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How to Buy a Beechcraft King Air 300 / 300LW: Buyer's Guide
A hot-rod King Air 200 with more power, more speed and full Beech durability, now trading at roughly mid-sized turboprop money.
Updated October 2026 · Market data from 6 live fyiAero listings, the FAA registry and NTSB records
Overview
The King Air 300 was Beech's answer to owners who loved the 200 but wanted more climb, more speed and more payload on hot, high days. Beech kept the familiar T-tail King Air cabin and swapped in the bigger Pratt & Whitney PT6A-60A engines turning four-blade props. It also raised gross weight and refined the aerodynamics. The result is a cabin-class twin turboprop that cruises near jet-like speeds for its class and still lands on the kind of runways a King Air is known for.
The 300 was built in the mid-1980s into the early 1990s, when the stretched King Air 350 (B300) replaced it. A lighter-weight 300LW variant was offered mainly for export markets, built to a reduced maximum takeoff weight. Because the 350 took over the line, the 300 is a relatively rare airplane. The FAA registry shows 129 in the U.S. fleet, and fyiAero listings show just 6 for sale right now.
Current fyiAero asking prices run from $1,750,000 to $2,000,000, with a median of $1,795,000. Listed examples span model years 1984 to 1989, and the median airframe time is 9,911 hours. In other words, you are buying a mature, working airplane. Engine status, maintenance history and avionics drive value far more than the year on the data plate.
Who it's for. The King Air 300 suits an owner-operator, small company or charter-minded buyer who regularly flies several people 500 to 1,200 nm and wants real turbine performance without jet operating costs or long-runway requirements. It is a high-performance pressurized twin turboprop, and the PT6A-60A engines make it more demanding than a C90 or even a B200. Many owners fly it with a professional pilot or a mentor in the right seat at first. Insurers will want to see substantial multi-engine and turbine time, a recognized initial type course, and annual recurrent training. A low-time pilot moving up from pistons should expect high premiums, mentor-time requirements, or both. Two-pilot or pilot-plus-mentor setups are common until the underwriter is comfortable.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| King Air 300 | 1984-1991 | The standard model, with PT6A-60A engines, four-blade props and higher gross weight than the 200. It is essentially the only version you will find on the U.S. market, so condition, engine times and avionics set price rather than sub-model. |
| King Air 300LW | 1988-1991 | A lighter-weight version certified at a reduced maximum takeoff weight, aimed mainly at export customers for regulatory and fee reasons. It is uncommon in the U.S. Confirm the actual certified weight and any conversion paperwork, because it affects payload and resale. |
| King Air 350 (B300) successor | 1990-present | This is not a 300, but it shares the B300 type certificate lineage and replaced the 300 with a stretched cabin and winglets. Buyers often cross-shop early 350s, which generally ask more for the extra cabin and newer airframes. |
What a Beechcraft King Air 300 / 300LW costs to buy
3 priced listings on fyiAero right now ask between $1,750,000 and $2,000,000, with a median of $1,795,000 and a median of 9,911 hours total time. Against fyiEstimate, 1 are priced below estimate, 0 within range and 2 above.
- The market is thin. fyiAero shows only 6 King Air 300s for sale against 129 on the FAA registry, so expect to search nationally and move quickly on a well-documented airplane.
- Year matters less than you'd think. fyiAero listings show a 1984 at about $1,750,000, a 1986 at about $2,000,000 and a 1989 at about $1,795,000. Engine and avionics status explain most of the spread.
- High airframe time is normal. The median listed airframe is 9,911 hours, and the three listings over 5,000 hours carry a median asking price of $1,795,000. Judge the airplane on corrosion, damage history and maintenance quality rather than total time alone.
- Price engine times explicitly. Mid-time or fresh engines, especially if enrolled on an engine maintenance program, can be worth a large share of the asking price compared with run-out engines that need overhaul soon.
- Modern avionics retrofits and ADS-B compliance noticeably support value. An original Collins panel can be perfectly serviceable but narrows your resale pool.
- Ask for the full inspection-program history and engine trend data. A consistent, documented maintenance record in a shop that knows King Airs is worth paying for.
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:
- PT6A-60A engine borescope, hot section and trend data. Engines are the biggest-dollar items on the airplane. Hot section condition, compressor health and documented trend monitoring tell you whether a costly hot section inspection or overhaul is coming early.
- Engine program enrollment and overhaul time remaining. Whether the engines are on an hourly maintenance program, and how transferable it is, can swing the deal by hundreds of thousands of dollars. Verify the contract terms with the program provider.
- Four-blade propeller overhaul status and blade condition. Prop overhauls on this type are expensive and calendar-driven as well as hour-driven. Check hub and blade condition, erosion, and any applicable ADs.
- Wing spar, carry-through and structural corrosion. These are high-time airframes, often 30-plus years old. Have the shop inspect wing attach fittings, spar areas and lower fuselage for corrosion, and research applicable ADs and SBs on King Air wing structure.
- Landing gear, actuators and brakes. The 300's heavier weight works the gear hard. Inspect actuators, trunnions, downlocks, retraction components and brake wear, and look for any history of gear-up or hard landings.
- Pressurization system and cabin door seals. Outflow and safety valves, door seals and duct leaks are common squawks. A pressurization test confirms the airplane holds differential at altitude.
- Exhaust stacks and engine mounts. Cracked exhaust stacks and worn mounts are typical King Air findings. They are cheap to catch at pre-buy and expensive to discover after a heat-related problem.
- Ice protection: boots, heated windshields and prop deice. Deice boots age and crack, and heated windshields can delaminate or arc. All of these are costly to replace and essential for the airplane's all-weather mission.
- Fuel system, including nacelle and wing bladder cells. Aging fuel cells can leak or deteriorate. Check for stains, odors and bladder condition, and confirm fuel quantity indications are accurate.
- Logbooks, damage history and inspection-program compliance. Confirm continuous records, AD compliance, phase or inspection-program status and any major repairs. Missing logs on a turbine twin significantly hurt value and financing.
Popular upgrades
- Integrated glass cockpit retrofit (for example, Garmin or Collins retrofit packages). This is the single biggest value upgrade on a 300. It modernizes the panel, reduces weight and support headaches, and broadens buyer appeal. Expect a meaningful premium for a recent, well-installed retrofit.
- ADS-B Out and modern autopilot or flight director interface. ADS-B Out is required for most U.S. operations. A non-compliant airplane should be priced for the installation, and autopilot integration with newer avionics adds value.
- Aerodynamic and performance mods (Raisbeck-type packages, upgraded props where approved). These can improve climb, cabin noise and ground handling. They add some value, but buyers pay more for documented, STC'd installations. Have the shop confirm STC applicability to the 300.
- Interior refurbishment and cabin management. A fresh interior helps a charter or corporate sale and makes an older airframe show well. It rarely returns its full cost unless the original interior was tired.
- Engine maintenance program enrollment. This is not a physical mod, but enrolled and paid-up engines are one of the strongest value drivers in the turboprop market and make financing easier.
Ownership costs
This is a serious turbine twin, and it should be budgeted that way. fyiAero's operating estimate puts variable cost at about $2,098 per flight hour, with fuel burn around 128 gallons per hour at a cruise of about 294 knots. That works out to roughly $6.64 per nautical mile. For a typical 325 hours a year, the estimated total annual budget is about $1,076,540. Fixed costs start around $394,820 a year before you fly at all, covering hangar, insurance, crew or training, inspections, subscriptions and financing. That estimate assumes an average pre-owned value near $2.06 million. Your real number will swing with crew costs, engine program rates, insurance based on your experience, and how many hours you fly. The airplane's roughly 1,600 nm range and six-passenger seating spread those costs over a lot of useful trips. Keep a reserve for unscheduled maintenance, because any 1980s turboprop will find ways to use it.
Safety record
NTSB records show 5 accidents involving the King Air 300 family in the last 10 years, 1 of them fatal and 1 with the airplane destroyed. Against a U.S. fleet of 129, that works out to about 38.8 accidents and 7.8 fatal accidents per 1,000 registered aircraft over 10 years. With a fleet this small, each event moves the rate a lot, so the number is better read as a reminder than a verdict. The King Air line has a strong long-term reputation for structural toughness. The risk areas are the classic ones for powerful twin turboprops: engine failure on takeoff and Vmc control with the big PT6A-60As, single-pilot workload in busy airspace and weather, icing management, and fuel and systems mismanagement. A quality initial type course, annual recurrent training in a simulator or with a King Air–savvy instructor, and disciplined standard operating procedures are the best investments a new owner can make.
Alternatives to consider
- Beechcraft King Air B200. It has the same basic cabin and a much larger fleet with easier parts and resale. However, it is slower and less capable on hot, high or heavy days than a 300.
- Beechcraft King Air 350 (B300). It offers a stretched cabin, winglets and newer airframes. The tradeoff is higher acquisition cost and an airplane that may exceed what a small-group mission needs.
- Cessna 441 Conquest II. It is efficient and fast for the money. It has a smaller support network than King Air and its own structural inspection requirements.
- Pilatus PC-12. As a single-engine turboprop, it brings lower fuel and maintenance costs plus a big cabin. It is slower, has only one engine, and newer examples carry strong prices.
- Piaggio P.180 Avanti. It is faster with a striking design, but has a far smaller fleet, more specialized maintenance and thinner resale demand.
Frequently asked questions
How much does a King Air 300 cost?
fyiAero listings currently show asking prices from $1,750,000 to $2,000,000, with a median of $1,795,000. Engine times, avionics and maintenance history drive most of the difference between airplanes.
How many King Air 300s are there?
The FAA registry shows 129 King Air 300-family aircraft in the U.S. fleet. fyiAero currently shows 6 for sale, so the market is thin.
What does it cost per hour to fly a King Air 300?
fyiAero's estimate puts variable cost at about $2,098 per flight hour, burning roughly 128 gallons per hour. For 325 hours a year, the total estimated budget including fixed costs is about $1,076,540.
How fast and how far does the King Air 300 go?
fyiAero's operating estimate uses a cruise of about 294 knots and a range of around 1,600 nm with six passengers. Actual numbers depend on weight, altitude and winds.
Is the King Air 300 safe?
NTSB records show 5 accidents, 1 fatal, in the past 10 years. That is about 38.8 accidents per 1,000 registered aircraft, a figure heavily influenced by the small fleet. Recurrent training focused on engine-out handling, icing and single-pilot workload is the key to flying it safely.
What is the difference between the King Air 300 and the 350?
The 350 replaced the 300 and adds a longer cabin, winglets and newer airframes. The 300 shares the B200-size cabin but uses the more powerful engines, which makes it a strong-performing value alternative to an early 350.
Beechcraft King Air 300 / 300LW 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.
