Just wondering if anyone out there has flown the King air 90 and 200 and also the Beech 1900. I have just accepted a job flying the King Air's and want to get a head start on the systems of the airplanes. However I only have a beech 1900 manual. How similar are the systems? Should I even bother, or will it just confuse me. Thanks everyone for the input.
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King air systems
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wingnutt
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well, im current in all but the 1900. i would say that it depends...
is the training in house? how are they going to go about checking you out in two types? do one now and add the other later? is this PIC or SIC?
...looking at your time im guessing SIC, so id say not to confuse yourself, but without more info, im only guessing
is the training in house? how are they going to go about checking you out in two types? do one now and add the other later? is this PIC or SIC?
...looking at your time im guessing SIC, so id say not to confuse yourself, but without more info, im only guessing
DesertFalcon
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The systems on the King Airs are very similar.
The F-90's systems is a triple fed bus, while the B-200 is a dual fed bus.
You can do a cross generator start in the F-90, but will blow a current limiter in the B-200 with the same start.
The F-90 uses a "HED" to monitor and control voltage and the B-200 uses "Current Limiters."
The prop systems are also slightly different. Reverse can malfunction on 4 bladed F-90's and cause you a lot of grief on landing.
The B-200 has a cowl deice/anti-ice that uses continuous bleed air. The F-90 has a screwy rubber boot with electrical wires that heat up; Not good.
There's more but you get the idea.
The F-90's systems is a triple fed bus, while the B-200 is a dual fed bus.
You can do a cross generator start in the F-90, but will blow a current limiter in the B-200 with the same start.
The F-90 uses a "HED" to monitor and control voltage and the B-200 uses "Current Limiters."
The prop systems are also slightly different. Reverse can malfunction on 4 bladed F-90's and cause you a lot of grief on landing.
The B-200 has a cowl deice/anti-ice that uses continuous bleed air. The F-90 has a screwy rubber boot with electrical wires that heat up; Not good.
There's more but you get the idea.
Kingairrick
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Need more info...
If it is a newer 90 (c90) the electrical system is identical to the 1900. The 200 is a different system. the above post bout the cross start is not correct for a B200, just the older "straight" 200s.
If you want to get a head start, start with the pressurization stuff, powerplants (variations of the PT-6, -21,-42,-67) flight controls will be very similar, fuel systems (minor differences), Air Conditioning. Hydraulics will be entirely dependent upon which model of 90 and 200 you will be responsible for.
Another good word of advice: When learning any new airplane, the best way to stay ahead is to make some flash cards with the limitations and emergency procedures. Sit in the cockpit and touch the switches as you go through the memory items to familiarize yourself with the locations of the items and systems. That alone will keep you on track.
Hope it helps. I'd be happy to answer any specific questions you may have. I have very little experience with the older models, but I can help with the c90, b200, 300,350,1900...
If it is a newer 90 (c90) the electrical system is identical to the 1900. The 200 is a different system. the above post bout the cross start is not correct for a B200, just the older "straight" 200s.
If you want to get a head start, start with the pressurization stuff, powerplants (variations of the PT-6, -21,-42,-67) flight controls will be very similar, fuel systems (minor differences), Air Conditioning. Hydraulics will be entirely dependent upon which model of 90 and 200 you will be responsible for.
Another good word of advice: When learning any new airplane, the best way to stay ahead is to make some flash cards with the limitations and emergency procedures. Sit in the cockpit and touch the switches as you go through the memory items to familiarize yourself with the locations of the items and systems. That alone will keep you on track.
Hope it helps. I'd be happy to answer any specific questions you may have. I have very little experience with the older models, but I can help with the c90, b200, 300,350,1900...
wingnutt
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lol...got all that AJL??? K.I.S.S. and ask the company what they would like you to study 
and as for the rest of you yahoos...bonus points to the person that can identify exactly what allows a cross gen start on some 200's and not on others.
extra credit for the easiest way to tell if it has this capability when you crawl into the cockpit for the first time
and as for the rest of you yahoos...bonus points to the person that can identify exactly what allows a cross gen start on some 200's and not on others.
extra credit for the easiest way to tell if it has this capability when you crawl into the cockpit for the first time
400A
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It is called a HALL EFFECT DEVICE, and was started somewhere around BB-1500. It limits the cross generator output.
I was instructor and check airmen on the c90-b, f-90, and 200. (That is not an ego trip, just an offer to help)
Newer B-200's are awesone. I used to get 290KTS on a regular basis.
PM be and I will give you an oral prep sheet I made. It has brief systems discriptions, memory items and limitations.
I loved all the King Airs except the straight 100.
400A
I was instructor and check airmen on the c90-b, f-90, and 200. (That is not an ego trip, just an offer to help)
Newer B-200's are awesone. I used to get 290KTS on a regular basis.
PM be and I will give you an oral prep sheet I made. It has brief systems discriptions, memory items and limitations.
I loved all the King Airs except the straight 100.
400A
Kingairrick
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Hung Start
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400A
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Yep
Sim is based off of BB-1647 and is level D. BB-1647 was an awsome machine. I flew her the first 2 years of her life. Most reliable bird I ever flew. The pictures in class of the collins flight deck will be of that aircraft. Taken by one of their instructors named Charlie Kilmer.
Kingairrick said:
Sim is based off of BB-1647 and is level D. BB-1647 was an awsome machine. I flew her the first 2 years of her life. Most reliable bird I ever flew. The pictures in class of the collins flight deck will be of that aircraft. Taken by one of their instructors named Charlie Kilmer.
400A
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B-100
B
I never liked the 331's over the pratts. It was faster, but the 331's while easier on gas are impossible to budget for MX and NTS sux compared to autofeather.
The aircraft was only built because pratt was on strike.
The 100 body was to big for its wing. even with the -10's while fast, still does not do altitude well. I also never liked the stabilator. I had a run away with it at rotation....handfull.
B
Hung Start said:
I never liked the 331's over the pratts. It was faster, but the 331's while easier on gas are impossible to budget for MX and NTS sux compared to autofeather.
The aircraft was only built because pratt was on strike.
The 100 body was to big for its wing. even with the -10's while fast, still does not do altitude well. I also never liked the stabilator. I had a run away with it at rotation....handfull.
AJL5236 said:
FlightSafety will sometimes provide their training manuals ahead of time, so their clients can study up before they actually arrive in class. This may vary from Center to Center, and it may require you to do a little "sweet-talking" to someone; but it could be worth the effort.
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