Pilatus PC-24 Walkaround Tour

[Music] hello my name is David Morse I work for u-hall aviation or the executive transport department of u-haul and today we're going to do a walk-around of the Platte especie 24 all right well coming up here we have our pitot static tube we have our pitot port here for air speed and Static for air speed altitude vsi you probably notice the temper colors on though these are heated for anti-ice so that draws a lot of heat pulls those colors back this is our AOA indicator and right here is our ice indicator tells us when we're getting icing on the aircraft moving forward we have a nose panel Bay and here we have the avionics battery this the ship has two batteries both nickel-cadmium and and 28 Volt high capacity batteries we also have our power distribution systems in here and our breakers here and here for our hot buses very redundant power systems in this aircraft as we'll see as we go around and all digitally distributed so only the hot buses have breakers everything else is handled by these power distribution units why we're over here a good time to look at the nose gear what you notice immediately about the nose gear is how beefy it is and how wide this tire is a couple of reasons for that they wanted this airplane to be able to do unimproved fills so we have a very stout gear we also have a very wide low-pressure wheel 55 pounds is a standard for this wheel and these wide chimes that take any debris water anything you're kicking up and shoot it well clear of the engine inlets the radome for the radar in here we do have a 12 inch dish Honeywell radar this is our copilot side pitot and a away it's a dual ãoã on both of them so again very highly redundant and even a second ice detector temperature probe moving around that is our comm one antenna pilatus makes everything very accessible this is our fuel panel it is single point fuel we could take 50 694 usable 6000 total and with burns of about 1500 pounds for the first hour and then 1,100 second hour 900 after that that gives us quite a bit of range about 1,700 1,800 mile range no wind it does have a full lab which we'll take a peek at later and service panels right there water drain for the wash water and flush port standard service port so externally serviced lab that's something the FO really appreciates on that coming around leading-edge it is a heated fleet air heated leading-edge works very effectively and in the kind of flying we do this is a working airplane for us we're not going to Cabo or we're Aspen for the weekend we're going to job sites and now we do it in pretty much all weather so we've had a chance to get a good test of this and it is a very capable all-weather airplane moving on down one thing you may notice is it's a tapered but a straight wing and they consider it a straight wing and that gives us a whole lot of runway performance and a great deal of climb performance it does hurt our top end though we can get into the numbers more as we go but it's a 0.74 mm oh and 290 knots indicated we do have over the wing fuel port although we use those as little as possible the the single points much faster strobe Nav landing lights recognition lights and like a pc-12 we have the light panel up by the wing roots on both sides wing ends on both sides both of them have forward white lights as well as beacon nav strobe and it lights this thing up like a Christmas tree it looks like a 747 in a lot of fun traditional ailerons handles actually very nicely it's very balanced phil feels very similar to a the 47 pc-12 and later forty sevens NGS where they've they added the feather tabs to those and lightened it up very balanced pretty light it's definitely a one handed flyer as long as you stay on top of the trim I also like the pc-12 big double-slotted Fowler flaps single slot on the outboard double slot on the inboard come down to 33 degrees and quite a bit of Fowler action that come way back similar to a PC 12 in that regard brings our reference stall speed down to 87 which for an 18,000 400-pound aircraft is is impressively low we're often if we need to go into a short runway we're often messing up the approach control they're not expecting us to go as slow as we do to come into a runway like that ref speeds as low as 94 in in light weight so again for a for a big heavy 0.7 for mock airplane that's really low and it really makes the runway performance effortless why we're right here the other thing that really helps us on our runway performance is these big spoilers you can see these two large panels has lift up spoilers and those will stand right up and really slow us down that system is fully automatic and then those two outboard panels here and here are our multifunction spoilers so these do come up for lift dump these also come up for air brakes and we have two settings of air brakes in terms of degrees these also will act like 737 these will act as aileron assist so if you move your yoke past 28 degrees then these will will come up and and help with your roll all together a very very good working system and these all stand right up open up the whole wing as soon as you have weight on your mains on landing and you really really feel that you've slowed down a lot more than most airplanes before you even touch your brakes and it really makes the runway performance effortless it is on paper possible to get this in and out of 3000 feet which which again is very very impressive for an aircraft this size and one that can go this fast another thing that helps with that is all the rolling resistance and we see here again we have oversized and very low pressure for a jet aircraft these are 70 mains and dual mains so between these and that fat nosewheel a great deal of rolling resistance and you really feel that even before you've stepped on the brakes we do however have you know very robust hydraulically boosted 3,000 pound pressure hydraulic system which is exclusive to the brakes it is the only hydraulic thing on this airplane as the main brakes everything else is electric which makes maintenance very easy and of course big trailing link gear we see there too that makes the passengers think I'm a much better pilot than I am this is the secondary battery so this battery is reserved for starting and emergencies so kind of like an eclipse jet this is split system so all the avionics all the setup everything your do is on battery one even if battery two is on and it reserves battery two just for the start so when you come to roll actually roll the engine you get to that point you have a fresh battery to turn the engine on once you get that going if you need to be running for a while and there's not a GPU available this engine has what they call qpm or quiet power mode what they do is spin this down about another 10% from idle and they've just worked out the fade act to where they can get it to do that cleanly and that is well it's still about as loud as a hawker 800 or some of the louder ap use it's much quieter than your average running engine so they call it Q PM and that gives you 250 amps that you can use for aircraft systems AC supplemental heat and avionics so you can get set up and run that if an APU isn't available keep your batteries topped off and it will assist the the start doesn't count against your engine time either so you can just run that as kind of a poor man's APU something we've had a chance to use quite a bit also we do have a Williams FJ 4436 100 pounds of thrust for emergencies 34:24 standard operation like most williams engines the fan is milled out of a single piece of titanium they're really very efficient and been proven very reliable right here we have that's just the inlet for the starter cooling 450 amp starter so we do need to keep that cool outlet for that and we'll pop up and take a better look at that Williams engines in addition to being fuel-efficient and reliable they do a really nice job making look at all that blue anodizing is it's something I really appreciate the other whole mark of this aircraft is that everything is extremely accessible you can see that just pulling the cowling door really gives you access to a whole lot of what you need for basic preventative maintenance as well as troubleshooting one thing that stands out is the small size of this starter it's actually an alternator so instead of DC starter gen all that side of the system is AC and then it's rectified this allows them to have these really small power cables here and here and and a much smaller lighter starter this is our Inlet for our freon air AC right there yeah we also have an inlet if you can see up here on the tail on the front of the tail as the inlet for the ECS system bring in our to cool our bleeder the outlet for that is right there as we move on back we have some pretty unique things going in the back of the the engine outlet here first you'll notice the shape this actually takes advantage of Kawano effect like a golf ball uses to fly where if we get a laminar flow on a boundary area it'll actually bend the airflow and this is used to bend the thrust three degrees when we're at a high angle of attack so we get the effect of a vector nozzle with no moving parts you also will notice a bunch of tubes in the bypass duct going around and around and around this is actually our bleed air pre-cooler so they take advantage of that cold air aloft to pre-cool the bleed air without having to have more openings in the aircraft without having to have another another heat exchanger moving on up we do have a all moving stabilizer jack screw trim it's a very effective throughout the range again this airplane is really if you've trimmed it out it's really a fingertip flier conventional flight controls other than that the anti-ice on the tail is pneumatic boots which is something you can get away with in this speed range and there's a very simple system uses a lot less bleed air and is very reliable conventional trim tabs on all of the surfaces only on the right side or left side rather on the aileron but otherwise conventional moving on through here we have our exhaust port for the freon air external power standard 28 volt external power and then one of my favorite things about the airplane as we come around here which is the cargo door four-by-four door very similar to a pc-12 again and if you if you pull the baggage cage out of here they offer two different sizes of cages if you pull the baggage catch out of here you can get a standard European pallet in here and this is all pressurized cabin accessible baggage I'm sure many guys that are corporate pilots have played Tetris trying to get six bags in the cargo area well here you just eight or ten or twelve you just toss them all in it's not an issue and that door is also silent I worried that this would whistle and make all kinds of noise pumping this up to a you know standard eight point three three Delta P but it doesn't it's silent and it it's sealed tight due to the proximity of the engine unlike the pc-12 this is not usable as a emergency exit but it sure is nice loading baggage pretty easy latching locking and very clear for all of the rollers and shoot bolts to know if you've got your door properly latched here's the trim tab for the aileron and again just one on this side all the flight controls are just bell crank and cable no assist or boost we do have a damper but other than that it's uh it's just aerodynamically balanced and they even thought about some storage they put a tow bar spot for a coat of oil pad all the standard things you need are externally accessible chalks which again they were really thinking about maintenance and operation when they designed this airplane and and really really well-thought-out and I think we missed this on the other side this is again all led all of our recognition and landing lights we want to take a look inside so as you can see it's pretty big cabin for class it's still considered a light jet and even with a flat floor at least a short guy like me can almost stand up and plenty of room and like pilatus normally does a somewhat Spartan but very roomy interior even back here in in the rear seats you have quite a bit of legroom comes in a couple different seating configurations this is the six plus two a two so six executive two commuter seats and we chose this just to save a little bit of weight and also because we're rarely carrying eight people but you can also do eight standard seats in this configuration you lose a foot of your baggage area so you but you still have three by four areas so it's still really massive but you lose a foot of your baggage area to do that or with the full baggage area you can do the six with two galley cabinets with this interior they actually give you that one as well so they give you the carpet and the cabinet's all of these seats under the carpet here are just on em rails only a few minutes to pop one out and replace it with a cabin which really makes it very very versatile for people who might occasionally do cargo or do a mix a couple of guys with fifteen minutes can reconfigure the airplane really nice that way these are also full feature seats they recline they swivel they have armrests inboard and outboard and they also have foot rests that come all the way up and it will lay down all the way on to the back seat and it makes a pretty decent bed both this seat and this seat if you have the double Club they move this forward a little bit and the tables are centered and again if I didn't mention the double Club will give you the full full baggage area as well and get eight executive seats in here but the double Club will feature both of the tables centered and pretty nice tables of well a lot of little things that pilatus does like that makes a nice finish they really think their stuff out for cabin controls instead of a panel what they have is an app and the app does the lighting control up wash down wash and spot also does media it has a media server you can put audio and video on if they want to watch movies you can control your cabin temperature from there and they also have a moving map which right now we're going to hangar so we don't have a GPS signal but with the moving map you're able to see the progress of the flight the airspeed and altitude you're at etc and this is available to anybody with an iOS or Android device that's in the airplane we do have kind of standard PC 12 cabinets for waters and snacks coffee over here again thermoses just like the pc 12 and this area in our entry is also the laughs really pretty clever here we have doors here that are going to come up close off the top this is our avionics cabinet but this door will close and seal off the cockpit once you've done that this comes out and will close the bottom of this and then the lab comes out right there and it's a vacuum flush externally serviced low water lavatory really works very well then sink to wash up also right there and that all packs away just as easy as it opens really very clever laughs wardrobe closet on this side as we come through and here's the office we have a honeywell they call it their a system but it's really like the the apex they put into the pc-12 ng and for that matter like the Gulfstream epic or the Falcon easy it's all really the same core system fully functional FMS you also manage all of your systems through it and for an aircraft of this size it's really decked out we have full vertical coupling step downs descend via on your SIDS and stars auto throttle really makes life easy up here like most Honeywell systems it likes closed flight plans it requires you set up everything and put all the speeds in before going but really once you pass through 400 feet do your after takeoff checks you have very very little left to do between there and your approach all the controls in a standard place the yoke looks a little unconventional it's kind of Nintendo flashbacks on that if if anything you guys have done that but it actually feels like a normal yoke unlike a Phenom or something that has a ram horn at a different angle these are basically at the same angle they would be if it connected on the bottom and really don't feel any different at all got the trim on that side on the back you have your comm button that's your all disconnect and your control wheel steer something pilatus also does on the pc-12 this allows you with the autopilot engaged to make a change and rethink and very very convenient particularly if you're flying and heading in pitch mode for instance or if you simply want to initiate a descent with TCS you can just pull the throttle back hold that button initiate your descent when you like your right you can let go anything's so makes it very very easy a lot of little details up here like in the cabin like we have a map light button on the yoke turn that on and and that of course dims right up there too on the Center pedestal we have most all of our systems controls that aren't digital most of them are are through the panel stuff we may have to get to in a hurry is here again in thoughts about ergonomics something they really spend a lot of time in normal is dark and straight up so there's all these Casas go away after start but you should have a blank screen on the cast message and everything straight up meaning that your pre-flight checks are just it don't really only takes a second everything needs to be pointing north and you're good to go speed brakes right there as I mentioned when you're outside you get half or full quite effective at altitude when you're going fast they really work very well emergency brake as well as your parking brake system right there still have a hand like for us old-school guys your trim system auto throttles your auto throttle you have a go round button on the side and auto throttle disconnect triggers on the front it is full FADEC we have detent and it's really as easy as if you're not using the auto throttles sticking it in the detent one for max continuous thrust one for takeoff and then the high one is ATR now these are kind of soft detents here if you want ATR it takes a push that's your automatic trust reserve that takes you from 3400 a change to 3,600 per side if you if you really need the thrust and most commonly going to be used in an engine failure now it is a TR meaning that on departure it'll automatically trigger if it senses an engine failure flaps again big ol pilatus flaps that come way back and 33 degrees 33 degrees of flaps and and landing on a runway like the 7,500 foot one here you can pretty much not touch the brakes and roll off in the middle so really very very effective with the flaps and the lift dump let's see coming on up and over what you guys go through the the avionics here we do have a full standby gives us heading no nav but airspeed altitude Barrow attitude and heading all right there and it even gives us a little little incline honor a pretty standard fare here we do have soft keys for the radios you don't need the soft keys for everything you can control everything else with the cursor device which we'll show you in a second engine gauges and radios in a fixed pane and all of your your flight instruments here also some controls for overlays over here tks radar we do have synthetic vision we're not getting it right now because in the hangar we don't have GPS position but as soon as it gets that we do a full synthetic vision we can overlay lightning-strike radar traffic other things and use these soft keys and/or the software set up to do all that again engine gauges comms and navs and this over here is then our audio panel we can do dual overlays select nav we can preview a nav so the upcoming or standby nav can be shown on here we can adjust our HSI everything's configurable if you are more familiar with round dials you can you can throw that up and we do have a timer all right there this is a ours there's four revisionary modes we can reference the other side a ours or control the opposite PFD from here for revisionary modes all the redundancy you'd expect radio controls here including a detail button so if you want to get into squelch or frequency change you can do that their volume for each independent radio and squelch here as well also DME if you want to do non-standard DME pairing and a detail page is contextual so depending on what you do it'll give you different options depending on what you're adjusting if you prefer to do it the old-fashioned way you can also simply tune by your dual concentric knob like we're all used to on Garmin gear gear down right there everything else is done through the PFD through the two MFDs the MFDs are controlled through the cursor control device and for an airplane this size again this is this is really nice to have we have a scroll wheel on the front yeah we can see that'll give my little cursor there we also have a contextual page knob and scroll here where we can pull different things up for instance I can go full Waypoint mode if I had a flight plan in there and control everything through there it's where we enter all of our speeds our flight plans speeds and fuel burns weights for weight and balance departure speeds approach speeds SIDS and stars everything's right through there and done right through the cursor there's at least two ways to do everything you can also rubberband the flight plan like you'd be used to doing on computer planning software or add a point by clicking on the point and selecting from the list if I had an active flight plan in this would allow me to add this point to the flight plan or go direct to I can show info pull up the info I can also take that that vor ILS even by clicking on the flag of the ILS and shoot those over here and didn't have one or nav to just push the button shoot the frequency over and you can do all that from the window you can also do a direct - by clicking on the point in your waypoint window and again that gives you a similar menu hold here direct to cross at a certain altitude very very intuitive really just clicking point and you know you have your little trackball and scroll wheel like we're all used to using on a computer right on your control cursor control device you can also page from here page button is on the right side as you see that'll take my cursor from here to here to there and around and an enter button on the other side even in heavy turbulence that's very very easy to use you kind of anchor your hand on that cursor control device and get what you need done and at least two ways to do everything so we also on our data input device here we have a full alphabetical keypad full number pad and some quick buttons some of these to address what we're changing and some specific function buttons like the direct to which we can click on the map and say to elect to we can click in the Waypoint list and select direct - or we can just hit direct and it'll ask us where we want to go and we can type it in oh let's see common nav - we can if you don't want to tune using the dual rotary knob we can do that right from here I can select which other comm I'm I like or if it's already selected leave that alone then just hit comm and type in a number I don't even need to put the 1 so for like you know 1 2 3 5 I can just hit calm and just say 235 enter and it will throw that in a lot of shortcuts like that again very very well thought-out system we also have radar controls here and ground proximity warning Xand overrides format can do revisionary mode so anything we can see on any screen we can put on any other screen and some of those are automatic but we can always address them manually - for instance if this screen was giving me bad info I can simply turn it off and it will reconfigure so I have not screen over here additionally like we're used to with some of the revisionary modes we have in these I can also put reference ABC - instead of a DC one for my air data or even a horse - for my heading and attitude data so anything I can anything presented I can move to another screen should I lose a screener or have bad data one thing that took some getting used to in this plane coming from much more manual planes is getting used to all of the automation full function auto throttles so your standard procedure for a lineup is you'll select your flight mode once you have the flight plan and everything in we will generally go into the go-around mode gives you roll and go around auto throttles which aren't going armed now because we're not powered up but auto throttles that will arm and then either nav are heading whichever is appropriate for the departure once you're lined up and have your checklist complete which actually are all on screen I should probably go go over that briefly here checklists are all on here and you have a button right on the back of your yoke to cycle through the checklist so to go through my checklist I'll just hit go into normal maybe I'm doing a GPU start and I can just click through those so cockpit preparation go into that list and I just click the button on the back of the yoke yes my pre-flight inspection is complete when I get to the GPU it pulls up the electric synoptic so I don't have to do anything there the electric system synoptic I can see pulls right up I can see that all my loads are correct and see what kind of amperage I'm drawing from the GPU and that it's connected click through that as I go down and then I click off of that it goes back to the system summary as I get down here a little later clicking through these we get to the point where it wants us to roll through all of the systems oops there was and when I do that for instance when I get to parking brake again it's going to pull up the brake system synoptic so really it's just a matter of clicking through and make sure the how nine thousand here did everything that he was supposed to do we can also do an active cue so if we have a casts we can just back out go to where we can except abnormal or emergency but even easier is I can just hit the active cue button this will pull up any check lists for any applicable cast messages caution or warning that we have up here so in this case I have an anti-skid fail because it hasn't been initialized yet and oxygen off because I haven't turned it on yet however just by going CL active cue I can hit the list pull the list right up without even taking my hand off the yoke I can click through that and I have access to that check list so very very slick anyway once we have all that set up and we're going to line up we're cleared to line up I would complete the line up checklist would hit go around would enable the auto throttle and what hit the appropriate mode now for heading depending on what kind of departure procedure undone once you're lined up and ready to go the procedure would be simply to stand the throttle when you get it about to this position the auto throttles will take over and we'll pull it up to take off power so at this point I can be focusing on my track on the on the runway and watching from my speeds that'll pull that up to takeoff power by itself I will see take off right here saying the fey deck has selected take off and I will get a bug at takeoff power the calculator take off power we don't calculate takeoff thrust it's all all fey deck we just get a little bug for takeoff thrust and for MCT so I will just make sure that does in fact roll up to the bug and hit takeoff power call airspeed alive because this airspeed this aircraft is so low we use sixty knots as a transition rather than eighty once through 80 we'll get to v1 v1 can often if you're doing a 15s flap takeoff is often in the low 90s can be as high as a hundred and four but often in the low 90s and then up to a hundred and ten at gross if you are doing a flaps eight takeoff which we often do a little bit smoother and you're still only going to use 3,500 or 4,000 feet of runway even with the partial flaps take off so rotation is usually all within a few knots of v1 once we hit rotation v2 is going to be about 10 knots generally over your your v1 of your rotation anywhere from 104 to 114 climbing out at v2 positive rate gear up and it climbs very very quickly so this is where particularly if you're flying it's single pilot you have to be a little bit on top of it 400 feet comes very very quickly we generally see 4000 feet per minute or excess off the runway of course 30 30 420 aside so lots and lots of thrust for an 18,000 pound airplane airplane well under your your kind of three to one performance thrust to weight ratio so that comes pretty quickly standard ops 400 feet flaps up yaw tampon after takeoff checklist once you accomplish that you still when it's cold we'll see three to four thousand feet per minute so you have to think about that through auto throttles after four hundred feet will generally enable whatever the appropriate mode is usually flight level change which is going to mark your airspeed you don't even have to change your air speeds it will auto sequence so it will sequence v2 until you put your flaps up then it will sequence 170 and tell your beyond I think it's 2700 feet AGL once you're beyond that it'll cycle to 200 as a target speed and it does all this by itself so all you have to do is enable the auto throttles and put it in FMS and it will display right here its target speed so if you don't like that you can always go manual and set the speed where you want it and then the auto throttles will meet that speed instead of the scheduled speed after that client speed is 200 knots and it'll take 200 right up to your transition altitude at which point it'll go to 0.59 Mach so you don't climb at a fast forward speed but you get up there very quickly we have seen at Grose from sea level for 500 in a short of 17 minutes generally 18 or 20 but but we'll take it even at that it climbs very fast and you can go straight to 45 as long as your standard not too high above standard temperatures standard or below at gross from sea level straight to 45 is just not an issue in this airplane and can be accomplished another in under 20 minutes once a loft it auto schedules into cruise mode and once you've hit the altitude you've selected it will schedule 0.72 it's 0.7 mock MMO we generally cruise at 0.72 again you can change that go to manual mode and change it if you want if of course you're below your transition altitude then it will schedule 280 which again just gives you a little bit of breath between your there and your 290 vieni on approach it's almost as easy if I didn't mention when you go to flight level change it will auto schedule an auto go to MCT as soon as you put a climb mode in so even that is done by itself then you're generally not touching the throttles again if you're an auto throttle really until you click the auto throttle off on your approach so it just takes care of everything makes life pretty darn easy even if you're single pilot on approach standard configuration is you will it'll again auto schedule as you're coming in it'll fly arrival speeds if there's a rival speeds if you care to put it in V nav if you're giving a a descent via on the arrival you'll simply select the bottom altitude put it in V nav and leave your auto throttles on and it will without any intervention get every speed and altitude all the way down on the arrival by itself with the with the the auto throttles and autopilot once you're cleared as you come in past the speeds on the arrival once you're in the terminal area within 20 miles of your approach it will well starting from below 10 below 10 it will auto schedule to 250 again you don't have to do that it just schedules it and the auto throttles come back to there then as you come in within 20 miles it's going to auto schedule to 170 and that's a good time to hit your first notch of flaps 8 flaps max speed is 200 but generally you're going to put those down from 170 that helps minimize the balloon so 170 once you hit 8 flaps it's going to auto schedule 250 knots from 150 knots localizer alive you're going to go gear down flaps 15 and it'll auto schedule to 135 knots sometimes it's a good idea to warn controllers if you hear someone behind you that you're gonna have even though you just came down at at point 7 for at from 45,000 feet you're going to be flying turbos prop speeds on the arrival but any rate 135 knots at flaps 15 a gear speed is 200 but again you're generally going to be putting those down from your flaps 8 configuration at 150 knots once you're coming in at 135 your final flaps are generally done between your faf and 1,000 feet AGL prior to 1,000 feet AGL so you can be stabilized the last thousand feet when you get there flaps 33 is going to auto schedule to your V ref Plus 10 knots it's up to you to enter your V ref number but if you've done that it auto schedules to V ref plus 10 and will fly all the way down the pipe until you click off the autopilot yacht amp kill everything there auto throttles at the end and from there you can slow down to V ref 50 feet throttles idle make sure your yacht amp is clear and a very very light flare in this airplane it only likes about a 3 degree nose-high attitude that also took a little getting used to but with 3 degree and these low speeds and that big trailing link gear and low-pressure tires a very mediocre landing performance can still make you look like a rock star so really compared to other airplanes I've flown it's a it's really easy to to look like an ace pilot in this era once you down on the ground as soon as there's weight on wheels the entire wing will open up as we showed you before we get auto lift dump as soon as there's weight on wheels all four of those panels open up and even then you you come off the back of your seat just a little bit without having touched the brakes the one caution if anyone wants to try to fly one of these as the nose wheel is a little heavy just about as far as they could for reasons of fadh because this is approved for unapproved runways and due to that there's a long distance between there and the nose gear so the nose wants to come down very rapidly you need kind of a double flare so as you're coming in 50 feet throttles to idle a very gentle flare just a nice slow back get about three degrees nose high and once those means touch the lift dumps going to come up and the nose wheels really going to want to come down so the action is just a very light flare that three degrees mains down now you're doing this nice and smooth to try to land the land the nose wheel softly once you get the nose wheel up you can if you're in a short runway you can start applying brakes it does have a good anti skid system although honestly I even going into 3,800 foot strip I've never triggered the anti skid you just don't need that much brake with all these low pressure tires 55 on the nose 70 on the mains and and five wheels you have all that rolling resistance we have four big boards standing up acting as air brakes and you've gotten rid of all your lift just that alone without any brakes really just saps all the energy from it and it very quickly will slow down all by itself if you do get on the brakes they're very very effective and 3,800 or 4000 foot runway is just not even a challenge in this airplane well I hope you guys enjoyed this walk-around of the PC 24 and I don't know let's say after that mmm-hmm [Laughter]

Channel: ErikJohnston

Views: 280,826

Rating: 4.9119353 out of 5

Keywords: Pilatus, Pilatus PC-24, PC-24, PC24, Pilatus Jet, Jet, Business Jet, Corporate Jet, Corporation, Travel, Luxury, Utility, Work, Aviation, Flying, Airport, Hangar, Runway, Landing Gear, Landing, Takeoff, Performance, Walkaround, David Morris, Pilot, Tour, Interview

Id: K4L0i4hcCjs

Length: 47min 38sec (2858 seconds)

Published: Thu Nov 28 2019