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THE TRUTH ABOUT SINGLE-ENGINE SAFETY, PERFORMANCE, AND ECONOMY IN THE PILATUS PC-12 NG.

“IF I ONLY HAD A BRAIN” We humans are not half as objective as we would like to be. A little well-executed sleight of hand can make us believe in magic; a few squirrels in the attic can convince us a house is haunted. Despite our powers of reason, it takes only a little expert prodding of our right brains to make the smallest fears grow into great ones. Orson Welles’ radio drama caused panic in the streets. Hitchcock made us terrified of seagulls. Spielberg confined half a generation to dry land. (The other half was out hunting sharks.)

A PARALLEL EXISTS IN AVIATION People have been talked into an irrational fear of single-engine aircraft based on the general premise that airplanes with two or more engines are significantly safer. Proponents of multi-engine superiority have so demonized single-engine planes, it’s a wonder they haven’t been systematically wiped out by panic-stricken pilots. (Little surprise many of those perpetuating the myth of multi-engine safety make their living building, flying or selling multi-engine aircraft.) Yet, in spite of the prolonged campaign against them, single-engine aircraft are alive and...

SAFETY & THE SINGLE ENGINE The most persistent myth about single-engine aircraft is that they are less safe than multiengine aircraft. That’s simply not true of today’s advanced turboprop singles like the PC-12 NG, and a wealth of independent safety statistics proves it. Admittedly, there was a time when all aircraft engines — reciprocating, turboprop, and jets — were far less reliable and powerful than their modern counterparts. Particularly on transatlantic flights, additional engines were welcome and served as necessary insurance against a powerplant failu

THE MULTI-ENGINE MINDSET In the early days of aviation, aircraft engines lacked both power and reliability, and multiple engines were needed to lift high payloads and deliver them dependably to their destinations. Since the failure rate of engines was high compared with those on modern aircraft, adopting a multi-engine mindset was not only appropriate, it was an act of selfpreservation. “The more engines the better” was the philosophy, and it gave rise to a bevy of multiple-engine planes, the B-36 and B-52, the DC-4, -6, and -7, and the Lockheed Constellation among them. THE CULT THICKENS...

“SINGLES ARE FOR SISSIES” There’s another reason singles are perceived as inferior to multi-engine planes. Pilots in training usually learn to fly in singles. Later they move on to multi-engine aircraft to earn their commercial ratings and build time. Once they’ve invested the time and money in training to become multi-engine pilots, few want to fly an aircraft they associate with their “greener” days. They’ve joined an elite group who have mastered more complex and, by extension, more challenging aircraft; to return to singles once they’ve graduated to twins would seem, at least among...

THE MOVE TO “LESS IS MORE” The military has long seen the advantage in single-engine tactical aircraft — the F4U Corsair, P-51 Mustang, A-4 Skyhawk, and F-16 Fighting Falcon — which carry a much higher percentage of their gross weights as payload than their multi-engine counterparts. As the sophistication and reliability of aircraft engines have increased, more manufacturers are trending back to fewer engines. Fewer engines result in less fuel consumption, lower maintenance costs, and higher payload/range capabilities. The trend can be seen in commercial aviation with the airlines’ move...

’34 - Stearman Kaydet and Messerschmitt Me109 ’32 - Beech 17 Staggerwing ’27 -

SPINNING THE TWIN Over the years, some pretty tortured logic has been used to muddy the waters on the issue of the safety of single-engine turboprop aircraft. Occasionally, we’re blessed with moments of clarity. Richard N. Aarons, writing on single and twin-turboprop comparisons for the FAA’s Accident Prevention Program, cites this finding by the NTSB: “An engine failure-related accident in a twin-turboprop is four times more likely to cause serious or fatal injuries.” Two important factors contribute to the greater danger in twins with a failed engine: asymmetric thrust and altitude. In...

Accidents per 100,000 flight hours, U.S. & Canadian Registered Aircraft - Certification through 2015 Single-Engine Turboprop Aircraft Accident Analysis, Robert E. Breiling Associates, Inc, April 2016

THE FACTS ARE IN Don’t just take our word for it. Independent analyses compiled from government safety statistics tell an even more compelling story. The table to the left, published annually by Robert E. Breiling Associates, Inc., presents a summary of accident data by model and type of aircraft. The numbers clearly indicate that the single-engine turboprop fleet has actually established a lower accident rate than that of the twin-engine turboprop fleet of aircraft. As a result of careful design, robust construction, rigorous training, and continuous focus on safety, the Pilatus PC-12...

THE POWER OF 1 The concept of outfitting a light and efficient airframe with one massively powerful engine isn’t new; it’s been demonstrated in tactical military aircraft such as the F4U Corsair, P-51 Mustang, F-86 Sabre, and F-16 Fighting Falcon. Pilatus borrowed the concept (and little else) when it set out to produce a “clean sheet of paper” aircraft that married state-of-theart structural design with a powerful, turbine engine. The PC-12 NG’s forward mounted engine keeps the propeller away from the cabin for increased passenger safety and comfort. “SINGLE” DOESN’T MEAN SMALL When most...

GOING SOLO Multi-engine aircraft have virtually no advantage over single-engine turboprops when it comes to safety. New-generation single-engine turboprop aircraft such as the Pilatus PC-12 NG, however, can have tremendous advantages over comparable twins when it comes to performance and economy. BORN TO GLIDE The PC-12 NG is virtually a Short Takeoff and Landing (STOL) aircraft. At maximum gross weight and a cruising altitude of 30,000 feet, a PC-12 NG without power can continue to fly 32 minutes and travel 90 statute miles before landing at a slow and safe touchdown speed. What’s more,...