PILATUS PC-12NG

STALL TRAINING
INSTRUCTOR GUIDE
REVISION 0.1
FlightSafety International, Inc.
DFW Learning Center
3201 East Airfield Drive
DFW Airport, Texas 75261
(972) 534-3200
www.flightsafety.com
 FOR TRAINING PURPOSES ONLY

NOTICE
The material contained in this training workbook is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Operating Handbook, Maintenance
Manuals, Avionics Manuals, and actual aircraft photos. It is to be used for familiarization and
training purposes only.
At the time of printing, it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that of
the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions
you might have for improving this workbook or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY

 Courses for the PC-12NG are taught at the following FlightSafety Learning Centers:

The PC-12NG is trained at the:

DFW Learning Center

3201 East Airfield Drive
DFW, TX 75261
Toll-free 1.866.486.8733
www.flightsafety.com

Denver Learning Center

6755 N Yampa St
Denver, Colorado 80249
Toll-Free 1.844.882.3138
www.flightsafety.com

NOTICE: These items are controlled by the U.S. Government and authorized for export only
to the country of ultimate destination for use by the ultimate consignee or end-user(s) herein
identified. They may not be resold, transferred, or otherwise disposed of, to any other country
or to any person other than the authorized ultimate consignee or end-user(s), either in their
original form or after being incorporated into other items, without first obtaining approval
from the U.S. government or as otherwise authorized by U.S. law and regulations.

Publication history:

Rev 0.0 . . . . . . . . . . . . . . . . . . . . . Feb 2015

Rev 0.1 . . . . . . . . . . . . . . . . . . . . . Dec 2018

Copyright © 2018 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
 TABLE OF CONTENTS

SECTION 1: TRAINING REQUIREMENTS

APPROACH TO STALL TRAINING INFORMATION. . . . . . . . . . . . . . . . . . . . . . 1-1
SECTION 2: STALL RECOVERY PROFILES AND RATIONALE
FLIGHT MANEUVERS AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
EN-ROUTE (CLEAN) CONFIGURATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
APPROACH CONFIGURATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
LANDING CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
STALL RECOVERY RATIONALE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

TRAINING REQUIREMENTS
APPROACH TO STALL TRAINING REQUIREMENTS
Approach to stalls shall be done with and without the autopilot, in both VMC and actual or simulated
IMC conditions, with and without a bank, and in realistic scenarios at different altitudes. When pos-
sible, it should be accomplished so that the client is surprised by the stall. Only the client’s ability to
recognize and properly recover from an impending stall should be evaluated.
It should be noted that smooth aircraft control on the entry should be maintained as an evaluation of
the client’s general aircraft handling.
It should also be noted that stall training should be conducted in a variety of different aircraft configu-
rations and under a number of different flight scenarios.
Stall recovery procedures are based on aircraft configuration, the recovery profiles in this training
package and include:
1. En-Route (Clean) configuration Stall
2. Take Off Configuration Stall
3. Landing Configuration Stall
In order to best prepare pilots for inadvertent stall events during normal operations, the training of
these configuration stalls should be conducted as maneuvers training and scenario based training.
TRAINING SCENARIOS
1. En-Route Clean Configuration Stall
A. High Altitude
ºº Conducted within 5000 ft of the operations ceiling for the aircraft
B. Manual Flight Conditions
ºº Autopilot disengaged
C. Automated Flight Conditions
ºº Autopilot engaged
2. Take off Configuration Stall
A. If there are multiple take off flap setting for the aircraft stalls training should include different
flap settings
B. Aircraft bank
ºº 15 to 30 degrees of bank
3. Landing configuration Stall
A. Aircraft Descent

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DEMONSTRATION SCENARIOS
1. AOA /DSB Reduction Recovery Demonstration
A. Demonstration of stall recovery using AOA/DSB reduction only, without the use of power.
2. Stick Pusher Demonstration
A. Demonstration of stall recovery following activation of the stick pusher system.
CHECKING / TESTING REQUIREMENTS
As outlined in the PTS and/or FSB Report
1. En-Route (Clean) Configuration Stall
2. Take Off Configuration Stall
3. Landing Configuration Stall

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

STALL RECOVERY PROFILES AND RATIONALE

TYPE OF AIRCRAFT: PILATUS PC-12 NG SERIES
The Pilatus PC-12NG series is applicable to the Pilatus PC-12/47E aircraft and special mission vari-
ants with the Honeywell APEX avionics.
GENERAL PILOT INFORMATION
The following flight profiles show some normal and emergency operating procedures. They are
designed as a general guide for ground training purposes. Actual in-flight procedures may differ due to
aircraft configuration, weight, weather, traffic, Air Traffic Control (ATC) instruction, specific company
directives, and etc. Procedures outlined are consistent with the Aircraft Flight Manual (AFM). If a
conflict should develop between these procedures and the AFM, the AFM procedures
must be followed.
The term “VREF ” (approach reference speed)when it appears on the following flight profiles, refers to
VREF per landing flap schedule (LFS). VREF is always used herein to mean VREF (per landing flap
schedule), the parenthetical material has been omitted, and simpler expression “VREF ” is used
on these profiles.
These stall profiles are not intended for maintenance test flights or aircraft training.
1. The instructor sets up the stall scenario
2. The entry altitude should be consistent with the expected operational environment for the stall
configuration
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as
directed by the instructor
4. The standard is based on the demonstration of smooth, positive control during entry, approach to
stall, and recovery
STABILIZED APPROACH
This training program uses the stabilized approach concept. All profiles (VMC / IMC) listed in this
Study Guide are based upon achieving a stabilized approach, as depicted in the FlightSafety
Foundation Approach-and-Landing Accident Reduction (ALAR) Tool Kit, Section 7.1. All flights
must be stabilized by 1,000' above the airport elevation in instrument meteorological conditions (IMC)
and by 500' above the airport elevation in visual meteorological conditions (VMC). An approach is
stabilized when ALL of the following criteria are met:
1. The aircraft is on the correct flight path;
2. Only small changes in heading / pitch are required to maintain correct flight path;
3. The aircraft speed is not more than VREF +10 KT indicated airspeed and no less than VREF;
4. The aircraft is in the correct landing configuration;
5. Sink rate is no greater than 1,000' per minute; if an approach requires a sink rate greater than
1,000' per minute, a special briefing should be conducted;
6. Power setting is appropriate for the aircraft configuration and is not below the minimum power
for approach as defined by the aircraft operating manual;
7. All briefings and checklist have been conducted;
8. Specific types of approaches are stabilized if they also fulfill the following:
A. Instrument landing system (ILS) approaches must be flown within one dot of the glideslope
and localizer.

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

B. During circling approach, wings should be level on final when the aircraft reaches 300' above
airport elevation;
9. Unique approach procedures or abnormal conditions requiring a deviation from the above
elements of a stabilized approach require a special briefing.
An approach that becomes unstabilized below 1,000' above airport elevation in IMC or 500' above
airport elevation in VMC require an immediate go-around.

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

BEGINNING STALL COMPLETION

OF MANEUVER AND RECOVERY OF MANEUVER

BEGINNING AT STICK SHAKER COMPLETION

OF MANEUVER ACTIVATION
• ALTITUDE 5000 FT AGL • REDUCE ANGLE OF ATTACK
• PCL SET IDLE • PCL SET TAKEOFF TORQUE
• AP/YD/FD OFF • AS DSB CENTERS INITIATE A
• LANDING GEAR UP CLIMB
• FLAPS 0˚ • VERIFY FLAPS 0˚,
• LANDING GEAR RETRACTED
OF MANEUVER
• LEVEL OFF AT STARTING
ALTITUDE ±100 FT
• AIRSPEED 150 KIAS ±10 KIAS
• MANEUVER COMPLETE

NOTE

USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

WARNING

STALL MUST BE AVOIDED WHEN THE STICK PUSHER IS INOPERATIVE. EXCESSIVE WING
DROP AND ALTITUDE LOSS MAY RESULT DURING STALL WITH FLAPS DOWN AND/OR WHEN
POWER IS APPLIED. STALLS SHOULD BE AVOIDED AT ALL TIMES.

CAUTION

STALL SPEEDS IN TURNS ARE HIGHER. AOA MAY NOT BE RELIABLE.

CAUTION

IF CAS PUSHER ILLUMINATES, TERMINATE MANEUVER.

Figure 2-1: Approach To Stall - Enroute Clean Configuration

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

BEGINNING STALL COMPLETION

OF MANEUVER AND RECOVERY OF MANEUVER

BEGINNING AT STICK SHAKER COMPLETION

OF MANEUVER
• ALTITUDE 5000 FT AGL
• PCL SET 15 PSI
• AP/YD/FD OFF
• LANDING GEAR UP
• FLAPS 15˚ (BELOW 165 KIAS)
• PCL SET IDLE
• COMMENCE TURN -15˚ BANK
ACTIVATION OF MANEUVER
• REDUCE ANGLE OF ATTACK • LEVEL OFF AT STARTING
• ROLL WINGS LEVEL ALTITUDE ±100 FT
• PCL SET TAKEOFF TORQUE • AIRSPEED 150 KIAS ±10 KIAS
• AS DSB CENTERS INITIATE A • MANEUVER COMPLETE
CLIMB
• WHEN AIRSPEED IS GREATER
THAN 100 KIAS, SELECT
FLAPS 0˚

NOTE

USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

WARNING

STALL MUST BE AVOIDED WHEN THE STICK PUSHER IS INOPERATIVE. EXCESSIVE WING
DROP AND ALTITUDE LOSS MAY RESULT DURING STALL WITH FLAPS DOWN AND/OR WHEN
POWER IS APPLIED. STALLS SHOULD BE AVOIDED AT ALL TIMES.

CAUTION

STALL SPEEDS IN TURNS ARE HIGHER. AOA MAY NOT BE RELIABLE.

CAUTION

IF CAS PUSHER ILLUMINATES, TERMINATE MANEUVER.

Figure 2-3: Approach To Stall - Takeoff Configuration

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

BEGINNING STALL COMPLETION

OF MANEUVER AND RECOVERY OF MANEUVER

BEGINNING AT STICK SHAKER COMPLETION

OF MANEUVER ACTIVATION OF MANEUVER
• ALTITUDE 5000 FT AGL • REDUCE ANGLE OF ATTACK • LEVEL OFF AT STARTING
• PCL SET 15 PSI • PCL SET TAKEOFF TORQUE ALTITUDE ±100 FT
• AP/YD/FD OFF • AS DSB CENTERS INITIATE A • AIRSPEED 150 KIAS ±10 KIAS
• LANDING GEAR DOWN CLIMB • MANEUVER COMPLETE
(BELOW 180 KIAS) • FLAPS 15˚
• FLAPS 40 ˚ • CLIMBING — LANDING GEAR UP
(BELOW 130 KIAS) • WHEN AIRSPEED IS GREATER
THAN 100 KIAS, SELECT
FLAPS 0˚

NOTE

USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

WARNING

STALL MUST BE AVOIDED WHEN THE STICK PUSHER IS INOPERATIVE. EXCESSIVE WING
DROP AND ALTITUDE LOSS MAY RESULT DURING STALL WITH FLAPS DOWN AND/OR WHEN
POWER IS APPLIED. STALLS SHOULD BE AVOIDED AT ALL TIMES.

CAUTION

STALL SPEEDS IN TURNS ARE HIGHER. AOA MAY NOT BE RELIABLE.

CAUTION

IF CAS PUSHER ILLUMINATES, TERMINATE MANEUVER.

Figure 2-4: Approach To Stall - Landing Configuration

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 PILATUS PC-12/47NG STALL TRAINING CLIENT GUIDE

STALL RECOVERY RATIONALE

Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect
Rationale:
While maintaining the attitude of the airplane, disconnect the autopilot. Ensure the pitch attitude
does not increase when disconnecting the autopilot. This may be very important in out-of-trim
situations. Manual control is essential to recovery in all situations. Leaving the autopilot connected
may result in inadvertent changes or adjustments that may not be easily recognized or appropriate,
especially during high workload situations.
Nose down pitch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Apply until stall warning is eliminated
Nose down pitch trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As Needed
Rationale:
Reducing the angle of attack is crucial for recovery. Stick Pusher will push nose down until .5 g ac-
celeration is reached or when AOA computer senses less than required for activation. If the control
column does not provide sufficient response, pitch trim may be necessary. However, excessive use
of pitch trim may aggravate the condition, or may result in loss of control or high structural loads.
Bank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wings Level
Rationale:
This orients the lift vector for recovery.
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to Takeoff Torque
Rationale:
During a stall recovery, maximum power is not always needed. A stall can occur at high power or
at idle power. Therefore, the power is to be adjusted accordingly during the recovery. For propeller-
driven airplanes, power application increases the airflow around the wing, assisting in stall recovery.
Return to the desired flightpath.
Rationale
Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath. Adjust
the flightpath symbols onto the zero path reference line on the PFD’s (if installed).

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