King Air B200...

[B1900FO]

Hey all!

I've been doing some 200 flying latley with a few different guys. One of the King Air's is RVSM and he typcially operates it between 280 and 310. On the other hand the other guy operates between 230 and 260 and swears anything above that is no good.

What do you guys typically do in your 200??

Merry Christmas!

 

[willNOTfly4free]

I have never been above FL280 in a 200. The fuel savings are very minimal above that. In fact, when you look at the cost to certify a BE200 for RVSM ops, it ain't worth it.

 

[LongBoarder]

100KTS Tailwind

The only time that I ever saw a need to operate above 280 was to get around weather or if we had a honking tailwind... Have been all the way to 330 in her, but she looses so much true that it really is not worth the time to get there.... But PSP to TAL was sure nice non stop.

LB

 

[Diesel]

I've done 330 a bunch. Used to go from colorado to florida non stop quite a bit.

We ran a B200 (probably 2000hrs in it) from nj to maine and we allways ran at 290. We had a full raisebeck package which probably helped.

I'm running a 90 and I could really use the extra couple of thousand of feet to get over the clouds.

I'd think the difference is Raisebeck or not. Plus straight 200 or B200. They both look the same.

 

[Lear Wanna Be]

Yeah, we have a straight 200 and the boss likes it between FL220-FL260. In fact, he insists on it for any leg over an hour. Depending on the day, we usually temp out around FL180. In house rule is 700 degrees ITT, where red line is 750. So to get above FL280, I would think that it would take way too long and probably be pulling max 1200 pounds of torque. Can't see the need myself unless you are talking about weather issues.

 

[Diesel]

Yeah straight 200 is about right. You have remember that the 200 has a 100 less hp than the B200.

 

[cptsesso]

Straight 200 (PT6A-41) and a B200 (PT6A-42) have the same 850 hp rating. The difference is the B200 can run at higher Itt because of different blades and combustion liner giving it a higher tas at altitude.

 

[400A]

Yeah straight 200 is about right. You have remember that the 200 has a 100 less hp than the B200.

They both have 850 SHP. B-200 got higher Temps so you could get the full HP at altitude.

 

[junkjockey]

We have the B200 with full Raisbeck and run between 220 and 280 depending on leg distance. Mobile, AL to Teterboro at 270 nonstop was nice last week. With it being so warm down in mobile we temp out around 140-160. It would be nice to temp out higher but that damn red line thing. We are thinking about gettin the winglets. Any pros/cons you guys know about?

 

[Diesel]

I've heard the winglets work and i've heard they aren't worth the speed. You might want to try higher. I've done 330 quite a bit to make sure i could go nonstop from maine to florida.

Sorry about the 750 850 thing I was thinking about another model.

My mind is really starting to slip.

 

[B1900FO]

I pulled the charts on one of the B200's i've been flying. Its a 2001, with the Raisbeck mods. Anyways...

At 12,000 lbs and ISA the chart says the airplane should true 263 at 310, where as at 250 it will true right around 280. The fuel burn however, does drop off to around 125lbs an hour less than at 250. And really, over 800NM, 20 knots extra only saves you 12 minutes.

 

[Diesel]

The problem is getting above 310 the book is a little optomistic. 290 with a full raisebeck B200 is just right for it and we were only doing 600nm legs.

 

[B1900FO]

tas

Diesel,

What was a typical TAS at 290 in your raisbeck King Air?

 

[Diesel]

267-B200 Raisbeck

 

[400A]

Diesel,

What was a typical TAS at 290 in your raisbeck King Air?

I flew several B-200's in the BB-1500 thru BB-1700 range and they did High 280's to 290 in the mid to high 20's. Best I saw was 292.