Ten-seat pressurized executive and utility turboprop · Single-engine turboprops · production 2008–2019 · See its reach on the 3D globe
A Pilatus PC-12 NG costs approximately $3.6m (€3.33m) to $4.31m (€3.99m) to buy at 2010 market values, and about $300k (€278k) a year to own flying 80 hours, roughly $3,753 (€3,475) per flight hour all-in. It seats 10, cruises at 285 kt (328 mph) and has a published range of 1,845 nm (3,417 km), needing about 2,487 ft (758 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The PC-12 NG is the previous-generation of the definitive single turboprop, and on the used market it offers the same versatile, pressurised, cabin-and-cargo-door capability that makes PC-12s so sought after, at a more accessible price than the NGX. It remains a superb do-everything aircraft. The costs are professional: interior condition, engine-programme coverage and high annual fixed costs mean it is priced and operated like the serious machine it is. Buyers who need the versatility and will use it get exceptional capability; the airframe rewards professional ownership, not casual utilisation.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 4,740 kg |
|---|---|
| Usable fuel | 1,522 L |
| Maximum operating altitude | 30,000 ft |
| Engine | Pratt & Whitney Canada PT6A-67P, 1,200 shp |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 10 |
| Realistic payload with mission fuel | 2,150 lb (975 kg) |
| Published planning range | 1,845 nm (3,417 km) |
| Practical planning radius (4 people) | 1,236 nm (2,289 km) |
| Cruise speed | 285 kt (328 mph) |
| Runway need | ~2,487 ft (758 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $167k (€155k) |
| Direct cost per flight hour | $1,296 (€1,200) |
Exceptional cabin, payload and runway versatility, but interior, engine programme and high annual fixed costs demand professional ownership.
Indicative cash costs at 2010 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $248k (€230k) | $6,210 (€5,750) | $5.16m (€4.77m) |
| 80 h / year | $300k (€278k) | $3,753 (€3,475) | $5.42m (€5.01m) |
| 120 h / year | $352k (€326k) | $2,934 (€2,717) | $5.67m (€5.25m) |
| 180 h / year | $430k (€398k) | $2,388 (€2,211) | $6.06m (€5.61m) |
Every figure above is built from a $167k (€155k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $1,296 (€1,200) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $295k (€274k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Pilatus PC-12 NG cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2010 market price for a Pilatus PC-12 NG is $3.6m (€3.33m) to $4.31m (€3.99m). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Pilatus PC-12 NG works out at roughly $300k (€278k) annually, which is about $3,753 (€3,475) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $1,296 (€1,200).
Published range is 1,845 nm (3,417 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 1236 nm rather than the brochure figure.
Beyond a pilot certificate, a Pilatus PC-12 NG requires type rating, complex airplane endorsement and high-altitude training. 14 CFR 61.31(a) requires a type rating for any airplane above 12,500 lb maximum takeoff weight. Most owner-flown turboprops sit below it and the cabin-class types sit above, so this is the line that separates a checkout from a formal type course. PlaneFit does not store maximum takeoff weight, so check this type's certificated weight rather than assuming either way. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,487 ft (758 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.