King Air questions

[deskjobssuck]

Two quick questions for you.

1) I've got a Beech 1900 type rating. How does this relate, if at all, to flying other King Airs? Would differences training apply to be able to fly a Be20 for a 135 operator, or would it be a completely different aircraft. Also, how does my type relate to the 300/350 types?

2)I'm trying to get back to socal and back into the charter or corporate biz, but it has been pretty difficult to get a line on who actually operates king airs in the LA area. Also, at 3300 tt with 1100 pic in the 1900, do you think my time would be realistic for LA, or am I blowing sunshine up my own arse?

I appreciate any help you've got and wish you all good luck.

 

[Andy Neill]

Excuse me if I am observing the obvious here. There are distinct types involved here. Refer to AC61-89E, Appendix 2 as can be found at:

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/1ab39b4ed563b08985256a35006d56af/e6f473d2ab86c8cc86256ab600731af2/$FILE/Ac61-89e.pdf

There is a type for the BE-1900 (BE1900, BE1900C, BE-1900D, and the Military C-12J), the BE200 (BE-200T/BE-200TC), BE-300FF (BE-300FF), and another for the BE-300 (BE300, BE-300LW, BE-350, BE-B300). In all, there are four or five different type ratings for the aircraft you mentioned.

 

[deskjobssuck]

I realize there are different types. I was questioning whether my type translated downwards at all. I realize the 100 and most 200s don't need types, and I've never seen those other tip-tanked jobbies so I'm not too worried about them. I didn't realize that the 300 and 350 are the same type - neat to know. I apologize that I am not up to speed on how type ratings work, just hoping that someone might be able to help me figure it out.

 

[Bandit60]

Excuse me if I am observing the obvious here. There are distinct types involved here. Refer to AC61-89E, Appendix 2 as can be found at:

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/1ab39b4ed563b08985256a35006d56af/e6f473d2ab86c8cc86256ab600731af2/$FILE/Ac61-89e.pdf

There is a type for the BE-1900 (BE1900, BE1900C, BE-1900D, and the Military C-12J), the BE200 (BE-200T/BE-200TC), BE-300FF (BE-300FF), and another for the BE-300 (BE300, BE-300LW, BE-350, BE-B300). In all, there are four or five different type ratings for the aircraft you mentioned.

WRONG----The King Air 200 Does not require a type rating

 

[Andy Neill]

Bandit60,

Did you refer to the AC? Note that this is for the BE-200T and the BE-200TC, not the vanilla BE-200. Care to revise your remarks?

 

[deskjobssuck]

Andy
Thanks for the circular. Guess that does answer my question about the types. I was wondering about this 'cause a few years ago I had a friend who was able to skip school on the 200 due to his 1900 training for another company. Really just trying to figure out options for the future.

 

[FracCapt]

Two quick questions for you.

1) I've got a Beech 1900 type rating. How does this relate, if at all, to flying other King Airs? Would differences training apply to be able to fly a Be20 for a 135 operator, or would it be a completely different aircraft. Also, how does my type relate to the 300/350 types?

Assuming your type rating says BE1900, it counts as absolutely squat as far as the 300 series. Of course, the 200's do not require a type rating - except for the rare version that I believe was made for military operations.

Based on your total time, I'm assuming you did not get your Beech 1900 type rating more than about 7 years ago. If so, then it's a BE02 type...which is good for the 1900, 200, 300, 350. It was about 7 years ago that the FAA decided to split it up - up until then, they were all a common type rating.

If you get into a 200, 300, or 350 - you will feel right at home. With some minor systems differences that can be covered in a couple hours, they are essentially the same cockpit. The 1900 is just a King Air on steroids, with a bunch of Beech BandAids(all the extra crap hanging off the tail). Of course, to act as PIC in the 300/350, you would have to have the type rating.

 

[TimsKeeper]

I have been told years ago that the 1900 and 300/350 type were compatible but not anymore.

Anyway, if you flew the 1900 the 200 is no problem at all. The 200 in my opinion is easier than the 90.

Also, there is a type rating on some King Air 200's because the military operates at gross weights over 12500. When they turned civilian you had to have the type.

 

[cptsesso]

The fact of the matter is, it all depends on the insurance company, period. If they will accept your experience in the 1900 as equal to the 200, no school. If they will not, then you are off to king air 200 school for an initial or a recurrent. I think they may give you a grace period of a few months and then reqire you to go to school.

For the 300/350, I think you will definitely be going to school for the type.

You guys should know by now that the FAA is not the "ultimate authority", the insurance companies dictate which aircraft you can and are able to fly.

Just my thoughts.

 

[deskjobssuck]

Verrry interesting. Seems to have the ring of truth to it.

 

[FracCapt]

Verrry interesting. Seems to have the ring of truth to it.

I just noticed that you list BE02 under aircraft experience.....but 1900 under ratings....which type do you have - BE02 or BE1900?

 

[deskjobssuck]

You know, I never realized there was a difference between the two type ratings. I've been around this plane for quite a while and had heard to it referred to as a be02 so many times that I kinda figured that was just another name for it. It all makes sense to me now, but I feel kinda like a dummy.

1900 type, by the way. Guess I wish it was the be02 rating.

 

[350DRIVER]

Two quick questions for you.

1) I've got a Beech 1900 type rating. How does this relate, if at all, to flying other King Airs? Would differences training apply to be able to fly a Be20 for a 135 operator, or would it be a completely different aircraft. Also, how does my type relate to the 300/350 types?

2)I'm trying to get back to socal and back into the charter or corporate biz, but it has been pretty difficult to get a line on who actually operates king airs in the LA area. Also, at 3300 tt with 1100 pic in the 1900, do you think my time would be realistic for LA, or am I blowing sunshine up my own arse?

I appreciate any help you've got and wish you all good luck.

I had to laugh at the "Holy" Mr. Skywest's remarks....


To answer your questions...

1) Since you have the 1900 type assuming that you get hired to fly King Airs (any of them) then you will have absolutely no, zero, etc, problems whatsoever making that transition. The entire King Air fleet is probably the easiest turbo-prop fleet to fly, learn, transition into, etc. The 1900 and 300/350 type rating were one in the same in the 80's before the FAA changed it, that should tell you something right there. The airplanes are all very similar and you should be fine and if anything you will be way ahead with your prior experience in the 1900.


2) I am sure some operator would hire you on with your times since you would have no problems meeting insurance reqt's.

I don't have my directory, nbaa, or anything else to point you into the right direction at this time. I started another thread trying to help a friend who is also out there but I would suggest going to the local charter departments out there and speaking to the chief pilots of the respective departments with a resume in hand. It is more "personable" and you will better your chances by walking a resume in versus just doing it the conventional way by fax, mail, email, etc.

good luck to you,

3 5 0

 

[350DRIVER]

if you do have any luck pm me and I will send you the FSI books, manuals, inhouse books, training aids, etc, I still have em all.

3 5 0

 

[English]

West Coast Charters www.westcoastcharters.com is a very large King Air operator out of KSNA (Orange County). Give them a shot. I think they fly more King Airs than anyone in SoCal.

 

[deskjobssuck]

Is there any info out there about West Coast Charters? Got a call from the CP today and wouldn't mind knowing a little about it before making any sort of decision.

 

[English]

Wow, that was quick!


What do you want to know? It's a reputable company.

 

[FracCapt]

You know, I never realized there was a difference between the two type ratings. I've been around this plane for quite a while and had heard to it referred to as a be02 so many times that I kinda figured that was just another name for it. It all makes sense to me now, but I feel kinda like a dummy.

1900 type, by the way. Guess I wish it was the be02 rating.

The BE02 type was good for all the King Air line requiring types. Anybody that HAD a BE02 type and got a new certificate(for whatever reason) since they split them no longer has a BE02 type - but has each type that it previously encompassed listed separately. I missed the BE02 type by just a few days....and ended up with a 1900 type.

 

[Kingairrick]

The 200 has a different electrical system than the C90, 300, 350, 1900. Study it a little before you fly a 200. Also, old "straight" 200s as opposed to the B200 usually can't be started the same as other King Airs can. No "cross start." You have to bring the generator on, then off for the start of the second engine, then back on again, or you fry the current limiters.

Other than minor stuff like that, you will do fine in any King Air except the B100. That one is a whole other ball of $hit.

 

[Diesel]

Actually some of the earlier B200's couldn't be cross started. I never bothered with turning the gen on for the 2nd start. I just turned it on after the "bump" of the 2nd engine starting.

You want a weird starting plane you should see the 90 I fly now. It's got a walter conversion. It's got an "auto start" to it. You put the condition levers forward and then hit the start button. It goes through it's own cycle for the start.

It feels like it starts the engine at 3 percent. When I asked the tech he said yeah it's somewhere between 3-8 percent and then it meters it for the whole start. You can hear it turning the fuel on and off. But the temp never get's above 300 so it must know what it's doing.