Beechcraft King Air B200GT

The B200GT, approved in November 2007, is the B200 given the engine it always wanted: the PT6A-52 — a -60-series core flat-rated to the same 850 shp but holding it several thousand feet higher, with an 820°C ITT limit and 104% N1 against the -42's 800°C/101.5%. Nothing else fundamental changed (same 12,500 lb, same 544 gallons, same Vmo), yet the airplane cruises about 20 knots faster and climbs to the low-30s like the B200 climbs to the mid-20s. In 2011 Beechcraft added BLR winglets, Hartzell composite swept props and a ram-air recovery system and renamed it the King Air 250 — on the type certificate it is still a B200GT, serials BY. Production ran to 2020, when the autothrottle-equipped King Air 260 (out of this page's used-focus scope) replaced it.

This page is split from the B200 because the buyer, the money and the numbers are different: a $2.8M-$5.2M market against $0.6M-$2.9M, 293-310 KTAS against 270-289, and a different engine at overhaul time. On seating the two are the same: A24CE Revision 132 certifies both at a maximum of 15 occupants including crew. An earlier reading of this page put the GT at 11, taken from Revision 98 of 2008; the FAA raised it in a later revision.

Fixed 2026-09-08 — cruise, burn and range are now one row of one table. Every figure below with a source is now backed by a saved passage (data/vault/raw/press/aopa250-kingair-longlivetheking-2026-09-08.md, AOPA's own reprinted factory spec sheet). The page previously stored 293 KTAS / 84 gph from AOPA's FL310 evaluation leg beside 1,150 nm from an uncited document — three numbers from two different flights, one of them unverifiable. Stored now: the spec sheet's own "Max speed cruise power" row — 297 KTAS / 1,103 nm / 78 gph combined (39 gph each engine), 4 passengers, NBAA IFR reserves with a 100-nm alternate, 35,000 ft, 1,800 rpm, 11,000 lb weight.

This is not a full-fuel figure, and that is the fact that resolves the apparent contradiction against the B200 page. The 250 carries 546 gallons but full tanks leave only 115 lb of payload on this airframe — not enough for a pilot. AOPA's own words: "the standard procedure is to fill only the outboard fuel tanks — which, at normal cruise power, lets you fly four passengers 1,100 nautical miles." So 1,103 nm is flown on reduced fuel, sized to carry four people within gross weight. The B200 page's stored 1,644 nm, by contrast, is FULL 544-gallon fuel with a near-solo (~570 lb, "crew + 1") load. Same airframe family, same tank size, but the two stored ranges were never describing comparable missions — one trades fuel for payload, the other doesn't carry the payload at all. The GT's 20%-lower burn is real (78 gph combined against the B200's 104), it is just not the reason the stored ranges look the way they do; the fuel-load difference dominates it.

The evaluation flight itself cruised at FL310: 293 KTAS on 560 pph (84 gph combined), ISA+5 — the altitude owners actually use, where the -52's altitude-holding does its work — with 282 KTAS/480 pph at FL350. Real, and worth keeping in prose, but it has no range figure attached to it in the article (a single observed leg, not a range chart), so runbook rule 3 forbids storing it as the range triple. The factory book maximum-cruise number is 310 KTAS at FL260 at 11,000 lb (still cited to the uncited ka250sd) and Raisbeck's baseline shows 307 at FL280 (also uncited) — both real-sounding, neither independently checked here.

The widely quoted 1,720 nm (also on Wikipedia's King Air 250 spec table) is a zero-payload ferry at long-range cruise — a brochure flight, not a mission a loaded airplane flies, and it is not stored. LRC planning from the AOPA evaluation: ~236 KTAS on 366 pph (55 gph combined) at an 11,000 lb weight.

Runway and climb: 2,600 ft over 50 ft at gross with approach flaps (3,300 flaps-up) for the B200GT; the 250's winglets/props cut the approach-flaps figure to 2,111 ft — the best short-field number in the 200's history. Landing over 50 ft without reverse: 2,845 ft at max weight. Climb 2,420 fpm at gross, FL280 in ~16 minutes. Vmo 260 KCAS / 0.52 Mach, stall 99 clean / 75 landing config at 12,500 lb, ceiling 35,000 ft with a 6.6 psi cabin (10,400 ft cabin at FL350).

B200GT/250: 12,500 lb gross, ~8,580 lb empty (factory BOW less pilot), 544 gal (3,645 lb), ZFW 11,000 lb:

Full fuel is not a real mission on this airframe. At 115 lb of payload there is no room for a pilot, which is why Beechcraft's own NBAA range figures (the row above) are flown on reduced fuel instead — the "Full fuel" row exists only to show why nobody flies it, not as a planning number, and its range is an unsourced estimate carried from the prior page.

Interiors grew heavier through the run — a Fusion-era 250 with every option gives up 200-400 lb against the factory sheet, and AOPA's equipped test airplane showed 3,760 lb useful against the 3,920 stored here. Weigh the actual airplane; on a GT the difference is one passenger. The mission that sells the airplane — six people, 1,000 nm, wheels-up to wheels-down under four hours — closes with fuel to spare.

Related pages: King Air 200/B200, King Air 350, King Air C90GT/GTi/GTx, Pilatus PC-12, Daher TBM, Piaggio Avanti, valuation-methodology, engine-overhaul-pricing, insurance-underwriting, maintenance-ecosystem, business-travel, cross-country

Business travel (10/10). The definitive modern owner/department turboprop: six people, 1,000 nm, under four hours, into strips jets cannot use, with Pro Line 21/Fusion and (on many) ThrustSense autothrottle. Cross-country (9/10). FL310-350 above weather most turboprops ride through. Surveying (8/10) — the special-mission 250 lineage is deep. Cargo (7/10) — B200CGT exists but most GTs are executive. Backcountry (3/10), Training (2/10), Local fun (2/10), Aerobatics (1/10) — as the B200.

Factory Collins Pro Line 21 throughout; late 250s carry Pro Line Fusion touchscreens. Nothing needs retrofitting for capability — the differentiators on the used market are Fusion vs. 21, ADS-B Out (universal now), IS&S ThrustSense autothrottle (~$175K STC, standard on the 260), and TCAS II/TAWS options on 135 airplanes.

• Raisbeck EPIC Gold/Platinum: swept 96" props, certified Part 25-style balanced field data, 318 KTAS at FL280 for a Platinum B200GT — the factory 250 essentially productized half this package.
• BLR winglets on pre-2011 GTs mirror the 250.
• Blackhawk XP52 on B200s is this airplane's aftermarket shadow — when valuing a GT, a converted B200 at $1M less is the cross-shop.

• Parts excellent, mechanics common — current Textron support, shared C-12/260 ecosystem.
• Hot section ~$45,000-$55,000/side at 1,800 hr; overhaul stored $350,000/side at 3,600 hr (house PT6A band; no -52-specific flat rate published — flagged).
• Programs: ESP/JSSI near-universal; ~$300-$400 per engine-hour.
• Annual/phase $25,000-$50,000 routine on young airframes.
• Direct operating ~$1,400-$1,900/hr; stored $320,000/yr reflects ~150 owner hours all-in; 300 hr professional ops run $500,000+.

Asking bands (2025-26): B200GT $2.8M-$3.9M (Guardian Jet band $2.99M-$4.395M across the fleet), King Air 250 $3.4M-$5.2M for late Fusion airplanes; new-delivery pricing ended around $6.4M, and AOPA's 2016 average-equipped was $5.995M. Drivers: engine time (first-run vs. mid-time), Fusion vs. Pro Line 21, autothrottle, program enrollment, and 135 history. Depreciation has been gentle — the 250 is the used turboprop the market most reliably absorbs.

• AD 2020-26-16 wing-fitting inspections apply to the 200 series including BY serials — young fleet, but confirm.
• SAIB CE-19-15 stabilizer spar-cap corrosion nominally includes late 200-series; on 2008+ airframes it is an inspection habit, not a finding pattern.
• PT6A-52: standard PT6 trend discipline; the fleet is young enough that first-run engines approaching 3,600 hr are the value story, not surprises.
• Pre-buy: complete Textron service-center history is the norm here — treat gaps as pricing events. High-utilization 135/medevac GTs exist; cycles drive gear and pressurization wear.

Turbine twin, hull ~0.3-0.5% of agreed value ($10,000-$25,000 on these hulls), all-in $20,000-$40,000 owner-flown, higher for 135 (insurance-costs turbine band, scaled by hull). Sim school initial + annual recurrent required; low-time owner-pilots stepping straight into a $4M GT should expect mentor requirements in writing.