King Air 250 PS-CSM in Brazil, December 2019; note the winglets and four-blade composite propellers. · Pedro A.R. Nunes · CC BY 2.0 (https://creativecommons.org/licenses/by/2.0) · resized
Beechcraft · Turboprop
King Air 250
Fourth of five versions of the 200-series King Air, between the B200GT and the current 260.
The King Air 250 is the most capable 200-series King Air short of the current 260: quicker off the ground, better on hot days and easy to support. Its weakness is payload with full tanks, so long legs mean fewer passengers.
Buy it if
You fly two to six people on trips of 300 to 1,000 nm, use short or high-elevation runways, and want two engines, a huge service network and a type most turboprop pilots know.
Skip it if
You regularly need full cabins beyond about 1,000 nm, want a stand-up cabin or enclosed lavatory, or are comfortable with one engine; a Pilatus PC-12 costs less per hour.
Biggest compromise
Fuel and passengers share one weight budget. With the tanks full, Beechcraft's own figures leave about 115 lb for people and bags, so a four-passenger trip tops out near 1,100 nm with reserves.
The numbers that matter
Purchase price
$3.1M–$4.95M
guide value (FindAircraft sales records (10th to 90th percentile of reported sales))
What it costs per year
$825K
at 300 hrs · one professional pilot
How far it flies
1,720 nm
About 1,100 nm with four passengers
How fast
310 kt
high-speed cruise
Seats
7
7 passengers plus belted lavatory seat
Pilots needed
1
Certified for one pilot; many charter operators and insurers prefer two.
Price
What one costs to buy
Guide value
$3.1M–$4.95M
Other sites
Priced vs call
with a price / call for price
No King Air 250 for sale shows a public price. Reported sales mostly ran $3.1–4.95M, averaging about $4.35M over the past year.
Price vs its family and alternatives
Scroll to explore · select a jet for details
King Air 250 · This aircraft
$3.1M–$4.95M guide
Guide value, not a listed asking price.
Sits between the King Air 350 (B300) and the PC-12 NG (/47E).
For sale now
None listed right now
Cost to own
What it costs per year to run
300hours / year
Per year
Per flight hour
Estimate — your operator will quote actual numbers.
Fuel, maintenance, engine program and trip and miscellaneous costs rise as you fly more. One professional pilot, recurrent training, hangar, insurance, management and subscriptions and fixed extras stay the same however much you fly.
Where the money goes
- One professional pilot$175,00021%
- Recurrent training$23,1253%
- Hangar$24,0003%
- Insurance$25,0003%
- Management$30,0004%
- Subscriptions and fixed extras$30,0004%
- Fuel$227,71528%
- Maintenance$144,90018%
- Engine program$98,85012%
- Trip and miscellaneous costs$46,2006%
Fuel is the biggest single cost at 28% of the total.
The JetGrade
70 out of 100 — Typical for its class
Peer group: Pilatus PC-12 NG, Piaggio P.180 Avanti II, Beechcraft King Air 350, Beechcraft King Air B200GT
Seven categories at a glance
- - - 70 = typical— This aircraft
Strongest on reliability & support, weakest on range & payload.
Grades are editorial opinions about the model, not any specific aircraft. Sponsors and affiliates have no input. Reviewed 2026-10-04.
Where it flies
Sample trips and reach
Typical trips on a map
Nonstop
Depends on weight or weather
Fuel stop likely
3 of 6 sample trips are comfortable nonstops.
Sample flight times
- 1.1 hr
Carlsbad → Las Vegas
205 nm · Short hop with ample fuel and payload
- 2.6 hr
Carlsbad → Aspen
625 nm · High-altitude airport; depends on weight and weather
- 3.1 hr
Santa Ana → San José del Cabo
765 nm · Comfortably within four-passenger range
- 3.6 hr
Teterboro → West Palm Beach
900 nm · Within four-passenger range; strong headwinds may force a stop
- 4.8 hr
Dallas → Teterboro
1,190 nm · Usually one stop with four passengers
- 7.9 hr
Carlsbad → Teterboro
2,100 nm · One stop mid-continent; often two westbound
Lineage
What came before and after
2011–2020
King Air 250
Winglets, composite props and ram-air system for short, hot runways.
What changed from the King Air B200GT
- Carbon-fiber winglets from BLR improve climb and hot-day takeoff.
- Raisbeck ram-air system runs the engines about 20°C cooler, keeping more power on hot days.
- Swept four-blade composite Hartzell propellers replace aluminum blades.
- Takeoff over a 50-ft obstacle drops to 2,111 ft at maximum weight.
- Pro Line Fusion touchscreens replaced Pro Line 21 on aircraft delivered from mid-2015.
- The 2015 update added standard Wi-Fi and electronically dimmable window shades.
Size and cabin
How big it is, inside and out
Outside
Silhouette · scaled to length
Length
Wingspan
Height
Inside the cabin
Cabin length
Width
Height
Compare
How it stacks up
This aircraft
King Air 250
- JetGrade
- 70
- Price
- $3.1M–$4.95M guide
- Cost per year
- $825K
- Range
- 1,720 nm
- Speed
- 310 kt
- Seats
- 7
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 2011–2020
← Before
- JetGrade
- 72
- Price
- $2.2M–$2.5M guide
- Cost per year
- $1.08M
- Range
- 1,650 nm
- Speed
- 307 kt
- Seats
- 8
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 2007–2011
After →
- JetGrade
- 69
- Cost per year
- $780K
- Range
- 1,720 nm
- Speed
- 310 kt
- Seats
- 7
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 2021–now
Alternative
- JetGrade
- 79
- Price
- $4.42M
- Cost per year
- $524K
- Range
- 1,830 nm
- Speed
- 280 kt
- Seats
- 6
- Cabin length
- 16′ 11″
- Pilots
- 1
- Years built
- 2008–2020
Alternative
- JetGrade
- 76
- Price
- $3.25M
- Cost per year
- $1.13M
- Range
- 1,806 nm
- Speed
- 312 kt
- Seats
- 8
- Cabin length
- 19′ 6″
- Pilots
- 1
- Years built
- 1990–2009
- Beechcraft King Air 260 instead: Same airframe and performance plus an autothrottle, digital pressurization and newer avionics; the current version, priced well above a 250.
- Pilatus PC-12 NG instead: One engine instead of two, a roomier flat-floor cabin and a large cargo door, with lower hourly operating costs.
- Beechcraft King Air 350 instead: Longer cabin, more powerful engines and better payload; older examples trade at similar or lower prices than a 250.
Gold marks the best figure in each row.
Owning one
What to know before you buy
Engines & inspections
2 × Pratt & Whitney Canada PT6A-52 · 850 shp each
No APUEngine hours until overhaul
- Phase or Detail inspections · 200 hr
- Engine minor inspection · 400 hr
- Starter-generator overhaul · 1,000 hr
- Engine hot section inspection · 1,800 hr
- Engine overhaul · 3,600 hr
- Propeller overhaul · 4,000 hr
- Landing gear inspection every 72 months
- Wing bolt inspection every 60 months
Most 250s on the market are enrolled in Pratt & Whitney's hourly engine plan; confirm the tier and that it transfers to you.
Known issues
Hot section cost swings
A hot section inspection can cost anywhere from $15,000 to $150,000 per engine; an hourly engine program caps that exposure.
Two avionics generations
Aircraft built before mid-2015 have Pro Line 21; later ones have touchscreen Pro Line Fusion with standard Wi-Fi. Price them differently.
Modification paperwork
Winglets, ram-air system and other add-ons carry their own maintenance instructions, which shops unfamiliar with King Airs sometimes miss.
Pre-buy checklist
0 of 10 checked
King Airs are supported by Textron Aviation service centers and a large network of independent specialists, and the PT6A engine family has one of the deepest parts and shop networks in aviation.
Review
The full review
Strengths
- Clears a 50-ft obstacle in 2,111 ft at maximum weight; about 3,100 ft at a 5,000-ft airport on a 25°C day.
- Cruises at up to 310 knots and climbs at 2,437 ft per minute to a 35,000-ft ceiling.
- Two Pratt & Whitney PT6A-52 engines with a 3,600-hour overhaul interval and one of the deepest support networks in aviation.
Limitations
- Full tanks leave only about 115 lb of payload; four passengers cap range near 1,100 nm with reserves.
- The cabin is 4 ft 9 in tall, and the toilet is a belted aft seat, not a closed lavatory.
- Runs about $825,000 a year at 300 hours with one pilot, more than single-engine rivals.
The King Air 250 is the version of Beechcraft's long-running 200-series twin turboprop built from 2011 to 2020. It sits between the B200GT it replaced and the King Air 260 that followed, and all three share one type certificate as the Model B200GT. What made it a 250 was a performance package: carbon-fiber winglets, swept four-blade composite propellers from Hartzell, and a Raisbeck ram-air system that feeds the engines cooler air.
Pilot's take
From the left seat the 250 flies like every other 200-series King Air, which is the point: predictable handling, solid stall behavior and systems most turboprop pilots already know. The winglets and swept composite props show up in the takeoff roll and the climb, especially on hot days. Workload is manageable for one pilot, though many operators still fly with two. Plan fuel and passenger loads together on every long leg, because the airplane will carry more of one than the other. Fusion-equipped aircraft add touchscreen flight planning; earlier Pro Line 21 cockpits are simpler and familiar to many pilots.
Who this is for
Business owners and companies flying regional trips with two to six people, operators at short or high-altitude airports, and charter or medical operators who value twin-engine redundancy and a type pilots and mechanics already know well.
Ask about this aircraft
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