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Pilatus PC-12
Pilatus PC-12
Pilatus PC-12
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The Pilatus PC-12 is a pressurized, single-engined, turboprop aircraft manufactured by Pilatus Aircraft of Stans, Switzerland since 1991. It was designed as a high-performance utility aircraft that incorporates a large aft cargo door in addition to the main passenger door. Due to its efficient, high-utility design, the PC-12 is used by a large variety of operators. The main use for the aircraft is corporate transportation, but it is also used by fractional and small regional airlines, air-ambulance operators, and many government agencies, such as police departments and armed forces. The 2,000th PC-12 was delivered in May 2023.

Key Information

Development

[edit]
Pratt & Whitney PT6 turboprop nose installation and four-bladed propeller

In October 1989, Pilatus announced the development of the PC-12 at the annual convention of the National Business Aviation Association (NBAA).[2][3]: 80  Prior to the 1989 announcement, the PC-12 project had been worked on for some time under high levels of secrecy; by the time of the announcement, assembly of the first prototype had already commenced.[3]: 81–82  Pilatus believed that the PC-12 would fit a new market not served by existing aircraft and that the type would be the first single-engined aircraft with a large cabin that would be capable of flying at high speeds across long distances.[3]: 82  The two prototypes were completed on 1 May 1991, with the first flight taking place on 31 May 1991.[4] Swiss certification of the type had been originally planned for mid-1991,[3]: 81  but a redesign of the wings (to increase the wingspan and add winglets to ensure performance guarantees were met) delayed progress. On 30 March 1994, the Swiss Federal Office of Civil Aviation issued the type certificate for the PC-12;[5] Federal Aviation Administration approval in the U.S. followed on 15 July 1994.[6]

PC-12 flight instruments and subpanel

Since entering service, Pilatus developed a large number of improvements and options upon the original PC-12 model; changes include increasing the maximum takeoff weight, using increasingly powerful engines, adopting new avionics, incorporating noise-reduction measures, adding new propellers, speed and range increases, additional interiors, and new inflight entertainment systems.[7][8][9][10] Other aviation firms, such as Finoff Aviation Products, have also produced their own independent products and aftermarket enhancement packages for the PC-12.[11][12][13]

PC-12NG

[edit]

Pilatus announced the PC-12NG (Next Generation) at the 2006 NBAA meeting in Orlando and officially launched it during the NBAA 2007 in Atlanta.[14] The NG features a more powerful Pratt & Whitney PT6A-67P engine with better climb performance and an increase in maximum cruise speed to 280 knots true airspeed (TAS). The NG also features a Honeywell Primus Apex glass cockpit; prior to this, the PC-12 had been one of the few high-end models to lack flat-panel avionics.[7][15] The revised cockpit includes automatic pressurization control, as well as cursor controlled inputs to the navigation system. The PC-12 NG winglets have also been modified from the original version.[13] Within two years of launch, over 200 orders reportedly had been placed for the PC-12 NG.[15] In May 2008, the first PC-12 NG was delivered.[16]

Blended winglet of the PC-12 NG

The PC-12M (Multipurpose) is based on the PC-12 NG, but equipped with a more powerful electrical generation system that allows installing additional power-consuming equipment. This enables the PC-12M to perform missions such as flight inspection, air ambulance, aerial photography, and aerial surveillance. An optional utility door accommodates parachute drops of people and cargo. This version is marketed in the United States as the PC-12 Spectre paramilitary special missions platform.[17]

On 18 December 2012, Pilatus officially opened its Chinese headquarters in Chongqing Liangjiang and announced future manufacturing of the PC-12 for Asia-Pacific customers on the production line at this site.[18] In September 2014, it was announced that the production for various aerostructures for the PC-12 NG would be performed by Tata Aircraft Systems in India from 2016 onwards, these parts having previously been manufactured by PZL-Świdnik in Poland.[19][20]

PC-12NGX

[edit]

At the October 2019 NBAA convention, Pilatus announced the already certified PC-12NGX. Its PT6E-67XP includes a full-authority digital engine control and a low-speed propeller mode to lower cabin noise. It reaches a 290 kn TAS (537 km/h) cruise. Updated Honeywell avionics with autothrottle feature both cursor control device and touchscreen. Adapted from the PC-24, the cabin windows are 10% larger and the redesigned cabin includes new seats. Scheduled maintenance is extended to 600 flight hours and time between overhaul increases from 4,000 to 5,000 hours. Deliveries should start in the second quarter of 2020 at a US$4.39 million base price, up to 5.369 million typically equipped as an executive aircraft.[21] In 2023, its equipped price was $6.028M.[22]

PC-12 PRO

[edit]

On 14 March 2025, Pilatus announced a new version of the PC-12 called the PRO. Delivery is expected to begin in early fall of 2025.[23]

Design

[edit]
Pilatus PC-12 taking off from a short, unpaved airstrip

The PC-12 is a single-engined, turboprop-powered, business aircraft, designed for performing multiple roles and to deliver performance and safety equal to twin-engined aircraft. It is powered by a single Pratt & Whitney PT6A-67 engine; early models being powered by the PT6A-67B, while the later PC-12 NG variant uses the more powerful PT6A-67P, which is flat rated at only 70% of its maximum power.[24][11] According to Pilatus, the PC-12 NG has exceptional versatility and is capable of operating within the most rugged environments, such as the Australian outback; it is one of the few pressurized turbine-powered aircraft capable of operating from rough landing strips.[24][7]

Pilatus PC-12 interior cabin

The cabin can accommodate up to nine passengers and has a refreshment centre, an enclosed lavatory, and a rear baggage area. Other cabin configurations include executive arrangements, seating between six and eight passengers; a four-seat passenger-cargo combi layout; and an air ambulance setup housing two litters and three attending medics.[24][7][25] The interior was designed in conjunction with BMW's Designworks division, making extensive use of leather, fine wood veneers, and various textiles to create an environment similar to a luxury road vehicle.[15] An atypically large cargo door is installed to accommodate bulky items, including palletised cargo.[24][7]

A Luxembourg-registered PC-12/45 with doors open

The PC-12 incorporates numerous safety measures. The PT6A-67 engine has a reputation for considerable reliability, a factor that has reportedly been decisive to some prospective operators.[7] To counteract stall and spin conditions, dual angle-of-attack sensors near the wingtips force the stick forwards in advance of a potential stall. For greater redundancy, the PC-12 NG has a complete split-bus dual electrical system similar to modern jet aircraft, in addition to two separate batteries and a third emergency battery.[7][15] The type is certified for flight into known ice conditions; as per standard fit, pneumatic deicing systems are installed in the wings and empennage, while electrical deicing measures are integrated into the windshield, and exhaust heat is used for engine intake deicing.[3]: 84  In 2014, Aviation Week & Space Technology described the PC-12 as possessing "...comparatively slow take-off and landing speeds, excellent short-field performance, and easy handling characteristics."[11]

In addition to its uses as a passenger transport and private aircraft, the PC-12 can be configured as a multimission platform, such as an air ambulance or for conducting surveillance aircraft missions. In the latter role, a retractable electro-optical/infrared sensor may be installed into the aircraft's tail and an operator's console, containing two display monitors, a digital video recorder, communications panel, and expansion bays to accommodate various radios and datalinks, can be fitted in the main cabin area; the aircraft may be highly customized to meet customer's specific mission requirements.[17][26] In the multimission capacity, the type has seen use by various customers, including the Red Cross, the Royal Flying Doctor Service, the Royal Canadian Mounted Police and the United States Air Force.[24]

PC-12 wingtip device and weather radar

The type features a three-axis autopilot as standard, while weather radar, long-range navigation systems, and radar altimeter are optional.[3]: 84  The flight deck of the PC-12 NG is equipped with Honeywell's Primus Apex avionics system, consisting of four 10-inch, high-resolution, liquid crystal display screens, two of which perform as the primary flight displays directly forward of either pilot, the other two being multifunction displays in a central position between the two pilots.[24] The Apex system shares many similarities to the flight decks of other business jets and has been designed to minimize crew workload and provide for improved safety during single-pilot operations.[15] An advanced synthetic vision system, delivering greater situational awareness and safety during visual flight rules (VFR) flight, is also present.[24] The cockpit's layout is optimized for ergonomic and aesthetic appeal, providing similar comfort levels for the flight crew as to the passengers.[24][13] An engine-condition monitoring system is present on the PC-12 NG, automatically monitoring engine parameters and producing relevant warnings, easing preventive maintenance efforts.[13]

In October 2021, Blackhawk Aerospace announced plans to offer an “XP67P+” upgrade that will be available for many of the legacy PC-12s. The upgrade will replace the stock Pratt and Whitney PTA-67B engine with a factory-new PTA-67P, allowing higher ITT limits, 142 shaft horsepower gains, and max torque to FL230. All factors that will improve the performance of the aircraft, with 25% better climb rates, higher cruise speeds, and several other operational benefits.[27] Blackhawk announced several deposits for their upgrade at NBAA-BACE 2022, and that baseline flight testing has been completed. STC approval for the FAA should happen second quarter 2023 with EASA certification not long after.[28]

Operational history

[edit]

Commercial, corporate and private use

[edit]
Two PC-12s parked with a Cessna 208 Caravan between them

Early sales of the PC-12 principally went to utility operators, because Pilatus was reportedly uncertain of the sales potential for business and passenger operators.[7] In 1994, the Royal Flying Doctor Service of Australia became the launch customer of the PC-12. It operates 32 PC-12s throughout Australia to deliver medical services in remote areas.[29]

PC-12 with passengers embarking

In 2006, Flying referred to the PC-12 as "...more economical to operate than any turbine airplane of similar size."[13] In 2007, Flying described the high rate of value retention on used PC-12s as "unbelievable"—attributing this to the popular demand for the type.[30] High oil prices are a prominent factor for increasing sales of turboprops, the PC-12 among them.[31][32]

The bulk of demand comes from North America, and three-quarters of PC-12NG sales are in executive configurations.[33] While its price grew from $3.3 million in 2005 to $4.7 million in 2015, it retains 80-85% of its selling price after 10 years given average use, better than comparable turboprop or business jets, and it sells 40% faster.[34]

Pilatus also uses a series of overseas distributors to market and sell the PC-12 within designated regions. AMAC Aerospace is the exclusive sales agent for the type within the Middle East.[35][36]

In August 2014, Californian airline Surf Air placed an order for 15 PC-12 NGs and 50 options, one of the largest contract for the type.[37] PlaneSense, a New Hampshire-based fractional ownership company, manages the largest fleet of the type,[38] operating 34 PC-12s as of 2015.[39]

In June 2010, Pilatus announced that the 1,000th PC-12 had been delivered.[40] By August 2013, the worldwide PC-12 fleet had accumulated a combined total of 4 million flight hours and 1,200 PC-12s had been delivered to customers.[41] Just over a year after the 1300th, the 1400th PC-12 was delivered in July 2016. As of July 2016, the fleet had accumulated 5.6 million total flight hours since certification and 1 million flight hours for the 630 PC-12 NG since its introduction in 2008.[42] In May 2018, with the fleet having logged over 6.8 million hours, the maintenance interval was raised from 100/150 hours to 300 and a new maintenance plan reduced labor by 20% to 40% to lower direct operating costs.[43]

By 2017, a nine-year-old PC-12 was worth $2.5-2.8 million and 15- to 16-year-old models had a $1.8 million value.[44] Owner-operators account for 20% to 30% of the PC-12 sales, while they fly 90% of all SOCATA TBMs.[45]

By October 2019, the PC-12 fleet surpassed 1,700 aircraft, with more than seven million total flight hours.[21] By May 2021, 1,800 had been delivered including 82 in 2020, having flown eight million hours.[46] In May 2023 the fleet reached ten million flight hours, including 9.3 million landings. A total of 71 PC-12s had flown over 20,000 hours each, with the highest time aircraft over 35,000 hours.[47] On 12 May, the 2,000th was delivered as 80 were built in 2022 and Pilatus held a backlog for 63 units, while 1,889 examples were in service and 31 aircraft in storage.[1]

In 2022, Tradewind Aviation marked a major fleet renewal and expansion program with the purchase of 20 new Pilatus PC-12 NGX aircraft in a deal valued at over $100 million, with deliveries proceeding at 3-4 per year through 2027. The program cements Tradewind's status as the operator of one of the world's largest fleets of Pilatus PC-12s, and the largest available for charter. Tradewind has operated all variants of the PC-12, beginning in 2003.

Military operations

[edit]
United States Air Force U-28A

The PC-12 is Pilatus' first aircraft directed principally at the civil market. Despite the company historically being a military-oriented supplier, military sales for the type were considered a low priority during the early stages of development.[3]: 82 

The U-28A Draco is the United States Air Force variant of the PC-12 for intratheater support of special operations forces performing the role of intelligence, surveillance, and reconnaissance (ISR).[48] The U-28A is operated by the 319th Special Operations Squadron, stationed at Hurlburt Field, Florida, at the headquarters of the Air Force Special Operations Command. The 34th Special Operations Squadron was activated on 9 April 2010 as the second U-28A unit at Hurlburt Field. Both squadrons operate as part of the 1st Special Operations Wing/ 1st Special Operations Group at Hurlburt Field. The U-28A is also operated by the 318th Special Operations Squadron and the 310th Special Operations Squadron as part of the 27th Special Operations Wing at Cannon Air Force Base, New Mexico.[49] In May 2019 the Air Force officially approved the use of the name 'Draco' for the aircraft.[50]

In August 2022, U.S. Special Operations Command announced it had selected the AT-802U Sky Warden for its Armed Overwatch program. The intent is for them to perform ISR and strike missions in uncontested airspace while operating from austere airfields. The Sky Warden will take over combat missions from the U-28A, as it is an aging and expensive aircraft that requires specialized equipment and training to maintain; it will however continue to provide ISR for operations like search and rescue and humanitarian relief after the Sky Warden is delivered.[51]

The Finnish Air Force selected the PC-12 NG in 2009 to replace the service's Piper Chieftains and Valmet L-90 Redigos in a liaison role. The aircraft were handed over to the Air Force in 2010. Six PC-12s are in service with the Finnish Air Force.[52]

Variants

[edit]
PC-12/41
Original production variant certified in Switzerland in 1994, it has a Pratt & Whitney Canada PT6A-67B engine, 4,100 kg (9,039 lb) maximum takeoff weight, conventional round-dial cockpit.[53]
PC-12/45
Certified in 1996, has a Pratt & Whitney Canada PT6A-67B engine, maximum takeoff weight increased to 4,500 kg (9,921 lb). Any of the original production aircraft can be converted to PC-12/45. Sub-variants called Series 1-10, composed of incremental upgrades to the aircraft. Almost all aircraft have been converted to Series 10 specification.
PC-12/47
Certified in 2005, has a Pratt & Whitney Canada PT6A-67B engine, maximum takeoff weight increased to 4,740 kg (10,450 lb). The overhead panel and cockpit switch layout was updated, and some other minor changes such as the wingtips, and cabin heating systems.
PC-12/47E
Variant certified in 2008, has upgraded Honeywell avionics and a Pratt & Whitney Canada PT6A-67P engine. Sometimes known by its trade name PC-12 NG (Next Generation).
PC-12NGX
Announced at the October 2019 NBAA convention, marketing name for a PC-12/47E with a PT6E-67XP engine with FADEC and autothrottle, 290 kn TAS (537 km/h) cruise, 10% larger windows, redesigned interior, extended maintenance, updated Honeywell avionics.[21]
PC-12/47G
Announced March 14, 2025, the PC-12 PRO features a Garmin GFID 3 (powered by the Garmin G3000 Prime), PC-24 style yokes, amongst additional new features[54] including Garmin AutoLand.
PC-12M Spectre
Paramilitary special missions platform marketed in the United States, originally called "Eagle".
U-28A Draco
United States Air Force designation for PC-12 modified as special operations surveillance planes.

Operators

[edit]
Main article: List of Pilatus PC-12 operators

As of May 2023, 2,000 PC-12s had been delivered.[1][55]

Accidents and incidents

[edit]

The Aviation Safety Network Wikibase reports 136 accidents and incidents between 3 February 1998 and 15 December 2023. This includes 106 fatalities which gives an average of 0.79 fatalities per accident.[56][unreliable source?]

Notable accidents include:

  • 26 July 2024, a PC-12/47E registered N357HE crashed near Gillette, Wyoming, United States; all seven aboard were killed.
  • 3 October 2021, a PC-12/47E (registration YR-PDV) crashed shortly after take-off from Milan-Linate Airport, Italy; all eight onboard died when the aircraft impacted a building.
  • 30 November 2019, a PC-12/47E (N56KJ) crashed after takeoff near Chamberlain, South Dakota, United States abord a private flight. 9 out of the 12 people on board died and the remaining 3 suffered serious injuries.[57]
  • 22 March 2009, a PC-12 crashed near Butte, Montana, United States during a visual circling approach for landing, resulting in 14 fatalities, including children.

Specifications (PC-12NG)

[edit]
View from below, gear and flaps up
Front view, flaps and gear down
Side view, flaps and gear down

Data from Pilatus[58]

General characteristics

  • Crew: 1 or 2
  • Capacity: 6 to 9 passengers seats
  • Length: 14.4 m (47 ft 3 in)
  • Wingspan: 16.28 m (53 ft 5 in)
  • Height: 4.26 m (14 ft 0 in)
  • Wing area: 25.81 m2 (277.8 sq ft)
  • Airfoil: root: NASA LS(1)-0417MOD; tip: NASA LS(1)-0313[59]
  • Empty weight: 2,810 kg (6,195 lb)
  • Max takeoff weight: 4,740 kg (10,450 lb)
  • Maximum landing weight: 4,500 kg (9,921 lb)
  • Maximum zero fuel weight: 4,100 kg (9,039 lb)
  • Fuel capacity: 1,226 kg (2,703 lb) / 1,521 L (402 US gal; 335 imp gal)
  • Cabin: 5.16 metres (16.9 ft) long, 1.47 metres (4.8 ft) high, up to 1.52 metres (5.0 ft) wide
  • Powerplant: 1 × Pratt & Whitney Canada PT6A-67P turboprop engine, 890 kW (1,200 shp)
  • Propellers: 4-bladed Hartzell Propeller composite, 2.67 m (8 ft 9 in) diameter composite constant-speed fully-feathering reversible propeller

Performance

  • Cruise speed: 528 km/h (328 mph, 285 kn)
  • Stall speed: 124 km/h (77 mph, 67 kn)
  • Range: 3,417 km (2,123 mi, 1,845 nmi) (HSC, VFR Reserves)
  • Service ceiling: 9,144 m (30,000 ft)
  • Rate of climb: 9.75 m/s (1,919 ft/min)
  • Take-off distance over 50 ft (15 m): 793 m (2,602 ft)
  • Landing distance over 50 ft (15 m): 661 m (2,169 ft)
  • Fuel consumption: 250 L/h (66 gal/h; 55 imp gal/h) (915 km (569 mi; 494 nmi) trip, including climb, cruise and descent, 491 km/h (305 mph; 265 kn) average block speed)

Avionics

See also

[edit]

Aircraft of comparable role, configuration, and era

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Pilatus PC-12

View on Grokipedia
from Grokipedia
The Pilatus PC-12 is a single-engine aircraft designed and manufactured by of Stans, , renowned for its versatility in executive transport, cargo operations, and special missions such as air ambulance and . Introduced in 1994 following its first flight in 1991, the PC-12 has become one of the best-selling turboprops globally, with over 2,200 units delivered and accumulating more than 11 million flight hours as of 2025. Its defining characteristics include exceptional short-field performance, allowing takeoffs and landings on unprepared surfaces like grass, gravel, or snow, and a spacious, pressurized cabin that accommodates up to 10 occupants in various configurations. The aircraft's development emphasized rugged utility and efficiency, powered by a reliable PT6A engine, which in the latest PC-12 PRO variant features an Electronic Propeller and Engine Control System (EPECS) for enhanced performance and reduced pilot workload. Key performance metrics include a maximum cruise speed of 290 knots (KTAS), a range of up to 1,765 nautical miles with four passengers, and a service ceiling of 30,000 feet, enabling efficient operations across diverse environments from remote airstrips to high-altitude airports. The PC-12's cabin measures 16 feet 11 inches in length, 5 feet in width, and 4 feet 9 inches in height, with a volume of 326 cubic feet, supporting flexible layouts including executive seating for six to eight passengers or setups. Recent advancements in the PC-12 PRO, unveiled in March 2025 and first delivered later that year including to a U.S. customer in November, incorporate the Pilatus Advanced Cockpit Environment (ACE) with the PRIME avionics suite—featuring five high-resolution displays—and the system for emergency automation. These updates build on earlier variants like the PC-12 NGX, prioritizing , with full-recline seats and upgraded lighting, and operational versatility that has made it a staple for private owners, corporations, and government agencies worldwide. With a of 10,450 pounds and low operating costs, the PC-12 continues to evolve as a benchmark for single-engine .

Development

Background and initial development

In the mid-1980s, of initiated the development of a new single-engine to address an underserved segment of the and aviation market, where existing jets and twin-engine often proved too costly or incapable for operations from short or unprepared runways. The project began under secrecy, focusing on creating a high-performance design that combined efficiency, versatility, and single-pilot operability for applications including corporate transport, hauling, and regional services. The PC-12 was officially announced in October 1989 at the National Business Aviation Association (NBAA) convention in Atlanta, Georgia, where Pilatus unveiled a full-scale to gauge interest. Key design objectives included exceptional short-field performance for takeoffs and landings under 2,500 feet, a rugged suitable for utility roles, a pressurized cabin accommodating 6 to 9 passengers in comfort, and the capability to operate from grass, gravel, or other unprepared strips without compromising safety or range. These features aimed to fill a gap between small jets and larger turboprops, offering lower operating costs while maintaining executive-level amenities. Prototype construction commenced shortly after the announcement, with assembly of the first aircraft beginning in late 1989 or early 1990 at Pilatus's facilities in , . The of the initial took place on May 31, 1991, marking the start of an intensive testing program that accumulated over 700 flight hours across two prototypes by the following year. The certification process culminated in approval from the Swiss Federal Office of Civil Aviation (FOCA) on March 30, 1994, validating the aircraft's compliance with rigorous and standards. This was swiftly followed by U.S. (FAA) type certification on July 15, 1994, enabling entry into the North American market. From inception, the PC-12 was positioned as a versatile, cost-effective alternative to light jets like the Citation, providing similar cabin space and speed at roughly half the acquisition and operating expenses for missions under 1,000 nautical miles.

Production milestones

The first deliveries of the Pilatus PC-12 began in 1994 following type certification by the Swiss Federal Office of Civil Aviation on March 30 and by the U.S. on July 15 of that year. Initial production was modest, reflecting the aircraft's entry into a market dominated by twin-engine turboprops like the , with early sales facing challenges in establishing the single-engine design's viability for business and utility roles. North American operators quickly became the primary market, accounting for approximately 80 percent of the fleet by the mid-2000s, driven by the PC-12's versatility and lower operating costs compared to competitors. Production at Pilatus's facilities in , , expanded to support growing demand, including the opening of a new timber in 2008 to accommodate the transition to the PC-12 NG variant after 788 units of the original model. Cumulative milestones included the delivery of the 500th PC-12 in December 2004 and the 1,000th in July 2010, marking significant sales achievements amid increasing global adoption. The 2,000th aircraft was delivered in May 2023 to U.S. fractional operator , with 80 units produced in 2022 alone. The 2008 global impacted operations, prompting short-time working at the facility from September 2008 for about six months, yet Pilatus achieved a record 100 PC-12 deliveries in fiscal year 2009, demonstrating resilience in the segment. Certification expansions further supported market growth, such as EASA type approval for certain PC-12/47E models on 28 March 2008, which facilitated entry into the European market. The subsequent introduction of the PC-12 NG in 2008, with joint FAA and EASA certification, boosted sales by enhancing performance and avionics to meet evolving regulatory and customer demands.

Upgrade programs

The Pilatus PC-12 NG, introduced in 2008, represented a significant evolution of the original PC-12 platform, featuring the Primus Apex suite for enhanced and integration. This upgrade included an increase in (MTOW) to 4,740 kg from the previous model's 4,540 kg, allowing for greater capacity, and adoption of the more powerful PT6A-67P , which provided 1,200 shaft horsepower for improved climb performance and overall efficiency. These changes were certified by the (EASA) and the (FAA) in March 2008, with the first delivery occurring shortly thereafter in May 2008. Building on the NG, the PC-12 NGX was unveiled by Pilatus in October 2019 and achieved EASA certification on October 15, 2019, followed by FAA approval in early 2020, enabling initial customer deliveries to commence in May 2020. Key engineering advancements included the Advanced Environment (ACE), a custom-integrated system with four 10-inch displays, functionality to reduce pilot workload, and exterior LED lighting for improved visibility and energy efficiency. These modifications integrated a fully digital with envelope protection and emergency descent automation, further lowering operational demands while maintaining the PT6A-67P powerplant. The NGX's certification process emphasized rigorous testing to ensure compatibility with short-field operations and single-pilot use. The latest iteration, the PC-12 PRO, was announced on March 14, 2025, and received full EASA and FAA certification prior to its rollout, with deliveries beginning in September 2025 and the first U.S. handover occurring on November 4, 2025. Cabin enhancements focused on passenger comfort, incorporating PC-24-inspired reclining seats with taller backs, premium materials, and refreshed for additional storage and a more luxurious ambiance. Initial orders included units to high-profile customers such as former HP CEO Dion Weisler, with Pilatus projecting a production ramp-up to meet growing demand, supported by the model's 100-pound increase in useful load and sustained market interest in versatile turboprops. These upgrade programs were driven by the need to enhance safety through features like capabilities and reduced pilot workload, boost operational efficiency with superior and power management, and elevate passenger comfort amid competitive pressures from evolving business aviation demands. Pilatus responded to operator feedback and industry trends by prioritizing advancements and cabin refinements, ensuring the PC-12 lineup remained a benchmark for single-engine turboprops in civil and special mission roles.

Design

Airframe and structure

The Pilatus PC-12 features a low-wing design with a configuration, providing stability and aerodynamic efficiency for its multipurpose role. The overall measures 14.4 meters in and has a of 16.23 meters, with the wing area totaling 25.81 square meters. The is constructed as an all-metal primarily using aluminum alloys, incorporating composite materials in select areas for weight savings and durability. It is pressurized to a maximum differential of 5.75 psi, enabling comfortable operations at altitudes up to 30,000 feet while maintaining a cabin altitude below feet. The cabin offers dimensions of 4.9 feet in height and 5.0 feet in width, with a of 16.9 feet, allowing configurations for 6 to 9 passengers plus baggage space. The retractable tricycle landing gear with trailing-link main units and single wheels is optimized for rough-field operations, supporting takeoffs and landings on unprepared strips as short as 800 meters. The wings incorporate high-lift devices, including full-span leading-edge slats and large-span Fowler flaps that extend up to 40 degrees, enhancing short takeoff and landing () performance. The airframe is certified for structural load limits of +3.4 g and -1.36 g with flaps up, ensuring robustness for diverse mission profiles. De-icing protection is provided by pneumatic boots on the leading edges of the wings and tail surfaces, which inflate to shed accumulated during flight in icing conditions.

Avionics and systems

The original Pilatus PC-12 was equipped with a conventional featuring analog gauges alongside some digital instruments, including a Bendix/King panel with round dials and a KLN90B GPS . This setup supported basic (IFR) operations but lacked the integrated technology of later models. The PC-12 NG introduced the Honeywell Primus Apex integrated flight deck, marking a shift to a fully digital glass cockpit with four 10-inch liquid crystal displays—comprising two primary flight displays (PFDs) and two multifunction displays (MFDs)—that provide enhanced situational awareness through synthetic vision and intuitive interfaces. Integrated checklists are embedded within the system, streamlining pilot workflows by automating routine procedures and reducing workload during single-pilot operations. The PC-12 NGX further evolved this with the Pilatus Advanced Cockpit Environment (ACE), an upgraded version of the Primus Apex featuring touchscreen controls on the displays, a digital autothrottle for precise thrust management, and advanced synthetic vision system (SmartView) that renders 3D terrain and obstacle imagery directly on the PFDs. The PC-12 PRO (introduced in 2025) updates the ACE with the Garmin G3000 PRIME avionics suite, featuring five high-resolution touchscreen displays and the Safety Autoland system for emergency automation. The navigation suite across NG and NGX variants includes dual GPS with wide-area augmentation system (WAAS) for precision approaches, (TCAS I) for mid-air threat detection, (TAWS Class B) for ground proximity alerts, and integrated for real-time meteorological data. These features enable certified single-pilot IFR operations, with interactive (INAV) tools allowing graphical and coupled (VNAV) on the (FMS). Powerplant interfaces integrate parameters, such as and , directly into the MFDs for real-time monitoring. Environmental systems maintain cabin comfort through a fully automatic digital pressurization controller that schedules differential pressure up to 5.75 psi, equivalent to a 10,000-foot cabin altitude at 30,000 feet . A built-in passenger oxygen system deploys automatically above 13,500 feet cabin altitude, supplemented by crew quick-donning masks, while the (HVAC) setup uses for heating and a vapor-cycle cooling system for , supporting operations in unpressurized configurations if required. The electrical system operates on a primary 28V DC bus powered by the engine-driven starter-generator, with a backup nickel-cadmium battery and optional auxiliary power unit for ground operations and emergency redundancy. Hydraulic systems, utilizing electro-hydraulic actuators, control landing gear extension/retraction and flap deployment, ensuring reliable low-pressure operation without a dedicated engine-driven pump. Safety features include a 406 MHz emergency locator transmitter (ELT) with integrated GPS for precise distress signaling, engine fire suppression via a dedicated extinguisher bottle, and a crew alerting system (CAS) that prioritizes warnings on the displays to minimize pilot distraction during critical phases.

Powerplant and performance features

The Pilatus PC-12 is equipped with a single PT6A-series engine, renowned for its reliability and versatility in applications. Early production models utilize the PT6A-67B, which delivers a maximum takeoff power of 1,200 shaft horsepower (shp) while being flat-rated for consistent performance across a range of environmental conditions. This engine features a two-shaft design with a reverse-flow compressor and free power turbine, enabling efficient operation from sea level to high altitudes. In the PC-12 NG variant, the engine is upgraded to the PT6A-67P, maintaining the 1,200 shp rating but with enhanced thermodynamic output and higher allowable turbine temperatures, allowing full power delivery up to ISA+25°C for superior hot-and-high performance compared to the PT6A-67B. The latest PC-12 NGX and PRO models incorporate the PT6E-67XP, an electronically controlled evolution with 1,600 equivalent shp thermodynamic power flat-rated to 1,200 shp, incorporating dual-channel FADEC for precise fuel management and reduced pilot workload. The propulsion system includes a constant-speed, full-feathering Hartzell , originally a four-blade aluminum unit in early models but upgraded to a five-blade advanced structural composite in NG and later variants for improved climb rates, reduced noise, and enhanced efficiency. The five-blade , with a of approximately 105 inches, supports reverse pitch (beta) mode for powerful braking and short rolls, contributing to the aircraft's ability to operate from unpaved runways as short as 2,500 feet. is supplied from integral wing tanks with a standard usable capacity of 2,704 pounds (1,226 kg), distributed across main and collector cells for balanced center-of-gravity management; optional auxiliary tanks can increase capacity for ferry or special-mission flights, extending endurance beyond standard operations. The PC-12's performance envelope emphasizes versatility, with a maximum cruise speed of 290 knots (KTAS) at high altitudes and a service ceiling of 30,000 feet, enabling efficient operations in both low-level roles and long-range cruises. Takeoff performance is optimized for short fields, achieving a balanced field length of approximately 2,485 feet over a 50-foot obstacle under standard conditions, supported by the engine's high and beta control. Handling qualities are stable at low speeds, with a speed of 67 KIAS in landing configuration, facilitated by the wing's high-lift characteristics and large Fowler flaps that deploy up to 40 degrees for precise short-field approaches. Overall efficiency stems from low cruise fuel consumption rates of 200 to 250 pounds per hour in long-range configurations, allowing a maximum range of up to 1,803 nautical miles with NBAA IFR reserves and full passenger load.

Operational history

Civil operations

The Pilatus PC-12 serves primarily in civil operations, including , services, (medevac), and cargo transport, particularly in remote or challenging environments where its short-field capabilities excel. The majority of the global fleet operates in these non-military capacities, enabling versatile missions such as transporting executives on short-haul routes or delivering supplies to underserved areas. Its ability to access unpaved runways up to 2,500 feet long makes it ideal for regional connectivity in regions like and . As the best-selling single-engine aircraft, the PC-12 has seen strong market adoption, where remains the largest market, dominating short-haul business and flights. Typical missions involve 6 to 8 passengers over distances of 500 to 1,000 nautical miles, often in programs like those offered by major providers. The aircraft's pressurized cabin and high cruise speed of around 280 knots support efficient operations for corporate users and air taxis, contributing to its status as the most-flown business in the United States, with over 316,000 takeoffs recorded between August 2023 and July 2024. Adaptations enhance its utility for diverse civil tasks, including a standard large cargo door that accommodates pallets and forklifts for freight hauling, as well as quick-change interiors for medevac configurations with stretchers and medical equipment. Options like ski racks and extended-range tanks further support and remote delivery. These features, combined with low direct operating costs of $800 to $1,000 per hour—significantly less than comparable twin-engine turboprops or light jets—drive its economic appeal for operators. The total PC-12 fleet has grown to over 2,200 deliveries as of , the majority in civil operations, reflecting sustained demand and high utilization rates of 400 to 600 flight hours per year for commercial and applications. This expansion underscores the aircraft's reliability, accumulating more than 11 million flight hours worldwide. Recent deliveries of the PC-12 PRO variant, starting in late , incorporate advanced and safety features that further enhance its civil operational versatility.

Military applications

Military interest in the Pilatus PC-12 emerged in the late , driven by its low operating costs, long endurance, and ability to perform intelligence, surveillance, and reconnaissance (ISR) missions from austere airfields. The aircraft's versatility quickly attracted defense applications, particularly for support, where its single-engine efficiency and rugged design offered advantages over more complex platforms. The U.S. Air Force's U-28A variant exemplifies this adoption, serving as a modified PC-12 within (AFSOC) for manned tactical ISR. Deliveries began in 2006, achieving initial operational capability that year, with a total production of 36 aircraft by the mid-2010s. Equipped with electro-optical/ (EO/IR) sensors and communications suites, the U-28A supports forces through real-time intelligence gathering and targeting. In combat roles, U-28As were deployed to and starting in the mid-2000s, providing ISR for operations and Iraqi Freedom, including support for insertions and extractions. The platform continued service in the under U.S. Central Command, with missions documented as late as during the Kabul evacuation. Special mission configurations often include wing-mounted pods for cameras and radar, enabling loiter times exceeding eight hours while maintaining high-speed dash capabilities. Other militaries have integrated the PC-12 for similar roles. The Afghan received 18 PC-12NG variants between 2015 and 2017 for ISR, akin to the U-28A. Finland's operates PC-12 NG for and utility missions, leveraging the type's short-field performance. In October 2025, the German Armed Forces took delivery of their first PC-12 for pilot training and at the /Manching air base, highlighting ongoing export success in government and defense sectors. While some U-28As face retirement in the late 2020s to accommodate newer platforms like the OA-1K, upgrades and continued underscore the PC-12's enduring appeal for versatile, cost-effective .

Variants

Civil variants

The civil variants of the Pilatus PC-12 encompass a series of single-engine designed primarily for , , and roles in non- applications, evolving from the original models to incorporate improvements in weight capacity, range, , and cabin comfort. These variants maintain the core but feature progressive enhancements certified by aviation authorities such as the (EASA) and the (FAA). By late 2025, over 2,200 PC-12s had been produced, with approximately 500 units from the early models (PC-12/41, /45, and /47) and more than 1,200 from the NG and NGX series, reflecting strong demand in the business and regional sectors. The initial PC-12/41 variant, certified in 1994, served as the baseline model with a (MTOW) of 4,100 kg (9,039 lb) and an approximate range of 1,300 nautical miles (nm), equipped with an and powered by a PT6A-41 engine. This configuration emphasized short-field performance and versatility for regional operations, with production limited to about five units in 1995. The subsequent PC-12/45, certified in 1996 and produced from 1997 to 2000, increased the MTOW to 4,500 kg (9,921 lb) and introduced winglets that provided a 10% improvement in , extending the range slightly while maintaining the ; around 180 units were built. Introduced in 2005 and produced until 2008, the PC-12/47 further elevated the MTOW to 4,740 kg (10,450 lb), enhancing and short-field capabilities with upgraded and IPECO seats, while retaining the PT6A-41 and analog ; approximately 205 units were delivered. The PC-12 NG (Next Generation), certified in 2008 and produced through 2020, marked a significant upgrade with digital Primus Apex , a more powerful PT6A-67P enabling a cruise speed of 285 knots (KTAS), and an extended range of 1,845 nm, all at the 4,740 kg MTOW; over 940 units were manufactured, broadening its appeal for executive transport. The PC-12 NGX, entering production in 2020 and certified for the PC-12/47E configuration, incorporated the PT6E-67XP engine with full authority digital engine control for a 290 KTAS cruise speed, larger windows for improved visibility, and a range of 1,803 nm with four passengers, while retaining the 4,740 kg MTOW and adding features like extended inspection intervals. In 2025, Pilatus introduced the PC-12 PRO as a cabin-optimized evolution of the NGX, featuring reclining seats, enhanced insulation for quieter operation, an additional 100 pounds of useful load, and the Prime avionics suite with touchscreen displays and advanced safety systems like ; it maintains the NGX's performance baseline, including the 1,803 nm range and 4,740 kg MTOW, with first deliveries in November 2025.

Special mission and military variants

The Pilatus PC-12 has been modified for special mission roles, including , , and (ISR), through integrations of advanced sensors and military-grade systems on its robust civil . These variants emphasize low operating costs, short-field performance, and endurance in austere locations, with common modifications such as reinforced cabin floors to support installation and data buses for reliable integration. Encrypted communications and extended fuel capacity enable up to 8 hours of loiter time for persistent operations. The PC-12 Spectre serves as an ISR platform for U.S. Command (SOCOM), featuring a ventral retractable electro-optical/ (EO/IR) sensor turret for 360-degree and real-time video downlink to ground stations. Deployed in global special operations since the mid-2000s, it supports standoff monitoring with low detectability due to its single-engine profile and high-altitude capabilities. The variant's design allows rapid reconfiguration for missions like or . The U-28A Draco is the U.S. Air Force's primary GEOINT variant, modified from the PC-12 for tactical ISR in support of and humanitarian missions. It incorporates advanced EO/IR sensors, , and secure datalinks for and targeting, with a of 10,935 pounds (4,961 kg). Initial units entered service in 2006 under , with the fleet reaching 28 aircraft by 2025; the platform operates worldwide from unprepared runways, logging over 600,000 flight hours by 2021. A proposed C-12U utility transport variant for the U.S. Army, based on the PC-12, was considered for light cargo and personnel movement but did not enter quantity production due to selection of alternative platforms. Internationally, the PC-12NG MILSPEC configuration has been adapted for ISR and patrol roles. These builds incorporate mission-specific payloads like and EO systems while maintaining the PC-12's efficiency. Retirement trends include the phased-out of select U-28A units starting in 2024 to accommodate emerging light attack platforms like the OA-1K, though the fleet remains active amid scrutiny over ISR capability gaps. Concurrently, new contracts in 2025 sustain demand for NGX-based special mission variants, with Pilatus delivering modified PC-12s for ongoing and government programs.

Operators

Civil operators

The Pilatus PC-12 serves a diverse array of civil operators worldwide, primarily in corporate, charter, and roles, owing to its versatility for short-field operations and reliability in remote areas. Among corporate and fleets, in the United States operates the largest commercial PC-12 fleet, with 46 aircraft as of mid-2025, providing fractional shares and on-demand services primarily in . Numerous private owners also utilize the PC-12 for executive transport, with the Pilatus Owners and Pilots Association representing over 750 PC-12s globally, many registered in the U.S. for business applications. Charter and regional operators include , based in , , which maintains a fleet of approximately 35 PC-12s for charter flights across the U.S., , and . , operating from , , flies 21 PC-12s under the program, connecting small U.S. communities to major hubs. In , uses 8 PC-12s for charter and cargo services to remote northern destinations. For medical evacuation and regional services, the Royal Flying Doctor Service in employs 30 PC-12s to provide aeromedical transport across vast remote regions. In , Rega operates 6 PC-12s as part of its air ambulance fleet for emergency medical flights. Canada's Ornge maintains 10 PC-12s for medevac operations in and northern areas. European charter firms, such as Denmark's , utilize at least one PC-12 for private and business charters. Geographically, the hosts the largest concentration of PC-12 civil operators, driven by high utilization with over 316,000 takeoffs recorded between August 2023 and July 2024, and annual deliveries including 48 units to U.S. customers in 2023 alone. Europe features around 400 aircraft, with key users in and , while the region includes over 200 units, notably in . Growth in for remote operations has seen the regional fleet reach approximately 50 aircraft, primarily in , supporting charter and utility missions. The first PC-12 was delivered to a civil customer in October 1994, marking the start of its commercial success. As of November 2025, the global PC-12 fleet exceeds 2,200 aircraft, with a high retention rate reflected in a stable pre-owned market where values average 100% of original list prices.

Government and military operators

The Pilatus PC-12 serves numerous government and military organizations globally, primarily in roles such as transport, intelligence, surveillance, reconnaissance (ISR), and law enforcement support. Its versatility, short-field capabilities, and low operating costs make it suitable for these applications, with configurations often including the Spectre variant for special missions featuring retractable electro-optical/infrared (EO/IR) sensors and operator consoles. In the United States, the (AFSOC) operates the U-28A Draco, a modified PC-12 equipped for tactical ISR, , and support to forces, with 30 units in the fleet as of 2025; these aircraft are owned by U.S. Command (SOCOM) and provide worldwide coverage for humanitarian, search-and-rescue, and combat missions. The U.S. Customs and Border Protection (CBP) employs 3 PC-12 aircraft, primarily in the Spectre configuration, for border surveillance with advanced sensors for detection and tracking. European operators include the , which utilizes at least one PC-12 for research flights, VIP transport, and general utility tasks. In October 2025, the German Armed Forces received its first PC-12 NGX, assigned to the Technical and Airworthiness Center for Aircraft and Aeronautical Equipment at /Manching air base for pilot training, test flights, and transport. Canada's (RCMP) maintains a fleet of about 15 active PC-12s as of 2025 for , including 13 PC-12/45 models acquired from 1997 onward, one PC-12/47 delivered in 2007, and five PC-12 NG variants added subsequently; one aircraft was lost in a crash in June 2025. These are used for and rapid response operations. Worldwide, government and military PC-12 fleets total around 150 units as of 2025, reflecting growing adoption of newer NGX and PRO models for enhanced performance and ; procurement trends indicate a shift toward the PC-12 PRO for future government acquisitions, following its certification and initial deliveries in late 2025, including the first U.S. civil delivery in November 2025.

Safety record

Notable accidents and incidents

The first fatal accident involving a Pilatus PC-12 occurred on March 22, 2009, near , when a PC-12/45 (N128CM) crashed short of the runway at during an in icing conditions. The pilot, a commercial operator transporting passengers, descended below the minimum descent altitude in (IMC) without visual reference to the runway, leading to ; all 14 occupants were killed. The (NTSB) determined the probable cause as the pilot's improper decision to continue the approach in worsening weather and failure to execute a missed approach, exacerbated by airframe icing. Another significant incident took place on November 30, 2019, near , where a PC-12/47E (N56KJ) crashed shortly after takeoff from Chamberlain Municipal Airport while operating as a flight. The aircraft stalled due to and contamination on the wings and tail from inadequate procedures during active snowfall, compounded by the being overloaded and the center of gravity aft of limits; the pilot and eight passengers were killed, with three survivors injured. This accident prompted the NTSB to issue safety recommendations on pre-takeoff contamination checks and led to release urgent bulletins on PT6A engine performance in icing conditions. On February 13, 2022, a PC-12/47E (N79NX) crashed near , after the pilot became spatially disoriented in night instrument conditions, resulting in an aerodynamic stall and uncontrolled descent into terrain; all eight occupants, including the pilot, were killed. The NTSB investigation cited the pilot's inadequate preflight planning, failure to monitor instruments, and possible as contributing factors to the loss of control, with no evidence of mechanical malfunction. This event highlighted risks in single-pilot operations under high-workload scenarios. On July 26, 2024, a PC-12/47E (N357HE) crashed near , during cruise flight in (VMC), killing all seven occupants. The NTSB preliminary report indicated the pilot experienced a loss of function, followed by erratic maneuvers and loss of control, leading to impact with terrain; the investigation is ongoing, with no evidence of pre-impact mechanical failure in the or . As of November 2025, the Aviation Safety Network database records over 140 reported incidents involving the PC-12 worldwide since its introduction, including 20 fatal accidents resulting in 111 fatalities. Analysis of NTSB and equivalent international reports indicates common contributing factors, with approximately 40% attributed to (such as in ), 20% to adverse conditions (particularly icing), and 15% to mechanical issues (including and gear failures).

Safety statistics and analysis

The Pilatus PC-12 civil fleet has demonstrated a strong safety record, with an overall accident rate of 0.27 per million flight hours, which is significantly lower than the average for single-engine . This rate reflects data accumulated over more than 10 million total fleet flight hours as of 2023, encompassing operations since the aircraft's introduction in 1994. For context, turboprop accident rates have historically ranged from 2.0 to 4.3 per million flight hours in recent decades, highlighting the PC-12's favorable performance relative to broader turbine-powered . Fatal accidents represent a subset of this record, with 20 such events recorded from 1994 to 2025, resulting in 111 fatalities and an average of about 5.6 fatalities per incident. (NTSB) investigations indicate that around 60% of hull-loss accidents involve loss of control in flight, often linked to factors such as or improper maneuvering, though exact percentages vary by dataset. The (EASA) echoes these findings in its oversight of certified operations, noting similar causal patterns in European-registered PC-12 events. Post-introduction of the NG variant in 2008, safety has improved due to enhanced like the Primus Apex suite, which provides better and automation to mitigate control issues. Comparatively, the PC-12's safety metrics are on par with or better than twin-engine turboprops like the , which has logged over 40 million flight hours but maintains a similar low incident profile in professional operations; the PC-12's single-engine design contributes to this through reduced mechanical complexity and robust short takeoff and landing () capabilities that enhance operational margins. Pilatus has addressed identified risks through proactive measures, including regular safety bulletins on topics like interactions and the promotion of upgrades for improved power management, as well as comprehensive training programs utilizing PC-12-specific simulators approved by the (FAA). These efforts, often delivered via partnerships with providers like FlightSafety International, emphasize scenario-based instruction to prevent loss-of-control scenarios. Accident trends show a decline post-2015, with the fatal accident rate dropping to near zero in the 2016-2020 period (0% fatal rate observed), attributed to the widespread adoption of NG-series upgrades and enhanced pilot requirements. For military variants, the rate is estimated at around 0.5 per million flight hours, benefiting from rigorous operational protocols despite specialized missions. Recent data through 2025 indicates continued improvement, with the overall rate stabilizing at approximately 0.15 per million flight hours in the latest five-year window, underscoring the effectiveness of ongoing enhancements in the NGX model and standardized .

Specifications (PC-12 NGX)

General characteristics

The Pilatus PC-12 NGX is a single-engine certified for single-pilot operation, with provisions for a second crew member. It accommodates up to 9 passengers in various configurations, such as executive or commuter layouts. Key dimensions include an overall length of 47 ft 3 in (14.4 m), a of 53 ft 5 in (16.28 m), and a height of 14 ft 0 in (4.26 m). The wing area measures 278 sq ft (25.81 m²).
ParameterValue (Imperial)Value (Metric)
Basic empty weight (typical executive configuration)6,803 lb3,086 kg
(MTOW)10,450 lb4,740 kg
Usable fuel capacity402 US gal1,522 L
Baggage capacity330 lb150 kg
The cabin offers a volume of 326 cu ft (9.2 m³) with a maximum pressure differential of 5.75 psi, maintaining a comfortable environment equivalent to 8,000 ft at the aircraft's service ceiling. The PC-12 PRO variant retains these core characteristics, with minor interior adjustments for enhanced customization.

Performance

The Pilatus PC-12 NGX is powered by a single PT6E-67XP engine rated at 1,200 shaft horsepower (shp). This configuration enables a maximum cruise speed of 290 knots (KTAS), or 537 kilometers per hour (km/h), while high-speed cruise is typically 260 KTAS and long-range cruise 240 KTAS. The aircraft achieves a maximum range of 1,765 nautical miles (nm), or 3,269 km, with four passengers (800 lb payload), NBAA (IFR) reserves including a 100 nm alternate, under long-range cruise conditions at (FL) 300, (ISA), and single-pilot operation. Its service ceiling is 30,000 feet (9,144 m), with a sea-level of 1,920 feet per minute (fpm), or 9.75 meters per second (m/s), at (MTOW). Takeoff distance over a 50-foot obstacle is 2,485 feet (758 m) at MTOW of 10,450 pounds (4,740 kg) under ISA sea-level conditions on a dry paved . distance over a 50-foot obstacle is 2,170 feet (661 m) at (MLW) of 9,921 pounds (4,500 kg) under similar conditions. Fuel consumption during cruise averages 70-80 gallons per hour (gal/h), supporting an endurance exceeding seven hours. All performance figures are based on MTOW and ISA conditions unless otherwise noted. The subsequent PC-12 PRO variant, introduced in 2025 and powered by the PT6E-67XP engine flat-rated to 1,200 shp, is expected to match these metrics while offering slight efficiency improvements through enhanced engine and .
ParameterValue (NGX)
Maximum Cruise Speed290 KTAS (537 km/h)
High-Speed Cruise260 KTAS
Long-Range Cruise240 KTAS
Maximum Range (4 pax)1,765 nm (3,269 km)
Service Ceiling30,000 ft (9,144 m)
Rate of Climb (S/L)1,920 fpm (9.75 m/s)
Takeoff Distance (50 ft)2,485 ft (758 m)
Landing Distance (50 ft)2,170 ft (661 m)
Fuel Burn (Cruise)70-80 gal/h
Endurance7+ hours

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