Beechcraft King Air C90GT

In 2006 Raytheon did to the C90B what Blackhawk had been doing aftermarket: it hung PT6A-135As on it. The engines are still flat-rated to 550 shp — same placarded power as a C90B — but the -135A is thermodynamically a 750 shp engine, so it holds its 550 all the way up instead of running out of ITT in the teens. The result is a genuine 25-45 knot cruise jump (270+ KTAS versus a C90B's 226-246) from the same airframe, same fuel, and near-identical certified limits. That single fact is the whole page: the GT series is the C90 cabin with 200-class speed economics, and the used market prices it accordingly — which is why it does not share a page with the legacy C90s.

Three variants, one airplane: C90GT (2006-2007, 97 built), C90GTi (2008 on, Collins Pro Line 21 glass), and C90GTx (2010-2021, winglets, gross weight to 10,485 lb, later Fusion touchscreens). The GTx was the last straight-tail King Air; Textron ended 90-series production in 2021 after 57 years.

The GTx's gross-weight increase is real but modest — its extra 385 lb roughly restores what a decade of interior weight took. (A winglet STC referenced in the NZ acceptance file lists 10,545 lb; the factory GTx number is 10,485 — flagged, see the body's sources note.)

The stored triple is one Raytheon document, one regime: high-speed cruise 270 KTAS at FL200 burning 612 pph (91 gph), and 1,026 nm max-fuel range at high-speed cruise with NBAA IFR reserves (100 nm alternate). Long-range cruise from the same document: 208 KTAS at FL260 on 332 pph (50 gph) — the ferry figure is only 1,036 nm because the airplane still carries 384 gallons; nothing about the GT adds fuel.

That is the honest comparison against a C90B: same tanks, same burn regime up high, 25-45 more knots. Owners plan 260-270 KTAS at FL240-FL280 on 90-100 gph, or pull back to 55-60 gph in the mid-flight levels. Climb at gross is 1,953 fpm (474 fpm single-engine; single-engine ceiling 19,170 ft). Runway numbers are C90-class: 2,392 ft over 50 ft to take off (flaps approach), 2,355 ft to land at max landing weight, approach at 101 kt. Vmo 226 KCAS, max operating altitude 30,000 ft, 5.0 psi cabin (11,065 ft sea-level cabin).

C90GT/GTi at 10,100 lb, 6,950 lb typically equipped empty, 384 gal (2,573 lb):

The GTx improves the middle rows (~3,290 lb useful) but the shape is the same: this is a 2-4 people, 600-900 nm airplane. Full seats and full tanks do not coexist, and the max-payload row is honest about how short the airplane gets when you load the cabin. Buyers who need six people 1,000 nm are B200 buyers.

Related pages: King Air C90 (legacy), King Air F90, King Air 200/B200, King Air B200GT/250, Pilatus PC-12, Daher TBM, valuation-methodology, engine-overhaul-pricing, insurance-underwriting, maintenance-ecosystem, business-travel, cross-country

Business travel (9/10). The step-up owner-pilot's sweet spot: C90 handling and insurance profile, near-B200 block times on 600 nm legs, 3,000 ft runway ability, modern glass on GTi/GTx. Held from 10 by the 547-978 lb full-fuel payload and 384 gal tanks.

Cross-country (8/10). 600-900 nm legs with reserves at 260+ KTAS. The tanks, not the engines, set the radius.

Surveying (7/10), Cargo (5/10), Backcountry (3/10), Training (2/10), Local fun (2/10), Aerobatics (1/10). Same airframe logic as the C90 page; the GT premium buys speed, not lift.

• C90GT: last of the Pro Line II/EFIS panels; most have since gained GTN Xi navigators and ADS-B.
• C90GTi: Collins Pro Line 21 — integrated, 135-capable, still fully supported.
• C90GTx (2015+): Pro Line Fusion touchscreens on late aircraft; the most future-proof panel in the 90 fleet.
• Aftermarket Garmin G1000 NXi conversions exist for GT-era airplanes but make little economic sense against a GTi/GTx's factory glass.

• Raisbeck swept-blade propellers and aft-body strakes (strakes are factory-standard on the GTx — Raisbeck's own design).
• BLR winglets on GT/GTi mirror the GTx look; verify which weight schedule applies.
• Blackhawk XP135A on older C90s creates a near-GT for less money — when cross-shopping, a converted C90A/B with the same engines at a lower price is this page's real competitor; the difference is airframe age, gross weight and factory support.

• Parts excellent, mechanics common — current-production-adjacent Textron support.
• Hot section ~$45,000/side at 1,800 hr; overhaul ~$320,000/side (P&WCSMART flat rate) at 3,600 hr — budget ~$640,000 the pair.
• Annual/phase $15,000-$30,000 routine on these younger airframes.
• Direct operating ~$750-$950/hr with reserves; ~$220,000/yr all-in at 150 hr with fixed costs.

Asking bands (2025-26 market): C90GT $1.3M-$1.7M; C90GTi $1.6M-$2.2M; C90GTx $2.2M-$3.4M (a 2011 GTx on Trade-A-Plane asked $3.395M in mid-2026). New, a GTx listed around $3.9M. Engine times drive the spread as always ($320K/side flat-rate at overhaul), then panel generation (Fusion GTx at the top), then Raisbeck/BLR equipment. These aircraft compete directly against early B200s at the same money — the GT buys newer metal and single-pilot friendliness; the B200 buys cabin, payload and range.

• AD 2020-26-16 wing fitting inspections apply to the 90 series including these serials — recurring; confirm status.
• Wing attachment bolt replacement per the TCDS-referenced service instructions.
• Young airframes by King Air standards (2006+), so corrosion SIDs are routine rather than existential; the cost drivers are engine trend health, boot life, and Pro Line component repairs on GT-era EFIS.
• Pre-buy: ITT margin trend, prop strike history (4-blade Hartzells), gear swing, and complete Beech service-center pedigree — most of this fleet has it, and gaps are a red flag in this price class.

Turbine-twin category; hull ~$10,000-$18,000 on typical values, all-in $15,000-$30,000 owner-flown (house band insurance-costs). Same school-and-recurrent requirements as every King Air; the GT series is popular with first-time turbine owners and insurers know the type well.