HISTORY OF THE PILATUS PC12

Pilatus Aircraft was founded in 1939.

Its first aircraft project, in 1941, was a single-seat military trainer, designated the P-1. No aircraft were ever built.

For the next 46 years Pilatus designed and built single-engine piston/turbine trainers-transporters and gliders for military and civilian use. During this period they also twice considered production of a twin-engine with one proof-of-concept built and flown in 1965!

In 1987 development work on the PC12 was begun. The next seven years saw a full size fuselage displayed at the 1989 Atlanta NBAA convention, a proof-of-concept prototype built in 1990 with its 1st flight on 31 May 1991. Federal Office of Civil Aviation (FOCA) type certification was approved 30 March 1994 followed by FAA type certification approval on 15 June 1994.

The following list will be in chronological order including important changes to the aircraft. Production year numbers are approximate and do not mean delivery time.

Note: The following items were never considered standard equipment but offered as optional for MSN 101-888:

  • 2nd Pitot-Static System
  • 2nd Attitude Heading Reference System (AHRS)
  • 2nd Electronic Flight Instrumentation System (EFIS)
  • 2nd Battery
  • Emergency Power System (EPS):
  • MSN 101-400: For Standby Attitude Indicator with two additional options
    • Nav 1 also powered by EPS
    • Nav 1 and GPS also powered by EPS
  • MSN 401-888: For Standby Attitude Indicator only
  • Cockpit Foot Heater
  • Rotating Beacons

  • Takeoff Gross Weight PC12/41
  • Stall Speed:      59 KIAS
  • Rotation Speed-Flaps 15°: 78 KIAS
  • Rotation Speed-Flaps 30°: N/A
  • 15 July 1994 FAA Approved PC12/41
  • 1994 MSN 101-108 [8] Total produced for year
  • 1995 MSN 109-120 [12] Total produced for year
  • MSN 101-111:  produced with the Engine Instrument System (EIS) display used in the PC9 (see photo). Currently not upgradeable.
  • MSN 112    First of two standard EIS displays [2nd display type starting at MSN 321, 401-888]

  • 1st PC12 produced with Known Ice Certification. MSN 101-128 offered upgrade.
  • One of the first aircraft manufactured for Known Ice with flight-testing in actual conditions required. In this case going to Iceland and Germany for extensive testing and modifications to satisfy the updated FAA Known Ice requirements following the Roselawn, Ill.  ATR accident

  • 03 June 1996 FOCA approved 4500Kg (9921 LBS) Maximum
  • Takeoff Gross Weight: PC12/45
  • Stall Speed: 64 KIAS
  • Rotation Speed-Flaps 15°: 79 KIAS
  • Rotation Speed-Flaps 30°: 73 KIAS
  • 31 July 1996 FAA Approved PC12/45
  • PC12/45 Starting with MSN 150 [Service Bulletin option for earlier]
Note:  To my knowledge there are less than 6 PC12’s without this SB. Upgrade includes a modification to the Main Gear struts, tires upgraded to 60 psi, soft surface-type, and brake fluid changed to a higher temperature grade. The stall system is also modified for the higher weight along with the associated performance data.

  • MSN 161 and after:
    • Fuel Shut Off lever-latch Installed. Prior/current aircraft the Fuel Shut Off lever is identical to the ECS Shut Off level residing in close proximity. Possible confusion resulting in accidental shut off of fuel versus ECS (Environmental Control System-Bleed Air) without the latch present. [Service Bulletin option for earlier]
  • MSN 162 to 683:
    • Crew Seats Adjustment Mechanisms (Modified) Up/Down selector handle located on Inboard/Aft side of crew seat. Prior to change both the fore/aft and up/down Selector handles were located forward/center under seat. [Service Bulletin option for earlier]
  • MSN 181 and after:
    • Modified under floor heat ducting for better cabin heating. Before change-one heater was for the cockpit and other for cabin. After change-one heater for right duct wall of cabin and one heater for left duct wall. [Service bulletin option for earlier]
    • Engine Starter timer increased to 60 seconds from 30 seconds for improved cold weather start performance. [Service Bulletin option for earlier]
    • Master Oxygen Shut-Off lever installed in cockpit. No Shut Off prior to this change. [Service Bulletin Option for earlier]
    • Static Dischargers (Set)- 12 Static Dischargers versus 17 Static Dischargers prior. [Service Bulletin option for earlier]
  • MSN 184 and after:
    • 2nd Main Battery installation (factory only)
    • Choice of Nicad or Lead-Acid Batteries for Main Battery Power.
[Service Bulletin optional for earlier-battery change only]

  • MSN 200 and after:
  • MSN 202 and after:
    • Improved heat coverage for windshields. Approximately 75% of windshield heated earlier aircraft versus 95% later aircraft. [Service Bulletin option for earlier]
    • Wing Tip Modification- Option for Tiplets [Reduced size Winglets] versus the then standard “Biglets” Wing Tips (crosswind performance).
  • MSN 231 and after:
    • Engine Starter System-Auto: improvement.
      • Once Starter activated, remains ON until gas generator speed approaches 50%. Prior system is either a 30 second or 60-second timer with manual disengage by Pilot before time expire. [Service Bulletin optional for earlier]
    • External Power System: Battery charging and Voltage protection
      • Main Battery (or Batteries) can be charged while External Power is active and improved over/under volt protection. Prior aircraft Battery could not be charged due to voltage concerns. [Service Bulletin optional for earlier]
    • Generator 2 improvement: Install improved Generator and removed GEN 2 Reset Switch from overhead Electrical Power Management Panel- (EPMP) [Service Bulletin optional for earlier]
    • Hydraulic System Reservoir (located inside the Forward Cargo door frame) modified for fluid service at reservoir and an added fluid sight gauge. Prior aircraft require hydraulic fluid service through wing access and fluid level check by maintenance only. No Service Bulletin available

  • MSN 251 and after:
    • Improved Cabin Thermal & Acoustic Insulation, Under Floor Insulation and drainage. [Service Bulletin optional for earlier]
  • MSN 261 and after:
    • Generator 1 Volt /Ammeter installed overhead Pilot’s seat next to Electrical Power Management Panel. [Service Bulletin optional for earlier]
    • Air Intake Deice Lip: Stainless Steel and improved attachment to cowling. Prior aircraft the steel would discolor over time and the Intake Lip attach points to the composite cowling could crack.
  • Service Bulletin for MSN 180-260 only.
  • Ignition System (Auto):
    • Remains ON if Inter-Turbine Temperature (ITT) of less than 500°C and Engine Instrument System (EIS) Gas Generator speed is 10% or greater.
    • New Glare shield: Improved coverage for Flight Instrument visibility. [Service Bulletin optional for earlier]

  • MSN 321-888:
    • Environmental System improvement.   One of the two under floor cabin heaters is moved toward the rear of the cabin and given an in-flow vent from beneath the cargo area floor space for better cold air movement (at floor level), drawing the air through the heater and re circulated through the right side cabin Environmental Control System (ECS) ducting. The heater, known now as the Cabin Heater and switched as AUTO, has an adjustable thermostat to control its operating cycle. The other cabin heater ducting was modified to heat the under floor exclusively, where the majority of the avionics are located with residual heat rising through the floorboards for the cabin area.
    • Prior aircraft had activation control of the right and left heaters, switched as LOW/HIGH respectively (see MSN 181 and after), with LOW for the right ECS ducting and HIGH adding to the left ECS ducting but with no thermostatic control or under floor heating.
      • Flap Reset Button: The protection system for the Flaps could fault the Flaps when operating on un-improved airstrips due to rough surfaces while operating the flaps causing no further use of the flaps until maintenance inspection/reset-on site. It was determined that the vast majority of the Flap System faults are simply a reset procedure. A reset button was installed behind the co-pilots seat to facilitate re-activation of the Flaps System upon determination of no system anomalies. [Service Bulletin optional for earlier]
  • MSN 322-400:
    • Called the “Series Nine” aircraft; these were the last production aircraft before a cockpit control / annunciator panels and EIS Display changes. The other “Series 1-8” aircraft begin with MSN 101. Sales, Service and older PC12 Drivers are referring to all of the pre-MSN 401 aircraft as “Series 9”. This would only be a correct statement if all of the listed Service Bulletins were complied with along with the environmental system improvement, which has no Service Bulletin available but has been accomplished at the Service centers upon request.
      • ELT Remote Control /Monitor Panel (RCP) – Prior to this manufacture series an ELT RCP was not installed in the cockpit requiring the pilot to check the ELT status by external inspection where the ELT resides. [Service Bulletin optional for earlier]

  • MSN 321, 401-888: Called the “Series 10” aircraft; the cockpit was modified with following changes-
    • The [Electrical] Overhead Panel, formally called the Electrical Power Management Panel (EPMP) was changed from rocker style switches to toggle type.
      • The panel schematic layout is changed so that the GEN 1 toggle is over the pilot (opposite side on earlier aircraft) along with other switch positions changes and annunciations. Also new to this panel is the Battery Volt /Ammeter [located on the EIS on earlier aircraft], a Master Emergency Power Switch (Guarded) instead of the Gang bar found on the earlier aircraft-prone to inadvertent shutoff of the entire electrical system entering /exiting the cockpit! and a  Standby Bus (known to some as a Ground Clearance selector) which will power, when toggled ON, the Audio Panel, the #1 Nav/Com/GPS, (if a Garmin) and an avionics blower direct from the Battery.
      • Added to either side of the [EPMP] are groups of push on-push off type switches
      • They are: Engine Starting, Ignition, Fuel Pumps, System Tests, External Lighting, Deice and Environmental (Auxiliary). All of these switches resided on either side of the pilot’s control yoke and behind the left side of the pilots seat in earlier aircraft.
      • Engine Instrument System (EIS) Display: Added to the display are the following:
      • Generator 1 [GEN 1] Volt /Ammeter (replacing where the Battery Volt/Ammeter resided on the earlier EIS).
      • Two new annunciator’s, CHIP (amber) and STORE (green) next to the two existing annunciator’s (amber flag and red flag) from earlier EIS display.
      • The CHIP annunciator is illuminated by a new system called the Optical Debris Monitoring system (ODM), which was not installed in the PC12 until MSN 534, retrofitted for earlier Series 10 aircraft only.
      • The STORE annunciator is illuminated by a new Engine Condition Trend Monitoring (ECTM) system. This system records all engine parameters plus airspeed and pressure altitude, above 10,000 feet MSL-level, cruise plus all starts and abnormal conditions. A memory data storage card/slot is located on the front of the EIS for easy card removal/replacement.
      • This EIS/ECTM and ODM are not offered for earlier aircraft due to different EIS functions of Series 10 version.
      • Central Advisory and Warning System (CAWS) updated: Annunciator Panel – The CAWS panel [see drawings/pictures of both] has an additional row of annunciator’s (48 total) versus 42 for the earlier aircraft to help address a lack of some earlier system annunciations. The color BLUE has been removed from the current panel for better use of the annunciator’s, while RED-AMBER-GREEN remain in use for both versions.
    • CAWS computer update – Voice callouts are added for all Red annunciations, including EIS Red and the amber Flaps Asymmetry annunciations.

  • MSN 521 and after: Engine Condition Lever-Guard.
    • To protect the pilot from inadvertently selecting Cut-Off (instead of Ground Idle) of the Condition Lever after landing.
    • Prior to this installation approximately 12 inadvertent Cut-offs occurred resulting, in most cases, of a then re-introduction of fuel causing major internal damage to the engine $$$. [Service Bulletin optional for earlier]
    • MSN 534 and after: Optical Debris Monitoring System (ODM). The ODM is installed in-line with the return engine oil. It measures free-floating particles in the oil system through an optical sensing device. Once a pre-determined threshold is meet it sends a signal to the EIS [CHIP] annunciator to alert the pilot of potential oil contamination. [Service Bulletin optional for earlier Series 10 aircraft only]

  • 14 Dec. 2005
    • FOCA Approved 4700 Kg (10450 Lbs)
    • Maximum Takeoff Gross Weight        PC12/47
    • Along with the modification to the stall system and the applicable performance data the following improvements were added:
      • Improved aileron roll due to the addition of anti-servo tabs (called Fletner Tabs) to both ailerons. A further modification to the wingtips; canting 45° outward (used on the PC21).
      • Full time aileron-rudder interconnect. Prior to this “series” the aileron-rudder interconnect was control by the degree of flap deployment.
    • The crew seats (new seat manufacturer) have been modified for reclining (will depend on leg length), more lumbar support and an adjustable headrest (none on earlier crew seats).
Note: At this time all of the PC12/47 improvements are not available to the earlier aircraft
  • 23 Dec. 2005
    • FAA Approved PC12/47
    • Stall Speed:      67 KIAS
    • Rotation Speed-Flaps 15°: 82 KIAS
    • Rotation Speed-Flaps 30°: 76 KIAS

  • Jan. 2006 MSN 684 – 888
    • Start of Improved PC12/47

  • Last PC12/47 delivered 06/2008

  • The PC 12 NG, also known as the PC 12/47E, is the PC 12/47 with several more improvements.
    • 1st – A larger thermodynamically rated engine [1824 Thermal eshp], the PT6A-67P. This engine, while still flat-rated the same as the legacy PC12 engine, the PT6A-67B, has more available power during climb and cruise. This results in an increase in climb of approximately 300 fpm and cruise speed of 20 kts over the legacy PC12’s. Range basically stays the same since the increased speed means increased fuel burn.
    • 2nd – The Honeywell APEX system. The “all glass” cockpit is an FMS (Flight Management System) designed for the single-pilot. The standard system consist of three screens, the PFD (Pilots Flight Display), the INAV / Situational Awareness MFD (Multi-Function Display) and the Systems MFD. An optional right side PFD is offered to completed the cockpit. All Flight information, communications, navigation and autopilot (new) functions are integral to the APEX.
      •  The pilots PFD (and optional co-pilots PFD) incorporate a Digital Flight Display, Engine instruments, HSI and Dual-Communication/Navigation/Transponder information. A PFD control panel located next to the PFD allows setting of all necessary functions.
      • The INAV/Situational Awareness MFD is the location for Flight planning and the the Moving Map display. Of course the flight planning database allows for Airways/SID’s/STARS/Approaches and sets up the aircraft Environmental System, which is now fully automated. The Moving Map display, like similar MFD’s, will overlay Radar, Traffic, Terrain as well as other select ground features.
      • The Systems MFD is as the name implies. This display is for the aircraft systems and monitors. The CAS (Crew Alerting System) replaces the CAWS (Caution and Warning System) used in the earlier PC 12’s. The aircraft is now “wired” extensively and the CAS will let the pilot (and maintenance) know if anything is amiss. Their also are the Landing Gear System, Flap/Trim System, Fuel System, Electrical System, Ice Protection System and Environmental System indications. Included on this MFD is an Avionics / Systems area to select or de-select, monitor-confirm sensor operations.
      • To control the two MFD’s, as well as parts of the PFD’s, their is now one, large MFD Controller located on the center console. This controller can select communications and navigation via a alphanumeric keypad, control the radar, hot keys for direct functions, and has a joystick/select function for multiple tasks.
      • The AFCS (Automatic Flight Control System) is a new autopilot integrated with the APEX. The AFCS offers generally the same functions as the older autopilot with differing control names and more robustness to the system components.
      • Dual Audio panels round out the cockpit. Each panel can accommodate 5 COMM’s, 2 NAV’s, 2 ADF’s, 2 DME’s and 1 AUX.
    • 3rd – The Electrical System has been improved by the addition of a second, 300-amp Generator (the new engine). This has allowed Pilatus to simplify the electrical operations even more than before (didn’t think that was possible but it is). The majority of the operations are now automatic and do not require pilot input. Also standard to the system is two Batteries, NiCad or Lead-Acid, to improve starts (especially during winter) and for emergencies.
  • The 47E is currently evolving through software, avionic, cockpit control upgrades (Build 8.7 is latest as of Jan. 2013).
    • Cursor Control Device (CCD) standard MSN 1176 and after
    • Electronic Standby Instrumentation System (ESIS) upgrade, MSN 1271 and after
  • The 1100th PC12 (47E MSN 1312) was delivered Nov 23, 2011. Plane happens to reside near my location, have flown for operator several times since.
  • January 2014, MSN 1451 starts new updated version with the following standard equipment:
    • All external LED lighting
    • Electric Landing Gear system
    • Wireless Connected Flight Deck™ system
  • Cockpit Voice Flight Data Recorder (CVFDR) MSN 1471 and after
  • April, 2014, 20th year of PC12 production
  • February, 2015 1300th PC12 delivered
  • May, 2015 1300+ PC12’s pass 5 million flight hours
  • As of this update MSN 1587 delivered early December, 2015.

  • CCD installed, Service Bulletin for earlier

  • Parker Brakes become standard Steel Brakes

  • 1st version Light Data Recorder [LDR]
  • L3 ESIS installed – replace Thales ESIS

  • Pilatus extends fleet service life to 25,000 Hours / 30,000 flights

  • Electric Landing Gear System – Standard, also All External Lights LED
  • 1st version Connected Flight Deck

  • 5 Blade Hartzell becomes Standard Propeller
  • Passenger door handle flush, All Interior LED lighting
  • Kannad Integra ELT/eNav Standard

  • 1000 nth PC12 delivered

  • PC12 EASA Approved for Commercial Single-pilot IFR operations in Europe.

  • Last PC12/47E NG production

  • 1st PC12/47E NGX production

Currently, as of March 2020, ~1050 PC12’s registered in United States

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