Those seem like heavy planes. I know of some early 45s that were below 6100.

My NG BOW is 6596 (BOW includes the pilot.)

We operate in the south (typically ISA +10-15) and seldom see 270kts unless it's really cold. We also operate "by the book" which sometimes limits your torque on cold days. Some operators just set ITT to 780 and forget it which will give more TAS - but that's not what P&W recommends.

There is a free IPhone/iPad app that you can download that has the pc12 performance data. Our plane's performance matches the book amazingly close on all counts.

That's how I run mine. That's how they teach at SimCom. That's how the Pilatus sales reps teach. That's how everyone I talk to on POPA runs them.

That's how I run mine. That's how they teach at SimCom. That's how the Pilatus sales reps teach. That's how everyone I talk to on POPA runs them.

I misunderstood. Yes, I always set to 780 like you. I actually run at 770 usually just so I don't have to fiddle with it.

Sean runs his at lower setting. I thought that is what you were talking about.

Crandall and I went back and forth with this a while back. No where in the Pilatus POH cruise charts/checklist does it say to set cruise power using ITT. It always says to set power using the torque charts. We run hand written power trend for every single flight, not the computer download that EPPS pulls. It is quite amazing how consistent ITT numbers will be if you run the plane on torque settings. Our NG runs 763-765 every time. If it have a couple flights where I am noticing a trend up to say 770, I know the aircraft needs a look, 9/10 its a compressor wash and boom back to 763-765. If you are running ITT I don't see how any trend information whether hand written or pulled from the software will give any useful information. Simcom is not the end all for information, there are times where their information was not correct, we have found it, told them, and they later changed it. POPA is not the end all either. I know about 10 pro pc12 pilots, none are POPA, probably cause its a few hundred a year to have a POPA account. The owners group, simcom, and salesmen are going to teach whats easy and works, not whats correct and recommended.

These are the trend books I was referring to, EPPS sells them.



We also keep a laminated copy of the max cruise torque setting charts up front with us.


If you run the pilatus app it will never tell you to set power using ITT, its always a torque setting.

Shawn, I think we agree. I set power according to the charts as long as the torque setting doesn't produce an ITT over 780. If it's colder, we won't hit 780. If it's a hot day ISA +15 (typically the case where we fly) then we will "temp out" at 780 and not make the book torque setting. The Pilatus POH/AFM (as well as P&W) does recommend not exceeding 780 in cruise.

Jason, I'm not sure we operate the same if you ALWAYS set to 780. On cold days you should be limited by torque and ITT will be less.

I never go over 36.9 on torque either. I set to lower than the higher of the 2.

Yes but that's not the only torque limit - do you look up your altitude and temp to get your torque setting (using the QRH charts or the app)?

Presumably HSI costs go up the hotter you consistently run the engine on PT6's just like on TPE's?

At altitude (25K) your torque is much lower than 36.9. The only time I'm at 36.9 or higher is in climb.

In high altitude cruise I've never had ours temp out while running on the torque charts. When was your last compressor wash? It makes a huge difference on ITT. You guys never push full forward on the PCL on take off? I think it goes in 42... Something

I think I've pointed out before, our long time PT6 guy says the most common reason the engines come in before TBO is for sulfide accumulations on blades from being run too cool. Of course, they can be run too hot, but not running higher temps within limits can have negative affects also on these engines.

I think I've pointed out before, our long time PT6 guy says the most common reason the engines come in before TBO is for sulfide accumulations on blades from being run too cool. Of course, they can be run too hot, but not running higher temps within limits can have negative affects also on these engines.

I'm full forward on the PCL every takeoff. I keep bleed air off until I'm climbing to keep temps down.