fourballs (furr balls?)
In the event of engine failure the PC-12 has two significant advantages over the van.
1. Its cruising in the flight levels, so has altitude to play with.
The van is usually 10,000' or lower, less options
2. It has a typical TAS of 240 kts, plenty of penetration speed for gliding and a huge margin above best glide speed.
The van is typically 160 kts with a pod, and a bit slower with floats.
Height plus speed are good things to have in your bag of luck and definitely increase your options.
The van does glide beautifully, especially when feathered, the PC-12 even better.
The van in IFR RPT ops (for which it should never have been approved) has to meet ASETPA (Approved Single Engine Turbine Powered Aircraft) requirements.
RFDS has a working engine failure in IMC (dont even think about night) procedure for the PC-12.
Vans operated to ASETPA criteria in RPT need a means of carrying out a dead stick instrument approach to a forced landing.
One method is to use a database of surveyed ALA's such that the aircraft arrives over the top and continues to descend in a pseudo LLZ/DME runway aligned approach.
Quite an exciting procedure and if flown correctly can be a great confidence booster.
Will post a diagram when I work how to include a PDF.
The following is part of the procedure based on a King KLN89B / KLN90
4-2 ASETPA - Initial Procedures
♦
Initiate after positively identifying that engine has failed
Secure Engine
1 Airspeed 85 - 95 kts
2 Power Lever Idle
3 Propeller Feather
4 Fuel Condition Lever Cutoff
5 Flaps Up
6 Fuel Boost Off
7 Fuel Shutoff Off - Pull Out
8 Ignition Normal
9 Stanby Power Off
10 Electical Load Reduce
GPS
11 NRST Press
12 Airfield type - Rotate Outer Knob ENT Press
13 D Press
14 ENT Press
15 Track & Distance to Airfield Displayed
16 Heading Turn to Track
17 HSI Course bar Turn to Track
CDI Scale (setting to .3 nm)
18 CRSR Press
19 CLR Press Button x 2
20 Rotate Inner Knob .3 nm
21 CLR Press
Airfield Information (If required)
22 Outer Knob Rotate Counter clockwise
23 Cursor ACT
24 Inner Knob In Rotate Counter clockwise
25 Rotate Outer Knob clockwise Cursor at NAV
26 Track to Airfield
27 Airspeed Best Glide for weight ~ 700 fpm (refer placard)
28 Mayday Transmit intentions
Cessna 208 - Emergency Checklist Part B
Page two graphics still to come when I learn how to paste it
4-3 ASETPA - Approach Procedures
♦ Check Height above Airfield and decide which approach to carry out
♦ Optional - Right Hand Circuit may be used
Type of Approach
1 > 5000' above GPS Reference High Holding Approach
2 > 2500' " GPS " Mid Level Approach
3 < 2500' " GPS " Abbreviated Approach to FAF
High Holding Approach > 5000' Mid Level Approach > 2500'
1 2 1
Overhead GPS Reference
IAP
4 OBS Mode Select
5 Course bar Runway Direction
6 Heading 45° to Runway Direction for 1 nm
7 Turn Left Rate 1 (15°)
8 Intercept Course bar & Inbound Track
9 Track to Final 600' @ 1 nm
10Flap As required
28Landing → 4-4 Power Off Forced Landing
Cessna 208 - Emergency Checklist Part B 01 July 2003
(This procedure is based on the King KLN89B GPS)
Chart iconsΔ IAF > 5000'
Δ IAF FAF 600' FAF
* GPS Ref Pt
* GPS Ref Pt 1 nm
Δ IAF > 2500'
Δ IAF FAF 600' FAF
* GPS Ref Pt
* GPS Ref Pt 1 nm