Financing for TBMs, PC-12s, King Airs, Citations, Phenoms, and everything in between. We know these aircraft, the lenders who finance them, and what it takes to close on your timeline.
Most banks that handle mortgages and auto loans have no idea how to underwrite a turboprop. They do not know how to value a PT6 engine with 800 hours until overhaul versus one enrolled in an ESP Gold program. They have not read the pre-buy inspection reports on 200 PC-12 transactions. They do not know what a Blackhawk XP67A engine conversion does to a King Air's collateral value, or why a TBM 960 with Garmin Autothrottle and Autoland is a meaningfully different asset than a 2017 TBM 900.
FLYING Finance operates as a broker. We present your turboprop or jet financing application to the lender in our network specifically positioned for your aircraft category, loan size, intended use, and financial profile. You get competitive terms from a lender who already understands the asset, not someone who has to look up what a Pratt & Whitney PT6 is before deciding whether to approve your loan.
The economic crossover for a turboprop is typically 200 to 250 flight hours annually, particularly for missions over 300 miles where the speed, pressurization, and weather capability change the whole calculus. Entry-level single-engine turboprops (TBM 700/850 series, older King Air C90s, and Piper M500s) start in the mid-six figures for pre-owned examples. A new PC-12 NGX or TBM 960 is north of $5 million. The loan structure for a turboprop requires more down payment and more documentation than a piston, but the underwriting logic is the same: income, liquidity, DTI, and the aircraft as collateral. The Piston to Turbine Transition Guide walks the financial picture in detail.
Business aircraft financing for turboprops and jets typically involves the entity structure conversation upfront: personal ownership, an LLC, the operating company, or a holding entity. Each has different liability, insurance, and tax implications. Lenders evaluate the business's revenue history alongside your personal financial profile, and the ownership structure needs to be finalized before the loan documents are prepared. If the aircraft qualifies for Section 179 or bonus depreciation, the timing and structure of the purchase can meaningfully affect your net acquisition cost. FLYING Finance does not provide tax or legal advice. That is your CPA's and attorney's domain. What we provide is a financing structure that accommodates what your advisors recommend.
For non-aviation businesses where the owner or key executives want an aircraft for company travel, the business aviation financing conversation is different from a dedicated aviation company. Lenders want to see documented business use, financial statements for both the business and the principals, and a clear picture of why the aircraft is operationally justified. See the business aircraft financing page for the full breakdown.
High-net-worth buyers finance turboprops and jets for reasons that have nothing to do with affordability: preserving liquidity for higher-yield investments, maintaining cash positions in real estate or operating companies, or structuring a tax-efficient acquisition around a specific calendar year. Loans across this segment routinely reach seven figures and beyond, and documentation programs exist for borrowers whose income profile does not fit the standard two-year W-2 model.
At this level, the aircraft selection itself carries more underwriting weight. An engine on a manufacturer maintenance program, factory-installed avionics, and a single-owner history tell a fundamentally different collateral story than the same model year without those characteristics. FLYING Finance has worked through complex financial presentations for clients with large real estate portfolios, operating companies, and private wealth structures. The presentation of the application matters as much as the underlying financials.
Low-documentation programs available for qualifying borrowers. Ask about your specific profile.Commercial turboprop and jet financing is a specialized underwriting category. Part 135 operators face higher down payment requirements, typically 20% or more, because commercial utilization accelerates airframe and engine depreciation relative to Part 91 personal use. Lenders also evaluate the certificate history, the maintenance program, and the revenue profile of the operation alongside the standard borrower financials. An established charter operator with two years of revenue history presents very differently from a new certificate holder, and the application strategy reflects that.
Fleet operators building a turboprop inventory and corporate flight departments looking to add aircraft have additional structuring options. Bring your situation to FLYING Finance and we will match the right lender appetite to your certificate, your fleet, and your financial picture.
Turboprop and jet underwriting is not one-size-fits-all. A TBM 960 with Garmin Autothrottle enrolled in an ESP Gold engine program and a clean logbook from one owner is a fundamentally different collateral conversation than a 2008 TBM 850 with 2,200 hours and an engine approaching overhaul. Lenders know this. FLYING Finance knows this. And the better you understand how your specific aircraft is valued, the better prepared you are for the financing conversation.
Browse by category below. Each card covers the lender-relevant details: what matters for collateral value, what engine programs are relevant, and where the underwriting nuances live.
| Category | Starting Rate | Typical Down | Max Term | Notes |
|---|---|---|---|---|
| Single-Engine TurbopropTBM, PC-12, M600, Kodiak | 6.35% | 15–20% | 20 years | Engine on program = better terms |
| Twin-Engine TurbopropKing Air series, Cheyenne | 6.35% | 15–20% | 20 years | King Air Jet Care a strong positive |
| Light JetPhenom, Citation M2/CJ, Vision Jet | 6.00% | 15–20% | 15–20 years | Deepest lender competition = best rates |
| Commercial / Part 135Any of the above in revenue service | 6.75% | 20%+ | 15 years | Revenue history / Pt. 135 use |
| Utility TurbopropCaravan, Grand Caravan EX | 6.35% | 15–20% | 15 years | Pt. 135 commercial max 15 yrs–1% |
Rates are starting points for qualified borrowers as of mid-2026. Your actual turboprop or jet financing rate is quoted after pre-qualification based on your credit profile, the specific aircraft, and current lender guidelines. The live rates page tracks the benchmark indices aviation lenders use to set their pricing.
Turboprop and jet underwriting uses the same fundamental criteria as any aircraft loan, covering borrower creditworthiness, income, liquidity, and the aircraft as collateral, but the standards are meaningfully tighter than certified piston financing. Loan sizes are larger, the assets are more complex, and the lenders who do this well have developed specific expertise in turbine aircraft valuation and risk assessment.
W-2 borrowers financing turboprops up to $1.5M typically see approvals in 2–3 business days on a complete file.
Business owners should plan 3–5 business days for a credit decision due to entity review. Complex profiles with real estate holdings, multiple entities, or operating companies benefit from a documentation strategy conversation with FLYING Finance before submitting.
Low-doc programs are available for qualifying borrowers at this loan size. The presentation of a complex net worth picture, real estate portfolios, operating company valuations, private equity holdings, is something FLYING Finance has navigated many times. Ask whether your profile qualifies before assembling a full documentation package.
Commercial turboprop and jet underwriting is a relationship-based conversation more than a document checklist. FLYING Finance can advise on how to position a new or growing operation for the best outcome with available lenders.
Before you start the financing conversation, it helps to understand the full picture: what it costs to step up to turbine ownership, how lenders evaluate the transition, and what the real-world operating economics look like when you combine acquisition cost with insurance, fuel, maintenance, and hangar. These guides were written from the financing desk, not the marketing department.
"TBM, King Air, PC-12, Citation — I've seen every turboprop and light jet transaction there is. Engine program, Part 91, Part 135, business use, MACRS, bonus depreciation. Ask me anything and I'll give you a straight answer."
Turboprop and jet lenders typically look for 700 and above. Strong rate pricing generally begins at 720. Below 700 is not automatic disqualification. Down payment size, liquid reserves, income strength, and the aircraft itself all contribute to the underwriting decision. FLYING Finance also works with specialty lenders for profiles outside conventional guidelines. See the Beyond the Barriers page for more on specialty programs.
Standard down payments for turboprop financing run 15 to 20% for Part 91 personal and business use with a strong borrower profile. Aircraft with the engine enrolled in a manufacturer maintenance program often qualify for the lower end of that range. Part 135 commercial operations typically require 20% or more. A larger down payment almost always produces better rate and term outcomes. Run the numbers through the finance calculator to see the payment impact.
Yes, significantly. An engine enrolled in a manufacturer maintenance program such as ESP Gold on PT6-powered aircraft, King Air Jet Care, Williams SelectCare or TotalCare, and Pratt MSP, is worth meaningfully more to a lender than one that is not. The program transfers major maintenance cost risk from the owner to the manufacturer, which stabilizes the collateral value and reduces lender risk. Aircraft with engines on program often qualify for higher LTV and better rate terms than equivalent aircraft without enrollment.
Yes, and this is a conversation FLYING Finance has frequently. Borrowers with large real estate portfolios, operating companies, private equity holdings, or other non-W-2 income structures require a thoughtful documentation strategy rather than a simple tax return submission. The income story needs to be presented in a way that lenders can evaluate clearly. FLYING Finance has extensive experience working with complex financial profiles. The presentation of the application matters as much as the underlying financials. Reach out before assembling your documentation package so we can advise on the right approach for your specific situation.
Pre-approval from a complete file typically takes 2 to 3 business days. Full approval after the aircraft is identified and the pre-buy inspection is complete takes another 3 to 5 business days. Closing runs 1 to 3 days once loan documents are signed and insurance is confirmed. Total from application to funding: 10 to 21 business days for most turboprop transactions. Complex financial profiles or aircraft above $2 million may take a few additional days. The full loan process page covers each milestone.
Part 91 is private non-commercial operation, the aircraft is used for personal or business travel but does not carry passengers for compensation. Part 135 is a commercial air carrier certificate that allows the aircraft to generate charter revenue. Lenders treat these categories very differently. Part 135 operations accelerate airframe and engine depreciation due to higher utilization, which means lenders require more down payment (typically 20% or more), have stricter income documentation requirements, and want to see the operator's certificate history and revenue performance. The intended use classification affects your loan terms from the first application, disclose your intended use accurately.
Yes, the majority of turboprop loans FLYING Finance arranges are for pre-owned aircraft. Aircraft age does matter to lenders, older airframes require more complete maintenance documentation, more thorough pre-buy inspections, and may face lower LTV limits. A 1985 King Air C90 with thorough logbooks, current annuals, and an engine on program is a very different underwriting conversation than the same aircraft with incomplete records. There is no hard age cutoff for most lenders, but the documentation and inspection standard rises with aircraft age.
Many turboprop and jet owners hold aircraft in a single-purpose LLC for liability separation and estate planning reasons. Whether that structure makes sense for your specific situation depends on your state of domicile, how the aircraft will be used, your existing liability exposure, and your tax strategy. FLYING Finance does not provide legal or tax advice. Consult your aviation attorney and CPA before finalizing ownership structure. The decision has real financial and liability consequences. What we can tell you is that we have financed aircraft in virtually every entity structure and the loan process accommodates whatever your advisors recommend.
A desktop appraisal uses industry valuation databases, primarily Vref and Aircraft Bluebook, to establish the aircraft's market value without a physical inspection. This is standard for most turboprop loans under $1 million. An on-site appraisal, where a qualified appraiser physically inspects the aircraft, may be required for loans above $1 million, aircraft with significant modifications not reflected in standard valuation guides, or aircraft with unusual configurations. On-site appraisal costs run $1,000 to $3,000 depending on aircraft type and inspector travel requirements.
Soft credit pull only. Rate locked for 30 days. 90 days to identify your aircraft.