SR22T to Pilatus PC-12: Turbine Training, Insurer Requirements, the Cost Delta and Financing the Step-Up
For SR22T owners whose trips now need more seats, more cargo or rougher runways than a four-seat piston can handle, and who want to know what the jump to a single-engine utility turboprop really takes.
The Pilatus PC-12 is the utility answer to "what comes after the SR22T". It trades some of a TBM's speed for a cabin that takes up to ten passengers or a load of freight through a large aft cargo door, and it is comfortable on short and unpaved strips. The step is large: a pressurized, retractable-gear turboprop at 10,450 lb maximum takeoff weight, roughly three times an SR22T's. This page covers the transition: training, insurance, the cost gap and financing the step. For the airplane you're leaving, see the SR22T model page and the SR22T cost of ownership.
Is the PC-12 the right step up from an SR22T?
SR22T owners usually arrive at the PC-12 for one of three reasons: they regularly fly five or more people, they haul bulky gear the Cirrus can't fit, or they need short, soft or high-elevation fields. On speed alone the gain is real but not dramatic. An SR22T cruises a little over 200 knots, and AOPA's NGX flight report lists a maximum cruise of 290 knots for the current engine and a 30,000-foot ceiling. If speed with one to four people aboard is the goal, compare SR22T to TBM. If you want a jet and to keep CAPS, compare SR22T to Vision Jet.
The PC-12 is the wrong move if you fly under about 100 hours a year, mostly solo or with one passenger, on trips under 400 miles. There its fixed costs dominate and the cabin rides empty. It's also the wrong move if you won't train formally every year.
| Item | Cirrus SR22T | Pilatus PC-12 (NG, NGX, PRO) |
|---|---|---|
| Engine | 315 hp Continental TSIO-550-K piston | Pratt & Whitney PT6 turboprop (1,200 shp PT6E-67XP on NGX and PRO) |
| Landing gear | Fixed | Retractable |
| Cabin | Unpressurized, oxygen at altitude | Pressurized, maximum operating altitude 30,000 ft |
| Maximum takeoff weight | 3,600 lb | 10,450 lb |
| Fuel | 100LL | Jet-A |
| Airframe parachute | CAPS | None |
| Flight deck | Cirrus Perspective (Garmin) | Honeywell-based ACE on NG and NGX; Garmin G3000 PRIME on the PC-12 PRO |
PC-12 figures from AOPA's NGX report. Pilatus moved the PC-12 PRO, delivered from 2025, to a Garmin G3000 PRIME-based cockpit with Autoland (AOPA, March 2025).
Training: what an SR22T pilot adds for a PC-12
| Requirement | Needed? | Notes |
|---|---|---|
| Instrument rating | Already held by most SR22T owners | Insurers expect it for a turboprop. |
| High-performance endorsement | Already held | The SR22T's 315 hp engine required it. |
| Complex endorsement | Usually new | 14 CFR 61.31(e): retractable gear, flaps and a controllable-pitch propeller. The SR22T has fixed gear. |
| High-altitude endorsement | New | 14 CFR 61.31(g) applies to pressurized aircraft with a service ceiling or maximum operating altitude above 25,000 ft. |
| Type rating | No | Turboprop at or below 12,500 lb. |
| Formal initial course | Insurer-driven | PC-12 specific, often simulator-based. |
| Mentor-pilot period | Often | The underwriter sets hours and conditions. |
| Annual recurrent | Expected | Budget it every year; it's in the cost table below. |
| Medical | Plan on a medical certificate | BasicMed has covered aircraft up to 12,500 lb since November 2024, but it limits you to six passengers, 18,000 ft MSL and 250 knots. |
What's genuinely new for a Cirrus pilot:
- Turbine engine management. Torque, ITT and gas-generator speed replace manifold pressure and TIT. NGX and PRO airplanes use an electronic engine and propeller control with a single power lever. Older PC-12s use conventional PT6A controls, where start technique matters because a hot start can mean an expensive engine inspection.
- Retractable gear and a big airplane. Gear discipline is new, and so is managing the energy of an airplane nearly three times heavier. Approaches need to be planned earlier.
- No parachute. CAPS has been your last resort. In a PC-12 the engine-failure plan is a glide to a suitable field, so engine-out drills, glide ranges and terrain awareness get far more attention in training.
- Pressurization and the flight levels. Cabin controls, rapid-decompression procedures, oxygen use and, above FL290, RVSM airspace. Confirm the airplane's RVSM status before you buy.
- Ice protection, beta and reverse. Boots and heated surfaces, their limits, and propeller beta and reverse on the ground.
- Weight and balance. With up to ten seats and a cargo floor, loading becomes a real planning task again.
Insurance: the step that shapes the deal
Underwriters price and condition a PC-12 policy on total time, retractable time, turbine time and time in type. SR22T hours help, but they are fixed-gear, unpressurized piston hours. A first-time turbine owner should expect a required initial course, a mentor-pilot period, possible restrictions until those conditions are met, and annual recurrent training as a condition of renewal. Some owners hire a professional pilot for the first months or fly with one permanently.
The 2026 piston market gives useful context but not a PC-12 price. BWI reports that experienced SR22 owners with transition training often pay $3,500 to $7,500 a year, and its Q1 2026 sample of Cirrus renewals showed a median change of −25% (BWI). We have no verified 2026 PC-12 premium benchmark, so this page's $25,000 is a placeholder. Hull values in the millions and higher liability limits for a ten-seat cabin put the real number far above your SR22T policy. Your lender will require hull cover for at least the loan balance; see aircraft loan insurance requirements and how pilot experience affects financing.
The cost delta: SR22T vs a used PC-12
The SR22T column uses the same assumptions as our SR22T cost of ownership page, with 100LL at the AirNav national average of $7.24/gal (September 2026). The PC-12 column is a set of placeholders to show scale, not to price a specific airplane. Jet-A isn't in our verified price data, and FBO prices vary widely by airport, so the table uses $6.50/gal inside a $5.50–$7.50 range; check current prices at the FBOs you use. The 65 gph block figure is an assumption: AOPA's NGX test flight recorded about 415 lb an hour at FL270, roughly 62 gallons, and climbs burn more.
| Line item | Cirrus SR22T | Pilatus PC-12 (placeholders) |
|---|---|---|
| Fuel per hour | $123.08 (17 gph 100LL) | $422.50 (65 gph Jet-A; $358–$488 across the range) |
| Engine reserve per hour | $37.50 ($75,000 ÷ 2,000 hr) | $220 (overhaul, hot section or engine program) |
| Airframe, avionics and unscheduled per hour | $36 | $200 |
| Hangar | $8,400 | $24,000 |
| Insurance | $6,500 (assumption) | $25,000 (placeholder) |
| Inspections | $4,500 (annual) | $30,000 |
| CAPS reserve | $2,200 | Not applicable |
| Recurrent training | Optional, not included | $12,000 |
| Subscriptions, oxygen and misc. | $3,000 | $6,000 |
| Total at 100 hours | $44,258 | $181,250 |
Even as placeholders, the pattern is clear. The PC-12 costs about $136,992 more a year at 100 hours before any loan payment, and every $1/gal change in Jet-A moves the 100-hour fuel bill by $6,500. The engine line matters most at purchase. A PC-12 with its engine near overhaul or a hot-section inspection, or with no engine program, is worth materially less, so have a PC-12-experienced shop review trend data, times and program status and price the gap into your offer (see SMOH vs TBO). Budget the one-time costs too: the initial course, the mentor-pilot period and a pre-buy inspection. Used prices vary enormously by generation (legacy PC-12, NG, NGX, PRO), engine status and interior, so verify values with Vref, Aircraft Bluebook or a turbine appraiser.
Stepping up from an SR22T to a PC-12?
Jaken Aviation also arranges turbine financing. Share both airplanes, your payoff and your experience, and a specialist will come back with down-payment and term options from lenders in our network.
Financing the step-up: SR22T equity and turbine terms
Your SR22T loan was probably written against published piston guidelines. Per AOPA, that means a minimum of 15% down for post-1960 singles and terms up to 20 years on loans of $75,000 or more, at rates quoted around 6.99%–9.99% as of September 2026. A PC-12 loan isn't bound by any of that. Lenders with turbine programs set down payment, term and rate case by case. They weigh your liquidity after closing, verifiable income, the pilot plan the insurer has accepted, and the airplane's engine status and records. A loan in the millions also means fuller documentation: tax returns, a personal financial statement and proof of reserves (see aircraft loan requirements). We don't publish turbine rates. The figures below use the site's illustrative 7.75% so the payments can be compared, and the 20% and 30% down payments are illustrations, not lender minimums.
| SR22T resale value (illustrative) | $600,000 |
|---|---|
| Less selling costs (5%, assumption) | −$30,000 |
| Less loan payoff ($552,500 borrowed, 20 years at 7.75%, 6 years of payments made) | −$464,168 |
| Equity from the SR22T | $105,832 |
| PC-12 price (illustrative) and 20% down payment | $3,000,000 / $600,000 |
| Cash needed beyond SR22T equity | $494,168 |
| New loan, 15 years at 7.75% | $2,400,000 at $22,591/mo |
| Current SR22T payment | $4,536/mo |
| Payment delta | +$18,055/mo |
If your SR22T is paid off, the same sale nets $570,000, leaving about $30,000 to reach 20% down, but the whole $22,591 becomes new monthly debt. Either way, the airplane you're leaving covers a small share of the one you're buying.
| Structure | Loan | Monthly |
|---|---|---|
| SR22T today (for comparison) | $552,500 original, 20 years | $4,536 |
| 20% down, 15-year term | $2,400,000 | $22,591 |
| 20% down, 10-year term | $2,400,000 | $28,803 |
| 30% down, 15-year term | $2,100,000 | $19,767 |
| 30% down, 10-year term | $2,100,000 | $25,202 |
| 20% down, 10-year term on a 20-year amortization | $2,400,000 | $19,703, then a $1,641,752 balloon at year 10 |
The balloon row shows why some owners ask for that structure: a lower payment in exchange for a large balance due at maturity, which you refinance, pay off or clear by selling. Whether a lender offers it depends on the airplane and your finances. Ask about prepayment terms too, if you expect to sell within a few years.
Sell, trade or keep? Some turbine dealers take a piston Cirrus in trade, which avoids owning two airplanes, but the allowance is usually below a patient private sale. Keeping the SR22T while you train and fly with a mentor is possible, but the lender will count both payments and you'll carry two insurance policies. A paid-off SR22T can also back a cash-out refinance to fund part of the down payment (see using your airplane's equity and down payment strategies).
Closing and taxes. Expect an International Registry filing under the Cape Town Convention in addition to FAA recording (see aircraft escrow and title). State sales or use tax on a multimillion-dollar airplane is a real number (see aircraft sales tax by state). If qualified business use exceeds 50%, 100% bonus depreciation is permanent for eligible aircraft acquired after January 19, 2025, and the 2026 Section 179 limit is $2,560,000, phasing out above $4,090,000 of qualifying purchases. Many owners hold the airplane in an LLC (see owning an aircraft in an LLC). Confirm the treatment with a CPA or aviation tax adviser; see aircraft depreciation after the 2025 tax law.
A step-up sequence that avoids expensive surprises
- Get an insurance quote first. Before you sign anything, get written terms for your experience: the required course, mentor hours and any restrictions.
- Pre-qualify for the turbine loan. Know your down payment, term and the liquidity the lender wants to see after closing.
- Price your SR22T honestly. Get a valuation and a payoff letter, and decide between selling, trading and keeping it for a few months.
- Pre-buy with a PC-12 specialist. Cover engine trend data, times and program status, damage history, pressurization and RVSM status; see the pre-buy inspection checklist.
- Book initial training so it finishes at or before delivery, and line up the mentor pilot your policy requires.
- Hold first-year reserves for training, mentor time, a larger hangar and the first scheduled inspection.
How this guide differs from related pages
This page covers the SR22T-to-PC-12 transition: training, insurance, the cost gap and financing the step. For the SR22T itself, see the SR22 buyer's guide, the SR22T model page and the SR22T annual budget. For other turbine steps from the same airplane, see SR22T to TBM (with our TBM 700 budget) and SR22T to Vision Jet. If you want turbine altitude with two engines, see Baron to King Air. Unfamiliar terms are defined in the aircraft financing glossary.
Frequently asked questions
Do I need a type rating to fly a Pilatus PC-12?
No. Type ratings are required for turbojets and for airplanes over 12,500 lb, and the PC-12 is a turboprop with a maximum takeoff weight of 10,450 lb. An SR22T pilot will usually need two new endorsements: complex, because the PC-12 has retractable gear, and high-altitude, because it is pressurized with a 30,000-foot maximum operating altitude. Insurers add formal training on top.
What will an insurer require before I fly my own PC-12?
Expect a formal PC-12 initial course, often simulator-based, then annual recurrent training. Many underwriters also require a period of flying with a qualified mentor pilot, and SR22T time counts for less because it is fixed-gear, unpressurized piston time. The hours and conditions vary by underwriter, so get a written quote before you sign a purchase agreement.
How much more does a PC-12 cost to operate than an SR22T?
On this page's placeholder assumptions, a PC-12 flown 100 hours costs about $181,250 a year before financing, against $44,258 for an SR22T, a gap of about $136,992. Fuel alone moves from about $123 an hour on 100LL to $358–$488 on Jet-A. Replace every PC-12 figure with quotes.
Can my SR22T cover the down payment on a PC-12?
Usually only part of it. In this page's example, a $600,000 SR22T with a $464,168 payoff nets $105,832 after 5% selling costs. On an illustrative $3,000,000 PC-12, 20% down is $600,000, so you would bring another $494,168. Even a paid-off SR22T leaves a gap of about $30,000.
Are PC-12 loans structured like piston aircraft loans?
No. The published piston guidelines used on this site, such as 15% down and 20-year terms for newer singles, do not govern turbine aircraft. Lenders with turbine programs set down payment, term and rate case by case, and some use a shorter term with a balloon. Jaken Aviation arranges turbine financing through lenders in its network.
Does the Cape Town Convention apply to a PC-12?
Usually yes, for both the engine and the airframe. Cape Town covers turbine engines rated at 550 takeoff horsepower or more, and the PT6 in a PC-12 is well above that. It also covers airframes certificated for eight or more persons including crew, and a PC-12 seats a pilot plus up to ten passengers. Expect an International Registry filing at closing and confirm the details with your title company.
Last reviewed September 28, 2026. Rates and rules change; see our editorial standards.