King Air Info

[Piston Twin]

Seems that the boss is finally going to let me lose in his Kingair

:D :D :D

Just wanting to know any tips and traps for flying the machine.

Thanks in advance.

PT

[Sheep Guts]

What sort of King Air is it? B90,B200,B300,or B350?:D If its the last you are a lucky Bastard, Id luv a shot at it myself.:D

Regards
sheep;)

[Piston Twin]

Sorry, should have been more specific, it's a B200

[Zed]

Ok are you sure its a B200C or a 200C different airplane.

[Piston Twin]

Believe it's a B200C, but would be more than happy to know what sort of differences between the two

[Richo]

Piston Twin

Firstly you will need to change your Pprune name.

There is not a lot of difference in the 200/B200/C
range of aircraft. Upgrades in engines from -41 to -42 and some minor structual work.

The 200 range are a delight to fly, with the normal smooth Beech controls and exclent performance both in the air and on and off the ground.

Some rough figures, in the tropics expect 240 KTS TAS slight increase above FL200 but 240 works well for planning. Fuel is a bitch down low (less 10,000) 750 lbs/h +, but at height under 600 lbs/h above FL210 (depends on engines). Climb at 160 KIAS to start has a ROC of approx. 2000 fpm down to 500 fpm at FL250 but if in icing that is blown at about FL180 with the vanes open (min 140 KIAS). 3 x profile decent works well but 2 x profile is easy to use as well.

No real tricks to the airframe, just have fun and really read the book (Flight safety) and know the frame and engines, oH a nd watch the cowls they don't do up the way you think they do.

All the best

Richo

[OzExpat]

Firstly you will need to change your Pprune name.
I couldn't agree more! :D

Spot on post by Richo. I fly a B200 in the tropics and, when below 18,000 feet (our FLs start at 210), adjust power to achieve a fuel flow of 600PPH. Tends to make you a bit slower in cruise, but I don't often have to cruise so low. However, I do lots of ops below 5,000 feet and, even configuring approach flaps and 150 knots (10 knots above gear warning horn speed), fuel flow is very high and the area behind the exhausts gets pretty black.

For profile descent, need to keep an eye on turbulence. You're limited to 170 knots there, which neatly mucks up a descent that was planned at 240 knots.

Our freezing levels are pretty high and I can often slide around a bit of cloud, to avoid using the ice vanes. That means I can stay above 140 knots, but might still be limited to 170 knots for turbulence.