS WINDOW

ICON
ACKNOWLEDGED
MESSAGES
MESSAGE LINE 01 NEW
MESSAGE LINE 02 UNACKNOWLEDGED
MESSAGE LINE 03 MESSAGES
MESSAGE LINE 04
01 MESSAGE LINE 05
ACKNOWLEDGED
BEZEL MESSAGE LINE 06 MESSAGES
BUTTONS
LY
MW
MESSAGE LINE 07
CAS OVERHEAD PANEL
MESSAGE LINE 08
MISCOMPARE 3
SYSTEM TEST
N
ANNUNCIATION 4
MESSAGE LINE 09
O
1 MESSAGE LINE 10 FIRE STICK
MESSAGE LINE 11 WARN LAMP PUSHER
S
MESSAGE LINE 12
SE
UNACKNOWLEDGED
MESSAGES
PO
SCROLL
ICON
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0731-00A-043A-A
FO
CAUTION WARNING
PUSH TO RESET PUSH TO RESET
ICN-12-C-A150731-A-S4080-00089-A-001-01
Figure 7-31-1: Crew Alerting System (CAS)

Primus APEX - Automatic Flight Control System
7-32 Primus APEX - Automatic Flight Control System
7-32-1 General
Refer to Fig. 7-32-1, AFCS Schematic.
The Automatic Flight Control System (AFCS) provides the following functions:
− Autopilot (including automatic pitch trim)
− Yaw Damper (including automatic yaw trim)
LY
− Flight Director (FD) guidance
N
− Thrust Management System (optional)
O
− Emergency Descent Mode
S
SE
− Tactile Feedback.
PO
The AFCS function is hosted in the Modular Avionics Unit (MAU). The autopilot software runs
in channels A and B of the MAU and both channels are required to be functional for normal
R
autopilot operation. Pilot control is via a control panel installed above the upper Multi Function
PU
Display (MFD).
N
Auto flight control is accomplished with aileron, elevator and rudder servo actuator motors.
IO
The AFCS consists of the following components:
AT
− AFCS processing within the MAU

IZ
− Flight Controller (FC)

R
IA
− Pitch and yaw trim adaptor and actuators

IL
− Aileron, elevator and rudder servos.

M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0732-00A-043A-A
FO

Description
7-32-2 Description
The aileron, elevator and rudder servo motors communicate with the MAU via dual Controller
Area Network (CAN) data buses. The AFCS function in the MAU generates servo commands
that are identically output onto both of the CAN data buses. Commands received by the servo
from each of the CAN data buses are dual processed within the servo and the resultant
processed data must agree to effect a servo action. Additionally both servo channels must
agree in their monitoring of motor current, clutch solenoid engagement and motor position.
The servo motors have an electrical clutch that is used to engage and disengage the output
LY
shaft from the drive train. The servo motors are mounted on capstans which are connected by
autopilot cables to the flight control cables. The capstans incorporate a mechanical clutch,
N
which can be physically overridden by the pilot if the electrical clutch will not disengage. Power
O
to actuate the electrical clutch is supplied from the Avionic 1 bus A/P SERVO ENABLE circuit
S
breaker through the MAU. When the autopilot is engaged the electrical clutches engage and
SE
connect the servo motors to the capstans in order to move the flight control surfaces. Electrical
power to move the servos is supplied from the Avionic 1 bus through the A/P SERVO circuit
PO
breaker. The pilot can disconnect the electrical clutches (autopilot) by pressing the AP DISC
R
push-button switch mounted on each control wheel yoke. This is the primary means of
PU
disconnecting the autopilot but operation of any of the following controls will also disconnect
the autopilot:
− Trim engage switch on the pilot or copilot control wheel
N
IO
− Rudder trim switch on the PCL
AT
− Alternate Stab Trim switch on the center console

IZ
R
− Trim Interrupt switch on the center console

IA
− AP switch on the FC panel.

IL
M
When the autopilot is engaged the horizontal stabilizer trim actuator alternate motor and the
FA
rudder trim actuator motor are interfaced through the trim adapter to the AFCS autotrim
function in the MAU. This autotrim function is to minimize the steadystate torque on the
D
elevator and rudder servos. Manual trim commands are monitored by the MAU and disconnect
AN
the autopilot whenever sensed.

The pilot can momentarily disconnect the aileron and elevator electrical clutches by pressing
AL
the Touch Control Steering (TCS) push-button switch mounted on each control wheel. Release
ER
of the TCS push button will re-engage the aileron and elevator electrical clutches.
EN
The Takeoff / Go Around (TO/GA) switch on the left side of the Power Control Lever (PCL) is
used to initiate a go around mode in the flight director.
G
Flap position and flap fail indications are provided to the AFCS function in the MAU as part of
R
12-C-A15-00-0732-00A-043A-A
the auto pitch trim control laws. The AFCS monitors the positions of the control wheel AP DISC
FO
and TCS switches, the TO/GA switch on the PCL, the manual pitch/roll trim switches on the
control wheel, the rudder trim switch on the PCL and the TRIM INTERRUPT and ALTERNATE
STAB TRIM switches on the center console.
The FC panel provides the means for selection of all AFCS functions except Go Around mode,
TCS and AP/AT quick disconnect. Electrical power is supplied to the FC for Ch A from the
Avionic 1 bus through the FLT CONT CH A circuit breaker. The FC Ch B is supplied from the
Avionic 2 bus through the FLT CONT CH B circuit breaker.
Refer to Fig. 7-32-2, AFCS - Controls and Indications.

Description
AFCS mode selection provides the following functions (refer to Table 7-32-1):
Table 7-32-1: AFCS - Controls
AFCS Control Description

L/R Selects which PFD pilot or copilot (if installed) is used for
coupling with the FD. At power up, the default setting for the
control is L (left for pilot side)
HDG/T Momentary push-button to engage or disengage the HDG or
TRK mode. When pressed the green annunciator bar above
LY
the button comes on
N
HDG TRK The control is a dual concentric knob that allows selection
O
between HDG and TRK mode and is used in conjunction
with the HDG TRK switch. The outer control is a two-position
S
SE
rotary switch with a pointer. Selects either heading or track
on the HSI compass card. The inner knob provides a
PO
continuous selection for the Heading or Track Select Bug on
the HSI compass and digital readout. Clockwise increments
R
and counter-clockwise decrements the heading or track
PU
value by 1 degree per detent. The dual concentric knob is
also a momentary push-button PUSH SYNC for
N
synchronization of the selected Heading or Track to the
IO
current aircraft heading or track
AT
AP, FD, YD Momentary push-buttons to engage or disengage the

IZ
autopilot, flight director and yaw damper. When pressed the

green annunciator bar above the button comes on. The AP
R
IA
and YD annunciators and FD command bars will be

illuminated on the PFD displays, when the respective button
IL
is pressed and engagement occurs

M
ALT Controls the altitude preselect and alerting bug on the

FA
altitude tape of the PFD displays. The control is a dual

D
concentric knob. Clockwise rotation of the outer control

AN
increments and counterclockwise decrements the altitude

preselect value by 1000 feet per detent. Clockwise rotation of
AL
the inner knob increments and counter-clockwise

decrements the altitude preselect value by 100 feet per
ER
detent
EN
PITCHWHEEL Rotating pitchwheel to adjust the vertical mode target values

(pitch attitude or vertical speed). The pitchwheel control is
G
only active if the FD is engaged

R
BNK Momentary push-button to engage or disengage the high

12-C-A15-00-0732-00A-043A-A
FO
and low bank limits. A magenta arc is displayed on PFD ADI

roll scale when low bank selected. The BNK mode is only
available in HDG or TRK mode. BNK is automatically
activated in HDG mode above FL 250
NAV Momentary push-button to engage NAV mode. When
pressed the green annunciator bar above the button comes
on. NAV mode provides tracking of the primary navigation
source

Description
Table 7-32-1: AFCS - Controls (continued from previous page)

APR Momentary push-button to engage APR mode. When
pressed the green annunciator bar above the button comes
on. APR mode gives capture and tracking of approaches
VS Momentary push-button to engage VS mode. When pressed
the green annunciator bar above the button comes on. VS
mode is used to climb or descend at the target vertical
speed.
LY
VNAV Momentary push-button to engage VNAV mode (if installed).
When pressed the green annunciator bar above the button
N
comes on. Pressing VNAV arms the VNAV modes of the
O
flight director.
S
FLC Momentary push-button to engage Flight Level Change
SE
(FLC) mode.
PO
FLC mode can only be engaged if the altitude preselect is
set and is not at current aircraft altitude.
R
The PCL needs to be used in the correct sense to allow
PU
proper operation of FLC mode.
Note
N
IO
The PCL needs to be operated by the pilot if the optional
autothrottle is not installed.
AT
When pressed the green annunciator bar above the button

IZ
comes on. The speed target defaults to the current aircraft

R
speed, and the FMS provides guidance for the flight director
IA
to climb or descend at the speed target while complying with

IL
the altitude preselector. This mode is mainly used for climb

M
and descent. During climb, if insufficient thrust is available to

FA
maintain the speed reference, the system will attempt to

climb at the maximum speed achievable below the speed
D
reference. During descent, if there is excessive thrust

AN
available to maintain the speed reference, the system will

attempt to descent at the minimum speed achievable above
AL
the speed reference.

ER
ALT Momentary push-button to engage ALT mode. When pressed

the green annunciator bar above the button comes on. Alt
EN
mode is used to hold an altitude. The aircraft levels off at the

G
present altitude when the ALT button is pressed

MINIMUMS Octagonal rotary knob to adjust the minimum height/altitude,
R
12-C-A15-00-0732-00A-043A-A
referenced to either a target Radar Altitude or Barometric

FO
altitude respectively. Clockwise or counter-clockwise rotation

when RA is active increases or decreases the minimums
value over a range of 0 to 2500 feet. Clockwise or counter-
clockwise rotation when BARO is active increases or
decreases the minimums value over a range of 20 to 16,000
feet. The knob adjusts the minimums value 10 feet per
detent. The rotary knob is also a momentary push-button
PUSH RA/BARO to switch between a minimums referenced
to radar altitude or to barometric altitude

Operation
Table 7-32-1: AFCS - Controls (continued from previous page)

AT Momentary push-button to engage the optional autothrottle
function
FMS MAN The control is a dual concentric knob with a push select (see
IAS/MACH) that allows selection between FMS computed
speed target or Manually selected speed target for display on
the ADI speed tape. The outer control is a two-position rotary
switch with a pointer and selects either FMS or Manually
LY
selected speed target. The inner knob provides a continuous
selection for the Manual speed bug on the ADI speed tape
N
IAS/MACH Momentary push select button on the FMS MAN knob to
O
toggle the speed bug reference between IAS and MACH
S
airspeed
SE
7-32-3 Operation
PO
Note
R
PU
The AP should be engaged when flying in a steady state condition.
Pressing the AP push-button on the FC panel will engage the Autopilot (AP), Yaw Damper
N
(YD) and FD. The associated annunciation bars will illuminate on the FC panel and the AP and
IO
YD green annunciators and FD bars will be shown on the PFD. Whenever the autopilot is
AT
engaged, the pressing of the YD button will disengage the yaw damper and autopilot, the
IZ
pressing of the AP button will not disengage the yaw damper.

R
Autopilot disengagement is defined as either normal or abnormal. A normal disengagement is

IA
initiated manually by pressing the AP DISC push-button on the control wheel or by the AP
IL
push button on the FC or by activating the manual trim system. A normal disconnect will cause
M
the AP indication on the PFD to flash red/white and the aural “Cavalry Charge” warning tone to
FA
be activated. After 2.5 seconds the AP indicator and audio are removed. Any disengagement
due to a monitor trip or failure is considered abnormal. An abnormal disconnect will cause the
D
AP indication on the PFD to flash red/white and the aural warning tone to be activated until
AN
acknowledged via the AP DISC push-button. For some failures an autopilot disengagement will
be accompanied by a CAS advisory indicating the reason for the disengagement.
AL
The AFCS also controls the pitch and yaw manual trim actuators through the trim interface
ER
unit. Whenever the AP is engaged the pitch auto trim function is active, whenever the YD is
engaged the yaw auto trim function is active. Pitch and roll commands are limited to +/- 20°
EN
and +/- 35° respectively. If the autopilot is engaged or the TCS is used to position the aircraft
G
outside of these limits the autopilot will initially reduce the angles to the above limits.
R
When the autopilot is engaged the horizontal stabilizer trim actuator will be driven in order to
12-C-A15-00-0732-00A-043A-A
FO
minimize steady-state torque on the elevator servo motor. Operation of the trim switches on
the control wheels or the ALTERNATE STAB TRIM switch on the center console will
automatically disengage the autopilot and yaw damper. Similarly when the Yaw Damper is
engaged the rudder trim actuator will be driven in order to minimize steady-state torque on the
rudder servo motor. Operation of the Rudder Trim switch on the Power Control Lever will
automatically disengage the autopilot and yaw damper.

Operation
The use of the yaw damper is highly recommended when flying above FL155 (15,500 ft) and
its use is mandatory when flying above FL155 with airspeeds below 140 KIAS. When flying at
high altitude with the yaw damper off, high power selected and at low speed, large right rudder
pedal deflection may cause large aircraft yaw angles and require the pilot to apply positive left
rudder pedal force to re-establish balanced flight. YD Off is displayed on the CAS when
flying above FL155 with the yaw damper off.
During autopilot operation, the voltages on each side of the horizontal stabilizer and rudder
trim actuators are monitored by the MAU for trim runaway and trim inactive conditions. If either
condition is detected, the trim engage relay is released and a CAS Pitch Trim Runaway or
Yaw Trim Runaway and an aural “Trim Runaway” warning is given. A yaw damper failure
LY
will be shown as a CAS YD Fail advisory when flying below FL155 or a CAS YD Fail
N
caution when flying at FL155 or above.
O
The autopilot can be engaged with or without the FD guidance modes active. When no flight
S
director mode is active, engagement of the autopilot will automatically bring up the FD in the
SE
pitch hold vertical mode and the roll hold lateral mode with FD guidance on the PFD’s. When
PO
FD guidance modes have been selected, the autopilot will couple itself to the pitch and roll
commands generated by the FD guidance function.
R
PU
HDG mode is not available if the heading flag is displayed on both HSI. All other modes may
be operational.
N
FLC mode climb should only be performed with the speed target at or above the Dynamic
IO
Speed Bug (DSB) and VREF.
AT
The flight director source indicator arrow has a left side default at power up. If the pilot selects
IZ
DU1 and DU 2 off the AGM 1 display capability is disabled and then flight director switches
R
automatically to the right side PFD format (AGM 2). Selecting DU 1 and or DU 2 on again does
IA
not automatically revert the indicator arrow back to the left side. This can be done by pressing
IL
the L/R button on the FC panel.

M
When encountering turbulence with autopilot and the optional autothrottle engaged while in a
FA
steady cruise condition, consider turning off the autothrottle to avoid frequent autothrottle
induced longitudinal accelerations. This will increase comfort and engine longevity.
D
AN
When disengaging the autopilot, yaw damper or the optional autothrottle, always use the
appropriate button on the FGP. Only use the quick-disconnect button on the yoke before
AL
landing.
ER
EN
G
R
12-C-A15-00-0732-00A-043A-A
FO


Depending on mode selection, the PFD displays the following AFCS related information:
− AP engage status
− YD engage status
− YD fail indication
− TF engage status
LY
− EDM engage status
N
− AT engage status (optional)
O
− TCS status
S
SE
− FD commands and status
− FD data source (PFD couple)
PO
− Vertical speed bug
R
PU
− Overspeed mode management
− Heading bug
N
IO
− IAS bug
AT
− Armed lateral mode

IZ
− Active lateral mode

R
IA
− Armed vertical mode

IL
− Active vertical mode

M
− Altitude preselect.
FA
The Crew Alerting System (CAS) window of the systems MFD, displays the following Warning,
D
Caution and Advisory messages for the AFCS status (refer to Table 7-32-2):
AN
Table 7-32-2: AFCS - CAS Massages

AL

ER
Pitch Trim Runaway Manual or auto pitch trim runaway or trim failure, monitor
EN
detects failure of trim to properly respond, accompanied with

voice callout “Trim Runaway”
G
Yaw Trim Runaway Manual or auto yaw trim runaway or trim failure, monitor
R
detects failure of trim to properly respond, accompanied with

12-C-A15-00-0732-00A-043A-A
FO
voice callout “Trim Runaway”

AP Hold LH Wing DN Roll mistrim, monitor detects excessive forces over an
AP Hold RH Wing DN excessive time period
AP Hold Nose UP Pitch mistrim, monitor detects excessive forces over an
AP Hold Nose DN excessive time period
YD Hold Nose Left Yaw mistrim, monitor detects excessive forces over an
YD Hold Nose Right excessive time period
YD Fail Yaw damper not available (at or above FL155)
YD Off Yaw damper off (at or above FL155)

Table 7-32-2: AFCS - CAS Massages (continued from previous page)

Emergency Descent Emergency Descent Mode engaged
YD Fail Yaw damper not available (below FL155)
AP Fail Autopilot not available
FD Fail Flight director not available
AFCS Fault Fault detected in the AFCS system
TF Fail Tactile Feedback not available
AT Fail Optional Autothrottle not available
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
R
12-C-A15-00-0732-00A-043A-A
FO

FO
R FLIGHT CONTROLLER MAU
COCKPIT SWITCHES
G CH A CH B CH A
CENTER CONSOLE (R/W) CAN BUS A
TRIM INTERUPT SWITCH AILERON SERVO
EN
ALT PITCH TRIM DEV ER FD 1 (R) CAN BUS B
PCL CLUTCH DRIVE
MAN YAW TRIM AP CMD
HW SERVO ENABLE
GA
AP MONITORS
AL
CONTROL WHEEL
TCS YD CMD
Issue date: Mar 06, 2020

AN
QUICK DISCONNECT
YD MONITORS

MAN TRIM ENGAGE D
MAN PITCH TRIM DEV
MAN ROLL TRIM DEV FA AUTO PITCH TRIM
AUTO YAW TRIM CAN BUS A

TRIM ADAPTER M ELEVATOR SERVO
CAN BUS B
CH B
IL
CLUTCH DRIVE
ROLL TRIM
YAW TRIM
IA HW SERVO ENABLE
DRIVE
LH/RH R (R)
IZ FD 2
YAW TRIM AP CMD (R/W)

DRIVE ALT PITCH
AT
UP/DN AP MONITORS
IO
MAIN PITCH YD CMD
TRIM DRIVE
N YD MONITORS
CAN BUS A
RUDDER SERVO
CAN BUS B
Figure 7-32-1: AFCS - Schematic

ALT PITCH AUTO PITCH TRIM
PU
TRIMDRIVE R CLUTCH DRIVE
AUTO YAW TRIM
CAS HW SERVO ENABLE
PITCH TRIM RUNAWAY
PO
AP HOLD LH WING DN
AP HOLD RH WING DN
SE
AP HOLD NOSE UP
AP HOLD NOSE DN TRIM DISPLAY
S
YD HOLD NOSE LEFT
YD HOLD NOSE RIGHT
O
YAW DAMPER FAIL
N
AUTOPILOT FAIL
LY
FLIGHT DIRECTOR FAIL
ICN-12-C-A150732-A-S4080-00090-A-001-01
AFCS FAULT
Page 7-32-9
Report No: 02406
12-C-A15-00-0732-00A-043A-A
HDG TRK FMS MAN ALT MINIMUMS
DN
BNK VS FD AP
PUSH SYNC PUSH IAS/MACH PUSH RA/BARO

UP
APR HDG/T NAV AT FLC ALT VNAV L/R YD
Honeywell
AFCS CONTROL PANEL
LY
N
O
S
SE
TCS
SWITCH
PO
A/P DISC
SWITCH
R
PU
N
IO
AT
IZ
R
CONTROL WHEEL
IA
LEFT SHOWN
RIGHT MIRRORED
IL
POWER CONTROL QUADRANT

M
FA
Pitch Trim Runaway

Yaw Trim Runaway
D
AP Hold LH Wing DN
AN
AP Hold RH Wing DN
AP Hold Nose UP
AL
AP Hold Nose DN
YD Hold Nose Left
ER
YD Hold Nose Right

YD Fail
EN
TO/GA
AP Fail SWITCH
G
FD Fail
AFCS Fault
R
12-C-A15-00-0732-00A-043A-A
FO
PCL
CAS WINDOW
ICN-12-C-A150732-A-S4080-00091-A-001-01
Figure 7-32-2: AFCS - Controls and Indications

Thrust Management System (optional)
7-32-5 Thrust Management System (optional)

The TMS provides the following functions:
− Thrust Director
− Thrust/Speed Control System (Autothrottle) (optional)
7-32-5.1 Thrust Director

The Thrust Director function provides a Flight Director type capability for manual control of the
LY
Power Control Lever (PCL). PCL guidance commands are presented on the PFD for use by
the pilot to manually control the position of the PCL.
N
O
The Thrust Director is turned on/off with the Flight Director via the FD push button on the FC
S
panel. The Thrust Director function can be independently turned on/off via a soft key on the
SE
FCS page on the MFD. Once on, the Thrust Director will drive a PCL guidance cue on the
PFD.
PO
7-32-5.2 Autothrottle
R
PU
The optional autothrottle function provides an automatic, full flight regime energy management
with a minimum of pilot inputs. Flight economy is improved by accurate speed control and
N
thrust management. Safety is enhanced by maintaining aircraft speed and engine torque within
IO
the minimum/maximum operating limits which helps to reduce pilot workload.
AT
The autothrottle function software is installed on the MAU (AIOP a and AIOP b modules) and
interfaces with:
IZ
R
− The Throttle Quadrant Assembly (TQA) (autothrottle servo and quick disconnect switch
IA
on the PCL)
IL
− The Engine Electronic Control unit (EEC)

M
FA
− The FC panel (AT button and speed target bezel button/rotary knob).
D
The autothrottle is programmed to protect speed and thrust limits during the various phases of
AN
flight (takeoff, climb, cruise, descent and approach). The autothrottle (and thrust director)
control laws are designed to maximize passenger comfort and minimze unnecessary response
AL
to temporary environmental variations (e.g. a gust of wind) with gradual throttle response to
smoothly capture a new selected airspeed.
ER
The autothrottle reduces the pilot workload by managing PCL control from takeoff through the
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entire flight until final approach. Autothrottle modes are automatically tied to autopilot/flight
director modes and speed control is fully coordinated with the AFCS, thus requiring minimum
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pilot interaction.
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WARNING
DO NOT ATTEMPT TO LAND WITH THE AUTOTHROTTLE ENGAGED. THE
AUTOTHROTTLE MUST BE DISENGAGED PRIOR TO LANDING (REFER TO
SECTION 2, SYSTEMS AND EQUIPMENT LIMITS, PRIMUS APEX - AUTOMATIC
FLIGHT CONTROL SYSTEM).

Thrust Management System (optional)
When engaged, the autothrottle can be disengaged by:

− Pressing the AT button on the FGP
− Pressing the AT Quick-Disconnect (QD) button on the PCL
− Pressing the AP QD button on the yoke
− Manual override of the PCL.
The autothrottle features a pilot override monitor which, when autothrottle is engaged, monitors
for a significant override input of the PCL by the pilot. When the pilot moves the PCL, thus
LY
overriding the autothrottle, the override monitor function will disengage the autothrottle
resulting in an abnormal disconnect.
N
O
Autothrottle can be armed on ground by selecting the Go-Around (GA) mode followed by
pressing the AT button on the FGP. A cyan AT THR annunciation will be displayed on the PFD.
S
SE
When active, the autothrottle determines a requested thrust and corresponding PCL setting
PO
based on current airspeed, speed target and the selected speed or thrust mode. The
autothrottle will then command a PCL rate to the TQA to achieve the required PCL position (as
R
provided by the EEC). The autothrottle output is limited to the engine torque based on EEC
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provided bug ratings for takeoff, climb, cruise and idle. Once a speed/thrust limit is reached,
the autothrottle mode changes to indicate “LIM” informing the pilot that a limit is reached.
N
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AT
CAUTION
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The autothrottle observes the high airspeed limits (VMO, MMO) and low airspeed
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limits only while in the speed hold mode.

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The autothrottle modes are:

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− Thrust
Thrust mode is active when:
D
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● Takeoff and Go around (PCL set to takeoff thrust)

● FLC Climb (PCL set to Climb thrust and below)
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● FLC Descent (PCL set to Idle thrust or above)

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● EDM
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− Speed Hold
G
Speed hold mode is active when:

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● All other modes including VS, ALT, ASEL, GS, etc

● PCL set to maintain manual or FMS speed reference
− Takeoff Hold
Takeoff Hold is active during takeoff when speed is more than 60 knot until the aircraft is
more than 400 feet above the runway. Takeoff Hold mode makes sure that no
undesirable PCL movement occurs during this critical phase of flight.
For more information on the autothrottle refer to the Pilot’s Guide for the Advanced Cockpit
Environment (ACETM) (powered by Honeywell) for the Pilatus PC-12/47E.

Emergency Descent Mode
7-32-6 Emergency Descent Mode

The Emergency Descent Mode is a function that will automatically descend the aircraft to a
safe altitude in the event of detecting a cabin decompression.
The EDM is armed whenever the aircraft is above 20,000 ft and the autopilot is engaged and
will become active five seconds after a CABIN ALTITUDE CAS message and associated
callout is triggered. Once active, the EDM performs a 90 degree left turn, will make the thrust
director display an idle PCL command on the PFD and descends at VMO/MMO to 15,000 feet.
At 15,000 feet the aircraft performs an altitude capture followed by the autopilot transitioning to
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heading mode and 160 knots speed hold mode (if autothrottle installed). The PFD will show
EDM on both lateral and vertical FD mode annunciators, Emergency Descent will be
N
displayed on the CAS window and the autothrottle mode is displayed as AT EDM informing the
O
pilot that EDM is active.
S
SE
If autothrottle is installed, the EDM will perform the above steps and also engage the
autothrottle (if not engaged already) and command the thrust to idle.
PO
EDM can be cancelled by the pilot by disengaging the autopilot through the quick disconnect,
R
activation of manual trim or the AP push button on the FC panel. All other push buttons on the
PU
FC panel will be ignored and have no effect when EDM is active. Pushing the TCS button
temporarily deactivates EDM and release of the TCS button will reactivate EDM as long as the
N
aircraft altitude is still above 20,000 feet, the autopilot is on and the CABIN ALTITUDE CAS
IO
message is still on.
AT
Note
When using the quick disconnect button on the PCL to disengage the EDM, the
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autothrottle will stay engaged. The autothrottle can be disengaged by pressing the AT
R
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button on the FGP.

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M
7-32-7 Tactile Feedback

FA
The TF system uses the autopilot’s aileron servo to provide a force on the ailerons to bring the
D
aircraft back to within a safe bank angle when detecting that the aircraft is approaching or
AN
banking beyond 51 degrees left or right. The TF system will activate at 51 degrees for lower
roll rates or at 49 degrees at higher roll rates (approaching 51 degrees). TF activation at 51
AL
degrees bank angle makes sure that the TF system does not generate nuisance activations in
normal operation. The TF system will automatically deactivate once the aircraft returns to
ER
within 31 degrees bank angle.

EN
The TF system is only available when the autopilot is not engaged.

G
Note
R
The TCS function is available when TF is engaged.

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When activated at a bank rate of less than 10 degrees per second, the TF system will steadily
increase the force from a minimum of 10 lb at the yoke at 51 degrees bank angle, up to a
maximum force of 25 lb at the yoke at 60 degrees bank angle. If the pilot has hands on the
yoke, the TF System provides an opposing force when aircraft roll attitude exceeds 51 degrees
Angle of Bank, returning the aircraft within 31 degrees angle of bank and deactivates.

Tactile Feedback
When TF is active, TF is displayed on the PFDs Flight Mode Annunciator. The pilot can
manually override/deactivate the TF by using the TCS or by pressing the quick disconnect
switch on the yoke. When manually deactivated, the TF system remains deactivated until the
TF system detects the standard deactivation threshold (31 degrees bank angle or less) after
which the TF system is available again.
The PFD Statuses tab on the Avionics Window can be used to check if the TF system is
installed on the aircraft. If the TF system is installed, the PFD Statuses tab will show “Tactile
Feedback Enabled”.
Loss of TF is indicated by a TF Fail message on the CAS.
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N
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PO
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AT
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FA
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Primus APEX - Flight Management System
7-33 Primus APEX - Flight Management System
7-33-1 Description
(Refer to Fig. 7-33-1)
The flight planning function of the Flight Management System (FMS) enables the pilot to build,
review and modify flight plans on the Situation Awareness Multi Function Display (MFD) via the
Cursor Control Device (CCD) or the Touch Screen Controller (TSC). Flight plans are stored for
retrieval and activation at a later time. They are a series of legs and are bounded by
waypoints. Waypoints are named and precisely located by latitude and longitude. Database
LY
waypoints include airports, Navaids, runways, published named fixes, unnamed fixes and
N
intersections. The FMS provides the pilot with the facility to create pilot defined waypoints as
O
Lat/Long, Place/Bearing/Distance or Place/Bearing/Place/Bearing in an active or secondary
S
flight plan. If the pilot does not name a pilot defined waypoint, the FMS creates a temporary
SE
waypoint.
PO
The pilot has the option to load an off-aircraft created flight plan instead of creating a new flight
plan on the aircraft. The flight plan is installed on the flash memory of FMS 1 in the same way
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as when updateing the FMS database (refer to Database Loading). With a dual FMS
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installation, saving the flight plan after uploading will synchronize the flight plan between the
FMS 1 and FMS 2 custom databases.
N
The active flight plan is the flight plan that the FMS is actively flying. An active flight plan
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contains a From waypoint, a To waypoint and a destination (optional). Waypoints are either
AT
database, pilot defined or temporary waypoints. Changes made to an active flight plan are
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inserted into a pending flight plan, which can be reviewed before the changes are incorporated
into the active flight plan.
R
IA
The FMS provides the ability to add altitude and speed constraints to waypoints of the active
IL
flight plan. It will also calculate a Top-Of-Climb (TOC) waypoint that laterally indicates where
M
the cruise altitude level off will occur and will similarly create a Top-Of-Descent (TOD) waypoint
FA
that laterally indicates where the descent from cruise altitude should occur. These waypoints
are displayed on the Situation Awareness Multi Function Display (MFD) map. A waypoint
D
altitude constraint can be entered on any waypoint of the flight plan. The FMS will indicate a
AN
predicted or pilot entered descent angle for each waypoint.

AL
When an “At” Altitude Constraint is defined for a waypoint in the descent portion of the flight
plan, the FMS calculates the vertical profile with a default 3° descent angle. The pilot can enter
ER
up to 8°, perform a vertical direct-to limited to 8° or load a procedure.

EN
Before reaching the TOD, the FMS generates a Vertical Track Alert (VTA) and a Vertical
Navigation Deviation Scale, similar to a Glideslope, is displayed on the Primary Flight Display
G
(PFD).
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Description
The VNAV information is for advisory only and can be coupled to the AP/FD. VNAV is based
on the Barometric Altitude, therefore a correct Baro Correction Selection is essential for safe
operation.
Note
− VNAV must not be used when the CAS message ADC A Fail , ADC B Fail or
ADC A+B Fail are shown
− A secondary flight plan can be created and stored at any time and is not related to
the active flight plan. Only one stored flight plan can be activated into the secondary
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state at a time to review
N
− Each stored and active flight plan can contain a maximum of 100 waypoints. The
O
FMS can store up to 255 flight plans and 300 custom waypoints
S
− When saving a flight plan into the stored database there is an unannunciated time
SE
delay of up to 45 seconds
PO
− Stored flight plans do not contain procedures associated with the Origin or
Destination and the Weather Alternate destinations not stored. The FMS provides
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only one active flight plan. Stored flight plans can be deleted
PU
− After the Performance Compute button is pressed there will be unannunciated time
delay before the Computing Data … status is displayed
N
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− After an electrical power cycle, the active flight plan is lost and must be reentered
AT
− When a circling approach is chosen, the FMS will create a Discontinuity after the last
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waypoint of the overlay approach. Vertical guidance after this point cannot be relied
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on. The autopilot will revert to basic modes (Pitch and Roll)
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− Visual Reporting Points (VRP) can be selected for display on INAV. A pilot defined
M
waypoint can be created on top of the VRP to be used as part of the flight plan.
FA
Alternative, autopilot track line shown on INAV can be used to maneuver the aircraft
over the VRP.
D
AN
The FMS also has the ability to compute:

− Waypoints for specific legs, which includes Direct-To, holding patterns, procedure turns,
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leg intercepts, TOCs and TODs

ER
− Distance and Course computations

EN
− ETE and ETA calculations

G
− Curved path distance calculations

R
− Altitude constraint type determination.

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Operation
The active leg defined as the From To waypoint in an active flight plan, can be modified:
− Direct-To, any waypoint
− Present position hold, create a fix at the current latitude/longitude aircraft position from
which the aircraft may hold (not always available-see Pilot’s Guide for the Advanced
Cockpit Environment (ACETM) (powered by Honeywell) for the Pilatus PC-12/47E)
− Pilot confirmation of an active leg modification change initiated by the pilot
− Automatic active leg sequencing, when satisfied the FMS makes the To waypoint the
From waypoint and the next waypoint the To waypoint
LY
− Procedure turns, creation and deletion of a procedure turn on the active flight plan that is
N
part of a database procedure.
O
S
A discontinuity leg may exist in the active flight plan when there is insufficient lateral flight plan
SE
definition. The FMS will allow the programming of a discontinuity leg when it is part of a
database procedure.
PO
FMS controls are provided via the CCD and on the Home page of the TSC (refer to
R
Table 7-33-1):
PU
Table 7-33-1: FMS - Controls
N
IO
FMS Control Description
AT
D→(Direct-To) The Direct to Dialog box opens in the Waypoint List Window
Show Info The INFO Dialog Box opens on the INAV
IZ
Auto pop-up keypad/keyboard Inputs data at the cursor position

R
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7-33-2 Operation
IL
M
7-33-2.1 Graphical Flight Planning

FA
The Graphical Flight Planning (GFP) mode allows the pilot to make and change flight plans.
D
GFP can be performed on the Waypoint List and on the Interactive Navigation map display.
AN
GFP mode starts automatically and shows the options for the selected data or active flight
planning task when the pilot moves the cursor over the object he wants to modify. This
AL
generates commands to the FMS. The FMS receives and validates the commands, actions
them and displays the changed flight plan. Two menus are available when GFP mode is
ER
started - Select Object menu and Select Task menu.

EN
− Select Object menu

G
At large ranges on the lateral map, many objects may be shown very close to each other.
R
The Select Object menu allows the pilot to tell the system which particular object he
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wants to change. Also, a waypoint may be listed more than once in the active flight plan,
approach, missed approach or alternate flight plan. The pilot must tell the FMS which
waypoint listing to change.
− Select Task menu
See Table 7-33-2 for the functions that can be selected using the Select Task menu.

Operation
Table 7-33-2: FMS - Graphical Flight Planning - Select Task menu functions
Task Action
Center Map Lateral map centers at the selected location
Direct To Direct To route modification performed
Intercept … Starts a dialogue box to define a heading select intercept leg
inbound to an object
Change Dest Assigns the selected airport as the new destination
Show Info … Starts a dialogue box showing all the information about the
selected object
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Departure/Arrival Starts a dialogue box to insert, delete, modify and review the
N
selected departure/arrival procedure
O
Amend Route Performs modification of the selected flight plan route
S
Delete Wpt Removes the selected waypoint from the flight plan
SE
Cross … Starts a dialogue box to define lateral and vertical constraints
on a waypoint
PO
Hold … Starts a dialogue box to define, modify and/or delete holding
R
patterns for waypoints
PU
Procedure Turn … Starts a dialogue box to define, modify and/or delete a
procedure turn
Direct To Recovery N
Adds to the pending flight plan waypoints that were removed
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when a direct-to was previously performed
AT
PPOS Hold … Starts a dialogue box to define, modify and/or delete a

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holding pattern for PPOS

R
Offset … Starts a dialogue box to define, modify and/or delete offset

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Airway … Starts a join airway dialogue box to add an airway to the

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flight plan
M
XXXX Departure Starts the procedure dialogue box for the origin
FA
YYYY Arrival Starts the procedure dialogue box for the destination
Orbit ... (optional) Starts a dialogue box to define, modify and/or delete a
D
circular leg around a designated waypoint

AN
SAR ... (optional) Starts a dialogue box to define, modify and/or delete a
search pattern for SAR operations
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Visual App ... (optional) Starts a dialogue box to define, modify and/or delete a Visual
ER
Approach to a user-defined approach to a runway or pilot-

defined waypoint
EN
7-33-2.2 Actual Flight Planning

G
R
The Flight Management Window (FMW) is used to access or create a fight plan. The FMW is
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displayed in a 1/6th window format on the Situation Awareness MFD. A Flight Plan (FPLN) pull
down menu allows selection of either the Active or Secondary flight plan for display and
interaction. The Phase of Flight (POF) selections for a flight plan are Init, Preflight, Departure
and Arrival. Available POFs are indicated by white outlined icons with gray button borders.
Upon selection the button border and icon changes to green and the available tabs are
displayed.
The INIT (initialization) POF, when selected, displays a Time/Date tab, a Data Bases tab and
an S/W (software) tab.
Position is automatically initialized at power up.

Operation
The Preflight POF, when selected, displays a FPLN (Flight Plan), an Alt/Spd tab and a Fuel/
Weight tab. When all the mandatory data has been entered on the Preflight tabs the Compute
button becomes highlighted. Pressing the Compute button initiates the computation of
performance parameters by the FMS. The Computing Data message will be removed when
the computed performance data is available for display.
The Departure POF when selected, displays a SID (Standard Instrument Departure)/Takeoff
page that includes the Takeoff V Speeds and the Transition Altitude.
The Arrival POF, when selected, displays a STAR (Standard Terminal Arrival Route)/Landing
page that includes the Landing V Speeds and the Transition level.
LY
The pilot can also define a Secondary flight plan which is totally independent of the primary
N
active flight plan. The Secondary flight plan may be created, stored and activated at any time,
O
but only one stored flight plan may be activated into the secondary state for review.
S
SE
Once airborne the aircraft can be flown either indirectly through the Flight Director or
automatically through the autopilot. The FMS active flight plan is used to steer the aircraft and
PO
the FMS constantly calculates and updates the aircraft position and performance data output
data to the displays.
R
PU
7-33-2.3 Displays
Flight plans are shown pictorially on the Situation Awareness MFD with vector lines between
N
successive connected waypoints, transition onto waypoints, holding patterns and procedure
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turns.
AT
See Table 7-33-3 for the ARINC 424 leg types that are supported by the FMS.
IZ
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Table 7-33-3: FMS - ARINC 424 Leg Types

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Leg Type Description

M
IF Initial Fix
FA
TF Track to a Fix
CF Course to a Fix
D
DF Direct to a Fix
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FA Fix to an Altitude
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RF Constant Radius Arc

AF Arc to a Fix
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VA Heading to an Altitude
EN
VI Heading to an Intercept
VM Heading to a Manual Termination
G
PI Procedure Turn
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HA Holding with Altitude Termination

FO
HF Holding with Single Circuit Termination at the Fix

HM Holding with a Manual termination
Flight planning information is shown in the upper left 1/6th window. This window can be made
larger (upper left and lower left windows combined 1/3rd window) to show more information
when Waypoint (WPT) information is active. The information displayed is controlled by on-
screen pull-down menus which are selected by the CCD or TSC.

Database Loading
Navigation and steering information is displayed on the PFD ADI/HSI and the upper MFD right
window. A bezel button on the PFD HSI will be used to select an Overlay menu which will
show flight planning and situational awareness information on the HSI.
7-33-3 Database Loading

7-33-3.1 Database Loading with RT
The Navigation Database updates can be loaded with the Remote Terminal software to the
FMS Navigation Database. Refer to the PC-12/47E Data Loading Guide (Document Number
02313). The guide can be found at www.pilatus-aircraft.com -> Menu -> Customer Support ->
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Technical Publications -> PC-12 -> Flight Manuals -> Data Loading Guide.
N
Note
O
If a Connected Flight Deck (CFD) is installed, it must be disabled by opening the CB
S
“WLAN Data Load” before energizing the aircraft electrical system.
SE
PO
7-33-3.2 Database Loading with Connected Flight Deck (CFD)
R
If the optional CFD is installed, an Apple iPad can be used to load Navigation and Electronic
PU
Chart Databases to PRIMUS APEX. To do this, the INDS Data Manager application is used on
an iPad with an INDS subscription. Firstly, the iPad must be connected to an internet network
N
to download the databases. Thereafter, the iPad can be connected to the wireless network of
IO
the aircraft to upload the databases to PRIMUS APEX. Refer to the PC-12/47E Wireless Data
AT
Loading (Connected Flight Deck) guide (Document Number 02373). The guide can be found at
www.pilatus-aircraft.com -> Menu -> Customer Support -> Technical Publications -> PC-12 ->
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Flight Manuals -> Data Loading Guide.

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The loading of the Navigation and Electronic Chart Databases can be done with the aircraft
only powered by the STBY bus, after pressing the MAU DATA LOAD switch on the copilot side
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panel. A red cross will be shown on all powered MFDs and PFDs during the data loading
M
process. This is normal and due to the Advanced Graphics Module (AGM) being set to
FA
download data mode. The data loading process shall not be interrupted nor shall the aircraft be
de-energized.
D
AN
When the data loading has been completed, the lower MFD (and, if powered, the copilot PFD)
will return to their default configuration. The pilot PFD and upper MFD will continue to display
AL
red crosses.
ER
A full power cycle of the aircraft is required to return the aircraft to normal operation.
EN
Stuck database upload

G
When attempting to upload INDS databases (Charts, Navigational, Terrain) using the INDS
Data Manager iPad application, in rare cases the status bar in the application remains at 64%
R
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for 5 minutes or more, and does not complete the upload. The APEX pilot PFD and upper MFD
FO
show red crosses, while the co-pilot PFD and MFD return to normal screens. The following
procedure shall be performed to resolve the issue:
CAUTION
Do NOT remove electrical power from the aircraft.

Database Loading
1. On the iPad: Force close the Push the home button (double click) on
INDS Datamanager app.............. the iPad and swipe up to close the app
2. WLAN DATA LOAD circuit Pull
breaker (Standby Bus LX4).........
CAUTION
You must wait the full 1 minute for the Connected Flight Deck to completely
power down.
LY
3. WLAN DATA LOAD circuit Reset
breaker (Standby Bus LX4).........
N
O
Wait 2-3 minutes for the Connected Flight Deck to fully reboot. The iPad should
S
reconnect automatically.
SE
When the iPad has reconnected to the Connected Flight Deck:
PO
4. Re-start the INDS Data Manager
application on the iPad................
R
PU
5. Push the upload button of the Verify that the progress bar goes up to
database that remained stuck at 100% and the database upload
64%.............................................
N
completes successfully
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6. Do a full power cycle of the
AT
aircraft.........................................
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Following database uploads should complete successfully without issues. If not, repeat
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the above procedure.

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---------- END -----------

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The Crew Alerting System (CAS) window on the systems MFD will show the following caution,
advisory and status messages for the FMS (refer to Table 7-33-4):
Table 7-33-4: FMS - CAS Messages

FMS-GPS1 Pos Misc Indicates FMS to GPS 1 position miscompare
FMS-GPS2 Pos Misc Indicates FMS to GPS 2 position miscompare (only if GPS 2
LY
installed)
N
FMS-GPS1+2 Pos Misc Indicates FMS to GPS 1+2 position miscompare (only if GPS
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2 installed)
S
Unable FMS-GPS Mon Indicates FMS to GPS position monitor has failed (Typical
SE
RAIM not available)
FMS Fail Indicates FMS has failed
PO
AGM2/FMS 1GFP Inop Indicates graphical flight planning function failed in AGM 2
R
AGM 1 DB Error Indicates database in AGM 1 has an error
PU
AGM 1+2 DB Error Indicates database in AGM 1+2 have an error
AGM 1 DB Old
N
Indicates database in AGM 1 is out of date
IO
AGM 2 DB Old Indicates database in AGM 2 is out of date
AT
AGM 1+2 DB Old Indicates database in AGM 1+2 are out of date
IZ
The following FMS annunciations can be shown on the PFD (refer to Table 7-33-5):
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Table 7-33-5: FMS - Annunciations on PFD

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FMS Annunciation on PFD Description

M
APP Approach advisory Indicates FMS is in approach mode

FA
XTK Offset advisory Displayed when lateral offset has been entered
D
MSG Message advisory Displayed when message is shown on INAV map

AN
DR Dead Reckoning alert Displayed when operating in DR mode for more than 2
minutes
AL
DGRD Degraded alert Displayed when FMS accuracy cannot guarantee accuracy
ER
for present phase of flight due to sensor availability

EN
The following FMS messages (refer to Table 7-33-6) can be shown on the INAV Map or on
other INAV windows and dialogue boxes, refer to the Pilot’s Guide for the Advanced Cockpit
G
Environment (ACETM) (powered by Honeywell) for the Pilatus PC-12/47E for the explanations:
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Table 7-33-6: FMS - Messages shown on INAV Map, Windows and/or Dialogue Boxes
ACDB Config Mismatch High PCDR Turn GRD SPD

ACDB Database Mismatch Intersection Not Found
Active Mode is Mag/True Hdg Invalid Aircraft DB
Active Mode is Mag/True Trk Invalid Custom DB
Alt Constraint Deleted Invalid Direct To Entry
Brg/Crs must be in True Invalid Entry
Check *PD Placement Invalid FPLN Operation
Check Alt Constraint Invalid NAV DB
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Check Baro Set NDB Over Max Size
N
Check data Load (xx) No Position Sensors
O
Check Dest Fuel No Present Position
S
Check GPS 1 Position Offset Cancel
SE
Check GPS 2 Position Offset Cancel Next WPT
PO
Check Loaded Wind/Temp Check Orbit Radius / GSPD
Check Spd/Altitude Limit PERF-VNAV Unavailable
R
PU
Check Speed Constraint Predict LPV Unavailable
Compare Fuel Quantity Radials Do Not Intersect
Data Base out of Date
N
RAIM Will Exceed Limit
IO
DB Transfer Aborted Reset ALT SEL?
AT
DB Transfer Complete SBAS APPR Load Fail

IZ
DB Transfer in Progress Single Operation

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Entering Polar Region Stored FPL PERF Unavailable

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Exceeds Cert Ceiling Unable *PD Placement

IL
Exceeds Max Gross Weight Unable Approach Mod

M
Exceeds Max Landing Weight Unable CDB XLOAD In Prog

FA
Exceeds Max Landing WT Unable Hold Change

Exiting Polar Region Unable Next ALT
D
AN
Flight Plan Full Unable Offset

FLT Path Angle Too Steep Unable PCDR Turn Change
AL
FMS Exiting Hold Unable RNP

ER
FMS-LPV Miscompare Unable RNP Next WPT

FPL Storage Full Used by Active FPL
EN
GPS RAIM Above Limit Vert Dir Over Max Ang

G
GPS Config Miscompare Vert Dir Under Min Ang

GPS RAIM Unavailable Waypoint Not Found
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High Holding GRD SPD WPT Storage Full.

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N
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S
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PO
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HDG TRK FMS MAN ALT MINIMUMS
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DN
BNK VS FD AP
PUSH SYNC PUSH IAS/MACH PUSH RA/BARO

UP
APR HDG/T NAV AT FLC ALT VNAV L/R YD
Honeywell
N
FLIGHT GUIDANCE PANEL KMC9200A
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AT
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CURSOR
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TOUCH SCREEN CONTROLLER

CONTROL
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DEVICE
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M
CH. A CH. B EGPWF

FA
D
GIO AGM AIOP a AIOP b AGM GIO

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CH. A 1 FMS2 FMS1 2 CH. B PROC

MODULAR AVIONICS UNIT
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GNSSU 1 GNSSU 2
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KGS200 KGS200
ANTENNA KA96 ANTENNA KA96
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ADAHRS XPDR 1
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KSG7200 KXP2290 ETHERNET

ARINC 429
RS-422
XPDR 2
VIDEO BUS
KXP2290
ICN-12-C-A150733-A-S4080-00092-A-001-01
Figure 7-33-1: FMS - Schematic

Dual FMS (Optional)
7-33-5 Dual FMS (Optional)

7-33-5.1 General
FMS 1 is located on AIOP b card and FMS 2 is located on AIOP a card. Both FMS share the
existing APEX resources and interfaces (INAV, TSC, and CCD). The dual FMS system can
operate in either Synch mode or Single mode.
Dual FMS provide a “One FMS” view to the crew. In normal operation both FMS are in Synch
mode (Primary/Secondary). In this configuration both FMS have the same flight plan and all
synchronization between the multiple FMS instances is automatic. Although the FMS operates
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in a Synch mode, some data is computed independently to enhance safety. For example, the
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desired track and cross track error on each HSI are driven and computed independently. The
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positions of each FMS are crosscompared, and a message is shown if the positions disagree.
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In Single mode, data is not synchronized between the two FMS and all navigation guidance is
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calculated independently. The guidance information from FMS 1 or 2 can be selected for
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display on each HSI by using the NAV SEL button on PFD controller. In FMS Single mode, the
crew can only apply changes to the FMS which is selected for display on the INAV. INAV
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always represents the information from the FMS on the FD coupled side HSI.
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Refer to the Pilot’s Guide for the Advanced Cockpit Environment (ACETM) (powered by
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Honeywell) for the Pilatus PC-12/47E for additional information.
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Dual FMS (Optional)
7-33-5.2 FMS Synchronization

Active and Selected FMS mode fields (Single or Synch) are shown on the FMS Sensor Page
(refer to Fig. 7-33-2). The selected mode can be manually changed on this page. If the Active
Mode does not match the selected mode for any of the FMS, the FMS Synch Error is shown
on the CAS window and the Problems button becomes selectable for access to the FMS
Problems dialog box. Once on Battery power, to solve synchronization problems, select the
Avionics window tab Custom DB (refer to Fig. 7-33-3) and select the Xload tab. This action
synchronizes FMS 1 and FMS 2 Custom databases.
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ICN-12-C-A150733-A-S4080-00093-A-001-01
Figure 7-33-2: FMS - Mode Selection Page (Dual FMS)

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Dual FMS (Optional)
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Figure 7-33-3: FMS - Avionics Window Custom DB Tab (Dual FMS)

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In Synch mode the following items are synchronized between the two FMS:
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− Position Initialization Data, when both FMS are running

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− Active Flight Plan Data

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− Secondary Flight Plan Data

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− Custom Database, when both FMS are running.
Note
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Both FMS need to be up and running (Batteries ON) for automatic synchronization of
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“Custom Database” and “Position Initialization Data”. In PDC mode only FMS 1 is
powered, therefore changing the Custom Database in PDC mode (saving flight plan or
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pilot defined waypoints), causes database miscompare and forces both FMS into Single
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mode when FMS 2 is powered. Cross-loading of the “Custom Database” on the “Cust DB”
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tab in the avionics window is required to re-synchronize both FMS.

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Note
In PDC mode only FMS 1 is powered. If FMS position initialization is done in PDC mode
then FMS 2 position will not be initialized. Consequently, after power up, FMS 2 will not
provide guidance information until position initialization is repeated. FMS1 and FMS2
position will be auto-initialized at power up.

Dual FMS (Optional)

The CAS window on the systems MFD will show the following caution, advisory and status
messages for the Dual FMS (refer to Table 7-33-7):
Table 7-33-7: FMS - CAS Messages (Dual FMS)

FMS1-GPS1 Pos Misc Indicates FMS1 to GPS 1 position miscompare
FMS1-GPS1+2 Pos Misc Indicates FMS1 to GPS 1+2 position miscompare
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FMS2-GPS1+2 Pos Misc Indicates FMS2 to GPS 1+2 position miscompare
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FMS1 Fail Indicates FMS1 has failed
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FMS2 Fail Indicates FMS2 has failed
FMS1+2 Fail Indicates FMS1 and FMS2 have failed
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FMS Synch Error Indicates the active mode does not match the selected FMS
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mode
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AGM1/FMS1 GFP Inop Indicates FMS1 graphical flight planning function failed in
AGM 1
AGM1/FMS1+2 GFP Inop
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Indicates FMS1 and 2 graphical flight planning function failed
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in AGM 1
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AGM 1
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AGM2/FMS 1GFP Inop Indicates FMS1 graphical flight planning function failed in
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AGM 2
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AGM2/FMS1+2 GFP Inop Indicates FMS1 and 2 graphical flight planning function failed
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in AGM 2
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AGM 2
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AGM 1+2 DB Error Indicates database in AGM 1+2 have an error
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AGM 1+2 DB Old Indicates database in AGM 1+2 are out of date
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Primus APEX - Aircraft Condition Monitoring System (ACMS)
7-34 Primus APEX - Aircraft Condition Monitoring System

(ACMS)
7-34-1 General
7-34-1.1 Engine Trend Recording
The engine trend recording function of the Aircraft Condition Monitoring System (ACMS)
records selected engine trend data into a Stable Cruise log file stored in Non Volatile Memory
(NVM). The Stable Cruise file record is created once per flight when the aircraft is in a stable
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cruise condition. Stable cruise is determined from pre set conditions achieved in two minute
window and then records pressure altitude, static air temperature, computed airspeed, torque,
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Np, Ng, ITT and fuel flow. The Stable Cruise file is capable of storing up to 5000 records,
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which should be enough for between engine overhauls. If the Stable Cruise file does reach
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maximum capacity, the oldest record is removed and the newest added to the log file. Crew
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Alerting System (CAS) advisories are generated when the log file has less than 20% storage
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capacity remaining and another when the file is full.
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7-34-1.2 Trend Data Download
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The Primus Apex system supports two methods for transferring the ACMS log data on the
ground. One is via the optional Connected Flight Deck (CFD) and the other is via the LAN
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connector on the aircraft maintenance panel to a laptop computer. Only the CFD method is
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described here.
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Trend Data Download With Connected Flight Deck

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If the optional CFD is installed, the Honeywell MyCMC Apple iPad application can be used to
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download the ACMS files. The MyCMC application can also be used to reset the “ACMF Logs
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Full” CAS message from APEX. The iPad must be connected to the CFD wireless network of
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the aircraft to download the files from the PRIMUS APEX. Refer to the PC-12/47E Wireless
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Data Loading System (Connected Flight Deck) guide (Document Number 02373). The guide
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can be found at www.pilatus-aircraft.com -> Menu -> Customer Support -> Technical
Publications -> PC-12 -> Flight Manuals -> Data Loading Guide.
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The download of these files can be done with the aircraft only powered by the STBY bus, after
pressing the MAU DATA LOAD switch on the copilot side panel. A red cross will be shown on
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all powered MFDs and PFDs during the data loading process. This is normal and due to the
AGM being set to download data mode. The data loading process shall not be interrupted nor
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shall the aircraft be de-energized. When the data loading has been completed, the lower MFD
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(and, if powered, the copilot PFD) will return to their default configuration. The pilot PFD and
upper MFD will continue to display red crosses.
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CAUTION
The SYS CONFIG and Data Loading pages should not be active before takeoff.
Normally the Data Loading page is grayed out (un-selectable) when the aircraft is
in flight. However if the SYS CONFIG and Data Loading window is selected before
takeoff it will remain active and Data Loading could be initiated in flight, with the
subsequent blanking of displays.

General
7-34-1.3 Indication
The CAS window on the systems MFD will show the following advisory and status messages
for the ACMS (refer to Table 7-34-1):
Table 7-34-1: ACMS - CAS Messages

ACMF Logs Full Indicates that one or more Aircraft Data, Navigation & Air
data, or Engine Data log files are full. Data will be lost if not
transferred
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ACMF Logs >80% Full Indicates that one or more Aircraft Data, Navigation & Air
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data, or Engine Data log files are more than 80% full. Data
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may be lost if not transferred
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Engine Log Full Indicates that Engine Stable Cruise data log files are full.
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Data will be lost if not transferred
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Engine Log >80% Full Indicates that Engine Stable Cruise data log file is more than
80% full. Data may be lost if not transferred
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No Engine Trend Store Indicates that a Stable Cruise flight data store was not
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successful. During the last flight. Will remain on until next
power cycle
Engine Exceedance N
Reminds on the ground that during flight a WARNING was
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displayed for an exceedance of one or more of the following
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engine parameters:
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− Oil Pressure, Oil Temperature, ITT, TORQUE, NG, NP

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or Fuel Temperature High. If no exceedances were

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noted by the pilot, continue flight and report to

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maintenance personnel. If an exceedance was noted,

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maintenance action may be required before continued

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flight, depending on the extent of the exceeded

parameter
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− The CAS message will be displayed on the ground as a

reminder, until the next power cycle
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Aircraft Exceedance Reminds on the ground that during flight an AIRSPEED

WARNING was displayed or an acceleration (g limit) was
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exceeded
If no exceedances were noted by the pilot, continue flight
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and report to maintenance personnel. If an exceedance was

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noted, maintenance action may be required before continued

flight, depending on the extent of the exceeded parameter
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The CAS message will be displayed on the ground as a

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reminder, until the next power cycle

Event 5 sec airborne indication, to show that a crew initiated event
has been recorded
Crew Event Store Indicates after landing, that a crew initiated event has been
recorded and is available for download

General
7-34-1.4 Event Button

The use of the Event button on the TSC may aid maintenance crew with troubleshooting.
When pressed, the sampling rate of selected aircraft, navigation, air and engine parameters
increases from once per minute to once per second. Maintenance should be informed about
the use of the Event button.
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General
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Primus APEX - Aircraft Diagnostic and Maintenance System (ADMS)
7-35 Primus APEX - Aircraft Diagnostic and Maintenance

System (ADMS)
7-35-1 General
The Aircraft Diagnostic and Maintenance System (ADMS) consists of a Central Maintenance
Computer (CMC) function and member systems. The CMC function is a software application
hosted on the Modular Avionics Unit (MAU) Advanced Graphics Module. It runs under the
Digital Engine Operating System (DEOS). The CMC acquires the Fault Reports from the
various Member Systems and the Flight Deck Effects from the Monitor Warning Function
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(MWF) system. Member systems are the aircraft system equipment that comply with the
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requirements of the CMC Specifications for Member Systems. A list of the member system
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equipment can be found in the Aircraft Maintenance Manual. A data file called Loadable
Diagnostic Information (LDI) contains the Member System information that is used to drive the
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CMC. The CMC collects information and stores failures in a Fault History Database (FHDB)
which can be accessed by a maintenance technician, using the Remote Terminal, to assess
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the past and present operating condition of the aircraft.
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7-35-2 Description
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The CMC’s function is to provide the means to identify and isolate faulted hardware, Line
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Replaceable Unit(s) (LRUs), modules and wiring. The Member Systems implement their own
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Built-in Test (BIT) capability either by initiated BIT, continuous BIT or power up BIT. The BIT
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capability identifies faults and provides information to the CMC which is processed against
Member system specific data from the LDI data file to produce maintenance messages, which
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are then stored in the Fault History Database.

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The MWF continuously provides the CMC a list of all MWF messages and indication of the
status of each message. The CMC correlates MWF messages with maintenance messages
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and stores this information in the FHDB along with the correlation with MWF messages,
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indications of which fault report caused the massage and the Date/Time, Flight Leg and Phase.
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A Flight Leg is a sequential number incremented at each transition of the aircraft from ground
to air. Each midnight UTC the CMC software resets the Flight Log to 1. The Flight Phase
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definitions are contained in the LDI. The FHDB has a capacity to store up to 10 MB of data.
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Once full capacity is reached the CMC will overwrite the oldest records with the newest
records. The CMC is functional but not accessible in flight, full maintenance functionality is only
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available on the ground. On the ground, the CMC will generate a Crew Alerting System (CAS)
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advisory message if there is a fault in the system and a status message when the ADMS
memory is full.
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A PC loaded with Remote Terminal Software allows access to the CMC through the LAN BUS
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connector on the Aircraft Maintenance Panel. The Remote Terminal Software provides all the
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user interface capability that is needed to perform diagnostics on the systems. In order to use
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this software the Advanced Graphics Module (AGM) in the MAU must be operating.

Maintenance Data Download
7-35-3 Maintenance Data Download

The Fault History Database (FHDB) can be downloaded with a laptop and the Honeywell
Remote Terminal 8RT) software, or via the optionally installed Connected Flight Deck.
7-35-3.1 Maintenance Data Download with RT

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If a Connected Flight Deck is installed, it must be disabled by opening the CB “WLAN
Data Load”, prior to powering up the aircraft.
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For more information on how to download the maintenance data with RT, refer to the
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PC-12/47E Data Loading guide (Document Number 02313). The guide can be found at
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www.pilatus-aircraft.com -> Menu -> Customer Support -> Technical Publications -> PC-12 ->
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7-35-3.2 Maintenance Data Download with Connected Flight Deck (CFD)
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If the optional Connected Flight Deck (CFD) is installed, the Honeywell MyCMC Apple iPad
application can be used to download the Fault History Database. The iPad must be connected
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to the CFD wireless network of the aircraft to download the files from PRIMUS APEX. Refer to
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the PC-12/47E Wireless Data Loading (Connected Flight Deck) guide (Document Number
02373). The guide can be found at www.pilatus-aircraft.com -> Menu -> Customer Support ->
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Technical Publications -> PC-12 -> Flight Manuals -> Data Loading Guide.
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The download of the FHDB files can be done with the aircraft only powered by the STBY bus,
after pressing the MAU DATA LOAD switch on the copilot side panel. A red cross will be shown
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on all powered MFDs and PFDs during the data loading process. This is normal and due to the
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AGM being set to download data mode. The data loading process shall not be interrupted nor
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When the data loading has been completed, the lower Multi Function Display (MFD) (and, if
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powered, the copilot Primary Flight Display (PFD)) will return to their default configuration. The
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pilot PFD and upper MFD will continue to display red crosses.
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7-35-4 Indication
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The CAS window on the systems MFD will show the following advisory and status messages
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for the ADMS (refer to Table 7-35-1):

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Table 7-35-1: ADMS - CAS Messages

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Maintenance Fail On ground, indicates ADMS failure

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Maint Memory Full On ground, indicates ADMS memory is full

Primus APEX - Optional Electronic Charts
7-36 Primus APEX - Optional Electronic Charts
7-36-1 General
The Primus APEX system provides the functionality to display optional Jeppesen Sanderson
terminal charts. The charts functionality is hosted on the Advanced Graphic Module (AGM 1
and AGM 2) within the MAU and displays information primarily from the charts database. Refer
to Section 7-27, Primus APEX, for the APEX system architecture. Updated charts are released
every two weeks and are loaded when the aircraft is on the ground with the Remote Terminal
software. Refer to the Database Downloading paragraph for the procedure to download data.
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The charts are stored as vector images that can be scaled, rotated and split. The pilot has the
ability to select and manipulate the charts for viewing by using the Cursor Control Device
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(CCD) or Touch Screen Controller (TSC).
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Refer to the limitations given in Section 2, Systems and Equipment Limits, Primus Apex -
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Electrionic Charts, for the use of electronic charts.
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Honeywell) for the Pilatus PC-12/47E for complete information on the description and usage of
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Jeppesen charts.
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7-36-2 Functionality
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Refer to Fig. 7-36-1, Charts Graphical User Interface
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The charts functionality can be activated by pressing the Charts softkey on the Situation
Awareness MFD or using the TSC MFD Format page or CCD page selection. The Charts
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softkey activates the charts on the Situation Awareness Multi Function Display (MFD). The
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charts then replace the INAV map and the remaining one third window is used to display the
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Waypoint List and the Flight Management Window. The TSC MFD Format page allows to
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select the synoptic, chart (option) and video (option) window on the Systems MFD. The Charts
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functionality can be activated on both MFDs.

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The Airport Pull-Down Menu is located at the top left and is activated by placing the cursor
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over the Airport Selection Box and then selecting ENTER with the CCD or TSC. This provides
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the ability to display a maximum of four airports (three automatic selections and one search
selection). The automatic selections consist of origin, destination and alternate airports derived
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from an active flight plan. In addition, the pilot can display charts from any airport by using the
Search Aprt menu item. In the case when a flight plan is not complete (with origin, destination
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and alternate), the automatic selections for the charts may not be able to provide the full
functionality.
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Chart effectivity and coverage information can be viewed using the Revision Info menu item.
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When the chart data is current the volume label is displayed in white. If the chart is used
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beyond its intended cycle time, the volume label and a notification “May contain outdated
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information” are displayed in amber to indicate that the database needs to be updated. In
addition, a Crew Alerting System (CAS) message AGM 1 DB Old , AGM 2 DB Old or
AGM 1+2 DB Old is displayed.
The seven chart type tabs for each airport are segregated into the following categories (refer to
Table 7-36-1):

Functionality
Table 7-36-1: Electronic Charts - Chart Types
Chart Type Description

Aprt Airport Diagrams
SID Standard Instrument Departure
STAR Standard Terminal Arrival Route
App Approach procedures
Noise Noise abatement procedures
NOTAM Airport notice to airmen
Airsp Terminal airspace
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The CCD scroll function or the TSC knob controls the magnification of the chart window, which
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allows the smallest chart characters to be sized to a readable level.
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The scroll frame is enabled whenever the cursor is placed along the chart display edge in any
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direction. Once the cursor is located within the frame leg of the desired scroll direction, the
ENT button on the CCD, or pushing and holding on the DU&CCD touchpad on the TSC, can
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be used for scrolling. For each press, the chart will scroll in increments in the direction of the
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arrows.
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The aircraft symbol will only be shown on Geo referenced charts. Geo referenced charts are
indicated by a small aircraft symbol on the right of the chart title bar.
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The airport chart for destination airport will be automatically displayed after landing if the charts
window is shown on the MFD.
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Night mode is optional and once selected will show all charts in a color palette that is optimized
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for viewing in dark cockpit environments (refer to Fig. 7-36-2). Night mode will automatically be
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selected at aircraft power-up if it is nighttime at the aircraft location.

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Functionality
GEO-
AIRPORT REFERENCE
SELECTION ICON
CHART TYPE TABS
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TITLE
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MENU
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ICN-12-C-A150736-A-S4080-00097-A-001-01
Figure 7-36-1: Charts - Graphical User Interface

Functionality
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ICN-12-C-A150736-A-S4080-00400-A-001-01
Figure 7-36-2: Charts - Night Mode (optional)

Electronic Chart Database Loading
7-36-3 Electronic Chart Database Loading

7-36-3.1 Electronic Chart Database Loading with RT
The Charts Database updates can be downloaded with the Remote Terminal software to the
FMS Navigation Database. Refer to the PC-12/47E data Loading Guide (Document Number
02313) available on the Pilatus web site.
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If a Connected Flight Deck (CFD) is installed, it must be disabled by opening the CB
“WLAN Data Load” before energizing the aircraft electrical system.
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7-36-3.2 Electronic Chart Database Loading with Connected Flight Deck (CFD)
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If the optional CFD is installed, an Apple iPad can be used to load Navigation and Electronic
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Chart Databases to PRIMUS APEX. To do this, the INDS Data Manager application is used on
an iPad with an INDS subscription. Firstly, the iPad must be connected to an internet network
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to download the databases. Thereafter, the iPad can be connected to the wireless network of
the aircraft to upload the databases to PRIMUS APEX. Refer to the PC-12/47E Wireless Data
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Loading (Connected Flight Deck) guide (Document Number 02373). The guide can be found at
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7-36-4 Optional Apex Video Input
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7-36-4.1 General
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The Primus APEX system provides the functionality to display video on the Systems MFD. An
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optional video input module converts analogue video input signals to digital format that can be
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used by the Modular Avionics Unit (MAU) to display the video.

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Note
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It is the responsibility of the operator to apply for operational approval at the local authority
for displaying video on the Systems MFD by using the optional video input module.
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7-36-4.2 Functionality
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The video functionality can be activated by opening the page selection drop down menu using
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the CCD or from the TSC MFD Format page.

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Optional Apex Video Input
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Primus APEX - Optional Electronic Checklist
7-37 Primus APEX - Optional Electronic Checklist
7-37-1 General
The Primus APEX system provides the functionality to host an optional Electronic Checklist
(ECL) database that will be supplied and certified independently. Refer to the limitations given
in this POH Section 2, Systems and Equipment Limits, Primus Apex - Electrionic Checklist for
the use of the ECL.
The default location of the ECL is on the lower Multi Function Display (MFD) in the bottom left
window. If desired, the ECL can also be displayed on the TSC by pushing the Checklist button
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on the TSC home page. The ECL can thus be shown on either the MFD or the TSC. Or, the
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ECL can be shown on both the MFD and the TSC at the same time. When the ECL is shown
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on both the MFD and TSC, both electronic checklist mirror each other when changes are
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made.
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The ECL is designed with a CAS linking functionality that automatically activates the
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associated checklist for specific CAS messages.
Control of the ECL is via the Touch Screen Controller (TSC), soft keys on the ECL display and
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flight control wheel yoke buttons.
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7-37-2 Description
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The ECL layout consists of two types of line items: Menu line items and Checklist line items.
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The Menu line items are the Normal Procedures Checklist and the Checklist line items are
divided into two types. These are Open Loop and Inactive. The Open Loop items are those
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items that will require pilot feed-back to check-off. An inactive item can be used as a Note to
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the pilot or to allow blank lines. Inactive items do not require any pilot action.
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7-37-3 Operation
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When selected on the MFD or TSC, the ECL will be called up to the GENERAL MENU page.
The Normal Procedures Checklist can then be selected. If there are no procedures installed for
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a Checklist or a failure occurs, a “Checklist Unavailable” message will be displayed in the

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checklist window. The MFD bezel buttons perform the same function as the soft keys shown
on the TSC.
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The selected checklist menu will appear in the checklist window. Inside the checklist the cursor
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will be positioned on the first unchecked item in the checklist. To check off items in a checklist
push on either the ENT bezel key on the MFD or the TSC soft key or press the CHKLST button
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on the yoke to complete the checklist action. The item checkbox will then be filled with a
checkmark and the cursor will then move to the next item. Once all the checklist items are
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checked off, the message “Checklist Complete” will be displayed at the end of the checklist.
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When using the CKLST button on the pilot or copilot control wheel yoke an item can only be
checked or unchecked. The MFD bezel keys or TSC soft keys must be used to move the
cursor in all other circumstances.
Honeywell) for the Pilatus PC-12/47E for more information on the ECL.

Operation
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Primus APEX - Coupled VNAV Approach
7-38 Primus APEX - Coupled VNAV Approach
7-38-1 General
The Primus APEX avionics suite provides a coupled VNAV approach functionality.
7-38-2 Description
The FMS is capable of generating a vertical flight profile by using altitude and angle constraints
from the flight plan waypoints. The waypoint constraints used by the FMS for both climb and
descent, may come from the Navigation Database via terminal procedures or may be entered
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by the crew. The VNAV function will ensure compliance with the PSA or the FMS altitude
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constraints whichever target is closer to the actual altitude.
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The FMS calculates the path deviation by using barometric altitude signal from the ADAHRS.
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The vertical profile calculated by the FMS can be displayed on the Vertical Situational Display
(VSD). After changes to the vertical flight profile it can take up to 10 seconds to re-compute the
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VSD.
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Refer to Honeywell APEX Pilots Guide for more information on coupled VNAV.
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7-38-3 VNAV Modes
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The FMS supports four vertical modes:
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− VNAV Flight Level Change (VFLC)

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The FMS provides target altitude guidance for the flight director to climb or descend. This
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mode is mainly used for climb and descent. VFLC will also engage when VNAV Altitude
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(VALT) hold is engaged, the target altitude is more than approximately 150 feet from the
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current altitude of the aircraft, and the FMS initiates a climb or descent.
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− VNAV Altitude Select Capture (VSEL)

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VSEL is active whenever the aircraft is capturing FMS or PSA altitude and VNAV is
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active
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− VNAV Altitude Hold (VALT)

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VALT is used for holding an altitude as computed by the FMS or by the preselected
altitude (PSA). The autopilot automatically transitions from VALT to VFLC or VPTH mode
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when an altitude constraint is passed, next altitude constraint is at different altitude and
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PSA allows a flight level change

− VNAV Path (VPTH)
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VPTH mode is a descent mode used by the FMS to guide the aircraft along a geo-
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referenced path.

Pilot’s Display
7-38-4 Pilot’s Display

7-38-4.1 General
With coupled VNAV active, the following information is displayed on the Primary Flight Display
(PFD). Refer to Fig. 7-38-1, VNAV - Example Indications:
− Vertical Deviation Pointer
Represents the FMS VNAV descent profile deviation
− FMS Altitude and Target Bug and digital Readout
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Provides information for the next altitude constraint defined in the flight plan and is
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displayed as long as the FMS is selected as the primary navigation source
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− VNAV Modes
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VNAV autopilot armed and active modes (VFLC, VSEL, VALT and VPTH)
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− Vertical Tracks Alert
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Warns the pilot of an impending vertical-mode or vertical-track change by VNAV (e.g.
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before crossing a climb / descent constraint that does not equal the altitude preselector).
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PRE-SELECTED
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ALTITUDE TARGET
DIGITAL READOUT
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VNAV ALTITUDE
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TARGET DIGITAL
READOUT
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VNAV ALTITUDE
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TARGET BUG
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VERTICAL
VTA INDICATION
DEVIATION
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DISPLAY
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PRE-SELECTED
ALTITUDE
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TARGET BUG
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ICN-12-C-A150738-A-S4080-00101-A-002-01
Figure 7-38-1: VNAV - Example Indications

Pilot’s Display
7-38-4.2 VNAV Pre-Approach Path Guidance

Refer to Fig. 7-38-2, FMS VNAV Pre-Approach Pointer.
VNAV pre-approach path deviation will be indicated on the left side of the vertical deviation
scale as a solid pointer as shown below. The so called VNAV preapproach pointer is not
labelled as it always represents the barometric VNAV pointer driven by FMS and it is always
on the left of the vertical scale. If an Instrument Flight Rules (IFR) approach procedure is
available and loaded into the FMS the pre approach pointer will be removed when the system
is transitioning to GS, LPV or VNAV for final approach guidance. The FMS is able to guide the
aircraft on the pre-approach vertical path by using the VPTH mode on a continuous descent
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profile from TOD down to a runway threshold for a visual approach supplementary guidance.
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Figure 7-38-2: FMS VNAV Pre-Approach Pointer

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7-38-4.3 Approach Pointer Display

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Refer to Fig. 7-38-3, VNAV, LPV and GS Pointers.

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Refer to Fig. 7-38-4, VNAV, LPV and GS Ghost Preview Pointers.

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Pilot’s Display
The vertical approach path deviation is displayed on the right side of the vertical deviation
scale as a solid pointer and is displayed as soon as the approach capture criteria are met. The
approach pointer will be labelled in a white font off to the right and below the vertical scale to
identify the pointer as follows:
− VNAV, if the pointer is driven by the FMS using barometric altitude from the ADAHRS.
The VNAV pointer is displayed during LNAV or LNAV/VNAV approaches
− LPV, if the pointer is driven by the FMS using the GNSSU proportional path deviation
prior transition to the LPV approach or if the pointer is driven directly by the GNSSU
during LPV approach
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− GS, if the pointer is driven by the Multi Mode Digital Radio during ILS approach.
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The approach pointers for the VNAV, LPV and ILS approaches are mutually exclusive and are
shown below.
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Figure 7-38-3: VNAV, LPV and GS Pointers

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If the selected approach path deviation becomes valid at any time within the terminal area,
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then it will be displayed as a ghost preview pointer until the approach capture criteria are met.
The display of a ghost preview pointer allows the crew to arm the approach mode before the
approach becomes captured. The ghost preview pointer will be displayed as a hollow pointer
as shown below. The labelling for the ghost preview pointer follows the same philosophy as for
the approach pointer.

Pilot’s Display
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Figure 7-38-4: VNAV, LPV and GS Ghost Preview Pointers

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Note
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NAV Preview is not available while executing a VNAV or LPV approach.

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7-38-4.4 Vertical Deviation Display

Refer to Fig. 7-38-5, Vertical Deviation Pointer During Standard VNAV Approach.
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The vertical deviation pointers displayed during a standard VNAV approach are shown below.
The left picture shows the ghost preview pointer displayed along with any vertical AFCS mode
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except VGP. The next picture shows the armed ghost preview pointer displayed when the next
leg is not the FAF and the corresponding AFCS mode is VGP armed mode. The next picture
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shows the armed approach pointer displayed when the active leg is to the FAF and the
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corresponding AFCS mode is VGP armed mode. The right picture shows the approach pointer
displayed when the approach capture criteria are met and the corresponding AFCS mode is
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VGP active mode.

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The vertical deviation information is displayed on the right side of the Attitude Director Indicator
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(ADI) sphere next to the altitude tape. The vertical deviation display provides the pre-approach
and approach path guidance.

Pilot’s Display
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Figure 7-38-5: Vertical Deviation Pointer During Standard VNAV Approach

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7-38-4.5 Altitude Preselector

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The altitude preselector is displayed as PSA altitude bug and a PSA digital readout. The pilot
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selects ATC assigned altitudes using the PSA knob to ensure that the aircraft will not fly
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through a clearance limit. VNAV uses the altitude preselector to compute altitude targets as
well as a variety of other calculations.
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In all VNAV modes (except VGP or if engine out condition exists) the FMS will not command
the aircraft to move away from the preselected altitude. This gives the pilot a means to control
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the aircraft movement and to confirm the climb/descent commands of the VNAV functionality
Vertical Track Alert.
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EN
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Pilot’s Display
The FMS will output a Vertical Track Alert (VTA) message to warn the pilot of an impending
vertical mode or vertical track change. The VTA annunciation will be displayed in white with a
semi-transparent background above the vertical deviation display. Conditions causing a display
of VTA include the following:
− Before crossing a climb/descent constraint that does not equal the altitude preselector
− Before TOD while in VALT
− Before resumption of climb after a constraint
− Prior to resuming descent after level off at the speed/altitude limit or descent intermediate
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level segment
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− One minute prior to a TOD in VALT when in a holding pattern and Exit Hold has been
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selected
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− In climb and holding one minute prior to a constrained Hold Fix and Exit Hold has been
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selected.
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7-38-4.6 ILS Approach
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Refer to Fig. 7-38-6, Vertical Deviation Pointers During Standard ILS Approach.
Refer to Fig. 7-38-7, Excessive Vertical Deviation during ILS Approach.
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The vertical deviation pointers displayed during standard Instrument Landing system (ILS)
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approach are shown below. The left picture shows the ghost preview pointer displayed along
with any vertical AFCS mode except GS. The next picture shows the ILS approach pointer
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displayed when the ILS localizer is captured and the corresponding AFCS mode is GS armed
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mode. The right picture shows the approach pointer displayed when the ILS glideslope is
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captured and the corresponding Flight Director (FD) mode is GS active mode.
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Pilot’s Display
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Figure 7-38-6: Vertical Deviation Pointers During Standard ILS Approach

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An excessive vertical deviation indication for ILS approaches triggers when the ILS approach
is captured, radar altimeter is less than 500 ft and the vertical deviation exceeds one dot.
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When these conditions are valid, the deviation scale flashes amber for five seconds and then
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shows in steady amber for as long as the conditions are true.

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Pilot’s Display
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Figure 7-38-7: Excessive Vertical Deviation during ILS Approach

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7-38-4.7 Vertical Situation Display

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Refer to Fig. 7-38-8, Vertical Situation Display.

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The Vertical Situation Display (VSD) provides a vertical flight view that supplements the lateral
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map. The VSD can be used to improve the pilot situational awareness during coupled VNAV
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operation. The VSD is selectable through the VSD softkey on the 2/3rd INAV Window on the
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MFD. The VSD overlays the bottom of the INAV window. The following are displayed on the
VSD:
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− Aircraft Symbol
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− FMS Vertical Flight Plan

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− Actual Flight Path

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− FMS Computed Points (Top of Climb, Top of Descent)

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− Runway (Origin, Destination, Alternate)

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− Altitude preselector Bug and Readout

− Terrain
− ILS Beam
− Flight Plan or Track mode annunciation
− Cursor position on VSD with distance and coordinates indication.

VNAV Operation Description
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Figure 7-38-8: Vertical Situation Display

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Note
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The Vertical Situation Display provides situational awareness and must not be used for
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navigation purposes.
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Items that exist in both INAV and VSD will be displayed using the INAV color code.
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The vertical profile is calculated by the FMS and is displayed on the VSD. After changes to the
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vertical flight profile it can take up to 10 seconds to re-compute the VSD.

Vertical profile is calculated based on the baro-setting from PFD. Therefore when flying with
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STD baro-setting, the profile for an approach can be shown with an offset.
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Honeywell) for the Pilatus PC-12/47E for details of the Vertical Situation Display.
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7-38-5 VNAV Operation Description

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Refer to Fig. 7-38-9, Flight Plan on Vertical Situation Display.

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Defining a lateral FMS flight plan entering origin and destination also automatically generates a
vertical flight plan, when performance is initialized. Top of climb is calculated according the
generic aircraft performance model based on set cruise altitude or PSA whichever is higher.
After takeoff when VNAV mode on the FGP is pressed, VFLC mode is automatically engaged
which sets the speed bug at the current climb speed. The altitude target can be manually
adjusted by the pilot using the altitude selector on the FGP.

VNAV Operation Description
Altitude constraints can be found in terminal procedures or can be defined by the pilot in the
waypoints list cross dialogue box. During the VNAV climb in VFLC mode the system will
comply with all restricting altitude constraints or the PSA, whichever target is closer to the
current altitude. If an FMS altitude constraint waypoint in climb is passed, the system will
automatically switch back to VFLC mode to continue the climb, but the pilot has to change the
speed target or power setting to initiate the climb.
Keeping the VALT mode engaged in cruise will allow the aircraft to descend in VPTH mode
once the Top-Of-Descent (TOD) is reached and the PSA is set to a lower altitude. Typical
descents are flown in VPTH mode. However, intercepting a VPTH descent from above or
below can also be made in VFLC mode. When VNAV is active, VFLC mode can be initiated for
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climb or descent by pressing the FLC button.
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The default descent profile in VPTH mode is 3°, but can be modified by the pilot to a maximum
of 8°. Coupled VPTH continuous descents can be flown from TOD until 400ft AGL on a visual
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approach. However from maximum 30 NM to the destination airport the approach path
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guidance is typically transitioned to VGP, or GS using the FGP approach button. The vertical
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direct to function can be used to define a direct vertical path from the present aircraft altitude to
the FAF altitude constraint for a coupled continuous descent approach passing through several
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waypoints.
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WPT4
WPT3 FL180
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FL180 F
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WPT5
8000
WPT1 WPT2
6000 P
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4000
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AT BETWEEN
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NON AT OR AT OR
CONSTRAINT BELOW ABOVE
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ICN-12-C-A150738-A-S4080-00104-A-001-01
Figure 7-38-9: Flight Plan on Vertical Situation Display

Visual Approach (optional)
7-38-6 Visual Approach (optional)

7-38-6.1 General
The Primus APEX avionics suite provides an optional Visual Approach function.
The visual approach functionality provides a method to setup a user defined standard VNAV
approach to a runway or a pilot defined waypoint.
The visual approach function is activated via the INAV Graphical Flight Planning task menu
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pattern. The visual approach function can be a left hand or right hand downwind approach or a
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straight-in approach pattern.
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The visual approach function uses VGP mode for vertical guidance during the descent,
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regardless of the altitude pre-selector setting. The VGP glideslope is drawn to the destination
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waypoint.
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The visual approach function does not automatically take local procedures or terrain into
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account. It is the pilot’s responsibility to make sure sufficient terrain clearance is maintained at
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all times.
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Honeywell) for the Pilatus PC-12/47E for more information on the Visual Approach function.
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7-38-6.3 Pilot’s Display

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7-38-6.3.1 General
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The pilot’s display during visual approach is the same as a standard VNAV approach.
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7-38-6.3.2 Vertical Deviation Display

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The vertical deviation pointers displayed during a visual approach are identical to a standard
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VNAV approach.
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Primus APEX - Optional LPV/LP Approach
7-39 Primus APEX - Optional LPV/LP Approach
7-39-1 General
This section provides the information necessary to operate the PC-12/47E aircraft with
Localizer Performance with Vertical (LPV) Guidance or Localizer Performance (LP)
Functionality as factory options installed.
The installed SBAS GNSSU and Honeywell PRIMUS APEX avionics suite complies with FAA
AC 20-138A (LPV Approach), FAA AC 20-138D (LP Approach), FAA AC 90-107 (aircraft and
systems requirements) and EASA AMC 20-28 for navigation using Global Position System
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(GPS) with Wide Area Augmentation System (WAAS) or EGNOS (within the coverage of a
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Satellite-Based Augmentation System complying with ICAO Annex 10) for en route, terminal
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area, non-precision approach operations (including “GPS”, “or GPS”, and “RNAV”
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approaches), approach procedures with vertical guidance (including “LNAV/VNAV” and “LPV”).
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The Primus APEX Suite complies with AC20-129 for Baro VNAV.
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For all aircraft the relevant Primus Apex option SBAS function has to be activated in the
Aircraft Personality Module (APM) options file.
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A detailed description of the system operation can be found in the Pilot’s Guide for the
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Advanced Cockpit Environment (ACETM) (powered by Honeywell) for the Pilatus PC-12/47E.
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For aircraft with TAWS Class A (EGPWS) installed with -30 software or higher, mode 5 alert
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“below glideslope” is provided for LPV approaches.
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7-39-2 Description
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The SBAS GNSSU provides GPS position corrected by the SBAS providing improved
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accuracy and integrity. Refer to the Primus Apex Comms and Nav - GPS section for a
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description of the SBAS GNSSU.

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The RNAV approach to LPV/LP minimum may be selected on the Flight Management Window
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(FMW) STAR/Landing page. If the Final Approach Segment data block is available for any
selected RNAV approach then the LPV/LP minimum selection will be displayed by default. The
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pilot can change the RNAV minimum if required. The selection of LNAV(/VNAV) is only meant
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to deselect the LPV/LP approach, since landing minima is set manually using the MINIMUMS
knob on the Flight Guidance Panel (FGP).
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Pilot’s Display
7-39-3 Pilot’s Display

Refer to Fig. 7-39-1, LPV and LP Approach Status Display Armed
The SBAS GNSSU information is displayed on the Primary Flight Display (PFD) and Multi
Functional Display (MFD).
The LPV/LP status indicator provides the following information to the pilot.
White (arm)
The LPV/LP approach status is indicated on the LPV/LP status field. The LPV/LP status field is
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located below the flight director vertical mode display as shown below.
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Figure 7-39-1: LPV and LP Approach Status Display Armed

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Pilot’s Display
Green (active)
Refer to Fig. 7-39-2, LPV and LP Approach Status Display Active
LPV or LP is displayed in green on the PFD when LPV/LP status is active and the aircraft is
within the approach area.
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ICN-12-C-A150739-A-S4080-00109-A-001-01
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Figure 7-39-2: LPV and LP Approach Status Display Active

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Pilot’s Display
Amber (“LPV UNVL” or “LP UNVL”)

Refer to Fig. 7-39-3, LPV and LP Approach Status Display Unavailable
LPV UNVL or LP UNVL is displayed in amber when the pilot loads an RNAV approach to
LPV/LP minimums, but an error has been detected or the pilot selected a NAV preview outside
the approach area or Vertical Glidepath (VGP) was not armed nor captured.
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ICN-12-C-A150739-A-S4080-00110-A-001-01
Figure 7-39-3: LPV and LP Approach Status Display Unavailable

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7-39-3.1 Vertical Deviation Display

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Vertical deviation information is displayed on the right side of the Attitude Direction Indicator
(ADI) sphere next to the altitude tape. The Vertical deviation display provides the pre-approach
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and approach path deviation.

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For LPV the approach path deviation is provided by the SBAS GNSSU.
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For LP approach Baro-VNAV is used to provide vertical deviation indication. The LP vertical
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guidance is advisory only and pilots must use the barometric altimeter as the primary altitude
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reference. This is to ensure compliance with any and all altitude restrictions during instrument
approach operations.

Pilot’s Display
7-39-3.2 LPV Approach

Refer to Fig. 7-39-4, Vertical Deviation Pointers During Standard LPV Approach
The vertical deviation pointers displayed during a standard LPV approach are shown below.
The left picture shows the ghost preview pointer displayed along with any vertical Automatic
Flight Control System (AFCS) mode except VGP. The next picture shows the armed ghost
preview pointer displayed when the next leg is not the Final Approach Fix (FAF) and the
corresponding AFCS mode is VGP armed mode. The next picture shows the armed approach
pointer displayed when the active leg is to the FAF and the corresponding FD mode is VGP
armed mode. The right picture shows the approach pointer displayed when the approach
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capture criteria are met and the corresponding Flight Director (FD) mode is VGP active mode.
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Figure 7-39-4: Vertical Deviation Pointers During Standard LPV Approach

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7-39-3.3 LP Approach
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The vertical deviation pointers displayed during a LP approach are identical to a Baro-VNAV
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approach.
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Pilot’s Display
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Lightweight Data Recorder (If Installed)
7-40 Lightweight Data Recorder (If Installed)
7-40-1 Description
Refer to Fig. 7-40-1, Lightweight Data Recorder Schematic.
The Lightweight Data Recorder (LDR) is an airborne crash-survivable recording system which
records both cockpit voice and aircraft flight data.
The LDR simultaneously records:
− One channel of audio from the pilot’s audio panel. The latest 120 minutes of recorded
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audio data is retained
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− One channel of audio from the Cockpit Area Microphone (CAM). The latest 120 minutes
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of recorded audio data is retained
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− One channel for flight data information received from the Modular Avionics Unit (MAU) by
ARINC 717 databus. The latest 25 hours of ARINC data at a rate of 256 words per
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second is retained
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− One channel for datalink data information received from the Modular Avionics Unit (MAU)
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by ARINC 429 databus. The latest 25 hours of ARINC data at a rate of 256 words per
second is retained.
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The LDR correlates the voice and flight data to within ± 1 second.
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The LDR system has:

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− A LDR installed in the rear fuselage between Frames 36 and 37

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− A CAM installed on the right lower sidewall panel in the flight compartment
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− A CV ERASE/CVFDR TEST switch and a CVFDR TEST LED installed on the copilot’s
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auxiliary panel.
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The power supply to the LDR system is 28 VDC from the Battery and External Power Junction
Box (BEPJB) through the CVFDR POWER circuit breaker installed in the rear fuselage. The
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LDR is powered when the STBY BUS switch is ON and the HOT BATT BUS has a minimum of
18 VDC.
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CVFDR TEST LED indicator and a CV ERASE/CVFDR TEST switch is installed on the
copilot’s auxiliary panel.
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The green CVFDR TEST LED indicator is ON to show the LDR has no faults when the CV
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ERASE/CVFDR TEST switch has been set to CVFDR TEST. The CV ERASE switch gives the
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option to delete the recorded voice data. The spring loaded switch must be set to ERASE for at
least three seconds to erase the voice data. It does not erase the flight data.
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7-40-2 Operation
Power off:
The LDR system is not operating, no data is recorded.
Power on:
The LDR system operates and records audio and flight data.

Operation
CVFDR
POWER
BEPJB
COCKPIT AREA AUDIO DATA

MICROPHONE
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ARINC 717
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FLIGHT DATA
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LDR
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ARINC 429
DATALINK DATA
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PILOT AUDIO DATA

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COPILOT CVFDR TEST
AUXILIARY
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PANEL CVFDR TEST LED

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ICN-12-C-A150740-A-S4080-00112-A-001-01
Figure 7-40-1: Lightweight Data Recorder - Schematic

Section 8 - Handling, Servicing and Maintenance
Table of Contents
SECTION 8
Handling, Servicing and Maintenance
Table of Contents
Subject Page
8-1 General 8-1-1
8-1-1 General 8-1-1
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8-1-2 Identification Plate 8-1-1
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8-1-3 Airplane Inspections 8-1-1
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8-1-4 Preventive Maintenance 8-1-2
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8-1-5 Modifications or Repairs 8-1-3
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8-1-6 Service Bulletins and Service Letters 8-1-3
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8-2 Ground Handling 8-2-1
8-2-1 Towing 8-2-1
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8-2-2 Parking 8-2-3
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8-3 Mooring 8-3-1

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8-4 Jacking 8-4-1

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8-4-1 Single Wheel Jacking 8-4-1

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8-4-2 Airplane Jacking 8-4-1

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8-4-3 Levelling 8-4-2

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8-5 Passenger Seat Removal and Installation 8-5-1

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8-6 Servicing 8-6-1

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8-6-1 General 8-6-1

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8-6-2 Battery 8-6-1

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8-6-3 Engine Oil 8-6-1

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8-6-4 Fuel System 8-6-3

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8-6-5 Landing Gear - Tires 8-6-5

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8-6-6 Landing Gear - Brakes 8-6-6

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8-6-7 Lubrication Points 8-6-6

8-6-8 Vapor Cycle Cooling System (VCCS) (If Installed) 8-6-6
8-6-9 Oxygen System 8-6-7
8-7 Cleaning and Care 8-7-1
8-7-1 Windshield / Side Windows 8-7-1
8-7-2 Exterior Paint Surfaces 8-7-2

Table of Contents
Subject Page
8-7-3 De-icing Boot Care 8-7-3
8-7-4 Brake Care 8-7-3
8-7-5 Propeller Care 8-7-3
8-7-6 Landing Gear Care 8-7-4
8-7-7 Engine Care 8-7-4
8-7-8 Interior Care 8-7-4
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8-7-9 Primus Apex Display Care 8-7-5
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8-8 Extended Storage 8-8-1
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8-9 Corrosion Inspection 8-9-1
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8-9-1 General 8-9-1
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8-9-2 Severe Climatic Areas 8-9-1
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8-10 Geographical Location and Environment 8-10-1
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General
8-1 General
8-1-1 General
This section contains factory-recommended procedures for proper ground handling and routine
care and servicing of the PC-12 airplane. It also identifies certain inspection and maintenance
requirements that must be followed if the airplane is to retain its performance and
dependability. It is recommended that a planned schedule be followed for lubrication and
preventive maintenance based on climatic and flying conditions which may be encountered.
All correspondence regarding the airplane must contain a reference to the manufacturer's
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serial number (MSN) and be addressed to:
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PILATUS AIRCRAFT LTD. CUSTOMER SUPPORT GENERAL AVIATION, CH-6371 STANS,
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SWITZERLAND
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Customer Support
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Website: http://www.pilatus-aircraft.com → Contact Us
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Tel: +41 848 247 365 (24/7/365 customer support)
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Pilatus Aircraft Ltd. cannot accept responsibility for continued airworthiness of any airplane not
maintained in accordance with the information contained within this section and the Airplane
Maintenance Manual (AMM). N
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8-1-2 Identification Plate

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An identification plate is located on the lower left side of the fuselage aft of the cargo door. This
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plate displays the manufacturer's name, model designation, serial number (MSN), date of
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manufacture and the FOCA and FAA type certificate numbers.

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Certain regulations may require an identification plate that displays the airplane registration
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number. This identification plate is located in the empennage.
8-1-3 Airplane Inspections

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8-1-3.1 Airplane Inspection Periods

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As required by regulations, all civil airplanes must undergo a complete inspection annually
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(each twelve calendar months). In addition to the required annual inspection, the manufacturer
also requires inspections based on flying hours and Time Limited Inspections.
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Other inspections may be required by the issuance of airworthiness directives or service

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bulletins applicable to the airplane, engine, propeller and components. It is the responsibility of
the operator to ensure compliance with all applicable airworthiness directives and, when the
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Preventive Maintenance
8-1-3.2 Airplane Scheduled Inspections

As required by national regulations, the airplane must be the subjected to a complete Annual
Inspection. In addition, national regulations may require periodic, hourly inspections. The
PC-12 AMM Chapter 5 gives the manufacturers recommended time limits for inspections,
maintenance checks and the scheduled and unscheduled inspections.
The inspection intervals are based on normal usage of the airplane under average
environmental conditions. Airplane operated in extremely humid tropics, or in exceptionally
cold, damp climates, salt-laden conditions may need more frequent inspections for wear,
corrosion and lubrication. Under these adverse conditions, the hourly inspection should be
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done at a more frequent interval. The owner or operator can then set his own inspection
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interval based on field experience.
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The hourly inspection interval should never be exceeded by more than 10% but not more than
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500 FH (refer to the AMM Chapter 5 for more information on permissible tolerances), which
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can be used only if additional time is required to reach a maintenance center. The permissible
tolerances are not cumulative. For example, the 600 FH inspection can be accomplished at
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any time between 540 FH and 660 FH (±10% or ±60 FH).
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The owner or operator is responsible for complying with any local regulations. The owner or
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operator is primarily responsible for maintaining the airplane in an airworthy condition,
including compliance with Airworthiness Directives. It is further the responsibility of the owner
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or operator to make sure that the airplane is inspected in conformity with the inspection sheets.
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Detailed information of systems and sub-systems on the airplane can be found in the relevant
chapters of the AMM. Reference is made to the topics in this manual and Pilatus issued
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Service Bulletins for inspection, repair, removal and installation procedures. It is the
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responsibility of the owner or operator to make sure that mechanics inspecting the airplane
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have access to these documents.

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The master maintenance plan and the different inspection packages list the maintenance and
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structural significant items for inspection and state the level of inspection required.
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8-1-3.2.1 Component Life Policy

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The AMM Section 4 contains the Airworthiness Limitations which specify Life Limit and
Inspection Intervals for major components of the airplane.
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The AMM Section 5 contains the time limits for overhaul and replacement of components
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based on average usage and environmental conditions. The stated time limits do not constitute
a guarantee that the component will remain in service until this time as the environmental
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conditions that the component is operated in cannot be controlled by the manufacturer.

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8-1-4 Preventive Maintenance

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Pilots operating the airplane should refer to the regulations of the country of registry for
information on preventive maintenance that may be performed by pilots.
The holder of a Pilot Certificate may perform certain preventive maintenance described in FAR
Part 43. This maintenance may be performed only on an airplane which the pilot owns or
operates and which is not used to carry persons or property for hire, except as provided in the
applicable FAR's. Although such maintenance is allowed by law, each individual should make
an analysis as to whether he/she has the ability to perform the work.
Pilatus Aircraft Ltd should be contacted for further information, or for the required maintenance
which must be accomplished by appropriately licensed personnel. All other maintenance
required on the airplane should be accomplished by the appropriately licensed personnel.

Modifications or Repairs
The aircraft has Computer Aided Testing (CAT) connectors which are installed in the
maintenance test panel on the right side of the flight compartment. They are the central access
point for ground maintenance to do aircraft system tests using either a portable computer or a
maintenance box. Serious flight safety implications could result if equipment is connected to
the CAT connectors during flight. The protective CAT connector caps must be installed during
flight and all test equipment must be removed from the aircraft.
If maintenance is accomplished, an entry must be made in the appropriate logbook. The entry
should contain:
− The date the work was accomplished
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− Description of the work
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− Number of hours on the airplane
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− The certificate number of pilot performing the work
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− Signature of the individual doing the work.
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8-1-5 Modifications or Repairs
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It is essential that the Airworthiness Authorities of the country of registry be contacted prior to
any modifications to the airplane to ensure that the airworthiness of the airplane is not violated.
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Modifications or repairs to the airplane must be accomplished by licensed personnel.
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8-1-6 Service Bulletins and Service Letters

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Pilatus Aircraft will issue Service Bulletins and Service Letters from time to time which will be
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sent to owners, service centers and distributors. Service Bulletins should be complied with
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promptly and depending on their nature material and labor allowances may apply, this aspect
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will be addressed in the Planning Information section of the bulletin. Service Letters give
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information on product improvements, or discussion on field problems. Service Bulletin and

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Service Letter Indexes are issued periodically to provide a complete listing of all issued
bulletins and letters.
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Service Bulletins and Service Letters
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Ground Handling
8-2 Ground Handling
8-2-1 Towing
Refer to Fig. 8-2-1, Aircraft Towing
The use of a towing arm which attaches to lugs on the nose leg is the recommended method
of towing the airplane over prepared, hard, even ground. The towing arm should incorporate
shock absorbers to prevent damage to the airplane. The steering arm provided for this airplane
is a steering bar extension to the tail stand. When not in use the components of the towing arm
are stowed inside the rear fuselage cone accessible through the battery door.
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When towing the airplane, a qualified person should sit in the cockpit ready for immediate
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braking action, in the event that the towing arm becomes uncoupled. The movement of the
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towing vehicle should always be started and stopped slowly to avoid unnecessary shock loads.
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When towing in a congested area, two helpers should watch the wing tip and tail clearances.
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In any towing operation, especially when towing with a vehicle, do not exceed the nose gear
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maximum tow limit angle either side of center or damage to the nose gear will result. The
maximum tow limit angle is indicated by a placard on the nose strut. If the airplane is towed or
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pushed over a rough surface during hangaring, watch that the normal cushioning action of the
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nose gear does not cause excessive vertical movement of the tail and the resulting contact
with low hangar doors or structure. A flat nose tire will also increase the tail height.
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When towing an aircraft it is recommended to install the propeller towing restraint to avoid
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damage to the propeller. The towing restraint, which is part of the parking equipment, is
attached to the propeller restraint and the tow bar. During this operation, the propeller restraint
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has to be attached to the spinner dome with the hooks, provided in the parking equipment.
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Towing
TAIL STAND/STEERING
BAR STOWAGE INSIDE
FUSELAGE
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ICN-12-C-A150802-A-S4080-00137-A-001-01
Figure 8-2-1: Aircraft Towing

Parking
CAUTION
To avoid any damage, the propeller restraint must not be attached to the exhaust
covers or the engine cowling.
In the event that towing lines are necessary, ropes should be attached to the main gear struts
as high as possible without contacting brake lines or wire harness. The lines should be long
enough to clear the nose and/or tail by not less than 20 feet. A qualified person should occupy
the pilot's seat to maintain control of the airplane by the use of the nose wheel steering and
brakes.
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It is acceptable to tow the aircraft by grasping the nose wheel and lifting it just enough to clear
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the ground.
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8-2-2 Parking
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In normal weather conditions, the airplane can be parked on any firm surface, headed into
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wind (if possible) and the parking brake applied, or wheel chocks in place, or both. Make sure
that the rudder/nose wheel is centered.
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The tail stand should be installed any time the aircraft is parked outside and wet snow fall is
expected.
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Parking for long periods should be done with wheel chocks in place and the parking brake
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released. Install cockpit control locks. Blanks and covers should be fitted at any time the
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airplane is parked for an extended time or overnight (refer to Fig. 8-2-2). Before the blanks and
covers are installed they must be checked for condition and completeness (i.e. in serviceable
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condition with all warning flags attached). When the aircraft is parked in direct sunlight and
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Outside Air Temperature (OAT) is above 30°C it is recommended to install the Cockpit Sun
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Screen.
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The airplane should be moored if it is to be parked in the open for long periods and weather
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conditions are unfavorable. In extreme conditions, the airplane should be parked in a hangar,
as structural damage can occur in high winds, even when moored correctly.
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Parking
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INSIDE CABIN
LOOKING OUTBOARD
ICN-12-C-A150802-A-S4080-00138-A-001-01
Figure 8-2-2: Blanks and Covers

Mooring
8-3 Mooring
The airplane should be moored for immovability, security and protection. The following
procedures should be used for the proper mooring of the airplane (refer to Fig. 8-2-2 and
Fig. 8-3-1):
− Head the airplane into wind, where possible
− Retract the flaps
− Close the inertial separator
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− Install cockpit control locks
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− Chock the wheels
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− Install the blanks and covers
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− Install the propeller anchor
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− Secure tiedown ropes to the wings at approximately 45° and tail tiedown points at a
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maximum of 25° angle to the ground
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− Fit the propeller boots, and attach to the cowling under the engine exhausts, to prevent
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engine wind milling IO
− If the aircraft is in direct sunlight and Outside Air Temperature (OAT) is above 30°C it is
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recommended to install the Cockpit Sun Screen.

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CAUTION
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Use bowline knots, square knots or locked slip knots. Do not use plain slip knots.
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CAUTION
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Make sure propeller anchor is properly installed to prevent possible engine damage
due to wind milling with zero oil pressure.
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Note
When using rope of a non-synthetic material, leave sufficient slack to avoid damage to the
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airplane should the ropes contract. Hemp ropes contract significantly in high moisture
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conditions.
Additional preparations for high winds include using tiedown ropes from the nose landing
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gear.
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Mooring
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GROUND MOORING POINTS
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RECESSED RING MOORING

POINT AND CONCRETE
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MOORING BLOCK
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ICN-12-C-A150803-A-S4080-00139-A-001-01
Figure 8-3-1: Airplane Mooring

Jacking
8-4 Jacking
8-4-1 Single Wheel Jacking

To assist in wheel and brake maintenance, both the two main wheels and the nose wheel can
be jacked, independently, using a bottle jack and an adapter (refer to Fig. 8-4-1). The adapters
are shaped to accept the piston of a bottle jack. It is advisable that when jacking the nose
wheel up, the tail support should be fitted in the rear main jacking pad as a precautionary
measure.
Chock the other two tires before single wheel jacking to prevent airplane movement.
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8-4-2 Airplane Jacking
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The airplane is equipped with two main jacking points and a combined tail jacking pad/mooring
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point (refer to Fig. 8-4-2). The two main jacking points are located on the wing bottom surface
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just outboard of the fuselage and the tail jacking pad is located on the fuselage bottom surface
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just forward of the empennage.
Hydraulic jacks are used at the main jacking points to raise and lower the airplane. The tail
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jacking point is used to maintain the airplane in a level attitude during lifting. When the airplane
is raised or lowered, the airplane tail is also progressively raised or lowered accordingly.
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CAUTION
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Attach ballast to the Tail Jacking Point to prevent any possible rear fuselage
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upwards movement, while the airplane is on jacks.

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Refer to the Aircraft Maintenance Manual Chapter 7 for procedures on lifting and lowering the
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complete airplane and information concerning the amount of ballast to be attached to the tail
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jacking point.
Note
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When jacking the airplane outdoors, use the tiedown for provisions for the wing and tail as
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described in Section 8-3, Mooring.

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Levelling
8-4-3 Levelling
Longitudinal and lateral leveling of the airplane is achieved by positioning a spirit level along or
across one of the seat rails in the aft fuselage area. This task is normally done in conjunction
with raising the airplane on the three main jacks for weighing, setting of landing lights and fuel
system calibration.
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Levelling
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Figure 8-4-1: Single Wheel Jacking

Levelling
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TAIL JACKING
330 TO MOORING POINT
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550 lbs
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25°
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MAX.
MAIN JACK TAIL JACK
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Figure 8-4-2: Main Jacking Points

Passenger Seat Removal and Installation
8-5 Passenger Seat Removal and Installation
Pilots may remove and install passenger seats in accordance with the information given in
Section 6-8, Interior Configurations.
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Passenger Seat Removal and Installation
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Servicing
8-6 Servicing
8-6-1 General
In addition to the inspection periods (detailed in Airplane Inspection) and the pre-flight
inspections provided in Section 4, Preflight Inspection, of this Handbook, complete servicing
instructions are detailed in the AMM Chapter 12-00-00. The following sub-paragraphs give an
overview.
8-6-2 Battery
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Access to the batteries is gained by opening the hinged panel (31AB) located on the rear
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fuselage bottom surface. The batteries must be regularly maintained in accordance with the
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AMM. The operator must also make sure that the battery vents pipes which extrude from the
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fuselage, just aft of the hinged panel, are free of dirt and any sign of corrosion. In the event
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that corrosion or a blockage is found, a maintenance shop visit is required, as this situation - if
left unchecked - could lead to explosive pressure being reached within the battery which could
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jeopardize airplane safety.
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An external power control unit is installed which will allow the batteries to be charged on the
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ground. With an external power unit connected and operating set the EXT PWR and BAT 1 or
BAT 2 switches to ON to ground charge a battery. The battery must be vented during ground
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charging operations, refer to the AMM Chap 24 for instructions.
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8-6-3 Engine Oil

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Oils specified for use in the PT6E-67XP engine oil system are listed in Section 2, Power Plant
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Limitations, Oil.
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If operating conditions are such that the engine will be subjected to frequent cold soaking at an
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ambient temperature of -18 °C or lower, the use of PWA521, Type II oil (5cs) (viscosity) oil
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(Type II) is recommended.

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The engine oil dipstick is marked HOT, COLD and ADD 1,2,3,4,5:
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− ADD 1,2,3,4,5 gives the quantity of oil in US quarts that must be added to the oil tank to
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fill it when it is hot

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− HOT refers to the engine condition in the first ten minutes after shutdown
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− COLD refers to the engine condition when the engine has been shutdown for 12 hours or
more. To prevent too much oil in the engine, do not use this identification to fill the engine
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oil system.
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A visual sight gauge is provided to allow the oil level to be checked without removing the
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dipstick. If the oil level is below the green band on the sight gauge the oil level has to be
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checked with the dipstick.

Engine Oil
CAUTION
The green marks on the filler sleeve and the dipstick must be aligned when the
dipstick is installed.
Note
The usual oil level is when the dipstick shows one US quarts below maximum. Oil above
this level can be vented overboard.
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CAUTION
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Never replenish the oil in a cold engine, as this can result in overfilling of the
system. Start the engine and run at ground idle for 5 minutes, recheck the oil level
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before adding oil to the system.
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Make sure that the oil is of the correct type. Refer to Section 2, Power Plant
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Limitations, Oil.
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To prevent oil dripping from the dipstick and contaminating equipment, hold a
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piece of absorbent lint-free material under the dipstick during removal.
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8-6-3.1 Oil Replenishment Procedure
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1 Open the left engine access panel and secure open with the struts.
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2 Use a ladder for better access to the filler cap/dipstick.

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3 Release the locking mechanism and remove the filler cap/dipstick assembly from the
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filler neck on the filler neck on the accessory gearbox.

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4 Find the oil level shown on the dipstick.

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If there is no indication of oil on the dipstick, large oil pressure changes have been
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noted or the rate of use of oil is high, find the cause.

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5 Replenish the oil according to HOT/COLD condition of the engine.

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6 Make a note of the quantity of oil used.

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7 Reinstall the filler cap/dipstick assembly and engage the locking mechanism.
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8 Check green markings on the filler sleeve and dipstick are aligned.
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To check if the filler cap is properly installed, open the right hand engine access
door. The green line cannot be seen from the LH engine access door without a
mirror being used.
9 Close the access panel.

Fuel System
8-6-3.2 Complete Oil System Replenishment

Refer to the AMM for the Complete Oil System Replenishment procedure.
WARNING
MAKE SURE THE FILLER CAP/DIPSTICK IS PROPERLY ENGAGED AND LOCKED
AFTER REPLENISHMENT.
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8-6-4 Fuel System
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The left and right wing fuel tanks are gravity filled through openings on the upper surface. The
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tanks should always be kept full between flights to reduce explosive vapor space and
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condensation. Allowance should be made for expansion to minimize venting of fuel if ambient
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temperature is expected to rise markedly. Approved fuels are to be used. Refer to Section 2,
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Powerplant Limitations, Fuel.
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WARNING
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CHECK FUEL SUPPLY VEHICLE FOR CORRECT FUEL GRADE AND TYPE. USE AN
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APPROVED WATER DETECTION KIT TO CHECK FOR WATER CONTAMINATION.
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CAUTION
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Anti-icing additives are not required for aircraft operation within the certified
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outside air temperature limits (refer to Section 2, Outside Air Temperature Limits).
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Nevertheless, it is important to drain free water from the wing tanks before the first
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flight of the day. There are two fuel tank drain valves on the lower surface of each
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wing.
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Note
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There are two fuel tank drain valves on the lower surface of each wing and one on the
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front left of the fuselage, aft of the nose wheel well.

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8-6-4.1 Refueling Precautions

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During refueling/defueling operations, the following arrangements must be complied with:

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− Refuel and defuel only in a well-ventilated area

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− Do not allow open flame or smoking in the vicinity of the airplane while refueling
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− Do not replenish the oxygen system during refueling or defueling

− Do not operate airplane electrical or radio equipment while refueling
− High frequency pulse transmissions in the vicinity of the airplane represent a fire hazard
− During all refueling/defueling operations, fire-fighting equipment must be available.

Fuel System
8-6-4.2 Fueling Procedure
1 Make sure the fuel supplied is checked for type, grade and freedom from contamination.
2 Make sure that the refueling vehicle is grounded.
3 Ground the vehicle to the airplane (attach the vehicle grounding lead to the nose
landing gear).
4 Remove external power, if connected.
5 Make sure all electrical power is OFF.
6 Connect the grounding cable from the nozzle to grounding point next to the fuel cap.
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CAUTION
N
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Directing the nozzle outboard may cause damage to the fuel quantity probe.
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7 Open the wing fuel cap and insert the nozzle, directing it inboard, after first making sure
that the filler nozzle is clean.
PO
8 Add fuel. Allow the fuel to settle when topping-off the fuel tank. Remove the fuel nozzle
and disconnect the grounding cable. Secure the filler cap.
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9 Repeat the procedure for the other wing tank.
10 Remove the vehicle grounding cable from the airplane.
11
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Clean up any fuel spillage (Use a water hose if excessive).
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12 On the overhead panel set the STBY BUS switch to ON
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Check all system switches are OFF.

13 Set both Battery switches to ON and check the fuel quantity gauges for correct
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indication.
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14 Set both Battery switches to OFF.

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15 Set the STBY BUS switch to the OFF position.

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8-6-4.3 Fuel Contamination

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Fuel contamination is usually the result of foreign material present in the fuel system. This
foreign material can take many forms, i.e. water, sand, dirt, microbes or bacterial growth. In
D
AN
addition, additives that are not compatible with the fuel used can cause the fuel to become
contaminated.
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Jet fuel contains some dissolved, suspended water and is a fuel contamination concern. The
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quantity of water that can remain in solution will depend upon the temperature of the fuel.
Dissolved water cannot be removed by a filter during a fuel service but will be released from
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suspension as the fuel temperature decreases, as during flight. These supercooled water
droplets only need to contact solid contaminates or receive an impact shock to change into ice
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crystals. In addition, free water may result from condensation, mainly when descending into
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warm, humid air with cold fuel tanks. The PC-12 fuel system is designed to operate without
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requiring fuel anti-icing additives, but requires careful maintenance. Excessive ice forming at
the bottom of the tanks could block pump inlets and excessive ice forming in the motive flow
lines could block ejector nozzles.
For cold weather operations it is recommended to refuel, with warm fuel, before the flight. This
improves water drainage and reduces the time to warm up fuel before takeoff. Do not artificially
heat the fuel, natural heating within the aircraft environmental envelope is acceptable.

Landing Gear - Tires
Before the first flight of the day and after each refueling, use a clean container and drain at
least one sample of fuel from each tank drain valve to determine if contaminants are present
(and that the airplane has been fueled with the proper fuel). If contamination is detected, drain
all fuel drains points until all contamination has been removed. If after repeated sampling,
evidence of contamination still exists, the fuel tanks should be completely drained and the fuel
system flushed. Do not fly the airplane with contaminated or unapproved fuel.
In addition, operators who are not acquainted with a particular airfield should be assured that
the fuel supply has been checked for contamination and is properly filtered before allowing the
airplane to be serviced. Also, fuel tanks should be kept full between flights, provided weight
and balance considerations will permit, to reduce the possibility of water condensing on the
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walls of partially filled tanks.
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8-6-4.4 Fuel Anti-Ice Additive
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Anti-icing additive is not required for PC-12 operation within the certified outside air
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temperature limits (refer to Section 2, Outside Air Temperature Limits), but may still be used if
desired.
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Refer to Section 2, Power Plant Limitations, Anti-Icing Additive, for additive types and
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concentration levels.
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WARNING N
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THE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN ETHYLENE GLYCOL

MONOETHYL ETHER WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST BE
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HANDLED WITH EXTREME CARE. AVOID ALL DIRECT CONTACT WITH SKIN AND
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CLOTHING. ANY CLOTHING ACCIDENTLY CONTAMINATED BY SPLASHING

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SHOULD BE PROMPTLY REMOVED AND THE SKIN WASHED WITH SOAP AND
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WATER. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPORS.

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IF CONTACT IS MADE WITH THE EYES THEY SHOULD BE FLUSHED WITH WATER
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FOR 15 MINUTES. CONSULT A PHYSICIAN AS RAPIDLY AS POSSIBLE AFTER

ALL CONTACT CASES.
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AN
Blend the additive in accordance with the additive supplier’s recommendations.

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Do a water drain check before the first flight of the day.

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8-6-5 Landing Gear - Tires

EN
For maximum service, keep tires inflated to the proper pressures. All wheels and tires are
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balanced before original installation, and the relationship to tire and wheel should be
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maintained upon reinstallation. Unbalanced wheels can cause extreme vibration in the landing
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gear; therefore, in the installation of new components, it may be necessary to re-balance the
wheels with tires mounted. When checking the tire pressures, examine the tires for wear, cuts,
bruises and slippage.
Nose Wheel Tire:
− Wheel type: BFG PN3-1501
− Tire size: 17.5 x 6.25-6, 8PR, TL (160 mph)
− Tire Pressure: 60 +3 -0 psi (4.1 +0.2 -0 bar)
− Max. castor rotation: +/- 60° free (+/- 12° Nose Wheel Steering).

Landing Gear - Brakes
Main Wheel Tires:

− Wheel type: BFG PN3-1543-1
− Tire size: 8.50-10, 10PR, TL (160 mph)
− Tire pressure: 60 + 3 - 0 psi (4.1 + 0.2 - 0 bar).
Refer to the AMM for the alternative types of tires that can be installed.
8-6-6 Landing Gear - Brakes
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The fluid level should be checked periodically or at a scheduled maintenance event and
replenished as necessary. Each brake assembly incorporates a brake lining wear indicator. As
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the brake pads wear, the pin will be pulled into the piston housing. When the system is
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pressurized and the pin is flush with the piston housing, the brake linings must be overhauled.
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Refer to the AMM for complete information on the type of hydraulic fluid, servicing the fluid
level and brake inspection and replacement.
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8-6-7 Lubrication Points
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Proper lubrication is essential for trouble-free operation of mechanical components. Lubricants
and dispensing equipment must be kept clean. Use only one lubricant in a grease gun or oil
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can. After lubrication, clean off all excessive grease or oil to prevent dust and dirt build-up.
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The frequency of application may be increased for a particular type of operation or if excessive
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wear is experienced. For lubricating instructions, locations and lubricants refer to the AMM,
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Chapter 12.
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8-6-8 Vapor Cycle Cooling System (VCCS) (If Installed)

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CAUTION
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Operation of the system at low ambient temperatures for more than 15 minutes can
result in major damage to the compressor.
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AN
Note
A temperature switch is installed to keep the system from operating and causing possible
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damage if operated for extended periods of time if ambient temperature is below -12 °C
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(10 °F). In this case, it is recommended that the aircraft be heated above this threshold to
enable the system to operate.
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During cold winter months, the system should be operated for 10-15 minutes every two weeks
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to maintain a thin oil film on the compressor output shaft dynamic seal to prevent shaft
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leakage.
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Prior to selecting on the air conditioning system (energizing the compressor drive), run the
blowers on high speed for a minimum of 5 minutes. This will aid in warming the refrigerant and
bringing it up to an acceptable temperature enabling operation of the system.

Oxygen System
8-6-9 Oxygen System

The standard oxygen system replenishment is carried out at a hinged service panel (11BR) on
the right side of the fuselage, forward of the wing leading edge. The service panel is fitted with
an oxygen replenishment valve and a system pressure gage. The gage is marked from 0 to
2000 psi, with a red zone from 1850 to 2000 psi. A charge pressure/temperature chart is
installed on the inside of the service panel.
The larger capacity oxygen system replenishment is carried out at a hinged service door
(31AB) on the bottom of the fuselage, rear of the wing trailing edge. An oxygen service panel is
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installed inside of the rear fuselage on the forward frame. The service panel is fitted with an
oxygen replenishment valve and a system pressure gage. The gage is marked from 0 to 2000
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psi, with a red zone from 1850 to 2000 psi. A charge pressure/temperature chart is also
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installed on the service panel.
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8-6-9.1 Replenishment Procedure
WARNING
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MAKE SURE THAT THE AIRPLANE IS FITTED WITH A GROUNDING CABLE AND IS
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PROPERLY GROUNDED. THE OXYGEN CART MUST BE ELECTRICALLY BONDED
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TO THE AIRPLANE.
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DO NOT OPERATE THE AIRPLANE ELECTRICAL SWITCHES OR CONNECT/
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DISCONNECT GROUND POWER DURING OXYGEN SYSTEM REPLENISHMENT.
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DO NOT OPERATE THE OXYGEN SYSTEM DURING REFUELING/DEFUELING OR

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ANY OTHER SERVICING PROCEDURE THAT COULD CAUSE IGNITION.

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INTRODUCTION OF PETROLEUM BASED SUBSTANCES SUCH AS GREASE OR OIL

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TO OXYGEN CREATES A SERIOUS FIRE HAZARD. USE NO OIL OR GREASE WITH

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THE OXYGEN REPLENISHMENT EQUIPMENT.

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ALWAYS OPEN SHUTOFF VALVE SLOWLY TO AVOID GENERATING HEAT AND

REPLENISH THE SYSTEM SLOWLY (MINIMUM TIME 6 MINUTES).
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CAUTION
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Replenishment of the oxygen system should only be carried out by qualified

personnel.
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EN
Obtain the Outside Air Temperature. (OAT). A fully charged cylinder has a pressure of 1841 psi
at a temperature of 20 °C. Filling pressures will vary depending upon the ambient temperature
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in the service bay and the temperature rise due to the compression of the oxygen. If the
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airplane is or has been parked outside in the sun, the temperature inside the fuselage will be
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appreciably higher than ambient. Table 8-6-1 lists the required charging pressures for a range
of temperatures.

Oxygen System
1 Open
− The oxygen service panel 11BR on aircraft with the standard oxygen system
− The service door 31AB on aircraft with the larger capacity oxygen system.
2 Hold the thermometer close to the oxygen cylinder.
3 Make sure the thermometer indication is constant. Make a note of the indication.
4 Refer to the temperature/pressure graph for the correct oxygen cylinder pressure.
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5 If the pressure on the service panel gage is low, fill the oxygen cylinder.
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6 Make sure the area around the service panel charging valve is clean. Remove the cap
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from the charging valve.
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7 Make sure the oxygen supply hose is clean and connect it to the charging valve.
PO
8 Slowly pressurize the oxygen cylinder to the correct pressure.
9 Close the oxygen supply and let the cylinder temperature become stable.
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10 Monitor the oxygen pressure on the gage and fill to the correct pressure if necessary.
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11 Release the pressure in the oxygen supply hose and disconnect from the charging valve.
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12 Install the cap on the charging valve. Make sure the work area is clear of tools and other
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items.
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13 Close the service panel 11BR or the service door 31AB.

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Oxygen System
Table 8-6-1: Oxygen Charging Pressures
Temp (°C) Press (psig)

85 2419
80 2375
75 2331
70 2287
65 2242
60 2198
55 2153
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50 2108
N
45 2063
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40 2018
S
35 1974
SE
30 1930
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25 1885
21 1850
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20 1841
15 1798
10
N 1755
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5 1712
AT
0 1669
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-5 1628
R
-10 1586
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-15 1545
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-20 1505
M
-25 1466
FA
-30 1426
-35 1388
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-40 1351
-45 1313
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-50 1275
ER
-55 1239
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Oxygen System
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Cleaning and Care
8-7 Cleaning and Care
8-7-1 Windshield / Side Windows

CAUTION
Remove wrist-watches, rings and other jewelry from hands and wrists before
cleaning the side windows.
Windshields and windows are easily damaged by improper handling and cleaning
techniques.
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Do not use solvents, fuels, detergents, alcohol, acetone or thinners to clean the
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side windows.
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Transparent plastics lack the surface hardness of glass. Exercise caution when
S
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cleaning all the side windows to avoid scratching or scoring transparencies.
PO
The following procedures provide information regarding cleaning and servicing of windshields
and windows. Improper cleaning, or use of unapproved cleaning agents, can cause damage to
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these surfaces. As a preventive measure, do not park the airplane where it might be subjected
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to direct contact with or vapor from: methanol, denatured alcohol, gasoline, benzene, xylene,
MEK, acetone, carbon tetrachloride, lacquer thinners, commercial or household window
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cleaning sprays, paint strippers or other types of solvents. Do not park airplane near a paint-
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spray shop.
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8-7-1.1 Windshield (Glass)

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1 Place the airplane inside a hanger or in a shaded area and allow to cool from the heat of
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the sun's rays.

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2 Using clean (preferably running) water, flood the surface. Use bare clean hands, with no
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jewelry, to feel and dislodge any dirt or abrasive materials.

3 Using a mild soap or detergent (such as dish washing liquid) in water, wash the surface.
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Again, use only the bare hand to provide rubbing force. (A clean lintfree cloth may be
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used to transfer the soap solution to the surface, but extreme care must be excised to
prevent scratching the surface.)
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4 Rinse the surface thoroughly with clean fresh water and dry with a clean cloth or damp
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chamois leather.
EN
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Exterior Paint Surfaces
8-7-1.2 Side Windows (Acrylic)
1 Flush with clean water to remove loose dust etc.

2 Wash the side windows using a soft sponge, warm water and soft soap solution.
3 Rinse with clean water and dry with a damp chamois leather.
4 Use an appropriate transparency cleaner to remove any grease, smears, etc., still
adhering to the side windows.
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Note
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Rubbing transparencies with a dry cloth will cause scratches and the build-up of an
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electrostatic charge which attracts dust. Where an electrostatic charge is present, gently
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pat the area with a damp chamois leather to remove the charge and any accumulated
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dust.
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8-7-2 Exterior Paint Surfaces
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The airplane should be washed with a mild soap and water solution. Harsh abrasives or
alkaline soaps or detergents could make scratches on painted or plastic surfaces or cause
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corrosion of metal. Cover areas where cleaning solutions could cause damage.
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Exterior Recommended Cleaning Agents:
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− Mild soap or approved detergent

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− Jet MULSO 2 (TURCO product) or equivalent.

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To wash the airplane, use the following procedure:

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Note
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To prevent water from entering the pitot/static systems, the pitot tube openings and the
static ports should be blanked off. Exposed flight control bearings should be protected
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prior to washing. Install wheel covers to minimize water ingress.

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1 Flush away loose dirt with water.

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2 Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush. Do not allow the
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solution to dry before washing off. To remove exhaust stains, allow the solution to remain
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on the surface longer.

3 To remove stubborn oil and grease, use a cloth dampened with naphtha.
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4 Rinse all surfaces thoroughly.

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5 Polish and seal the surfaces with a wax polish.
Note
Any good automotive wax may be used to preserve the painted surfaces. Soft lint-free
cleaning cloths should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas,
but see also paragraph De-icing Boot Care.

De-icing Boot Care
8-7-3 De-icing Boot Care

The wings, T-tail, and propeller de-icing boots have a special electrical-conductive coating to
bleed off static charges which cause radio interference and may perforate the boots. Fuelling
and other servicing practices should be done carefully to avoid damaging the conductive
coating or tearing of the boots.
To prolong the life of the de-icing boots, they should be washed, with a mild soap and water
solution, rinsed with clean water, and serviced on a regular basis in accordance with the
instructions in the AMM. Keep the boots clean and free from oil, grease and other solvents
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which cause neoprene to swell and deteriorate.
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8-7-4 Brake Care
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If the brakes are used exclusively for low speeds (below 25 knots), it is recommended to
S
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condition (glaze) the brake linings by performing a firm brake after landing (at about 80 knots)
every 30 landings to ensure optimum service life is achieved.
PO
8-7-5 Propeller Care
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Propeller care consists of checking the propeller area for leaks and damage; this also includes
any damage to the propeller hub and de-icing boots. Inspect the visible hub parts daily for
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surface damage. Look for evidence of grease and or oil leaks. Inspect the propeller blades,
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daily, for scratches and gouges in the leading or trailing edge, or on the blade face and camber
AT
surfaces.
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WARNING
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ABNORMAL GREASE LEAKAGE CAN BE AN INDICATION OF A FAILING

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PROPELLER BLADE OR BLADE RETENTION COMPONENT, WHICH MAY

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EVENTUALLY RESULT IN AN IN-FLIGHT BLADE SEPARATION.

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Check blades for radial play or movement of blade tip (in and out, back and forth). Refer to
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loose blades in the Inspection Procedures section of the Propeller Owner’s Manual.
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Inspect de-ice boots for damage. Refer to the de-ice systems chapter of the Propeller Owner’s
Manual for the inspection information.
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Visually inspect the entire blade and the erosion shield (lead, trail, face and camber sides) for
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nicks, gouges, looseness of material, erosion, cracks and debonds. Visually inspect the blades
for lightning strike. Defects or damage discovered during preflight inspection must be
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evaluated in accordance with the allowable damage given in the Propeller Owner’s Manual to
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determine if repairs are required before further flight.

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Landing Gear Care
8-7-6 Landing Gear Care

Before cleaning the landing gear, place a plastic cover or similar material over the wheel and
brake assembly.
1 Place a catch-pan under the gear to catch the waste.
2 Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as
desired. Where heavy grease and dirt deposits have collected, it may be necessary to
brush the areas sprayed, in order to clean them.
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3 Allow the solvent to remain on the gear from five to ten minutes. Then rinse the gear with
additional solvent and allow to dry. If necessary help the drying process with a gentle
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blast of compressed air.
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4 Remove the plastic cover and the catch-pan from the wheel.
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PO
8-7-7 Engine Care
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The engine exterior and compartment may be cleaned, using a suitable solvent. Most efficient
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cleaning is done using a spray-type cleaner. Before spray cleaning, make sure the protection is
afforded for components which might be adversely affected by the solvent.
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8-7-8 Interior Care
AT
The cockpit area should be frequently vacuum-cleaned. Instrument and side panels may be
IZ
cleaned with a chamois leather made moist with clean water.

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CAUTION
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Do not clean fabric surfaces with a soap solution or water. This can inhibit the
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properties of the fireblock treatment applied to the fabric.

D
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Seat harnesses that have been soiled may be cleaned by gently scrubbing with a soft brush,
water and an approved soap. Alternatively, an officially approved detergent emulsion may be
AL
used when diluted in the proper proportions. Seats may be cleaned as per manufacturers-
recommended instructions.
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Dust and loose dirt should be picked up regularly with a vacuum-cleaner. Stained carpets
EN
should be cleaned with a non-flammable dry cleaning carpet shampoo which should be kept as
dry as possible and again vacuumed.
G
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Blot up any spilled liquid on the seats promptly with cleansing tissue or rags. Do not pat the
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spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no
more liquid is taken up. Scrape off any sticky materials with a dull knife, then spot-clean the
area, following the manufacturer's instructions.
Headliners, side panels and paint work should be cleaned with a lint-free cloth dampened with
a mild soap and water mixture. Oil and grease can be removed with a sponge and common
household detergent and then wiped dry with a clean rag.
Oxygen masks assemblies should be cleaned with a suitable oil-free disinfectant and then
wipe dirt or foreign particles from the unit with a clean dry lint-free cloth.

Primus Apex Display Care
Care kits are available for the care of leather upholstery and high gloss cabin furniture, refer to
the Illustrated Parts Catalog for the kit Part No’s.
8-7-9 Primus Apex Display Care

CAUTION
Remove wrist-watches, rings and other jewelry from hands and wrists before
cleaning the Primus Apex display screens.
Do not use a cleaner that has acetone, thinner, benzene, ethyl alcohol, toluene,
LY
ethyl acid, ammonia, methyl chloride or alkaline based solvents. These chemicals
can damage the display screen anti-glare coating.
N
O
Do not attach self-adhesive labels or notes on the display screen surfaces. This can
S
damage the anti-glare coating.
SE
The Primus Apex display screens (Primary Flight Display, Multi Function Display and Touch
PO
Screen Controller) must only be cleaned with the manufacturer’s recommended cleaning
material (Isopropyl alcohol) and a clean microfiber cloth. Fold a clean microfiber cloth around a
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small piece of rigid (credit card sized) plastic, and ensure that the cloth covers the entire
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plastic. Use the Isopropyl alcohol to moisten the cloth, then wipe the screen carefully to
remove dust and marks.
N
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Clean the display bezel with a damp cloth and a minimum quantity of soap solution.
AT
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Primus Apex Display Care
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Extended Storage
8-8 Extended Storage
Prolonged out-of-service care applies to all airplanes which will not be flown for less than 60
days but which are to be kept ready-to-fly, with the least possible preparation. If the airplane
is to be stored temporarily, or indefinitely, reference must be made to the AMM for the proper
storage procedures, which are all time related and classified as follows:
Part 1 Up to 7 days.
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Part 2 More than 7 days and up to 28 days.
Part 3 More than 28 days and up to 90 days.
N
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Part 4 More than 90 days.
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Extended Storage
Parts 1 and 2 are considered as flyable storage status.

− Part 1 storage
Part 1 storage requires that the airplane is moored and properly grounded, all covers
and blanks are fitted, and that the fuel tanks are full. The engine must be preserved.
Where possible, cover the windshield with a light cotton dust cover.
− Part 2 storage
Part 2 storage begins after Part 1 (7 days) has elapsed, and includes placing desiccant
bags and humidity indicators in the engine exhaust stubs and behind the exhaust stub
LY
covers. A suitable means must be provided to view the humidity indicators with the stub
covers installed.
N
O
Open and install a safety clip on these circuit breakers: E-NAV/ELT (Essental Bus) and
DCTU/CLOCK (Battery and External Power Junction Box).
S
SE
At 7 day intervals:
PO
Check the tire pressures.
R
Drain any water from the fuel system.
PU
Check the humidity indicator, in the engine exhaust stubs, and replace the desiccant
bags, if the humidity is in excess of 40%.
N
IO
Move the airplane to prevent flat areas on the tires. Mark the tires with tape to ensure
AT
the tires are placed approximately 90 degrees from their previous position.
IZ
− Part 3 storage
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Part 3 storage should be a planned situation, when the time difference can be foreseen
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but following on from the Part 2, the batteries must be removed and their state of charge
IL
regularly checked.
M
At 7 day intervals:
FA
Check the tire pressures.

D
AN
Drain any water from the fuel system.

Check the humidity indicator, in the engine exhaust stubs, and replace the desiccant
AL
bags, if the humidity is in excess of 40%.

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Move the airplane to prevent flat areas on the tires. Mark the tires with tape to ensure
EN
the tires are placed approximately 90 degrees from their previous position.
− Stage 4 storage
G
R
Stage 4 is a definite planned exercise, when deterioration of the airplane must be

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considered. An engine inactive for over 90 days in the airframe, or removed for long
term storage, must in addition to the Stage 3 procedure, have the engine oil drained and
filled with preserving oil in accordance with the P&WC EMM.
To return the airplane to service, refer to the AMM for specific instructions.

Corrosion Inspection
8-9 Corrosion Inspection
8-9-1 General
If a flight to a Service Center imposes an operational burden, the following bi-weekly corrosion
inspection may be carried out by the operator. Pilots must be trained by qualified maintenance
personnel to identify corrosion and to understand the critical inspection areas. The training
must be given to the corrosion inspection procedures as detailed in the AMM.
The inspection must be recorded in the aircraft flight log book.
LY
If corrosion is evident or suspected, you must contact a Pilatus service center for further
instructions.
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8-9-2 Severe Climatic Areas
S
SE
Aircraft based/operated in severe climatic areas, (refer to Section 8, Geographical Location
and Environment), must be inspected every 14 days as follows:
PO
− Wash the exterior surface of the aircraft
R
PU
− Examine the aircraft skin, especially around the seams and fasteners
− Make sure all drain holes are clear
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− Examine the landing gear compartments, especially the landing gear, wheels, tubing
clamps, folding strut, overcenter spring and actuators
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− Examine the flight control surfaces, especially the bearings

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− Examine all doors, especially the locks, handles and hinges.

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Based on inspection results, the inspection interval can be increased to every 30 days. At this
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interval it is recommended that the aircraft is washed on a weekly basis.

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Severe Climatic Areas
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Geographical Location and Environment
8-10 Geographical Location and Environment
The geographical location and environmental conditions can cause damage to the aircraft
exposed to the conditions that follow:
− Marine atmospheres
− Moisture
− Acid rain
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− Tropical temperatures
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− Industrial chemicals
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− Soil and dust in the atmosphere.
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Moisture is in the air as a gas, water vapor or as finely divided droplets of liquid. These forms
of moisture contain chemicals such as chlorides, sulfates and nitrates. When the moisture
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evaporates the chemicals remain on the surfaces. The moisture and the chemicals can be
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trapped in joints. A capillary action can put moisture in to bond lines and cause corrosion.
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Salt particles, when dissolved in water, form strong electrolytes. Sea winds carry the
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dissolved salt, on to the land and can make the coastal environments very corrosive.
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The industrial chemicals that follow can cause corrosion:

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− Carbon
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− Nitrates
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− Ozone
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− Sulfur dioxide
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− Sulfates.
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These industrial chemicals cause damage to non-metallic materials and can cause severe
corrosion of many metals.
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Warm, moist air, usually in tropical climates can make the formation of corrosion a very quick
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process. Cold dry air, usually in cold climates makes the formation of corrosion a slower
process.
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Islands and areas near the sea are in severe corrosion zones.
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Geographical Location and Environment
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Section 9 - Supplements
Table of Contents
SECTION 9
Supplements
Table of Contents
Subject Page
9-1 General 9-1-1
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Table of Contents
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General
9-1 General
This section provides information in the form of supplements for the operation of the airplane
when equipped with optional equipment or systems which are not installed on the standard
airplane. All of the supplements are EASA Approved and those that are applicable are part of
this Handbook.
The information contained in each supplement applies only when the specific equipment or
system is installed in the airplane.
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Mark X if Subject Report No.
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installed
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IAC AR Certified Airplanes 02407
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Operations in Cold Conditions 02408
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Aircraft Registered in Canada 02409
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Aircraft Registered in the Republic of Argentina 02410
Aircraft Registered in the People’s Republic of China (PRC) 02411
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Steep Approach Landings 02412
Aircraft Registered in Ukraine 02413
Aircraft Registered in Chile
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Passenger Oxygen Drop-Down Mask System 02415
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Propeller Low Speed Operation 02439

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FATA Certified PC-12/47E Airplanes 02464

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German Placards 02474

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Aircraft Registered in Brazil 02486

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General
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SECTION 9
PC-12/47E SUPPLEMENT
PILOT'S OPERATING HANDBOOK
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AND
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EASA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
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REPORT NO. 02408
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FOR
OPERATION IN COLD CONDITIONS

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This supplement must be attached to the Pilot's Operating

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Handbook and EASA Approved Airplane Flight Manual for

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t h e E A S A certified PC-12/47E airplanes. The information

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contained herein supplements or supersedes the information

in the basic Pilot's Operating Handbook and EASA Approved
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Airplane Flight Manual only in those areas listed. For

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limitations, procedures and performance information not

contained in this supplement, consult the basic Pilot's
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Operating Handbook and EASA Approved Airplane Flight

Manual.
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This Airplane Flight Manual Supplement is approved under

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Authority of DOA No. EASA.21J.357.
Date of Approval: 15 October 2019
Pilot's Operating Handbook Supplement Report No: 02408

Issue date: Oct 15, 2019
SECTION 9
SUPPLEMENT PC-12/47E
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Table of Contents
Front Matter
Table of Contents
Subject Page
List of Effective Data Modules FM-1-1
Change Highlights FM-2-1
Log of Revisions FM-3-1
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1 Issue 001 Revision 00 - Dated: 15 October 2019 FM-3-1
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2 Issue 001 Revision 01 - Dated: 18 December 2020 FM-3-1
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Log of Temporary Revisions FM-4-1
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Issue date: Dec 18, 2020 Page FM-0-1
Table of Contents
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List of Effective Data Modules

All DMC are preceded with 12-C but for clarity this has been left out
C = Changed data module
N = New data module
Data module code (DMC) Document title N/C Issue date

A15-00-2408-00A-002A-A List of Effective Data Modules C 18.12.2020
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A15-00-2408-00A-003A-A Change Highlights N 18.12.2020
A15-00-2408-00A-003B-A Log of Revisions C 18.12.2020
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A15-00-2408-00A-002B-A Log of Temporary Revisions 15.10.2019
A15-00-2408-01A-010A-A General C 18.12.2020
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* A15-10-2408-02A-043A-A Limitations 15.10.2019
* A15-30-2408-04A-131A-A Normal Procedures 15.10.2019
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A15-00-2408-07A-043A-A Airplane and Systems Description 15.10.2019
A15-20-2408-08A-043A-A Handling, Servicing and Maintenance 15.10.2019
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* Authority Approved
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Log of Revisions
Log of Revisions
1 Issue 001 Revision 00 - Dated: 15 October 2019

Initial Issue of the PC-12/47E AFMS 02408.
The Issue 001 Revision 00 of the AFMS ref. 02408 is approved under the authority of
DOA ref. EASA.21J.357
Approval date: 15.10.2019
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Table 1: List of changes
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Section PTS Number Description of Change
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All 19595 New AFMS for MSN 1720, 2001 and up.
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Issue date: Oct 15, 2019 Page FM-2-1
Issue 001 Revision 00 - Dated: 15 October 2019
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Log of Revisions
Log of Revisions

Initial Issue of the PC-12/47E AFMS 02408.
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Table 1-1-1: List of changes
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2 Issue 001 Revision 01 - Dated: 18 December 2020
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Table 1-1-2: Issue 001 - Revision 01 - List of changes
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Section PTS Number
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Description of Change
Front Matter
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List of
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Applicable Data 21999 Updated for Issue 001 - Revision 01.

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Modules
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Change
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21999 New DM.

Highlights
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Log of
21999 Updated for Issue 001 - Revision 01.
Revisions
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Section 1
1 21316 Effectivity of AFMS added.
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Issue 001 Revision 01 - Dated: 18 December 2020
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Log of Temporary Revisions
No. Temporary Revision Title Date of Issue Cancelled by
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
Subject Page
1 General 1-1-1
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Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This supplement provides the information necessary to operate the PC-12/47E aircraft, in
cold temperatures with the cold weather preheater system factory option installed.
This supplement must be attached to the Pilot’s Operating Handbook (POH) Report No.:
− 02406 (for MSN 1720, 2001 and up).
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Section 1 - General
General
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Section 2 - Limitations (EASA Approved)
Table of Contents
SECTION 2
Limitations (EASA Approved)
Table of Contents
Section Subject Page
2 Limitations 2-1-1
2-21 Other Limitations 2-1-1
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2-23 Placards 2-1-1
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Issue date: Oct 15, 2019 Page 2-0-1
Table of Contents
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Limitations
2 Limitations
2-21 Other Limitations

2-21.1 Operations in Cold Conditions
Ambient ground temperature 0 to -15 °C Battery heater required

Ambient ground temperature -15 °C and below Battery, engine and
supplementary cabin heater
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required. External engine
blanket recommended
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A cabin underfloor temperature of -15 °C or warmer is required prior to takeoff.
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The aircraft must be clear of deposits of snow, ice and frost from the lifting and control surfaces
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immediately prior to takeoff.
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2-23 Placards
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Near the Engine Heating electrical power connector:
115 VOLTS AC 60HZ ENGINE OR N

230 VOLTS AC ENGINE HEATER
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HEATER
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Near the Battery Heater electrical power connector:

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115 VOLTS AC 60HZ BATTERY OR 230 VOLTS AC BATTERY HEATER

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HEATER AND CABIN POWER AND CABIN POWER OUTLET

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Placards
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Section 4 - Normal Procedures (EASA Approved)
Table of Contents
SECTION 4
Normal Procedures (EASA Approved)
Table of Contents
4 Normal Procedures 4-1-1
4-1 General 4-1-1
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4-3 Pre Flight Inspection 4-1-1
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4-5 Engine Starting 4-1-1
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Table of Contents
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Normal Procedures
4 Normal Procedures
General 4-1
If the aircraft is to be parked outside for an extended period of time and the ambient ground
temperature is expected to be:
0 to -15 °C Connect a 115 or 230 VAC (as placarded) ground power supply
to the battery heater connector.
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-15 °C and Connect a 115 or 230 VAC (as placarded) ground power supply
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below to the battery and engine heater connectors. Put a blanket cover
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over the engine. Put a supplementary heater in the center of the
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cabin.
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The heater connector access doors must be opened and adapter cables installed. The
adapter cables are contained in the aircraft flight bag.
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---------- END -----------
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Pre Flight Inspection 4-2
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Switch off and disconnect the ground power supply to battery and engine heaters. Remove
the adapter cables and stow them in the aircraft flight bag and close the heater connector
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access doors. Remove blanket cover from engine nacelle and supplementary heater from
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the cabin.
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---------- END -----------

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Engine Starting 4-3

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It is recommended to use external power for engine starting, using a ground power unit
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capable of supplying 1000 ampere DC current.

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After engine start at cold temperatures of below -15 °C, maximum cabin heating should be
selected and the temperature of the underfloor avionic bay monitored on the environmental
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window of the systems MFD, to observe a minimum temperature of above -15 °C prior to
commencement of flight.
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---------- END -----------

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Normal Procedures
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Table of Contents
SECTION 7
Airplane and Systems Description
Table of Contents
7 Airplane and Systems Description 7-1-1
7-1 General 7-1-1
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7-2 Battery Heater System 7-1-1
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7-3 Engine Heater System 7-1-1
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7-4 Supplementary Heater 7-1-2
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Table of Contents
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7 Airplane and Systems Description
7-1 General
The factory option is available for 115 VAC and 230 VAC. The correct operation voltage is
placarded adjacent to the connectors.
7-2 Battery Heater System

7-2.1 Description
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A belt type heating element is wrapped around the outside of the batteries. A temperature
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sensor is attached to the aircraft skin and a wiring harness connects the temperature sensor to
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the batteries heating element and the external power connector. The wiring harness has an
additional connector installed for the connection of a supplementary cabin heater. The
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connector and a power on indicator light are installed in a mounting box under an access door
on the lower rear fuselage. The connector has a protective cap installed.
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7-2.2 Operation
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When AC power is supplied to the external connector the indicator light will come on and
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power is supplied to the temperature sensor and supplementary heater connector. The
temperature sensor will supply power to the battery heating elements when the skin
temperature of the aircraft goes below 0° C. N
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7-3 Engine Heater System

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7-3.1 Description
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Three wrap around type heating elements are installed on the engine at the following locations:
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− on the LH side of the reduction gearbox

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− on the RH side of the reduction gearbox

− on the LH side of the accessory gearbox
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A wiring harness routed down the left side of the engine connects the heating elements to an
external power connector. The connector and a power on indicator light are installed in a
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mounting box under an access door on the left lower front fuselage. The connector has a
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protective cap installed.

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7-3.2 Operation
When AC power is supplied to the external connector the indicator light will come on and
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power is supplied to the three engine heating elements. An insulated engine cover is placed
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over the engine nacelle to assist in heat retention in the engine bay.
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Supplementary Heater
7-4 Supplementary Heater

Supplementary ceramic element safety heater with a maximum rating of 1500 Watts is placed
in the center of the aircraft cabin to provide heating. The cabin heater is connected to the
connector on the battery heating element wiring harness.
CAUTION
For a 115 VAC system, the cabin heater connector is limited to a maximum of
1500W.
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For a 230 VAC system, the cabin heater connector is limited to a maximum of
1850W.
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Do not overload, as this may result in damage to the connector and wiring.
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Do not use a supplementary heater of a different voltage rating to that placarded on
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the aircraft.
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A temperature sensor is installed under the cabin floor between frames 17 and 18. When
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configured for cold weather operations, the under floor temperature is displayed as part of the
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environment window of the systems Multi Function Display (MFD).
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Table of Contents
SECTION 8
Table of Contents
8 Handling, Servicing and Maintenance 8-1-1
8-1 General 8-1-1
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8-6 Servicing 8-1-1
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Table of Contents
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8 Handling, Servicing and Maintenance
8-1 General
On the first use of the adapter cables the free end will need to be equipped with electrical
connectors appropriate for the country of operation power supply.
8-6 Servicing
At each aircraft inspection examine the battery and engine heating elements for damage and
the wiring harnesses for security of attachment.
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8-6.1 Battery Servicing
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Depending on the type of battery installed, a more frequent check of the fluid level maybe
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recommended, when using the battery heating system for long periods of time. Check the
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battery manufacturer’s information for any additional servicing requirements.
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When removing and installing the battery from the battery box take care not to damage the
heating element on the edges of the box. Small tears in the element can be repaired with RTV
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silicone. If any of the element wire is exposed the element should be replaced.
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SECTION 9
PC-12 SUPPLEMENT
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REPORT NO. 02409
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PC-12/47E REGISTERED IN CANADA
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Handbook and EASA Approved Airplane Flight Manual when

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operating the PC-12/47E in Canada. The information contained

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herein supplements or supersedes the information in the basic

Pilot's Operating Handbook and EASA Approved Airplane
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Flight Manual only in those areas listed. For limitations,

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procedures and performance information not contained in this

supplement, consult the basic Pilot's Operating Handbook
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and EASA Approved Airplane Flight Manual.

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Approved by:
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European Aviation Safety Agency (EASA)
Date of Approval: 23 July 2020

Issue date: Jul 24, 2020
SECTION 9
SUPPLEMENT PC-12
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Report No: 02409 Pilot's Operating Handbook Supplement

Table of Contents
Front Matter
Table of Contents
Subject Page

1 Issue 001 Revision 00 - Dated: 24 July 2020 FM-3-1
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Issue date: Jul 24, 2020 Page FM-0-1
Table of Contents
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N = New data module

A15-00-2409-00A-002A-A List of Effective Data Modules N 24.07.2020
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A15-00-2409-00A-003B-A Log of Revisions N 24.07.2020
A15-00-2409-00A-002B-A Log of Temporary Revisions N 24.07.2020
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A15-00-2409-01A-010A-A General N 24.07.2020
* A15-10-2409-02A-043A-A Limitations N 24.07.2020
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* A15-30-2409-04A-131A-A
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Normal Procedures N 24.07.2020
* A15-30-2409-06A-010A-A Weight and Balance N 24.07.2020
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Log of Revisions
Log of Revisions
1 Issue 001 Revision 00 - Dated: 24 July 2020

Initial Issue of the PC-12 AFMS 02409.
The Issue 001 Revision 00 of the AFMS ref. 02409 is approved by Transport Canada Civil
Aviation (TCCA) letter 5010-A598 (16710691).
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Table 1-1-1: List of changes
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Data Module Code Change Type Description of Change
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Change: PC-12 AFMS Aircraft
All New Issue
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Registered in Canada - Initial Issue.
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Issue 001 Revision 00 - Dated: 24 July 2020
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
Subject Page
1 General 1-1-1
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Issue date: Jul 24, 2020 Page 1-0-1
Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This supplement provides the information necessary to operate the PC-12/47E aircraft under
Canadian registration with the Canadian Certification Factory Option Kit Part No.
500.21.12.040 or 500.21.12.039 installed, or Post Service Bulletin 04-010 which lists the
aircraft tasks that must be done prior to registration of the aircraft in Canada.
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− 02406 (for MSN 1720, 2001 and up).
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Section 1 - General
General
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Section 2 - Limitations
Table of Contents
SECTION 2
Limitations
Table of Contents
Subject Page
2 Limitations 2-1-1
2-8 PC-12/47E Center of Gravity Limits 2-1-1
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2-21-16 Primus Apex - ADAHRS 2-1-2
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2-23 Placards 2-1-2
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Table of Contents
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Limitations
2 Limitations
2-8 PC-12/47E Center of Gravity Limits

Table 2-1: PC-12/47E Center of Gravity Limits
Weight Forward Limit Aft Limit

Pounds (kilograms) A.O.D.: In. / M A.O.D.: In. / M
10450 (4740) 232.20 / 5.898 240.43 / 6.107
9921 (4500) 232.20 / 5.898 240.94 / 6.120
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9039 (4100) 227.49 / 5.778 241.63 / 6.143
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7938 (3600) 227.49 / 5.778 243.06 / 6.172
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6615 (3000) 227.49 / 5.778 243.06 / 6.172
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5732 (2600) 227.49 / 5.778 -
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Primus Apex - ADAHRS
2-21-16 Primus Apex - ADAHRS

To operate the PC-12/47E within the Northern Domestic Airspace (NDA) of Canada with
respect to the operational approvals for Global Positioning Systems (GPS), the current
requirements are for a non GPS alternate. This will require a directional gyro. This directional
gyro shall be able to operate in a free gyro mode (not slaved to magnetometer or GPS) when
needed to meet the navigation requirements without the use of the GPS within NDA.
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Placards
2-23 Placards
PLACARDS
Luminescent placards on Interior of Cabin Door:
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EXIT
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DO NOT OPERATE IN FLIGHT
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TO OPEN DOOR LIFT

LATCH ROTATE HANDLE
120104
ICN-12-C-A150902-A-S4080-00164-A-001-01
Figure 2-23-1: Placards (Sheet 1 of 3)

Placards
Luminescent placard on Interior of upper LH sidewall near Cabin Door:
EXIT
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Luminescent placard on Interior of upper RH sidewall near Emergency Exit:
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EXIT
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PULL
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Placards
Luminescent placards on rear of LH forward bulkhead:
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FIRE EXTINGUISHER
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LOCATED ON RIGHT
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HAND SIDE BEHIND
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CO-PILOT SEAT
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ELT LOCATED IN THE UN-PRESSURISED REAR FUSELAGE
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OPERATING INSTRUCTIONS:
AT
ARM: TO ARM ELT FUNCTION

ON: TO ACTIVATE ELT FUNCTION
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OFF: TO DE-ACTIVATE ELT FUNCTION

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Placards
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Section 4 - Normal Procedures
Table of Contents
SECTION 4
Normal Procedures
Table of Contents
Subject Page
4-4-01 Before Starting Engine 4-1-1
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Table of Contents
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Normal Procedures
4 Normal Procedures
Before Starting Engine 4-4-01

Additional item:
Before first flight of the day:
19a. Trim interrupt switch.................... ON
Pitch trim switch.......................... OPERATE. Check trim interrupted
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Trim interrupt switch.................... OFF
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Normal Procedures
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Section 6 - Weight and Balance
Table of Contents
SECTION 6
Weight and Balance
Table of Contents
Subject Page
6 Weight and Balance 6-1-1
6-8 Interior Configurations 6-1-1
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Table of Contents
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Weight and Balance
6 Weight and Balance
6-8 Interior Configurations

Refer to POH Section 6, Interior Configurations and then to the applicable Interior Code No. for
seat locations, permitted seat Part Nos. that can be installed, seat weight and moment charts,
and seat occupant moment charts.
The following Interior Configurations are approved for PC-12/47E use in Canada:
− Corporate Commuter Interior Code STD-9S (9 single seats)
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− Executive Interior Code EX-6S-2 (6 single seats)
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− Executive Interior Code EX-4S-STD-4S (4 single executive seats and 4 single standard
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seats)
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− No Cabin Interior Configuration.
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MAX RAMP
WEIGHT (MRW) 10495 lb
10500
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WEIGHT (MTOW) 10450 lb
10000
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MAX LANDING
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WEIGHT (MLW) 9921 lb
9500
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9000 AN
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WEIGHT (MZFW) 9039 lb
8500
Pilot's Operating Handbook Supplement

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8000 IL
WEIGHT
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- LB R
7500 IZ
AT
7000 IO
Figure 6-1-1: C. G. Envelope (lb)

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6500
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6000
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5500
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220 225 230 235 240 245
23% MAC
ICN-12-C-A150906-A-S4080-00167-A-001-01
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120235 INCHES AFT OF DATUM N
Interior Configurations
Page 6-1-2
Report No: 02409
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(MRW) 4760.45 kg
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MAX TAKEOFF WEIGHT
(MTOW) 4740 kg
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4500 ER
MAX LANDING WEIGHT
(MLW) 4500 kg
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4000 FA WEIGHT (MZFW) 4100 kg
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Pilot's Operating Handbook Supplement

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- KG PU
Figure 6-1-2: C. G. Envelope (kg)

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3000
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2500
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ICN-12-C-A150906-A-S4080-00194-A-001-01
5.6 5.7 5.8 5.9 6.0 6.1 6.2
120234 23% MAC METERS AFT OF DATUM
Interior Configurations
Page 6-1-3
Report No: 02409
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Weight and Balance
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SECTION 9
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REPORT NO. 02412
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FOR
STEEP APPROACH LANDINGS

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Manual.
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the authority of DOA No. EASA.21J.357.

SECTION 9
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Table of Contents
Front Matter
Table of Contents
Subject Page
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2 Issue 001 Revision 01 - Dated: 18 December 2020 FM-3-1
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Table of Contents
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N = New data module

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A15-00-2412-00A-003A-A Change Highlights N 18.12.2020
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A15-00-2412-01A-010A-A General C 18.12.2020
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Change Highlights
Change Highlights
This change highlights section shows all changes to PC-12 Pilot’s Operating Handbook (POH)
Supplement 02412, Issue 001 Revision 01, Dated 18 December 2020.
C = Changed data module. Replace the data module in the relevant section of the POH.
N = New data module. Insert this data module in the relevant section of the POH.
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Data module code Type Reason for Update (RFU)
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Document title
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A15-00-2412-00A-002A-A C 21999 - Updated for Issue 001 - Revision 01.
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A15-00-2412-00A-003A-A N Incorporation of new data module
Change Highlights
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A15-00-2412-00A-003B-A C 21999 - Updated for Issue 001 - Revision 01.
Log of Revisions
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A15-00-2412-01A-010A-A C 21316 - Added aircraft and POH effectivity.
General
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Change Highlights
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Log of Revisions
Log of Revisions

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Table 1: Issue 001 - Revision 00 - List of changes
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Log of Revisions
Log of Revisions

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2 Issue 001 Revision 01 - Dated: 18 December 2020
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Section PTS Number
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Description of Change
Front Matter
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List of
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Modules
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Change
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21999 New DM.

Highlights
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Log of
Revisions
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Section 1
1 21316 Added aircraft and POH effectivity.
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Issue 001 Revision 01 - Dated: 18 December 2020
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
Subject Page
1 General 1-1-1
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Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This supplement supplies the information necessary for the operation of the PC-12/47E
airplane when performing steep instrument approaches using an approved flight path
reference system:
− Steep approaches flown manually using raw data vertical guidance provided by
Instrument Landing System (ILS), Localizer Performance with Vertical Guidance (LPV)
or Flight Management System (FMS)
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− Optional steep approaches coupled to autopilot/flight director if following ILS glide slope
or FMS Vertical Guidance (VNAV).
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− 02277 (for MSN 545, 1001 - 1719 and 1721 - 1942)
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− 02406 (for MSN 1720, 2001 and up).
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Section 1 - General
General
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Table of Contents
SECTION 2
Table of Contents
2 Limitations 2-1-1
2-1 Systems and Equipment Limits 2-1-1
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Table of Contents
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Limitations
2 Limitations
2-1 Systems and Equipment Limits

Steep Approach
Note
This Supplement does not guarantee operational approval to conduct steep approaches.
It is the responsibility of the operator to apply for operational approval with the local
authorities.
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Steep approaches greater than 8° are not approved.
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The optional Steep Approach ENABLE softkey on the avionics window FCS tab must be
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enabled for Instrument Landing System (ILS) approaches greater than 4°.
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For steep approaches with autopilot coupled to Flight Management System (FMS) vertical
guidance (VNAV) the autopilot must be disengaged below 400 ft Above Ground Level (AGL).
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For optional steep approaches with autopilot coupled to ILS glideslope the autopilot must be
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disengaged below 200 ft AGL.
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Steep approaches with tail winds greater than 5 kts are not permitted.
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Steep approaches in icing conditions or with any visible ice accretion on the airframe are not
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permitted.
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Steep approach landings are not permitted when the Prop Low Speed function is active.
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Systems and Equipment Limits
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Table of Contents
SECTION 4
Table of Contents
4-01 Descent 4-1-1
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Table of Contents
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Normal Procedures
4 Normal Procedures
Descent 4-01
For a steep approach extend the landing gear and set the flaps to 40° prior to intercepting
the glide slope. Maintain the flaps at 40° until landing.
For optional steep ILS approaches activate the Steep Approach ENABLE softkey on the
avionics window FCS tab before capturing the ILS glideslope.
Weather Minima
When intending to carry out a steep approach and landing based on visual references, it is
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recommended that the visual element of the approach be commenced not below the
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approved circling minima for the runway and approach in use at the time, or 500ft AGL,
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whichever is greater. When flying with reference to flight deck instruments (IMC/IFR), the
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appropriate minima for the instrument approach procedure being flown should of course be
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used in accordance with IFR regulations.
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Normal Procedures
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Table of Contents
SECTION 7
Table of Contents
7-1 Steep Approach 7-1-1
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Table of Contents
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7-1 Steep Approach

Refer to Fig. 7-1, Avionics FCS Tab
Refer to Fig. 7-2, Steep Annunciation
An additional set of GS gains are provided which are optimized for ILS approaches with angle
steeper than 4°. The Steep Approach gains can be selected on the Avionics FCS tab.
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Figure 7-1: Avionics FCS Tab

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If Enhanced Ground Proximity Warning Function (EGPWF) is installed (Class A or Class B),
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selecting/deselecting Steep Approach gains on the avionics FCS tab automatically selects/
deselects “Steep Appr” option on the TAWS tab, and vice versa.
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When the steep approach mode is active, “STEEP APPROACH” is displayed on the left side of
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the HSI and STEEP APR Active is displayed on the MFD.

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When the steep approach is selected and AFCS GS mode is armed then a “STEEP”
annunciation is shown in white in the upper right corner of the ADI on the Primary Flight
Display (PFD), as shown in Fig. 7-2.
When the steep approach is selected and AFCS GS mode is active then the “STEEP”
annunciation is shown in green in the upper right corner of the ADI on the PFD.
For more information on the Steep Approach function, refer to the Pilot’s Guide for the
Advanced Cockpit Environment (ACE) (powered by Honeywell) for the Pilatus PC-12/47E.

Steep Approach
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Figure 7-2: Steep Annunciation

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SECTION 9
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REPORT NO. 02415
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FOR
PASSENGER OXYGEN DROP-DOWN MASK SYSTEM

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Manual.
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SECTION 9
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Table of Contents
Front Matter
Table of Contents
List of Effective Data Models FM-1-1
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Table of Contents
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List of Effective Data Models

N = New data module

A15-00-2415-00A-002A-A List of Effective Data Models N 16.10.2019
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A15-00-2415-01A-010A-A General N 16.10.2019
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* A15-30-2415-04A-131A-A Normal Procedures N 16.10.2019
A15-00-2415-07A-043A-A Airplane and Systems Description N 16.10.2019
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A15-20-2415-10A-043A-A Safety and Operational Tips N 16.10.2019
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Log of Revisions
Log of Revisions

The Issue 001 Revision 00 of the AFMS ref. 02415 is approved the authority of DOA No.
EASA.21J.357
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Table 1: List of changes
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Section PTS Description of Change
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All New Issue New AFMS for MSN 1720, 2001 and up.
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
1 General 1-1-1
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Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This supplement provides the information necessary to operate the PC-12/47E aircraft with
the passenger oxygen drop-down mask system installed.
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Section 1 - General
General
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Table of Contents
SECTION 2
Table of Contents
2 Limitations 2-1-1
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2-22-1 Other Limitations - Child Restraint System 2-1-1
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2-23 Placards - Cockpit 2-1-1
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Table of Contents
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Limitations
2 Limitations
2-21-7 Oxygen System

A minimum oxygen supply of 10 minutes duration for each occupant is required for dispatch for
pressurized flight above FL250.
Note
Some National Operating Requirements may require that a larger quantity of oxygen be
carried on the aircraft.
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The oxygen system shutoff valve handle in the cockpit must be selected to ON prior to engine
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start and throughout the duration of flight.
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The oxygen masks for the crew must be connected for all flights.
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2-22-1 Other Limitations - Child Restraint System
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The CARES Restraint System for children (p/n 959.30.01.591) is approved only for children
older than 36 months and only for the seat positions 3 and 4.
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2-23 Placards - Cockpit
On Cockpit LH Side Panels near oxygen system controls:
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Additional placard:
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SET TO ON TO DROP
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PASSENGER OXYGEN MASKS

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Figure 2-1: Placards - Passenger Oxygen Drop-Down Mask System - Cockpit

Placards - Cockpit
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Table of Contents
SECTION 4
Table of Contents
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4-18-01 Shutdown 4-1-1
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Table of Contents
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Normal Procedures
4 Normal Procedures
CAUTION
Do NOT set the passenger oxygen selector to ON. If the passenger oxygen
selector is set to ON, the passenger oxygen masks will deploy.
---------- END -----------
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Shutdown 4-18-01
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1. Main OXYGEN lever................... OFF
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2. PASSENGER OXYGEN selector CHECK selector is set to AUTO
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---------- END -----------
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Oxygen System N 4-20-01
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1. Oxygen Pressure Gauge............ NOTE READING

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2. Outside Air Temperature............. NOTE READING

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3. Percentage of Full Bottle............. DETERMINE from the “Oxygen Available

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with Partially Full Bottle” graph (refer to

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Fig. 4-1)
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4. Calculate..................................... Oxygen duration in minutes:

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− Determine the Oxygen Duration in minutes for a full bottle for the number of
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passengers and pilots from the "Oxygen Duration with Full Bottle" table (refer to
Table 4-1 for standard oxygen systems, refer to Table 4-2 for large capacity
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oxygen systems)
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− Multiply the Full Bottle Duration by the percent of Usable Capacity to obtain the
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available oxygen duration in minutes.

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---------- END -----------

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Normal Procedures
OXYGEN AVAILABLE WITH PARTIALLY FULL BOTTLE

2,500 F) }
60 °
°C (1
{ 71
02 GAGE PRESSURE (PSIG)
2,000
F) }
(32 °
{ 0 °C F) }
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(-60 °
1,500 URE { -5 °C
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0 10 20 30 40 50 60 70 80 90 100
PERCENT OF USEABLE CAPACITY (%)

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Figure 4-1: Oxygen Available with Partially Full Bottle

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Table 4-1: Oxygen Duration with Full Bottle (Standard Oxygen System)
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No. of Oxygen Duration Pax plus 1 Crew Oxygen Duration Pax plus 2 Crew
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Passengers Mask on Mask on

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Diluter/Demand 100% (min) Diluter/Demand 100% (min)

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(min) (min)
0 141 59 71 29
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1 41 29 32 20
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2 31 24 26 17
3 25 20 22 15
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4 21 17 19 13
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7 14 12 13 10
8 13 11 12 10

Normal Procedures
Table 4-2: Oxygen Duration with Full Bottle (Large Oxygen System)
No. of Oxygen Duration Pax plus 1 Crew Oxygen Duration Pax plus 2 Crew
Passengers Mask on Mask on
Diluter/Demand 100% (min) Diluter/Demand 100% (min)
(min) (min)
0 477 200 240 98
1 141 100 110 67
2 107 82 88 58
3 86 69 73 52
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5 62 53 55 42
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6 54 47 49 38
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8 44 39 40 33
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Normal Procedures
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Table of Contents
SECTION 7
Table of Contents
7-18 Oxygen System 7-1-1
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Table of Contents
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7-18 Oxygen System

7-18.1 General
A constant flow mask is provided at each passenger seat location in the cabin and the toilet.
The masks are stored in the cabin headliner trim panel and are permanently connected for all
flights. The masks drop-down automatically from the headliner trim panel. Passenger mask
deployment can also be selected manually by the flight crew. The oxygen flow to individual
passenger masks is initiated when a passenger pulls the mask towards his/her face.
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7-18.2 Description
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The PASSENGER OXYGEN selector, located in the left cockpit sidewall, has three positions to
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control the operation of the passenger distribution system. The OFF position stops the flow to
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the passenger masks. The ON position permits flow to the passenger masks and deploys the
passenger drop-down masks. The AUTO position will permit automatic pressurization of the
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passenger oxygen system and will deploy the passenger drop-down masks automatically
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when the Cabin Pressure Control System (CPCS) senses a cabin altitude above 13,500 feet
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+/- 500 feet or when in HI FIELD mode the cabin altitude is sensed above takeoff/landing field
elevation +2000 ft or 14,500 +/- 500 ft.
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The passenger constant flow oxygen masks are stored in the cabin headliner trim panel for
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use at each seat position and in the toilet compartment.
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7-18.3 Operation
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Normal system operation is with the three-position PASSENGER OXYGEN selector in the
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AUTO position, to provide oxygen immediately in the event of a depressurization. The crew will
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don their masks. The passengers will pull the drop-down masks towards them and put their
masks on.
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The ON position will be selected by the pilot, in the event of smoke or fumes being present in
the cabin.
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The OFF position will be selected if the aircraft is being flown without passengers or is taken
out of service for an extended time in order to conserve oxygen.
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Oxygen System
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Section 10 - Safety and Operational Tips
Table of Contents
SECTION 10
Safety and Operational Tips
Table of Contents
10 Safety and Operational Tips 10-1-1
10-7 Passenger Briefings 10-1-1
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Table of Contents
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10 Safety and Operational Tips
10-7 Passenger Briefings

10-7.1 GENERAL
In Sections 3 and 4 there are procedural actions that call for the pilot to brief the passengers.
They fall into two categories those forming part of an emergency procedure and the more
regular type ones for taxiing prior to takeoff and before landing. Tips for passenger briefings
during an emergency cannot be specified as each situation will place a different demand on
the pilot. However, much of the content in the Taxiing briefing tips can be used to brief the
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passengers, if time permits. Tips for the recommended subjects that should be covered for the
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regular passenger briefings are given in the following list:
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10-7.2 Taxiing
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(Section 4, Normal Procedures, Taxiing)
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For aircraft with an executive cabin interior:
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− Stow hand baggage in the seat or cabinet drawers
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− Move the seat to the required position for takeoff (as per the placard adjacent to each
seat)
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− Position the seat headrest to support the head
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− Stow the tables, cabinet drawers, seat drawers and leg rests
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− Switch off electronic equipment

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− Fasten seat lap and shoulder belts, tighten lap strap

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− Mention the position of the passenger oxygen masks and that if seats are reclined or
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rotated, passengers may need to locate their mask before putting the mask on
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− Mention the location and usage of the spare oxygen mask located in the lavatory if an
individual passenger oxygen mask fails to operate
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− Mention how to put on the passenger oxygen masks and start the flow of oxygen to the
masks
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− Mention the location and usage of the emergency exits

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− Mention to remain buckled up during cruise in case of unexpected turbulence, but that
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the shoulder strap may be released once the fasten seat belt sign has been switched off
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− Mention the safety on board cards for more detailed information about the safety features
(if available).
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SECTION 9
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REPORT NO. 02439
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FOR
PROPELLER LOW SPEED OPERATION

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Manual.
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This Airplane Flight Manual Supplement is EASA approved.

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Ref - 10072536
Date of Approval: 14 February 2020

Issue date: Feb 14, 2020
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Issue date: Feb 14, 2020
Table of Contents
Front Matter
Table of Contents
Subject Page
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1 Issue 001 - Revision 00 - Dated: 14 October 2019 FM-3-1
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2 Issue 002 - Revision 00 - Dated: 14 February 2020 FM-3-1
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3 Issue 002 - Revision 01 - Dated: 18 December 2020 FM-3-1
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Table of Contents
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N = New data module

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A15-00-2439-00A-003A-A Change Highlights C 18.12.2020
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A15-00-2439-01A-010A-A General C 18.12.2020
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* A15-40-2439-03A-141A-A Emergency Procedures 14.02.2020
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* A15-48-2439-03A-141A-A Abnormal Procedures 14.02.2020
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* A15-60-2439-05A-030A-A Performance 14.02.2020
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Change Highlights
Change Highlights
This change highlights section shows all changes to PC-12 Pilot’s Operating Handbook (POH)
Supplement 02439, Issue 002 Revision 01, Dated 18 December 2020.
C = Changed data module. Replace the data module in the relevant section of the POH.
N = New data module. Insert this data module in the relevant section of the POH.
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Data module code Type Reason for Update (RFU)
N
Document title
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A15-00-2439-00A-002A-A C 21999 - Updated for Issue 002 - Revision 01.
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A15-00-2439-00A-003A-A N Incorporation of new data module
Change Highlights
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A15-00-2439-00A-003B-A C 21999 - Updated for Issue 002 - Revision 01.
Log of Revisions
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General
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Change Highlights
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Log of Revisions
Issue 001 - Revision 00 - Dated: 14 October 2019
Log of Revisions
1 Issue 001 - Revision 00 - Dated: 14 October 2019

Initial Issue of the PC-12/47E AFM Supplement 02439.
The Issue 001 Revision 00 of the AFM Supplement ref. 02439 is approved under EASA
approval number 10071186.
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Table -3-1: Issue 001 - Revision 00 - List of changes
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AFM Supplement ref. 02439 - Propeller Low Speed
All 18738
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option Initial Issue.
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2 Issue 002 - Revision 00 - Dated: 14 February 2020
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Up- Issue of the PC-12/47E AFM Supplement 02439.
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Issue date: Feb 14, 2020 Page FM-3-1
Log of Revisions
Issue 002 - Revision 00 - Dated: 14 February 2020
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Log of Revisions
Log of Revisions
1 Issue 001 - Revision 00 - Dated: 14 October 2019

Initial Issue of the PC-12/47E AFM Supplement 02439.
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All 18738
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2 Issue 002 - Revision 00 - Dated: 14 February 2020
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Up- Issue of the PC-12/47E AFM Supplement 02439.
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3 Issue 002 - Revision 01 - Dated: 18 December 2020

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Front Matter
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List of
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Modules
Change
21999 New DM.
Highlights
Log of
Revisions
Section 1
1 21316 Added aircraft and POH effectivity.

Issue 002 - Revision 01 - Dated: 18 December 2020
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
Subject Page
1 General 1-1-1
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Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This Supplement provides the information necessary to operate the PC-12/47E aircraft with
the propeller low speed option installed.
The propeller low speed function provides an optimal means to reduce the aircraft
environmental and cabin noise level in flight.
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− 02406 (for MSN 1720, 2001 and up).
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Section 1 - General
General
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Table of Contents
SECTION 2
Table of Contents
Subject Page
2 Limitations 2-1-1
2-4 Power Plant Limitations 2-1-1
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2-14 Icing Limitations 2-1-1
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2-21-11 Primus Apex - Automatic Flight Control System 2-1-1
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2-21-18 Yaw Damper 2-1-1
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2-21-A1 Steep Approach 2-1-1
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Issue date: Feb 14, 2020 Page 2-0-1
Table of Contents
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Limitations
2 Limitations
2-4 Power Plant Limitations

Engine operating limits
Note 12:
During steady state operation, operation from 1520 rpm up to 1580 rpm is permitted to allow
for governing accuracy.
Propeller
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Maximum Normal operation with the Prop Low Speed function active: 1550 rpm ±30 rpm
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2-14 Icing Limitations
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Flight in icing conditions is prohibited when the Prop Low Speed function is active.
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2-21-11 Primus Apex - Automatic Flight Control System
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Take-off with autothrottle engaged is prohibited when the Prop Low Speed function is active.
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2-21-18 Yaw Damper
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Operation with the Prop Low Speed function with flaps retracted configuration is only permitted
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with the yaw damper operational.

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2-21-A1 Steep Approach

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Steep approach landings are not permitted when the Prop Low Speed function is active.
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Limitations
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Section 3 - Emergency Procedures (EASA Approved)
Table of Contents
SECTION 3
Emergency Procedures (EASA Approved)
Table of Contents
Subject Page
3 Emergency Procedures 3-1-1
3-18-01 Propeller De Ice 3-1-1
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3-22-50 Automatic Flight Control System Failures 3-1-1
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3A Abnormal Procedures 3-2-1
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3A-2 CAS Advisories 3-2-1
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Table of Contents
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Emergency Procedures
3 Emergency Procedures
Propeller De Ice 3-18-01
1. PROP LOW SPEED switch........ Confirm OFF

---------- END -----------
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Automatic Flight Control System Failures 3-22-50
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Yaw damper has failed above 15,500 ft:
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YD Fail shows on the CAS window.
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Note
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The two step procedure that follows should be among the basic aircraft
emergency procedures that are committed to memory. It is important that the pilot
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be proficient in accomplishing the two steps without reference to the POH or the
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QRH.
1. Airplane control wheel and

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Grasp and position feet to gain aircraft
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rudder pedals.............................. control
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2. Aircraft........................................ Minimize side slip, do not make abrupt or

large rudder or aileron control
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deflections. Keep the slip-skid indicator

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centered to ±1 trapezoid.
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CAUTION
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Above 15,500 ft: Fly smoothly and as soon as practical increase speed
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above 140 KIAS and make only gentle control deflections and small
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power changes.
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3. PROP LOW SPEED switch........ PUSH (set to OFF)

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Reset the AFCS as follows:

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4. A/P SERVO circuit breaker Open, wait 2 seconds, and close (max. 1
(Avionic 1 Bus LZ2) and A/P attempt per flight only)
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SERVO ENABLE circuit breaker

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12-C-A15-40-2439-03A-141A-A
(Avionic 1 Bus LY2).....................

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5. CAS window................................ Check for AFCS faults
If no AFCS related CAS messages:

6. Aircraft......................................... Attempt to re-engage Yaw Damper and
Autopilot (max. 1 attempt)
Continued on next page

Emergency Procedures
Automatic Flight Control System Failures 3-22-50

continued
If failure persists:
7. Aircraft......................................... At pilot's discretion continue flight without
the yaw damper or land as soon as
practical
---------- END -----------
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Abnormal Procedures
3A Abnormal Procedures
3A-2 CAS Advisories
CAS Advisory Message Meaning, Effects and Possible Actions

Prop Low Speed Indicates that prop low speed mode (nominal Np = 1550 rpm)
is active.
YD Fail Yaw Damper has failed below 15,500 ft.
Minimize side slip by using rudder pedals and manual rudder
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trim.
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PROP LOW SPEED switch: Set to OFF.
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Above 15,500 ft, refer to the Automatic Flight Control System
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Failures - 3-02 procedure.
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Reset the AFCS as follows:
Open the A/P SERVO (Avionic 1 Bus LZ2) and A/P SERVO
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ENABLE (Avionic 1 Bus LY2) circuit breakers for 2 secs, then
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close. Check CAS. Only one reset attempt per flight.
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Abnormal Procedures
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Table of Contents
SECTION 4
Table of Contents
Subject Page
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4-9-01 Takeoff 4-1-1
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4-10-01 Flight Into Known Icing Conditions 4-1-2
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Table of Contents
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Normal Procedures
4 Normal Procedures
Note
The Prop Low Speed mode can be selected ON and OFF at the pilot's discretion (except
before engine start and in icing conditions).
Use of the Prop Low Speed mode is not recommended for short field landing.
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1. LAMP test switch........................ PUSH. (Master Warning and Caution,
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Trim Interrupt and Prop Low Speed
O
lights)
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---------- END -----------
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Takeoff 4-9-01
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1. PROP LOW SPEED switch........ PUSH (set to ON), if desired
Note N
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The Prop Low Speed function is not available when autothrottle is engaged during
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takeoff. Autothrottle always uses 1700 rpm for takeoff.

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2. POWER CONTROL LEVER....... SET to MCP (EPECS sets power to

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ambient conditions.)
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CAUTION
Monitor for exceedances. EPECS will not protect against all
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possibilities of exceedance.
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Normal Procedures
Flight Into Known Icing Conditions 4-10-01
WARNING
FLIGHT IN ICING CONDITIONS IS NOT PERMITTED WITH THE PROP LOW
SPEED FUNCTION SET TO ON. SET THE PROP LOW SPEED FUNCTION TO
OFF BEFORE YOU ENTER ICING CONDITIONS.
Before entering icing conditions turn off the prop low speed mode:
1. PROP LOW SPEED switch........ PUSH (set to OFF)
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2. CAS window................................ CHECK Prop Low Speed message
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goes off
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3. Np............................................... Confirm correct
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---------- END -----------
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Section 5 - Performance (EASA Approved)
Table of Contents
SECTION 5
Performance (EASA Approved)
Table of Contents
Subject Page
5 Performance 5-1-1
5-3-2 Takeoff Performance 5-1-1
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5-3-3 Climb Performance 5-1-13
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5-3-4 Cruise Performance 5-1-26
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5-3-6 Holding Time and Fuel 5-1-38
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5-3-7 Descend Performance 5-1-39
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5-3-8 Power-off Glide Performance 5-1-39
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5-3-9 Balked Landing Performance 5-1-39
5-3-10 Landing Performance 5-1-39
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Table of Contents
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Performance
5 Performance
5-3-2 Takeoff Performance
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ICN-12-C-A150905-A-S4080-00334-A-001-01
Figure 5-1-1: Propeller Low Speed - Performance - Static Takeoff Torque

Takeoff Performance
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ICN-12-C-A150905-A-S4080-00335-A-001-01
Figure 5-1-2: Propeller Low Speed - Performance - Static Takeoff Torque - ACS OFF

Takeoff Performance
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ICN-12-C-A150905-A-S4080-00336-A-001-01
Figure 5-1-3: Propeller Low Speed - Performance - Accelerate-Stop Distance - Flaps 15°
(standard units)

Takeoff Performance
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Figure 5-1-4: Propeller Low Speed - Performance - Accelerate-Stop Distance - Flaps 15° (met-
ric units)

Takeoff Performance
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ICN-12-C-A150905-A-S4080-00340-A-001-01
Figure 5-1-5: Propeller Low Speed - Performance - Takeoff Ground Roll - Flaps 15° (standard
units)

Takeoff Performance
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Figure 5-1-6: Propeller Low Speed - Performance - Takeoff Ground Roll - Flaps 15° (metric
units)

Takeoff Performance
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Figure 5-1-7: Propeller Low Speed - Performance - Takeoff Ground Roll - Flaps 15° - ACS
OFF (standard units)

Takeoff Performance
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Figure 5-1-8: Propeller Low Speed - Performance - Takeoff Ground Roll - Flaps 15° - ACS
OFF (metric units)

Takeoff Performance
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Figure 5-1-9: Propeller Low Speed - Performance - Takeoff Total Distance - Flaps 15° (stand-
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Takeoff Performance
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Figure 5-1-10: Propeller Low Speed - Performance - Takeoff Total Distance - Flaps 15° (metric
units)

Takeoff Performance
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Figure 5-1-11: Propeller Low Speed - Performance - Takeoff Total Distance - Flaps 15° - ACS
OFF (standard units)

Takeoff Performance
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Figure 5-1-12: Propeller Low Speed - Performance - Takeoff Total Distance - Flaps 15° - ACS
OFF (metric units)

Climb Performance
5-3-3 Climb Performance
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ICN-12-C-A150905-A-S4080-00348-A-001-01
Figure 5-1-13: Propeller Low Speed - Performance - Maximum Climb Torque

Climb Performance
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Figure 5-1-14: Propeller Low Speed - Performance - Maximum Rate Of Climb - Flaps 15°
(standard units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00350-A-001-01
Figure 5-1-15: Propeller Low Speed - Performance - Maximum Rate Of Climb - Flaps 15° (met-
ric units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00351-A-001-01
Figure 5-1-16: Propeller Low Speed - Performance - Maximum Rate Of Climb - Flaps 0°
(standard units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00352-A-001-01
Figure 5-1-17: Propeller Low Speed - Performance - Maximum Rate Of Climb - Flaps 0° (met-
ric units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00353-A-001-01
Figure 5-1-18: Propeller Low Speed - Performance - Rate Of Climb - Cruise Climb (standard
units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00354-A-001-01
Figure 5-1-19: Propeller Low Speed - Performance - Rate Of Climb - Cruise Climb (metric
units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00355-A-001-01
Figure 5-1-20: Propeller Low Speed - Performance - Time To Climb - Cruise Climb (standard
units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00356-A-001-01
Figure 5-1-21: Propeller Low Speed - Performance - Time To Climb - Cruise Climb (metric
units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00357-A-001-01
Figure 5-1-22: Propeller Low Speed - Performance - Fuel Used To Climb - Cruise Climb
(standard units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00358-A-001-01
Figure 5-1-23: Propeller Low Speed - Performance - Fuel Used To Climb - Cruise Climb (met-
ric units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00359-A-001-01
Figure 5-1-24: Propeller Low Speed - Performance - Distance To Climb - Cruise Climb (stand-
ard units)

Climb Performance
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ICN-12-C-A150905-A-S4080-00360-A-001-01
Figure 5-1-25: Propeller Low Speed - Performance - Distance To Climb - Cruise Climb (metric
units)

Cruise Performance
5-3-4 Cruise Performance
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ICN-12-C-A150905-A-S4080-00361-A-001-01
Figure 5-1-26: Propeller Low Speed - Performance - Maximum Cruise Power (Sheet 1 of 4)

Cruise Performance
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ICN-12-C-A150905-A-S4080-00362-A-001-01

Cruise Performance
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ICN-12-C-A150905-A-S4080-00363-A-001-01

Cruise Performance
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ICN-12-C-A150905-A-S4080-00364-A-001-01

Cruise Performance
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ER
EN
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12-C-A15-60-2439-05A-030A-A
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ICN-12-C-A150905-A-S4080-00365-A-001-01
Figure 5-1-27: Propeller Low Speed - Performance - Long Range Cruise (Sheet 1 of 4)

Cruise Performance
7
,
LY
7
N
7
O
,
S
SE
PO
7
R
PU
7
,
N
IO
AT
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7
R
7
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,
M
FA
D
7
AN 7
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ER
EN
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12-C-A15-60-2439-05A-030A-A
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ICN-12-C-A150905-A-S4080-00366-A-001-01

Cruise Performance
7
,
LY
7
N
7
O
,
S
SE
PO
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R
PU
7
,
N
IO
AT
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R
7
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M
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D
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AN
7
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ER
EN
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R
6
12-C-A15-60-2439-05A-030A-A
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ICN-12-C-A150905-A-S4080-00367-A-001-01

Cruise Performance
7
,
LY
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N
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O
,
S
SE
PO
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,
N
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AT
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FA
D
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AN 7
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EN
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ICN-12-C-A150905-A-S4080-00368-A-001-01

Cruise Performance
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O
7
S
SE
PO
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R
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N
IO
7
AT
IZ
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IA
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7
M
FA
D
AN
7
7
AL
ER
6
EN
$
G
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12-C-A15-60-2439-05A-030A-A
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ICN-12-C-A150905-A-S4080-00369-A-001-01
Figure 5-1-28: Propeller Low Speed - Performance - Maximum Endurance

Cruise (Sheet 1 of 4)

Cruise Performance
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ICN-12-C-A150905-A-S4080-00370-A-001-01


Cruise Performance
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O
7
S
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PO
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R
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N
IO
7
AT
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7
M
FA
D
AN
7
7
AL
ER
6
EN
$
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ICN-12-C-A150905-A-S4080-00371-A-001-01


Cruise Performance
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ICN-12-C-A150905-A-S4080-00372-A-001-01


Holding Time and Fuel
5-3-6 Holding Time and Fuel
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ICN-12-C-A150905-A-S4080-00373-A-001-01
Figure 5-1-29: Propeller Low Speed - Performance - Holding Time and Fuel

Performance
5-3-7 Descend Performance

No change.
5-3-8 Power-off Glide Performance

No change.
5-3-9 Balked Landing Performance

No change.
LY
N
5-3-10 Landing Performance
O
Landing performance with Prop Low Speed set to ON is unaffected. However, when using
S
reverse thrust and Prop Low Speed set to ON, a 10% margin must be included in the ground
SE
roll distance.
PO
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Performance
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Table of Contents
SECTION 7
Table of Contents
Subject Page
7-11 Propeller 7-1-1
LY
7-19 Cockpit Arrangement 7-1-3
N
O
7-31 PRIMUS APEX - MONITOR WARNING SYSTEM (MWS) 7-1-3
S
SE
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Table of Contents
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Propeller
7-11 Propeller
Prop Low Speed
The propeller control system is capable of governing the propeller at a lower speed of 1550
RPM when the following condition is met:
− The pilot has pushed the PROP LOW SPEED button and the PCL is not in the takeoff
range or below idle (reverse range).
LY
The EPECS will override the PROP LOW SPEED request and set the Np to 1700 rpm when:
N
O
− PROP LOW SPEED is active and the PCL is moved to the takeoff range, or
S
− A PROP LOW SPEED selection is made by the pilot while the PCL is in the takeoff range
SE
− A PROP LOW SPEED selection is made by the pilot while the PCL is below idle (reverse
PO
range).
R
Nominal propeller rpm during all phases of operation is 1550 rpm, except at low power settings
PU
at low speeds where there is insufficient energy available to rotate the propeller at 1550 rpm.
The default setting for the PROP LOW SPEED mode at power-up is OFF (1700 rpm).
N
IO
AT
When the PROP LOW SPEED mode is active (refer to Fig. 7-1-1):
IZ
− The Np speed indication on the engine window is shown in cyan and the pilot will be able
R
to monitor the change in Np until it stabilizes at 1550 rpm ±30 rpm

IA
− Prop Low Speed is displayed in the CAS window

IL
M
− The PROP LOW SPEED push button is illuminated and the push button shows the "ON"
FA
status.
D
PROPELLER DEICE will show when both PROP LOW SPEED and the PROP DEICE are
AN
selected to ON.
AL
ER
EN
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12-C-A15-00-2439-07A-043A-A
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Propeller
LY
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O
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SE
PO
R
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N
IO
AT
ALTERNATIVE FLAP
IZ
STAB TRIM INTERRUPT

TRIM PROP LOW
R
INTERUPT SPEED
IA
DOWN INTR
ON NOSE FLAP ON
IL
UP NORM
M
FA
PROP LOW SPEED PUSH BUTTON
42.0 780
D
AN
TRQ PSI ITT °C Prop Low Speed

AL
OIL
ER
98
65 120
EN
NG %
T °C P PSI
G
1550 RPM
R
NP FF LB/H
12-C-A15-00-2439-07A-043A-A
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T1 15 °C
PFD ENGINE WINDOW
CAS WINDOW
ICN-12-C-A150710-A-S4080-00244-A-001-01
Figure 7-1-1: Prop Low Speed Controls and Indications

Cockpit Arrangement
Noise Level
The noise levels given in the table below should be considered as practical guidance material
for the aircraft's noise levels with the Prop Low Speed mode active.
The noise level information in this paragraph has not been submitted by Pilatus to any Civil
Airworthiness Authority for approval.
Measurment Method Prop Low Speed mode active

ICAO Annex 16, Chapter 10 76.2 dB(A)
LY
Swiss VEL 76.2 dB(A)
N
FAR PART 36, Appendix G 76.2 dB(A)
O
A further noise reduction of 0.6 dB(A) is possible if take-off is conducted with flaps 30°.
S
SE
7-19 Cockpit Arrangement
PO
Description
R
The Prop Low Speed switch is located on the center console (refer to Fig. 7-1-1).
PU
7-31 PRIMUS APEX - MONITOR WARNING SYSTEM (MWS)
N
IO
CAS Advisory Messages (Cyan)
AT
IZ
Message Text Stby Elec Eng Taxi Takeoff Cruise Approa

R
Bus Pwr On Start ch

IA
Prop Low Speed X

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Cockpit Arrangement
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SECTION 9
PC-12 SUPPLEMENT
LY
AND
N
O
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REPORT NO. 02474
PO
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FOR
GERMAN PLACARDS
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I O
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IL

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t h e E A S A certified PC-12 airplanes. The information

FA

D

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Manual.
ER
EN
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Date of Approval: 21 November 2019

Issue date: Nov 21, 2019
SECTION 9
SUPPLEMENT PC-12
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Issue date: Nov 21, 2019
Table of Contents
Front Matter
Table of Contents
1 Issue 001 - Revision 00 - Dated: 21 November 2019 FM-3-1
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Issue date: Nov 21, 2019 Page FM-0-1
Table of Contents
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All DMC are preceded with PC-12-C but for clarity this has been left out
N = New data module

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A15-00-2474-01A-010A-A General N 21.11.2019
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Log of Revisions
Log of Revisions
1 Issue 001 - Revision 00 - Dated: 21 November 2019

Initial Issue of the PC-12 AFM Supplement 02474.
The Issue 001 Revision 00 of the AFM Supplement ref. 02474 is approved under the
authority of DOA No. EASA.21J.357.
LY
Table 1: Issue 001 - Revision 00 - List of changes
N
O
AFM Supplement ref. 02474 - Aircraft with German
All 20084
S
Placards installed.
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Issue 001 - Revision 00 - Dated: 21 November 2019
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
General 1-1-1
1 General 1-1-1
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Issue date: Nov 21, 2019 Page 1-0-1
Section 1 - General
Table of Contents
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Section 1 - General
General
General
1 General
This supplement provides the information necessary to operate the PC-12 aircraft with
placards in the German language installed.
This Supplement must be attached to Pilot’s Operating Handbook Report No.:
− 01973-001
− 02211
LY
− 02277
N
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− 02406
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Section 1 - General
General
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Table of Contents
SECTION 2
Table of Contents
Limitations 2-1-1
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Table of Contents
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Limitations
Limitations
CABIN PLACARDS
The following placards are installed in all aircraft.
On interior of cabin door:
or
LY
N
or
O
S
SE
PO
or
R
PU
or
N
IO
AT
or
IZ
R
On interior of emergency exit:

IA
IL
or
M
FA
or
D
On interior of emergency exit handle:

AN
or
AL
On interior of cargo door handle cover:

ER
or
EN
On interior of cargo door:

G
R
or
12-C-A15-10-2474-02A-043A-A
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On the rear of the left cockpit bulkhead:
or
12-C-A150223-A-S4080-00402-A-001-01
Figure 2-1: Placards - Cabin - German

Limitations
9 SEAT CORPORATE COMMUTER INTERIOR (Interior Code STD-9S)

The cabin placards plus the following are those required for the interior.
Near each passenger oxygen outlet:
or
On the rear of the left cockpit bulkhead:

or
LY
N
O
or
S
SE
or
PO
On the rear of the right cockpit bulkhead:
R
PU
or
N
On the back of the standard passenger seat (except seat 5): IO
AT
or
IZ
R
or
IA
IL
On the back of seat 5:

M
FA
or
D
AN
or
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ER
EN
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12-C-A150223-A-S4080-00403-A-001-01
Figure 2-2: Placards - Cabin - 9 Seat corporate commuter (Interior code STD-9S) - German

Limitations
6 SEAT EXECUTIVE INTERIOR (Interior Code EX-6S-2)

The cabin placards plus the following are those required for the interior.
On each oxygen mask pocket:
or
On the armrest near each passenger oxygen mask:
or
LY
N
or
O
or
S
SE
PO
Near each executive seat:
R
PU
or
N
IO
or
AT
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R
IA
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D
AN
AL
ER
EN
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12-C-A150223-A-S4080-00404-A-001-01
Figure 2-3: Placards - Cabin - 6 Seat executive (Interior code EX-6S-2) - German

Limitations
8 SEAT EXECUTIVE INTERIOR (Interior Code EX-8S)

The cabin placards, the 6 seat executive and the following replacement/additional placards are
required for this interior.
Rear of executive passenger seat No. 5, 6, 7 and 8:
or
LY
or
N
O
or
S
SE
or
PO
R
PU
N
IO
AT
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IA
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FA
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AL
ER
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12-C-A150223-A-S4080-00405-A-001-01
Figure 2-4: Placards - Cabin - 8 Seat executive (Interior code EX-8S) - German

Limitations
TOILET PLACARDS
The toilet placards are installed in all executive interiors.
On the toilet door #1:
or
or
LY
N
O
S
or
SE
PO
On the toilet door #3:
R
PU
or
N
IO
Near the toilet seat:
AT
or
IZ
R
IA
or
IL
M
On the oxygen mask box:

FA
or
D
AN
Below the oxygen mask box:

AL
or
ER
EN
G
R
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12-C-A150223-A-S4080-00406-A-001-01
Figure 2-5: Placards - Cabin - Toilet - German

Limitations
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12-C-A15-10-2474-02A-04
12-

SECTION 9
PC-12 SUPPLEMENT
LY
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REPORT NO. 02486
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FOR
N
AIRCRAFT REGISTERED IN BRAZIL
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t h e E A S A certified PC-12 airplanes. The information

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Manual.
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This Airplane Flight Manual Supplement is approved by the

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EASA on behalf of the National Agency of Civil Aviation

for Brazilian registered aircraft, in accordance with the
“Regulamentos Brasileiros de Homologação
Aeronáutica” (RBHA) 21, Section 21.29.
Date of Approval: 12 May 2020

Issue date: May 14, 2020
SECTION 9
SUPPLEMENT PC-12
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Issue date: May 14, 2020
Table of Contents
Front Matter
Table of Contents
Subject Page

1 Issue 001 - Revision 00 - Dated: 14 May 2020 FM-3-1
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Issue date: May 14, 2020 Page FM-0-1
Table of Contents
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N = New data module

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A15-00-2486-01A-010A-A General N 14.05.2020
* A15-10-2486-02A-043A-A Limitations (EASA Approved) N 14.05.2020
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Log of Revisions
Log of Revisions
1 Issue 001 - Revision 00 - Dated: 14 May 2020

Initial Issue of the PC-12 AFM Supplement 02486.
The Issue 001 Revision 00 of the AFM Supplement ref. 02486 is EASA approved on
behalf of the National Agency of Civil Aviation for Brazilian registered aircraft, in
accordance with the “Regulamentos Basileiros de Homologação Aeronáutica” (RBHA)
21, Section 21.29.
LY
N
O
S
SE
AFM Supplement ref. 02486 - Aircraft registered in
All 20958
Brazil.
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Issue 001 - Revision 00 - Dated: 14 May 2020
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Section 1 - General
Table of Contents
SECTION 1
General
Table of Contents
Subject Page
1 General 1-1-1
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Issue date: May 14, 2020 Page 1-0-1
Section 1 - General
Table of Contents
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Section 1 - General
General
1 General
This supplement provides the information necessary to operate the PC-12/47E aircraft under
Brazilian registration.
− 02406 (for MSN 1720, 2001 and up).
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Section 1 - General
General
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Table of Contents
SECTION 2
Table of Contents
Subject Page
2 Limitations (EASA Approved) 2-1-1
2-22 Other Limitations 2-1-1
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2-23 Placards 2-1-2
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Table of Contents
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2 Limitations (EASA Approved)
2-22 Other Limitations

2-22-A1 Additonal Limitations
A flashlight must be carried on the aircraft at all times.
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Placards
2-23 Placards
Exterior
On exterior Passenger Door:
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SAÍDA DE EMERGÊNCIA
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APERTE AQUI PARA ABRIR

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PUXE A MAÇANETA E
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ABRA A PORTA
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NÃO ABRA A PORTA COM O MOTOR EM

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FUNCIONAMENTO, EXCETO EM
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EMERGÊNCIA
ICN-12-C-A150223-A-S4080-02016-A-001-01
Figure 2-1: Placards - Exterior - Brazil Certification (Sheet 1 of 3)

Placards
On exterior Cargo Door:
PUXE PARA ABRIR
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APERTE AQUI PARA ABRIR
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PUXE A MAÇANETA E
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ABRA A PORTA
NÃO ABRA A PORTA COM O MOTOR EM N
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FUNCIONAMENTO, EXCETO EM
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EMERGÊNCIA
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On exterior Emergency Exit:

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SAÍDA DE EMERGÊNCIA
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EMPURRE PARA DESTRAVAR

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EMPURRE A PORTA
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ICN-12-C-A150223-A-S4080-02017-A-001-01

Placards
At the rear of the Cargo Door:
APERTE O BOTÃO PARA

ABAIXAR A PORTA DE
CARGA
On Rudder (each side):
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NÃO EMPURRE
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On each side of Engine Lower Front Cowling:
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ÁREA MUITO QUENTE
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NÃO TOQUE
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On top surface of each Aileron and three places on top surface of each Flap:
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NÃO EMPURRE
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Near Fuel Filler:

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COMBUSTÍVEL:
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CAPACIDADE TOTAL:
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770L. (203 US.GAL.)

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VEJA O MANUAL DE VOO PARA COMBUSTÍVEIS

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E QUANTIDADES APPROVADAS.
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PONTO DE ATERRAMENTO
PARA ABASTECIMENTO
ICN-12-C-A150223-A-S4080-02019-A-001-01

Placards
Interior
On the LH and RH Instrument Panel:
V L0 180 KIAS
V LE 240 KIAS
On Interior Passenger Door:
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SAÍDA / EXIT
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NÃO ABRA EM VÔO
DO NOT OPERATE IN FLIGHT
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FECHADA
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CLOSED
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NÃO ABRA A PORTA COM O
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MOTOR EM FUNCIONAMENTO
EXCETO EM EMERGÊNCIA
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DO NOT OPEN DOOR WHEN ENGINE

IS RUNNING UNLESS IN EMERGENCY
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SOMENTE UMA PESSOA DE CADA VEZ NA ESCADA

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ONLY ONE PERSON ON THE STAIRS AT ANY TIME

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APERTE O BOTÃO PARA ILUMINAÇÃO NA CABINE DE COMANDO

PUSH BUTTON FOR COCKPIT DOME LIGHT
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ABERTA
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OPEN
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PARA ABRIR LEVANTE A

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TRAVA E GIRE A ALAVANCA

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TO OPEN LIFT LATCH

ROTATE HANDLE
ICN-12-C-A150223-A-S4080-02020-A-001-01
Figure 2-2: Placards - Interior - Brazil Certification (Sheet 1 of 3)

Placards
On Interior Emergency Exit:
SAÍDA / EXIT
On Interior Emergency Exit Handle:
PUXE / PULL
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On Interior Cargo Door Handle Cover:
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On Interior Cargo Door Handle:
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On Interior Cargo Door:

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NÃO ABRA A PORTA COM O

MOTOR EM FUNCIONAMENTO
AN
EXCETO EM EMERGÊNCIA
DO NOT OPEN DOOR WHEN ENGINE
IS RUNNING UNLESS IN EMERGENCY
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On Cabin to Baggage Area Step:

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MANTENHA A GRADE DESOBSTRUÍDA

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KEEP GRILL CLEAR

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ICN-12-C-A150223-A-S4080-02022-A-001-01

Placards
On rear Cargo Door Frame:
CARGA MÁX = 1500 kg / 3300 lb

CARGA MÁX NOS CARGA MÁX NOS
TRILHOS DOS ASSENTOS PISOS
1000 kg / m2 600 kg / m2
205 lb / ft2 125 lb / ft2
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A CARGA NÃO DEVE OBSTRUIR
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O ACESSO À PORTA DA CABINE
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E À SAÍDA DE EMERGÊNCIA
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On lower Cargo Door Frame:
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INSTALE O APOIO DA CAUDA
ANTES DO CARREGAMENTO N
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INSTALL TAIL SUPPORT STAND

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BEFORE LOADING CARGO

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Above Baggage Area:

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CARREGAMENTO MÁXIMO DE BAGAGEM

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265 lb (120 kg)

MAX BAGGAGE LOAD
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CARGA MÁX NOS PISOS

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125 lb/ft2 (600 kg/m2)

MAX LOAD ON FLOOR PANELS
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On the front side of the right Cockpit Bulkhead:

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EXTINTOR DE INCÊNDIO
FIRE EXTINGUISHER
ICN-12-C-A150223-A-S4080-02023-A-001-01

Placards
9 Seat Corporate Commuter (STD-9S)

The cabin placards plus the following additional placards are those required for this interior.
Near each Seat:
PARA POUSO E DECOLAGEM FOR TAKEOFF AND LANDING

- ENCOSTOS DAS POLTRONAS NA POSIÇÃO VERTICAL - SEAT MUST BE FULLY UPRIGHT
- AJUSTE E UTILIZE O ENCOSTO DA CABEÇA - ADJUST HEADREST TO SUPPORT HEAD
- APERTE O CINTO DE SEGURANÇA - FASTEN SEAT LAP AND SHOULDER BELT
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Near each Seat, except Seat No. 5:
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MÁSCARA DE OXIGÊNIO LOCALIZADA SOB O ASSENTO
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OXYGEN MASK LOCATED UNDER YOUR SEAT
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Near Seat No. 5:
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MÁSCARA DE OXIGÊNIO LOCALIZADA SOB ESTE ASSENTO
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OXYGEN MASK LOCATED UNDER SEAT IN FRONT
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On the rear of the left Cockpit Bulkhead:
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EXTINTOR DE INCÊNDIO LOCALIZADO
NÃO FUME
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NO LADO DIREITO DA CABINE

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ATRAS DO ASSENTO DO CO-PILOTO
NO SMOKING
FIRE EXTINGUISHER LOCATED
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ON COCKPIT SIDE RH BULK-

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HEAD BEHIND CO-PILOT SEAT

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FIRST AID KIT LOCATED ON COCKPIT SIDE

L.H. BULKHEAD BEHIND PILOT SEAT
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Near each Passenger Oxygen Outlet and Cover:

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OXIGÊNIO
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OXYGEN
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On the rear of the right Cockpit Bulkhead:

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EXTINTOR DE INCÊNDIO
FIRE EXTINGUISHER
ICN-12-C-A150223-A-S4080-02024-A-001-01
Figure 2-3: Placards - 9 Seat Corporate Commuter (STD-9S) - Brazil Certification

Placards
6 Seat Executive (EX-6S-2)

The cabin placards plus the following additional placards are those required for this interior.
Near each Executive Seat:
PARA POUSO E DECOLAGEM FOR TAKEOFF AND LANDING

- RETORNE O ENCOSTOS DAS POLTRONAS - SEAT MUST BE FULLY UPRIGHT,
PARA A POSIÇÃO VERTICAL FULLY TO THE BACK OF SEAT
RETORNE AS POLTRONAS PARA AND FULLY OUTBOARD
A POSIÇÃO MAIS TRASEIRA E - AJUST HEADREST TO SUPPORT HEAD
PRÓXIMA AOS PAINÉIS LATERAIS - FASTEN SEAT LAP AND SHOULDER BELT
- AJUSTE E UTILIZE O ENCOSTO DA CABEÇA - TABLE MUST BE STOWED
- APERTE O CINTO DE SEGURANÇA
- FECHE A MESA
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Near each Passenger Oxygen Mask:
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PUXE Á FITA PARA ACESSO PUXE Á FITA PARA ACESSO
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Á MÁSCARA DE OXIGÊNIO or Á MÁSCARA DE OXIGÊNIO
PULL TAPE FOR OXYGEN MASK PULL TAPE FOR OXYGEN MASK
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Near each Passenger Oxygen Mask Cover:
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MÁSCARA DE OXIGÊNIO
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OXYGEN MASK INSIDE
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On the inside of the Lavatory Doors:
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PUXE AQUI PUXE AQUI
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PARA FECHAR PARA FECHAR

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TO CLOSE TO CLOSE
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PULL HERE PULL HERE

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PUXE Á FITA PARA ACESSO

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Á MÁSCARA DE OXIGÊNIO
PULL TAPE FOR OXYGEN MASK
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MÁSCARA DE OXIGÊNIO NÃO FUME

OXYGEN MASK INSIDE NO TOALETE
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NO SMOKING
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O TOALETE NÃO DEVE SER OCUPADO DURANTE

POUSO / DECOLAGEM E TURBULÊNCIA
IN LAVATORY
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TOILET COMPARTMENT NOT TO BE OCCUPIED DURING

TAKEOFF / LANDING AND TURBULENCE
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On the inside of the left and right Cabinet Drawers:

Upper Right Lower Right
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PESO MÁXIMO PESO MÁXIMO

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WEIGHT LIMIT 5 lb/ 2,2 kg WEIGHT LIMIT 7 lb/ 3,2 kg

Upper Left Lower Left
PESO MÁXIMO PESO MÁXIMO

WEIGHT LIMIT 10 lb/ 4,5 kg WEIGHT LIMIT 25 lb/ 11,5 kg
Near the optional Coat Rail in the Baggage Compartment:
CARGA MÁX NA BARRA DE CASACOS
MAX COAT RAIL LOAD 11 lb / 5 kg ICN-12-C-A150223-A-S4080-02025-A-001-01
Figure 2-4: Placards - 6 Seat Executive (EX-6S-2) - Brazil Certification

Placards
8 Seat Executive (EX-8S), 6 Seat Executive and 2 Seat Corporate Commuter (EX-6S-
STD-2S) and 4 Seat Executive and 4 Seat Corporate Commuter (EX-4S-STD-4S)
The cabin placards, the 6 seat executive placards and the following replacement/additional
placards are required for this interior.
Near Seats 5, 6, 7 and 8
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MANTENHA ESTE ASSENTO DESOCUPADO PARA POUSO E DECOLAGEM,
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A MENOS QUE O ASSENTO Á FRENTE ESTEJA OCUPADO
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LEAVE THIS SEAT VACANT DURING TAKE-OFF AND LANDING UNLESS
SEAT IN FRONT IS OCCUPIED
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On the armrest near Passenger Oxygen Mask for Seats 7 and 8:

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PUXE Á FITA PARA ACESSO PUXE Á FITA PARA ACESSO

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Á MÁSCARA DE OXIGÊNIO or Á MÁSCARA DE OXIGÊNIO

PULL TAPE FOR OXYGEN MASK PULL TAPE FOR OXYGEN MASK
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ICN-12-C-A150223-A-S4080-02026-A-001-01
Figure 2-5: Placards - 8 Seat Executive (EX-8S), 6 Seat Executive and 2 Seat Corporate Com-
muter (EX-6S-STD-2S) and 4 Seat Executive and 4 Seat Corporate Commuter (EX-4S-
STD-4S) - Brazil Certification

Table of Contents
SECTION 10
Table of Contents
Subject Page
10-1 General 10-1-1
10-2 Safety Tips 10-2-1
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10-3 Operational Tips 10-3-1
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10-3-1 Anti-Collision Lights 10-3-1
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10-3-2 Crosswind Operation 10-3-1
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10-3-3 Behavior After High Mass/High Speed Braking 10-3-1
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10-4 Flammable Materials, Pressure Vessels and Equipment 10-4-1
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Locations
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10-5 Removal of Snow, Ice and Frost from the Aircraft 10-5-1
10-5-1 General
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10-5-2 De-icing/Anti-icing Fluids 10-5-2
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10-5-3 Health Effects 10-5-2

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10-5-4 Pre-flight Checks for Ice, Slush, Snow or Frost that Adheres to 10-5-3
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the Aircraft
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10-5-5 Selecting the De-icing Only or De-icing/Anti-icing Method 10-5-3

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10-5-6 De-icing Only Procedure 10-5-5

10-5-7 De-icing/Anti-icing 10-5-5
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10-5-8 Application of De-icing/Anti-icing Fluid 10-5-6

10-5-9 Spraying Technique 10-5-11
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10-5-10 Holdover Timetables 10-5-11

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10-5-11 Post De-icing/Anti-icing Procedure 10-5-12

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10-5-12 Takeoff Performance - SAE Type II, Type III and Type IV Fluids 10-5-13
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10-5-13 Periodic Inspection - Type II, III and IV Fluids 10-5-13

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10-6 Operations from Prepared Unpaved Surfaces 10-6-1

10-6-1 General 10-6-1
10-6-2 Surface Hardness 10-6-1
10-6-3 Surface Roughness 10-6-1
10-6-4 Surface Type 10-6-2
10-6-5 Inertial Separator 10-6-2
10-6-6 Aircraft Inspection 10-6-2

Table of Contents
Subject Page
10-6-8 Taxiing 10-6-2
10-6-9 Takeoff 10-6-3
10-6-10 Landing 10-6-3
10-7 Passenger Briefings 10-7-1
10-7-1 General 10-7-1
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10-7-2 Taxiing 10-7-1
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10-7-3 Before Landing 10-7-2
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General
10-1 General
This section provides information for the operation of the airplane.
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General
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Safety Tips
10-2 Safety Tips
Pilots who fly above 10,000 feet should be aware of the need for physiological training. It is
recommended that this training be taken before flying above 10,000 feet and receive
refresher training every two or three years.
Information on the location of flammable materials, pressure vessels and equipment locations
for crash-fire-rescue purposes is given in Section 10, Flammable Materials, Pressure Vessels
and Equipment Locations.
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Safety Tips
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Operational Tips
10-3 Operational Tips
10-3-1 Anti-Collision Lights

Anti-collision strobe lights should not be operating when flying through cloud, fog, or haze.
Reflected light can produce spatial disorientation.
10-3-2 Crosswind Operation

10-3-2.1 Takeoff
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It is possible, if required, to hold the aircraft stationary with the brakes while the engine is at
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max takeoff power. When the brakes are released, rapid and aggressive use of the rudder and
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possibly some small application of brake is necessary to establish and maintain the centerline
but, once rolling, directional control is easy with rudder only. Holding the elevator neutral will
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keep the nosewheel on the ground and assist in maintaining directional control.
In strong crosswinds the aircraft establishes a drift angle of up to 10° while accelerating to
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rotation speed.
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In gusty conditions it is recommended to rotate at VR +10 Kts. On rotation the aircraft yaws
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considerably further into wind and automatically establishes the heading necessary to track the
runway centerline.
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10-3-2.2 Landing
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It is recommended to use the wing down technique. At approximately 100 to 200 ft on

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approach to the runway, apply rudder to align the longitudinal axis of the aircraft to the runway
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and put on bank in the opposite direction to maintain the runway centerline. The aircraft is then
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flown in a sideslip to touch down initially on one wheel. As soon as one wheel touches, lower
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the other two to the runway and immediately select the Power Control Lever (PCL) to beta or
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reverse. Once the aircraft is established on the runway it can be stopped as normal with
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brakes or reverse power without difficulty. Do not attempt heavy braking in a strong crosswind
as the into wind wheel will tend to lock more easily.
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In conditions of strong turbulence it is recommended, if runway length permits, to fly the

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approach with reduced flap deflection to increase Indicated Air Speed (IAS) and aileron
efficiency. It is also recommended to increase the approach speed for the chosen flap setting
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by 50% of the difference between the wind mean speed and max gust speed, to give a greater
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speed margin over the stall.

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10-3-3 Behavior After High Mass/High Speed Braking

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In the case of heavy braking, soft brake pedals and/or fusible plug release may occur during
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following taxi. Limitation in Section 2, Systems and Equipment Limits, applies.

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If any signs of soft brake pedals are observed it is highly recommended to stop immediately,
shut down the engine and ask for ground assistance. If a decision is taken to continue taxiing,
use caution and taxi slowly. Use Beta and/or reverse thrust to control taxi speed only. Pedal fall
through (brake failure) and/or fusible plug release can occur anytime when soft pedals are
observed.

Behavior After High Mass/High Speed Braking
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Flammable Materials, Pressure Vessels and Equipment Locations
10-4 Flammable Materials, Pressure Vessels and

Equipment Locations
Refer to Fig. 10-4-1, Flammable Materials, Pressure Vessels and Equipment Locations.
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Flammable Materials, Pressure Vessels and Equipment Locations
DIRECT VIEW WINDOW PASSENGER DOOR OPTIONAL LARGER

(OPENS INWARDS) (OPENS DOWNWARDS) OXYGEN CYLINDER (1850 PSI)
CARGO DOOR STATIC PORT.

PROPELLER. VERY HOT AREA
DANGER AREA (OPENS UPWARDS)
ENGINE INTAKE
DEICE LIP. NICKEL CADMIUM
VERY HOT AREA BATTERY/BATTERIES
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ENGINE EXHAUST. ENGINE OIL DOOR PRESSURE DOOR ACTUATOR
VERY HOT AREA 14.5 QRT ACTUATOR STRUT 1668 PSI GAS STRUT
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GAS STRUT
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PITOT PROBE.
VERY HOT AREA
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LEFT FUEL TANK RIGHT FUEL TANK
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200 US GAL 200 US GAL AOA PROBE.
AOA PROBE.
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VERY HOT AREA
VERY HOT AREA
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FUEL FILLING FUEL FILLING

POINT POINT
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ELT TRANSMITTER
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PROPELLER.
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R134 REFRIGERANT EMERGENCY EXIT HAND FIRE DANGER AREA

COOLING UNIT (OPENS INWARDS) EXTINGUISHER
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PRESSURE STRUT
834 PSI
STATIC PORT. MAIN WHEEL PITOT PROBE. OXYGEN CYLINDER

VERY HOT AREA 3 FUSIBLE PLUGS VERY HOT AREA 1850 PSI (STANDARD SYSTEM)
ICN-12-C-A151004-A-S4080-00175-A-001-01
Figure 10-4-1: Flammable Materials, Pressure Vessels and Equipment Locations

Removal of Snow, Ice and Frost from the Aircraft
10-5 Removal of Snow, Ice and Frost from the Aircraft
10-5-1 General
Flight crews are responsible for ensuring the aircraft is free of ice, snow or any contaminants.
Ground icing may occur whenever there is high humidity with temperatures of +10 °C (+50 °F)
or colder.
Approved de-icing/anti-icing fluids must be used during the de-icing/anti-icing procedure.
The aircraft must be clear of all deposits of snow, ice and frost adhering to the lifting and
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control surfaces immediately prior to takeoff. The clean aircraft concept is essential for safe
flight operations. The pilot in command of the aircraft has the ultimate responsibility to
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determine if the aircraft is clean and in a condition for safe flight.
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Manual methods of de-icing provide a capability in clear weather to clean the aircraft to allow a
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safe takeoff and flight. De-icing/anti-icing fluids can be used to quickly remove frost and to
assist in melting and removal of snow. In inclement cold weather conditions, the only
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alternative may be limited to placing the aircraft in a hangar to perform the cleaning process.
Manual methods are described in more detail in the De-icing Only Procedure.
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It is recommended that flight crews familiarize themselves seasonally with the following
publications for expanded de-ice and anti-ice procedures:
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− FAA Advisory Circular AC135-17 (small aircraft)
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− AEA Recommendations for De-icing/Anti-icing Aeroplanes on the Ground

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− FAA and Transport Canada Holdover Timetables.

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Pilatus recommends that ground de-icing/anti-icing is done with the engine shutdown to
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minimize fluid ingestion into the engine and bleed air ducting.
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The ACS BLEED AIR switch must remain set to INHIBIT for approximately five minutes after
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the de-icing/anti-icing procedure has been completed.

The de-icing/anti-icing crew must be instructed not to direct fluid at the propeller or engine.
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De-icing with the engine running may result in a strong and unpleasant smell inside the
aircraft, as the engine bleed system carries the odors to the passengers and crew.
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Propwash from operating the propeller can cause rapid flow-off of de-icing/anti-icing fluid from
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the wing and other surfaces within the slip stream.

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During the de-icing/anti-icing procedure, the ground crew may have to request the pilot to
power down the engine in order to reduce propwash, or to stop the aircraft from sliding forward
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on a slippery surface.
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De-icing/Anti-icing Fluids
10-5-2 De-icing/Anti-icing Fluids

Various de-icing fluids are commercially available.
Clariant fluids were rigorously tested on PC-12 aircraft with no detrimental effect identified.
Clariant fluids are therefore recommended by Pilatus for use on PC-12 aircraft.
Note
For de-icing the temperature of all heated fluids should be at least 60 °C (140 °F) at the
nozzle. The aircraft skin maximum temperature limit is 70 °C (158 °F).
As part of a two-step procedure, cold Type IV fluids shall only be used within 3 minutes
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after the surface has been de-iced with heated water or heated Type I fluid as cold Type
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IV fluids significantly reduce the aircraft lift and increase control forces.
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The following de-icing/anti-icing fluids are recommended for use on the PC-12 (refer to
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Table 10-5-1):
SE
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Table 10-5-1: Recommended de-icing/anti-icing fluids for use on the PC-12
R
International International Primary Use Description
PU
Standard Standard
SAE Type AMS 1424 De-Icing Type I fluids are water/glycol mixtures with a
I
N
glycol content of at least 80%, which contain
IO
ISO Type ISO 11075 a corrosion inhibitor package. These fluids
AT
I have been used for many years to remove

ice, snow and frost (de-icing). They offer only
IZ
limited protection against further icing due to

R
freezing precipitation.
IA
SAE Type AMS 1428 Anti- Icing Type II fluids contain at least 50% of glycol
IL
II and a corrosion inhibition package.

M
Furthermore, they contain a pseudoplastic

FA
thickener system which additionally protects

against re-freezing (anti-icing) due to its
D
filmforming properties.
AN
SAE Type AMS 1428 Anti- Icing Type III fluids are used for de-icing/anti-icing
III and offer longer “holdover” performance than
AL
Type I fluids.
ER
SAE Type AMS 1428 Anti- Icing Type IV fluids contain at least 50% of glycol
IV and a corrosion inhibition package.
EN
Furthermore, they contain a pseudoplastic

G
thickener system which additionally protects

against re-freezing (anti-icing) due to its
R
12-C-A15-20-1005-00A-043A-A
filmforming properties.
FO
10-5-3 Health Effects

Pilots must be aware of the potential health problems of de-icing/anti-icing fluids to ensure the
correct precautions are taken when a de-icing/anti-icing procedure is done, and to better
ensure the wellbeing of the passengers and crew.

Pre-flight Checks for Ice, Slush, Snow or Frost that Adheres to the Aircraft
10-5-4 Pre-flight Checks for Ice, Slush, Snow or Frost that Adheres
to the Aircraft
To establish the need for aircraft de-icing, a pre-flight check is required to identify any
contamination that adheres to the aircraft surface and to direct any required deicing/ anti-icing
operations.
Note
This check should normally be done by the flight crew when they do a walk around pre-
flight check.
LY
Ice can build up on aircraft surfaces during flight through dense clouds or precipitation. When
N
ground Outside Air Temperature (OAT) at the destination is low, it is possible for flaps and
O
other moveable surfaces to be treated but accumulations of ice may remain undetected
S
between stationary and moveable surfaces. It is important that these areas are checked before
SE
departure and any frozen deposits removed.
PO
10-5-5 Selecting the De-icing Only or De-icing/Anti-icing Method
R
Ice, slush and snow must be removed from all aircraft surfaces before dispatch or before anti-
PU
icing.
N
Any contamination found on components of the aircraft that are critical to safe flight must be
IO
removed by de-icing.
AT
When freezing precipitation exists, and the precipitation is adhering to the surfaces at the time
IZ
of dispatch, the aircraft surfaces must be de-iced/anti-iced.

R
If both de-icing and anti-icing are required, the procedure may be performed in one or two
IA
steps.
IL
The selection of one or two-step processes depends on the weather conditions, available
M
equipment, available fluids and the holdover time to be achieved.

FA
D
AN
AL
ER
EN
G
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Selecting the De-icing Only or De-icing/Anti-icing Method
START
Do Pre-Flight
Checks (Para 4)
LY
N
O
Do freezing
Do Two-Step
S
precipitation conditions De-Icing/Anti-Icing Is it possible to do a
YES YES procedure
exist, or is a Holdover required (Para 7) Two-Step procedure ?
SE
(Para 7.2)
time required ?
PO
NO
R
PU
Do One-Step
procedure
(Para 7.1)
N
IO
AT
NO
IZ
R
Go to Post De-Icing/Anti-Icing
IA
procedure (Para 11)

IL
M
FA
Remove
Was Is contamination
De-Icing only local area
D
contanimation YES limited to a localised YES

required (Para 6) contamination
identified ? area ?
AN
(Para 6.2)
AL
NO
ER
NO
EN
De-Ice complete
aircraft (Para 6.1)
G
No
De-Icing/Anti-Icing
R
required
12-C-A15-20-1005-00A-043A-A
FO
Go to Post De-Icing/Anti-Icing
procedure (Para 11)
END
ICN-12-C-A151005-A-S4080-00176-A-001-01
Figure 10-5-1: Selection of de-icing only or de-icing/anti-icing method flowchart

De-icing Only Procedure
10-5-6 De-icing Only Procedure

To reduce the quantity of de-icing fluid required, a manual method can be used as a pre-step
process, before the de-icing process, in order to remove large amounts of frozen
contamination, for example, snow, slush or ice.
Ice, slush, snow or frost may be removed from aircraft surfaces by manual methods or fluids.
Manual methods of de-icing such as brooms, brushes, ropes, squeegees etc. can be used to
remove dry snow accumulations and to remove the bulk of wet snow deposits. These manual
methods require that caution be exercised to prevent damage to the aircraft skin or
LY
components.
N
10-5-6.1 De-icing of the Complete Aircraft
O
S
Ground support equipment is required and must have the capability to heat the water and/or
SE
de-icing fluids to 60 ºC (140 ºF) or more at the nozzle. However, the temperature of the de-
icing/anti-icing fluids in contact with the aircraft surfaces must be limited to less than 70 ºC
PO
(158 ºF).
R
10-5-6.2 Removal of Local Area Ice Contamination
PU
CAUTION
N
The aircraft must be treated symmetrically, that is, left hand and right hand sides
IO
shall receive the same and complete treatment. Aerodynamic problems could result
AT
if this requirement is not met.

IZ
When the presence of frost and/or ice is limited to localized areas on the surfaces of the
R
aircraft and no precipitation is falling or expected, it is not necessary to apply de-icing/anti-icing

IA
fluids to the complete aircraft.

IL
M
If no holdover time or only de-icing is required, only the contaminated areas will require
FA
treatment, then a “local area” de-icing may be done. The affected area(s) must be sprayed with
de-icing fluid.
D
AN
10-5-7 De-icing/Anti-icing
CAUTION
AL
The application of type II, III or IV fluids, may cause residues to collect in
ER
aerodynamically quiet areas, cavities and gaps.

EN
Dried residues may rehydrate and freeze following a period of high humidity and/or
G
rain.
R
This may impede flight controls. These residues must be removed by hot water
12-C-A15-20-1005-00A-043A-A
FO
washing before the next flight.

Whenever possible, use heated water and/or type I fluid to de-ice the aircraft.
10-5-7.1 One Step De-icing/Anti-icing

Heated SAE Type I, II or III Fluid may be used to remove ice, slush and snow from the aircraft
prior to departure, and to provide minimal anti-icing protection as given in the applicable Fluid
holdover timetable.

Application of De-icing/Anti-icing Fluid
10-5-7.2 Two Step De-icing/Anti-icing

CAUTION
Where re-freezing occurs following the initial treatment, both first and second steps
must be repeated.
Steps:
1 De-icing with heated water and/or heated SAE Type I de-icing fluids.
2 Anti-icing: A separate over-spray of cold SAE Type II, III or IV anti-icing fluids may be
LY
applied within three minutes (if necessary, area by area) to completely cover the first step
N
fluid in a sufficient amount of second step fluid. The fluid used and it’s concentration must
O
be chosen with respect to the desired holdover time, which is dictated by the OAT wing
S
temperature and the weather conditions.
SE
PO
10-5-8 Application of De-icing/Anti-icing Fluid
R
10-5-8.1 General
PU
Flight crew should supervise the de-icing and anti-icing of the aircraft to ensure proper
N
application of the fluid. IO
When ice, snow or slush is removed from aircraft surfaces, care must be taken to prevent entry
AT
and accumulation of the ice, snow or slush in intakes or control surface hinge areas.
IZ
All doors and windows shall be closed.

R
De-icing and anti-icing fluids must not be directed towards the static ports, pitot heads, Angle-
IA
of-Attack (AOA) transmitters, cockpit windows, air intakes, brakes, wheels, engine inlet or
IL
exhaust ports.
M
FA
Note
De-icing or anti-icing fluid that may splash onto heated surfaces (exhaust ducts, AOA
D
transmitters, etc.) will produce significant smoke/vapor.

AN
Fluid must always be sprayed from the front of the aircraft. Fluid sprayed from the rear can
AL
force fluid into aerodynamically quiet areas where it may not be able to drain. Refer to
Fig. 10-5-2, Essential Aircraft de-icing areas
ER
EN
G
R
12-C-A15-20-1005-00A-043A-A
FO

Any forward area from which fluid may blow back onto the windscreen during taxi or
subsequent takeoff shall be free of fluid residues prior to departure.
Note
− If fluid is sprayed or runs onto the windscreen during application, it must be removed
prior to taxi and takeoff
− De-icing and anti-icing fluid can be removed by rinsing with approved cleaner and a
soft cloth
− The first area to be de-iced/anti-iced should be easily visible from the cockpit and
LY
must be used to provide a conservative estimate for unseen areas of the aircraft
N
before a takeoff roll is initiated
O
− Anti-icing of the lower side of the wings and/or horizontal stabilizer and elevator is
S
not normally expected. However, if these surfaces must be de-iced, the freezing
SE
point of the de-icing fluid must be low enough to prevent refreezing.
PO
10-5-8.2 De-icing/Anti-icing the Wings, Tail and Fuselage
R
PU
The wings are the main lifting surfaces of the aircraft and must be free of snow and ice to
operate efficiently. De-icing/anti-icing of the wings should begin at the leading edge wing tip
N
with the flaps retracted, sweeping in the aft and inboard direction.
IO
Tail surfaces should be de-iced/anti-iced in a similar manner to the wing. Move the horizontal
AT
stabilizer to nose down for a better visual check. The area adjacent to the elevator balance
IZ
horns and the horizontal stabilizer must be thoroughly inspected.

R
Passenger and cargo doors must be de-iced to ensure correct operation. All door hinges, locks
IA
and seals must be inspected to make sure that they are free from contamination.
IL
M
10-5-8.3 Propeller and Engine Area De-icing

FA
WARNING
D
ICE DEPOSITS SHED FROM THE PROPELLER MAY CAUSE SERIOUS INJURY TO
AN
PERSONNEL
AL
CAUTION
ER
De-icing/anti-icing spray directed into the engine can cause a flameout or other
problems, depending on the amount of de-icing/anti-icing fluid ingested.
EN
G
The propeller must be thoroughly de-iced while static. DO NOT start the engine until it has
been ascertained that all ice deposits have been removed from the propeller.
R
12-C-A15-20-1005-00A-043A-A
FO
If the engine is required to run while de-icing/anti-icing:

− Set the ACS BLEED AIR switch to INHIBIT
− Set the INERT SEP switch to OPEN
− Apply the brakes
If needed, minimal amounts of de-icing/anti-icing fluid can be used to de-ice the engine
external cowling area. The engine inlet area must be avoided. Fluid residue on the engine
compressor blades can reduce engine performance or cause a stall or surge. This will also
minimize the ingestion of fluid vapors into the engine air bleed system.

Engine intake areas must be inspected for the presence of ice immediately after shutdown.
Any accumulation must be removed while the engine is still warm and before the installation of
the intake covers.
10-5-8.4 Landing Gear and Wheel Bays De-icing

The application of de-icing fluid in this area must be kept to a minimum. De-icing fluid must not
be directed onto the brakes and wheels.
Landing gear and wheel bays must be kept free from a buildup of slush, ice or accumulation of
blown snow. Deposits can be removed by brush etc. Where deposits have bonded to surfaces,
LY
these can be removed by spraying with deicing fluids.
N
10-5-8.5 Clear Ice Precautions
O
Clear ice can form on aircraft surfaces below a layer of snow or slush. It is important that
S
surfaces are closely examined after each de-icing operation to make sure that all deposits
SE
have been removed.
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
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ER
EN
G
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SHADED AREAS INDICATES ESSENTIAL AREAS TO BE DEICED
NOTE
LY
AVOID DIRECT SPRAYING OF DEICING FLUID ON/IN THE FOLLOWING AREAS
N
O
ENGINE INLETS BRAKES PITOT HEADS
ENGINE EXHAUST WINDSHIELD STATIC PORTS
S
RAM AIR INLETS CABIN WINDOWS AOA VANES
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
NOTE
G
Any forward area from which fluid may blow back onto
R
the windscreen during taxi or takeoff must be free of

12-C-A15-20-1005-00A-043A-A
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fluid residues prior to departure.
ICN-12-C-A151005-A-S4080-00177-A-001-01
Figure 10-5-2: Essential Aircraft de-icing areas

SHADED AREAS INDICATES ESSENTIAL AREAS TO BE ANTI-ICED
NOTE
LY
AVOID DIRECT SPRAYING OF ANTI-ICING FLUID ON/IN THE FOLLOWING AREAS
N
ENGINE INLETS BRAKES PITOT HEADS
O
ENGINE EXHAUST WINDSHIELD STATIC PORTS
RAM AIR INLETS CABIN WINDOWS AOA VANES
S
SE
PO
R
PU
N
IO
AT
IZ
R
IA
IL
M
FA
D
AN
AL
ER
EN
G
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12-C-A15-20-1005-00A-043A-A
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ICN-12-C-A151005-A-S4080-00178-A-001-01
Figure 10-5-3: Essential Aircraft anti-icing areas

Spraying Technique
10-5-9 Spraying Technique

10-5-9.1 One Step De-icing/Anti-icing
Heated water and/or heated fluid must be sprayed on the aircraft in a manner which minimizes
heat loss on the aircraft. If spraying is carried out with the engine running, the engine must be
at Idle with all engine bleed air turned off.
For de-icing, the temperature of all heated fluids must be at least 60 °C (140 °F) at the nozzle.
The aircraft skin maximum temperature limit is 70 °C (158 °F).
LY
If possible, fluid should be sprayed in a solid cone pattern of large, coarse droplets.
N
The fluid must be sprayed as close as possible to the aircraft surface, but not closer than 3 m
O
(10 feet) if a high pressure nozzle is used.
S
10-5-9.2 Two Step De-icing/Anti-icing
SE
The application technique for SAE Type II, III and IV fluids are the same as for SAE Type I
PO
fluid, except that as the aircraft surface is already de-iced, the application lasts only long
R
enough to coat the aircraft surfaces.
PU
10-5-10 Holdover Timetables
N
Holdover Timetables are only estimates and vary depending on many factors such as
IO
temperature, precipitation type, precipitation rate, wind, and airplane skin temperature.
AT
Holdover times are based on the mixture ratio of fluid/water.

IZ
For a one step De-icing/Anti-icing procedure, the holdover time begins at the start of the
R
treatment.
IA
For a two step De-icing/Anti-icing procedure, the holdover time begins at the start of the
IL
second step (anti-icing).

M
FA
D
AN
AL
ER
EN
G
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Post De-icing/Anti-icing Procedure
10-5-11 Post De-icing/Anti-icing Procedure

CAUTION
Aircraft operators are solely responsible for ensuring holdover timetables contain
current data.
Tables are for use in departure planning only and must be used in conjunction with
pre takeoff contamination procedures.
LY
10-5-11.1 Post De-icing/Anti-icing Check
N
The areas that follow must be checked for any contamination that may still remain after the de-
O
icing/anti-icing procedure has been done:
S
− Wing leading edges, upper and lower surfaces and aileron including the wing seals
SE
− Horizontal stabilizer leading edges, upper and lower surfaces and the elevator surfaces,
PO
particularly the balance horns
R
− Vertical stabilizer and rudder surfaces
PU
− Flaps
− Propeller
N
IO
− Engine oil cooler and Environmental Control System (ECS) air intakes
AT
− Inertial separator and screen

IZ
R
− Fuselage
IA
− Static ports, pitot heads, AOA vanes and temperature probes

IL
− Fuel tank vents

M
FA
− Landing gear.
D
A thorough pre-flight inspection is more important in extreme temperatures, as this may affect
AN
the aircraft and/or its performance.
10-5-11.2 Pre-Takeoff Contamination Check

AL
CAUTION
ER
Under no circumstances shall an aircraft that has been anti-iced receive a further
EN
coating of anti-icing fluid directly on top of the contaminated film.

G
If an additional treatment is required before flight, a complete de-icing/anti-icing

R
procedure must be performed.

12-C-A15-20-1005-00A-043A-A
FO
Make sure that all residues from any previous treatments are flushed off.
Anti-icing only is not permitted.
A pre-takeoff check must be done by the flight crew before takeoff and within the holdover
time. This check is normally done from within the cockpit. It may be accomplished by the
continuous assessment of the conditions that affect holdover times, and should include the
assessment and adjustment of holdover times.

Takeoff Performance - SAE Type II, Type III and Type IV Fluids
When freezing precipitation exists, aerodynamic surfaces must be checked just before the
aircraft taxis onto the active runway or initiates the takeoff roll, to make sure that they are free
of ice, slush and snow or frost (refer to Fig. 10-5-2 and Fig. 10-5-3). This is most important
when severe conditions are experienced. When adhering deposits are in evidence, de-icing of
the aircraft must be repeated.
10-5-11.3 Flight Control Check

After the de-icing/anti-icing procedure has been done, and before the takeoff roll has started,
the flaps must be fully extended and then retracted to the 15 degree position. During control
checks, the controls may feel heavier than normal.
LY
10-5-12 Takeoff Performance - SAE Type II, Type III and Type IV
N
O
Fluids
S
CAUTION
SE
Anticipate a heavier than normal elevator force at rotation. Even with the increased
PO
pull force, the aircraft may rotate slower then normal. The elevator forces will return
R
to normal shortly after takeoff.
PU
The takeoff correction factor is approximate. Actual conditions may require
distances greater than those determined.
N
IO
For takeoff after a de-icing/anti-icing procedure has been done, PUSHER ICE MODE must be
AT
used, with the flaps set to 15 degrees, and the rotational speed increased by 10 KIAS (as
specified in Section 5, Performance). As a result, the takeoff ground roll distance can be
IZ
increased by up to 30% and the total distance by up to 31%.

R
IA
10-5-13 Periodic Inspection - Type II, III and IV Fluids

IL
M
Operators who use SAE Type II, III or IV anti-icing fluids are recommended to carry out
FA
periodic inspections for anti-icing fluid residues. The visual inspection must include:
− Along the wing rear spar area with flaps extended
D
AN
− Around the perimeter of the aileron surface

− The gaps around the elevator and elevator trim tab
AL
ER
− The gaps around the rudder and rudder trim tab

− Inside the drain hole located at the base of the rudder.
EN
Any identified residues must be removed by cleaning with warm water or an approved fluid.
G
If the aircraft is washed, or if SAE Type I fluid is used for de-icing, the frequency of inspection
R
12-C-A15-20-1005-00A-043A-A
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may be reduced.
Initially, the inspections must be carried out after a maximum of three applications of SAE Type
II, III or IV anti-icing fluids.
The operator must determine the frequency of inspections based on the results of residue
inspections, the frequency of de-icing/anti-icing operations as well as the frequency of aircraft
washing.

Periodic Inspection - Type II, III and IV Fluids
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
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FA
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Operations from Prepared Unpaved Surfaces
10-6 Operations from Prepared Unpaved Surfaces
10-6-1 General
The aircraft is constructed for operations from prepared unpaved surfaces.
Prepared unpaved surfaces are taxi-ways and runways that are prepared and approved for
aircraft operations with a surface other than tarmac or concrete.
CAUTION
LY
N
Prepared unpaved surfaces suitable for aircraft operations vary greatly and some
O
may not be suitable for operations.
S
It is the responsibility of the pilot in command to make sure that each taxi-way and
SE
runway surface is fit for use at the intended aircraft weight before commencing
PO
operations on it.
R
The following factors should be considered when deciding if a surface is fit for operation or
PU
when operating from prepared unpaved surfaces:
N
− Surface hardness IO
− Surface roughness
AT
− Surface type
IZ
− Inertial separator
R
IA
− Aircraft inspection
IL
− Before starting engine

M
FA
− Taxiing
− Takeoff
D
AN
− Landing.
AL
10-6-2 Surface Hardness

ER
A prepared unpaved surface may be hard after a period of dry weather but after rain can
EN
become soft. The wheels of a heavy aircraft can sink into soft surfaces causing a large
increase in drag. This can make taxiing difficult or impossible and increase the takeoff ground
G
roll distance considerably, sometimes to the point where VR cannot be achieved. How deep
R
the wheels sink in, varies with aircraft weight and surface condition. It may be possible to
12-C-A15-20-1006-00A-043A-A
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operate a light weight aircraft when it is not possible to operate it at maximum takeoff weight.
10-6-3 Surface Roughness

The taxi-way and runway surface should be smooth. Undulations, depression or bumps can
cause longitudinal pitching of the aircraft which may cause a significant reduction in propeller
ground clearance. Particular care should be exercised in long grass which can conceal hard
objects and depressions and also at the borders between grass and concrete surfaces.

Surface Type
10-6-4 Surface Type

Loose stones or gravel can cause propeller or airframe damage. The propeller creates
turbulence which lifts stones into the air which then are struck by following blades or are
accelerated rearwards to hit the airframe. The risk of damage is reduced if the aircraft is
allowed to accelerate forwards before high power is selected and if reverse thrust is not used
below 30 kts forward speed.
Wet or fresh grass on a hard surface is slippery and has a lower coefficient of friction than
short dry grass. Takeoff and stopping distances may increase. On a soft surface landing
LY
ground roll may decrease but takeoff ground roll may increase. On sandy or dusty surfaces, or
where loose grass is present, reverse thrust can cause a loss of forward visibility and particles
N
ingested into the air intake can cause increased engine wear.
O
S
10-6-5 Inertial Separator
SE
When operating from any surface where there is a risk of dust, sand or other material entering
PO
the engine intake, it is recommended to open the inertial separator.
R
On takeoff from hot and high airfields with the inertial separator open it may not be possible to
PU
obtain maximum takeoff power (44 psi) and the takeoff performance will consequently
deteriorate.
N
IO
10-6-6 Aircraft Inspection
AT
When operating from prepared unpaved surfaces where there are loose stones, gravel, grit,
IZ
sand, dust or cut grass etc. there is always a risk of propeller or airframe damage or blockage
of air inlets. After operations from prepared unpaved surfaces, where a risk of damage or
R
IA
contamination exists, the aircraft should be thoroughly inspected.

IL
10-6-7 Before Starting Engine

M
FA
Make sure the area under and adjacent to the propeller is clear of loose stones or other
objects which could damage the propeller or enter the engine or oil cooler air inlets.
D
AN
10-6-8 Taxiing
AL
1 Use minimum power to prevent stone damage particularly when moving away from rest
ER
and when turning.

EN
2 Be alert for surface unevenness or obstructions which could cause propeller damage.
G
3 To turn the aircraft on soft or slippery surfaces using nosewheel steering assisted by
brake will help to keep the power low. (Reducing the risk of damage to the propeller or
R
12-C-A15-20-1006-00A-043A-A
runway surface). If possible avoid making small radius turns.

FO

Takeoff
10-6-9 Takeoff
When aligned for takeoff set a low power before brake release. After brake release, as the
aircraft begins to accelerate, move the power lever steadily forwards to achieve takeoff power.
This procedure will reduce the risk of damaging the propeller by loose stones on the ground.
10-6-10 Landing
CAUTION
Before landing on a prepared unpaved runway check that the surface is fit for
LY
operation at the intended weight.
N
O
S
SE
PO
R
PU
N
IO
AT
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IA
IL
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FA
D
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Landing
LY
N
O
S
SE
PO
R
PU
N
IO
AT
IZ

R
IA
IL
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FA
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Passenger Briefings
10-7 Passenger Briefings
10-7-1 General
In Sections 3 and 4 there are procedural actions that call for the pilot to brief the passengers.
They fall into two categories, those forming part of an emergency procedure and the more
regular type ones for taxiing prior to takeoff and before landing. Tips for passenger briefings
during an emergency cannot be specified as each situation will place a different demand on
the pilot. However, much of the content in the Taxiing briefing tips can be used to brief the
passengers, if time permits. Tips for the recommended subjects that should be covered for the
LY
regular passenger briefings are given in the following lists:
N
10-7-2 Taxiing
O
S
(Section 4, Normal Procedures, Taxiing)
SE
For aircraft with a standard cabin interior:
PO
− Stow hand baggage under the seats
R
− Put the seat back in the upright position
PU
N
IO
− Fasten seat lap and shoulder belts, and tighten lap strap
AT
− Mention how to locate and put on the passenger oxygen masks

IZ
R

IA
IL
the shoulder strap may be released (if releasable type) when airborne and permission
M
has been given

FA
D
(if available).
AN

AL

ER
− Move the seat to the required position for takeoff (as per the placard adjacent to each
seat)
EN

G
− Stow the tables, cabinet drawers, seat drawers and legrests

R
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− Mention how to locate and put on the passenger oxygen masks
the shoulder strap may be released once the fasten seat belt sign has been switched off
(if available).

Before Landing
10-7-3 Before Landing

(Section 4, Normal Procedures, Before Landing)
For aircraft with a standard cabin interior:
− Stow hand baggage under the seats
− Put the seat back in the upright position
LY
N
O
− Remain seated and buckled until the aircraft has come to a standstill and the engine is
S
turned off.
SE
PO
R
− Move the seat to the required position for landing (as per the placard adjacent to each
PU
seat)
N
IO
− Stow the tables, cabinet drawers, seat drawers and legrests
AT

IZ
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− Remain seated and buckled until the aircraft has come to a standstill and the engine is
IL
turned off.
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Pilatus PC-12 Aircraft Pilot Information Manual Part 2

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Pilatus PC-12 Aircraft Pilot Information Manual Part 2

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Section 7 - Airplane and Systems Description

Seat Belts And Shoulder Harnesses

Figure 7-7-1: Crew Seat - Controls

Pilot's Operating Handbook Report No: 02406

Figure 7-7-2: Commuter Seat - Typical

Pilot's Operating Handbook Report No: 02406

Figure 7-7-3: Executive Seat - Typical

Pilot's Operating Handbook Report No: 02406

7-7-3 Restraint Systems for Children

● Nine standard seats configuration (STD-9S)

● Six executive seats configuration (EX-6S-2)

● Eight executive seats configuration (EX-8S)

● Six executive seats and two standard seats configuration (EX-6S-STD-2S)

● Four executive seats and four standard seats configuration (EX-4S-STD–4S)

CARESTM Restraint System is allowed for installation.

Install the CARESTM Restraint System on the seat as follows:

Pilot's Operating Handbook Report No: 02406

7-7-3.4 Emergency Release

Pilot's Operating Handbook Report No: 02406

Put the child in the seat.

Pull the end of the

belt until it is tight.

Put the shoulder straps over

the child's shoulders.

Figure 7-7-4: CARES™ Restraint System - Installation (Sheet 1 of 2)

Pilot's Operating Handbook Report No: 02406

Put the lap belt through the two

Pull the ends of the shoulder

straps until they are tight.

Figure 7-7-4: CARES™ Restraint System - Installation (Sheet 2 of 2)

Pilot's Operating Handbook Report No: 02406

Release the lap belt from the buckle.

Disconnect the chest clip.

Remove the child from the seat.

Remove the belt from the

Figure 7-7-5: CARES™ Restraint System - Removal

Pilot's Operating Handbook Report No: 02406

Figure 7-7-6: CARES™ Restraint System - Emergency Release

Pilot's Operating Handbook Report No: 02406

7-8 Doors, Windows and Exits

7-8-1 Passenger Door

7-8-2 Cargo Door

pressurize when the door is closed.

Pilot's Operating Handbook Report No: 02406

7-8-5 Emergency Exit

Refer to Fig. 7-8-1. Emergency Exit

on the release lever and push exit inward.

7-8-6 Aircraft Security

Refer to Fig. 7-8-1. Emergency Exit

Pilot's Operating Handbook Report No: 02406

Figure 7-8-1: Emergency Exit

Pilot's Operating Handbook Report No: 02406

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Pilot's Operating Handbook Report No: 02406

7-9 Control Locks

7-9-1 Control Locks

Pilot's Operating Handbook Report No: 02406

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Pilot's Operating Handbook Report No: 02406

7-10-1 Description and Operation