King Air 90 performance

[Kontiki]

I am going to trade my 310 for a King Air and have decided to go for a 90-series. However there are several type options and several STC's for each type. I am therefore seeking someone with practical experience on my three primary alternatives. I have listed them below with my preliminary conclusions and would be grateful if someone with operational experience could verify or correct these. Any other comments also appreciated.

E-90
Practical (IFR) range with full fuel: 1000 nm
Payload with full fuel (and empty seats up front): abt 700 lbs with Raisbeck mod - abt 350 lbs without
Flightplan speed - abt 250 knots with speed mods - abt 235 without.
Could operate out of 800 m runways at SL at MTOW (on a standard day)

C90A
Practical range with full fuel: 850 nm
Payload with full fuel: abt 700 lbs
Flightplan speed - abt 235 knots
Could not operate out of 800 m runways at SL at MTOW

F90
Practical range with full fuel: 1000 nm
Payload with full fuel: abt 700 lbs
Flightplan speed - abt 260 knots
Could not operate out of 800 m runways at SL at MTOW

[PorcoRosso]

I only know the C90-1, can't speak about the others, but it shouldn't be very different from the C90A

Practical endurance with full fuel (dry tanks, no IFR reserves ) at FL200 or above : 6 hours
You can reasonably table on 215 KTAS
This put you around 1200/1300 NM

Payload with full fuel: 4 on board with luggages

Flightplan speed - abt 215 knots (if you fly high, as I do )

Could not operate out of 800 m runways at SL at MTOW
probably right

Try to find a Bleed Air Valves equipped Kingair :ok: avoid the compressor equipped ones :yuk: I am told they are hopeless for pressurisation.

In any case, seek advice from engineers who know very well the Kings, they will help you to spot THE one .

[His dudeness]

Kontiki,
I don´t know the E-90, and the C90A too good, but the F90....
First of all: do you intend to oprate commercially?
If so, none of the considered A/C will go out of 800 mtrs at MTOW....(all Engine to 50 ft multiplied by 1,15->JAROPS)
The F90 is the best performer out of your selection and a very sporty plane.
However, the -135´s will consume about 100 lbs/ hr more.Speed at 260 about right, depending wether F90 or F90-1 (which I´d prefer)
Payloadwise, Beech always use 175 lbs per pax, JAROPS uses 212. You need to know the BOW prior calculating possible payloads, as nearly every KA is equipped the differently.
Any KingAir that is raisbecked will be a better one. (Flew Raisbecked KA´s for 14 years / 4200 Hrs)

If funds permit, go for a B200 - MUCH better aeroplane, versatile and capable. IMO the 90´s days are almost over.

[Miles Magister]

Two people I know who will be able to answer your questions are Executive Aviation Services at Gloucester Airport and teh chap who runs www.camflight.com

[Kontiki]

Thank you for responses. The intent is private usage with charter as supplementary. I know the added advantages of B200, but there are some (cost) drawbacks too.

Kontiki

[IHL]

Kontiki:

I have flown several C90As,my observations are:

> More than 3 passengers and you will have to reduce fuel load.
> It is has an honest 235 knot TAS at FL 240.
> Cabin altitude at FL 250 is about 9,000
> Full fuel at Takeoff is about 2500 lbs (384 us gallons) Fuel flow at altitude in the mid twenties is 200lbs/hr/engine (400 pph total) and you will have about 2200 lbs at top of climb.
> The pitot style intakes have a tendency suck up lots of crap from the ground, not a good choice if you plan to operate from unprepared strips.