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How to Buy a Quest / Daher Kodiak 100: Buyer's Guide
A rugged, unpressurized single-engine turboprop utility hauler built for short, rough strips, floats, and heavy loads rather than speed.
Updated October 2026 · Market data from 7 live fyiAero listings, the FAA registry and NTSB records
Overview
The Kodiak 100 was designed by Quest Aircraft in Sandpoint, Idaho, with a clear goal: give missionary and humanitarian operators a turbine-powered, ten-seat utility airplane that could get in and out of short, unimproved strips and be maintained in remote places. The result is a high-wing, fixed-gear, unpressurized single powered by a Pratt & Whitney Canada PT6A turboprop. It has a big cabin, a wide cargo door, generous useful load and excellent short-field manners. Daher acquired Quest in 2019, and new airplanes now carry the Daher name, but it is the same family and the same mission.
This is a small, specialized market. The FAA registry shows 141 Kodiak 100s on the U.S. register, and fyiAero listings currently show 7 for sale. They are split among original Kodiak 100s, Series II and Series III airplanes. Only one of those listings shows a public asking price: $3,761,606 for a 2026 model-year airplane. Most sellers in this segment price on request, so expect to do real legwork to establish value.
Buyers come to the Kodiak from two directions. Some are stepping up from a Cessna 206 or similar piston utility airplane and want turbine reliability and payload. Others are stepping down from a Caravan or PC-12 and want something simpler that can land almost anywhere. Either way, you are buying capability and toughness, not cruise speed or cabin comfort at altitude.
Who it's for. The Kodiak 100 suits owners who need to haul people and gear into places other turboprops can't reach: backcountry strips, lake lodges on amphibious floats, ranches, island hops, skydiving, survey work and mission aviation. It is a single-pilot airplane with docile handling, but it is still a turbine with a lot of power on the nose, and it has a high gross weight. A pilot moving up from pistons should plan on formal type-specific training and real time with an experienced instructor, especially for float or off-airport operations. Insurers generally want to see substantial total time, some turbine or high-performance experience, and recurrent training. Low-time pilots can often get coverage, but they should expect higher premiums, required dual time before solo, and possibly restrictions on float or unimproved-strip use until they build experience in type. Get insurance quotes before you make an offer, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Kodiak 100 (original, Quest) | 2007-2018 | This is the original certified design, with a PT6A-34 and a Garmin G1000 glass panel. Older examples vary widely in avionics, options and use history, and those factors drive price more than model year alone. |
| Kodiak 100 Series II | 2019-2021 | The Series II brought Garmin G1000 NXi avionics, upgraded interiors and a range of factory refinements. It brings a premium over earlier airplanes for its newer panel and updated cabin. |
| Kodiak 100 Series III | 2022-present | Daher-era production added performance and efficiency improvements, more standard equipment and an updated interior and avionics package. Late-model and new Series III airplanes sit at the top of the market. The only publicly priced fyiAero listing, a 2026 model year, is asking $3,761,606. |
What a Quest / Daher Kodiak 100 costs to buy
1 priced listings on fyiAero right now ask between $3,761,606 and $3,761,606, with a median of $3,761,606 and a median of 680 hours total time.
- Public pricing is scarce. Among the 7 Kodiak 100s on fyiAero right now, only one 2026 airplane shows a price, at $3,761,606. Use a broker or recent sales data to benchmark used airplanes rather than relying on asking prices.
- Seven listings against a U.S. fleet of 141 means roughly 5 percent of the fleet is on the market. Good airplanes do not sit long, so have financing, insurance and a pre-buy shop lined up before you start negotiating.
- The median airframe time on current listings is 680 hours, so this is a young, low-time fleet overall. A higher-time airplane should be priced to reflect it, especially if it came from commercial or utility service.
- Engine status is the biggest single value driver after model year. Time since overhaul or hot section, enrollment in an engine maintenance program, and trend-monitoring data can swing value substantially.
- Mission history matters. An owner-flown airplane on wheels is a different animal from one that spent years on floats in salt water or hauling cargo into gravel strips. Price, and inspection depth, should reflect how the airplane was used.
- Options like amphibious floats, TKS ice protection, cargo pods, upgraded interiors and autopilot or avionics packages add real value. Verify each is installed, documented and working rather than just listed on the spec sheet.
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- PT6A engine borescope and hot section evaluation. The engine is the most expensive component on the airplane. A borescope by a PT6-experienced shop will reveal hot section distress, erosion or FOD damage, which is a real concern for an airplane designed for gravel and grass strips.
- Engine trend monitoring data and maintenance program enrollment. Trend data shows how the engine has behaved over time. Program enrollment, and whether it transfers to you, can greatly affect your future overhaul exposure.
- Propeller condition and overhaul status. Rough-field operations lead to blade nicks and erosion. Prop overhauls are costly, so check calendar and hourly status along with any repair history.
- Landing gear, attach points and nose gear. The gear is built for abuse, but repeated hard landings on rough strips can stress attach structure, the nose gear and steering. Look for cracks, wear and signs of prior repairs.
- Corrosion inspection, especially on float-equipped or coastal airplanes. Salt and fresh-water float operations accelerate corrosion in the belly, control cables, fittings and wing structure. Insist on access panels coming off.
- Float and float fitting history (if applicable). Amphibious floats are a major value item. Inspect the floats, the attach fittings and the gear, and review records for any water-loop or hard-water-landing damage.
- TKS ice protection system function and fluid system condition. If equipped, the system should be fully operational, and its panels should be undamaged. Repairs are costly, and FIKI capability is part of what you are paying for.
- Airframe damage history and logbook continuity. Utility airplanes see hard use. Complete logs, documented repairs and any field approvals for prior damage directly affect resale and insurability.
- Avionics software status and autopilot function. Confirm the G1000 or G1000 NXi software and databases are current. Flight-test the autopilot in all modes, since avionics upgrades and repairs are expensive.
- AD and service bulletin compliance research. Have the shop research all applicable ADs and manufacturer service bulletins for the airframe, engine and prop, and verify compliance in the records.
Popular upgrades
- Amphibious floats. This is a significant value add for buyers who want water access. It reduces cruise speed and useful load, and float time demands a closer corrosion inspection.
- TKS known-ice protection. FIKI capability broadens the airplane's usefulness and is commonly sought. Airplanes without it are harder to sell in northern markets.
- Garmin G1000 NXi avionics upgrade. Upgrading an early G1000 airplane to NXi modernizes the panel and helps it compete with Series II and III airplanes on the resale market.
- Cargo pod. This adds external baggage volume for utility work. It is popular with lodge, survey and mission operators, with a modest speed penalty.
- Upgraded executive interior. Club seating and nicer finishes make the airplane appeal to owner-flown buyers. Utility interiors suit cargo work but may narrow the buyer pool.
Ownership costs
No reliable operating cost estimate is available for the Kodiak 100 in our data, so budget conservatively and build your own numbers with a PT6-experienced shop. The big line items are Jet-A fuel, engine reserves toward hot section and overhaul (or an engine program fee), propeller reserves, annual and progressive inspections, insurance, and hangar. Insurance can be a meaningful expense for lower-time pilots or float operations. Float-equipped airplanes add corrosion control and float maintenance. Compared with a piston utility single, the Kodiak costs more per hour, but it offers turbine reliability, Jet-A availability and payload. Compared with larger turboprops, it is simpler and generally less expensive to keep flying.
Safety record
NTSB records show 3 Kodiak 100 accidents over the last 10 years. One was fatal, and one airplane was destroyed. Against a U.S. fleet of 141 aircraft, that works out to 21.3 accidents and 7.1 fatal accidents per 1,000 registered aircraft over the decade. With a fleet this small, a single event moves the rate noticeably, so read these figures as context, not a verdict. The type's mission profile drives most of its risk. Short and unimproved strips, high density altitude, heavy loads, float operations and mountain flying all leave less margin than paved-runway flying. Turbine transition pilots should train on power management and engine limits, the airplane's strong torque and P-factor at high power settings, weight-and-balance discipline, and decision-making for weather and icing. Good initial training, recurrent training and honest personal minimums matter more here than the airplane itself.
Alternatives to consider
- Cessna 208 Caravan. It is larger and has a huge support network and fleet. It is less nimble in short and rough fields and generally costs more to operate.
- Daher Kodiak 900. This stretched, more powerful sibling is faster and carries more. It comes at a higher price and gives up some short-field simplicity.
- Pilatus PC-12. It is pressurized, much faster and more comfortable for long trips. It costs far more and is less suited to rough backcountry strips.
- Pilatus PC-6 Porter. It offers legendary STOL performance. It is out of production, has an older design and avionics, and is harder to support in the U.S.
- Cessna T206H / 206 Stationair. It is far cheaper to buy and run, but it is piston-powered, carries less, and lacks turbine reliability and power.
Frequently asked questions
How much does a Kodiak 100 cost?
Public pricing is limited. The only Kodiak 100 on fyiAero showing a price is a 2026 model year at $3,761,606. Used airplanes typically price on request, so work with a broker to benchmark against recent sales.
How many Kodiak 100s are for sale?
fyiAero currently shows 7 Kodiak 100s for sale, a mix of original, Series II and Series III airplanes. The FAA registry lists 141 on the U.S. register, so supply is tight.
What is the difference between the Kodiak 100 Series II and Series III?
The Series II brought G1000 NXi avionics and interior updates. The Series III, built under Daher, added further performance, efficiency and equipment improvements. Each step generally commands a higher price on the used market.
Is the Kodiak 100 safe?
NTSB records show 3 accidents in the last 10 years, one of them fatal, which is 21.3 accidents per 1,000 registered aircraft. The fleet is small, so the rate moves easily, and most risk comes from demanding backcountry and float missions rather than the airplane itself.
Can a low-time pilot fly and insure a Kodiak 100?
It is a single-pilot airplane with forgiving handling, but insurers will want formal type training and often dual time before solo. Expect higher premiums and possible restrictions until you build time in type.
Can the Kodiak 100 go on floats?
Yes. Amphibious floats are a popular option and add significant value for water operations. They reduce speed and useful load, and float airplanes deserve a thorough corrosion inspection before purchase.
Quest / Daher Kodiak 100 for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
