Overview

The Beechcraft King Air 300 is the second-generation Super King Air, a twin-turboprop introduced by Beech in 1984 as the high-performance evolution of the Model 200. The 300 retained the family’s defining straight-wing planform but added 1,050 SHP Pratt & Whitney Canada PT6A-60A engines (up from 850 SHP in the 200), aerodynamic refinements, and a strengthened airframe. Production ran through 1988, when the type was superseded by the longer-fuselage King Air 350 with the same engines and a redesigned wing.

The marketing nameplate evolved with the manufacturer’s corporate identity. Beech Aircraft Corporation became a Raytheon subsidiary in 1980, four years before the 300 entered service. Early airframes wore the Beechcraft badge; later production was variously marketed as Beech Super King Air 300 or Raytheon 300 Super King Air. The FAA type designator across all variants is BE30.

The 300 occupies a discrete used-market segment between the more numerous Model 200 and the more capable 350. Operationally it offers more performance than a 200 (faster cruise, higher single-engine ceiling, more useful load) and less cabin volume than a 350. The parts and maintenance ecosystem shared across the King Air family carries over.

Key Features for GA Buyers

• Twin PT6A-60A power. Each engine produces 1,050 SHP, a substantial step up from the 200’s 850-SHP PT6A-42. Hot-and-high climb performance, single-engine ceiling, and altitude capability all benefit from the additional power. The -60A operates within the broad PT6A overhaul ecosystem, with a published factory TBO of 3,600 hours and a Hot Section Inspection at 1,800 hours.
• Pressurised cabin. Standard cabin pressurisation supports cruise from FL270 to FL350. The cabin accommodates up to eight passengers in a typical executive arrangement with a private aft lavatory.
• Cruise performance. High-speed cruise at FL280 sits in the 310 to 320 KTAS range, with 90 to 110 GPH total fuel burn depending on power setting and altitude. Range at long-range cruise extends past 1,500 NM with reserves, putting most domestic city pairs within nonstop reach.
• Mature maintenance ecosystem. The King Air series is the most-produced cabin-class turboprop family ever built. Phase inspections, parts, and type-rated shop coverage are widely available. Engine programs (P&WC ESP, JSSI) cover most -60A operators.
• Upgrade paths. Blackhawk’s PT6A-67 conversions and Raisbeck performance kits are widely fitted to the 300 and extend range, climb, and cruise margins. Avionics retrofits to Garmin G1000NXi, GTN 750/650, and ADS-B Out are routine.

Trade-offs

• Niche between siblings. The 300 sits between two more-popular King Airs. The 200 has the larger fleet and the lowest operating costs in the family; the 350 has more cabin and the same engines on a longer airframe. Used 300s take longer to move than comparable 200s or 350s of similar vintage.
• Higher operating cost than the 200. Total fuel burn is roughly 90 to 110 GPH vs. 75 to 90 GPH on a 200 of similar mission. Variable hourly costs run $1,300 to $1,500 at strict variable (fuel, engine reserves, maintenance). Fully-loaded total cost including crew and fixed amortization runs $2,500 to $3,000.
• Engine reserves dominate. PT6A-60A overhauls run roughly $500K per engine before LLCs, with second overhauls (LLCs replaced) approaching $1M. At 400 hours per year and a 3,600-hour TBO, base engine reserve accrual runs roughly $55K per engine per year. LLC replacement at second overhaul pushes combined reserves to $150K per year or higher.
• Crew expectations. The 300 is single-pilot certified, but most insurance underwriters require turboprop time and recurrent training (typically Simuflite or FlightSafety initial plus annual recurrent). First-time turboprop owners should budget for initial and annual recurrent training costs.
• Phase inspection cycle. King Airs use Beech phase inspections rather than a Part 91 annual. Phases 1 through 4 over a 24-month cycle, plus the HUIP inspection, generate uneven scheduled maintenance costs. Expense falls unevenly across the cycle, not spread like a piston annual.

See Also

• Beechcraft King Air 200 – direct family predecessor; lower operating cost, smaller wing. Compare
• Beechcraft King Air 350 – direct family successor; same -60A engines, longer airframe, larger cabin. Compare
• Cessna Conquest II – twin-turboprop contemporary; pressurised cabin-class competitor. Compare
• Piper PA-42-720 Cheyenne III – twin-turboprop competitor; PT6A-equipped, similar role. Compare
• Pilatus PC-12 – single-engine turboprop step-down; lower operating cost, larger cabin door, different mission profile. Compare