PC-12/45 · N49LM · MSN 163

⚠︎ Inertial separator — must be OPEN

“For takeoff and landing on runways covered with surface snow, ice, standing water, or slush, the inertial separator must be open.” POH 4-45

“For flight in heavy precipitation the inertial separator must be open.” POH 4-45

Before entering icing conditions: “1. PROP ON 2. INERT SEP OPEN 3. BOOTS 3 MIN or 1 MIN as required” POH 4-19 (also before takeoff if icing expected, 4-17)

After departure of icing conditions with residual airframe ice: “PROP Maintain ON · INERT SEP Maintain OPEN — This ensures that the stick shaker/pusher system is maintained in PUSHER ICE MODE.” POH 4-20

“Inertial Separator OPEN, if operating on unprepared surface” POH 4-11, 4-13, 4-22

Icing conditions can exist when (POH 2-15):

“The outside air temperature (OAT) on the ground and for takeoff, or total air temperature (TAT) in flight, is 10°C or colder, and visible moisture in any form is present (such as clouds, fog or mist with visibility of one mile or less, rain snow, sleet and ice crystals).
The OAT on the ground and for take-off is 10°C or colder when operating on ramps, taxiways or runways, where surface snow, ice, standing water, or slush may be ingested by the engine, or freeze on the engine, or the engine nacelle.
There are visible signs of ice accretion on the aircraft.”

Effects: door fully open in ≈30 s, green INERT SEP caption (4-46). “When the engine inlet inertial separator is open during flight at altitudes above 5000 ft, the maximum torque available can be reduced by up to 1.2 psi in non icing conditions, and up to 2.1 psi in icing conditions.” (9-08-97). Supp 8 icing performance corrections already include inertial separator open (9-08-96). No separate inertial-separator distance correction is published for non-icing takeoff/landing.

Icing — PC-12/45

Weights (PC-12/45)

CG limits (inches aft of datum, 9-08-9)

Straight-line variation between points. Datum 118 in forward of firewall.

Airspeed limits

About

Offline web app for Pilatus PC-12/45 N49LM (MSN 163). All data comes only from the owner's approved Pilatus POH 01973 Rev 27 (1 Sep 2026) including Section 9 Supplement 8 (PC-12/45). Supplement 8 values override the basic POH; the basic POH is used only where Supplement 8 is silent.

Research aid built from Pilatus POH 01973 Rev 27 with Supplement 8. Not an approved flight planning tool — verify with the approved POH.

Charts were digitized from the vector line-work of the PDF (not hand-traced) and evaluated by linear interpolation between the printed curves/guide lines. Outside the drawn curves the app shows “outside chart” and never extrapolates. Validation vs every printed chart example: within 1.0 % (see report). Inputs are stored only on this device (localStorage).

Sources (POH page)

• Weights, CG envelope: Supp 8 Section 1/2 (9-08-7, -8, -9); C.G. Envelope Fig 6-9 (9-08-117/118); freight 9-08-10; placards 9-08-11
• Loading form, arms, +538 lb-in gear moment: Supp 8 Fig 6-8 (9-08-115/116)
• Crew arm 160.27 in, seat hole 0.69 in: Fig 6-16 sheet 1 (6-28)
• Baggage arms 371.0 (frame 34) / 361.0 in (frame 32): Fig 6-16 sheets 2–3 (6-29, 6-30). Note: Supp 8 Fig 6-8 prints 370.87 for frame 34 and labels the 215-lb example as frame 32 while its moment (79,765) uses 371.0.
• Fuel moments: Fig 6-16 sheet 4 (6-31); 6.73 lb/US gal: 1-19; usable fuel: 2-21
• Passenger arms by interior: STD-9S 6-01-5; STD-6S-3B 6-02-5; EX-6S-1 6-03-5; EX-6S-2 6-04-5; EX-8S 6-05-5; EX-4S-3B 6-06-5; EX-6S-STD-2S 6-07-5; EX-4S-STD-4S 6-08-5/7
• Luggage limits by interior / net: 2-27; cargo arm method: 6-26/27
• V_O: 9-08-8 (9,921/9,480 lb), 2-2 table (≤9,039 lb); V_MO/V_FE/V_LO/V_LE: 2-2; normal/approach/go-around speeds 9-08-14; emergency 9-08-12/13; icing 9-08-16, 9-08-97, 9-08-102
• Stall speeds: Fig 5-12 (9-08-20), digitized
• Takeoff: Fig 5-17 ASD F30 (9-08-25), 5-19 GR F30 (9-08-27), 5-21 total F30 (9-08-29), 5-23 ASD F15 (9-08-31), 5-25 GR F15 (9-08-33), 5-27 total F15 (9-08-35); V_R/V₅₀ tables on those charts
• Landing: Fig 5-63 total F40 (9-08-88), 5-65 GR F40 (9-08-90), 5-67 total with reverse (9-08-92), 5-69 GR with reverse (9-08-94); flap factors 0°/15°/30° = 1.83/1.31/1.22 (9-08-19)
• Icing corrections: Tables 2, 3, 4 (9-08-98, -99, -101); Tables 13–20 (9-08-107 … -114); Table 1 stall (9-08-97)
• Best glide & glide distance: Fig 5-59 (9-08-84)
• Demonstrated crosswind: 9-08-15; gust rotation advice V_R+10: 10-1; dry tarmac basis & chart altitude range: 5-1
• Inertial separator: 4-11, 4-13, 4-17, 4-19, 4-20, 4-22, 4-45, 4-46; icing conditions 2-15; torque effect 9-08-97

Not found / not included: aircraft-specific BEW (from owner's W&B report), MAC length (not published, so no %MAC), ground-roll factors for landing flaps < 40°, wet/contaminated-runway corrections, any gust factor for distances.

Flap suggestions — advisory, POH sources

• Takeoff (flaps 15° vs 30°): compares total distance to 50 ft (Fig 5-21 F30, 9-08-29; Fig 5-27 F15, 9-08-35) vs TORA, accelerate-stop (Fig 5-17, 9-08-25; Fig 5-23, 9-08-31) vs ASDA, and – if an obstacle ≤ 50 ft is entered – the 50 ft point vs obstacle distance from brake release. The setting with the larger minimum margin is suggested; a setting whose demonstrated crosswind (F15 25 kt, F30 20 kt, 9-08-15) is exceeded is used only if no other fits.
• Climb beyond 50 ft: the POH publishes no takeoff climb-gradient or takeoff flight-path data (the only “Climb Gradient” is a definition, Section 5 terminology). Maximum Rate of Climb – Flaps 30° (Fig 5-30, 9-08-38: 85 KIAS) and Flaps 15° (Fig 5-32, 9-08-40: 95 KIAS) are for landing gear retracted and maximum climb power; they are shown for reference as rates only. Obstacle clearance above 50 ft therefore cannot be computed from approved data.
• Icing: “The flaps must be set to 15° for takeoff. The use of flaps 30° for takeoff is prohibited.” (9-08-97). “The flaps must be set to 15° for landing. The use of Flaps 30° or 40° for landing is prohibited” (9-08-106). Final check: “With residual airframe ice SET maximum 15° · Boot failure Maintain at 0°” (4.14.2, 4-23).
• Landing crosswind: 4.14.2 note (4-23): “For flap settings for crosswind operation, icing conditions and associated landing performance, refer to para 4.2 and Section 5.” Para 4.2 (Supp 8, 9-08-15): Maximum demonstrated crosswind (not a limitation) flaps 0° 30 kt, 15° 25 kt, 30° 20 kt, 40° 15 kt. The app suggests flaps 40° when the crosswind (gust component if a gust is entered) is within 15 kt, otherwise the greatest flap setting whose demonstrated value covers it and whose factored distance fits the LDA.
• Reduced-flap distance: “When landing with flaps set to less than 40°, the total landing distances will be increased by the following factors: 0° 1.83, 15° 1.31, 30° 1.22” (9-08-19, 5-1). No ground-roll data exist for flaps < 40°.
• Turbulence / gusts (10-2): “In conditions of strong turbulence it is recommended, if runway length permits, to fly the approach with reduced flap deflection to increase IAS and aileron efficiency. It is also recommended to increase the approach speed for the chosen flap setting by 50% of the difference between the wind mean speed and max gust speed.” Takeoff (10-1): “In gusty conditions it is recommended to rotate at V_R + 10 Kts.” Crosswind landing technique: wing-down sideslip from ~100–200 ft, no heavy braking in strong crosswind (10-2); see also 4.23 (4-44).
• Approach speeds by flap: 4.2 (9-08-14) at 9,921 lb: F0 118, F15 98, F30 89, F40 84 KIAS; F40 by weight from Fig 5-63 table (9-08-88).
• Wind: the steady component is entered into the chart wind grids; the charts’ guide lines carry the headwind/tailwind effect and the POH states no additional factor, so none is applied. Out-of-chart wind (tailwind > 10 kt, headwind > 30 kt) is flagged, never extrapolated.