Ten-seat pressurized executive and utility turboprop · Single-engine turboprops · production 2020–2025 · See its reach on the 3D globe
A Pilatus PC-12 NGX costs approximately $5.23m (€4.84m) to $6.25m (€5.79m) to buy at 2023 market values, and about $281k (€260k) a year to own flying 80 hours, roughly $3,510 (€3,250) per flight hour all-in. It seats 10, cruises at 290 kt (334 mph) and has a published range of 1,803 nm (3,339 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 is the definitive single-engine turboprop: a pressurised, cabin-class aircraft with a large cargo door that flies executives one day and freight or air ambulance the next, from long paved runways or short unpaved ones. The NGX refined the cabin, engine and avionics further. It is a resale reference point in its class, and it is bought by owners and operators who value versatility above all. The costs are professional-grade: acquisition, interior and support all sit at the top of the single-turboprop world, and reward serious annual use.
The PC-12 NGX is a pressurised single-engine turboprop built around a large cabin, cargo door and flexible passenger or utility configuration. Pilatus publishes the current model's performance and operating data. Its value is the combination of load, cabin access and airport flexibility rather than one headline range number, and the normal manifest should be tested against fuel and runway conditions.
Engine and propeller programme status, recurrent training, pressurisation, landing gear, de-ice systems, avionics and specialist maintenance create a substantial fixed commitment. Commercial or corporate policy may also require operational support beyond certification. Current quotations and maintenance tracking for the exact aircraft are essential; a model-level annual estimate cannot price upcoming events or downtime.
Corporate flight departments, charter operators and families who need short backcountry strips without giving up jet-like cabin comfort.
Operators bound by corporate or insurance mandates that require twin-engine redundancy, even though the PT6 record is exceptional.
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 |
|---|---|
| Maximum payload | 1,014 kg |
| Landing distance | 661 m |
| Certified ceiling | 30,000 ft |
| Maximum climb rate | 1,920 ft/min |
| Engine | Pratt & Whitney Canada PT6E-67XP, 1,200 shp takeoff power |
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 | 1,803 nm (3,339 km) |
| Practical planning radius (4 people) | 1,208 nm (2,237 km) |
| Cruise speed | 290 kt (334 mph) |
| Runway need | ~2,487 ft (758 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $173k (€160k) |
| Direct cost per flight hour | $1,350 (€1,250) |
Exceptional cabin, payload and runway versatility, but acquisition and professional-grade support costs are substantial.
Indicative cash costs at 2023 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 | $227k (€210k) | $5,670 (€5,250) | $6.82m (€6.32m) |
| 80 h / year | $281k (€260k) | $3,510 (€3,250) | $7.09m (€6.57m) |
| 120 h / year | $335k (€310k) | $2,790 (€2,583) | $7.36m (€6.82m) |
| 180 h / year | $416k (€385k) | $2,310 (€2,139) | $7.77m (€7.19m) |
Every figure above is built from a $173k (€160k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $1,350 (€1,250) 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 $305k (€283k) 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 NGX 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 2023 market price for a Pilatus PC-12 NGX is $5.23m (€4.84m) to $6.25m (€5.79m). 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 NGX works out at roughly $281k (€260k) annually, which is about $3,510 (€3,250) 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 $1,350 (€1,250).
Published range is 1,803 nm (3,339 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 1208 nm rather than the brochure figure.
Beyond a pilot certificate, a Pilatus PC-12 NGX 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.
Direct comparisons against the models buyers most often weigh against this one.