Turboprops charter at $1,500 to $4,000 per hour in 2026 — the entry tier of private aviation that competes directly with very light jets on price while offering more cabin volume, access to airports no jet can use, and reach to destinations conventional aviation cannot serve. What each turboprop costs, what the category delivers beyond the headline rate, and when a turboprop is the right call.
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By Richard J. · 15 May 2026
The turboprop is the most undervalued category in private aviation. A modern Pilatus PC-12 or Beechcraft King Air charters at the same hourly rate as a very light jet, but offers more cabin volume, longer range, the ability to land on unprepared runways, and access to destinations that no jet can reach. Hourly rates in 2026 range from approximately $1,500 on a Cessna Caravan utility configuration to $4,000 on a King Air 350i or Piaggio Avanti EVO. Below: what each turboprop actually costs, what the category delivers that the very light jet does not, and when the turboprop is the right answer over a VLJ, a commercial flight, or even nothing.
The table below covers the seven most-chartered turboprops in the global market. Hourly rates are charter base rates — the aircraft and crew in flight only. Positioning, landing fees, crew expenses, and applicable taxes are addressed separately below and typically add 25 to 35% to the all-in cost. Rates in USD.
| Aircraft | Hourly rate (2026) | Passengers | Range | Specialty |
|---|---|---|---|---|
| Cessna Caravan EX | $1,500 – $2,500 | 9 | 964 nm | Utility · Unprepared runways |
| Beechcraft King Air B200 | $2,300 – $3,200 | 7 – 9 | 1,580 nm | Twin engine · Legacy workhorse |
| Daher TBM 940/960 | $2,400 – $3,200 | 4 – 6 | 1,730 nm | Single engine · Fastest single turboprop |
| Beechcraft King Air 250 | $2,500 – $3,500 | 7 – 9 | 1,720 nm | Twin engine · Modernised King Air |
| Pilatus PC-12 NGX | $2,500 – $3,500 | 6 – 9 | 1,803 nm | The category icon · Unprepared runways |
| Beechcraft King Air 350i | $2,800 – $4,000 | 8 – 11 | 1,806 nm | Largest King Air · Stand-up cabin |
| Piaggio Avanti EVO | $2,800 – $4,000 | 7 – 9 | 1,720 nm | Fastest turboprop · 460 kt cruise |
The turboprop category overlaps directly with very light jets on price. The same client deciding between a $3,200 per hour Phenom 100EV and a $3,200 per hour Pilatus PC-12 is choosing between two very different operational profiles at identical hourly rates. The Pilatus has more cabin volume, lands on grass and gravel runways the Phenom cannot use, and reaches African game lodges, Caribbean islands, and Alpine destinations no light jet can serve. The Phenom is approximately 90 minutes faster on a 1,500 nautical mile mission.
The Pilatus PC-12 is the category icon. Approximately 2,000 PC-12s in service globally, the broadest geographic distribution of any business aircraft, and proven dispatch reliability across African safari camps, Alaskan bush operations, Australian outback fleets, and European regional charter. The PC-12 NGX adds digital cockpit upgrades and modest performance improvements over earlier hulls; older PC-12s remain in heavy charter rotation and represent significant value when available.
JetLuxe covers turboprop availability across European, US, and Australasian markets. The PC-12 charter market in particular is widely distributed across operators — quote-shopping in this segment routinely produces 15-25% price spreads on identical aircraft and routes.
Turboprop hourly rates cover the aircraft and one to two crew during flight, plus standard onboard amenities (drinks, snacks). Single-pilot operation is common on many turboprops which reduces crew cost; twin-pilot operation is standard on King Air 250/350 and most operator-owned PC-12s. Additional line items typically add 25-35% to the base hourly calculation.
Single-engine, single-pilot certified, six-to-nine passengers, 1,803 nautical mile range, and proven operation on grass, gravel, sand, and ice runways. The PC-12 is the only aircraft that can simultaneously charter for a US east coast business trip and land at an African safari camp two weeks later — with the same hull, same operator, same maintenance regime. PT6A engine reliability is among the best in aviation. The default sensible answer for any turboprop mission outside specialised requirements.
The King Air 350i is the largest current King Air variant. Twin PT6A engines, eight-to-eleven passenger seating, 1,806 nautical mile range, and a 4'9" stand-up cabin section (no other turboprop offers full stand-up). The 350i positions against the PC-12 on twin-engine reliability for risk-averse passengers and against the smaller King Air 250 on cabin volume. The case for the 350i is twin-engine and stand-up cabin combined; the case against is higher fuel burn and operating cost than the PC-12.
The King Air 250 is the seven-to-nine-passenger variant with modernised cabin and avionics. Twin PT6A engines, 1,720 nautical mile range, and pricing in line with the PC-12. The 250 trades the PC-12's unprepared runway capability for twin-engine reliability and the broader King Air operator network. For sea-level airport operations where twin-engine is preferred, the 250 is the natural alternative to the PC-12.
The TBM is the personal-jet equivalent in turboprop form. Single-engine, single-pilot certified, four-to-six passengers, and 1,730 nautical mile range. Cruise speeds of 330+ knots make the TBM the fastest single-engine turboprop in production. Often owner-flown, the TBM charter market is smaller than the PC-12 market but pricing is competitive. The case for the TBM is speed and modern cabin technology; the case against is smaller capacity and no unprepared runway capability.
The Avanti EVO is a category of one. Pusher-prop configuration with engines behind the cabin (which produces remarkably low cabin noise), seven-to-nine passengers, and 460-knot cruise speed — faster than most light jets. Italian design and finish give the Avanti a distinctive look and feel. The case for an Avanti is unique cabin experience and near-jet speed at turboprop economics; the case against is limited charter availability (concentrated in Italy and the broader Mediterranean) and a higher operating cost than the PC-12 or King Air alternatives.
The B200 is the older generation King Air, in service since the 1980s and 1990s. Twin PT6A engines, seven-to-nine passengers, 1,580 nautical mile range. The B200 fleet is large, broadly distributed, and well-supported; pricing is the lowest twin-engine turboprop option in the segment. The case for a B200 is price; the case against is dated cabin and avionics versus current King Air 250/350 alternatives. Worth considering when budget matters and the operator is well-credentialed.
The Caravan is a utility aircraft rather than a business turboprop. Single-engine, single-pilot, nine passengers in basic configuration, 964 nautical mile range. The Caravan operates on grass, gravel, water (on floats), and snow (on skis). For utility missions — remote lodge access, freight-plus-passengers, regional connectivity in undeveloped areas — the Caravan is purpose-built. For business charter, the Caravan is rarely the right choice; the cabin is functional rather than refined and cruise speed of 185 knots is materially slower than other turboprops.
JetLuxe surfaces charter availability on the Pilatus PC-12, King Air variants, TBM, and Piaggio Avanti across global markets — including operators who specialise in unprepared-runway and remote-destination operations.
Search turboprop charter on JetLuxe →The turboprop and very light jet categories charter at overlapping price points. The choice between them comes down to specific operational priorities rather than cost.
The PC-12 NGX has a cabin volume materially larger than any VLJ — nearly twice the volume of a Cirrus Vision Jet. King Air 350 cabins offer 4'9" stand-up section that no VLJ can match. For groups of five or more with bags, or any passenger who values cabin space over cruise speed, the turboprop wins.
The PC-12 routinely operates on grass, gravel, sand, and packed snow runways under 2,500 feet. No VLJ can use these surfaces. For African game lodges, Alpine glacier strips, Alaskan fishing camps, Australian outback stations, and similar destinations, the turboprop is the only viable option.
Turboprops outperform VLJs at high-elevation airports in hot summer conditions. Aspen, Telluride, Eagle (Vail), and similar destinations restrict VLJ payloads in summer heat. A PC-12 or King Air operates these airports without compromise. For mountain destinations in summer, turboprop is operationally superior.
VLJs cruise at 340-420 knots versus 270-310 knots for most turboprops. On a 600-mile route, the jet saves 25-45 minutes. For business missions where time is the primary constraint and both endpoints have proper paved runways, a very light jet is operationally faster.
Turboprops are the category where private aviation most commonly beats commercial on cost-comparable terms. The economics work on specific scenarios.
The turboprop is the category where owner-pilot economics often dominate. Many turboprops — particularly TBM and PC-12 — are flown by their owners rather than chartered. For non-pilots, charter is the default; for pilots, the math is materially different.
The default for occasional turboprop users. PC-12 and King Air charter availability is broad, prices are competitive, and quote-shopping pays. Expect 10-20% peak season surcharges on summer European Mediterranean and US mountain destinations.
PlaneSense operates the largest dedicated PC-12 fractional programme. Wheels Up Connect includes King Air access. For 30-100 hour users, fractional PC-12 share at PlaneSense ($800k-$1.4M acquisition plus monthly fees plus approximately $2,800-$3,500 per hour all-in) becomes competitive with charter pricing at the higher utilisation end.
For experienced pilots ready to step up, a used PC-12 ($2.5M-$4.5M depending on year) or used TBM ($2.0M-$3.5M) costs approximately $900-$1,200 per hour all-in (fuel, maintenance, insurance, hangar, training) versus $2,500-$3,500 per hour for charter. The annual all-in cost at 200 hours runs $200k-$300k for ownership versus $500k-$700k for equivalent charter. Owner-pilot economics dominate for skilled operators.
Whole PC-12 or King Air ownership with a hired pilot becomes mathematically attractive above approximately 250 hours per year. Below that, fractional or charter remains more economical. See our buy vs charter crossover analysis for the full TCO model across aircraft categories.
Turboprops charter at approximately $1,500 to $4,000 per hour in 2026, depending on aircraft. The Cessna Caravan utility charters at $1,500 to $2,500, the King Air B200 and Daher TBM at $2,300 to $3,200, the Pilatus PC-12 NGX and King Air 250 at $2,500 to $3,500, and the King Air 350i and Piaggio Avanti EVO at $2,800 to $4,000. The hourly rate covers the aircraft and one to two crew; positioning, landing fees, crew expenses, and applicable taxes typically add 25 to 35% to the total invoice.
The Pilatus PC-12 is the most chartered turboprop globally, with approximately 2,000 aircraft in service and the broadest geographic distribution of any business aircraft. Single-engine, single-pilot certified, six-to-nine passenger capacity, 1,803 nautical mile range, and proven operation on grass, gravel, and unprepared runways. PC-12s operate African safari camps, Alpine mountain strips, Alaskan bush routes, and Australian outback fleets in addition to standard regional business charter.
Turboprops and very light jets charter at overlapping price points in 2026 — approximately $2,500 to $3,500 per hour for both categories at the comparable mid-range. The Pilatus PC-12 and Embraer Phenom 100EV cost roughly the same per hour. The choice between them is not about price but about operational profile: turboprops offer more cabin volume, longer range, and the ability to use unprepared runways; VLJs offer 30-45 minutes faster cruise on longer routes.
Yes, several turboprops are certified for grass, gravel, and other unprepared runway operations. The Pilatus PC-12 is the most capable, routinely operating on unpaved strips as short as 2,500 feet. The Cessna Caravan EX operates on grass, gravel, water (on floats), and snow (on skis). King Air variants can use prepared gravel runways. No business jet can use unprepared surfaces. For African safari camps, Alpine mountain strips, and similar remote destinations, a turboprop is the only viable option.
Most turboprops cruise at 270 to 320 knots in 2026. The Pilatus PC-12 cruises at 290 knots, the Daher TBM 960 at 330 knots, the King Air 350 at 312 knots, and the Cessna Caravan at 185 knots in utility configuration. The Piaggio Avanti EVO is the fastest turboprop in production at 460 knots cruise — faster than most very light jets and approaching light jet speeds. For comparison, very light jets typically cruise at 340 to 420 knots.
Yes, turboprops are typically the best choice for mountain and ski destinations. High-elevation airports such as Aspen, Telluride, Eagle (Vail), Sun Valley, and Truckee-Tahoe have hot-and-high performance constraints that restrict very light jet and even some light jet operations in summer heat. Turboprops outperform jets in these conditions and operate without payload restrictions. For winter ski trips, mountain ops, and Alpine destinations, turboprop charter is the operationally superior choice.
Compare turboprop charter quotes including remote operations
Search turboprop on JetLuxe →Turboprop charter prices are indicative based on market rates as of May 2026 and vary by route, aircraft type, operator, hull age, and season. Aircraft specifications verified against manufacturer documentation as of 15 May 2026. Always verify current availability and itemised pricing directly with operators. This article contains affiliate links — bookings made through our links may earn a commission at no additional cost to you.
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