Aircraft Recovery Manual

Document Number 02509

Issue 001 Revision 00: December 17, 2021

This document contains recommended information for the recovery of the PC-24 aircraft.
The information contained herein is advisory.
This document is not authority approved.
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 Section FM - Front Matter
Table of Contents

SECTION FM
Front Matter
Table of Contents
Subject Page
Front matter data - List of effective data modules FM-1-1
Front matter data - Introduction FM-2-1
1 Scope of the manual FM-2-1
2 Statement of liability FM-2-1
3 Copyright and legal statement FM-2-1
4 General FM-2-1
5 Purpose FM-2-2
6 Warnings, cautions, notes FM-2-2
7 Punctuation in measurement units FM-2-2
8 Publications revision request FM-2-2

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Table of Contents

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Front matter data - List of effective data modules

Front matter data - List of effective data modules

All DMC are preceded with PC-24-A but for clarity this has been left out
C = Changed data module
N = New data module

Data module code (DMC) Document title N/C Issue date

A00-00-0001-00A-00SA-A Front matter data - List of effective N 17.12.2021
data modules
A00-00-0001-00A-018A-A Front matter data - Introduction N 17.12.2021
A07-00-0000-00A-030A-A Aircraft dimensions - Technical data N 17.12.2021
A07-40-0018-00A-012A-A Hazardous areas - General warnings N 17.12.2021
and cautions and related safety data
A07-40-0000-00A-125A-A General and quick reference checklist N 17.12.2021
for aircraft recovery
A07-40-0000-00A-028A-A Planning for aircraft recovery - N 17.12.2021
General
A07-40-0003-00A-100A-A Preparation before moving the aircraft N 17.12.2021
- Operation
E24-30-0000-00A-500A-A Batteries - Disconnect, remove and N 17.12.2021
disassemble procedures
A07-40-0009-00A-311A-A Aircraft damage - Visual examination N 17.12.2021
without special equipment
A07-40-0012-00A-346A-A Terrain consideration - Other check N 17.12.2021
A12-10-0001-01A-221A-A Fuel - Defuel and drain fuel N 17.12.2021
A07-40-0006-00A-100A-A Moving the aircraft - Operation N 17.12.2021
A06-40-0000-00A-030A-A Door clearances and clear opening N 17.12.2021
dimensions - Technical data
E26-00-0001-00A-040A-A Fire protection - Description N 17.12.2021
E26-20-0000-00A-913A-A Engine fire extinguishing - General N 17.12.2021
maintenance procedure
E24-00-0001-00A-913A-A Electrical power disconnect - General N 17.12.2021
maintenance procedure
A07-40-0024-00A-012A-A Fire related safety issues - General N 17.12.2021
warnings and cautions and related
safety data
E28-00-0000-01A-040A-A Fuel - Description N 17.12.2021
PC24-A-A00-00-0001-00A-00SA-A

E53-20-0000-00A-030A-A Emergency break-in zones - Technical N 17.12.2021

data
A07-40-0030-00A-100A-A Towing the aircraft - Operation N 17.12.2021
A07-40-0030-00A-174A-A Aircraft - Towing N 17.12.2021

* Authority Approved

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PC24-A-A00-00-0001-00A-00SA-A

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Front matter data - Introduction

Front matter data - Introduction

1 Scope of the manual

Pilatus Aircraft Ltd. have prepared the ARM to help an Airport Authority, a Fixed Base Operator
(FBO), and / or an aircraft recovery crew if an accident or incident occurs with the PC-24
business jet.
No aircraft recovery will be the same as other recovery operations because of:
− The accident or the incident itself
− The location of the aircraft
− The amount of aid that is available locally
− The weather conditions when the accident/incident occurred. Also, the effects of the
weather before and after the accident/incident
− The number of persons that are available to help with the recovery.

Send your questions and comments to www.pilatus-aircraft.com

2 Statement of liability
This manual is intended to be used by Aircraft Crash Recovery crews involved in the recovery
of the Pilatus Aircraft Ltd PC-24 business jet after an accident or incident. It is also intended
to help those persons planning for the unlikely event that will require recovery actions. The
actions described in this manual are intended as recommendations only, as to how aircraft
recovery tasks should be carried out. Any omission of a task or an action, or omission to a task
or action, shall not be interpreted as an admission of liability by Pilatus Aircraft Ltd or any of its
sub−groups of affiliates or related entities.

3 Copyright and legal statement

Copyright © Pilatus Aircraft Ltd. This document contains proprietary information that is
protected by copyright. All rights are reserved. No part of this document may be copied,
reproduced or translated to other languages without the prior written consent of Pilatus Aircraft
Ltd.
In connection with the use of this document, Pilatus Aircraft Ltd. does not provide any express
or implied warranties and expressly disclaims any warranty of merchantability or fitness for
a particular purpose. This document contains trade secrets, confidential and / or proprietary
information of Pilatus, and technical data subject to export control laws and regulations,
including the U.S. Export Administration Regulations (EAR). Disclosure or distribution of this
PC24-A-A00-00-0001-00A-018A-A

document contrary to the EAR, and other laws and regulations, is strictly forbidden. The above
restrictions apply to data on all pages of this document.

4 General
The Aircraft Recovery Manual (ARM) contains the recommended information for safe recovery
of the PC-24 aircraft.
The ARM is written under the assumption that the users of this manual have had previous
aircraft recovery experience and are familiar with basic jet aircraft systems common to aircraft
of this type. Therefore this document does not contain basic information that is considered
prerequisite training.

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 Section FM - Front Matter
Purpose

The ARM is not an authority approved document.

The pilot in command of the aircraft is responsible to make sure that recovery procedures are
carried out correctly.

5 Purpose
The purpose of the ARM is to provide FBOs with the information necessary to perform
essential and safe recovery procedures and assumes that recovery personnel have a good
knowledge of aircraft systems and the associated hazards.

6 Warnings, cautions, notes

Warnings, cautions and notes are used to stress important items in the text. Warnings and
Cautions come immediately before the text to which they refer. Notes are put after the text to
which they refer. The warnings, cautions and notes are used as follows:
− WARNING: Gives details of materials, processes, procedures or limits which must be
followed to avoid injury to personnel
− CAUTION: Gives details of methods or procedures which must be followed to avoid
damage to equipment
− NOTE: Used to give necessary or additional information which make the task easier for
personnel.

7 Punctuation in measurement units

In this ARM the decimal fraction is shown by a point (.) in the Imperial/US units of weight
and measurement, and by a comma in metric units. Values in excess of one thousand are
separated by a comma (,).

8 Publications revision request

If operators have suggestions for improvements to the content of the manual or errors are
found, please submit the proposed changes to “[email protected]”.
PC24-A-A00-00-0001-00A-018A-A

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Table of Contents

SECTION 1
Aircraft Information
Table of Contents
Subject Page
Aircraft dimensions - Technical data 1-1-1
1 Model designation 1-1-1
2 Aircraft dimensions 1-1-1
3 Doors and access 1-1-1
4 Composite materials 1-1-1
5 Hazardous fluids 1-1-1
6 Interior configurations 1-1-2
Hazardous areas - General warnings and cautions and related safety data 1-2-1

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 Section 1 - Aircraft Information
Aircraft dimensions - Technical data

Aircraft dimensions - Technical data

1 Model designation
The PC-24 is a business jet made by Pilatus Aircraft Ltd. The PC-24 aircraft is a low-wing
monoplane with a pressurized cabin that can be operated by either one or two pilots. The
PC-24 has two Williams International FJ44-4A-QPM turbofan engines in nacelles attached to
the rear fuselage.

2 Aircraft dimensions
The basic dimensions of the aircraft are given in Fig. 1-1-1.

3 Doors and access

There are three main access doors on the PC-24, refer to Fig. 1-1-2. The passenger / crew
door in the forward left-hand fuselage in front of the left-hand wing and two emergency exit
doors, one each side of the fuselage above the wings. There are also several access doors.
The access doors are as follows:
− Left nose door
− Ground equipment compartment door
− Cargo door
− External power door
− Left engine oil door
− Rear fuselage access door
− Right nose door
− Toilet service door
− Refuel / Defuel door
− Battery access door
− Right engine oil door.

4 Composite materials
Composite materials, such as carbon woven fabric and glass woven fabric, are used in the
fairings, shrouds, access doors, and floorboards of the PC-24 aircraft. The location of the
PC24-A-A07-00-0000-00A-030A-A

composite materials is shown in Fig. 1-1-3, Fig. 1-1-4, and Fig. 1-1-5.

5 Hazardous fluids
The PC-24 aircraft uses the hazardous fluids that follow:
− Fuel (Wings, fuel tube, and engines)
− Hydraulic oil (Hydraulic reservoir, hydraulic tubes, main wheel brake assemblies)
− Compressor oil (Air conditioning compressor)
− Refrigerant (Air conditioning system).

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 Section 1 - Aircraft Information
Interior configurations

6 Interior configurations
There are currently five standard cabin configurations. The standard cabin configurations are
as follows:
− Standard cabin configuration, EX8s-2 (6+2), refer to Fig. 1-1-6
− Standard cabin configuration, EX6s-1, refer to Fig. 1-1-7
− Standard cabin configuration, EX6s-COM-2s, refer to Fig. 1-1-8
− Standard cabin configuration, EX-8S-1 (Double club), refer to Fig. 1-1-9
− Standard cabin configuration, COM-10s-1, refer to Fig. 1-1-10.
PC24-A-A07-00-0000-00A-030A-A

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Interior configurations

9 ft 8 in.
(2.94 m)

APPROX 22 ft 4.5 in.

55 ft 9 in. (6.82 m)
(17.00 m)

17 ft 8.5 in.
(5.40 m)

23 ft 1 in. (7.04 m)
55 ft 3 in. (16.85 m)

PC24-A-A07-00-0000-00A-030A-A

9 ft 10 in.
(3.00 m)

10 ft 11 in.
(3.33 m)
ICN-PC24-A-A07000000-0-S4080-09547-A-001-01

Figure 1-1-1: Aircraft dimensions

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Interior configurations

PASSENGER EMERGENCY CARGO

DOOR EXIT DOOR DOOR OIL DOOR

LEFT
NOSE DOOR

REAR
FUSELAGE
ACCESS
GROUND
DOOR
EQUIPMENT
COMPARTMENT EXTERNAL
DOOR POWER DOOR

EMERGENCY
OIL DOOR
EXIT DOOR

RIGHT
NOSE DOOR

TOILET
SERVICE
DOOR
BATTERY
PC24-A-A07-00-0000-00A-030A-A

ACCESS REFUEL/DEFUEL
DOOR DOOR

ICN-PC24-A-A07000000-A-S4080-09548-A-001-01

Figure 1-1-2: Doors and access doors / panels

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Interior configurations

HORIZONTAL
STABILIZER
HORIZONTAL TIP
STABILIZER
SHROUDS

NACELLE
PANELS

OIL DOOR
VERTICAL
LEFT STABILIZER
NOSE DOOR TIP

REAR
FUSELAGE
ACCESS
GROUND
DOOR
EQUIPMENT
COMPARTMENT EXTERNAL
DOOR WING-TO- POWER DOOR
FUSELAGE
FAIRING

HORIZONTAL
STABILIZER
TIP
HORIZONTAL
STABILIZER
SHROUDS

OIL DOOR

VERTICAL RIGHT
STABILIZER NOSE DOOR
TIP

NACELLE
PANELS TOILET
WING-TO-
SERVICE
PC24-A-A07-00-0000-00A-030A-A

FUSELAGE
FAIRING DOOR
BATTERY
ACCESS REFUEL/DEFUEL
DOOR DOOR

ICN-PC24-A-A07000000-A-S4080-09603-A-001-01

Figure 1-1-3: Composite components

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Interior configurations

120BRF 120CRF 120DRF 120ERF 120FRF 120GLF

131BLF

120ARF

120ALF

120BLF 120CLF 120DLF 120ELF 120FLF 131ALF

PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09604-A-001-01

Figure 1-1-4: Aircraft floorboards - Flight compartment

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Interior configurations

LAVATORY 133ARF 133BRF 133CRF 133DRF 136ARF

131CLF 133BLF 133ALF 133DLF 133CLF 133FLF 133ELF 133HLF 133GLF 136BLF 136ALF

PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09605-A-001-01

Figure 1-1-5: Aircraft floorboards - Passenger compartment

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Interior configurations

LARGE
BAGGAGE/CARGO
COMPARTMENT
PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09597-A-001-01

Figure 1-1-6: Standard cabin configuration - EX8s2 (6+2)

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Interior configurations

LARGE
BAGGAGE/CARGO
COMPARTMENT
PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09598-A-001-01

Figure 1-1-7: Standard cabin configuration - EX6s-1

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Interior configurations

LARGE
BAGGAGE/CARGO
COMPARTMENT
PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09600-A-001-01

Figure 1-1-8: Standard cabin configuration - EX-6s-COM-2s

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Interior configurations

LARGE
BAGGAGE/CARGO
COMPARTMENT
PC24-A-A07-00-0000-00A-030A-A

ICN-PC24-A-A07000000-A-S4080-09601-A-001-01

Figure 1-1-9: Standard cabain configuration - EX8s-1 (double club)

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Interior configurations

SHORT
BAGGAGE/CARGO
PC24-A-A07-00-0000-00A-030A-A

COMPARTMENT

ICN-PC24-A-A07000000-A-S4080-09602-A-001-01

Figure 1-1-10: Standard cabin configuration - COM-10S-1

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Hazardous areas - General warnings and cautions and related safety data

Hazardous areas - General warnings and cautions and related

safety data
This data module gives the information on the hazardous areas of the PC-24 aircraft.
WARNING
PERSONNEL MUST KEEP AWAY FROM THE AIRCRAFT WHEN THE POWER PLANT
IS OPERATED. THIS WILL HELP PREVENT DEATH OR INJURY TO PERSONNEL
AND / OR DAMAGE TO EQUIPMENT.

The hazardous areas when the engines are in operation are given in Fig. 1-2-1.

PC24-A-A07-40-0018-00A-012A-A

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Hazardous areas - General warnings and cautions and related safety data

AIRCRAFT STATIC-SEA LEVEL

I.S.A.- NO WIND
TAKEOFF POWER
24 ft ( 7.3 m ) RADIUS
DANGER AIR INTAKE

7 ft ( 2.1 m )

AREA TO BE CLEARED OF
PERSONNEL / EQUIPMENT
BEFORE ENGINE START
OR DURING IDLE

THIS ADDITIONAL AREA

MUST BE CLEARED OF
IDLE POWER PERSONNEL BEFORE
100 ft OPERATING AT
( 30.5 m ) MAXIMUM THRUST
DANGER HOT
JET BLAST

TAKEOFF POWER
180 ft
( 54.9 m )
DANGER HOT
JET BLAST MAX POWER
TEMPERATURE
DROPS TO 33°C
27 ft
( 8.3 m )
PC24-A-A07-40-0018-00A-012A-A

MAX POWER
VELOCITY
70 ft DROPS TO 20 MPH
( 21.3 m )

ICN-PC24-A-A07400000-A-S4080-09594-A-001-01

Figure 1-2-1: Hazardous areas

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Table of Contents

SECTION 2
Aircraft Recovery
Table of Contents
Subject Page
Aircraft recovery plan 2-1-1-1
General and quick reference checklist for aircraft recovery 2-1-1-1
Planning for aircraft recovery - General 2-1-2-1
Preparation before moving the aircraft 2-2-1-1
Preparation before moving the aircraft - Operation 2-2-1-1
Batteries - Disconnect, remove and disassemble procedures 2-2-2-1
Aircraft damage - Visual examination without special equipment 2-2-3-1
Terrain consideration - Other check 2-2-4-1
Fuel - Defuel and drain fuel 2-2-5-1
Moving the aircraft 2-3-1-1
Moving the aircraft - Operation 2-3-1-1

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General and quick reference checklist for aircraft recovery

General and quick reference checklist for aircraft recovery

1 Quick Reference Guide
The team leader of the recovery operation can use the quick reference guide that follows as a
checklist for the recovery team to refer to.
2 Checklist
2.1 Weight and balance
Do the weight and balance
Find the weight and balance of the aircraft to make an estimate of the limits to jack and tow the
aircraft.
Note
The weight and balance may have to be calculated more than once during the recovery
procedure.

Record the quantity and location of the cargo and the fuel to calculate the weight and balance.

2.2 Initial data

Get the initial data about the incident.
Set up an interface with the Investigator-in-Charge (IIC), the local authorities, the
representative of Pilatus Aircraft Ltd., and the owner agent or representative.
Tell the recovery crew surveyor to make a full estimate of the site as quickly as possible. The
type of accident site can have an effect on the aircraft removal.
Make a note of the slope of the terrain, the ground cover (trees, grass, rock) and the distance
from the runway, the taxiway, and the apron.
Make an analysis of the ground condition to calculate the bearing area necessary to lift and
move the aircraft.
Choose suitable personnel (as well as recovery team members) and make an estimate of the
necessary equipment and related manuals.
Note
Before you do this step, the IIC must be at the site.

Get accommodation, transportation, work visa (where necessary), and money for the recovery
team.
At the site, speak to the local airport authorities, the regulatory authorities, and the national
PC24-A-A07-40-0000-00A-125A-A

investigation authorities.
Get the data on the items that follow:
− Local environment
− Climate
− Terrain structure
− Communications
− Local regulations for the defueling of the aircraft.

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General and quick reference checklist for aircraft recovery

2.3 Set up
Make a detailed aircraft recovery plan (use a general recovery plan).
Get permission from the local and national authorities to continue with the recovery operation.
It is necessary for the different authorities to find the cause(s) of an aircraft accident. You must
know and obey the regulatory authority regulations and the laws of the country in which the
accident occurs.
Move personnel and equipment to the recovery site.
Refer to the recovery plan and, if necessary, prepare hangar and / or parking space for the
aircraft. Refer to Aircraft dimensions - Technical data for the aircraft dimensions.
Make sure that cranes are locally available. Also, make sure that other heavy equipment,
building materials, and access roads are available. If you think they may be necessary, some
of the operators may be members of an organization that shares technical facilities, service
and recovery equipment (recovery kits).
If components are removed from the aircraft for recovery purposes, the center of gravity weight
and balance location must be re-calculated before the aircraft is moved.
You must obey the applicable local regulations about defueling. If possible, remove all health
risk payload (fuel, dangerous materials, catering, oxygen, squibs, galley and lavatory disposal,
and water) from the aircraft.
If possible, remove the baggage, cargo, and flyaway kit.
If required, remove primary components as necessary.
Prepare to tether, lift, and move the aircraft. If available, install the protective covers to the pitot
static probes, angle of attack sensors, ice detector (optional), and engines
Complete the aircraft damage report when the aircraft recovery is completed. The damage
report is written by the Pilatus Aircraft Ltd. investigation team, or a technical support /
engineering team that is specially assembled for the task.
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Planning for aircraft recovery - General

Planning for aircraft recovery - General

1 General
CAUTION
THE SPECIAL PROBLEMS THAT ARE RELATED TO AN AIRCRAFT RECOVERY
OPERATION MAKE IT NECESSARY FOR ONE APPROVED PERSON TO DIRECT ALL
OF THE OPERATION.

1.1
Refer to the International Civil Aviation Organization (ICAO) document 9137-AN/898, Airport
Services Manual, Part 5, “Removal Of Disabled Aircraft” as an aid for aircraft recovery.

1.2
The document gives the procedures to use for the recovery and / or the removal of a disabled
aircraft. Some advanced procedures that are necessary are as follows:

1.2.1
When you have to move an aircraft that cannot taxi or be towed with an approved tow bar or
tow bridle, use other recovery procedures. The aircraft may be lifted with pneumatic bags or
cranes and moved on a trailer or dollies.

1.2.2
Advance planning is important to make sure that the equipment and persons with the skills to
do a recovery operation are available when necessary.
1.2.3
Prepare a full “Aircraft Recovery Plan” which may be started as soon as an accident occurs
and at the request of the Investigator-in-Charge (IIC).
1.2.4
Make sure to have the necessary emergency procedures. Give to the applicable personnel the
task they are responsible for.
1.2.5
Note
It is recommended that a copy of the Aircraft Recovery Manual is included in the “Aircraft
Recovery Plan” for the airport.
PC24-A-A07-40-0000-00A-028A-A

Tell all major users of the airport about the airport management policies that apply to the
removal of disabled aircraft. Include the applicable parts of the Aircraft Recovery Manual in the
airport procedure.

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Planning for aircraft recovery - General

2 Aircraft Recovery Plan

The aircraft recovery plan includes:

2.1
The guidelines for the fast removal of a disabled aircraft from the airport operational areas as
well as the precautions to prevent secondary damage to the aircraft.

2.2
Detailed grid maps for use during the recovery operations. The maps must show the
topography of the airport site, approaches, and adjacent areas. They must also show roads,
ditches, gates, ground conditions, and other factors that could have an effect on the aircraft
recovery operations.

2.3
Details about access roads to all parts of the airport that are near overhead power lines or
bridges, specially those roads necessary for heavy equipment such as cranes.

2.4
Pilatus’s data on the PC-24 aircraft that use the airport. For aircraft recovery, the important
data is weight and balance, lifting and moving, and weight reduction figures.

2.5
Note
If not available, try to get aircraft recovery kits from other airports as quickly as possible.
The ICAO “Airport Service Manual”, Part 5, gives a worldwide list of aircraft kits.

The type and location of heavy or specialized equipment and the time necessary to get the
equipment to the airport. Equipment to defuel the aircraft must be available to move to all
areas or location. Because of the dimensions of the PC-24, cranes and slings can be used to
lift the aircraft. The availability of cranes should be included in the recovery plan.
2.6
Sources of personnel with different skills, ranging from laborers to aircraft mechanics.
2.7
The requirement for food, clothes, and shelter for the recovery crew.
2.8
Flexible procedures for communications, security, and safety for the recovery operation, that
PC24-A-A07-40-0000-00A-028A-A

are applicable for the site.

2.9
An active inventory of local salvage equipment that is available to the airport. The operator
can get aircraft removal equipment and crews through contracts with airport owners, military
airfields, or aeronautical industries near the airport.

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Planning for aircraft recovery - General

2.10
Note
An agreement must be received from the IIC or the senior official of the investigation
team, before the airport owner can move a disabled aircraft.

Airport rules must make sure of the items that follow:

− The airport owner’s right to close all or part of the airport as necessary.
− The limits of liabilities and penalties for violations.

2.11
Contracts / agreements between aircraft operators and fixed base operators must give each
of them the capability to move the types of aircraft they use or those which they service.
The movement must include minimum risk of damage to the aircraft and to the airport. The
contracts / arrangements can be with a single operator, a co-operative procedure with the
airport authorities or a joint procedure by more than one operator at the applicable airport. It is
recommended that the operators put their removal equipment together because of:
− The logistics and time saving advantages of recovery kits that they own together.
− The economic advantages to single operator (they can buy fewer kits).
− The improvements that come with more equipment because a larger number of
operators are together.

2.12
The contracts / agreements must record the fixed base operator’s procedures and capacity to
do non-routine aircraft repairs on runways.
2.13
Procedures and agreements for airports used jointly by civil and military aviation.
2.14
Note
It is recommended that the PC-24 aircraft is moved with a tractor / trailer with a bed of
equally low height. This decreases the height the recovery team must lift a damaged
aircraft.

In the procedures for recovery equipment, look carefully at the items that follow:
PC24-A-A07-40-0000-00A-028A-A

− The full system to lift and move the aircraft.

− The mixture of recovery system components and the support equipment necessary to
move dangerous materials. Also other equipment such as cranes, dollies, and flatbed
trucks.
− The availability of winch-equipped heavy equipment (for example, a bulldozer or tractor).

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Planning for aircraft recovery - General

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 Section 2 - Aircraft Recovery
Preparation before moving the aircraft - Operation

Preparation before moving the aircraft - Operation

1 Aircraft structure examination
WARNING
MAKE SURE THAT THE STRUCTURE OF THE DAMAGED AIRCRAFT CAN HOLD ITS
WEIGHT BEFORE YOU LOWER IT ONTO THE LANDING GEAR FROM TRESTLES
OR JACKS. IF YOU DO NOT DO THIS, YOU CAN CAUSE INJURY TO PERSONNEL
OR MORE DAMAGE TO THE AIRCRAFT.

Do an examination of the aircraft structure before it comes off the trestles or jacks to make
sure it is sufficiently strong to tow the aircraft on the landing gear. Lower the landing gear only
if:
− The Investigator-In-Charge (IIC) agrees
− It is safe
− No more damage will occur.

2 Jacking weights
CAUTION
DO NOT REMOVE FUEL, CARGO, OR THE ENGINES IF THEY KEEP THE
AIRCRAFT’S CENTER OF GRAVITY. THIS WILL PREVENT AN OVERLOAD AT THE
JACKING POINT.

The maximum weight of the aircraft on jacks is as follows:

1
Note
The weights given are for an undamaged aircraft. The damage caused by an
accident may cause lower maximum permitted loads at the jacking points. It is safer
to put the aircraft onto trestles (assembled on-site) if there is structural damage.

The maximum permitted weight of the aircraft is 18,400 lb (8,345 kg).

2 The maximum vertical jacking loads for each jack location are as follows:
− Nose jacking point - 3353.4 lb (1512 kg)
− Each wing jacking point - 11464 lb (5200 kg).

3 Aircraft debogging
PC24-A-A07-40-0003-00A-100A-A

Table 2-2-1-1: Tools and Support Equipment

Tool / Equipment Recommended Pilatus Part

Shovel Local supply
Towing bridle Local supply
Tractor Local supply
Hand tow bar Local supply
Planks Local supply
Wheel chocks Local supply

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 Section 2 - Aircraft Recovery
Preparation before moving the aircraft - Operation

1 Use the shovel and remove as much material as possible from around the bogged
landing gear.
2 Install the towing bridle to the LH and RH MLG leg (Figure 2-2-1-1 [1]) with a shackle
(Figure 2-2-1-1 [2]). Refer to Fig. 2-2-1-1.
3 Use protection (Figure 2-2-1-1 [3]) on the MLG legs to protect them.
4 Make sure that the towing bridle does not damage the aircraft hydraulic brake hoses
(Figure 2-2-1-1 [4]).
5 Connect the towing bridle to the tractor.
6 Install the hand tow bar on the NLG tow point.
7 If necessary, in the flight compartment release the park brake.
8 Put the planks in position at the rear of the main wheels.
9 Make sure that personnel are available with wheel chocks to stop the aircraft if
necessary.
10 Tow the aircraft backward at a constant speed with no sudden movements. Steer the
NLG with the hand tow bar.
11 As the main wheels goes onto the planks, monitor the position of the planks and make
sure that they will not lift and touch the wings or fuselage.
12 When the aircraft is at the final position, in the flight compartment set the park brake to
ON and install the wheel chocks.
13 Disconnect the towing bridle from the tractor.
14 Disconnect the towing bridle from the LH and RH MLG leg (Figure 2-2-1-1 [1]).
15 Remove the hand tow bar from the NLG tow point.
16 Clean the mud, sand, or other contaminants from the wheels wells, flaps and landing
gear.
17 Do an examination of the MLG and the NLG in accordance with the Aircraft Maintenance
Manual (AMM) at the earliest opportunity.
PC24-A-A07-40-0003-00A-100A-A

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Preparation before moving the aircraft - Operation

A
A

A
LH SHOWN
RH SIMILAR

PC24-A-A07-40-0003-00A-100A-A

ICN-PC24-A-A07400000-A-S4080-09762-A-001-01

Figure 2-2-1-1: Towing bridle install - Tow forward

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Preparation before moving the aircraft - Operation

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 Section 2 - Aircraft Recovery
Batteries - Disconnect, remove and disassemble procedures

Batteries - Disconnect, remove and disassemble procedures

1 Prepare to disconnect the aircraft batteries
WARNING
BE CAREFUL WHEN YOU MOVE THE BATTERY. THE BATTERY IS HEAVY AND CAN
CAUSE INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT.

Note
A minimum of two people is recommended for this procedure.

Make sure that the electrical power is disconnected. Refer to Electrical power disconnect -
General maintenance procedure.
2 Identify the aircraft batteries
Note
Two types of battery can be installed in the PC-24. The same type of battery is installed in
the two locations.

Find and identify batteries 1 and 2 as follows (Fig. 2-2-2-1):

1 Open the left nose door.
2 Open the battery door in the right wing fairing.
3 Identify which type of battery is installed:
− Nickel Cadmium (Ni-Cad)
− Lithium Ion (Li-Ion).

3 Nickel cadmium batteries

Note
This procedure is the same for battery 1 and battery 2.

PC24-A-E24-30-0000-00A-500A-A

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 Section 2 - Aircraft Recovery
Batteries - Disconnect, remove and disassemble procedures

1 Disconnect the Ni-Cad batteries as follows:

1.1 Turn the knob counterclockwise to disconnect the electrical connector
(Figure 2-2-2-2 [3]) from the battery (Figure 2-2-2-2 [1]).
1.2 Disconnect the electrical connector (Figure 2-2-2-2 [4]) from the battery.
1.3 If the battery heater belt (Figure 2-2-2-2 [5]) is installed, remove and discard the
cable tie and disconnect the electrical connectors (Figure 2-2-2-2 [6]).
1.4 Loosen the hose clamps and remove the two hoses and two clamps
(Figure 2-2-2-2 [2]) from the battery.
1.5 Install protective covers on the battery electrical receptacles and vent ports.
2 Remove Ni-Cad batteries as follows:
2.1 For battery 1 (Figure 2-2-2-3 [1]) and battery 2 (Figure 2-2-2-3 [2]), do the steps
that follow:
− Remove and discard the lockwire from the two wing nuts
(Figure 2-2-2-3 [5])
− Loosen the two wing nuts (Figure 2-2-2-3 [5])
− Make sure that the two plates (Figure 2-2-2-3 [4]) disengage from the
battery
− Move the two tie rods (Figure 2-2-2-3 [3]) away from the battery.
2.2 For battery 1 (Figure 2-2-2-3 [1]), remove the outboard tie rod
(Figure 2-2-2-3 [7]) as follows:
− Remove the quick release pin (Figure 2-2-2-3 [6])
− Remove the screw (Figure 2-2-2-3 [9]) and pin assembly
(Figure 2-2-2-3 [9]).
2.3 Carefully remove the battery from the aircraft.
2.4 Do a check of the battery mounting tray and the adjacent area for signs of
electrolyte spillage.

4 Lithium ion batteries

Note
This procedure is the same for battery 1 and battery 2.
PC24-A-E24-30-0000-00A-500A-A

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Batteries - Disconnect, remove and disassemble procedures

1 Disconnect Li-Ion batteries as follows:

1.1 Turn the knob counterclockwise and carefully disconnect the electrical
connector (Figure 2-2-2-4 [3]) from the battery.
1.2 Remove and discard the lockwire from the screw (Figure 2-2-2-4 [5]) and the
receptacle.
1.3 Remove the screw (Figure 2-2-2-4 [5]), the washer (Figure 2-2-2-4 [6]), and the
two bonding leads (Figure 2-2-2-4 [7] and Figure 2-2-2-4 [8]) from the battery.
1.4 Disconnect the electrical connector (Figure 2-2-2-4 [4]) from the battery.
1.5 Loosen the hose clamp (Figure 2-2-2-4 [1]) and remove the hose
(Figure 2-2-2-4 [2]) from the battery.
1.6 Install protective covers on the battery electrical receptacles and vent port.
2 Remove Li-Ion batteries as follows:
2.1 Remove and discard the lockwire from the two wing nuts (Figure 2-2-2-5 [2]
and Figure 2-2-2-5 [8]).
2.2 Remove the items that follow from the tie rod (Figure 2-2-2-5 [6]) that secures
the hose (Figure 2-2-2-5 [7]):
− wing nut (Figure 2-2-2-5 [2])
− washer (Figure 2-2-2-5 [3])
− bush (Figure 2-2-2-5 [4])
− plate (Figure 2-2-2-5 [5]).
2.3 Move the hose (Figure 2-2-2-5 [7]), the plate (Figure 2-2-2-5 [5]), and the tie rod
(Figure 2-2-2-5 [6]) away from the battery (Figure 2-2-2-5 [1]).
2.4 Loosen the wing nut (Figure 2-2-2-5 [8]), disengage the plate
(Figure 2-2-2-5 [9]), and move the tie rod (Figure 2-2-2-5 [10]) away from the
battery (Figure 2-2-2-5 [1]).
2.5 Carefully remove the battery from the aircraft.
2.6 Do a check of the battery mounting tray and the adjacent area for signs of
electrolyte spillage.
PC24-A-E24-30-0000-00A-500A-A

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 Section 2 - Aircraft Recovery
Batteries - Disconnect, remove and disassemble procedures

A
C

A
LEFT NOSE DOOR

B
RIGHT WING FAIRING
BATTERY DOOR

C
PC24-A-E24-30-0000-00A-500A-A

LITHIUM ION
BATTERY

C
NICKEL CADMIUM
BATTERY
ICN-PC24-A-E24300000-A-S4080-09634-A-001-01

Figure 2-2-2-1: Batteries 1 and 2 - Location

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Batteries - Disconnect, remove and disassemble procedures

A
A TYPICAL
DISCONNECT THE NICKEL
1 CADMIUM BATTERY

A
2

5 PC24-A-E24-30-0000-00A-500A-A

6
B
IF INSTALLED
DISCONNECT THE BATTERY
HEATER CONNECTIONS

ICN-PC24-A-E24300000-A-S4080-09639-A-001-01

Figure 2-2-2-2: Batteries 1 and 2 - Disconnect Ni-Cad batteries

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 Section 2 - Aircraft Recovery
Batteries - Disconnect, remove and disassemble procedures

C 1

B
C

A A
BATTERY 1
NOSE DOOR D

2
7 C

9
8

D
MSN 184-UP
BATTERY 1 ONLY
B
BATTERY 2
WING FAIRING
7

4
PC24-A-E24-30-0000-00A-500A-A

6
C
TYPICAL
D BATTERY 1 AND
BATTERY 2
MSN 101-184
BATTERY 1 ONLY ICN-PC24-A-E24300000-A-S4080-09743-A-001-01

Figure 2-2-2-3: Batteries 1 and 2 - Remove Ni-Cad batteries

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Batteries - Disconnect, remove and disassemble procedures

A B

2
A

8
4 3
7
PC24-A-E24-30-0000-00A-500A-A

B
DISCONNECT THE
LITHIUM ION BATTERY
ICN-PC24-A-E24300000-A-S4080-09664-A-001-01

Figure 2-2-2-4: Batteries 1 and 2 - Disconnect Li-Ion batteries

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Batteries - Disconnect, remove and disassemble procedures

A
TYPICAL
B
1

8 9 2

10

C
PC24-A-E24-30-0000-00A-500A-A

ICN-PC24-A-E24300000-A-S4080-09744-A-001-01

Figure 2-2-2-5: Batteries 1 and 2 - Remove Li-Ion batteries

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 Section 2 - Aircraft Recovery
Aircraft damage - Visual examination without special equipment

Aircraft damage - Visual examination without special equipment

1 Safe for maintenance
Make sure that the aircraft is safe for maintenance. Refer to Batteries - Disconnect, remove
and disassemble procedures and Fuel - Defuel and drain fuel.
2 Examine the aircraft for damage
Examine the aircraft for damage as follows:
1 Examine how the accident occurred. This will aid you to make an estimate of the damage
that occurred to the aircraft.
2 After you examine the obvious damage, examine the structural condition of the aircraft.
3 Look for possible damage to other areas of the aircraft. The signs that follow give an
indication of other damage:
− Bulges in the wing or fuselage skins, at structural joints, or heavy fittings, give an
indication of internal damage.
− Rivets, bolts, or fasteners of all types that are tilted, cut, or loose also give an
indication of damage.
−
Note
A careful examination may not be possible if the aircraft landing gear is not
deployed correctly.

Torn, cracked, or buckled fairings and other non-structural parts are causes for you
to carefully examine the aircraft structure below these parts. You must think that
damage to the structure below these parts is possible until your examination shows
differently.
4 Make a list of missing or unserviceable items as you examine the aircraft and estimate
the damage.

PC24-A-A07-40-0009-00A-311A-A

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Aircraft damage - Visual examination without special equipment

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PC24-A-A07-40-0009-00A-311A-A

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Terrain consideration - Other check

Terrain consideration - Other check

1 Assess the terrain
Get an experienced civil engineer or earthworks contractor to make an assessment of the
terrain surface conditions, bearing loads and areas. The type of terrain, the weather conditions,
and the structural damage to the aircraft are additional factors to think about when you need to
find the bearing area necessary to lift and move the aircraft.
2 Assess the route
CAUTION
YOU CAN CAUSE ADDITIONAL STRUCTURAL DAMAGE TO THE AIRCRAFT IF YOU
MOVE IT OVER ROUGH TERRAIN.

Make an estimate of the general terrain to find the best route to tow the aircraft.
1 If necessary, grade the proposed tow route to give a smooth surface for the aircraft and
the tow vehicles.
2 Make an estimate of how hard and smooth the surface is. You will also need to think
about the effect of rain and drainage on the load-bearing capacity of the terrain.
3 Find the safe bearing load and surface area of the terrain. Make sure that the terrain has
the same condition for a depth of 8 in (20.3 cm). The force necessary to tow the aircraft
changes as a function of the strength of the terrain.

3 Lifting the aircraft

The type of terrain dictates the applicable procedure to lift the aircraft:
1 For jacks, refer to Fig. 2-2-4-1.
2 For pneumatic bags, refer to Fig. 2-2-4-2.
3 For mobile cranes and slings, refer to Fig. 2-2-4-3.

Ground conditions are one of the primary factors in aircraft recovery operations. The ground
conditions have an effect on the decisions whether to tow the aircraft or to shore the aircraft.
From the assessment of the terrain conditions, the recovery team makes decisions about
reinforcement of the terrain and the shoring base.
4 California Bearing Ratio (CBR)
The California Bearing Ratio (CBR) is known as the standard for different ground conditions.
For the related bearing strengths of different ground conditions, refer to Table 2-2-4-1.
PC24-A-A07-40-0012-00A-346A-A

Table 2-2-4-1: Safe bearing loads

Surface type Safe bearing load

Slate or rock 230 psi
Concrete 156 psi
Hard pan and gravel 138 psi
Small sand and gravel 100 psi
Gravel, coarse sand, or medium clay 62 psi
Loose sand and gravel mixture 42 psi
Medium stiff clay 35 psi

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 Section 2 - Aircraft Recovery
Terrain consideration - Other check

Table 2-2-4-1: Safe bearing loads (continued from previous page)

Loose sand 30 psi

Soft clay or earth 15.5 psi

A
LH SHOWN
RH SIMILAR

E
A

B
A
C

D
B

PLUG
PLUG JACK POINT
JACK POINT ADAPTER
ADAPTER

C HYDRAULIC
TRIPOD JACK
HYDRAULIC
TRIPOD JACK
PC24-A-A07-40-0012-00A-346A-A

ICN-PC24-A-A07400000-A-S4080-09695-A-001-01

Figure 2-2-4-1: Aircraft Jacking (Sheet 1 of 2)

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Terrain consideration - Other check

JACK POINT
PLUG ADAPTER

F SHORING
JACK

PC24-A-A07-40-0012-00A-346A-A

ICN-PC24-A-A07400000-A-S4080-09696-A-001-01

Figure 2-2-4-1: Aircraft Jacking (Sheet 2 of 2)

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 Section 2 - Aircraft Recovery
Terrain consideration - Other check

NOTE:
CENTER PNEUMATIC BAGS ON
THE AIRCRAFT JACKING POINTS
PC24-A-A07-40-0012-00A-346A-A

AIR SUPPLY

ICN-PC24-A-A07400000-A-S4080-09698-A-001-01

Figure 2-2-4-2: Lifting with pneumatic bags

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Terrain consideration - Other check

STRAP

STRAP

STRAP

STRAP

CENTER OF GRAVITY
ENVELOPE STRAP

148.42 in 98.42 in
(3770 mm) (2500 mm)

PC24-A-A07-40-0012-00A-346A-A

269.88 in
(6855 mm)

FRAME 17 FRAME 37
ICN-PC24-A-A07400000-A-S4080-09702-A-001-01

Figure 2-2-4-3: Aircraft recovery with crane and slings

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Terrain consideration - Other check

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PC24-A-A07-40-0012-00A-346A-A

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Fuel - Defuel and drain fuel

Fuel - Defuel and drain fuel

1 Safety
WARNING
MAKE SURE THAT THERE ARE NO SPARKS OR FLAMES AROUND THE WORK
AREA. THE MIXTURE OF AIR AND FUEL CAN CAUSE AN EXPLOSION. AN
EXPLOSION CAN CAUSE DEATH OR INJURY TO PERSONNEL AND/OR DAMAGE
TO EQUIPMENT.

WARNING
PUT ON PROTECTIVE CLOTHING AND SAFETY GOGGLES BEFORE YOU DO
WORK WITH FUEL. FUEL IS POISONOUS.

Obey these safety precautions for all defuelling operations:

− Conduct defuelling operations in an approved area.
− Do not do maintenance work which will cause a source of ignition near open fuel tanks or
fuelling equipment
− Put the defuelling equipment in a position from which it can be easily moved in an
emergency
− Do not remove the aircraft ground until the defuelling operations are complete.
− Do not remove the defuelling vehicle ground from the aircraft until defuelling operations
are completed.

2 Defuel the aircraft with the aircraft pumps

Table 2-2-5-1: Defuel with booster pumps

Gallons (Litres) Lb (Kg)

Total fuel quantity 895 (3,389) 5,999.8 (2,721)
Removable (usable) fuel 890 (3,369) 5,964 (2,705)
quantity (max)
Remaining usable fuel 12.87 (48.72) 85 (39)
quantity
Undrainable fuel quantity 1.33 (5.03) 8.8 (4)
Time required to defuel from approximately 90 minutes
max fuel quantity
PC24-A-A12-10-0001-01A-221A-A

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Fuel - Defuel and drain fuel

Defuel the aircraft with the aircraft pumps as follows:

1 Make sure that the defuel vehicle has the capacity to take the amount of fuel to be
removed.
2 Connect external power.
3 In the cockpit, set the GPU switch to ON.
4 Connect the ground lead to the aircraft ground point on the nose landing gear
(Figure 2-2-5-1 [1]).
5 Make sure that the defuel vehicle is grounded.
6 Open the Refuel door.
7 Connect the fuel hose bonding lead (Figure 2-2-5-2 [4]) to the pressure refuel adaptor
ground point (Figure 2-2-5-2 [2]).
8 Remove the cap (Figure 2-2-5-2 [5]) from the pressure defuel adaptor
(Figure 2-2-5-2 [1]).
9 Connect the fuel nozzle (Figure 2-2-5-2 [7]) to the pressure defuel adaptor
(Figure 2-2-5-2 [1]).
10 Open the valve (Figure 2-2-5-2 [6]) on the fuel nozzle (Figure 2-2-5-2 [7]).
11 On the refuel/defuel panel (Figure 2-2-5-2 [3]) open the PWR-REFUEL/DEFUEL switch
guard.
12 Set the PWR-REFUEL/DEFUEL switch to ON.
13
Note
During the fuel system boot the FAIL light (red) will be on.

Wait approximately one minute for the fuel system to boot.

14
Note
The DEFUEL switch must be pulled out before it can be moved to a new position.

Move the DEFUEL switch to A/C PUMP.

15 Within five seconds, hold the INC/DEC switch in "DEC" position until "MIN" is flashing in
the PRESELECT FUEL QTY display.
16 The LH and RH A/C pumps start automatically.
PC24-A-A12-10-0001-01A-221A-A

17 On the refuel/defuel panel (Figure 2-2-5-2 [3]) make sure that the LH, RH and TOTAL
fuel quantities decrease.
18 When the LH or RH fuel quantity is less than half the PRESELECT QTY, the applicable
A/C pump stops.
19 When the defuel is completed, the TOTAL display flashes COMPLETE followed by the
total fuel quantity.
20 Close the valve (Figure 2-2-5-2 [6]) on the refuel/defuel nozzle (Figure 2-2-5-2 [7]).
21
Note

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Fuel - Defuel and drain fuel

The DEFUEL switch must be pulled out before it can be moved to a new position.

On the refuel/defuel panel (Figure 2-2-5-2 [3]), set the DEFUEL switch to OFF.
22 Set the PWR-REFUEL/DEFUEL switch to OFF.
23 Close the PWR-REFUEL/DEFUEL switch guard.
24 Disconnect the fuel nozzle (Figure 2-2-5-2 [6]) from the pressure defuel adaptor
(Figure 2-2-5-2 [1]).
25 Install the cap (Figure 2-2-5-2 [5]) on the pressure refuel adaptor (Figure 2-2-5-2 [1]).
26 Disconnect the fuel hose bonding lead (Figure 2-2-5-2 [4]) from the pressure refuel
adaptor ground point (Figure 2-2-5-2 [2]).
27 Close the Refuel door.
28 In the cockpit, set the GPU switch to OFF.
29 Disconnect external power. Refer to Electrical power disconnect - General maintenance
procedure.
30 Disconnect the ground lead from the aircraft ground point on the nose landing gear
(Figure 2-2-5-1 [1]).
31 If necessary, drain the unusable fuel, do the Alternative defuel procedure.

3 Defuel the aircraft with suction

Note
Aircraft with the suction defuel option installed will have SUCTION shown on the
REFUEL/DEFUEL panel.

Table 2-2-5-2: Defuel with suction

Gallons (Litres) Lb (Kg)

Total fuel quantity 895 (3,389) 5,999.8 (2,721)
Removable (usable) fuel 890 (3,369) 5,964 (2,705)
quantity (max)
Remaining usable fuel 49 (189) 330 (150)
quantity
Undrainable fuel quantity 1.33 (5.03) 8.8 (4)
Time required to defuel from approximately 30 minutes
max fuel quantity
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Fuel - Defuel and drain fuel

Defuel the aircraft by suction as follows (optional):

1 Open the Refuel door.
2 Connect the ground lead to the aircraft ground point on the nose landing gear
(Figure 2-2-5-1 [1]).
3 Make sure that the defuel vehicle is grounded.
4 Connect the fuel hose bonding lead (Figure 2-2-5-2 [4]) to the pressure refuel adaptor
ground point (Figure 2-2-5-2 [2]).
5 Remove the cap (Figure 2-2-5-2 [5]) from the pressure refuel/defuel adaptor
(Figure 2-2-5-2 [1]).
6 Connect the defuel nozzle (Figure 2-2-5-2 [7]) to the pressure refuel/defuel adaptor
(Figure 2-2-5-2 [1]).
7 Open the valve (Figure 2-2-5-2 [6]) on the defuel nozzle (Figure 2-2-5-2 [7]).
8 On the refuel/defuel panel (Figure 2-2-5-2 [3]), open the PWR-REFUEL/DEFUEL switch
guard.
9 Set the PWR - REFUEL/DEFUEL switch to ON
10
Note
During the fuel system boot the FAIL light (red) will be on.

Wait approximately one minute for the fuel system to boot.

11 Within five seconds, hold the INC/DEC switch in "DEC" position until "MIN" is flashing in
the PRESELECT FUEL QTY display.
12
Note
The DEFUEL switch must be pulled out before it can be moved to a new position.

Set the DEFUEL switch to SUCTION.

13
Note
The minimum defuel suction pressure is -10 psig (-0.69 bar).

Start the pump on the defuel vehicle.

14 On the refuel/defuel panel (Figure 2-2-5-2 [3]), make sure the LH, RH, and TOTAL fuel
quantities decrease.
PC24-A-A12-10-0001-01A-221A-A

15 Make sure the LH and RH REFUEL VALVE CLOSED lights (green) are OFF.
16 When the LH or RH fuel quantity is less than half the PRESELECT QTY, the LH or RH
suction defuel stops automatically.
17 When the defuel is completed, the TOTAL display flashes COMPLETE followed by the
total fuel quantity.
18
Note
The DEFUEL switch must be pulled out before it can be moved to a new position.

Set the DEFUEL switch to OFF.

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19 Set the PWR - REFUEL/DEFUEL switch to OFF.

20 Close the PWR - REFUEL/DEFUEL toggle-switch guard.
21 Stop the pump on the defuel vehicle.
22 Close the valve (Figure 2-2-5-2 [6]) on the fuel nozzle (Figure 2-2-5-2 [7]).
23 Disconnect the fuel hose (Figure 2-2-5-2 [7]) from the pressure refuel/defuel adaptor
(Figure 2-2-5-2 [1]).
24 Install the cap (Figure 2-2-5-2 [5]) on the pressure refuel/defuel adaptor
(Figure 2-2-5-2 [1]).
25 Disconnect the fuel hose bonding lead (Figure 2-2-5-2 [4]) from the pressure refuel/
defuel adaptor ground point (Figure 2-2-5-2 [2]).
26 Close the Refuel door.
27 Disconnect the ground lead from the aircraft ground point on the nose landing gear
(Figure 2-2-5-1 [1]).
28 If necessary, drain the unusable fuel, do the step that follows.

4 Drain the unusable fuel

Table 2-2-5-3: Tools and Support Equipment

Tool / Equipment Recommended Pilatus Part

Waste fuel container Local supply
Continuous fuel drain tool Local supply
Bonding lead Local supply
Drain the unusable fuel as follows:
1 Put a waste fuel container (Figure 2-2-5-3 [3]) in position under the applicable drain valve
(Figure 2-2-5-3 [1]). The waste fuel container capacity must be a minimum of:
− Defueled with aircraft pump, MSN 101-230 Pre-SB 42-016: 10 gal (37.9 l)
− Defueled with aircraft pump, MSN 101-230 Post-SB 42-016, and MSN 231-UP:
12.7 gal (48 l)
− Defueled by suction: 49.4 gal (187 l).
2 Connect a bonding lead from the waste fuel container (Figure 2-2-5-3 [3]) to the aircraft.
PC24-A-A12-10-0001-01A-221A-A

3 Install the continuous fuel drain tool (Figure 2-2-5-3 [2]) in the fuel drain
(Figure 2-2-5-3 [1]).
4 Drain the fuel from the LH and RH wing.
5 Remove the continuous fuel drain tool (Figure 2-2-5-3 [2]) from the fuel drain
(Figure 2-2-5-3 [1]).
6 Disconnect the bonding lead from the waste fuel container (Figure 2-2-5-3 [3]) and the
aircraft.
7 Discard the waste fuel in accordance with local regulations.

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Fuel - Defuel and drain fuel

5 Alternative defuel procedure

If there is no access to the single refuel / defuel point, or the single refuel / defuel point is
damaged, do the steps that follow:
1 Obey the fuel safety precautions.
2 Make sure that the aircraft is on the landing gear or is safely trestled and supported.
3 Energise the aircraft electrical system.
4 Put the aircraft into the “Safe maintenance mode”.
5 Remove the LH and RH FWD lower skin panels (Figure 2-2-5-4 [1] and
Figure 2-2-5-4 [2]).
6 Make sure that this mechanical CB is CLOSED
− Left wing fairing
− PNL 3311
− LB3

− Boost pump L
7 Remove the slider shroud nut (Figure 2-2-5-4 [12]) from the slider shroud
(Figure 2-2-5-4 [3]).
8 Move the slider shroud (Figure 2-2-5-4 [3]) onto the fuel pipe sufficiently to get access to
the two O-ring seals (Figure 2-2-5-4 [6]).
9 Remove the coupling (Figure 2-2-5-4 [9]).
10 Move the sleeve (Figure 2-2-5-4 [8]) onto the fuel pipe sufficiently to get access to the
two O-ring seals (Figure 2-2-5-4 [7])Figure 2-2-5-4 [7].
11 Move the ferrule (Figure 2-2-5-4 [4]) a small distance away from the ferrule
(Figure 2-2-5-4 [11]) until it is possible to remove the O-ring seals (Figure 2-2-5-4 [6])
and the sleeve (Figure 2-2-5-4 [8]).
12 Remove and discard the O-ring seals (Figure 2-2-5-4 [6] and Figure 2-2-5-4 [7]).
13 Remove the sleeve (Figure 2-2-5-4 [8]).
14 Install a blanking cap on the fuel pipe (Figure 2-2-5-4 [10]).
15 Make sure that the defuel vehicle is grounded.
16 Connect the defuel hose to the fuel pipe (Figure 2-2-5-4 [5]).
PC24-A-A12-10-0001-01A-221A-A

17 Ground the defuel hose to the fuel pipe (Figure 2-2-5-4 [5]).
18 On the fuel synoptic page, set the left (right) fuel pump to ON.
19 In the flight compartment, monitor the applicable fuel gauge.
20 When the applicable fuel gauge gets to minimum fuel, set the left (right) fuel pump to
OFF.
21 Disconnect the defuel hose from the fuel pipe (Figure 2-2-5-4 [5]).
22 Disconnect the defuel pipe ground wire from the fuel pipe (Figure 2-2-5-4 [5]).

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23 Install a blanking cap on the fuel pipe (Figure 2-2-5-4 [5]).

24 Do Step 8 thru 23 for the other fuel feed pipe.
25 De-energize the aircraft electrical system. Refer to Electrical power disconnect - General
maintenance procedure.
26 Install the LH and RH FWD lower skin panels (Figure 2-2-5-4 [1] and Figure 2-2-5-4 [2]).

PC24-A-A12-10-0001-01A-221A-A

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Fuel - Defuel and drain fuel

B
FRAME 10

1
PC24-A-A12-10-0001-01A-221A-A

ICN-PC24-A-A12100000-A-S4080-09720-A-001-01

Figure 2-2-5-1: Fuel - Aircraft ground point on nose landing gear

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Fuel - Defuel and drain fuel

A
A
1

7 6
PC24-A-A12-10-0001-01A-221A-A

ICN-PC24-A-A12100000-A-S4080-09721-A-001-01

Figure 2-2-5-2: Fuel - Defuel

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Fuel - Defuel and drain fuel

A A

A
LH SHOWN
RH SIMILAR

2
3
PC24-A-A12-10-0001-01A-221A-A

ICN-PC24-A-A12100000-A-S4080-09722-A-001-01

Figure 2-2-5-3: Fuel - Defuel - Drain unusable fuel

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Fuel - Defuel and drain fuel

1
A
C
B
A

2
C

5
6
7

9
PC24-A-A12-10-0001-01A-221A-A

7
C 6
LH SHOWN
RH SIMILAR 10
11
12
ICN-PC24-A-A12100000-A-S4080-09723-A-001-01

Figure 2-2-5-4: Fuel - Defuel - Alternative procedure

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PC24-A-A12-10-0001-01A-221A-A

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 Section 2 - Aircraft Recovery
Moving the aircraft - Operation

Moving the aircraft - Operation

1 Set-up
WARNING
IF YOU REMOVE AN ENGINE, MAKE SURE THAT THE AIRCRAFT IS STABLE. IF IT
IS NOT STABLE, THE AIRCRAFT CAN FALL AND CAUSE INJURY OR DEATH TO
PERSONNEL AND DAMAGE TO THE AIRCRAFT.

CAUTION
THIS PROCEDURE CAN ONLY BE DONE AFTER ALL CARGO / BAGGAGE IS
REMOVED, THERE ARE NO PASSENGERS OR CREW INSIDE THE AIRCRAFT, AND
ALL USABLE AND NON-USABLE FUEL IS REMOVED. IF THERE ARE PERSONS,
BAGGAGE AND FUEL ABOARD THE AIRCRAFT THE CENTRE OF GRAVITY WILL
BE EFFECTED AND SERIOUS DAMAGE TO THE AIRCRAFT CAN OCCUR.

1
Note
This procedure is only applicable if the landing gear cannot be deployed.

This data module gives the procedures to move the aircraft after an aircraft mishap.
2 Before you start the recovery operation do the steps that follow:
2.1 Obey all the relevant safety precautions and local regulations.
2.2 Remove the aircraft batteries as quickly as possible, refer to Batteries -
Disconnect, remove and disassemble procedures. If it is not possible to remove
the batteries, disconnect and insulate the battery connectors.
2.3 Close the oxygen bottle valve.
2.4 If necessary, defuel the damaged aircraft to increase the speed of the recovery
operation, refer to Fuel - Defuel and drain fuel.
2.5 If necessary, remove the engines to keep the center of gravity within the
approved envelope. Make sure the aircraft is level before you release the load
on the yokes.
PC24-A-A07-40-0006-00A-100A-A

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Moving the aircraft - Operation

2 Procedure
CAUTION
WHEN THE AIRBAGS ARE INFLATED, DO NOT INFLATE THE BAG UNDER
THE REAR FUSELAGE AT THE SAME TIME. THE POSITION UNDER THE REAR
FUSELAGE IS NOT LOAD BEARING AND SHOULD ONLY BE USED FOR SUPPORT /
BALANCING. IF TOO MUCH LOAD IS PLACED ON THE AIRBAG AT THE REAR
POSITION DAMAGE TO THE AIRCRAFT WILL OCCUR.

Move the aircraft as follows, refer to Fig. 2-3-1-1:

1
Note
Make sure there are no protrusions on the aircraft that could puncture the pneumatic
bags before you put them into position.

If necessary, position the pneumatic bags, refer to Fig. 2-3-1-2,as follows:

− Under the forward fuselage centered on the nose jacking point.
− Under the left wing between the inboard and middle flap hinges, between rib 7 and
rib 8 and aligned with the auxiliary rear spar.
− Under the right wing between the inboard and middle flap hinges, between rib 7
and rib 8 and aligned with the auxiliary rear spar.
− Under the rear fuselage.
2 Inflate the air bags at the positions that follow:
− Nose jacking point
− Left wing jacking point
− Right wing jacking point.
If necessary, inflate the airbag under the rear fuselage after the inflation of the other
three, to stop the aircraft tipping backwards. The rear fuselage position is not load
bearing.
3 It is recommended that the aircraft is debogged at this time. Use of a crane and slings
can cause further damage to the aircraft.
4
Note
The use of crane and slings to move the aircraft should only be considered as a last
resort.
PC24-A-A07-40-0006-00A-100A-A

If necessary, prepare the aircraft for recovery with a crane and slings. Refer to
Fig. 2-3-1-1.
5 Lift the aircraft and put it onto the low-loader.
6 Carefully move the aircraft to the designated maintenance area.
7 Lift the aircraft and put it onto the trestles.

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Moving the aircraft - Operation

STRAP

STRAP

STRAP

STRAP

CENTER OF GRAVITY
ENVELOPE STRAP

148.42 in 98.42 in
(3770 mm) (2500 mm)

PC24-A-A07-40-0006-00A-100A-A

269.88 in
(6855 mm)

FRAME 17 FRAME 37
ICN-PC24-A-A07400000-A-S4080-09702-A-001-01

Figure 2-3-1-1: Aircraft recovery with crane and slings

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Moving the aircraft - Operation

NOTE:
CENTER PNEUMATIC BAGS ON
THE AIRCRAFT JACKING POINTS
PC24-A-A07-40-0006-00A-100A-A

AIR SUPPLY

ICN-PC24-A-A07400000-A-S4080-09698-A-001-01

Figure 2-3-1-2: Lifting with pneumatic bags

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 Section 3 - Emergency Information
Table of Contents

SECTION 3
Emergency Information
Table of Contents
Subject Page
Door clearances and clear opening dimensions - Technical data 3-1-1
1 Passenger / crew door 3-1-1
2 Emergency exit door 3-1-1
3 Cargo Door 3-1-2
4 Service doors and panels 3-1-3

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Door clearances and clear opening dimensions - Technical data

Door clearances and clear opening dimensions - Technical data

1 Passenger / crew door

WARNING
BE CAREFUL WHEN YOU OPEN THE PASSENGER / CREW DOOR. MAKE SURE
THAT THE AIRCRAFT CABIN IS DE-PRESSURIZED. IF THE AIRCRAFT CABIN IS
PRESSURIZED WHEN YOU OPERATE THE DOOR MECHANISM, THE DOOR CAN
OPEN SUDDENLY. THIS CAN CAUSE INJURY OR DEATH TO PERSONNEL.

The passenger / crew door is located on the left side of the fuselage, aft of the flight
compartment and can be opened from both inside and outside the aircraft. The door serves as
a type 1 Emergency Exit.
The dimensions of the passenger / crew door are as follows:
− Height - 53.9 in (1367.4 mm)
− Width - 25.2 in (640 mm)
− Height of door sill - 39.17 in (995 mm).

To open the passenger / crew door from the outside, do the steps that follow:
− Push the locking tab to release the handle, this should also release the residual cabin
pressure
− Pull out and down on the door handle to its stop
− Pull the door open
− Let the passenger / crew door open to the full open position.
The passenger / crew door is stabilized by two telescopic struts, one on either side of the
stairs.
Note
The two passenger / crew door telescopic struts will stop the door at the correct position.

2 Emergency exit door

There are two emergency exit doors in the passenger cabin, approximately in the center of the
cabin sidewalls, one over each wing. The emergency exit doors are plug-type doors.
The dimensions of the emergency exit door are as follows:
PC24-A-A06-40-0000-00A-030A-A

− Height - 26.8 in (680 mm)

− Width - 19 in (490 mm).

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Cargo Door

To open the emergency exit doors from the outside, do the steps that follow:
− Push the red release push pad. Make sure you control the emergency exit door as it
opens.
− Push the emergency exit door into the aircraft
− Turn the emergency exit door clockwise 90 degrees and remove from the aircraft
− Discard the emergency exit door and make sure you do not obstruct the evacuation
route.

3 Cargo Door
WARNING
BE CAREFUL WHEN YOU OPEN THE CARGO DOOR. MAKE SURE THAT
THE AIRCRAFT CABIN IS DE-PRESSURIZED. IF THE AIRCRAFT CABIN IS
PRESSURIZED WHEN YOU OPERATE THE DOOR MECHANISM, THE DOOR CAN
OPEN SUDDENLY. THIS CAN CAUSE INJURY OR DEATH TO PERSONNEL.

The cargo door is located on the left side of the fuselage, forward of the rear pressure
bulkhead. It cannot be opened from inside the aircraft and may be blocked by cargo or cargo
nets. The cargo door opens up.
The dimensions of the cargo door are as follows;
− Height - 51 in (1300 mm)
− Width - 49 in (1240 mm)
− Height of door sill - 39.17 in (995 mm).
To open the cargo door, do the steps that follow:
− Push the locking tab to release the handle and also release the residual cabin pressure
− Pull the door handle out and down to the stop
− Pull the door open
− Let the cargo door open to the full open position.
PC24-A-A06-40-0000-00A-030A-A

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Service doors and panels

4 Service doors and panels

The service doors and panels give access to the equipment and systems inside the fuselage.
The service doors and panels are made from composite material. The service doors and
panels are as follows:
− Left nose door - battery 1
− Right nose door - oxygen bottle
− Refuel / defuel door - pressure defueling, fuel quantity indication
− Battery access door - battery 2
− Left engine oil door - oil tank
− Right engine oil door - oil tank
− External power door - ground power connection
− Rear fuselage access door - bleed air ducts, vapor cooling system
− Ground equipment compartment door
− Toilet service door.

Note
If you open a locked door without a key, the door will be damaged and you must replace
the door before the next flight.

The nose doors, the battery access door, the rear fuselage access door, and the ground
equipment compartment door are usually locked. In an emergency you can open the access
doors as follows:
− If the doors are unlocked:
● Open each latch with a large screwdriver:
− Put the blade of the screwdriver into the slot of the latch
− Lever the latch out of the slot towards the closest edge of the door. Some
force may be required.
− If the doors are locked:
● If you have a key, unlock the door. You can then open the door
● If you do not have a key, find the side of the door with no catches or hinges.
Insert the blade of a large screwdriver between the door and the frame. Use the
PC24-A-A06-40-0000-00A-030A-A

screwdriver to force the door open.

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PC24-A-A06-40-0000-00A-030A-A

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Table of Contents

SECTION 4
Fire Extinguishing
Table of Contents
Subject Page
Fire protection - Description 4-1-1
1 Fire-fighting 4-1-1
2 On-board fire-fighting equipment 4-1-4
Engine fire extinguishing - General maintenance procedure 4-2-1
1 Procedure 4-2-1
Electrical power disconnect - General maintenance procedure 4-3-1
1 Procedure 4-3-1
Fire related safety issues - General warnings and cautions and related 4-4-1
safety data
1 Pyrotechnic squibs 4-4-1
2 Flammable fluids and gasses 4-4-1
3 Tires 4-4-3
4 Composite material fire precautions 4-4-5
Fuel - Description 4-5-1
1 Fuel system general layout 4-5-1
2 Control, monitor, display 4-5-3
Emergency break-in zones - Technical data 4-6-1
1 General 4-6-1
2 Emergency access to the passenger compartment and flight 4-6-2
compartment
3 Windshields and windows 4-6-4
4 Rear fuselage access door 4-6-5

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Fire protection - Description

Fire protection - Description

1 Fire-fighting
The classes used for fire-fighting are as follows:
− For brake and wheel fires, use water
− For all other parts of the aircraft, use class B or C fire extinguishers.

Table 4-1-1: Aerodrome category for rescue and fire fighting

Category Regulation
International Civil Aviation 4 ICAO Annex 14−Aerodromes
Organization (ICAO)
Federal Aviation A FAR 139.315
Administration (FAA)
Transport Canada (TC) 4 CAR 303 Subpart 3
Use the correct equipment to do typical fire-fighting. Refer to Fig. 4-1-1.

PC24-A-E26-00-0001-00A-040A-A

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 Section 4 - Fire Extinguishing
Fire-fighting

EXHAUST NOZZLE FIRE

PC24-A-E26-00-0001-00A-040A-A

INTERNAL ENGINE FIRE

ICN-PC24-A-E26000000-A-S4080-09707-A-001-01

Figure 4-1-1: Fire fighting (Sheet 1 of 2)

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 Section 4 - Fire Extinguishing
Fire-fighting

REAR FUSELAGE EQUIPMENT BAY FIRE

PC24-A-E26-00-0001-00A-040A-A

BRAKE FIRE

ICN-PC24-A-E26200000-A-S4080-09725-A-001-01

Figure 4-1-1: Fire fighting (Sheet 2 of 2)

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 Section 4 - Fire Extinguishing
On-board fire-fighting equipment

2 On-board fire-fighting equipment

2.1 General
The PC-24 has a crew-operated fire-fighting system that supplies fire extinguishant to the
engines through a distribution system controlled from the flight compartment. There are also
two portable fire extinguishers on the aircraft.

2.2 Engine fire extinguishing system

WARNING
MAKE SURE THAT YOU DISCONNECT THE ELECTRICAL POWER TO THE
ENGINE FIRE-EXTINGUISHER BOTTLES. THE EXTINGUISHER BOTTLES HAVE
PYROTECHNIC SQUIBS. IF YOU DO NOT DISCONNECT THE ELECTRICAL POWER,
THERE CAN BE AN EXPLOSION. THIS CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT.

The engine fire-extinguishing system (Fig. 4-1-2) has two spherical fire bottles located in the
rear fuselage. The bottles are pressurized with dry nitrogen at a pressure of 600 ±25 psi (4
137 ±172 kPa) to push the Halon through the associated plumbing to discharge through the
nozzle into the engine nacelle. There are two pyrotechnic squibs on each bottle, to discharge
and propel the Halon. Each fire extinguishing bottle has two independent discharge paths and
associated plumbing that delivers the extiguishant to a nozzle in the firewall of each engine
nacelle. This gives a “dual shot” extinguishing capability which is initially armed as part of
the engine isolation procedure. The arming procedure is done when either of the two engine
isolate switches in the flight compartment is pushed. Once armed, the forward fire extinguisher
bottle is discharged when the fire extinguisher switch is pushed by a crew member in the flight
compartment. Thirty seconds after the forward fire extinguisher bottle is discharged, the UMS
arms the rear fire extinguisher bottle so that it is ready if the first discharge does not extinguish
the fire.
PC24-A-E26-00-0001-00A-040A-A

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 Section 4 - Fire Extinguishing
On-board fire-fighting equipment

FIRE
EXTINGUISHER
NOZZLE

ENGINE FIRE FORWARD FIRE

DETECTOR EXTINGUISHER
BOTTLE

ENGINE FIRE
AFT FIRE DETECTOR
EXTINGUISHER FIRE
BOTTLE EXTINGUISHER
NOZZLE

PC24-A-E26-00-0001-00A-040A-A

ICN-PC24-A-E26000000-A-S4080-09705-A-001-01

Figure 4-1-2: Fire protection - Engine fire extinguishing system

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 Section 4 - Fire Extinguishing
On-board fire-fighting equipment

2.3 Portable fire extinguishers

There are two portable fire extinguishers (Fig. 4-1-3). One is in the flight compartment, in the
storage box behind the copilot seat. The other is in the cabin, close to the rear dividing wall
on the right hand side. Depending on the aircraft configuration, it may be installed behind the
dividing wall or behind the seat in front.
The two portable fire extinguishers are the same. There are two types. The type that is
installed depends on the country of operation:
− Standard: 3.3 lb (1.5 kg) of Halon 1211
− HAFEX: 3.5 lb (1.6 kg) of Halotron BrX. This type can be used in countries where Halon
1211 is banned.
PC24-A-E26-00-0001-00A-040A-A

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On-board fire-fighting equipment

C A
TYPICAL

B
D FIRE
EXTINGUISHER

C
TYPICAL

FIRE MSN 101-202

EXTINGUISHER

FIRE
PC24-A-E26-00-0001-00A-040A-A

EXTINGUISHER

C
D TYPICAL
MSN 203-UP

ICN-PC24-A-E26000000-A-S4080-09704-A-001-01

Figure 4-1-3: Fire protection - Portable fire extinguishers

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PC24-A-E26-00-0001-00A-040A-A

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Engine fire extinguishing - General maintenance procedure

Engine fire extinguishing - General maintenance procedure

WARNING
DO NOT PUSH THE FIRE EXTINGUISHER SWITCH. THE EXTINGUISHER BOTTLES
HAVE PYROTECHNIC SQUIBS. IF YOU PUSH THE SWITCH, THERE CAN BE
AN EXPLOSION. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO
EQUIPMENT.

WARNING
DO NOT PUSH THE ENGINE ISOLATION SWITCH MORE THAN ONE TIME. THIS
WILL REVERSE THE ISOLATION PROCESS.

Note
The engine isolation process closes the applicable fuel shutoff valve and the bleed-air
shutoff valve, and enables the engine fire extinguisher.

1 Procedure

1 In the flight compartment, lift the guards and push the L ENG ISOL and R ENG ISOL
switches (Fig. 4-2-1) to shut down and isolate the engines.
2 Make sure that the two switches show the amber ENG ISOL caption.
3 Do the electrical power disconnect procedure. Refer to Electrical power disconnect -
General maintenance procedure.
4 Use applicable equipment to fight an engine fire (Fig. 4-2-2).

PC24-A-E26-20-0000-00A-913A-A

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Procedure

A A

A
LH SHOWN
RH SIMILAR

FIRE
ENG ISOL

LEFT FIRE LEFT ENGINE

EXTINGUISHER ISOLATION
SWITCH SWITCH
PC24-A-E26-20-0000-00A-913A-A

ICN-PC24-A-E26200000-A-S4080-09706-A-001-01

Figure 4-2-1: Engine isolation

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 Section 4 - Fire Extinguishing
Procedure

EXHAUST NOZZLE FIRE

PC24-A-E26-20-0000-00A-913A-A

INTERNAL ENGINE FIRE

ICN-PC24-A-E26000000-A-S4080-09707-A-001-01

Figure 4-2-2: Engine fire extinguishing

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Procedure

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Electrical power disconnect - General maintenance procedure

Electrical power disconnect - General maintenance procedure

1 Procedure

1 In the flight compartment, set the switches on the overhead panel as follows:
− ENGINES, LEFT (Figure 4-3-1 [6]) and RIGHT (Figure 4-3-1 [5]) - OFF
− GEN 1 (Figure 4-3-1 [1]) - OFF
− GEN 2 (Figure 4-3-1 [4]) - OFF
− BAT 1 (Figure 4-3-1 [2]) - OFF
− BAT 2 (Figure 4-3-1 [3]) - OFF.
2 If necessary, disconnect and remove the batteries. Refer to Batteries - Disconnect,
remove and disassemble procedures Batteries - Disconnect, remove and disassemble
procedures.

PC24-A-E24-00-0001-00A-913A-A

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Procedure

A
A

1 2 3 4
PC24-A-E24-00-0001-00A-913A-A

6 5
B

ICN-PC24-A-E24000000-A-S4080-09652-A-001-01

Figure 4-3-1: Electrical power disconnect

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Fire related safety issues - General warnings and cautions and related
safety data
Fire related safety issues - General warnings and cautions and
related safety data

1 Pyrotechnic squibs
WARNING
MAKE SURE THAT YOU DISCONNECT THE ELECTRICAL POWER TO THE
ENGINE FIRE-EXTINGUISHER BOTTLES. THE EXTINGUISHER BOTTLES HAVE
PYROTECHNIC SQUIBS. IF YOU DO NOT DISCONNECT THE ELECTRICAL POWER,
THERE CAN BE AN EXPLOSION. THIS CAN CAUSE INJURY TO PERSONS AND
DAMAGE TO EQUIPMENT.

Do not push the fire extinguisher pushbuttons if ground personnel are within 10 m of the rear
fuselage or engines.

2 Flammable fluids and gasses

Table 4-4-1 contains a list of all flammable fluids and gases carried on the aircraft. The
table also gives the specifications or commercial grades and capacities. The locations of the
reservoirs and tanks are shown in Fig. 4-4-1.

Table 4-4-1: Flammable fluids and gases

Capacity Specification
Cubic feet US gallons Litres
Fuel - 894 3,389 Jet A (ASTM-D1655-17)
Jet A1 (ASTM-
D1655-17)
JP-8 (MIL-DTL-83133
Rev.J)
TS-1 (GOST 10277-13)
Engine oil - 2.83 10.69 Mobil Jet II (MIL-
L-23699)
Mobil 254 (MIL-L-23699)
Brake system hydraulic - 1.14 4.33 Castrol Brayco Micronic
oil 881 (MIL-PRF-87257)
Gaseous oxygen (1) 77 - 2,180 Aviator's oxygen (MIL-
(standard) (standard) PRO- 27210)
or 115 or 3,256
(option) (option)
PC24-A-A07-40-0024-00A-012A-A

Gaseous oxygen 7.15 - 202.4 Therapeutic oxygen

(option) (2)
Vapor cooling system 3.80 - 108 R-134A (3)
refrigerant
Note
1. The oxygen cylinder is located in the nose compartment, for use by aircrew and
passengers in an emergency. Two sizes are available.
2. A portable oxygen cylinder may be installed in the passenger compartment, for the
treatment of passengers in a medical emergency.
3. Includes a small amount (0,236 l) of lubricant RL 100H mixed with the refrigerant.

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Flammable fluids and gasses

VAPOR COOLING
SYSTEM (VCS)
CABIN EVAPORATOR

PORTABLE
OXYGEN
BOTTLE
ENGINE OIL TANK
AND GEAR PUMP
RIGHT FUEL
TANK

VCS REAR FUSELAGE

COMPRESSOR,
CONDENSER

OXYGEN
BOTTLE

HYDRAULIC FLUID LEFT FUEL

RESERVOIR AND TANK
ACCUMULATOR

VCS FLIGHT
COMPARTMENT
EVAPORATOR
PC24-A-A07-40-0024-00A-012A-A

ICN-PC24-A-A07400000-A-S4080-09774-A-001-01

Figure 4-4-1: Fire related safety issues - Flammable fluids and gasses

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Tires

3 Tires
WARNING
DO NOT APPROACH HOT TIRES FROM THE SIDES. HOT TIRES CAN EXPLODE
AND CAUSE INJURIES TO PERSONS. APPROACH HOT TIRES FROM THE FRONT
OR REAR ONLY. IF YOU DO NOT DO THIS, YOU CAN SUFFER INJURIES.

If the wheels on the aircraft become hot (for example, because of hard braking or under-
inflation), there is a possibility that the fusible plugs can melt. This will release the tire pressure
quickly. It is important for persons not to approach the wheels from the sides. Approach
suspected hot wheel assemblies from the front or rear to prevent injury if a tire explosion
occurs. Refer to Fig. 4-4-2.

PC24-A-A07-40-0024-00A-012A-A

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Tires

BRAKE FIRE
PC24-A-A07-40-0024-00A-012A-A

ICN-PC24-A-A07400000-A-S4080-09775-A-001-01

Figure 4-4-2: Fire related safety issues - Tires

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Composite material fire precautions

4 Composite material fire precautions

WARNING
YOU MUST WEAR THE CORRECT PROTECTIVE EQUIPMENT (DISPOSABLE PAPER
COVERALLS, HEAVY BOOTS, THICK LEATHER GLOVES, GOGGLES, AND A
DUST MASK). ABRASIVE DUST CAN GET IN YOUR LUNGS OR ON YOUR
SKIN AND CAUSE INJURY OR SKIN IRRITATION. DO NOT INHALE DUST. WHEN
AUTHORIZED, MAKE THE AREA MOIST TO PREVENT AIRBORNE DUST AND
FIBERS. OBEY YOUR LOCAL REGULATIONS WHEN YOU COLLECT AND DISCARD
ANY FRAGMENTS AND UNWANTED MATERIALS.

4.1 General
Composite materials are used in the PC-24. These materials are made of layers of fibres
bonded together by resins, epoxies and phenols. Components made of composite materials
are shown in Fig. 4-4-3.

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Composite material fire precautions

HORIZONTAL
STABILIZER
HORIZONTAL TIP
STABILIZER
SHROUDS

NACELLE
PANELS

OIL DOOR
VERTICAL
LEFT STABILIZER
NOSE DOOR TIP

REAR
FUSELAGE
ACCESS
GROUND
DOOR
EQUIPMENT
COMPARTMENT EXTERNAL
DOOR WING-TO- POWER DOOR
FUSELAGE
FAIRING

HORIZONTAL
STABILIZER
TIP
HORIZONTAL
STABILIZER
SHROUDS

OIL DOOR

VERTICAL RIGHT
STABILIZER NOSE DOOR
TIP

NACELLE
PANELS TOILET
WING-TO-
SERVICE
PC24-A-A07-40-0024-00A-012A-A

FUSELAGE
FAIRING DOOR
BATTERY
ACCESS REFUEL/DEFUEL
DOOR DOOR

ICN-PC24-A-A07000000-A-S4080-09603-A-001-01

Figure 4-4-3: Fire related safety issues - Composite components

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Composite material fire precautions

4.2 Dangerous effects of free fibers

If an aircraft fire occurs, the bonding agents (resins, epoxies and phenols) can break down.
This releases dangerous gases into the air. Fire fighters and other personnel must avoid the
downwind area of the fire, specially when they do not use self−contained breathing equipment.
Not only dangerous gases are hazardous, but the fire also releases small particles of free
fibers.
When the fire is extinguished and the structure becomes cool, the bonding agents stop the
release of these free fibers. However, the released free fibers continue to be dangerous and
can become a long term problem. This is because of the conditions that follow:
− When the free fibers come in contact with fire, the fibers tend to break into shorter
lengths and smaller diameters. This makes the free fibers light and easily airborne.
The free fibers also absorb pyrolytic acid. This poisonous material is picked up from
the burned materials. The smoke from the fire can carry the free fibers and send the
contamination over a large area
− Without correct protection, personnel can breathe in the free fibers and the free fibers
can bond to a person’s respiratory system. The free fibers can also move to other internal
organs and cause damage. The free fibers are very stable and there is no deterioration
of the fibers in the body
− The free fibers will burn the eyes
− The ends of the fibers are very sharp. This will let them pass through clothing and skin.
If you rub the affected area, you can cause dermatitis and medical treatment will be
necessary.

4.3 Control of free fibers

As soon as the fire fighting and medical work is complete, take steps to limit the spread of free
fibers. This is important when you move the damaged aircraft.
Treat the components that can release free fibers as follows:
− Keep the materials wet with Aqueous Fire Fighting Foam (AFFF) or water. With the
AFFF, wet the materials every six hours
− Light oil, clear liquid furniture wax, polyacrylic acid or strippable paint, are all good
materials to contain free fibers. These liquids are not considered to be a problem to
future investigations
− Move the damaged aircraft the minimum distance possible and keep it on paved surface
when possible. This will make the removal of the contamination more efficient.
PC24-A-A07-40-0024-00A-012A-A

All personnel that work in the free fiber contaminated area must wear disposable paper
coveralls, heavy boots, thick leather gloves, goggles, and a dust mask. Paper coveralls and
dust masks must be discarded when they leave the contaminated area.

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Composite material fire precautions

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PC24-A-A07-40-0024-00A-012A-A

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Fuel - Description

Fuel - Description

1 Fuel system general layout

The PC-24 has a wet wing structure. The two main tanks are in the outboard wing sections
(Fig. 4-5-1).

PC24-A-E28-00-0000-01A-040A-A

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Fuel system general layout

A
PRESSURE
REFUEL / DEFUEL
A
PRESSURE REFUEL/DEFUEL
CONTROL PANEL

600 LB 500 LB
1100 LB
GRAVITY
REFUEL
1200 LB

LH TANK

DC FUEL
PUMPS

RH TANK
PC24-A-E28-00-0000-01A-040A-A

GRAVITY
REFUEL

ICN-PC24-A-E28000000-A-S4080-09776-A-001-01

Figure 4-5-1: Fuel - Description

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Control, monitor, display

2 Control, monitor, display

If the aircraft batteries are installed and operating, fuel quantity indication is shown on the
refuel panel (Fig. 4-5-1) when it is switched ON.
If the aircraft electrical power is connected, fuel system indication can be shown in the cockpit
as follows. Refer to Fig. 4-5-2.
The engine isolation switches (L ENG ISOL, R ENG ISOL) are used to shut down and isolate
the engines.
The fuel system summary shows the information that follows:
− Total fuel quantity
− Fuel that remains in the left tank
− Fuel that remains in the right tank.

The fuel synoptic page shows the information that follows:

− Total fuel quantity
− Fuel that remains in the left tank
− Fuel that remains in the right tank
− Fuel system components operation state
● Green = operating
● White = off
− Softkeys for control of fuel system operations.
If required for defuelling, fuel transfer can be controlled by the softkeys adjacent to the controls
shown on the synoptic page.

PC24-A-E28-00-0000-01A-040A-A

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Control, monitor, display

A
LH SHOWN
RH SIMILAR

ENGINE ISOLATION
A A SWITCH

B ENG ISOL

B B
FUEL SYSTEM SUMMARY FUEL SYSTEM SYNOPTIC PAGE

Fuel Total
SYN
QTY 5800 LB
FF 306 LB/H
USED 30 LB
ENDURANCE 16:11 H:M

2900 LB 2900 LB
AUTO TRANS

LEFT
AUTO PUMP

RIGHT
AUTO PUMP

20o C 17o C
X-
CLOSED FEED

26 PSI 25 PSI
180 LB/H 180 LB/H

REFUEL
PC24-A-E28-00-0000-01A-040A-A

5000 LB

ICN-PC24-A-E28000000-A-S4080-09777-A-001-01

Figure 4-5-2: Fuel - Indication

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Emergency break-in zones - Technical data

Emergency break-in zones - Technical data

1 General
The PC-24 has no emergency break-in zones. There is a very low risk that all of the existing
access points are blocked or unusable. Emergency access is available at the locations that
follow.

PC24-A-E53-20-0000-00A-030A-A

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Emergency access to the passenger compartment and flight compartment

2 Emergency access to the passenger compartment and

flight compartment
Emergency access to the passenger compartment and flight compartment is available at
the locations that follow. For details of clearances and opening instructions refer to Door
clearances and clear opening dimensions - Technical data Door clearances and clear
opening dimensions - Technical data.
− Passenger / crew door
− Emergency exit door over the left wing
− Emergency exit door over the right wing.
PC24-A-E53-20-0000-00A-030A-A

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Emergency access to the passenger compartment and flight compartment

PASSENGER EMERGENCY
DOOR EXIT DOOR

EMERGENCY
EXIT DOOR

PC24-A-E53-20-0000-00A-030A-A

ICN-PC24-A-E53200000-A-S4080-09791-A-001-011

Figure 4-6-1: Emergency access

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Windshields and windows

3 Windshields and windows

The windshields and windows are not to be used for emergency access.
The flight compartment has two windshields and two side windows. The passenger
compartment has five windows on the left side and six windows on the right side. There is
one additional window on each side, in the overwing emergency exit door. The windows are
permanently attached to the aircraft structure.
− The windshields and side windows are multi-layered transparencies with a heating
system for anti-ice and de-fog functions
− Each passenger compartment window is constructed of two bonded transparencies with
a silicone edge seal.
PC24-A-E53-20-0000-00A-030A-A

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Rear fuselage access door

4 Rear fuselage access door

The rear fuselage access door may be locked. You can open it in an emergency as follows:
− If the rear fuselage access door is unlocked:
● Open the two pressure latches as follows:
− Put the blade of a large screwdriver into the slot of the latch
− Lever the latch out of the slot towards the aft edge of the door. You may need
to use force
− If the door is not locked, it will open
− If the rear fuselage access door is locked:
● If you have a key, unlock the door. You can then open the door
● If you do not have a key, find a side of the door with no catches or hinges. Insert the
blade of the large screwdriver between the door and the frame. Use the screwdriver
to force the door open.
− On one of the side edges of the door, put the blade of a large screwdriver in
between the door and the frame
− Use the screwdriver as a lever to force the door open. This step will damage
the door so that it cannot be used.

PC24-A-E53-20-0000-00A-030A-A

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Rear fuselage access door

NOTE:
AREA TO OPEN PRESSURE
DOOR IN EMERGENCY RELIEF LATCH

A PRESSURE
RELIEF LATCH

DOOR LOCK

NOTE:
PC24-A-E53-20-0000-00A-030A-A

AREA TO OPEN
B DOOR IN EMERGENCY

ICN-PC24-A-E53200000-A-S4080-09781-A-001-011

Figure 4-6-2: Rear fuselage access door (Sheet 1 of 2)

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Rear fuselage access door

PRESSURE
RELIEF LATCH

PRESSURE
RELIEF LATCH

DOOR LOCK
PC24-A-E53-20-0000-00A-030A-A

ICN-PC24-A-E53200000-A-S4080-09802-A-001-01

Figure 4-6-2: Rear fuselage access door (Sheet 2 of 2)

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Rear fuselage access door

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PC24-A-E53-20-0000-00A-030A-A

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Table of Contents

SECTION 5
Ground Safety
Table of Contents
Subject Page
Towing the aircraft - Operation 5-1-1
1 Procedure 5-1-1
Aircraft - Towing 5-2-1
1 Safety precautions 5-2-1
2 Tow the aircraft with a tow bar 5-2-2
3 Tow the aircraft after an incident 5-2-3

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Table of Contents

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Towing the aircraft - Operation

Towing the aircraft - Operation

CAUTION
IF THE CREW / PASSENGER DOOR IS OPEN WHILE THE AIRCRAFT IS MOVED,
MAKE SURE THAT BOTH OF THE DOOR TELESCOPIC STRUTS ARE INSTALLED
AND CONNECTED. IF YOU DO NOT DO THIS YOU CAN CAUSE DAMAGE TO THE
CREW / PASSENGER DOOR.

1 Procedure
When it is not possible to use the engines to move the aircraft, the aircraft must be pushed or
towed. Attach the tow bar to the Nose Landing Gear (NLG). Aircraft motion is controlled and
stopped by the towing vehicle, use of the wheel brakes could cause the nose wheel to lift off
the ground.

PC24-A-A07-40-0030-00A-100A-A

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Procedure

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PC24-A-A07-40-0030-00A-100A-A

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Aircraft - Towing

Aircraft - Towing

1 Safety precautions
WARNING
ONLY TOW THE AIRCRAFT ON FIRM GROUND. THIS WILL HELP PREVENT INJURY
TO PERSONNEL AND DAMAGE TO EQUIPMENT OR AIRCRAFT.

CAUTION
DO NOT USE THE AIRCRAFT BRAKES DURING TOWING. YOU CAN CAUSE
DAMAGE TO THE AIRCRAFT STRUCTURE IF THE AIRCRAFT BRAKES ARE USED.

CAUTION
DO NOT TURN THE NOSE LANDING GEAR TO AN ANGLE MORE THAN THE LIMIT
SHOWN ON THE NOSE LANDING GEAR PLACARD. YOU CAN CAUSE DAMAGE TO
THE NOSE LANDING GEAR IF THE ANGLE IS MORE THAN THE LIMIT.

Note
Five persons are recommended for this procedure.

PC24-A-A07-40-0030-00A-174A-A

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Tow the aircraft with a tow bar

Obey the safety precautions that follow before the aircraft is towed:
− One person at each wing tip
− One person in the pilot seat to operate the aircraft brakes
− One person to operate the vehicle used to tow the aircraft
− One person in control of the operation to tow the aircraft
− One person at the aircraft tail (optional).

1 Make sure that all personnel are qualified to do towing operations and know the safety
precautions.
2 Make sure that the tow vehicle and the related equipment are correct for the aircraft.
3 Make sure that the direction in which the aircraft is to be towed is clear of objects.
4 On the overhead control panel, set the NAV switch to the ON position.
5 When the aircraft is towed at night, make sure that all personnel have a light to give the
necessary indications.
6 Disconnect the ground cable from the aircraft.
7 Disconnect the Ground Power Unit (GPU) from the aircraft.
8 If necessary, in the flight compartment, remove the gust lock from the flight controls.
9 Close the passenger door and the cargo door.
10 Obey these safety precautions when the aircraft is towed:
− Make sure that the personnel are at their correct positions.
− Make sure that the person in control of the operation can see the personnel at all
times.
− Tow the aircraft at walking pace.
− Make sure that the NLG does not turn to an angle more than the limit shown on the
NLG leg placard (Fig. 5-2-1).

2 Tow the aircraft with a tow bar

Table 5-2-1: Tools and Support Equipment
PC24-A-A07-40-0030-00A-174A-A

Tool / Equipment Recommended Pilatus Part

Wheel chocks Local supply
Multi head tow bar Local supply
Tow bar attachment head Local supply

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Tow the aircraft after an incident

Tow the aircraft with a tow bar as follows:

1 If necessary, energize the aircraft electrical system.
2 Make sure that the pressure of the park / emergency brake system is a minimum of
2,800 pound per square-inch (Gauge) (psi(g)) (193 bar).
3 Make sure that the electrical system is de-energized. Refer to Electrical power
disconnect - General maintenance procedure.
4 If necessary, put the wheel chocks in front of and behind the nose wheel
(Figure 5-2-1 [4]).
5 Install the multi head tow bar (Figure 5-2-1 [5]) with the tow bar attachment head
(Figure 5-2-1 [1]) on the NLG fork assembly (Figure 5-2-1 [2]).
6 Install the pin (Figure 5-2-1 [3]) into the multi head tow bar (Figure 5-2-1 [5]).
7 Connect the multi head tow bar (Figure 5-2-1 [5]) to the tow vehicle.
8 Remove the wheel chocks from the nose wheel (Figure 5-2-1 [4]).
9 In the flight compartment, disengage the PARK/EMER BRAKE handle.
10 Move the aircraft to the new location.
11 Put wheel chocks in front of and behind the nose wheel (Figure 5-2-1 [4]).
12 In the flight compartment, engage the PARK/EMER BRAKE handle.
13 Disconnect the multi head tow bar (Figure 5-2-1 [5]) from the tow vehicle.
14 Remove the pin (Figure 5-2-1 [3]) from the multi head tow bar (Figure 5-2-1 [5]).
15 Remove the multi head tow bar (Figure 5-2-1 [5]) from the NLG fork assembly
(Figure 5-2-1 [2]).

3 Tow the aircraft after an incident

Note
This procedure is only applicable if the NLG towing point is damaged.

If the aircraft is not damaged and can be towed normally, refer to Tow the aircraft with a tow
bar.

Table 5-2-2: Tools and Support Equipment

PC24-A-A07-40-0030-00A-174A-A

Tool / Equipment Recommended Pilatus Part

Towing tractor Local supply
Towing bridle Local supply
Shackle and bolt Local supply

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Tow the aircraft after an incident

1 If necessary, debog the aircraft. Refer to Preparation before moving the aircraft -
Operation.
2 To tow the aircraft forward do Step 2.1
To tow the aircraft backward do Step 2.2

2.1 Tow the aircraft forward as follows. Refer to Fig. 5-2-3:

2.1.1 Put the towing bridle around the LH and RH MLG lower end
fittings and secure. If necessary, install protective pads to protect
the brake lines and the surface finish.
2.1.2 Connect the towing bridle to the towing tractor.
2.1.3 Make sure the towing route is clear of obstructions.
2.1.4 Tow the aircraft forward to the necessary position.
Make sure that the towing line does not foul the NLG
2.1.5 Put chocks at the main wheels.
2.1.6 Disconnect the towing tractor from the towing bridle.
2.1.7 Disconnect the towing bridle from the LH and RH MLG main
fittings.
2.2 Tow the aircraft backwards as follows. Refer to Fig. 5-2-4:
2.2.1
Note
The towing devices should only be used on flat firm ground
(aircraft is not bogged down).

Use a shackle and bolt (Figure 5-2-4 [2]) to connect the towing
bridle to the LH and RH MLG jacking and towing device
(Figure 5-2-4 [1]).
2.2.2 Connect the towing bridle to the towing tractor.
2.2.3 Make sure the towing route is clear of obstructions
2.2.4 Tow the aircraft backward to the necessary position.
2.2.5 Put chocks at the main wheels.
2.2.6 Disconnect the towing tractor from the towing bridle.
PC24-A-A07-40-0030-00A-174A-A

2.2.7 Disconnect the towing bridle from the LH and RH MLG jacking
and towing devices (Figure 5-2-4 [1]).

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Tow the aircraft after an incident

1
3
A

B
POST SB 32-008

B
PRE SB 32-008

MAXIMUM
TOWING ANGLE
PC24-A-A07-40-0030-00A-174A-A

MAXIMUM
TOWING ANGLE

ICN-PC24-A-A07400000-A-S4080-09804-A-001-01

Figure 5-2-1: Towing the aircraft

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Tow the aircraft after an incident

A
B

NOTE:
STEERING BAR
SHOWN RETRACTED

NOTE:
STEERING BAR
SHOWN EXTENDED
PC24-A-A07-40-0030-00A-174A-A

ICN-PC24-A-A07400000-A-S4080-09805-A-001-01

Figure 5-2-2: Towing with the steering bar

Aircraft Recovery Manual Report No: 02509

Issue date: Dec 17, 2021 Page 5-2-6
 Section 5 - Ground Safety
Tow the aircraft after an incident

A
A

A
LH SHOWN
RH SIMILAR

PC24-A-A07-40-0030-00A-174A-A

ICN-PC24-A-A07400000-A-S4080-09762-A-001-01

Figure 5-2-3: Towing bridle install - Tow forward

Aircraft Recovery Manual Report No: 02509

Issue date: Dec 17, 2021 Page 5-2-7
 Section 5 - Ground Safety
Tow the aircraft after an incident

A
A

A
LH SHOWN
RH SIMILAR

2
PC24-A-A07-40-0030-00A-174A-A

ICN-PC24-A-A07400000-A-S4080-09763-A-001-01

Figure 5-2-4: Towing bridle install - Tow backward

Aircraft Recovery Manual Report No: 02509

Issue date: Dec 17, 2021 Page 5-2-8