Beechcraft King Air B200

The Super King Air 200 is the airplane every pilot pictures when someone says "King Air": the T-tail, 850 shp a side, 12,500 lb — deliberately one pound under the type-rating threshold — a 54'6" wing, and a cabin that made it the world's default air-ambulance, government, charter and corporate turboprop. The Model 200 was approved in December 1973; the B200 replaced it in February 1981 with PT6A-42s (same 850 shp, far better hot-and-high), a 6.6 psi cabin, and an 11,000 lb zero-fuel weight, and then stayed in production for 26 years. Over 1,800 civilian 200/B200s were delivered before the B200GT took over in 2008, plus the enormous military C-12 family — which is why parts, mechanics, training and comparables are the best of any turbine twin on earth.

Against the PC-12 it trades efficiency and full-seats-full-tanks loading for two engines, a wider CG envelope, and single-engine climb that beats some light jets. Against a Cheyenne III it costs more and cruises similarly, but the support network is a different sport. Its little siblings on the C90 page cost half as much per hour; its big sibling the 350 carries more, further, for more money.

The certified maximum is 15 occupants including crew (A24CE); the executive configuration Raytheon documents is crew + 7, and 9-10 seat commuter/utility layouts are common. The frontmatter stores the typical 8; the finder should not treat this as a 15-seat airplane.

The stored pair is Raytheon's own: high-speed cruise 289 KTAS at FL220 (cruise_altitude_ft: 22000) burning 700 pph (104 gph). The stored 1,644 nm is the same document's maximum-fuel range at high-speed cruise power with NBAA IFR reserves and a 100 nm alternate — flown as a real mission it climbs to the FL280-320 band where the -42s burn far less, which is why the average speed works out to 267 kt. Long-range cruise from the same sheet: 228 KTAS on 378 pph at FL290. Real-world planning numbers from operators (AOPA): ~250 KTAS at FL270 on 500 pph. Raisbeck's factory-baseline table agrees from the other direction: 285 KTAS at FL280 at 11,000 lb.

On comparing this against the B200GT's stored range — resolved 2026-09-08. Both pages cited 544 usable gallons, the GT burning 20% less per hour, yet the GT's stored range was 30% shorter (1,150 nm against 1,644 nm) — read literally, an impossible pair. It was not the burn rate and it was not a wrong number on either page: the two stored ranges were flown at different PAYLOADS. This page's 1,644 nm is full 544-gallon fuel with a near-solo ~570 lb load ("crew + 1" in the Payload-Range table below — 4,217 lb useful load minus 3,645 lb of fuel). The GT's fixed figure (now 1,103 nm, corrected from the previous unsourced 1,150) is flown on reduced, outboard-tanks-only fuel with four passengers aboard, because full tanks leave that airframe only 115 lb of payload — not enough for a pilot, per its own factory spec sheet (see that page). Two different missions on two airframes that happen to share a fuel-tank size; the lower burn is real, it is just not what the range gap is showing.

Climb at gross is 2,460 fpm, FL250 in 16 minutes, single-engine 740 fpm and a 21,900 ft engine-out ceiling — the number that separates this class from every cabin-class piston twin and most light jets. Certified ceiling 35,000 ft (31,000 on the earliest 200s).

Runway honesty, because the flap setting matters: takeoff over 50 ft at gross is 2,600 ft with approach flaps (Raytheon and Raisbeck agree) but 3,300 ft flaps-up; accelerate-stop 3,380-3,413 ft. Landing over 50 ft at max landing weight is 2,845 ft without reverse — with reverse the working number shrinks well under 2,000. Vmo is 260 kt calibrated (0.52 Mach), maneuvering 182 kt, stall 99 clean / 75 landing config.

B200: 12,500 lb gross, 8,283 lb basic empty, 544 gal (3,645 lb), ZFW 11,000 lb (caps cabin+crew at ~2,700 lb equipped):

The table is why the PC-12 sales pitch exists — and why it only half-lands: the B200 will not lift full seats and full tanks, but at the 420-505 gal loadings that cover every real mission it carries six people 1,200 nm at 280 knots with two engines. The 200 (10,400 lb ZFW) gives up ~600 lb of cabin against the B200 — check which airplane the listing actually is before running the numbers.

Related pages: King Air B200GT/250, King Air 350, King Air C90, King Air F90, Pilatus PC-12, Piper Cheyenne III, Cessna Caravan, valuation-methodology, engine-overhaul-pricing, insurance-underwriting, maintenance-ecosystem, business-travel, cross-country, cargo-hauling, surveying

Business travel (10/10). The class-defining machine: six-plus passengers, 280 knots, 1,200-1,500 nm with reserves, 3,500 ft strips, and dispatch reliability that airlines would recognize. Nothing at the price does all of it.

Cross-country (9/10). Continental legs nonstop with reserves at FL280 above the weather, boots and radar for the rest.

Cargo hauling (8/10). 4,000+ lb useful load, and the B200C's 52-inch cargo door made it the feeder-freight and medevac standard worldwide.

Surveying (8/10). 200T survey variants exist from the factory; endurance, stability, and payload for sensors — plus the huge ISR pedigree.

Backcountry (3/10). It operates from good unimproved strips at partial weights (Africa and Alaska prove it), but this is a 12,500 lb T-tail — treat it as an airport airplane.

Flight training (2/10), Local fun (2/10), Aerobatics (1/10). Recurrent platform; $1,300+/hr; no.

• Steam/early EFIS (1974-1990): Collins Pro Line, Sperry — flyable but discounted; display and gyro support is the drag.
• Pro Line II + EFIS (1990s-2007): the bulk of the fleet; many with Universal FMS.
• Retrofits: Garmin G1000 NXi (Textron-supported, ~$350K-$450K) and dual GTN Xi/TXi paths are both common; Pro Line Fusion retrofits exist for late airframes. A modern panel moves resale $150K-$300K.
• IS&S ThrustSense autothrottle STC (~$175K) — increasingly expected on owner-flown B200s; standard equipment philosophy on the current King Air 260 trickles down.

• Blackhawk XP52 (PT6A-52 conversion, ~$1.2M): turns a B200 into a B200GT-performer at overhaul time; XP61 goes further.
• Raisbeck EPIC package: swept props, ram-air recovery, strakes, wing lockers, high-flotation gear doors — cuts the flaps-up takeoff to 2,210 ft over 50, adds ~10 KTAS, and adds a certified Part 25-style balanced field length option. The most modified fleet in GA.
• BLR winglets, Frakes stacks, cargo and medevac interiors, aux tanks (200T lineage).

• Parts: excellent — Textron active support plus the C-12 military supply chain and broad PMA coverage.
• Mechanics: common — every turbine shop in the country.
• Annual/phase: $20,000-$45,000 routine; $75,000-$150,000 in a SID/corrosion-discovery year.
• Hot section: ~$45,000-$50,000/side at 1,800 hr. Overhaul: $255,000-$425,000/side (stored $340,000) at 3,600 hr — budget ~$700K the pair.
• Programs: ESP/JSSI ~$275-$375 per engine-hour; near-universal on professionally operated airframes.
• Direct operating $1,300-$1,800/hr; the stored $300,000/yr reflects ~150 owner-flown hours all-in. A 300 hr/yr professional operation runs $400,000-$500,000+.

2026 asking bands: straight 200s $600K-$1.3M (AOPA's Vref put a 1974 airplane at $455K in 2020; modified examples ask far more), B200s $1.0M-$2.9M with the GlobalAir twelve-listing average at $2.18M and Vref for a 2012 at $2.75M. Engine time to HSI/TBO is the dominant variable (a $340K-per-side event), then panel, then Raisbeck/Blackhawk equipment (recovering 50-70% of cost), then interior/paint. Program enrollment (ESP, JSSI) materially supports price. The B200's liquidity is its quiet superpower — it is the easiest airplane in this class to sell.

• AD 2020-26-16 — lower forward wing fittings: repetitive inspections across the 200 series; ask for the compliance record and next due.
• SAIB CE-19-15 — horizontal/vertical stabilizer rear spar-cap corrosion (F90/200/B200/300 series): ~100 repairs reported in a decade; the T-tail junction inspection is the one most skipped and most expensive to find late.
• Beech SIDs: center-section, cabin bilges, wet insulation on older airframes.
• PT6A-41/-42: CT blade condition, fuel nozzles, ITT margin trend; buy the trend data and last borescope.
• Gear, flap actuators, pressurization controllers on high-cycle (freight/medevac/135) airframes — cycles, not hours, drive these.
• Pre-buy red flags: mismatched engine times, log gaps around hot sections, salt-country history, high-cycle ex-ambulance airframes priced as corporate queens.

Turbine twin. Hull ~0.3-0.5% of agreed value ($5,000-$12,000 on a $2M airplane), liability $8,000-$20,000, all-in $15,000-$35,000 owner-flown, more for 135. FlightSafety/CAE/SimCom initial and annual recurrent are non-negotiable; typical minimums ~2,000 TT / 750 multi / 250 turbine without type experience, mentor time for transitioning owners. Two-pilot crews standard in charter and most flight departments.