A turboprop aircraft uses a gas-turbine engine to drive a propeller — the defining characteristic that separates this class from both piston singles and pure jets. The turbine's reliability record is significantly better than a reciprocating engine of similar power, and turboprops cruise faster and higher than piston aircraft, often at FL250–FL280 with TAS in the 250–340-knot range. Single-engine turboprops like the Daher TBM 700/850/900/940, the Pilatus PC-12, and the Piper Meridian (PA-46-500TP) have become the gold standard for owner-flown business aviation; twin-turboprops like the Beechcraft King Air C90, B200, and 350 dominate corporate and charter operations. The appeal is simple: turbine reliability, cabin altitude in the mid-flight levels, and range measured in multi-state trips rather than local hops.
The financial reality is its own story. Turboprop aircraft are expensive to acquire — entry-level TBM 700s and PC-12 Alphas start in the low seven figures — and the engine maintenance costs are the largest line item in the operating budget. A PT6A overhaul on a King Air or TBM runs $200,000–$600,000 depending on the variant, and hot-section inspections are required every 1,200–3,600 hours depending on the engine and operating environment. Insurance costs reflect both the aircraft's value and the risk profile of a high-performance turbine, so underwriters typically require a turbine type rating, significant time in type, and often a simulator recurrency check before issuing favorable terms. Co-ownership is how most private pilots actually afford and operate these aircraft — splitting the acquisition cost, the overhaul reserve, and the fixed insurance and hangar expense across two to four partners brings the monthly number from "impossible" to "ambitious but achievable."
The listings below are the aircraft in our inventory whose title or description mentions turboprop, turbine, or a turboprop-specific type name. Because turboprop classified listings often lead with the model name (TBM, PC-12, King Air, Meridian) rather than the category word, not every turboprop in the database may appear here — cross-reference the make and model pages for your specific type. Always confirm the engine model and variant, the time since hot section and overhaul, the prop condition, and the avionics certification status on the source listing and in the maintenance logs before making an offer, and budget for a pre-purchase inspection by a shop that specializes in the type.
