Leasing a King Air or Pilatus PC-12: Turboprop Leases for Business and Government
The Beechcraft King Air and the Pilatus PC-12 are the workhorses of business and utility aviation. They carry six to ten passengers, land on short and unpaved strips, cost far less per hour than a jet, and can be configured for passengers, cargo, medical evacuation or surveillance work.
That flexibility makes them popular with companies operating in remote areas, government departments, air ambulance providers and survey firms. Many of these users want an aircraft for a year or more without buying one, which is where a lease comes in.
The aircraft
Pilatus PC-12: single engine, pressurised, up to nine passengers, with a large cargo door. Very low operating cost and excellent short field performance. Some authorities restrict commercial single engine operations at night or over water, so check local rules.
King Air B200 and B200GT: twin engine, up to eight or nine passengers. The most widely used twin turboprop in the world, with support almost everywhere.
King Air 350: a stretched King Air with more cabin and payload, popular for government, special missions and medical work.
Typical missions
Company shuttles to mines, plantations and project sites
Government and ministerial transport
Air ambulance and medical evacuation
Aerial survey, mapping and surveillance
Light cargo and parts delivery to remote airstrips
Crewed lease or dry lease
A crewed lease is the most common route. The operator provides the aircraft on its certificate, with pilots and maintenance, for a monthly fee and an hourly rate or a minimum number of hours per year. It suits clients who do not have their own aviation department.
A dry lease gives you the aircraft only, to operate under your own certificate or a local operator's. True dry leases of King Airs and PC-12s are less common than people expect. Most of these aircraft are owned by operators who fly them, not by leasing companies, and owners are cautious about handing a single aircraft to someone else's maintenance programme.
For the general picture, see ACMI vs dry lease vs wet lease.
The registration question
This is where many turboprop lease plans run into trouble. Many countries do not allow a foreign registered aircraft to operate domestic flights on a long term basis. The aircraft may need to be on the national register and flown by a locally certified operator.
That means the lease is often structured in one of three ways:
Lease an aircraft already on the local register from a domestic operator, with crew.
Import a foreign aircraft onto the local register under a dry lease to a local operator, who then provides it to you.
Use a local leasing structure where one exists. India, for example, has built a leasing hub at GIFT City, its international financial services centre, to make aircraft leasing into the country easier.
The right route depends on the country, the term and the number of hours. Ask the question at the start, before choosing the aircraft.
What sets the price
Hours per year: a clear annual commitment, such as 300 or 400 hours, lets the operator price the fixed costs properly.
Configuration: medical, survey or cargo fits add cost and may need certification.
Base: remote bases mean crew accommodation and parts logistics.
Term: longer terms earn better rates.
Getting started
Tell us the mission, the country and base, the airstrips you will use, the passenger or payload requirement, the hours per year and the term. We will match the aircraft to the mission and the lease structure to the country. Email info@jetvice.net or see our aircraft leasing page.
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