Thranda PC6 Documentation v1 - 2

September 3, 2020
v1.2
PC-6 TURBO PORTER - Table of Contents
1. Aircraft history 4
2. X-Plane usage - Pop-Up Menu 5
Page 1: General 6
Page 2: Livery 8
Page 3: Weight and Balance 10
Page 4: Camera 12
Page 5: Audio / Slew 13
Page 6: Panel 14
Page 7: Misc 16
3. Aircraft Limitations 17
Engine limits (Torque, ITT, Ng, Np, Oil pressure, Oil temp) 17
Airspeeds 17
Weight and Balance 17
CG Limitations: 17
Fuel Capacity: 17
4. Aircraft Systems 18
Cockpit and Instrument Panel Overview 18
Flaps 19
Gear 20
Trim 20
Pitch Trim Alarm 21
Trim Interrupt Switch and Alternate Trim Switch 21
Tailwheel Steering 21
Doors 22
Engine and Propeller 23
Controls 24
NOT INTENDED FOR REAL FLIGHT BACK TO TOP 2

Engine Indications 25
Prop RPM 25
Gas Generator RPM % 26
Torque psi 26
ITT 26
Oil Temperature, Oil Pressure, and Fuel Pressure 26
Fuel system 27
Electrical system 28
Controls 29
De-Icing Equipment 29
Exterior and Interior Lighting 30
Vacuum System: 31
Instruments 32
Aspen EFD 1000 32
ADF 614-12 34
RealityXp GTN 750 35
5. Normal Procedures 36
Preflight Inspection 36
Before Engine Starting 37
Engine Starting 37
After Starting 38
Before Taxiing 38
Taxiing 38
Before Takeoff 39
Takeoff 39
Climb 40
Cruise 40

Before Landing 40
Balked Landing 40
After Landing 41
Engine Shut Down 41
Post-Flight 41
6. Emergency Procedures 42
Engine Failure In Flight 42
Smoke and Fire 44
Trim Runaway 47
Inadvertent Spin 49
System Emergencies 49
7. Performance charts 50
8. Credits 71
9. Copyright 72
1. Aircraft history

The Pilatus PC-6 Porter is a high-wing turboprop utility aircraft with a tailwheel configuration,
designed to be able to operate comfortably from rough rudimentary landing surfaces. The tail
wheel configuration gives good propeller clearance from brush and debris on unimproved
surfaces, and allows the aircraft to maneuver in tight spaces while on the ground. Its high-lift
wing and low stall speed make it ideal for backcountry and bush flying operations. The PC-6
has seating for eight: one pilot, one copilot, and six passengers.
The PC-6 first flew in 1959,

initially powered by a 340 hp
piston engine. Pilatus produced
various versions of the PC-6,
mostly equipped with turboprop
engines, until they finally
ceased production in early
2019. Just under 100 units
were also produced under
license in the USA by Fairchild
during this time.
Due to the long production

history and the number of
updates the PC-6 has been
through, nearly every individual
PC-6 is unique. The particular
aircraft we modelled started life
as a B2/H2 variant, and was
later updated to a newer B2/H4
version. It is powered by the
reliable PT6A-27 turboprop flat-
rated to 550 shp, turning a large
Hartzell 4-bladed, full
feathering, reversing, constant
speed propeller.
Aircraft Dimensions:
Length: 36 ft
Wingspan: 49 ft, 10.5 inches
Height to top of fin: 10ft, 6
inches
2. X-Plane usage - Pop-Up Menu

When the plane has loaded, a small arrow should appear on the left edge of the screen.
Clicking on this arrow will open the pop-up menu. This menu consists of 6 pages, and is
used to control various functions.
Page 1: General
- Mode: Toggles the engine realism between "Realistic" and "Simplified". In Simplified mode
the engine will automatically limit the engine to remain below the maximum torque of 47.3 psi.
In Realistic mode it will be up to the pilot to avoid exceeding the engine limitations. The
propeller gearbox or propeller shaft can break if the torque limit is exceeded by a certain
margin, resulting in engine failure and smoke in the cabin (the smoke can be cleared by
pulling the firewall air shutoff control closed).
- Electric Tug: Toggles between "On" and "Off". This tug is modeled after one in real life that
is controlled via a mobile device, and attaches to the PC-6's tail wheel to allow easy
repositioning of the aircraft for parking. You can use your elevator and rudder joystick axis
controls to control the movement and steering of the tug.
- Window Reflections: Toggles between "On" and "Off", and controls whether the glass
reflections from the windows are visible. Preferences for this switch are also remembered for
next time the plane is loaded. This feature can also be enabled/disabled by clicking on the
blue/black windshield in the schematic.

- Panel Reflections: Toggles between "On" and "Off", and controls whether the glass
reflections from the instrument faces are visible or hidden. Preferences for this switch are
also remembered for next time the plane is loaded.
- Startup Running: Clicking this switch will re-load the plane either cold and dark or with the
engine running. This is a quick way to re-set the plane in the desired configuration.
- GPU: Toggles the Ground Power Unit on and off. This cart can be plugged into the aircraft
electrical system to provide power for starting without using the battery. This is often used
during start if the aircraft battery charge is low, or in cold weather conditions. The cart is only
available while the aircraft is stationary on the ground. When this GPU is toggled on, the
Battery switch in the aircraft can be placed in the "EXT POW" position to energize the aircraft
electrical system.
- Ext Fuel Tanks: This toggles the underwing external fuel tank pods on and off, and
automatically fills them with fuel (98 US gallons total). See the Fuel System section for
details.
- Chocks: Toggles between "On" and "Off'. Will automatically enable brakes, and chocks will
turn on when starting from cold and dark automatically. Chocks in the schematic drawing will
light up in red if they're enabled.
- Brakes: Allows you to toggle the parking brake. Wheels light up red when brakes are set,
and fade to green when released.
- Steering: Toggles between "Realistic" and "Simplified". In Simplified mode the tail wheel
steers directly with the rudder, through a range of +- 30 degrees. In Realistic mode it
functions as in the real aircraft. See the Tailwheel Steering section for details.
- Various click spots, located roughly around the areas of interest for those components:
- Pitot tube cover: Clicking on the pitot tube cover circle will remove it. The red circle at the
base of the pitot tube will light up in red if there's a failure detected in the pitot tube. Leaving
the pitot tube cover installed will prevent the airspeed indicator from working.
- Various covers, including air intake, exhaust, prop covers, elevator gap protectors, can be
individually clicked to enable/disable them. They will indicate red for installed, green for
removed. If you start from cold and dark all these elements will be visible. To clear them all
simultaneously click on the "All Covers" button at the top right.
- Tie-downs: Any tie-down that is installed will be indicated in red. To clear all of them
simultaneously click on the "All Tie-Downs" button at the top right.

- Various lights. Just click on nav lights, taxi lights, landing lights, beacon, or any of the
interior lights to turn them on or off. You can also use the buttons at the lower right, labeled
"All Ext Lights" and "All Int. Lights" to turn all lights on or off simultaneously.
The landing lights indicators have additional clickspots in front and behind that control the
extension and retraction of the light housings, respectively. Additionally the mouse scroll
wheel can be used to partially extend or retract the lights.
Page 2: Livery
The Livery page has two modes: Painted Livery and Dynamic Livery. The button in the upper
left corner of the page can be clicked to switch between the two modes.
Painted Liveries:
A preview image of the selected livery is shown. The "PREV" and "NEXT" buttons along the
bottom edge can be used to step through the available liveries. Clicking "APPLY" will cause
X-Plane to reload the aircraft with the selected livery.
Dynamic Liveries:

This mode allows the user to customize the colors that are used on the livery. A preview of
the paint scheme is shown in the center of the window. A number of presets are included
with the PC-6, and these can be cycled by clicking the "PREV" and "NEXT" buttons along the
bottom of the window.
Clicking "APPLY" will apply the selected livery. X-Plane will temporarily load a placeholder
transparent livery on the aircraft, then after a brief pause it will load the selected dynamic
livery.
It is also possible to add a new livery preset or remove an existing preset by clicking the
"ADD NEW LIVERY INDEX" or "REMOVE LIVERY INDEX" buttons, respectively.
The "SAVE LIVERY PREVIEW" button will save your changes to the current livery. These
are saved to disk, so the livery will be available on future flights as well.
The paint scheme is divided into multiple sections, which are listed along the right side of the
window. Clicking one of these sections (such as "Roof", "Pin Stripe 1", etc.) will select that
section for editing.

The color of the selected section can be edited in the lower left part of the window. Here, the
RGB values ("Red", "Green", "Blue") can be edited by hovering the mouse cursor over them
and scrolling the mouse wheel. A preview of the color is shown in the large square next to
the RGB values.
Additional options are available along the right side of the screen below the paint scheme
sections. These are shown in green when toggled on, and in black when they are disabled:
PC6 LOGO: Adds a logo of "PC-6" to the tail.
MANUFACTURER: Adds a black "PILATUS" emblem on the tail.
REGISTRATION: Adds the aircraft registration number to the aft fuselage. The registration
number can be edited by entering up to 6 alphanumerics into the orange text box next to
"EDIT:".
Page 3: Weight and Balance
The Weight/Bal page is used to control the loading and center of gravity in the PC-6. It is
divided into 4 main areas:
In the top left is a side-view of the aircraft, which will show whether the external tanks are
enabled or not. These can be toggled on and off by the "Ext Fuel Tanks" clickspot along the
top of the window.

The center area represents a top-view of the aircraft, and has indications of the total payload
weight, the fuel tank levels, and the loading in each seat. The total payload weight can be
directly adjusted by left-clicking or using the mouse scroll wheel. This will automatically
distribute weight among the different seat locations.
An indication along the left side in a light teal color shows the current center of gravity
loading. This is expressed in % MAC and inches aft of the reference point. Hovering the
mouse cursor over the scale next to this indication and scrolling the mouse scroll wheel will
move weight among the different seat locations to adjust the CG directly.
Left-clicking on any of the fuel tanks will set them to full. The mouse scroll wheel can be used
to finely adjust the level.
The weight in each seat is represented by a circle, whose size and color corresponds to the
weight in the seat. The number below each seat indicates the weight in that seat, in pounds
or kilograms. Left-clicking on the seat will toggle it between empty and a default weight, and
the mouse scroll wheel can be used to finely adjust the weight.
Each passenger seat can be toggled on and off by clicking the small red "X" in its upper
corner in the pop-up menu. This will also adjust the weight and balance of the aircraft
accordingly. Each seat weighs approximately 15 pounds.
The seats can also be toggled on and off in the 3D cabin by clicking the small seat
adjustment lever on the floor at the front of each seat, and the seat backs can be folded by
clicking and dragging on them.
A small clickspot below the right wing fuel tank indication toggles the displayed units between
Pounds/Gallons and Kilograms/Liters.
The lower left corner includes the weight and balance graph. The CG location is along the
bottom of the graph with the front of the aircraft to the left, and the weight is along the left
edge of the graph. The top edge indicates the % MAC (Mean Aerodynamic Chord). The
solid blue line outlines the allowable CG envelope.
The CG indication will update as weight is added or removed from the plane. For safety the
CG indicator must be inside the displayed envelope for flight.
The bottom right corner contains two buttons:

LOAD: This will load a previously-saved configuration into the plane. This sets the seat
weights and the internal fuel tank levels.
SAVE CONFIGURATION: This will save the current seat weights and fuel to disk. This
configuration can then be loaded later via the LOAD button.

Page 4: Camera
The Camera window controls the various camera views available in the simulator, and is
divided into two halves:
Left half:
The green circles represent different external camera positions to view the aircraft. Left-
clicking on a green circle will move the camera to that location.
Right half:
These are the numpad quick-views for the cockpit. The number pad represents your physical
keyboard's number pad. Clicking on either a number or one of the view labels (such as
"PILOT" or "REAR SEAT") will move your view to that position. The same can be
accomplished by clicking the corresponding key on your keyboard's number pad.
These presets can be reprogrammed by positioning the camera in X-Plane, then holding the
CTRL key while tapping one of the numberpad keys. This will save the current view to that
number key. Please note that the preset labels in this page won't change when that is done.

Page 5: Audio / Slew
Like the Camera page, this page is divided into two halves:
Left half:
The audio sliders control the volume of different sound categories. If, for example, you don't
want to hear any wind noise, the "Aerodynamic Vol" slider can be left-clicked-and-dragged to
0% to mute it. Each slider can be adjusted anywhere between 0% and 149% to balance the
sound levels as desired.
The PC-6 also includes an audio

simulation of an active noise canceling
headset, which will greatly decrease
the perceived sound of the engine.
This active noise cancellation can be
toggled on and off by clicking the small
screw to the left of the rudder trim
switch:
Right half:
Slew mode is experimental, but allows
you to manually move the aircraft
around in X-Plane. It functions by
temporarily overriding the various
aerodynamic and physical forces on the

plane, to allow the user to reposition the plane as desired. It is toggled on or off via the
"SLEW MODE" button.
While the plane is on the ground, Slew Mode will be in Ground Mode. A heading slider can
be adjusted left or right by left-clicking-and-dragging to move the nose left or right.
Below that, a small blue circle in the empty space in the window can be left-clicked-and-
dragged to reposition the aircraft forward, aft, left, and right.
The Altitude bar along the right edge can be used to move the aircraft up and down.
Safeguards are built in to prevent inadvertent movement of the aircraft back into the ground,
which would cause X-Plane to detect a crash and restart the flight. The current altitude is
shown at the bottom, in feet above ground level (AGL).
Page 6: Panel
The PC-6 ships with an exciting new feature: configurable instrument panels! This allows the
user to select from several pre-set panel configurations, or make your own by manually
moving instruments around on the panel as desired.
The Panel menu consists of two tabs: The Layout page and the Individual Instruments page:
Layout Page – This shows a preview of the panel layout.

At the top is an option to Enable 3D Panel
Edit mode. This will turn on the clickspots
visualizations in green, and adds clickspots to
manually edit each instrument:
The large central clickspot allows the user to

left-click-and-drag with the mouse to move
the instrument around the panel.
The top clickspot allows the user to rotate the

instrument about its vertical axis by either left-
click-and-drag, or the mouse scroll wheel.
The right clickspot tilts the instrument about

its lateral axis by either left-click-and-drag, or
the mouse scroll wheel.
The bottom clickspot moves the instrument

forward and back by left-click-and-drag, or
the mouse scroll wheel.
Finally, the left clickspot increases or decreases the instrument lighting.
Along the bottom of the window are several options that can be manipulated via a left-click or
using the mouse scroll wheel:
Panel Background – Steps through the available panel background textures.
Panel Preset – Steps through the available panel presets
Add/Duplicate Panel Index – Click this to duplicate the actual panel as a new index at the end
of the list to be modified.
Remove Last Panel Index – Removes the last panel preset in the list.
Save Panel Preset – Be sure to click this after making any changes to save the panel
preset to disk. Changing to a different panel preset before clicking this button will
cause all un-saved changes to be lost.
Active Instrument – Scrolling through this will highlight the currently-selected individual
instrument in red. The selected instrument can be enabled or disabled by clicking "ON" or
"OFF" at the end of the line.
GPS Slots – This allows you to select whether each GPS slot is set to the Garmin GNS 430,
GNS 530, or neither. After changing one of the GNS unit types a red notice will appear,
reminding you to reload the plane so the change can take effect.

Individual Instrument Page – This page supplies additional information about each
instrument, including the position and orientation data. It also includes a preview image of
the selected instrument. The same "Enable 3D Panel Edit Mode" button exists at the top
The "Instrument GPS" button switches the page between editing instruments or the GPS
units.
Below this are the X, Y, Z positions, as well as the Tilt and Rotation angles. A pair of COPY
and PASTE buttons allow you to copy the position data of one instrument, then paste it into
another.
To select a different instrument, hover the mouse cursor over the green "Active Instrument"
clickspot in the lower right corner, and scroll the mouse wheel. This will step through the
available instruments. The "ON" or "OFF" indication next to that is a clickspot that will show
or hide the selected instrument.
Save Panel Preset – Be sure to click this after making any changes to save the panel
preset to disk. Changing to a different panel preset before clicking this button will
cause all un-saved changes to be lost.
The panel configuration files are stored in the PC-6 folder inside "objects/Inst/panel0.json",
"panel1.json", etc. These files can be uploaded and shared with friends if you wish to share
your panel configuration.
Page 7: Misc
The Misc page is reserved for content in the expansion pack, which is sold separately. If the
expansion pack is not installed, this page will show some previews of the various features
that are added in the pack.

3. Aircraft Limitations
Engine limits (Torque, ITT, Ng, Np, Oil pressure, Oil temp)
• Takeoff: 47.3 psi, 725 degrees C, 101.5%, 2000 RPM, 80-100 psi, 10-99 deg. C
• Max. Cont: 47.3 psi, 725, 101.5, 2000, 80-100, 10-99
• Climb/Cruise: 47.3, 695, 101.5, 2000, 80-100, 0-99
• Low Idle: (blank), 660, (blank), (blank), "40 (Min)", -40 to 99
• Starting: (blank), 1090, (blank), (blank), (blank), "-40 (Min)”
• Acceleration: 53, 825, 102.6, 2420, (blank), 0-99
• Max. Reverse: 47.3, 725, 101.5, 2000, 80-100, 0-99
Airspeeds
• Vso, Vs1: 52 knots, 58 knots
• Vfe: 95 knots
• Vno, Vne: 151 knots
Weight and Balance
• Maximum Ramp Weight: 6,195 lbs
• Maximum Takeoff Weight: 6,173 lbs
• Maximum Landing Weight: 5, 864 lbs
• Maximum ZeroFuel Weight: 5,291 lbs
CG Limitations:
• + 23.9" to _28.4" at 6173 lbs.
• + 8.2" to 28.4" at 3200 lbs.
Fuel Capacity:
• 170 US gallons (usable fuel)

4. Aircraft Systems
Cockpit and Instrument Panel Overview
The individual instruments can be set up in different configurations, but the overall panel
layout will usually be the same:
1. External underwing fuel tank panel

2. Instrument lighting brightness knob
3. Takeoff trim warning test button
4. Magnetic compass
5. Radio/Avionics master switch
6. Oil cooler handle
7. Cabin heating/ventilation handles
8. Emergency Radio/Avionics switch
9. Inverter and auxiliary electric panel
10. Propeller de-ice ammeter
11. Trim Interrupt switch and Alternate Trim switch
12. Cabin firewall air shutoff handle
13. Parking brake handle
14. Flap selector handle
15. Rudder Trim switch
16. Clock
The ADF radio is typically located on the small panel between the two pilot seats.
And outside air temperature (OAT) gauge is located at the top of the copilot's door.

Flaps
The wing's large flaps are electrically-

driven and can be pre-selected to 3
positions:
- Retracted (0 degrees)
- Takeoff (28 degrees)
- Landing (38 degrees)
The flap position is indicated by a flap

indicator on the panel.

Gear
The landing gear are

arranged in the
"conventional" (taildragger)
configuration, with two
fixed main gear located
forward, and a single
steerable tail wheel in the
back. The main gear have
large long-throw shock
absorbers to allow the
PC-6 to operate
comfortably on rough
surfaces, such as grass,
dirt, and gravel.
Trim
This model of the PC-6

features electric trim for
pitch, roll, and yaw. A trim
indicator is located in the
upper left portion of the
instrument panel. For
takeoff the pitch trim is set
to neutral, which is
indicated by the green
range on the pitch trim
indicator. Additionally, the
rudder trim is set to the
right, indicated by the
green mark on the rudder trim indicator.

The pitch trim in the PC-6 adjusts the incidence of the entire horizontal stabilizer, and is
therefore very powerful. The pilot must be careful to set the trim correctly before takeoff, or
an uncontrollable nose-up attitude may result.
Pitch Trim Alarm
The PC-6 is equipped with an alarm to alert the pilot of an out-of-trim condition while on the
ground. This is controlled by a squat switch on the left Main gear. If this squat switch is
activated while the pitch trim is out of the takeoff range (the green arc on the indicator,
centered around the neutral position), an alarm will sound after approximately 10 seconds.
This alarm can be silenced by moving the pitch trim back into the green arc range.
A Trim Alarm Test button is located on the left side of the magnetic compass, on the
glareshield. Pressing and holding this button will cause the trim alarm to sound.
Trim Interrupt Switch and Alternate Trim Switch
The guarded Trim interrupt switch is

located on the lower right side of the
panel, in front of the copilot. This
switch will disable the pitch trim while it
is in the up position, in case of a
runaway of the electric pitch trimmer.
Due to simulator limitations, this switch
will disable both the main and alternate
pitch trim motors.
Next to the Trim Interrupt switch is the

Alternate Trim Switch. This is a
secondary circuit for the electric trim, in
case of a failure of the primary system.
Holding the switch in the "NOSE DN"
or "NOSE UP" positions will move the
pitch trim in the indicated direction. In this simulation the alternate trim switch fulfills the
same function as the main trim switch located on the control stick.
Tailwheel Steering
The PC-6 has a steerable and free-castoring tail wheel that can be
locked in the central neutral position via a locking lever on the left
side of the pilot's seat.
With the lever in the aft Unlocked position: The tail wheel steers
with the rudder, up to +-25 degrees. If the rudder and wheel go
beyond 25 degrees, the wheel becomes free-castoring. When the
wheel comes back within 25 degrees of the rudder, it once again

steers with the rudder. While the wheel is free-castoring, steering can be accomplished by a
combination of differential braking and rudder.
If you do not have hardware pedals with an axis assigned to the left and right wheel brakes,
X-Plane will automatically add some differential braking as you apply the rudder.
With the lever in the forward Locked position: This is used for takeoff and landing. The tail
wheel is locked in the neutral (0 degrees) position, and does not steer with the rudder or
pedals. If the tailwheel is not currently centered when the lock is engaged, it behaves as
unlocked until it centers. Then the locking cam is able to fall into the locking slot and hold the
tailwheel in place.
The lever is typically moved forward to the locked position for takeoff and landing, and
moved aft to the unlocked position for taxi.
A keyboard or joystick button can be assigned to X-Plane's "Toggle tailwheel lock" command
("sim/flight_controls/tail_wheel_lock_toggle") to easily manipulate this lever during taxi.
Doors
The PC-6 has 4 primary doors for entry and

exit: 2 pilot doors, and 2 sliding main doors
on either side of the fuselage. The main
sliding doors can be opened in flight and
may slide closed on their own during an
aggressive beta-mode descent. They can
also slide open if the doors are not latched
in the closed position.
The doors can be opened via the clickspots in

the "General" pop-up menu, or from inside the
3D cockpit by clicking on the door handles. The
pilot doors each have a door handle at the
bottom edge of the window, while the sliding
cabin doors each have a yellow door handle at
the lower front corner.

Engine and Propeller
The Pilatus PC-6 B2/H4 is powered by the PT6A-27 turboprop, flat-rated to 550 SHP (47.3
psi at 2000 RPM).
It drives a single 4-bladed constant speed full-feathering reversing propeller mounted at the
front.
Engine power is
controlled by the engine
power lever, which
meters fuel flow to the
gas generator via a
hydro-mechanical fuel
controller. The engine
does not have any
protections against
over-torque or over-
temperature conditions,
so it is up to the pilot to
avoid exceeding the
engine limitations. At
low altitudes the primary
limitation will be torque;
do not exceed the red
line at 47.3 psi on the
torque gauge. But at
higher altitudes or high
ambient temperatures,
ITT (inter-turbine
temperature) will also become important. Do not exceed the red line limit of 725 degrees C.
In all cases the pilot must set the power lever so as not to exceed any of the engine
limitations.
A pneumatic line delivers compressor discharge pressure to the fuel control unit and propeller
governor to help control the fuel schedule and metering. This line is fitted with an electric
heater to prevent the formation of ice, which could block the line. The heater is controlled by
the FCU Sense Line Heater switch, and should be turned on for flight at ambient
temperatures below +4 degrees C (+40 F).
Beta range is available by placing the power lever in the last few centimeters above the idle
detent. This forces the propeller blades into a "flat" pitch, which can be used to control taxi
speed on the ground or to act as an air brake in flight below 100 knots indicated. Only small
adjustments of the lever are required to change the rate of descent or airspeed.

The beta range valve can only command the propeller blades into the beta range if the
blades are already on their low-pitch stop. This means beta can activate in flight only once
the plane has slowed down enough that the propeller blades have reached the low-pitch stop.
A tip to help get into beta easier is to set the Condition Lever to low idle, which will decrease
the idle power of the engine, allowing beta to be entered at speeds below approximately
70-80 knots indicated. It is also possible to "cheat" slightly by briefly pulling the power lever
back into the reverse range, then back out again. That will force the blades to a flat pitch,
which then allows the beta valve to command the propeller blade angle. Use caution, as
entering reverse at too high of an airspeed can cause a momentary propeller overspeed
condition.
Reverse is available while on the ground by moving the power lever aft of the lift detent. This
can be activated in X-Plane by triggering the "Toggle thrust reverser" command. Reverse is
not to be used in flight, as it can lead to propeller overspeed and loss of control.
Igniters are installed inside the combustion section of the engine. These provide a
momentary spark to help start or maintain combustion of the fuel-air mixture inside the
engine. They are used during start to light off the mixture, and also during flight in heavy
precipitation to help avoid a flame-out. The igniters are controlled by the "Ignition" switch on
the main panel, next to the starter.
Controls
Power Lever (Gas

Generator): This center
lever controls engine power,
from full reverse, through
idle, to full take-off power.
The lever incorporates a lift
detent which acts as the
minimum position allowable
in flight. Reverse range is
activated by moving the
power lever aft of the detent.
Beta range is available in the
first couple centimeters
forward of the detent, then
alpha range is available
forward of that.
Propeller Control: The propeller control located on the left adjusts the propeller governor to
maintain a constant RPM, and allows the propeller to be feathered when pulled fully aft. The
propeller governor is controllable from 2000 RPM through about 1600 RPM.

Low Pitch Warning Light: This indicator light illuminates when the propeller blades are in a
negative (reverse) pitch angle, and a warning siren will sound.
Idle Control (Condition Lever): The idle control lever on the right sets the engine's gas
generator idle speed. It has three positions: Full forward sets High idle, of approximately
70% Ng. The mid position commands low-idle, of approximately 53% Ng. The full-aft
position commands fuel cut-off, and is used to shut down the engine.
A small red latch is installed to prevent inadvertent movement of the condition lever to cut-off.
Left-click on the tip of the latch to move it out of the way, which will then allow the condition
lever to be moved fully to the cut-off position.
Engine Indications
1. Propeller RPM
2. Turbine Gas Generator % RPM
3. FCU Sense Line Heater switch and
indicator
4. Fuel Booster Pump switch and
indicator
5. Engine Igniters switch
6. Engine Starter switch
7. Fuel Filter Clogged warning light
8. Generator Failure warning light
9. Interstage Turbine Temperature
(ITT) gauge
10. Torque gauge
Prop RPM
The propeller RPM gauge indicates the
propeller speed in RPM x 100. A red
triangle at 2420 RPM indicates the
maximum momentary RPM excursion
allowed during rapid engine
acceleration. The red radial line at
2050 indicates the maximum RPM,
while the green line at 2000 RPM
indicates the normal maximum
governed RPM.
Stabilized propeller operations (not

feathered) between 440 and 1056 RPM is prohibited, and is indicated by a red arc. Under

some conditions the pilot may need to use the condition lever to increase the gas generator
speed to keep the propeller out of this range during idle on the ground.
Gas Generator RPM %

The gas generator RPM, or "Ng", is indicated in %. A small secondary needle in the upper
left of the gauge provides a higher precision, indicating single-percent values.
Torque psi
Engine torque is measured at the reduction gear case, and indicates the output torque to
rotate the propeller. A radial red line at 47.3 indicates the maximum allowable torque, and
corresponds to approximately 1,445 ft.lbs at 2000 RPM. A red triangle at 53 psi indicates the
maximum momentary torque allowed during acceleration, time-limited to 2 seconds.
ITT
The Inter Turbine Temperature gauge indicates the temperature between the two turbines
within the hot section of the engine. Eight thermocouple probes are installed adjacent to the
leading edge of the interstage stator vanes. Their readings are averaged, and are indicated
on the ITT gauge in the cockpit.
A radial red line at 725 degrees C indicates the maximum allowable temperature during
operation. A red triangle at 1090 degrees indicates the maximum temperature (time-limited to
two seconds) during engine starting.
Oil Temperature, Oil Pressure, and Fuel Pressure
Indicators for the oil temperature, pressure, and fuel

pressure are combined into a single gauge, typically on
the right side of the instrument panel. Oil temperature is
shown on the top of the gauge, oil pressure on the left,
and fuel pressure on the right.
The oil temperature must be above -40 degrees C for

starting, which is indicated by the bottom end of the yellow
arc. The normal range for operation is +10 to +80
degrees, while a radial red line at 99 degrees shows the
maximum oil temperature.
Oil temperature can be adjusted

by manipulating the Oil Cooler knob, located to the left of the
gauge. This increases or decreases airflow to the oil cooler, which
influences the oil temperature.
Oil pressure: The lower red radial line at 40 psi indicates the
minimum oil pressure while the engine is idling. If oil pressure

decreases below this, the engine should be shut down as soon as practical, to avoid
damaging it. The green arc from 80 to 100 psi indicates the normal range for flight.
Fuel Pressure: This indicates the fuel pressure supplied by the engine-driven fuel pump or
the electric booster pump. The normal operating range is from 5 psi to 55 psi. Minmum
pressure for starting is 20 psi, while the minimum for engine running is 5 psi.
Fuel system
There are 170 US gallons (643.5 liters, 1147.5 lbs, or 520.5 kg) total of usable Jet-A fuel,
stored in two wing tanks. The fuel filler caps are located on the top of each wing. These wing
tanks gravity-feed into a small 2.9 gallon collector tank located behind the cabin rear
bulkhead, which feeds the engine. This quantity is enough for approximately 4-5 hours of
fuel, depending on the in-flight power setting.
An electric booster pump provides pressurized fuel from the collector tank to the engine
through fuel feed lines beneath the cabin floor. The booster pump is used during engine
start, taxi, takeoff, and landing, and serves as a backup to the mechanical engine-driven fuel
pump. If the booster pump fails in flight or is turned off, the fuel pressure indication will
decrease by approximately 2 psi, but the engine will continue to run. Minimum fuel pressure
is 5 psi.
A fuel shutoff valve is located near the pilot's left knee. Labeled "ON / OFF", it is used to shut
off fuel flow to the engine.
Indications: Fuel pressure and quantity gauges are on the right side of the panel, while the
fuel flow gauge is typically located at the bottom right of the pilot's main instrument panel.
Fuel flow is labeled in units of tens of liters per hour, and incorporates a totalizer at the
bottom, also in liters. The totalizer has a reset button located in the lower right corner of the
gauge.
External underwing fuel tanks

are an optional feature to extend
the PC-6's range. These can be
toggled on and off in the
"General" or "Weight/Bal" pages
of the on-screen pop-up menu.
With the tanks installed you can
expect a few knots decrease in
cruise speed.
Each external tank holds 49

additional gallons (185.5 liters,
330.7 lbs, or 150 kg) of usable
fuel. The control switches and indicators are located on the left side of the instrument panel.

An integrated fuel pump is located with each external tank, which transfers the fuel out of the
external tank and into the respective wing tank. These pumps can be turned on and off by
the "L TANK PUMP" and "R TANK PUMP" switches. When the pumps are on, the respective
"ON" indicator light will be illuminated.
The fuel transfer will be automatically stopped by a float valve if the wing tank is full., or by a
pressure switch if the external tank runs dry. When the external tank runs dry, the "NO
FLOW" indicator in the lower corner will illuminate. There are no fuel quantity gauges for the
external tanks, so this light is the only indication when the tank becomes empty.
A third switch labeled "EMER" bypasses the normal pump relays in case of a failure of the
pressure switch or float valve. In this mode the pumps are directly controlled, but the fuel
transfer must be monitored. If the main wing tanks become full while the Emergency system
is operating, the fuel transferred from the external tanks will be vented overboard through the
wing tank vents.
Electrical system
The PC-6 utilizes a 28V electrical system. A single 24V battery is installed to provide power
for engine starting and as a secondary source for DC power. A 300-amp starter generator
provides normal power at 28 volts.
A voltmeter and an ammeter are located on the right side of the instrument panel.

Additionally a static inverter provides power for the propeller de-icing, electric gyros, the ADF,
and the autopilot. The inverter switch and associated circuit breakers are located on a small
sub-panel to the right of the main instrument panel. See the De-Icing Equipment section
below.
Controls
Switches and circuit breakers are located on the right side of the instrument panel. The top
row controls the aircraft exterior and interior lights, while the second row controls the power
switches for the battery, generator, and systems.
Master Switch:
OFF: Disconnects the battery
EXT POW: If the external GPU is connected in the General page of the pop-up menu, this
connects it to the aircraft systems.
BTRY: Turns on the battery and powers the aircraft systems via the battery
GEN ON: Turns on and off the 300-amp generator
HEATING PITOT: Turns on and off the pitot tube anti-ice heat.
GYRO COMPASS: Turns off the electric gyro for the HSI. In this model this will simply freeze
the HSI in place when the switch is off.
De-Icing Equipment
In addition to the pitot heater, the PC-6 also has electric

propeller de-icing. A series of electric heating elements
along the leading edge of each propeller blade provide
ice protection while in flight. The power switch for the
propeller de-icing is located on the inverter subpanel the
right edge of the main instrument panel. An amber light
illuminates when the propeller de-ice is on.
A propeller de-ice ammeter is also located on the same

panel.

Exterior and Interior Lighting
The lighting panel is located on the right side of the instrument panel, above the electrical
system switches.
Landing Lights:
The PC-6 is equipped with two landing lights, one under

the outer section of each wing. Each light has a 2-position
switch labeled "LIGHT" which controls the illumination of
the bulb, and a 3-position "POS" switch, which controls the
retraction and extension of the light housing. Moving the
POS switch to the "UP" position will retract the housing,
"DOWN" will extend it, and "OFF" will hold it in its current
position.
Position/Navigation Lights:
The position lights are controlled by the "LIGHTS POS"

switch. When this switch is in the up position the position
lights are illuminated. This illuminates a steady red light on
the left wing tip, a green light on the right wing tip, and a
white light on the tail.
Interior Lights:
The "INSTR" switch toggles a red flood light located on

the ceiling above and behind the pilot. This provides flood
lighting for the instrument panel and cockpit.
The "CABIN" switch toggles a pair of white floodlights in

the aft cabin, to provide illumination for passengers.
Anticollision lights:
The anticollision lights are controlled by the "STROBE

LIGHTS" switches. This PC-6 is equipped with a pair of

red beacon lights on the top and bottom of the fuselage, as well as a pair of white strobe
lights on the wing tips. It is common to use the red beacon lights while operating the aircraft
on the ground, and switch to the white strobe lights for flight.
The first switch controls the illumination of the anticollision lights:

RED: Illuminates the red fuselage beacon lights.
OFF: Turns off the anticollision lights.
WHITE: Turns on the white strobes on the wing tips.
The second switch controls the red beacon lights

UPPER: Enables only the upper fuselage beacon light.
BOTH: Enables both beacon lights.
LOWER: Enables just the lower fuselage beacon light.
Vacuum System:
A vacuum pump provides suction for the vacuum gyro in the attitude indicator. A suction
gauge is located on the right side of the panel.

Instruments
Aspen EFD 1000
The Aspen is available to placed on the panel via the PANEL page in the pop-up menu, and
is included by default in panel preset #1. The EFD 1000 is a self-contained multifunction
digital display that is divided into a Primary Flight Display (PFD) in the top half, and an
Electric Horizontal Situation Indicator (EHSI) in the lower half.
1. Left mode knob – press to toggle between

CRS (navigation course) and IAS (airspeed)
modes. Rotate to adjust the selected item
2. Left bearing pointer – press to cycle between
NAV 1, NAV 2, and no bearing pointer
3. NAV source – press to cycle through GPS,
NAV 1, and NAV 2 as the navigation source
4. Right bearing pointer – press to cycle
between NAV 1, NAV 2 and no bearing
pointer
5. Right mode knob – press to cycle through
HDG (heading), ALT (altitude), BARO
(altimeter correction) and MIN (minimum
altitude). Rotate to adjust the selected item
6. GPSS – not simulated
7. MAP – not simulated
8. 360 – not simulated
9. MIN – toggles visibility of the minimum
altitude display, for approaches
10. TPS – toggles display of the speed and
altitude tapes
11. MENU – not simulated
12. Range buttons – these adjust the range of
the map objects on the EHSI display
13. Reversionary mode – pressing this swaps
the positions of the PFD and EHSI, in case
of a partial failure of the display or computer
The EFD 1000 in this aircraft is powered by the

main electrical bus, and is wired directly to the
Battery Master switch, so it will operate
independent of the Radio Master switch.
The EFD 1000 includes an integrated standby battery inside the unit that will automatically
provide power if the main electrical bus voltage drops below approximately 18V.

When the standby battery is active, a red "ON BAT" warning will appear
in the lower left corner of the attitude display, with an indication of the
approximate battery charge remaining. The standby battery should be
able to power the display for approximately 30 minutes, and will
recharge slowly if power is restored.
The PFD includes an artificial horizon as the background. Airspeed in knots is shown on the
left side, while altitude in feet is shown on the right.
An information bar is located below the artificial horizon. This includes true airspeed (TAS),
ground speed (GS), the outside air temperature (OAT), an indication of the wind direction and
strength, and the altimeter’s barometric setting in inches of mercury.
The EHSI is a top-down compass rose with a green course pointer and course deviation
indicator. The currently selected NAV source is indicated in the upper right, with the distance
shown below. The selected course, magnetic heading and heading bug are indicated across
the top. Vertical speed is shown in the upper right corner.
The bottom of the display includes two knobs and three buttons. Pressing either of the knobs
allows different values to be changed. The currently selected item is shown in magenta.
The left knob adjusts these items:

1. CRS – navigation course
2. IAS – indicated airspeed for the autopilot and flight director
The right knob adjusts these items:

1. HDG – heading for the autopilot
2. ALT – altitude for the autopilot
3. BARO – altimeter's barometric setting
4. MIN – approach minimums in feet above sea level
The first press of the knob will change the selection to magenta, indicating that it can be
adjusted by rotating the knob. Subsequent presses will select the next item. After several
seconds of no activity, the item will return to the default cyan color.
The center push-button cycles through the navigation sources. These are NAV 1, NAV 2 and
GPS. The two buttons on either side toggle the additional bearing pointers. These will be
shown in blue on the EHSI. Pressing these buttons will cycle through NAV 1, NAV 2 or none.

ADF 614-12
A simulation of the Collins 614-12 ADF is included with the plane, typically located on the
small panel on the floor between the two pilot seats. This instrument holds an active and a
standby frequency for ADF #1, and interfaces with the RMI instrument.
A stack of knobs on either side allows the pilot to adjust the active (left) and standby (right)
frequencies. The largest knob adjusts the 100s digit, the middle knob adjusts the 10s digit,
and the smallest knob adjusts the 1s digit.
A push-button labeled "TFR" will swap the active and standby frequencies.
The switch labeled "TONE" is not functional due to simulator limitations. To hear the morse
code identifier for the selected NDB, set the bottom knob to the "TEST" position, then activate
the ADF audio on the audio panel (located at the bottom of the GPS/Transponder stack in the
default panel preset).

RealityXp GTN 750
For those who own the

RealityXP GTN 750
addon, a 3D bezel is
included in the panel
editor, and is installed
by default in panel
preset #3.
To enable the GTN

750, first ensure the
PC-6 panel preset
includes the GTN 750.
Then go to the
"Plugins" menu in X-
Plane, select "Reality
XP GTN", then "GTN
1", then "GTN 750" to
enable the instrument.
If the current panel

preset doesn't include
the GTN 750 bezel,
that can be added via
the Panel pop-up
menu in the "INDIV
INST" tab. It is
instrument #44.

5. Normal Procedures
Preflight Inspection
1. All covers and locks REMOVE
2. Wing, Tail and Control surfaces CHECK CLEAN/UNDAMAGED
CAUTION
TO PREVENT STALLING OF THE HORIZONTAL STABILIZER WITH FULL FLAPS
SELECTED THE HORIZONTAL STABILIZER MUST BE CLEAN.
3. Propeller CHECK propeller and spinner for nicks

and security, and propeller for oil leaks
4. Air Intake Filters (if installed) CHECK for obstructions (clean if required)
5. Landing Gear/Brakes CONDITION
6. Tailwheel CONDITION
7. Tailwheel Locking Lever CHECK security of locking plate
8. Mainwheel Dirt Scrapers (if installed) CHECK general condition
9. Tires CHECK general condition and inflation
10. Fuel Tanks CHECK for cleanliness and condition
11. Windshield and Windows CHECK for cleanliness and condition
12. Oil Tank Contents (first flight of the day) CHECK oil level
13. Main Fuel Filter DRAIN accumulated water
14. Water Sediment Tank, underwing tanks DRAIN accumulated water
15. Lights CHECK
16. Pitot/Prop Heater CHECK
17. Stall Warning CHECK
18. Static Vents CHECK
19. Cabin a) CHECK for required pressure of oxygen system

(if installed)
b) LOCK seats as desired and fasten seat belts
c) CHECK condition of cabin, security of equipment
and proper stowage of cargo
d) CHECK that cabin doors are securely closed
20. Passenger Briefing As appropriate

Before Engine Starting
1. Doors CLOSED
2. Seats/Rudder Pedals ADJUST and LOCK
3. Flight Controls UNLOCK, CHECK correct travel
4. Parking Brake SET
5. Power Lever IDLE DETENT
CAUTION
DO NOT MOVE PCL TO REVERSE WHEN ENGINE IS STOPPED
6. Condition Lever CUT-OFF

7. Propeller Control Lever (OATs above +10 C set feather)
(OATs below +10 C set full forward)
8. Starter and Ignition Switch OFF
9. [Removed]
10. Generator Switch OFF
11. Booster Pump Switch OFF
12. Landing Lights OFF/UP
13. Radio Master OFF
14. Battery Master Switch ON, CHECK VOLTAGE
15. With Ext. Power Supply:
- Battery Master ON
- GPU CONNECTED, CHECK VOLTAGE
16. Fuel System Valve OPEN, GATED
17. Fuel Quantity/Totalizer CHECK/SET
18. Engine Instruments CONDITION
19. Oil Temp. CHECK above -40 C
Engine Starting
1. Booster Pump Switch ON

2. Propeller Area CLEAR
3. Starter Switch ON
4. Oil Pressure CHECK rising
5. Ignition Switch ON above 12% Ng
When Ng stabilized (Min. 12% Ng):
6. Condition Lever LOW IDLE
7. ITT MONITOR (Max 1090 C for 2 seconds)
When Low-Idle ROM is attained (Min. 46% Ng):
8. Starter Switch OFF
9. Ignition Switch OFF
10. Oil Pressure CHECK GREEN ARC
11. ITT STABILIZED BELOW 660 C
CAUTION
IF ENGINE FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER SELECTING LOW-IDLE,
ABORT START. ALLOW A 30-SECOND FUEL DRAINING PERIOD FOLLOWED BY A DRY
MOTORING RUN BEFORE ATTEMPTING ANOTHER START.

After Starting
1. If engine start with GPU:

- GPU DISCONNECT
- Battery Master Switch CONFIRM ON, CHECK VOLTAGE
2. Propeller Control Lever FORWARD
(Before first flight of day cycle twice to feather)
3. Generator Switch ON, CHECK GEN. Warning light out, volts 28V,
positive amps.
CAUTION
DO NOT SELECT THE GENERATOR TO ON WITH THE PROPELLER FEATHERED AND DO
NOT FEATHER THE PROPELLER WITH THE GENERATOR ON.
4. Ng % CHECK above 51%

5. Radio Master ON
6. Inverter (if installed) SET Inv 1 or 2 as required
7. Avionics ON / SET AS REQUIRED
8. Compass SYNCHRONIZED
9. Artificial Horizon(s) ERECT
Before Taxiing
1. Passengers SECURE
2. Landing Lights AS REQUIRED
3. Nav Lights AS REQUIRED
Taxiing
1. Tailwheel STEER
NOTE – The tailwheel is steerable with the rudder through 25 degrees left and right of the neutral
position. When the tailwheel is more than 25 degrees from the neutral position the tailwheel is in free
swivel.
2. Park Brake RELEASE

3. Brakes CHECK functioning
4. Flight Instruments FUNCTIONING
(Horizon steady, compass turn, turn and slip
correct indication)

Before Takeoff
WARNING
AN EXTREMELY OUT-OF-TRIM STABILIZER CAN, IN COMBINATION WITH LOADING,
FLAPS POSITION AND POWER INFLUENCE, RESULT IN AN UNCONTROLLABLE
AIRCRAFT AFTER THE AIRCRAFT LEAVES THE GROUND.
CAUTION
FAILURE TO SET CORRECT TRIM SETTINGS WILL RESULT IN LARGE CONTROL FORCES AND/
OR UNREQUESTED PITCHING/YAWING.
1. Trims:
- Stabilizer: CHECK no light or sound from Trim Warning System
for mid c.g. GREEN MARK (0)
for FWD/AFT c.g. GREEN ARC (2 Nose Up / 2 Nose Down)
- Aileron: GREEN MARK (0)
- Rudder: GREEN MARK (7 right)
2. Flaps SET TO (28 degrees)
WARNING
MAKE SURE THAT ALL GROUND CONTROL LOCKS AND/OR GUST LOCKS ARE
DISENGAGED / REMOVED BEFORE TAKEOFF.
3. Flight Controls FULL and FREE MOVEMENT

4. Altimeter SET
5. Fuel Quantity CHECK
7. HEATING PITOT Switch AS REQUIRED
8. Prop de-ice AS REQUIRED
9. FCU Sense Line Heater ON, at ambient temperatures below +4
degrees C (40 F)
10. Strobe Lights ON
11. Oil Temp. GREEN ARC
12. Instruments CHECKED
13. [Removed]
14. Doors/Windows CLOSED
When aligned on the runway:
15. Tailwheel LOCK
16. Rudder Pedals FREE
17. Tail Wheel Lock Check CONFIRM AIRCRAFT ROLLS STRAIGHT WHEN
ASYMMETRIC BRAKING
18. Condition Lever HIGH IDLE, as needed
Takeoff
Engine Limitations:
1. Torque 47.3 psi (Max. Transient 53 psi)
2. ITT 725 C (Max. Transient 825 C for 2 seconds)
3. Ng 101.5% (Max. transient 102.6%)
4. Np 2000 RPM (Max. Transient 2420 RPM)

Climb
1. Flaps UP, above 70 KIAS

3. Oil Cooler SET (oil temp. Between 74 and 80 degrees C)
4. Landing Lights UP/OFF as required
5. ITT Max. 695 degrees C
Cruise
1. Oil Temperature ADJUST oil cooler control to maintain oil temperature

between 74 and 80 degrees C
2. ITT Max. 695 degrees C
3. Engine Instruments MONITOR
Before Landing
1. Altimeter SET
2. Fuel quantity CHECK SUFFICIENT
4. Condition Lever HIGH IDLE, as needed
NOTE
In order to reduce noise emission in the approach and landing modes, the Condition Lever may be
selected to LOW IDLE.
WARNING
DEPOSITS OF ICE OR DIRT ON THE HORIZONTAL STABILIZER COULD CAUSE THE
HORIZONTAL STABILIZER TO STALL WHEN FULL FLAPS ARE SET.
WHEN AN ICE OR DIRT BUILD-UP ON THE STABILIZER IS SUSPECTED, IT IS

RECOMMENDED THAT A FLAPLESS LANDING IS MADE.
6. Flaps AS REQUIRED
7. Trim AS REQUIRED. Trim the aircraft for an approach
speed of 68 KIAS and sufficient power for a 3 degree
glide slope (approximately 10 psi power)
8. Landing Lights DOWN and ON
9.Tailwheel CHECK LOCKED
Balked Landing
WARNING
WITH FLAPS IN LANDING POSITION AND HORIZONTAL STABILIZER TRIM FULL NOSE
UP, DO NOT SELECT MAX POWER BEFORE HORIZONTAL STABILIZER TRIM IS RESET TO "0".
1. Power Lever ADVANCE for take-off power

2. Wing Flaps RETRACT to TO
3. Climb Speed 65 KIAS
4. Wing Flaps RETRACT after reaching safe altitude and airspeed

After Landing
1. Stabilizer Trim Set to safe position for take-off (within green arc)
If Trim Warning System installed, check no light or
sound
2. Condition Lever LOW-IDLE
3. Tailwheel UNLOCK and verify steering
4. Flaps UP
5. HEATING PITOT Switch OFF
6. Prop de-ice OFF
7. Strobe Lights OFF
8. FCU Sense Line Heater OFF
Engine Shut Down
1. Tailwheel Control LOCK

2. Power Lever RETARD to idle stop
(Allow engine to stabilize at idle with minimum ITT for one minute)
3. Parking Brake SET
4. Radio Master Switch OFF
5. Landing Lights UP/OFF
6. Cabin Fan OFF
CAUTION
DO NOT SELECT THE GENERATOR TO ON WITH THE PROPELLER FEATHERED AND DO
NOT FEATHER THE PROPELLER WITH THE GENERATOR ON.
8. Propeller Lever FEATHER

WARNING
IF THERE IS ANY EVIDENCE OF FIRE WITHIN THE ENGINE AFTER SHUT-DOWN
INDICATED BY HIGH ITT, PROCEED AS DESCRIBED UNDER "CLEARING THE ENGINE".
NOTE
Ensure that the compressor decelerates freely during run-down.
10. Booster Pump Switch OFF, (when Ng is below 5%)

11. Nav Lights OFF
12. Battery Master Switch OFF
Post-Flight
1. Propeller SECURE to prevent windmilling

2. External Locks and Covers INSTALL
CAUTION
IF MODERATE TO STRONG WINDS ARE EXPECTED THE AIRCRAFT MUST BE TIED
DOWN AND PROPERLY SECURED.
NOTE Do not use internal and external locks together.

6. Emergency Procedures
Engine Failure In Flight
CAUTION
DO NOT SHUT DOWN AN ENGINE DURING TAKE-OFF OR LANDING BECAUSE OF
SUSPECTED ENGINE FAILURE UNLESS AN ENGINE MALFUNCTION IS DEFINITELY
DETERMINED.
WARNING
DO NOT ATTEMPT TO RE-START AN ENGINE IF THE ENGINE FAILURE WAS THE RESULT
OF A TECHNICAL PROBLEM.
Air Start
An engine flame-out will be noticed by an indicated drop in ITT, torque pressure, Ng, and Np.
The recommended air start technique is to initiate the Immediate Relight procedure immediately after
the flame-out occurs, always assuming the flame-out was not the result of an engine malfunction and
the aircraft's altitude does not allow to perform a Normal Relight Procedure.
If the Ng is less than 46%, a Normal Relight should be initiated.
The relight envelope for successful air starts covers all operational altitudes and airspeeds. Above
20,000 ft starting temperatures may tend to be high.
Immediate Relight (Ng > 46%)
1. Power Lever RETARD to detent

5. Ignition Switch ON
6. ITT/Ng/Np/Fuel Flow Indicators MONITOR
7. Oil Pressure Indicator Min. 40 psi
When engine stabilized in LOW-IDLE
10. Condition Lever HIGH-IDLE as needed
11. Power Lever AS REQUIRED
12. Land as soon as possible
NOTE
Immediate relight should only be carried out when height is critical for normal relight. Use only during
real emergency, do not practice during training due to possible high ITT.
If the Immediate Relight procedure is unsuccessful of Ng is less than 46%, the Engine Securing
procedure should be performed as follows:

Engine Securing

2. Propeller Control Lever FEATHER
5. Fuel System Valve CLOSE
7. HEATING PITOT Switch OFF – if not required
8. Prp de-ice Switch OFF – if not required
9. Electrical Power REDUCE all non-essential electrical equipment
to a battery discharge current of less than 35A
Normal Relight
1. Propeller Control Lever FORWARD

2. Power Lever RETARD
4. Radio Master Switch OFF
5. Fuel System Valve OPEN
9. Ignition Switch ON
10. Oil Pressure Indicator CHECK RISING
When Ng stabilized above 12%:
12. ITT MONITOR
13. Oil Pressure CHECK, GREEN ARC
16. Generator Switch ON
17. Condition Lever HIGH-IDLE as needed
18. Power Lever AS REQUIRED
19. Radio Master Switch ON
20. Land as soon as possible
NOTE
For a power off landing establish the best glide speed, which should be not less than 75 knots IAS.

Smoke and Fire
Engine Fire On The Ground (in engine compartment)
The following procedure is used if there is evidence of fire in the engine compartment while the aircraft
is on the ground:

4. Battery Switch OFF
7. Aircraft EVACUATE
8. Fire EXTINGUISH
9. Ground Crew ALERT
Engine Fire On The Ground (within the engine)
The following procedure is to be used if there is evidence of a fire within the engine. Air passing through
the engine is utilized to purge the fire from the combustion section, gas generator turbine, power turbine
and exhaust system.

5. Booster Pump Switch ON (to lubricate fuel pump)
WARNING
SHOULD THE FIRE PERSIST, INDICATED BY SUSTAINED ITT, CLOSE FUEL SYSTEM
VALVE AND CONTINUE MOTORING (STARTER OPERATION)
CAUTION
DO NOT EXCEED STARTER LIMITATION (30 seconds).

9. Battery Switch OFF
10. Aircraft EVACUATE
11. Fire EXTINGUISH
12. Ground Crew ALERT

Clearing The Engine On The Ground
The following procedure is used to clear the engine when it is necessary to remove internally trapped
fuel and vapour. Air passing through the engine is utilised to purge fuel and fuel vapour from the
combustion section, ges generator turbine, power turbine, and exhaust system.

4. Booster Pump Switch ON (to lubricate fuel pump)
NOTE
Maintain starter operation for 10 seconds then allow starter to cool one minute before re-engaging.
CAUTION
DO NOT EXCEED STARTER LIMITATION (30 seconds).

Engine Fire In Flight (in engine compartment)
In the event of a fire in the engine compartment while the aircraft is in flight:

2. Propeller Control Lever FEATHER
5. Cabin Air Emergency Shut-Off PULL
6. Cabin Heat Control PUSH
8. HEATING PITOT Switch OFF – if not required
9. Pro de-ice Switch OFF – if not required
to a battery discharge current of less than 35A
CAUTION
ENGINE SHUT-DOWN WILL RESULT IN THE LOSS OF SUCTION TO VACUUM DRIVEN
GYRO INSTRUMENT.
NOTE
For a power off landing establish the best glide speed, which should be not less than 75 knots IAS.

Smoke Or Fumes In-Flight
The following procedure is used if smoke or fumes are detected in the cockpit or passenger
compartment.
1. Cabin Air Emergency Shut-Off PULL

2. Cabin Heat Control PUSH
3. D/V Window OPEN
4. Crew Entry Doors OPEN
If crew or passengers occupy cabin:
5. Cabin Doors OPEN
If specific electrical equipment showing evidence of damage:

6. Electrical Equipment C/B PULL
8. land as soon as possible

If smoke or fumes persist, follow procedure for In Flight Engine Fire.
NOTE
Once pulled, the cabin air emergency shut-off must be reset by maintenance on the ground.
Forced Landing
1. Prop Control Lever FEATHER
3. Flaps TO
4. Turn to nearest airfield and glide for range
5. Speed 75 KIAS (Best Glide Speed)
6. Harness (Crew and Pax) TIGHT
7. Radio EMERGENCY CALL
When landing is assured:
8. Flaps LD
9. Battery OFF
10. Speed 70 KIAS
Cockpit Doors Emergency Opening
The following procedure is to be used if a cockpit door needs to be jettisoned. A red-painted, safety-
wired door jettison lever is located on the upper forward door frame.
1. Cockpit Door Handle UNLOCK POSITION

2. Door Jettison Lever PULL INBOARD and DOWN
3. Cockpit Door PUSH OUTWARD
NOTE
Considerable physical force can be required to jettison a door during cruise, or at descent flight
speeds. The pilot should consider reducing airspeed and then inducing a light side slip to counteract
the airflow along the sides of the cockpit.

Trim Runaway
Horizontal Stabilizer Trim
1. Airspeed REDUCE to obtain acceptable residual control forces
WARNING
MINIMUM SAFE AIRSPEEDS MUST BE OBSERVED.
2. Trim Interrupt Switch SELECT 'INTERRUPT' UP

3. Stab Trim CBs PULL
4. Trim Interrupt Switch SELECT 'INTERRUPT' DOWN
- IF TRIM DOES NOT MOVE (IT INDICATES A MAIN SYSTEM TRIM RUNAWAY)
5. Alternate Stab Trim Nose DN/UP Switch OPERATE to achieve required trim
NOTE
If a single trim position indicator is installed, the indicator will move to max nose up position if the
STAB TRIM CB is pulled.
- IF TRIM DOES MOVE (IT INDICATES AN ALTERNATE SYSTEM TRIM RUNAWAY)

7. Stab Trim CBs PUSH
8. Main Trim Switch PRESS and HOLD in opposite direction
NOTE
Both motors (main and alternate) will operate. As the main motor is faster, it will override the
alternate.
As soon as trim is in desired position

11. Land without further trim operation
Rudder Trim

2. Rudder Trim CBs PULL
NOTE
Rudder Trim is inoperative
Aileron Trim

2. Aileron Trim CBs PULL
NOTE – Aileron Trim is inoperative

Jammed Trim Actuators
If an actuator becomes jammed in an extreme position, control forces will increase.
1. Airspeed REDUCE to obtain acceptable residual control forces.
WARNING
MINIMUM SAFE AIRSPEEDS MUST BE OBSERVED
2. Land as soon as practical
In addition, the following has to be performed for a jammed horizontal stabilizer trim actuator, depending
on the position jammed.
Jammed In The Fully Nose Up Position
CAUTION
WITH AN AFT CENTER OF GRAVITY DO NOT USE FLAPS FOR LANDING.
Jammed In The Fully Nose Down Position
In Cruise
1. Flaps SET TO position (below 95 knots)
For Landing
1. Flaps SET LD position
Loss Of Elevator Control
CAUTION
THE PITCH TRIM IS POWERFUL AND LARGE TRIM CHANGES CAN RESULT FROM
CHANGES IN AIRSPEED AND POWER. TO AVOID LARGE PITCH EXCURSIONS, AVOID
LARGE POWER CHANGES AND ADJUST ELEVATOR TRIM CONSTANTLY.
1. PWR OUT of beta range

2. Elevator Trim OPERATE to achieve required aircraft attitude
3. Land as soon as practical
WARNING
MINIMUM SAFE AIRSPEEDS HAVE TO BE OBSERVED.
NOTES
It is recommended to perform a controllability check (simulated approach / landing attitude) at a safe
altitude.
Consider use of FLAPS to assist in maintaining the required aircraft attitude.

Inadvertent Spin
Intentional spinning is prohibited
In case of inadvertent spin entry, the recovery procedure is as follows:
1. REDUCE POWER
2. RETRACT FLAPS IMMEDIATELY (IF EXTENDED)
3. CHECK SLIP BALL, THEN APPLY FULL OPPOSITE RUDDER
4. STICK CENTERED
WARNING
ALTITUDE LOSS CAN BE AS MUCH AS 1300 FT FROM SPIN ENTRY TO RECOVERED
LEVEL FLIGHT.
System Emergencies
Fuel Filter Clogged
The main fuel filter, attached to frame 3 of the fuselage nose section, is equipped with a pressure
differential switch. A red warning lamp, located on the center instrument panel, illuminates when the filter
outlet pressure is a certain amount below the inlet pressure. This indicates that the filter element is
nearly or fully clogged. Unfiltered fuel is subsequently fed to the engine via the fuel filter bypass line.
The flight can be continued but the next opportunity must be taken to land the aircraft on an airfield.
After landing determine reason for fuel filter blockage.
Ensure the following procedure has been carried out before next flight:
1. Remove filter element and check for foreign matter, replace filter element.
2. Clean high pressure pump filter mounted with the fuel control unit.
3. Flush and clean fuel system and metering devices as required.
Booster Pump Failure
Indication: Fuel pressure drops approximately 2 psi when Booster Pump fails. Engine continues to
operate.
No immediate in-flight action is necessary. The engine runs satisfactorily without the booster pump.
(Minimum fuel pressure indication required is 5 psi.)
Repair booster pump before next flight.
Circuit Breakers
All circuit breakers for circuit protection, which are of both push-pull and toggle type, are located on the
right-hand instrument panel. The circuit breakers are appropriately placarded for individual
identification.

7. Performance charts

8. Credits
Developed by Thranda Design Inc.
Daniel Klaue: Hugo Silverio: Nicola Tomassoni

www.thranda.com
• 3D Modeling • Subject matter expert
• Project coordination • Flight Dynamics • Consulting
• 3D Modelling • Sound Design (FMOD multi- • Beta-Testing
• Texturing track audio engineering)
• Animation • Misc systems programming Scott Paulson
• Conceptualization of • Consulting
features • Beta-testing • Subject matter expert
• Special Effects • Consulting
• Flight Dynamics Ela Klaue: • Beta-Testing
• VR and Systems
Programming • Manual Layout Bernard Voges
• Artwork • Artwork
• Administration • Consulting
• Beta-Testing
Erick Stromback: Flavio Osorio
Manuel Ratzlaff
• 3D Modeling • Texturing
• 2D pop-ups and • 3D modelling
infrastructure Erick Escobar • Artwork
• Systems programming Ondrej Brinkel
• 3D Modeling
• VR programming www.anzui.de
• Consulting Nicolas Taureau
• Beta-testing www.x-plane.org • Xplane2Blender export
script for authoring of
Joseph Noe • Consulting object files
• Marketing
• Manual • Distribution
• Flight Dynamics JAARS
• Systems programming Flightfactor & Step To Sky • Manuals
• VR programming www.flightfactor.aero • Consulting
• Consulting www.steptosky.com
• Beta-testing
• SASL
• DRM
• Updater

9. Copyright
All the material contained in this pack is exclusive copyright of Thranda Design
Inc. and its associates. No part of any of the models contained in this package,
or any other files within, in part or in whole, may be copied, re-distributed,
disassembled, re-packaged or in any way be exploited for any commercial
purpose without the express permission of Thranda.
Exceptions:
• We allow uploads of modified textures giving the corresponding credits to
Thranda.
• We do not accept uploads of ANY original textures.
• We allow uploads of panel configuration files.
Contact
Contact us at: www.thranda.com/contact-us
For support go to the forums at http://forums.x-plane.org/index.php?/forums/forum/302-
thranda/
Thranda Design Inc. © Copyright all rights reserved.

Thranda PC6 Documentation v1 - 2

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September 3, 2020

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 2

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 3

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 4

The PC-6 first flew in 1959,

Due to the long production

2. X-Plane usage - Pop-Up Menu

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NOT INTENDED FOR REAL FLIGHT BACK TO TOP 6

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 7

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 8

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 9

MANUFACTURER: Adds a black "PILATUS" emblem on the tail.

Page 3: Weight and Balance

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The bottom right corner contains two buttons:

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 11

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 12

The PC-6 also includes an audio

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 13

Layout Page – This shows a preview of the panel layout.

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 14

The large central clickspot allows the user to

The top clickspot allows the user to rotate the

The right clickspot tilts the instrument about

The bottom clickspot moves the instrument

Finally, the left clickspot increases or decreases the instrument lighting.

Panel Preset – Steps through the available panel presets

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 15

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 16

• Max. Cont: 47.3 psi, 725, 101.5, 2000, 80-100, 10-99

• Climb/Cruise: 47.3, 695, 101.5, 2000, 80-100, 0-99

• Low Idle: (blank), 660, (blank), (blank), "40 (Min)", -40 to 99

• Starting: (blank), 1090, (blank), (blank), (blank), "-40 (Min)”

• Acceleration: 53, 825, 102.6, 2420, (blank), 0-99

• Max. Reverse: 47.3, 725, 101.5, 2000, 80-100, 0-99

• Vso, Vs1: 52 knots, 58 knots

• Vno, Vne: 151 knots

Weight and Balance

• Maximum Ramp Weight: 6,195 lbs

• Maximum Takeoff Weight: 6,173 lbs

• Maximum Landing Weight: 5, 864 lbs

• Maximum ZeroFuel Weight: 5,291 lbs

• + 23.9" to _28.4" at 6173 lbs.

• + 8.2" to 28.4" at 3200 lbs.

• 170 US gallons (usable fuel)

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 17

1. External underwing fuel tank panel

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 18

The wing's large flaps are electrically-

The flap position is indicated by a flap

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 19

The landing gear are

This model of the PC-6

NOT INTENDED FOR REAL FLIGHT BACK TO TOP 20

Trim Interrupt Switch and Alternate Trim Switch

The guarded Trim interrupt switch is

Next to the Trim Interrupt switch is the