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How to Buy a Beechcraft King Air 350 / 350i / 350ER: Buyer's Guide
The largest King Air: a roomy, rugged twin turboprop that hauls real loads into short runways with predictable, well-understood ownership costs.
Updated October 2026 · Market data from 5 live fyiAero listings, the FAA registry and NTSB records
Overview
The King Air 350 is the top of the King Air line. It is the type certificated as the B300, which is why you will see it listed under Beechcraft, Raytheon, and Hawker Beechcraft depending on the year it left Wichita. It is a stretched, more powerful descendant of the King Air 300, with a longer cabin, winglets, and Pratt & Whitney PT6A-60A engines turning four-blade props. It typically seats eight to eleven in the cabin, carries a real baggage load, and still operates out of runways that would make a light jet crew nervous.
The FAA registry shows 158 aircraft in this family on the U.S. register, so it is not a huge market. At the time of writing, fyiAero listings showed 5 for sale: three King Air 350s, one 350ER, and one 350i. Asking prices ran from $3,750,000 to $5,400,000, with a median of $4,395,000. Listed model years clustered around 2007 and 2011, and median airframe time was 5,384 hours. With inventory that thin, every airplane is priced on its own avionics, engine status, and history rather than on a broad market average.
Buyers choose the 350 for its combination of cabin size, payload, and ruggedness, and because nearly every maintenance shop in the country knows how to work on a King Air. It will not match a jet's speed. What it gives you in return is lower acquisition cost per seat, short-field capability, and a type with deep support, a large parts supply, and good training resources.
Who it's for. The 350 suits owner-flown operators and corporate flight departments that regularly move six or more people, or heavy equipment, 300 to 1,000 miles at a time, often into shorter or rougher fields than a jet can use. It is certified for single-pilot operation, but it weighs over 12,500 pounds and requires a type rating. Insurers will want to see substantial multi-engine turbine time, initial and recurrent simulator training from an established provider, and often a mentor pilot or a second crew member for owner-pilots moving up from piston twins or smaller King Airs. Many owners fly it with two pilots for workload and insurance reasons even where single-pilot is legal. Budget for annual recurrent training as a fixed cost of ownership.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| King Air 350 (B300), Pro Line II era | 1990-2003 | The original 350 with Collins Pro Line II avionics and PT6A-60A engines. These are the least expensive way into the type, but avionics obsolescence and the cost of a glass retrofit weigh heavily on value. |
| King Air 350, Pro Line 21 era | 2004-2008 | Factory Collins Pro Line 21 integrated avionics modernized the cockpit and holds value much better than earlier panels. The 2007 airplanes in current fyiAero listings fall in this group and averaged $4,072,500. |
| King Air 350i | 2009-2020 | Updated cabin with improved soundproofing, a cabin management system, and refreshed interiors, later paired with Pro Line Fusion touchscreen avionics. Expect a clear premium over earlier 350s. The 2011 example listed on fyiAero was asking $5,400,000. |
| King Air 350ER / 350iER | 2009-present | An extended-range, higher gross weight version with extra nacelle fuel, heavy-duty landing gear, and often special-mission or utility configurations. Values depend heavily on equipment and prior use, so prior special-mission or government airframes need careful records review. |
| King Air 360 / 360ER | 2020-present | The current production version adds digital autothrottle and a lower cabin altitude. It sits above most buyers' used-market budgets for now and sets the ceiling that late 350i pricing is measured against. |
What a Beechcraft King Air 350 / 350i / 350ER costs to buy
3 priced listings on fyiAero right now ask between $3,750,000 and $5,400,000, with a median of $4,395,000 and a median of 5,384 hours total time. Against fyiEstimate, 0 are priced below estimate, 0 within range and 2 above.
- Inventory is thin. fyiAero showed only 5 aircraft for sale against a U.S. fleet of 158, so be ready to act when a well-documented airplane appears and to travel for the right one.
- Asking prices on fyiAero ran from $3,750,000 to $5,400,000 with a median of $4,395,000. In the current listings, the 2007 airplanes averaged $4,072,500 and the single 2011 example asked $5,400,000, so newer model year and avionics carry a large premium.
- Median airframe time in current listings was 5,384 hours, and both airplanes listed with over 5,000 hours had a median ask of $4,072,500. Hours alone matter less than engine status, so price each airplane on time remaining to engine overhaul and hot section, and on whether the engines are enrolled in a maintenance program.
- Engine program enrollment, such as Pratt & Whitney ESP or an equivalent, can be worth hundreds of thousands of dollars at overhaul time. Confirm it is transferable and fully paid up.
- Avionics drive value. Pro Line 21 or Fusion airplanes with current ADS-B, WAAS/LPV, and RVSM compliance sell faster and for more than older-panel airplanes that need a six-figure retrofit.
- Prior use matters. Charter, special-mission, and high-cycle short-leg airplanes deserve deeper records review than a corporate airplane with a consistent history.
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 and trend data. PT6A-60A hot section condition and trend monitoring history tell you more than hours alone. An unexpected hot section inspection or overhaul is the single biggest cost risk.
- Engine program and overhaul paperwork. Verify program enrollment status, transferability, and any exclusions or buy-in costs. Also confirm the last overhaul or hot section facility and its records.
- Phase inspection status and complete logbooks. King Airs are maintained on a phased inspection program. Confirm all phases are current, review the last full cycle of phase work, and check for gaps or missing records.
- Damage history and structural repairs. Look for gear-up landings, prop strikes, hard landings, and hangar rash repairs. Any major repair should have proper approved data and documentation.
- Wing structure and corrosion inspection. Have the shop inspect spar areas, wing attach fittings, and lower skins for corrosion, especially on coastal or overseas airplanes. They should also research all applicable ADs and SBs.
- Landing gear actuators, gearbox, and brakes. The electrically driven gear system and its components are wear items, as are tires and brakes, which take a beating on short fields. 350ER heavy gear deserves the same scrutiny.
- Propellers and prop governors. Check the four-blade props for overhaul status, erosion, and de-ice boot condition. Confirm calendar and hour limits are not about to come due.
- Pressurization, bleed air, and environmental system. Run a full pressurization check, inspect door seals and outflow valves, and confirm the air conditioning and heat work properly. Repairs can be time-consuming and expensive.
- Avionics, autopilot, and RVSM compliance. Confirm the Collins system software is current and that ADS-B Out and WAAS are installed. Verify RVSM documentation and maintenance are in order, since lapses limit where you can fly.
- Windshields, de-ice boots, and electrical system. Heated windshield delamination, worn surface de-ice boots, and starter-generator condition are common, costly squawks that belong in the price negotiation.
Popular upgrades
- Avionics retrofit on Pro Line II airplanes. Upgrades to Pro Line 21, Pro Line Fusion, or Garmin integrated suites cost a lot but largely close the value gap with later airplanes and broaden the buyer pool at resale.
- Raisbeck aerodynamic and propeller mods. Swept-blade props and other Raisbeck mods improve climb, reduce cabin noise, and shorten takeoff distance. They are viewed favorably but rarely return their full cost at resale.
- ADS-B, FANS, and datalink upgrades. ADS-B Out is mandatory for most U.S. operations. Datalink and oceanic-capable equipment add value for owners who fly internationally.
- Cabin connectivity and management systems. Starlink or other high-speed Wi-Fi and modern cabin management help sell corporate-configured airplanes, though buyers pay most for working, supportable systems.
- Interior and paint refurbishment. A fresh, quality interior and paint can noticeably speed a sale. A tired cabin on a business-class airplane invites heavy discounting.
- LED lighting and minor electrical mods. These reduce maintenance and improve appearance. They are a modest positive at resale rather than a major value driver.
Ownership costs
fyiAero's operating cost estimate puts variable cost at about $1,161 per flight hour, covering fuel, engine reserves, and maintenance that scale with use, and an annual budget figure of $174,449. Your real total will swing widely with utilization, hangar location, crew arrangement, and insurance. At an estimated 303-knot cruise and 1,806 nm range, that works out to roughly $3.83 per nautical mile. Fixed costs to plan around include hangar, insurance (heavily influenced by pilot experience), recurrent simulator training for each pilot, avionics database and connectivity subscriptions, and engine program fees if enrolled. The big lumpy items are engine overhauls, hot sections, prop overhauls, and avionics updates. Buying an airplane enrolled in an engine program or carrying solid reserves smooths those out. fyiAero's average pre-owned value estimate for the family is $2,481,917, well below current asking prices, which suggests today's listings skew toward newer, better-equipped examples.
Safety record
NTSB records over the last 10 years show 0 accidents, 0 fatal accidents, and 0 destroyed aircraft for this family, measured against 158 aircraft on the FAA registry, which works out to 0.0 accidents per 1,000 aircraft. That is an excellent record, but with a fleet this small a single event would change the rate significantly, so treat it as evidence of a mature, well-supported type flown largely by trained crews, not as a guarantee. The risk areas are the ones common to all King Airs: engine failure on takeoff and handling near minimum control speed, single-pilot workload in busy airspace and weather, icing management, fuel planning, and gear and configuration errors during distractions. Regular simulator-based recurrent training, disciplined checklist use, and honest weight-and-balance planning do more for safety than any equipment upgrade.
Alternatives to consider
- Beechcraft King Air 250 / B200GT. Lower acquisition and operating costs and still very capable, but with a smaller cabin, less payload, and less range than the 350.
- Pilatus PC-12 NG / NGX. Single-engine economy with a large cabin, a big cargo door, and strong resale. You give up a second engine, some speed, and the 350's pressurization and payload margins.
- Piaggio P.180 Avanti EVO. Near-jet speed and efficiency, but a smaller support network, a cabin that is less flexible for cargo, and less short-field ruggedness.
- Embraer Phenom 300. Jet speed and altitude with comparable cabin seating, but higher acquisition and operating costs and longer runway requirements.
- Beechcraft King Air 360. The newest version adds autothrottle and a lower cabin altitude, but costs considerably more than any used 350 currently listed.
Frequently asked questions
How much does a used King Air 350 cost?
Recent fyiAero listings showed asking prices from $3,750,000 to $5,400,000, with a median of $4,395,000. The 2007 examples averaged $4,072,500 and a 2011 airplane was asking $5,400,000.
How much does it cost per hour to operate a King Air 350?
fyiAero's operating cost estimate puts variable cost at about $1,161 per flight hour, or roughly $3.83 per nautical mile. Fixed costs like insurance, hangar, and training come on top of that and depend heavily on the operator.
Is the King Air 350 a safe airplane?
NTSB records show 0 accidents for this family in the last 10 years against 158 U.S.-registered aircraft. The type's record reflects good engineering and professional-level training, which owners should keep up with recurrent simulator sessions.
What is the difference between the 350, 350i, and 350ER?
The 350i brought a quieter, updated cabin with modern cabin management, and later Pro Line Fusion avionics. The 350ER is an extended-range, higher gross weight version with extra fuel and heavy-duty landing gear, often used for special missions.
How fast and how far does the King Air 350 fly?
fyiAero's estimate uses a cruise speed of about 303 knots and a range of about 1,806 nautical miles. Actual range depends on payload, altitude, winds, and reserves.
Do I need a type rating to fly a King Air 350?
Yes. Its maximum takeoff weight exceeds 12,500 pounds, so the pilot in command needs a type rating. Insurers will also typically require formal simulator training and meaningful turbine experience before covering a new owner-pilot.
Beechcraft King Air 350 / 350i / 350ER for sale
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.
