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How to Buy a Beechcraft King Air 350 / B300: Buyer's Guide
The biggest King Air: a roomy, rugged, twin-engine turboprop that gives jet-class cabin comfort while keeping short-field ability and King Air maintenance familiarity.
Updated October 2026 · Market data from 15 live fyiAero listings, the FAA registry and NTSB records
Overview
The King Air 350, certificated as the Beech B300, is the largest member of the King Air family. Beech stretched the B200 fuselage, added more powerful Pratt & Whitney PT6A-60A engines and gave it the T-tail and winglets that make it easy to recognize on the ramp. The result is a cabin that comfortably seats eight to eleven, a real lavatory, a big aft baggage area, and a cruise speed in the low 300-knot range. It also keeps the trait that makes King Airs popular: it will operate from runways a light jet would rather avoid.
Because the airplane has been in production since around 1990, the used market covers a lot of ground. fyiAero listings currently show 15 for sale, mostly models marketed as the King Air 350, along with a B300, a 350i and a 350iER. Asking prices run from $1,295,000 to $5,995,000 with a median of $3,247,500. The FAA registry shows 619 US-registered aircraft, which gives you a solid shop network, a healthy parts supply and plenty of pilots who know the type.
The important thing to understand early is that model year alone tells you little about value. Engine time and program status, avionics generation, damage history and how the airplane was operated drive price far more than the date on the data plate. A well-kept 1990s airplane with fresh engines and upgraded glass can be worth more than a later airplane with tired engines and original equipment.
Who it's for. The 350 suits owner-flown businesses, corporate flight departments, charter operators and families who regularly move six or more people with bags on trips of roughly 300 to 1,200 miles, often into smaller airports. The maximum takeoff weight is above 12,500 pounds, so every pilot in command needs a BE-300 type rating. Many owners use a professional crew or fly with a second pilot. Insurers will expect formal initial training at a recognized provider, annual recurrent training, and meaningful multi-engine turbine time. Low-time owner-pilots should expect a mentor-pilot requirement, higher premiums, or both, until they build time in type. If you are moving up from a C90 or B200, the systems will feel familiar. If you are coming from a piston twin, plan on a real step up in training and budget.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| King Air 350 / B300 (Collins Pro Line II) | 1990-2003 | These original airplanes have Collins Pro Line II EFIS with CRT displays. They are the value entry point, and their prices vary widely depending on engine status and whether the avionics have been modernized. |
| King Air 350 (Collins Pro Line 21) | 2004-2008 | Factory Pro Line 21 flat-panel avionics modernized the cockpit and generally lift values over earlier airplanes with original panels. Engine time and program enrollment still dominate pricing. |
| King Air 350ER / B300C variants | 1990s-present | The extended-range version adds nacelle fuel, a higher gross weight and heavier landing gear, and some were built for special missions. A cargo-door option also exists. These airplanes appeal to specific missions and can be priced differently because of special equipment and use history. |
| King Air 350i / 350iER | 2009-2020 | This generation brought a redesigned, quieter cabin with updated cabin management, and later moved to Collins Pro Line Fusion touchscreen avionics. These sit at the top of the used market. |
| King Air 360 / 360ER | 2020-present | The current production airplane adds autothrottle, digital pressurization control and cabin refinements. Few are on the used market yet, and those that appear sell for well above earlier airplanes. |
What a Beechcraft King Air 350 / B300 costs to buy
8 priced listings on fyiAero right now ask between $1,295,000 and $5,995,000, with a median of $3,247,500 and a median of 6,754 hours total time. Against fyiEstimate, 4 are priced below estimate, 0 within range and 4 above.
- Expect a wide spread. fyiAero listings show asking prices from $1,295,000 to $5,995,000, with a median of $3,247,500 across 15 airplanes.
- Do not shop by year. A 1991 sample averaged $3,430,000 across three listings, while a 2004 listing asked $1,850,000. Engine time, engine program status and avionics explain most of that gap.
- High time is normal and not disqualifying. The median airframe in current listings shows 6,754 hours, and airplanes with more than 5,000 hours have a median ask of $2,545,000. Focus on the maintenance history, not the hour meter.
- Engine program enrollment can be worth hundreds of thousands of dollars. Confirm the program is transferable and fully paid up, and find out whether any buy-in or catch-up payment applies.
- Price each airplane against its next big events: hot sections, engine overhauls, prop overhauls and the upcoming phase inspections. Ask the seller to support the asking price against those costs.
- Ex-charter and special-mission airplanes can be good buys, but they need extra records review for cycles, modifications and damage 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, hot section and trend data. PT6A-60A overhauls and hot sections are the biggest cost items. Borescope findings and engine trend monitoring history show whether the engines will make TBO or need early work.
- Engine program contracts and overhaul status. Verify enrollment, coverage level, transferability and any outstanding payments. Program status directly affects what the airplane is worth.
- Propeller overhaul status and blade condition. Four-blade prop overhauls are expensive and calendar-limited. Blade erosion, de-ice boot condition and any prop strike history matter.
- Phase inspection records and compliance. Most 350s are maintained under a phased program. Confirm which phase is next, check that nothing was deferred, and have the shop research all applicable ADs and SBs.
- Wing, spar and structural corrosion. Airplanes based near the coast, or used in charter and special missions, can hide corrosion in the wing structure, wheel wells and lower fuselage. These areas need a careful inspection.
- Landing gear, actuators and brakes. Gear system wear, actuator condition, tires and brake wear are common findings and add up quickly on a heavy airplane.
- Pressurization and environmental system. Test the outflow and safety valves, door seals and bleed-air components in flight. Leaks and weak air conditioning are common and costly to chase down.
- Windshields and ice protection. Heated windshield delamination or arcing, and worn surface de-ice boots, are expensive to fix and critical for flight in known icing.
- Fuel system and nacelle tanks. Fuel cell leaks, aging bladders and fuel quantity system problems turn up often. On ER airplanes, inspect the additional nacelle fuel installation.
- Avionics function and obsolescence. Original Pro Line II CRT displays and older components are getting harder to support. Confirm everything works, check ADS-B compliance, and price out a panel upgrade if one is likely.
Popular upgrades
- Garmin G1000 NXi or Collins avionics retrofit. Replacing Pro Line II with modern glass is the biggest value lever on older airplanes. A recent retrofit lets a 1990s airplane compete with later models on price.
- Engine maintenance program enrollment. It is not a physical mod, but full program coverage is often treated like an upgrade at resale. Buyers pay more for predictable engine costs.
- Raisbeck performance mods and aftermarket props. Swept-blade propellers and related performance packages can improve takeoff performance, climb and cabin noise. They generally add appeal more than dollar-for-dollar value.
- Cabin refurbishment and LED lighting. A fresh, quality interior matters to corporate and charter buyers. Expect partial value recovery at resale.
- Cabin connectivity. Satellite Wi-Fi is increasingly expected by passengers. It helps marketability, but subscription costs should be factored into your budget.
Ownership costs
Ownership costs follow turbine twin economics, not piston economics. fyiAero's operating cost estimate puts variable cost at about $1,161 per flight hour. That figure is driven mostly by fuel, engine reserves and maintenance. The estimate's annual budget is $174,449 based on 53 flight hours per year, and it covers fixed items such as insurance, hangar, training and inspections on top of hourly costs. Fly more and the total rises, but the cost per hour falls as fixed costs are spread out. With a cruise speed of about 303 knots and roughly 1,806 nm of range, the estimate works out to about $3.83 per nautical mile. Budget separately for big-ticket events the hourly number can smooth over, such as hot sections, prop overhauls and avionics retrofits. Also plan for a crew salary if you will not fly the airplane yourself.
Safety record
The 350 has a strong safety record. NTSB records show 2 accidents in the last 10 years, with no fatal accidents and no aircraft destroyed. Against the 619 aircraft on the FAA registry, that works out to about 3.2 accidents per 1,000 aircraft over the decade and zero fatal accidents per 1,000. The airframe and PT6 engines are proven. The risks that remain in King Air operations are mostly about the pilot and the operation: engine failure on takeoff and loss of directional control near minimum control speed, workload during single-pilot IFR in poor weather, flight in icing, and runway excursions at short or contaminated fields. Type-specific simulator training, disciplined recurrent training, and solid standard operating procedures are the best investments a 350 owner can make.
Alternatives to consider
- Beechcraft King Air B200 / 250 / 260. These offer a smaller cabin and less payload. Most variants weigh under 12,500 pounds and need no type rating, with lower purchase and operating costs. They give up the 350's extra seats and space.
- Pilatus PC-12. A single-engine turboprop with a large cabin, a big cargo door and lower fuel burn. It is slower and lacks the redundancy of a second engine, which some buyers and corporate policies require.
- Cessna Citation CJ3 / CJ3+. This jet is faster and flies higher, giving a smoother ride, with similar single-pilot type-rating requirements. It has a smaller cabin, needs longer runways and generally costs more per hour.
- Embraer Phenom 300. It offers jet speed and range with a modern cockpit, but costs significantly more to buy and run. It is less comfortable on short or unimproved strips.
- Piaggio P.180 Avanti. A pusher turboprop that comes close to jet speed with good fuel efficiency. It has a smaller cabin, a much smaller fleet and a thinner support network than the King Air.
Frequently asked questions
How much does a used King Air 350 cost?
fyiAero listings currently show asking prices from $1,295,000 to $5,995,000, with a median of $3,247,500. Engine status, avionics and damage history move the price more than model year does.
Do I need a type rating to fly a King Air 350?
Yes. Its maximum takeoff weight is above 12,500 pounds, so the pilot in command needs a BE-300 type rating. Insurers will also expect formal initial and recurrent training.
What does it cost per hour to operate a King Air 350?
fyiAero's operating cost estimate puts variable cost at about $1,161 per hour. The estimate's annual budget is $174,449 based on 53 flight hours. Crew costs and major overhaul events can push real-world totals higher.
Is the King Air 350 the same as the B300?
Yes. B300 is the FAA certification designation, and King Air 350 is the marketing name. Later variants such as the 350i, 350ER and 350iER belong to the same family.
How fast and how far does a King Air 350 fly?
fyiAero's estimate uses a cruise speed of about 303 knots and a range of about 1,806 nm. Actual range depends on payload, altitude, winds and reserves.
Is a high-time King Air 350 a bad buy?
Not necessarily. The median listed airframe has 6,754 hours, and airplanes with more than 5,000 hours have a median ask of $2,545,000. What matters is engine and prop status, corrosion, records quality and program coverage.
Beechcraft King Air 350 / B300 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.
