Turboprops for Sale

Browse Pre-Owned Turboprops — Short Field Performance, Low Operating Costs, Unmatched Versatility

Turboprop aircraft are, for many operators, the most practical and economically rational aircraft category available. They combine turbine reliability and performance with fuel consumption figures and operating costs that no jet can match at equivalent mission profiles. At Aviator Aircraft Sales, we handle pre-owned turboprops from Pilatus and Diamond — two Swiss and Austrian manufacturers whose products define different ends of the turboprop market. Whether you need a Pilatus PC-12 capable of operating from unpaved strips in remote locations, or a Diamond DA50 for cost-efficient owner-pilot operations, this page covers the category, its defining characteristics, and the aircraft currently available.

What Defines a Turboprop Aircraft

A turboprop aircraft uses a gas turbine engine to drive a propeller rather than generate jet thrust directly. This fundamental difference in propulsion gives turboprops several characteristics that distinguish them from jets: lower fuel burn per seat-mile on shorter sectors, the ability to operate from shorter and unprepared runways, and generally lower acquisition and maintenance costs. The trade-off is speed — turboprops cruise at 180 to 320 knots true airspeed, compared to 380 to 470+ knots for jets — and range is typically more limited, though the Pilatus PC-12 series in particular has a range that exceeds several light jets.

For operations where access to remote or restricted runways is a requirement, where fuel cost is a dominant consideration, or where the mission does not justify the acquisition and operating cost of a jet, turboprops are the rational answer. The Pilatus PC-12 in particular has built a global following precisely because it combines jet-like single-engine turbine reliability with the field performance of a much smaller aircraft. Its cargo door, pressurised cabin, and optional medical fit make it a genuine multi-role platform used by charter operators, medevac services, freight operators, and individual owner-pilots alike.

Total annual operating costs for a well-managed turboprop in owner-pilot use typically run from $150,000 to $350,000 per year at moderate utilisation — a fraction of comparable jet costs. Variable costs are typically $700 to $1,400 per flight hour, depending on the specific aircraft, fuel prices, and maintenance programme. This cost profile makes turboprops accessible to a substantially broader buyer base than the jet segment and makes them economically rational even when the time penalty of lower cruise speed is taken into account.

Typical Use Cases

• Short field and unpaved runway operations where jets cannot operate
• Regional charter and air taxi operations with strong per-seat economics
• Owner-pilot operations requiring a capable, reliable, single-engine turbine
• Medical evacuation and air ambulance configurations
• Cargo and freight operations utilising large cabin volume and rear cargo doors
• Training and multi-role operations where low operating cost and versatility are priorities
• Island-hopping and remote territory access in Africa, South America, and Asia-Pacific

Key Specifications Range — Turboprops

Turboprops Listed by Aviator Aircraft Sales

Pilatus PC-12 and PC-12/47

The original Pilatus PC-12, which entered service in 1994, established a category that remains largely unique to this day: a single-engine turboprop with pressurised cabin, jet-level reliability, a rear cargo door accommodating a standard 1,200 x 1,000mm Euro pallet, and a range of approximately 1,560 nautical miles. The aircraft is powered by a single Pratt and Whitney Canada PT6A-67B engine rated at 1,200 shaft horsepower and carries up to nine passengers in standard configuration or six to seven in a configured executive interior. The cabin dimensions — 16 ft 4 in usable length, 5 ft 1 in wide, 4 ft 9 in headroom — give it a cabin cross-section comparable to some light jets, and the flat floor throughout allows flexible seating arrangements or cargo loading. Over successive variants — PC-12/45, PC-12/47, PC-12/47E — the airframe received progressive improvements to the engine management system, avionics (Honeywell Apex suite on the /47E), and interior. The result is a 30-year production run of largely common-sense refinements to an already well-engineered baseline. Pre-owned PC-12 aircraft from across this production history are available at a wide range of price points, and the aircraft’s operator base, parts availability, and maintenance infrastructure are among the strongest in the turboprop segment. Our Pilatus PC-12 aircraft guide covers the full model history, key differentiators between variants, and guidance on what to look for in the pre-owned market.

Pilatus PC-12 NGX

The PC-12 NGX, introduced in 2020, represents the most comprehensive update to the PC-12 platform since its original certification. The defining change is the Pratt and Whitney Canada PT6E-67XP engine — a fully dual-channel FADEC-controlled variant of the PT6A family that provides active engine management, automatic torque limiting, and a new power setting of 1,340 shp (take-off rating). The aircraft’s performance improved meaningfully: take-off distance dropped to 1,509 ft (460 m) on a standard day at sea level, and the maximum cruise speed rose to 290 knots at FL250. The avionics suite is the Honeywell Primus Apex — the same system as in the PC-24 — giving the NGX a cockpit consistency with the jet model that simplifies crew commonality for operators with mixed fleets. Interior quality was revised significantly: the NGX Cabin features larger windows (50% increase in window area), improved LED ambient lighting, lower cabin altitude, and a refined fit and finish that brings the aircraft interior up to light jet standard. Maximum passenger capacity remains nine; range with four passengers is approximately 1,803nm. Pre-owned NGX examples carry premium pricing over earlier PC-12 variants, but represent the current state of the art in single-engine pressurised turboprops. The NGX is covered in our general Pilatus PC-12 aircraft guide.

Pilatus PC-12 PRO

The PC-12 PRO is Pilatus’s designation for a specifically configured PC-12 variant intended for professional and commercial operator use. It incorporates the full PC-12 NGX airframe and engine package with an emphasis on multi-role adaptability — including provisions for cargo configurations, medevac fit options, and utility operations alongside passenger transport. The PRO designation signals a specification level aligned with AOC and commercial operator requirements rather than purely private owner use, though the aircraft is appropriate for both. Detailed specifications and configuration options are covered in our Pilatus PC-12 PRO page.

Diamond DA50 RG

The Diamond DA50 RG occupies a different market position to the PC-12 family. It is a five-seat single-engine turboprop powered by a Continental TSIO-550-C1A piston engine in its original form — though more recent variants use the Austro Engine AE 300 diesel — with retractable undercarriage and a composite airframe. The aircraft is primarily positioned as a high-performance owner-pilot aircraft suitable for regional travel at low operating cost, rather than a multi-mission commercial platform. Its strengths are low direct operating costs, a modern cockpit (Garmin G1000 avionics), and a comfortable cabin for four to five passengers on shorter sectors. Pre-owned examples offer a compelling entry point into single-engine turboprop-equivalent performance for buyers whose mission profile is predominantly sub-500nm single-pilot operations. It is not a short-field specialist in the PC-12 sense, nor does it have the cargo door versatility of the Pilatus platform, but for owner-pilot use on regional routes it represents excellent value.

Frequently Asked Questions — Turboprops

Is a turboprop safe to fly as a single-engine aircraft?

The single-engine turboprop safety record — particularly the PT6A-powered Pilatus PC-12 — is strong by the standards of any aircraft category. The PT6A engine family has accumulated hundreds of millions of flight hours since its introduction and has an in-flight shutdown rate that compares favourably with twin-engine light aircraft. In the event of an engine failure in a single-engine turboprop, the procedure involves feathering the propeller and gliding to a suitable landing field — a well-trained procedure with a manageable outcome in most operating environments. The PC-12 in particular was designed from the outset as a single-engine aircraft and its airframe, systems, and procedures reflect that. Operators considering a single-engine turboprop for IMC or overwater operations should discuss the specific risk management approach and appropriate insurance coverage during the acquisition process.

Can a Pilatus PC-12 operate from grass or unpaved runways?

Yes. The PC-12 is designed and certificated for unpaved runway operations, provided the surface meets minimum load-bearing criteria specified in the aircraft flight manual. This capability — combined with its short field performance (as little as 1,509 ft take-off ground roll on the NGX) — is one of the primary reasons for its adoption in remote territory operations across Africa, South America, and the Asia-Pacific region. It is also used extensively in Canada and Alaska for bush operations. The aircraft’s wide-track undercarriage and robust structure are specifically engineered for operations on prepared grass, gravel, and compacted dirt strips. This capability distinguishes it from virtually every aircraft in the jet category and from many other turboprops.

What is the typical engine life and overhaul cost for a PC-12?

The Pratt and Whitney Canada PT6A-67B (used in pre-NGX variants) has a published TBO (time between overhaul) of 3,600 hours. The PT6E-67XP in the NGX operates under an on-condition programme rather than a fixed TBO, which means engine life is managed to actual condition rather than calendar. Engine overhaul costs for the PT6A-67B are typically in the range of $180,000 to $280,000 depending on the facility, findings at teardown, and parts required. P&WC’s ESP programme (Engine Service Plan) is the standard power-by-the-hour coverage for PC-12 engines and is strongly preferred by buyers, lenders, and insurers. Aircraft enrolled on ESP remove a significant portion of residual engine liability from the acquisition risk profile.

How does the PC-12 NGX compare to the PC-24 jet for a buyer considering both?

The PC-12 NGX and PC-24 are both Pilatus products built around a similar design philosophy — pressurised, short-field capable, single-pilot friendly — but they are distinct aircraft in different categories. The PC-24 is a twin-engine jet with a range of 2,000nm, a stand-up cabin, and a cruise speed of 440 knots; acquisition cost for a pre-owned example is substantially higher. The PC-12 NGX is a single-engine turboprop with a range of 1,803nm (with four passengers), a seated-but-not-stand-up cabin, and a cruise speed of 290 knots, but at a fraction of the operating cost. The right choice depends on the buyer’s primary mission: if speed and jet-level range are priorities, the PC-24 is the answer. If short-field access, operating economy, and utility flexibility are the primary requirements, the NGX remains the stronger platform. Some operators with diverse missions own both.

What should a first-time turboprop buyer know before purchasing?

Three things above all else. First, understand the total cost of ownership — not just the purchase price but fuel, hangarage, insurance, type rating training (if applicable), and maintenance programme costs. For owner-pilots, training to a PC-12 type rating typically takes two to three weeks and costs $25,000 to $40,000 depending on provider. Second, review the engine programme status carefully. An aircraft without active ESP or equivalent coverage carries engine overhaul liability that can amount to 20–30% of the aircraft’s value. Third, commission a pre-purchase inspection from an independent maintenance facility — not the selling facility — before committing. The PC-12 is a well-engineered aircraft but it is not immune to corrosion, poorly executed field repairs, or deferred maintenance that becomes apparent on close inspection. The cost of a thorough pre-buy is negligible relative to the cost of discovering problems after completion.

Find the Right Turboprop for Your Mission

Aviator Aircraft Sales advises buyers and sellers of pre-owned turboprops across the Pilatus and Diamond range. We work across the full acquisition process — from initial mission analysis and aircraft shortlisting through to pre-purchase inspection management, valuation, and completion. If you are assessing whether a turboprop is the right platform for your requirements, or if you are ready to proceed with a specific aircraft, we can provide independent guidance based on your mission profile and budget. Browse our current aircraft listings, read more about our broker services, or contact us to discuss what you need.