Page 8 - March 25

B200GT
The later model King Air C90B/GT/
GTi/GTx did represent a good value
compared to the B200/250, but the
scarcity of these airframes has leveled
the playing field. Late model 90s are
bringing a premium. Since they don’t
make them anymore, the fleet will
continue to shrink.
King Air 200 Series
The 200/B200/B200GT/250/260
make up the King Air 200 series, rep-
resenting most of the King Airs fly-
ing. Each model has its nuances and
to some extent its own market. The
center of the King Air universe is un-
disputably the King Air B200! The King
Air 200 was introduced in 1974, and
with the addition of several upgrades
including -42 engines, the B200 made
its debut in 1981. The King Air B200
would be in continuous production
from mid-1981 until the last B200 was
delivered to the Royal Flying Doctor
Service in 2014, making it one of the
longest production runs of any aircraft
model. The B200 became such a staple
that operators continued to order it for
years after the model was replaced in
2008 by the B200GT, featuring -52
engines!
The length of the production run
combined with the massive number
of options and upgrades make
the B200 market the single most
complex market we follow. As time
goes by, that complexity continues
to increase. There has been a shift in
what is considered legacy and what
is considered late model. I think the
break seems to fall at the 1999/2000
year mark.
As mentioned above, the later model
B200s were produced in much smaller
numbers, and many new B200GTs
were exported because the market
stateside was soft (recall what the
U.S. economy was doing in the 2008-
2009 time frame). The coveted 2000
or newer, U.S. pedigree, Blackhawk
B200 with G1000NXi is a rare bird
indeed! It is very difficult to determine
fair market values of these late-model
King Air B200s because we regularly
see these aircraft sell at prices well
above what we consider normal
market pricing. When we do our sold
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­ KING AIR MAGAZINE MARCH 2025