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How to Buy a Beechcraft King Air 200 / B200: Buyer's Guide
The benchmark twin turboprop: roomy, rugged, pressurized and widely supported, but costly to run and judged on engines, mods and maintenance history.
Updated October 2026 · Market data from 16 live fyiAero listings, the FAA registry and NTSB records
Overview
The King Air 200, later the Super King Air 200 and B200, is the airplane most people picture when they hear "turboprop twin." Beech introduced it in the mid-1970s as a larger, faster, T-tail step up from the King Air 90 and 100 series. It added more powerful Pratt & Whitney PT6A engines, a higher pressurization differential and a cabin a family or business crew can actually stand up and move around in. It became the workhorse of corporate flight departments, air ambulance operators, charter companies and the military, which is a big reason parts, mechanics and training are easy to find decades later.
The used market today is mostly the original 200. Of the 16 aircraft listed on fyiAero right now, 15 are King Air 200s and only one is a B200. Model years run from 1976 to 1982. Asking prices range from $895,000 to $2,400,000, with a median of $1,122,500. The FAA registry shows 248 aircraft in the U.S. fleet under this model grouping, so you have reasonable choice, but not an unlimited supply of clean, low-time, well-documented examples.
These are hard-working airplanes. The median airframe time on current fyiAero listings is 12,148 hours. That is normal for the type and not a dealbreaker by itself. It does mean the price you pay should reflect where the engines are in their overhaul and hot section cycle, what modifications have been done, how the panel has been updated, and how well the airplane has been maintained. The model year matters much less than any of those.
Who it's for. The King Air 200 fits an owner or small company that regularly moves four to six people on 300 to 1,200 nm legs, wants pressurized comfort in the mid-20s, and needs to use shorter or rougher runways a light jet would avoid. It is certified for single-pilot operation, and in the 12,500-pound class no type rating is required. That does not make it a step-up airplane for a low-time pilot. Insurers typically expect substantial multi-engine and turbine time, formal initial training at a recognized simulator-based provider, and annual recurrent. Pilots coming out of a piston twin or single-engine turboprop may be asked to fly with a mentor pilot for a period, or may find that the most practical setup at first is a professional pilot in the right seat. Talk to an aviation insurance broker before you make an offer, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| King Air 200 (Super King Air 200) | 1974-1981 | The original T-tail model, powered by PT6A-41 engines, and the airplane that makes up nearly all of today's listings. Values depend heavily on engine status, whether it has been re-engined or modified, and avionics. A well-upgraded 200 can ask more than a tired later airplane. |
| King Air B200 | 1981-2007 | Moved to PT6A-42 engines, which improved high-altitude cruise performance and efficiency, and raised the cabin pressure differential. Later B200s got updated glass cockpits from the factory. B200s generally command a premium over comparable 200s, though very few are on the market right now. |
| B200GT / B200CGT | 2007-2011 | Factory PT6A-52 engines gave better climb and high-altitude speed, paired with an integrated glass cockpit. They trade well above early 200s and attract buyers who want factory performance without a retrofit. |
| B200C, cargo-door and special-mission variants | 1979-2011 | Cargo-door versions and ex-medevac, survey or government airplanes appear on the market. They can be good values, but they often have high cycles, structural modifications and spotty records, so documentation drives price. |
| King Air 250 and 260 | 2011-present | Current-production descendants of the 200 with composite props, winglets and modern avionics, plus autothrottles and other refinements on the 260. They are priced far above the used 200s most buyers will be shopping. |
What a Beechcraft King Air 200 / B200 costs to buy
10 priced listings on fyiAero right now ask between $895,000 and $2,400,000, with a median of $1,122,500 and a median of 12,148 hours total time. Against fyiEstimate, 3 are priced below estimate, 0 within range and 7 above.
- Do not shop by model year. In fyiAero listings, a 1978 averages $895,000 while the two 1979s average $2,045,000 and a 1977 averages $1,995,000. The spread comes from engines, mods and panels, not vintage.
- Expect high airframe time. Ten of the current listings show more than 5,000 hours, with a median asking price of $1,122,500, and the overall median airframe time is 12,148 hours. Price the engines, props and inspection status, not the total time.
- Calculate engine value first. Find the time since overhaul and hot section on both engines, and whether they are on an engine maintenance program. Two engines near overhaul can easily cost the gap between a low and a median-priced airplane.
- Treat engine upgrades like Blackhawk or factory-equivalent -52 conversions and modern retrofit glass panels as real value. A 200 with both often makes more sense than a cheaper airplane you will upgrade later.
- With only one B200 currently listed, B200 buyers should be ready to wait or search off-market. Most buyers will find better selection among the 15 King Air 200s for sale.
- Budget beyond the purchase price. fyiAero's estimate puts a typical annual operating budget near $935,975 at 325 hours. Make sure the acquisition leaves room for a phase inspection squawk list in the first year.
Average asking price by model year
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:
- Engine borescope, hot section and trend data. The PT6A engines are the single largest value item. Get a borescope of the hot section, review the trend monitoring history, and confirm time and cycles since overhaul and hot section inspection for both engines.
- Engine program enrollment and overhaul records. Coverage under an engine maintenance program transfers real value. Verify that it is in good standing and transferable, and check who performed past overhauls and whether factory-new or serviceable parts were used.
- Wing spar, wing attach fittings and structural corrosion. High-time and coastal-based King Airs can develop corrosion in spar caps and attach areas. Have the shop confirm compliance with all applicable structural inspections and ADs for the wing and fittings.
- Phase inspection status and program compliance. Most 200s are maintained on Beechcraft's phase inspection program. Confirm that all phases are current, nothing has been deferred, and a complete program history exists, not just recent entries.
- Landing gear actuators, gearbox and retraction system. The electromechanical gear system needs regular overhaul and rigging. Check overhaul times, look for wear in the gearbox and actuators, and search the logs for any gear-up or gear collapse history.
- Damage history and logbook continuity. Many 200s have served charter, medevac or government roles. Look for gaps in records, major repair or alteration forms, and any sign of prop strikes, hard landings or hail damage.
- Pressurization system, door seals and cabin door. Run a full pressurization check in flight. Inspect outflow and safety valves, the door seal and inflation system, and the airstair door cables, hinges and latching mechanism.
- Propellers and governors. Props carry both time and calendar overhaul limits. Confirm overhaul dates and blade condition, and check whether the airplane has the original props or aftermarket swept-blade props.
- Ice protection: boots, heated windshield and prop deice. This is a known-icing airplane only if everything works. Test the boots, prop heat, windshield heat and inlet anti-ice. Replacing boots and windshields is expensive.
- Tail section, elevator trim and flight controls. The T-tail flight controls and trim system have been the subject of inspections over the years. Have the shop research applicable ADs and SBs and inspect cables, tabs and actuators for wear and correct rigging.
Popular upgrades
- Engine upgrades (Blackhawk or -52 style conversions). Higher-power engine conversions improve climb, high-altitude speed and hot-and-high performance. They add significant resale value, especially when engine time is low.
- Glass panel retrofits (Garmin G1000 NXi, Collins Pro Line Fusion). Integrated retrofits replace aging analog gauges and old autopilots and improve dispatch reliability. Buyers pay noticeably more for a current retrofit than for a mixed panel of standalone units.
- Raisbeck performance package. Ram air recovery, dual aft body strakes, swept-blade props and nacelle wing lockers improve performance, ride quality and baggage space. They are valued by experienced King Air buyers.
- Winglets. Aftermarket winglets can improve climb and high-altitude performance and give the airplane a more modern look. They add value but are not as decisive as engines or avionics.
- ADS-B Out, modern autopilot and interior refurbishment. ADS-B is now expected rather than a bonus. A fresh interior helps marketability, but it rarely recovers its full cost at resale compared with mechanical and avionics work.
Ownership costs
A King Air 200 is a business-class operating budget, so go in with eyes open. fyiAero's operating cost estimate puts variable cost around $2,017 per hour, driven by a fuel burn of roughly 107 gallons per hour plus engine reserves and maintenance. At a 260-knot cruise, that works out to about $7.03 per nautical mile. Fixed costs such as hangar, insurance, training, subscriptions and management start around $280,320 a year at the low end. Combined, the estimated annual budget is about $935,975 at 325 hours of use. The estimate assumes a typical pre-owned airplane valued around $1,415,398. Your actual numbers will swing with engine program enrollment, whether you hire a professional pilot, where you hangar, and how much deferred maintenance you inherit. With range listed near 1,400 nm and seating for six passengers, the cost per seat-mile looks more reasonable when the cabin is full.
Safety record
NTSB records show 18 accidents involving this model group over the last 10 years, including 4 fatal accidents and 4 aircraft destroyed. Measured against the 248 aircraft on the FAA registry, that equals 72.6 accidents and 16.1 fatal accidents per 1,000 registered aircraft over the decade. Keep in mind that many King Air 200s fly far more hours than a typical owner-flown airplane, often in demanding charter, medevac and night operations, so per-aircraft rates exaggerate the risk compared with hours flown. Accidents in the type tend to involve the familiar risks of turbine twins. Engine failure on takeoff, with loss of directional control, demands precise and current single-engine technique. Other risks include fuel mismanagement, flight into icing beyond the airplane's capability or with inoperative ice protection, and single-pilot workload in poor weather. Gear-up and runway excursion events also appear. The best risk reducer is the same one insurers require: simulator-based initial and recurrent training, disciplined checklist use and honest personal minimums.
Alternatives to consider
- Pilatus PC-12. It offers a single engine, lower fuel burn, a bigger cabin door and simpler operation, but costs more to acquire on comparable vintages and lacks the redundancy of a second engine.
- Beechcraft King Air C90 series. It is cheaper to buy and operate, with familiar Beech systems, but it is slower, has a smaller cabin and less payload and range.
- Beechcraft King Air 350. It has a longer cabin, more seats and more performance, but costs more to buy and operate and requires a type rating.
- Cessna Conquest II (441). It is often cheaper to buy and comparably fast, but has a smaller support network and a narrower cabin than the King Air.
- Cessna Citation CJ / CJ1. It offers jet speed and smoother high-altitude cruise, but needs longer runways, has less cabin volume and requires a type rating.
Frequently asked questions
How much does a used King Air 200 cost?
Current fyiAero listings range from $895,000 to $2,400,000, with a median asking price of $1,122,500. Engine status, modifications and avionics drive the spread far more than model year.
What is the difference between a King Air 200 and a B200?
The B200 uses PT6A-42 engines in place of the 200's -41s, which gives better high-altitude cruise, and it has a higher cabin pressure differential. B200s usually bring a premium, but only one is currently listed on fyiAero versus 15 King Air 200s.
Do I need a type rating to fly a King Air 200?
No. The 200 and B200 are in the 12,500-pound class and certified for single-pilot operation, so no type rating is required. Insurers will still expect formal simulator-based initial training, recurrent training and significant multi-engine turbine experience.
How much does a King Air 200 cost per hour to operate?
fyiAero's estimate puts variable cost around $2,017 per hour, with fuel burn near 107 gallons per hour. The total annual budget comes to about $935,975 at 325 hours once fixed costs are included.
Is high airframe time a problem on a King Air 200?
High time is normal for the type. The median airframe time on current fyiAero listings is 12,148 hours. What matters more is engine time, structural inspection compliance, corrosion and a complete maintenance history.
How fast and how far does a King Air 200 go?
fyiAero's performance figures show a cruise speed around 260 knots and range near 1,400 nm with seating for six passengers. Actual numbers depend on load, altitude, engine configuration and modifications.
Beechcraft King Air 200 / B200 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.
