The King Air is the working twin turboprop of business aviation, and it has been in production for decades. This page doesn't give you a price quote, because Textron Aviation doesn't publish a price list. What it gives you is every dated price we can source, the size and age of the US fleet, where old King Airs end up, and the NTSB's accident counts.
The newest reported base prices are for the 360, at $7.9 million, and the 360ER, at $8.75 million, when AOPA covered the launch in 2020. A King Air 260 was listed at $6.7 million. The older C90GTx was reported at $4.2 million. Used prices are a different story, and we don't have a sourced figure for them.
Data used: FAA registry through 2026-10-16; NTSB files through 2026-09-30. Source periods are shown with each table.
Seven prices, no price list
Textron Aviation publishes no price list for the King Air, so every figure below is a price reported by a named publication. They're not quotes, and they aren't from one date. A 360 base price from 2020 sits beside a 350 figure from a buyers guide. Don't compare them as if they were published on the same day.
Show every reported price with its year and source
Textron Aviation publishes no price list. These are dated reported figures, not quotes. Flying's buyers guides carry no publication date, so the year shown for those rows comes from the guide's page address. The 360ER and 360 figures are base prices as reported at launch.
King Air 260
- 2021$6.7 millionlist. As reported by Aviation International News, 'FAA Awards Type Certification for King Air 260', Jerry Siebenmark, 2021-03-11.
King Air 360
- 2020$7.9 millionbase. As reported by AOPA, 'King Air 360: The next level', Thomas A. Horne, 2020-08-04.
King Air 360ER
- 2020$8.75 millionbase. As reported by AOPA, 'King Air 360: The next level', Thomas A. Horne, 2020-08-04.
King Air 250
- 2019$6.39 millionbase. As reported by Flying Magazine, Twin Engine Turboprops (buyers guide 2019, no author or date shown on page). Buyers guide, year as shown in the guide URL. Publication year is unconfirmed..
King Air 350i
- 2019$7.755 millionbase. As reported by Flying Magazine, Twin Engine Turboprops (buyers guide 2019, no author or date shown on page). Buyers guide, year as shown in the guide URL. Publication year is unconfirmed..
King Air 350ER
- 2019$8.33 millionbase. As reported by Flying Magazine, Twin Engine Turboprops (buyers guide 2019, no author or date shown on page). Buyers guide, year as shown in the guide URL. Publication year is unconfirmed..
King Air C90GTx
- 2020$4.2 millionbase. As reported by Flying Magazine, Turboprops (2020 buyers guide, no author or date shown on page). Buyers guide, year as shown in the guide URL. Publication year is unconfirmed..
The spread is wide. The reported 360ER base price is 2.08 the reported C90GTx base price, and that gap is the point: a King Air can be a modest turboprop or a very expensive one, and "how much does a King Air cost" has no single answer. The 200 and 350 series have no sourced launch price, so they have no row here.
Used prices decide most purchases, and we don't publish a used price. Brokers and dealers list asking prices, and one listing isn't a price. If you're pricing a real aircraft, an independent valuation and a pre-buy inspection matter more than any figure on this page.
An old fleet, and most of it is 200 and 300 series
The FAA register lists 2,937 King Airs, and 2,889 of them (98.4%) hold a valid registration. That counts the 90 series, 100 series, 200 series (including the 250) and 300 series (the 350 and 360). It leaves out the piston Queen Air and the airliner models.
The FAA groups some marketing names together under one certificate label, so the 350, 350i, 350ER and 360 sit in one group, and the 250 sits with the 200 series.
The 200 and 300 series together make up 65% of the valid fleet. The median valid King Air was built in 1992, and 72.4% of those with a usable build year were built before 2006. The oldest is from 1964. About nine in ten, 90.0%, are older than 2016. This is an old fleet, kept flying.
- 611960s
- 4321970s
- 6231980s
- 4551990s
- 3922000s
- 3972010s
- 1072020s
470 records have a blank or invalid build year and are left out of the chart.
Owners are mostly companies. Limited liability companies hold 1,631 valid registrations (56.5%) and corporations hold 882 (30.5%). Individuals hold 69 (2.4%). That's few, but it isn't zero.
By registration address, Texas leads with 366, followed by Delaware (237) and California (220). The state on the register is the registrant's address, not where the aircraft is based, and trusts and LLCs often register in Delaware. Only 13 valid registrations carry the FAA's fractional-ownership flag.
Show the fleet tables
| Family | All registration statuses | Valid registrations |
|---|---|---|
| King Air 90 series | 931 | 928 |
| King Air 100 series | 87 | 86 |
| King Air 200 and 250 | 1,001 | 991 |
| King Air 300, 350 and 360 | 918 | 884 |
| Total | 2,937 | 2,889 |
FAA registry through 2026-10-16. Registration does not establish active use or where an aircraft is based.
| Model group | Valid registrations | Median build year | Export-country cancellations |
|---|---|---|---|
| King Air 90 series | 928 | 1982 | 479 |
| King Air 100 series | 86 | 1978 | 42 |
| King Air 200 and 250 | 991 | 1989 | 503 |
| King Air 300, 350 and 360 | 884 | 2007 | 475 |
| Registrant type | Aircraft |
|---|---|
| Individual | 69 |
| Partnership | 10 |
| Corporation | 882 |
| Co-Owned | 85 |
| Government | 196 |
| LLC | 1,631 |
| Non Citizen Corporation | 16 |
| Registration address state | Aircraft |
|---|---|
| TX | 366 |
| DE | 237 |
| CA | 220 |
| FL | 171 |
| UT | 131 |
| KS | 125 |
| VA | 112 |
| MS | 98 |
| OK | 82 |
| NC | 74 |
| Missing state | 24 |
Rank nonblank STATE values by descending count with alphabetical ties. This is the registrant address, not where an aircraft is based. Trusts and LLC shells can concentrate registrations.
| Measure | Recorded value |
|---|---|
| Usable recorded build years | 2,452 |
| Missing or invalid recorded build years | 437 |
| Lower quartile build year | 1981 |
| Median build year | 1992 |
| Upper quartile build year | 2007 |
| Oldest recorded build year | 1964 |
| Newest recorded build year | 2026 |
| Share of usable years before 2006 | 72.4% |
| Share of usable years before 2016 | 90.0% |
Accept four-digit years from each configured conservative lower bound, 1900, through the snapshot year. Zero, blank, malformed and future years are excluded and counted. This validates calendar plausibility, not historical production. Exact models sharing a designation are not split by year. Sort valid recorded build years. Use linear interpolation at positions (n-1) times 0.25, 0.5 and 0.75. Age uses snapshot calendar year minus build year. Shares before 2006 and before 2016 divide by the validated-year count; unknown years are reported separately.
Download the fleet CSV by model and build year. Free to use, please link back. It counts all registrations and valid ones (status V) by model label and build year, including blank years, and contains no personal records.
Old King Airs go to Brazil
The FAA's deregistration file shows how many King Airs leave the US register for another country. Since 2010, 1,499 cancellations carry an export country. Brazil leads with 414, 28% of them, followed by Canada (127), Mexico (127) and Australia (90).
The median age at export is 11, counted in years from the build year to the cancellation year. These are used aircraft going to work elsewhere. The file doesn't give reasons, and an export isn't a loss: it's a King Air that is probably still flying.
Show the export tables
| Country as recorded | Cancellations with export country |
|---|---|
| BRAZIL | 414 |
| CANADA | 127 |
| MEXICO | 127 |
| AUSTRALIA | 90 |
| CHINA PEOPLES REP | 48 |
| ARGENTINA | 42 |
| VENEZUELA | 40 |
| COLOMBIA | 35 |
| GERMANY | 35 |
| PARAGUAY | 34 |
| Total with export country | 1,499 |
A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Calendar year | Cancellations | Export country recorded | No export country recorded |
|---|---|---|---|
| 2010 | 149 | 135 | 14 |
| 2011 | 194 | 158 | 36 |
| 2012 | 147 | 98 | 49 |
| 2013 | 270 | 114 | 156 |
| 2014 | 117 | 85 | 32 |
| 2015 | 110 | 67 | 43 |
| 2016 | 67 | 57 | 10 |
| 2017 | 113 | 63 | 50 |
| 2018 | 149 | 73 | 76 |
| 2019 | 111 | 82 | 29 |
| 2020 | 90 | 61 | 29 |
| 2021 | 158 | 119 | 39 |
| 2022 | 134 | 94 | 40 |
| 2023 | 101 | 87 | 14 |
| 2024 | 165 | 123 | 42 |
| 2025 | 91 | 83 | 8 |
Count DEREG records whose included model code and usable cancellation date fall in calendar years 2010 through 2025 inclusive. This is a snapshot of cancellations, not a complete historical export flow or a unique worldwide airframe count. Each record is counted once. No serial or registration identifier is decoded for deduplication. A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Measure | Value |
|---|---|
| Median age at export, years | 11 |
| Known export ages | 1,174 |
| Unknown or invalid export ages | 325 |
| Expired-status cancellations | 285 |
Cancellation year minus YEAR-MFR for export-country rows with four-digit build years from the configured lower bound through the cancellation year. Report unknown or invalid ages separately. Median uses the same linear interpolation. The supplied DEREG layout has no cancellation-reason field. Its status is registration status, not an export or destruction code. Destruction and sales abroad without a country cannot be identified. Expired-status cancellations can be counted by status; missing-country rows are not assumed domestic.
A King Air hour is about a third of a car-year
Private Jet Card Comparisons lists three King Airs: the 200 at 113 US gal per hour, the 350i at 136 US gal per hour and the 360 at 136 US gal per hour. The figures are average burns published by Conklin & de Decker, as listed by Private Jet Card Comparisons, which gives no data date. They assume two pilots and four passengers.
Multiply by the US EPA's emission factor for jet fuel, 9.75 kg CO2 per US gal, and an hour in a 350i releases 1.326 tonnes CO2 per hour. The EPA puts a typical US passenger vehicle at 4.29 tonnes CO2 per year, so one hour is 0.31 of a car-year. Pick a model below and enter your own flight hours. The 90 series and 300 series aren't in the list, because the source has no row for them.
These are combustion emissions only. They exclude fuel production, and the burn varies with load, weather and route.
Show the fuel burn and carbon dioxide table
| Model | Average hourly fuel burn | Combustion carbon dioxide per hour |
|---|---|---|
| King Air 200 | 113 US gal per hour | 1.10175 tonnes CO2 per hour |
| King Air 350i | 136 US gal per hour | 1.326 tonnes CO2 per hour |
| King Air 360 | 136 US gal per hour | 1.326 tonnes CO2 per hour |
Average hourly fuel burn, Conklin & de Decker/JSSI, as listed by Private Jet Card Comparisons. No data date is given.
The purchase price is the start of the bill
A King Air's running costs are real money, and we publish no hourly figure, because no maker or regulator gives one and many online estimates come with no source. What we can offer is the arithmetic of the choice a buyer faces: charter an aircraft when you need one, or own.
Owning has a fixed bill that arrives whatever you fly, plus a cost for each hour. Chartering has only the hourly rate. The break-even is the number of hours where the two cross. Enter your own quotes below. Nothing is pre-filled, because a made-up default would only give you a confident wrong answer. For a smaller turboprop see our guide to what a Cessna Caravan costs, and for the other end of the market what Gulfstream jets cost.
Well below the break-even, charter is cheaper. Well above it, owning wins. In between, it comes down to how much you value having the aircraft ready when you are.
What the NTSB files hold
Every NTSB entry is a real event, and the counts are all this page claims to know. The NTSB lists 336 accidents involving King Airs from 2000 through 2025. Of those, 126 were fatal, with 504 deaths in total.
- 2000
- 2005
- 2010
- 2015
- 2020
- 192025
Counts only. The NTSB does not record how many hours the family flew, so these bars are not rates.
Landing is where 66 of the 336 accidents began, about 20%, with approach close behind at 65. Enroute accounts for 51 and takeoff for 32. That's a large count for one family, but it covers a large and old fleet across the 2000 to 2025 window, and the data holds no flying hours to divide by.
Show the NTSB tables
| Aircraft | Accidents | Fatal accidents | Reported event deaths |
|---|---|---|---|
| King Air 90 series | 152 | 63 | 194 |
| King Air 100 series | 32 | 12 | 53 |
| King Air 200 and 250 | 118 | 39 | 187 |
| King Air 300, 350 and 360 | 33 | 11 | 64 |
| King Air, series not stated | 1 | 1 | 6 |
| Total | 336 | 126 | 504 |
2000 to 2025. US-focused NTSB records, including some foreign events where NTSB took part. These are not worldwide totals. Counts never establish rates or safety rankings. Reported deaths include other aircraft and ground deaths in a collision. Different families in one event have a separate row.
| Scope | Accidents left out | Fatal accidents left out | Reported event deaths left out |
|---|---|---|---|
| Not included in family totals | 1 | 1 | 3 |
These model labels do not identify a commercial aircraft. The counts are excluded from all family totals and annual counts.
What to take from the numbers
- There's no price list. The newest reported base prices are $7.9 million for the 360 and $8.75 million for the 360ER, from 2020.
- The range is wide. The reported C90GTx base price is $4.2 million.
- Expect an old aircraft. The median valid King Air was built in 1992.
- Most are 200 and 300 series. Together they're 65% of the valid fleet.
- Budget for the aircraft, not the price. Use the break-even tool with your own quotes.
Questions buyers ask
How much does a King Air cost?
Textron Aviation publishes no price list. The reported base prices we found run from $4.2 million for the C90GTx to $8.75 million for the 360ER. They come from different dates, and used prices aren't covered.
How many King Airs are there in the US?
The FAA register lists 2,937 King Airs, 2,889 with a valid registration.
How much fuel does a King Air burn?
Private Jet Card Comparisons lists 113 US gal per hour for a 200, and 136 US gal per hour for a 350i and a 360, citing Conklin & de Decker.
How many King Air accidents are in the NTSB records?
The NTSB lists 336 accidents from 2000 through 2025, 126 of them fatal. These are counts, not rates.
How old is the average King Air?
The median valid King Air on the US register was built in 1992.
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Sources and how the numbers were made
- Federal Aviation Administration. FAA aircraft registry. Retrieved 2026-10-18. Supplies registration counts and recorded build years. All statuses and valid registrations are shown separately.
- Federal Aviation Administration. FAA aircraft registry data layout. Retrieved 2026-10-13. Defines registrant and registration status codes.
- Federal Aviation Administration. Type Certificate Data Sheet 3A20. Retrieved 2026-10-25. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A14CE. Retrieved 2026-10-25. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A24CE. Retrieved 2026-10-25. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A31CE. Retrieved 2026-10-25. Supplies certified model specifications with section, page and quote locators.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-18. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-18. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-13. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-13. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-13. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-13. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident data and documentation. Retrieved 2026-10-13. Supplies accident counts and database definitions within the stated period and scope. Counts do not establish rates or safety rankings.
- Federal Aviation Administration. FAA General Aviation and Part 135 Activity Survey. Retrieved 2026-10-13. Provides activity-survey context. No hours-based accident rate is computed.
- Private Jet Card Comparisons. How much fuel do private jets use? Conklin & de Decker/JSSI rows. Retrieved 2026-10-25. Supplies average hourly fuel burn from Conklin & de Decker/JSSI, as listed by Private Jet Card Comparisons. No data date is given.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, March 2020. Retrieved 2026-10-25. Supplies the kerosene-type jet fuel carbon dioxide factor. Recheck the current table before publication. This covers combustion carbon dioxide only.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, November 2015. Retrieved 2026-10-25. Supplies the earlier kerosene-type jet fuel carbon dioxide factor named in the collected evidence.
- US Environmental Protection Agency. Greenhouse Gases Equivalencies Calculator - Calculations and References. Retrieved 2026-10-25. Supplies the typical passenger vehicle annual carbon dioxide comparison.
- Federal Aviation Administration. FAA aircraft registry: MASTER and DEREG aggregate analysis. Retrieved 2026-10-25. Supplies aggregate registrant types, fractional flags, company matches, registration states, build years and cancellations. Registration addresses are not aircraft bases. Company matches do not verify charter operations.
- Aviation International News. Aviation International News, 'FAA Awards Type Certification for King Air 260', Jerry Siebenmark, 2021-03-11. Retrieved 2026-10-25. Supplies a dated reported price from the named original publication. The supplied record was checked by the researcher.
- AOPA. AOPA, 'King Air 360: The next level', Thomas A. Horne, 2020-08-04. Retrieved 2026-10-25. Supplies a dated reported price from the named original publication. The supplied record was checked by the researcher.
- Flying Magazine. Flying Magazine, Twin Engine Turboprops (buyers guide 2019, no author or date shown on page). Retrieved 2026-10-25. Supplies reported base prices from a buyers guide, year as shown in the guide URL. No publication date is shown on the page.
- Flying Magazine. Flying Magazine, Turboprops (2020 buyers guide, no author or date shown on page). Retrieved 2026-10-25. Supplies reported base prices from a buyers guide, year as shown in the guide URL. No publication date is shown on the page.