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Textron Aviation unveiled the King Air 260 to replace the 250 model in December 2020.
Having announced a number of significant upgrades in recent years, suppliers have shown as much loyalty as operators to the Beechcraft King Air 200-series, which dates to the 1970s.
“The reputation of offering the latest technology that is proven, efficient, and safe, as well as offering tremendous utility are characteristics well known and valued among King Air pilots and operators,” says Shawn Holstein, president of Indiana-based Holstein Aviation, an International Aircraft Dealers Association (IADA) accredited dealer.
The FAA certified the King Air 250, a King Air 200 derivative, in June 2011. Powered by 850-shp Pratt & Whitney Canada PT6A-52 turboprop engines, it came with BLR Aerospace composite winglets that improved efficiency in all phases of flight, as well as lighter-weight composite propellers and engine induction modifications that boosted performance.
Provisioned for up to seven passengers and two crew, it can fly to 1,150 nm with one pilot, four passengers, and NBAA IFR reserves.
New features gave the twin turboprop its best takeoff performance ever, the former Hawker Beechcraft Corp. (HBC) said at the time. At max takeoff weight (12,500 lb.), its takeoff distance to clear a 50-ft. obstacle was 2,111 ft. at sea level, 400 feet shorter than the preceding B200GT. Shorter runway capability and new hot/high takeoff performance opened access to 1,100 airports previously unavailable to the King Air 200.
“The King Air 250 is a prime example of Hawker Beechcraft's product forward strategy of taking a market-leading aircraft and making it even better,” said HBC Executive Vice President Shawn Vick. “The fact that we have been able to continually adapt this airplane’s roles and applications, and that it continues to be in high demand around the world, is a tribute to the quality of its design and unmatched service record.”
Collins Avionics
The 250 model originally was fitted with Collins Pro Line 21 avionics; in July 2015, Beechcraft Corp. announced certification of Collins’ Pro Line Fusion system on the airplane. Its factory-new equipped price in 2011 was $5.83 million, increasing to $6.1 million four years later, according to the Aircraft Bluebook.
Textron acquired Beechcraft Corp. in 2014 and combined it with Cessna to form Textron Aviation. In December 2020, the manufacturer unveiled the King Air 260 to replace the 250 model.
Listed at nearly $7 million when deliveries began in 2021, the –260 is fitted with the Innovative Solutions & Support ThrustSense Autothrottle, a digital pressurization controller, and Collins MultiScan RTA-4112 weather radar as standard equipment.
Max range for a ferry mission at long-range cruise with NBAA IFR reserves is 1,720 nm, Beechcraft says.
In recent years, suppliers have unveiled significant upgrades of the stalwart twin-turboprop, including the following:
- AeroMech, of Everett, Washington, announced supplemental type certifications (STC) last year to install SpaceX’s high-speed Starlink satellite connectivity system on King Air 200/300 series aircraft. Gogo Avance L3 air-to-ground system is also available for retrofit on King Airs, and STCs are being developed to install Gogo’s Galileo satcom system on King Air 200/300s.
- Collins Aerospace in December 2024 announced a comprehensive avionics modernization plan to upgrade King Air 200 and 300 series aircraft fitted with its Pro Line 21 avionics system; to upgrade King Air 200/300s from Pro Line 21 to Pro Line Fusion; and to upgrade King Air 200/300s already factory-equipped with Pro Line Fusion.
- Garmin has long offered a G1000/G1000 NXi avionics retrofit of King Airs, including King Air 200, B200, and 300-series models. In 2023, Garmin announced imminent availability of its Autoland and Autothrottle functions on G1000 NXi-equipped King Air 200s and 300s.
- Blackhawk Aerospace offers an XP52 Engine+ performance upgrade of the Pratt & Whitney Canada PT6 stock engines on King Air 200s.
“The 250 and 260 are robust, yet comfortable and proven airframes,” said Jim Riner, CEO of Colorado-based Wetzel Aviation, an IADA-accredited dealer. “They are not the same as the King Air 200s they evolved from—the Pratt & Whitney PT6A-52 engines allow operators to flight plan for plus/minus 300 kts.
“Avionics have come a long way too over the course of the past 20 years and late model aircraft have the latest Collins Fusion cockpit with massive informative displays,” Riner added. “Perhaps the biggest benefit of all is that you can take a King Air 250/260 anywhere in the world and find someone who can fly it and someone who can fix it.”
Pre-Owned Market
The Aviation Week Fleet Discovery Database counted 1,559 in-service King Air 200 series aircraft and 88 200Cs as of 2024. More than half—848—were based in North America. Operators were in possession of 31 aircraft.
As of mid-January, there were six King Air 250s and one King Air 260 being offered for sale. Asking prices for the –250 ranged from $5 million to mid-$6 million; for the –260 in the mid-$7 million range.
“The market is thin and acquisition options are limited,” Riner advised. “Buyers will need to focus on the pre-owned market if they want to take advantage today of what these King Airs offer. Fleet planning guidance and patience is essential as new aircraft that are ordered will take a couple of years to receive.”
Other turboprop competitors for the King Air 250 and longer-range, higher-payload King Air 350 include the Piaggio P180 Avanti, the Piper M700/M500/M350 series, the Pilatus PC-12, the Daher TBM series and eventually the single-engine Beechcraft Denali once it is certified.
Various light jets also compete for sales with the King Air.
“Generally, the King Air will have an advantage over jets on missions that are 500 nm or less, and the jets will start to provide more of an advantage on longer missions,” Holstein said.
Cabin And Care
The King Air 250 cabin measures 4 ft., 9 in. from floor to ceiling, 4 ft., 6 in. wide and 16 ft., 8 in. long, with rear semi-enclosed belted lavatory. It is often configured with four-place club seating forward and two forward-facing rear seats.
“The aircraft’s cabin can be configured in many layouts,” Riner said. “Most aircraft have been delivered in an executive cabin layout set up for six passengers in the main cabin, however, there is a very significant fleet of these aircraft that have been configured to support special missions including military flight training and EMS operations. The U.S. government is one of the biggest users.”
The “squared oval” cabin of the King Air provides comfortable seating and good headroom, with environmental system improvements and materials that offer a semi-luxurious environment, Riner noted. Wi-Fi options provide connectivity and runway performance enables passengers to use airports that are closer to their destination.
“The passenger experience is all about cabin comfort and utility in the King Air,” Holstein said. “The reputation of offering the latest technology and tremendous utility are characteristics that are noted by King Air passengers.
King Air 250s variable costs per hour typically run in the $2,000 per hour range for the cost of fuel and airframe and engine maintenance. “This of course can vary depending on the age, condition and maintenance status of the aircraft but as a general rule-of-thumb variable costs are in that range,” Holstein said.
King Air phase inspections typically happen every 200 hr. An entire King Air series of Phase 1-4 inspections is required to be completed every 24 months, says Elliott Aviation, a King Air authorized service facility.
Many operators choose to combine their phase inspections to better utilize their downtime, according to Elliott. This can be done when an aircraft is flown less than 400 hr. in a 24-month period.
Newer model, Pro Line Fusion-equipped King Airs have four “detail” inspections with different intervals. A single detail inspection is required every 200 hr. If an operator does not fly 200 hr. within a 24-month period, they are required to do a dual detail inspection.
Regardless of how an operator completes the inspections, a Detail 1-4 series must be completed in 48 months.
Major maintenance intervals on the engines require an 1800-hr. hot section inspection and 3600-hr. overhaul, Riner said. Landing gear is a 6-year interval and propellers are generally a 5-year item.
BCA welcomes comment and insight from aircraft dealers and brokers for its monthly 20/Twenty pre-owned aircraft market feature. The focus aircraft for February is the Bombardier Challenger 605/650 and for March, the Leonardo AW139. To participate, contact [email protected].
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