King Air variants ?
King Air variants ?
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King Air Differences
The King Air 200 has the T-tail, more powerful engines, greater wing area and span, increased cabin pressurisation, greater fuel capacity and higher operating weights compared to the King Air 100.
The B200 entered production in 1980, and features PT6A-42 engines, increased zero fuel max weight and increased cabin pressurization. The term Super King Air applies to the 200 series,but `Super' prefix was dropped from the King Air name in 1996.
The King Air 300 is an updated version of the B200. The main change was the installation of larger PT6A-60A turboprops in place of the -42s of the B200. Other changes are aerodynamically clean engine cowls and exhausts and extended wing leading edges. Both empty and max takeoff weights were also increased.
The 300 has been replaced by the 350, its major improvements being a stretched fuselage lengthened by 2ft 10in and the addition of winglets.
The B200 entered production in 1980, and features PT6A-42 engines, increased zero fuel max weight and increased cabin pressurization. The term Super King Air applies to the 200 series,but `Super' prefix was dropped from the King Air name in 1996.
The King Air 300 is an updated version of the B200. The main change was the installation of larger PT6A-60A turboprops in place of the -42s of the B200. Other changes are aerodynamically clean engine cowls and exhausts and extended wing leading edges. Both empty and max takeoff weights were also increased.
The 300 has been replaced by the 350, its major improvements being a stretched fuselage lengthened by 2ft 10in and the addition of winglets.
I'matightbastard
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The May 2003 issue of AOPA Pilot has an article on the King Air, though it focuses on the C90B.
Don't know if it's available on line, but you might look at www.aopa.org
Don't know if it's available on line, but you might look at www.aopa.org
Raisback...
You will also see some B200s in the Raisbeck configuration. This retrofit offers the following advantages:
The four bladed propellor:
Redesigned leading edge (flush deice boots)
Ram Air recovery System increasing efficiency with icevane deployed.
Dual aft body strakes impove yaw stability. Yaw damper may be inop for flights above 20K up to 35K ceiling.
High floatation gear doors. Enclose completely the high floatation gear (bits of the tyre hang out into the airflow otherwise). Supposedly completely eliminates the drag penalty of the bigger gear.
A very impressive performance increase all around when fitted.
The most obvious things when looking from afar are:
the props
the aft body strakes (two fins pointing downward along the aft of the fuse)
CS
The four bladed propellor:
Redesigned leading edge (flush deice boots)
Ram Air recovery System increasing efficiency with icevane deployed.
Dual aft body strakes impove yaw stability. Yaw damper may be inop for flights above 20K up to 35K ceiling.
High floatation gear doors. Enclose completely the high floatation gear (bits of the tyre hang out into the airflow otherwise). Supposedly completely eliminates the drag penalty of the bigger gear.
A very impressive performance increase all around when fitted.
The most obvious things when looking from afar are:
the props
the aft body strakes (two fins pointing downward along the aft of the fuse)
CS
Thread Starter
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Hello Compressor Stall,
does the Raisbeck upgrade make the King Air200 and the B200 equal in terms of performance ?
Also is it offered on both of them?
Once the upgrade completed, will the modified airplane have similar perfomance to the B350 ?
Cheers.
does the Raisbeck upgrade make the King Air200 and the B200 equal in terms of performance ?
Also is it offered on both of them?
Once the upgrade completed, will the modified airplane have similar perfomance to the B350 ?
Cheers.
