B200 King Air
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B200 King Air
Hi All,
Looking to purchase a B200 King Air however having little to do with them in the past am having troubles on determining what features the aircraft should posess. Would be for IFR pax chtr.
I know the basics ie Raisebeck, high float gear, 3/4 bladed prop etc but am just after any tips that anyone may have from opearting or flying them before. I dont necessarily want a new one either.
For example, things along the lines of
Anything or any links to good websites would be muchly appreciated. Thanks in advance.
Looking to purchase a B200 King Air however having little to do with them in the past am having troubles on determining what features the aircraft should posess. Would be for IFR pax chtr.
I know the basics ie Raisebeck, high float gear, 3/4 bladed prop etc but am just after any tips that anyone may have from opearting or flying them before. I dont necessarily want a new one either.
For example, things along the lines of
- model xxx to xxx had troubles with wiring
- ones built in year xxx had engine troubles
- dont get one with xxx feature because its too heavy/degrades performance, so on and so forth
Anything or any links to good websites would be muchly appreciated. Thanks in advance.
Last edited by Digaf; 15th Apr 2011 at 19:35.
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first off what are you going to be doing with it, that's the important question.
they are good aircraft and workhorse, and there are many many available to choose from from run out freight dogs to hangar queens.
i know someone who specialises in them, if you would like some advice, PM me, would be glad to put you in contact with him.
they are good aircraft and workhorse, and there are many many available to choose from from run out freight dogs to hangar queens.
i know someone who specialises in them, if you would like some advice, PM me, would be glad to put you in contact with him.
Join Date: Mar 2004
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BB-1476 and on had the 350 style cabin fitted, which I would prefer over the old style. They also have the passive sound absortion thingies mounted. (weights on stringers) and - more important, the electric heat vs. the old radiant heat, which just fucsk up the temp sensor/automatic mode but does not heat yer airplane. The electric heat is very good and with a GPU connected one can really heat the airplane before flight, or way quicker than just with bleed after engine start. Draws somethin like 80 amps. Was an option IIRC - a real useful one
Iīm not sure wether it started also with 1476, but I operated 1478 with the newer style of combustion chamber, which consists of 4 parts rather than the 2 part earlier style chamber. We had an issue with cracks, but after getting a free (!) replacement by P&W no more trouble. According to our my shop still an area to be looked at during prebuy (usually would be looked at anyhow...)
I sometime fly a P21 equipped relatively late model....just a very nice aircraft.
I wouldnīt know of any specific wiring issues...one piece of equipment we had, never used (and thats the key to->) and always had issues with was break heat...apparently up North or far East one could need it, I never ever did. Consists of red thick tubes and a plenum to the brakes and gets warm/hot bleed air through a valve to your brakes. If you donīt regurlary exercise the valves they will stick -> this will be spotted on the annual -> costs of replacement.
I think around BB-1700 they changed to Pb batts from Nicads. Eliminates the regular checks and the probable thermal runaway. I think there is an STC to mod earlier models to Pbīs. Aircraft starts as good as with the nicads in my experience. Despite being thrown away more often its cheaper to have the Pb batt.
There is little surprises in the B200 IMO, as long as mx was done by a good shop.
Raisbeck you already know is a must and I hear good things about the BLR winglets...but thats just hearsay.
Get yourself a mirror on the lower forward inner engine cowl, that way you can see the nose gear operate. Saved me once, we had sand in the axle and I spotted the gear getting out in an odd way, had mx look at it and they assured me the very next cycle would have meant a nose gear stuck in some position, most likely not extended.
One last thing we did for the looks: we had the boots 'optically extended', on the inner wing from empennage to engine nacelle, from the outer engine nacelle to the boot. The outer position is the place where the exhaust soot sits first and on the inner side its a good aide to see ice built up. Was always the first place I saw it. I looks better IMHO and it gets you less reflection from the beacon.
The B200 is a great airplane, have fun !
Iīm not sure wether it started also with 1476, but I operated 1478 with the newer style of combustion chamber, which consists of 4 parts rather than the 2 part earlier style chamber. We had an issue with cracks, but after getting a free (!) replacement by P&W no more trouble. According to our my shop still an area to be looked at during prebuy (usually would be looked at anyhow...)
I sometime fly a P21 equipped relatively late model....just a very nice aircraft.
I wouldnīt know of any specific wiring issues...one piece of equipment we had, never used (and thats the key to->) and always had issues with was break heat...apparently up North or far East one could need it, I never ever did. Consists of red thick tubes and a plenum to the brakes and gets warm/hot bleed air through a valve to your brakes. If you donīt regurlary exercise the valves they will stick -> this will be spotted on the annual -> costs of replacement.
I think around BB-1700 they changed to Pb batts from Nicads. Eliminates the regular checks and the probable thermal runaway. I think there is an STC to mod earlier models to Pbīs. Aircraft starts as good as with the nicads in my experience. Despite being thrown away more often its cheaper to have the Pb batt.
There is little surprises in the B200 IMO, as long as mx was done by a good shop.
Raisbeck you already know is a must and I hear good things about the BLR winglets...but thats just hearsay.
Get yourself a mirror on the lower forward inner engine cowl, that way you can see the nose gear operate. Saved me once, we had sand in the axle and I spotted the gear getting out in an odd way, had mx look at it and they assured me the very next cycle would have meant a nose gear stuck in some position, most likely not extended.
One last thing we did for the looks: we had the boots 'optically extended', on the inner wing from empennage to engine nacelle, from the outer engine nacelle to the boot. The outer position is the place where the exhaust soot sits first and on the inner side its a good aide to see ice built up. Was always the first place I saw it. I looks better IMHO and it gets you less reflection from the beacon.
The B200 is a great airplane, have fun !
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Sorry - that sounded more like a pitch than it was meant to - you are quite right Paul is a leg-end on the Mx of Kingairs, the only reason I put forward our two BFC chaps was the mix of Pilot, importer, maintenance, instructor examiner gives both sides of the story -
there is a reason why it is the best selling TP, it does everything well, not stellar just well. The Raisbeck Epic is probably the biggest/best mods for the money, make sure that your oew is within limits, I used to fly one that only allowed 2 pax with full fuel. Another Idea is get something with the new EFIS systems that allows you to dump the AC system, it will save you about 200# and less stuff to break otherwise MX will be the key.
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I had the good fortune to spend 4 years on a Raisebeck B200 Super Kingair, 1982 model. I've got to say they're pretty bulletproof, and we worked it hard into gravel runways for most of it's life in ISA + 30 conditions- it never missed a beat. The hi flotation gear was a pearl!
Perhaps the only thing that'll kill you on earlier models is the pressurization system, it has been known to subtly fail causing more than one complete crew/pax incapacitation and crash that i know of, and some of the PT6 -42's were a little susceptible to icing even well below -40C, when super cooled droplets could attach to the inlet screens, then subsequently break off and be injested, causing compressor damage. (Not a problem if you ALWAYS put the ice vanes out in cloud)Apart from that, not much else will go wrong.
Enjoy.
Perhaps the only thing that'll kill you on earlier models is the pressurization system, it has been known to subtly fail causing more than one complete crew/pax incapacitation and crash that i know of, and some of the PT6 -42's were a little susceptible to icing even well below -40C, when super cooled droplets could attach to the inlet screens, then subsequently break off and be injested, causing compressor damage. (Not a problem if you ALWAYS put the ice vanes out in cloud)Apart from that, not much else will go wrong.
Enjoy.
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You will not go wrong calling Gama for advice on a King Air, They have served me well for years. Not only will you get years of experience handed to you but they operate King Airs as well.
