Aircraft King Air 360, 2021

A 2021 aircraft, reg. N95RJ. 1,072 flight hours — about 210 hours a year, well below the market average of 350–450. Cabin — 9 seats. The aircraft is kept on a continuing-airworthiness programme with a transparent maintenance history. Send us a request — we will prepare options for your task.

The average pre-owned price for the model is $6M. A new aircraft of this model is $9.2M. Running costs at 300–400 h/year — about $0.90M a year, or $2,250 per flight hour. The price of a specific aircraft depends on year, hours flown and engine-programme status. Send us a request — we will calculate the cost of ownership for your usage.

Beechcraft (part of Textron Aviation) created the King Air, the best-selling twin turboprop in history: more than 7,600 built since 1964. In production today are the King Air 260 (6–8 seats, ~3,100 km) and the King Air 360ER with up to 5,000 km of range, with the single-engine Denali coming. The brand's niche is reliable turboprops for short and unpaved strips. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

The King Air is a byword for durability in the turboprop class: Pratt & Whitney PT6A engines with over 500 million fleet hours, a 3,600-hour overhaul interval and unpaved-strip clearance. A fleet of 6,000+ flying aircraft means parts are always available everywhere — from the US to Central Asia — and routine maintenance is done by any Textron station. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

More steadily than most jets: a ten-year-old King Air 350 sells for $4–6M against a new 360 at about $8.8M — a loss well under 50% over a decade. Liquidity comes from government bodies, air ambulance and cargo operators buying used aircraft. The quickest to sell are those with a fresh interior and engines under half-life. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

The main difference is engine count: the King Air is twin-engine, the PC-12 single. The King Air 260 climbs faster, is cleared for commercial night flights over difficult terrain without restrictions and takes up to 8 passengers. The PC-12 is about 30% cheaper to operate and has a large cargo door. The choice comes down to philosophy: engine redundancy versus ownership economics. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

Turboprops are the optimum for flights up to 1,500–2,000 km: London–Geneva, Paris–Milan, Vienna–Munich. Their element is short and unpaved strips: a Pilatus PC-12 lands in 600 m, so thousands of airfields are reachable that a jet physically cannot use. An hour costs one and a half to two times less than a jet, and on legs up to 1,000 km the time penalty is only 15–25 minutes. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

Single-engine aircraft take 4–9 passengers: the TBM 960 seats six over 3,200 km, the Pilatus PC-12 NGX up to nine over 3,400 km. The twin-engine King Air 360ER carries eight almost 5,000 km. Class cruise speed is 500–610 km/h. A rule of thumb: a full cabin cuts maximum range by 20–30%. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

A jet is faster — 750–850 km/h versus 500–610 — and flies higher, above turbulence. The turboprop answers with economics: 220–350 L/hour versus 500–700, a charter hour from $1,800 versus $3,000+, plus access to short unpaved strips. On legs up to 1,000 km the time difference is under half an hour, so short hops make sense by turboprop and long ones by jet. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

The piston step into the class starts at $1–1.5M (Piper M350); single turboprops: used TBM 850s $2–2.5M, PC-12 NG $3–5M, fresh TBM 960 and PC-12 NGX $4.5–6.5M. Twin King Air 250/350 $3–6M. Price is set by the PT6A time remaining to overhaul ($400–600K), propeller condition, avionics and airframe corrosion history. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

The standard path takes 6–10 weeks. Step 1: a letter of intent (LOI) with price and terms — 3–5 days. Step 2: a 5–10% deposit into escrow and signing of the purchase agreement. Step 3: a pre-purchase inspection — 1–3 weeks. Step 4: rectification of findings and price adjustment. Step 5: closing — simultaneous transfer of funds, title and risk, technical acceptance and ferry of the aircraft.

A pre-purchase inspection (PPI) is an independent check at a certified centre: airframe, engines, corrosion, records and compliance with airworthiness directives. It takes from 3 days on a turboprop to 2–3 weeks on a heavy jet and costs $15–100K — paid by the buyer. By market practice the seller pays to rectify airworthiness-affecting defects. A seller refusing a PPI is grounds to walk away.