It would be interesting to tally the effect of PC12 sales have had on the King Air C90/B200 (not the 350, kind of beyond the PC-12). Beech isn't quitting making them, but I wonder if its slowed them down. Aside from the re-introduction of the Avanti (again, beyond the PC12 class) no one else seems to be rushing out there building ME turbo-props. I suppose the SE vs ME argument could go one forever 1/2 my time is recip and 1/2 turbine. I've had two engine failures, both pistons (one SE one ME) while none of the turbines ever gave a even the sligtest hiccup. Maybe I've spoken too soon?

That would be interesting to analyze. Pilatus delievered over 90 PC-12s last year and will be doing about the same number this year and next. Starting in 2009 they have commited a new production facility to get the number up to 115 or so units. Pilatus' PR department was touting that the PC-12 has been the most popular TURBINE airplane in production for the last couple of years, beating out any other model either turboprop and jet.

Interesting times for sure. The next model with the APEX panel will be amazing to see in person at NBAA this year.

EDIT: As far as the 200 being 20-30 knots faster than the PC-12, I have to laugh a litte. 5-10 knots maybe, and that is on a good day. The PC-12 gives and honest 255-265 KTAS depending on ISA+ conditions and weight.

The single vs. multi arguement is really irrelevant in this case, just my opinion. You're talking about one of the most bullet-proof engines out there that's installed in both of these planes.

I think that the owners should get some demonstration flights arranged, check it out on the cost analysis side of it, and put two and two together. That's just what I think. The speeds are pretty close, not going to do you a ton of advantage except on those really long trips.

I've got some experience with both if you want to give me a call. I've flown and managed both.

707-301-8770

To the original post, has a decision been made?

I have flown both, and have "opinions" just like everyone else. That being said, I've also had a PT6 fail, glad to have #2 to make it to a field.

Nothing is set in stone yet but I would say that the owner is 90% sure he wants a pilatus. We shall see what happenes. Thanks for all the help and i will keep you all up to date on what happens

The PC12 is great airplane, just be smart in how you operate it. Another company pilot went to school with a couple of Air Force guys at SimCom in Scottsdale AZ. The Air Force is using the PC12 as a Spec Ops platform for short fields, etc. He recalls them having higher weather mins for daily ops, just a thought.

Think I would much rather have that extra engine flying at night over the mountains, but the PC-12 is still a great airplane for the money, although the pucker factor with only one engine could get pretty high.

au contraire, ahem, short fields? :cool:

$$ will always be a major factor, if not the only factor in the decision. Unless there is an overwhelming need for something the Beech can do vs. the PC-12, the PC-12 will win the battle on the spreadsheet, hands down. The King Air gets creamed on the balance sheet when the airplanes come up for the first major inspection/overhaul, where engine and related costs get multiplied by 2 for everything. Even if the Beech does something else better, once you get past the first engine/prop overhaul, the Beech is forever behind. Don't get me wrong, as a pilot I loved the King Air, but as a good steward of company resources, the PC-12 will make much more sense, provided both aircraft meet the operational requirements.For the SE/ME debate, most of the operational risk of a SE aircraft can be mitigated procedurally, just takes a different mindset, as pilots we don't like to go back to the SE, but sometimes it just makes good sense.

Given the operational requirements stated, maybe a VLJ is more fitting, the Eclipse 500 or an Adam is much better suited to the stated goals, and the E500 operates at a fraction of the cost of the Beech at the stated payload, (3 pax + some bags), the Beech can certianly do much more(and it does it very well), but that was not the stated operational requirement, the owner will be paying for capability he/she is not using. The VLJ also gives that multi engine warm fuzzy feeling too. Proper aircraft selection begins with solid honest assesment of operational requirements.

SD