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How to Buy a Beechcraft King Air B200 / 250: Buyer's Guide
The benchmark cabin-class twin turboprop: roomy, rugged and well supported. Engine and avionics status drive price far more than model year.
Updated October 2026 · Market data from 21 live fyiAero listings, the FAA registry and NTSB records
Overview
The King Air B200 is the airplane most people picture when they hear the words King Air. It is a pressurized, T-tail twin turboprop on two Pratt & Whitney PT6A engines, certified for single-pilot operation. It carries a real payload out of runways a jet won't touch and has a reputation for being nearly unbreakable when it is properly maintained. Charter operators, air ambulance services, corporate flight departments and well-heeled owner-pilots have flown it for more than four decades. That depth of use means parts, shops, training and insurance underwriters all know the airplane well.
The family runs from the original Super King Air 200 of the mid-1970s through the B200, the glass-cockpit B200GT, the King Air 250 and the current King Air 260. In practice, most of what is for sale is the B200. fyiAero listings currently show 21 aircraft for sale: 19 King Air B200s, one B200C cargo-door model and one King Air 250. The FAA registry counts 629 aircraft in this family on the U.S. register, so the market is deep enough that you can be picky.
Asking prices on fyiAero listings run from $795,000 to $3,350,000, with a median of $2,000,000. Listed aircraft span model years 1981 to 2000, and the median airframe time is 7,242 hours. High hours are normal here. What separates a good buy from a money pit is engine time and maintenance program status, avionics, corrosion and damage history, and how the airplane was maintained.
Who it's for. The B200 suits the owner or operator who regularly flies four to eight people, or a heavy load, on trips of a few hundred to over a thousand miles. It handles short or unimproved runways, ice and real weather with confidence, and the cabin is big enough to work or sleep in. It is also a natural step up for an owner-pilot coming from a piston twin, a King Air C90 or a single-engine turboprop. At 12,500 pounds maximum takeoff weight, it requires no type rating. Insurance is the practical gatekeeper, though. Underwriters look closely at total time, multi-engine time and turbine time. They will expect initial King Air training at a recognized simulator-based provider and annual recurrent. Lower-time pilots should expect to fly with a mentor pilot for a period, or to hire a professional pilot. Many owners run the airplane with a contract or full-time pilot, and some lease it to a Part 135 operator to offset costs.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Super King Air 200 | 1974-1980 | The original version, with PT6A-41 engines and lower pressurization than later models. These are now the least expensive way into the family, but their value depends heavily on engine status, upgrades and corrosion condition. |
| King Air B200 (analog and early EFIS) | 1981-2003 | PT6A-42 engines improved cruise and high-altitude performance, and higher cabin pressurization gave a lower cabin altitude. This is the bulk of today's market. fyiAero listings show 1980s examples averaging roughly $1.47 to $1.6 million and late-1990s examples averaging about $2.78 million, with avionics retrofits narrowing the gap. |
| King Air B200 with Pro Line 21 | 2003-2007 | The factory Collins Pro Line 21 glass cockpit brought integrated flat-panel displays and modern autopilot integration. These command a clear premium over steam-gauge airframes of similar time. |
| King Air B200GT | 2007-2011 | PT6A-52 engines added a meaningful gain in cruise speed and climb at altitude, paired with Pro Line 21. Strong demand keeps prices firm. |
| King Air 250 | 2011-2020 | Essentially a refined B200GT with composite propellers, ram air recovery inlets and winglets, which improve runway and climb performance. It is rare on the used market and sits at the top of the price range. |
| King Air 260 | 2021-present | The current model, with Pro Line Fusion touchscreen avionics, autothrottle and digital pressurization control. It is mostly a new or near-new purchase rather than a typical used-market buy. |
What a Beechcraft King Air B200 / 250 costs to buy
9 priced listings on fyiAero right now ask between $795,000 and $3,350,000, with a median of $2,000,000 and a median of 7,242 hours total time. Against fyiEstimate, 5 are priced below estimate, 1 within range and 2 above.
- On fyiAero listings, model year is a weak price predictor. A single 1981 example is asking $2,000,000 while 1982 examples average about $1,465,000. Engine time, avionics and paint and interior often matter more than the year on the data plate.
- High airframe time is normal. The eight listed aircraft with more than 5,000 hours carry a median asking price of $1,925,000, close to the overall median. Do not dismiss a well-documented high-time airplane.
- Price the engines first. Find out hours since overhaul and since hot section, and whether the engines are enrolled in a manufacturer or third-party hourly program. Program coverage and its transferability can be worth hundreds of thousands of dollars.
- Treat the low end skeptically. An asking price near the $795,000 floor usually means near-runout engines, damage history, corrosion, dated avionics or a combination. Budget accordingly or walk away.
- Pay for verified avionics capability rather than brochure claims. A factory Pro Line 21 airplane, or one with a quality modern retrofit, ADS-B Out and WAAS approaches, holds value far better than a mixed panel of aging analog gear.
- Ask whether the airplane has been on a Part 135 certificate, and pull the maintenance tracking records. Charter history is not bad in itself, since those airplanes are often well maintained. It does mean more cycles and wear on gear, brakes and interiors.
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, trend data and power assurance run. The PT6s are the single biggest value item. Borescope the hot sections, review engine trend monitoring data, and verify that each engine makes rated torque within ITT limits.
- Engine and propeller time status and program paperwork. Confirm hours and calendar since overhaul and hot section on both engines and both props. Check enrollment and transfer terms for any hourly maintenance program.
- Wing spar, wing attach fittings and structural corrosion. King Airs have known inspection requirements around the wing spar caps and wing attach fittings. Have the shop research all applicable ADs and service bulletins and confirm compliance in the records.
- Landing gear actuator, gearbox and retraction system. The electromechanical gear system is robust but expensive when the gearbox, actuators or retract mechanism wear. Verify overhaul status, perform gear swings, and check for play and leaks.
- Nacelle and wing fuel bladders. Bladder cells age and can leak or crack, and replacing them is labor intensive. Look for fuel stains, odor and wet spots, and review bladder replacement history.
- Pressurization system, door seal and cabin leak check. Verify the airplane holds proper differential pressure. Inspect the airstair door seal, outflow and safety valves, and controllers, because leaks show up as noise and lost comfort at altitude.
- Windshields and cabin windows. Heated windshields can delaminate, arc or craze, and they are costly to replace. Inspect for bubbles, discoloration and heating faults, and check cabin windows for crazing.
- Exhaust stacks, engine mounts and firewall area. Hot exhaust stacks can crack and engine mounts take years of vibration. These are common findings on high-time airframes.
- Deice boots, prop deice and anti-ice systems. This is a known-ice airplane, and deteriorated boots or failed prop heat are expensive and ground the airplane for icing work. Operationally test every system.
- Logbook continuity and damage history. Confirm complete records back to new, Phase inspection compliance and any repairs or 337s. Gaps or major repairs significantly affect both value and insurability.
Popular upgrades
- Avionics retrofit (Collins Pro Line 21 or Fusion, or Garmin G1000 NXi). This is the most impactful upgrade on older B200s. A quality integrated glass retrofit with a modern autopilot can close much of the value gap with newer airframes, though you rarely recover the full installed cost at resale.
- PT6A-52 engine upgrade (such as Blackhawk XP52). It brings B200GT-class climb and cruise performance to older airframes, typically with zero-time engines. It adds substantial value and reduces near-term engine cost risk.
- Raisbeck performance package (ram air recovery, swept propellers, strakes, wing lockers). These are popular, well-proven mods that improve runway and climb performance, reduce noise and add baggage space. Buyers expect to see some of them and pay a modest premium.
- Winglets. Aftermarket winglet STCs improve climb and hot-and-high performance and modernize the look. They are a positive value factor, especially for owners flying from shorter or high-elevation fields.
- Interior refurbishment and LED lighting. A fresh, quality interior strongly affects buyer perception and days on market. Value recovery is partial, but a worn interior noticeably hurts asking price.
- ADS-B Out and WAAS navigation. These are effectively required for full utility today. An airplane without them will be discounted by at least the cost of installation.
Ownership costs
fyiAero does not currently have a published operating cost estimate for this family, so budget conservatively and get real numbers from operators and shops. The largest costs are fuel, engine reserves or hourly engine program fees, the Phase inspection program, propeller overhauls, insurance, hangar and training. If you use a professional pilot, add pilot salary or contract fees. Recurrent simulator training for the pilot is effectively a must for insurance. A B200 is far more expensive to run than a piston twin and somewhat more than a single-engine turboprop. Unscheduled items like gear work, windshields, fuel bladders and avionics failures can produce five- and six-figure invoices. Keep a healthy maintenance reserve beyond the purchase price, especially on older or lower-priced airframes.
Safety record
NTSB records show 5 accidents involving this family over the last 10 years, 2 of them fatal and 2 with the aircraft destroyed. Against the FAA registry fleet of 629 aircraft, that works out to about 7.9 accidents and 3.2 fatal accidents per 1,000 registered aircraft over 10 years. For a type that flies hard professional missions in weather, that is a respectable record, and it reflects the airplane's robust design and the strong training culture around it. The main risk areas are an engine failure on or just after takeoff, where proper rudder use, the rudder boost system and disciplined single-engine procedures matter. Others are loss of control in instrument conditions, icing beyond the airplane's capability, fuel management, and single-pilot workload when automation is mismanaged. Annual simulator-based recurrent training, honest personal minimums and good use of the autopilot are the best investments an owner-pilot can make.
Alternatives to consider
- Beechcraft King Air C90 / C90GTx. It is smaller, slower and cheaper to buy and operate, with a lower-altitude, less-pressurized cabin. A good fit if you rarely carry more than four people.
- Beechcraft King Air 350. It is bigger, with more cabin, range and payload, but heavier and more expensive. Later versions above 12,500 pounds require a type rating.
- Pilatus PC-12. It burns less fuel on a single engine with a large cargo door and similar cabin volume. You give up twin-engine redundancy and some speed, and used prices are often comparable or higher.
- Twin Commander 1000 / 900 series. It is often faster and less expensive to acquire, but it has a smaller support network and fleet, and a cabin and maintenance base that are less familiar to many shops.
- Piaggio P.180 Avanti. It offers jet-like speed and efficiency in a striking airframe, but has a smaller support network and higher maintenance complexity, and needs a type rating.
Frequently asked questions
How much does a used King Air B200 cost?
Current fyiAero listings range from $795,000 to $3,350,000, with a median asking price of $2,000,000. Engine status, avionics and damage history explain most of the spread.
Do I need a type rating to fly a King Air B200?
No. The B200 is certified at 12,500 pounds maximum takeoff weight, so it requires a multi-engine rating but not a type rating. Insurers will still require formal initial and recurrent King Air training.
How many hours is too many on a B200 airframe?
High time is typical. The median airframe time on fyiAero listings is 7,242 hours, and listed aircraft over 5,000 hours carry a median asking price of $1,925,000. Maintenance history, corrosion condition and structural inspection compliance matter more than the raw number.
Is a newer B200 worth the extra money?
Often, but not automatically. On fyiAero listings, late-1990s examples average about $2.78 million versus roughly $1.47 to $1.6 million for early-1980s airplanes. A well-upgraded older airframe with fresh engines can be the better value.
How many King Air B200s are for sale right now?
fyiAero currently shows 21 aircraft in this family for sale: 19 B200s, one B200C and one King Air 250. With 629 on the FAA registry, the market is active enough to compare several airplanes before buying.
How safe is the King Air B200?
NTSB records show 5 accidents, 2 of them fatal, over the last 10 years. That is about 7.9 accidents per 1,000 registered aircraft, a solid record for a hard-working twin turboprop. Engine-out training and weather judgment are the key personal safety factors.
Beechcraft King Air B200 / 250 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.
