King Air B100 N68MU, photographed in 2022. · Photo: Tomás Del Coro via Wikimedia Commons, CC BY-SA 4.0
Beechcraft · Turboprop
King Air B100
Third and final version of the King Air 100 series, and the only King Air with Garrett engines.
The B100 gives you the same cabin as a King Air 200 for about the price of an older King Air 90. The catch is its Garrett engines: fewer shops, a fussier start and big overhaul bills. Buy it on engine times.
Buy it if
You fly four to six people up to about 800 nautical miles, mostly from low-elevation airports, want a pressurized King Air cabin with a lavatory for under $900,000, and have a good TPE331 shop nearby.
Skip it if
You fly from high mountain airports, want the PT6 engines nearly every King Air shop knows, or need more than about 900 nautical miles with four passengers. A King Air 200 or a Conquest II covers those better.
Biggest compromise
The engines. The B100 is the only King Air built with Garrett TPE331s.
The numbers that matter
Purchase price
$668K–$880K
guide value (Planephd and AircraftCostCalculator)
What it costs per year
$675K
at 300 hrs · one professional pilot
How far it flies
1,325 nm
810–900 nm with passengers
How fast
265 kt
high-speed cruise
Seats
6
6 typical, up to 9 by interior
Pilots needed
1
Certified for one pilot; many owners and operators fly it single-pilot.
Price
What one costs to buy
Guide value
$668K–$880K
Other sites
Priced vs call
with a price / call for price
Two of seven B100s for sale show prices: $675,500 and $895,000. Published guide values run about $668,000 to $880,000.
Price vs its family and alternatives
Scroll to explore · select a jet for details
King Air B100 · This aircraft
$668K–$880K guide
Guide value, not a listed asking price.
Sits between the King Air 100 / A100 and the King Air 200.
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, airframe maintenance and engine overhaul and hot section reserve rise as you fly more. Pilot salary and benefits, pilot training, hangar, insurance and databases, weather and subscriptions stay the same however much you fly.
Where the money goes
- Pilot salary and benefits$108,00016%
- Pilot training$22,5003%
- Hangar$24,0004%
- Insurance$27,5004%
- Databases, weather and subscriptions$10,5002%
- Fuel$234,31835%
- Airframe maintenance$187,50028%
- Engine overhaul and hot section reserve$60,6009%
Fuel is the biggest single cost at 35% of the total.
The JetGrade
67 out of 100 — Below its class average
Peer group: King Air 100 / A100, King Air 200, Cessna Conquest II (441), Piper Cheyenne III (PA-42), Mitsubishi MU-2 long body
Seven categories at a glance
- - - 70 = typical— This aircraft
Strongest on cabin & passenger comfort, 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
2 of 6 sample trips are comfortable nonstops.
Sample flight times
- 1.2 hr
Carlsbad → Las Vegas
205 nm · Short hop well within range
- 2.9 hr
Carlsbad → Aspen
625 nm · Hot-and-high; depends on weight and weather
- 3.5 hr
Santa Ana → San José del Cabo
765 nm · Four passengers fit; little margin for headwinds
- 4.4 hr
Teterboro → West Palm Beach
900 nm · Nonstop only at economy cruise with light loads
- 5.3 hr
Dallas → Teterboro
1,190 nm · Needs one stop, typically mid-route
- 9.1 hr
Carlsbad → Teterboro
2,100 nm · Needs two stops; a full day
Lineage
What came before and after
1976–1983
King Air B100
The only Garrett-powered King Air, with 715 shp engines.
What changed from the King Air 100 / A100
- Garrett TPE331-6 engines of 715 shp replace the A100's 680 shp PT6s.
- Maximum takeoff weight rises to 11,800 lb from the A100's 11,500 lb.
- Cruises about 15 to 20 knots faster than the 100 and A100.
- Two batteries instead of one, because the single-shaft engine is harder to turn.
- New power, speed and fuel cutoff levers replace the familiar PT6 controls.
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 B100
- JetGrade
- 67
- Price
- $668K–$880K guide
- Cost per year
- $675K
- Range
- 1,325 nm
- Speed
- 265 kt
- Seats
- 6
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 1976–1983
← Before
- JetGrade
- 71
- Price
- $522K–$670K guide
- Cost per year
- $638K
- Range
- 1,100 nm
- Speed
- 240 kt
- Seats
- 6
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 1969–1979
After →
- JetGrade
- 72
- Price
- $1.28M
- Cost per year
- $729K
- Range
- 1,490 nm
- Speed
- 289 kt
- Seats
- 6
- Cabin length
- 16′ 8″
- Pilots
- 1
- Years built
- 1974–1981
Alternative
- JetGrade
- 72
- Price
- $1.36M
- Cost per year
- $671K
- Range
- 2,000 nm
- Speed
- 314 kt
- Seats
- 7
- Cabin length
- 12′ 10″
- Pilots
- 1
- Years built
- 1977–1986
- King Air 200 instead: Same cabin with PT6 engines, a T-tail and more range. It costs more, but far more shops can maintain it and more buyers want it.
- Cessna Conquest II (441) instead: Also Garrett-powered, but faster and longer-legged, for buyers who want speed and range more than the King Air cabin.
- King Air 100 / A100 instead: The same airframe with PT6 engines. About 15 to 20 knots slower, but supported by many more engine shops.
Gold marks the best figure in each row.
Owning one
What to know before you buy
Engines & inspections
2 × Honeywell (Garrett) TPE331-6-252B · 715 shp each
No APUEngine hours until overhaul
- Fuel nozzle cleaning · 400 hr
- Hot section inspection · 1,800 hr
- Engine overhaul · 5,400 hr
No hourly engine plan is confirmed for this older engine, so budget a reserve; some owners convert to the later -10 engine.
Known issues
Expensive engine overhauls
One engine overhaul can cost an estimated $300,000 to $450,000, a large share of the airplane's value.
Smaller engine shop network
Fewer shops service the TPE331 than the PT6, and hot-section parts for the -6 are harder to find.
Starts need careful technique
The single-shaft engine is easy to damage with a poor start, so pilots need specific training.
Pre-buy checklist
0 of 9 checked
Textron Aviation still supports the King Air family, and Honeywell-authorized shops overhaul the TPE331. The engine shop network is smaller than for the PT6, so plan engine work ahead.
Review
The full review
Strengths
- Same cabin as a King Air 200: 4 ft 10 in tall, 4 ft 6 in wide, 16 ft 8 in long.
- Cruises near 250 knots, about 15 to 20 knots faster than the King Air 100 and A100.
- Listed at $675,500 to $895,000, a large-cabin twin for less than many used King Air 90s.
Limitations
- Only 137 were built, and far fewer shops overhaul its TPE331 engines than the PT6 on other King Airs.
- With four passengers and standard fuel reserves, practical range is about 900 nautical miles.
- Modest climb on one engine at altitude limits flying from high mountain airports.
The King Air B100 is the last and fastest of Beechcraft's King Air 100 series, built from 1976 to 1983. Beech made 137 of them, serial numbers BE-1 through BE-137. It is the only King Air ever built with Garrett engines: two TPE331-6s of 715 shaft horsepower each, in place of the Pratt & Whitney PT6 engines on every other King Air. Beech added the Garrett option partly because a strike at Pratt & Whitney had left dozens of finished King Airs in Wichita waiting for engines.
Pilot's take
The B100 flies like a big, solid King Air: heavy on the controls, steady on instruments and quick to slow down in the flare. The Garrett engines are the story. Starting them takes practice and attention, because a poor start can hurt the engine, and the power levers work differently from a PT6 King Air. Lowering the flaps brings a strong nose-up push that you trim ahead of. Once it settles into cruise near 250 knots, it is an easy, comfortable airplane to fly with one pilot, as long as that pilot has trained on the type.
Who this is for
Owner-operators and small company or charter flight departments, mostly in the eastern and central US, who carry four to six people 300 to 800 nm at a time, value cabin space over speed and already know Garrett engines.
Ask about this aircraft
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