So, you’re looking at the "Super Versatile Jet." That’s what Pilatus calls it, and honestly, it’s a pretty fair title. But if you’re trying to pin down the actual Pilatus PC-24 cost, you’ve probably noticed that the numbers jump around like a pilot trying to land on a grass strip in a crosswind.
One site says $11 million. Another says $13 million. Then you see a used one listed for more than a new one. It’s confusing.
The truth is, buying the plane is just the "entry fee." The real story is in the monthly burn and the strange way these Swiss jets hold their value. If you’re planning a budget, you need to look at more than just the sticker price.
The Sticker Shock: Buying New vs. Pre-Owned
Getting your hands on a brand-new PC-24 in 2026 isn't as simple as writing a check.
Usually, a factory-new Pilatus PC-24 will set you back roughly $13 million to $13.5 million. That’s for a standard "Crystal Class" configuration. If you start adding custom stone flooring or high-end medevac kits, that number climbs fast.
Here’s the kicker: the waitlist is often years long.
Because of that wait, the pre-owned market is basically upside down. It’s wild. You’ll see 2021 or 2022 models with 1,000 hours on the airframe selling for $11 million to $12.5 million. In some years, used ones have actually sold for more than the original MSRP because someone wanted a jet "right now" instead of in 2028.
Real-World Price Tags (Estimated)
- New Delivery (2026): $13.2M+
- Late Model Used (2-3 years old): $11.5M - $12.5M
- Early Production (2018-2019): $9.5M - $10.5M
If you find one for under $9 million, check the engines. Seriously. If it’s not on a maintenance program like Williams TAP Blue, you’re looking at a massive liability that could cost you seven figures down the road.
The Hourly Burn: What It Costs to Move
You can't just talk about the purchase price. You have to talk about the "burn."
When you push the throttles forward on those Williams FJ44-4A engines, you’re spending money every second. On average, the variable Pilatus PC-24 cost per hour sits somewhere between $1,800 and $2,300.
Why the big range? Fuel prices and how hard you fly.
Most operators budget for about 190 to 200 gallons of Jet-A per hour. If you’re doing short hops—constantly climbing and descending—that fuel flow stays high. If you’re cruising at FL450 (45,000 feet) for three hours, you’ll see better efficiency.
Breaking Down the Hourly Expenses
- Fuel: Roughly $1,100 - $1,300 (assuming $6.00/gal).
- Maintenance Labor: $450 - $550.
- Engine Reserves: $350 - $400 (This is the "rainy day" fund for overhauls).
- Misc (Landing fees/catering): $150.
Basically, every time you fly from Teterboro to Palm Beach, you’re looking at a direct operating cost of about $5,000 to $6,000. And that doesn't even touch the pilot's lunch.
The "Invisible" Fixed Costs
Even if the jet sits in the hangar for a month, it’s still eating money. People forget this.
Fixed costs are the ones that don't care if you fly 50 hours or 500 hours a year. For a PC-24, you’re looking at an annual "staying alive" cost of about $450,000 to $600,000.
Crew is the big one. You need two pilots if you want to fly safe (though the PC-24 is certified for single-pilot ops, most insurance companies will laugh at you if you try it for a high-value corporate mission). A good captain and first officer will cost you $250,000 to $350,000 in combined salary and benefits.
Then there’s the hangar. Keeping a jet in a climate-controlled hangar in a place like Scottsdale or Van Nuys isn't cheap—expect $40,000 to $60,000 a year.
Insurance is another $30,000 to $50,000, depending on your hull value and pilot experience. Don't forget training. FlightSafety or CAE training for your pilots will run you another $25,000+ annually.
The Crystal Care Advantage (And Cost)
Pilatus offers something called "Crystal Care." It’s basically a bumper-to-bumper maintenance program.
Most owners love it because it makes the Pilatus PC-24 cost predictable. You pay a set fee based on hours, and Pilatus covers almost everything—parts, labor, even avionics updates.
Is it worth it?
If you’re a high-utilization flyer (more than 300 hours a year), absolutely. It protects your resale value. If the plane isn't on Crystal Care or a similar engine program, many buyers won't even look at it. It’s like buying a used car without a service history, except the "check engine" light costs $500,000.
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Why the PC-24 is Actually a "Value" Play
It sounds weird to call a $13 million jet a "value," but in the aviation world, it kinda is.
The PC-24 competes with the Embraer Phenom 300E and the Cessna Citation CJ4 Gen2. While those are incredible planes, they can't land on dirt, grass, or gravel. The PC-24 can.
Because it can use shorter, unpaved runways (under 3,000 feet), you can often land closer to your actual destination. That saves you time in a limo or a rental car.
Also, it has a massive cargo door. Like, huge. You can fit a pallet in there. For owners who use their jet for business cargo or heavy sports gear, that utility is worth more than the slight speed advantage a Phenom might have.
Actionable Steps for Potential Owners
If you're serious about the PC-24, don't just look at the sales brochure.
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- Audit your mission profile first. If 90% of your flights are under 800 miles with 4 people, a PC-12 (the turboprop version) might save you $4 million in purchase price and $1,000 an hour in fuel.
- Get a Pre-Purchase Inspection (PPI). Never buy a used jet based on photos. You need a Pilatus-authorized center to pull the logs and check for "hidden" corrosion or upcoming life-limit parts.
- Evaluate Fractional Ownership. If you're flying less than 100 hours a year, look at companies like PlaneSense. You get all the benefits of the PC-24 without the headache of hiring pilots or paying for a full hangar.
- Talk to a Tax Strategist. Depending on how you use the plane (business vs. pleasure), you might be able to take advantage of bonus depreciation, which can drastically change the "real" cost after taxes.
Owning a PC-24 is a massive commitment. It’s a Swiss-engineered masterpiece, but it requires a disciplined approach to budgeting. Make sure you're calculating the "all-in" number—including the crew, the hangar, and the maintenance programs—before you sign on the dotted line.