For a trip of a few hundred miles, the fastest aircraft is rarely the best value. A turboprop such as the Pilatus PC-12 or the King Air 350 cruises slower than a jet, but it costs far less per hour, and on short legs the time difference is smaller than most travellers expect.
This guide explains where a turboprop makes sense, where it doesn't, and how the numbers compare on a few typical distances.
What a turboprop is, and what it isn't
A turboprop uses a turbine engine to drive a propeller. It is the same family of engine technology found in jets, built for efficiency at lower altitudes and speeds. Cabins are pressurised, seats are leather, and on the PC-12 a large rear cargo door swallows skis, golf bags and dog crates that would not fit a light jet's hold.
Most turboprops used for charter cruise at around 270 to 310 knots. A light jet cruises at roughly 400 to 450 knots. Over a long distance that gap adds up. Over 200 or 300 miles it is often 15 to 25 minutes, and a good part of every flight is taxi, climb and descent, which take about the same time in either aircraft.
The cost difference
On estimated US market ranges, a turboprop charters for about $1,800 to $3,200 an hour, while a light jet runs about $3,500 to $5,500. The turboprop is slower, so it flies more hours, but the hourly gap is so wide that it usually still wins on total price.
| Distance | Turboprop time | Turboprop cost, est. | Light jet time | Light jet cost, est. |
|---|---|---|---|---|
| 200 nm | About 1h 00m | $1,900–3,400 | About 0h 45m | $2,800–4,400 |
| 400 nm | About 1h 50m | $3,500–6,300 | About 1h 15m | $4,700–7,400 |
| 700 nm | About 3h 05m | $6,000–10,600 | About 2h 05m | $7,800–12,300 |
Two things widen the gap further in real quotes. Many operators bill a minimum per flight or per day, often one to two hours, so on very short legs you pay for jet time you don't use. And turboprops are often based at smaller regional airports, which can mean less positioning to reach you.
Where turboprops shine
- Short hops. Westchester to Martha's Vineyard, Los Angeles to Las Vegas, Dallas to Houston: trips where a jet barely reaches cruise before it starts down.
- Short and unusual runways. Turboprops handle shorter strips well, which opens island and backcountry airports that some jets can't use or can only use with weight limits.
- Bulky luggage. Ski trips, golf weekends and travellers with large dogs benefit from a wide cargo door and a cabin that can be configured around gear.
- Groups of six to eight on a budget. A PC-12 or King Air 350 seats more people than a very light jet for less money per hour.
What the cabin is like
Expect four to six club seats facing each other, a cabin about as wide as a light jet's, and in many aircraft an enclosed or curtained lavatory. Configurations vary from one airframe to the next, so if a lavatory, a forward-facing seat or space for a large dog matters, say so in your request and your advisor will confirm it for the specific aircraft rather than the type in general.
Noise is the difference most people notice. Modern turboprops are well insulated, but you will hear more of the engine than in a jet. On a 50-minute hop few travellers mind; on a three-hour leg some do, and that is one more reason the turboprop case gets weaker with distance.
Routes where a turboprop makes sense
Good candidates share three traits: under about 500 miles, small or short-runway airports at one end, and passengers who care more about the total than the minutes. Typical examples include New York area airports to Nantucket, Martha's Vineyard or the Hamptons, Los Angeles to Las Vegas or Palm Springs, Dallas to Houston or Austin, and South Florida to Key West or the Bahamas. Mountain airports can also work well, subject to the aircraft's performance on the day.
When a jet is worth the extra
Above roughly 500 miles, the time difference becomes real. On a 700-mile trip the turboprop takes about an hour longer, and an hour in the air is an hour less on the ground at the other end. Jets also fly higher, above more of the weather, which some travellers find smoother.
Preference matters too. The PC-12 is a single-engine aircraft with a long record in commercial service; some travellers still prefer two engines. If that is you, ask for a King Air, which is a twin, and your advisor will include it in the options.
Rule of thumb. Under about 500 miles, ask for a turboprop quote next to the jet. Between 500 and 800 miles, compare both. Beyond that, a light or midsize jet is usually the better total package.
Questions worth asking
- How many seats, and in what layout? A nine-seat aircraft in a commuter layout feels very different from six club seats.
- Will the bags fit? List them. Turboprop holds are generous, but a full cabin of passengers changes the weight picture.
- Which safety audits does the operator hold? ARGUS, Wyvern or IS-BAO status is a useful signal alongside the Part 135 certificate.
- What happens in poor weather? Ask how the operator handles icing or low cloud at the airports involved.
How to ask for one
Add a line to your quote request such as "open to a turboprop" and mention bags and any pets. Your advisor will price a turboprop next to a light jet so you can weigh the saving against the extra minutes. If the airport, the season or the weight makes a turboprop a poor fit, you'll hear that too, with the reason.
Whichever aircraft you choose, the operator is a certificated Part 135 air carrier, the crew works under the same duty and rest rules, and the quote includes the federal excise tax and known fees. The only thing that changes is the price, and some time on the clock.