After more than 18 years of flying and operating the Pilatus PC-12—and 26 years total in aviation—I still get the same question: “Is the PC-12 safe?” The concern almost always comes down to one thing: it’s a single-engine aircraft. To many unfamiliar with aviation, that sounds risky. But this assumption is outdated and far from accurate.
This article provides the stats and facts—data you can find anywhere—but we go further, aiming to translate them into terms non-aviators can understand and relate to.
Let me walk you through what I’ve seen firsthand. I’ve flown the PC-12 to over 2,500 airstrips across North America, including rough, short runways, high-altitude airports like Telluride, Colorado, and remote islands in the Bahamas, Panama, Mexico, and beyond. My teams and I log more than 9,000 hours annually in PC-12s. This isn’t theory—it’s real-world experience backed by performance and safety data.
The belief that two engines mean double the safety is a relic from an earlier time in aviation when engine failures were more common. Back then, redundancy saved lives. Today, technology has flipped that equation. Modern engines are highly reliable, and the complexity added by a second engine can sometimes create more problems than it solves.
There’s an old saying in aviation: “The second engine takes you to the crash.” In twin-engine aircraft, if one engine fails and the pilot isn’t properly trained, the plane can become dangerously unbalanced—especially during takeoff or landing. This instability is caused by asymmetric thrust: when one engine fails, the thrust from the remaining engine can cause the aircraft to yaw or roll, making it harder to control if not handled properly.
The Pilatus PC-12’s single Pratt & Whitney PT6A engine has proven itself over millions of flight hours. It’s designed to operate efficiently and safely—even in demanding conditions—and the aircraft itself is engineered to glide safely in the rare event of engine failure.
Since its introduction in 1994, over 2,000 PC-12s have been delivered, logging more than 10 million flight hours. There have been just 19 fatal accidents in civilian operations, resulting in 104 fatalities. That’s a fatal accident rate of 0.27 per million flight hours—better than four times the average for single-engine turboprops (1.15 per million hours). And not a single fatality was caused by engine failure.
The aircraft’s reputation has earned it the trust of serious operators: the Royal Canadian Mounted Police, the Royal Flying Doctor Service of Australia, and the United States Air Force Special Operations Command all rely on the PC-12. They fly this aircraft because it performs—and keeps people safe.
The stats are outstanding for the Pilatus PC-12, even when compared to its faster competitors. Yet pilot error remains a concern. What the stats don’t show is the real-world factor unique to the PC-12: as a single-engine turboprop, it attracts aviators who may have the financial means to purchase the aircraft but lack the experience of a seasoned, well-trained pilot.
In most cases, this is fine—the aircraft is forgiving enough for less-qualified aviators. However, this factor has contributed to a number of accidents. Simply put, ego has played a role. Some accidents occur when a confident owner overestimates their ability and underestimates the risks.
There have also been cases involving experienced pilots. In these situations, high-time aviators with low time in the PC-12 have operated the aircraft in challenging conditions, where a series of poor decisions led to fatal outcomes. Again, confidence outweighed familiarity with the aircraft.
One tragic case occurred in Butte, Montana, where a professional pilot loaded the aircraft with 13 people—above its certified limit, including several children. The flight was operated under Part 91 of FAA rules, which is similar to operating your own car. While there are maintenance regulations, oversight is much lighter than for commercial charter operations (Part 135), and ramp checks are rare.
In this case, the pilot also chose not to add Prist to the fuel—a common additive that prevents fuel from freezing at high altitudes. It costs just pennies per gallon. Pilots never skip it—why would you? Even on warm days, the upper atmosphere can cause jet fuel to freeze. This decision, along with overloading the aircraft and other poor choices, compounded into a fuel imbalance issue that tragically ended in a fatal crash.
Most fatal aviation accidents aren’t caused by a single decision. They’re a chain of small, preventable mistakes that add up to tragedy.
Very. The Pratt & Whitney PT6A engine is legendary in the aviation world. It boasts a mean time between failure (MTBF) of over 10,000 hours. Overhaul intervals vary from 3,500 to 6,000 hours, depending on the specific model. All maintenance must be performed by certified shops under strict FAA oversight.
What makes this engine so reliable? It’s built with fewer moving parts than older piston engines and minimizes metal-on-metal contact, which means less friction, less wear, and fewer breakdowns. At high altitudes—where air is thinner and temperatures are colder—the PT6A actually performs better, helping the PC-12 reach a cruise speed of about 328 miles per hour and operate safely in diverse conditions.
The PC-12 typically burns between 60 and 70 gallons of fuel per hour, making it a fuel-efficient and cost-effective alternative to its faster jet competitors—especially for shorter missions or remote airports.
I often get this question, usually rooted in concern and lack of information: “It has a propeller—so is the Pilatus PC-12 actually safe?”
Here’s the truth: A turboprop aircraft is powered by a jet engine that turns a propeller. What does that mean for you as a passenger? It means you’re flying with the reliability of a jet engine—an engine with fewer moving parts than a traditional piston engine like the one in your car.
Why does that matter? Traditional engines have a lot of metal-on-metal contact, which creates friction and requires constant lubrication. More friction means more wear, more complexity, and more potential points of failure. A jet engine is designed with efficiency and reliability in mind, thanks to its simpler, more robust architecture.
And here’s another benefit: jet engines perform best at higher altitudes. With thinner air comes less drag, allowing the aircraft to fly faster and more efficiently while burning less fuel—without compromising performance or safety.
In simple terms: the engine powering a turboprop aircraft like the PC-12 is far more reliable and safer than the engine in your car and has equal or better reliability than larger jet competitors.
The PC-12’s avionics suite is among the most advanced in its category. Depending on the model, it’s equipped with either the Honeywell Primus Apex or Garmin G3000 system. These flight decks include features like synthetic vision, terrain awareness and warning systems (TAWS), autopilot, real-time weather radar, and dual GPS. Redundant power systems and cable-pulley flight controls provide mechanical simplicity and durability.
Why is that important? Simple systems break less. Unlike jets with complex hydraulic networks, the PC-12 uses time-tested, lightweight, and highly reliable control mechanisms. It’s built with safety in mind—from cockpit design to its certification for flight into known icing conditions.
The Pilatus PC-12 earned its nickname for a reason. With seating for up to nine passengers, a flat-floor design, and a wide cargo door, the PC-12 is as rugged and adaptable as it is comfortable.
It can take off in under 2,600 feet, climb to 30,000 feet, and travel up to 1,800 miles on a single tank. That’s enough range to cross most of the U.S.—and land at small airports where most jets can’t.
Air ambulance providers love it for its ease of loading patients. Businesses appreciate the quiet cabin. Owners value the low operating costs. It’s a platform that adapts to your mission—not the other way around.
The Pilatus PC-12 is a safe aircraft with a remarkable safety record. Another fact that drives this point home: in the last decade, there have been only five fatal PC-12 accidents in the U.S.—none due to engine failure.
What matters most is having a well-trained, experienced pilot. This doesn’t mean 20 years of flight time. It means sufficient time in the aircraft itself, experience flying in different conditions—especially IMC (instrument meteorological conditions)—and training that goes beyond basic standards.
Still unsure? I get it. Why trust this article and the stats? This is an aircraft I’ve flown myself and flown my family in—landing on fields under 3,000 feet long, surrounded by terrain and water. My word to a stranger is only as good as the paper it’s written on. But check our sources, and you’ll reach the same conclusion.
If you still have doubts, come see for yourself. Join us for a demo flight in one of our Pilatus PC-12s. We’ll walk you through every safety feature and show you why the PC-12 isn’t just safe—it’s the future of personal and business aviation.
Despite having a single engine, the Pilatus PC-12 has one of the best safety records in general aviation, thanks to its proven engine, smart engineering, and pilot training. Two engines don’t guarantee safety—good design and good decisions do.
1. www.baaa-acro.com/crash/crash-pilatus-pc-1245-butte-14-killed
2. www.aviation-safety.net/wikibase/type/PC12
3. www.pilatus-aircraft.com/en
4. www.ntsb.gov
5. registry.faa.gov
6. www.pilatus-aircraft.com/data/tech_pub/63f8bc9989683936010562.pdf
7. www.flightglobal.com/flight-international
8. www.pwc.ca/en/products-and-services/pwc-pt6a
Get up to 50% discounts on private flgihts
