Beechcraft King Air 350i

Beech developed the King Air 350 in the late 1980s as a stretched variant of the Super King Air 200 family. First deliveries were in 1990. The 350 had a 34-inch fuselage stretch over the 200, the larger PT6A-60A engines, and a maximum gross weight increase to 15,000 lbs (16,500 lbs for the later 350ER). Pricing positioned the 350 between the B200 and the entry-level jets like the Beechjet 400 and Citation Bravo. Corporate flight departments became the primary buyer.

Production continued through several variants. The 350C (cargo door) launched in 1993. The 350B and 350BR (extended range, larger fuel) followed. Hawker Beechcraft introduced the 350i in 2009 with Collins Pro Line 21 avionics. Textron has continued the line with the 350ER (extended range) and the current King Air 360 (with Collins Pro Line Fusion). The total 350-family production is roughly 1,000 aircraft worldwide.

Special-mission variants include the C-12W and several military-derivative platforms for surveillance, electronic warfare, and special operations. The civilian 350 fleet is dominated by corporate operators, fractional providers (NetJets briefly operated 350s), charter operators, and a small population of private owners. The cabin is the differentiator: the 350 holds 11 passengers in club seating versus the B200's 8.

The 350i cruises at about 312 KTAS at FL280 burning 110 gph total (54 to 56 gph per side). Long-range cruise drops to 285 KTAS on 90 gph total. The 350 is faster than the B200 by about 20 to 25 knots and has substantially better range and payload. Service ceiling is FL350 (operational). The PT6A-60A engines run thermodynamically harder than the B200's -42 engines, which delivers the performance gain at the cost of slightly shorter operating-life economics.

Useful load on the 350i is about 5,000 to 5,500 pounds. With full fuel (574 gallons usable, 3,846 lbs), that's still 1,200 to 1,700 pounds for cabin payload. Range with reserves is about 1,800 nm. The 350ER variant adds fuel capacity for missions up to 2,800 nm. Cabin seats 11 in standard club configuration or up to 16 in commuter configuration. Corporate cabin layouts typically have 8 to 9 seats with executive seating arrangements.

The Pratt & Whitney Canada PT6A-60A is the engine on the 350 family. It's a free-turbine turboprop rated at 1,050 shp per side. Pratt's published TBO is 3,600 hours with a hot section inspection at 1,800 hours. The PT6A-60A runs at higher gas-temperature limits than the -42 used in the B200, which delivers the performance gain but contributes to slightly more demanding HSI findings on the high-hour fleet.

Real-world reliability tracks the rest of the PT6A family. The engine reaches TBO routinely under normal commercial operation. Pratt's parts and shop support are excellent. The high volume of corporate King Air operations means PT6A-60A shop network is well-developed.

Off-program engine overhauls run $500,000 to $700,000 per engine depending on findings. Multiply by two. PT6A-60A overhauls run higher than -42 overhauls due to the higher-rated thermodynamic operation. Almost every 350i is on Pratt's ESP, JSSI, or a similar program. Corporate flight departments occasionally self-insure but the per-event exposure is significant.

Plan on $1,800 to $2,500 per flight hour at 300 hours a year of utilization, all-in. The 350i's cost structure is dominated by fuel and engine programs. Fuel runs $605 to $770 per hour at 110 gph and $5.50 to $7 for Jet A. Engine programs run $500 to $800 per hour at typical utilization. Annual fixed costs (hangar, insurance, annual inspection, training, crew costs for corporate operations) add $250 to $450 per hour at 300 hours a year of utilization.

Insurance and crew costs are the variables that distinguish 350i operation from B200 operation. Most 350i operations have professional crews (two-pilot operation, even though the airplane can be single-pilot type-rated). Crew costs typically run $150,000 to $300,000 per year combined for a working corporate flight department. Personal owner-pilot operation exists but is uncommon. First-year insurance for a first-time King Air pilot operating a 350i can run $50,000 to $90,000 depending on experience profile.

Acquisition cost in mid-2026: Original 350 aircraft (1990-2008) trade $3.0 to $4.5 million depending on year and equipment. King Air 350i aircraft (2009-2019) run $4.0 to $6.0 million. King Air 360 aircraft (2020+) trade $6.0 to $7.5 million. New 360 from Textron starts above $9.5 million. The used market is dominated by corporate aircraft transitioning to newer airframes.

Textron service support and the King Air authorized service network apply equally to the 350i and the B200. The fleet's depth of professional maintenance support is one of the airplane's quiet advantages. FlightSafety and CAE provide the type-rating training that's functionally required for 350i operation.