Lowest time King Air PIC?

[sperfly]

I had around 1100 hundred TT, went to Simcom and flew with a mentor for fifty hours when I was turned loose in a 200 but I worked for an insurance underwriting company. Before that we flew a Chieftain. Like some of the above posters said, set high mins for yourself and don't be pushed into anything beyond your comfort level.

 

[ILOVEBEER]

One of my students bought a King Air with around 350 hours total time. I had to give him 50 hours of dual and the insurance said he was good to go. His only multi time was what he did for his ME rating and the 50 with me in the King Air (62 hrs or so). His airplane before that was a Mooney. Now he flies his Lear (last I heard anyway) and he probably barely has ATP minimums.

 

[jjosh122]

250 hours in a Baron in 6-months under part 91? I think a lot of people would question the validity of your log book if they saw those kind of numbers for straight part 91 in a Baron.

I would welcome the challenge to verify the legitimacy of this time. Every flight has been IFR =).

 

[jjosh122]

I did it it with slightly more time. I had 600 hours in a C-55 Barron. Do not cut any corners on training. I went every 6 months. get a minimum of 25 hours with a mentor whether the insurance requires it or not. Set your personal weather minimums high at first. If the boss tries to push, do not budge. Do not budge on maintenance either. The bills on a King Air are going to be a completely different animal than the Barron, so they may try to cut corners.

I am speaking from experience. I have been down this exact road.Feel free to PM me.

The 90 is a great next step. It is a pleasure to fly and is quite forgiving.

As others have said though, talk to the insurance agent and know the answers in advance. Keep a eye on brokers. Some will tell your boss you are not qualified so that they can get the job for a buddy.

Good Luck!

Thanks for the input. I am very aware of this. I am learning fast that there are many backstabbers in this industry. Trust me, I am dealing directly with the insurance brokers myself.

 

[jjosh122]

Lets see I got my first king air 200 captain gig with around 2300hrs, 700 turbine, 1700 multi. I had been flying MU-2s and citation II, along with all the light twin engine a/c (Baron, Cessna 401/402/310). Also, most of my time was single pilot, except the citation. That was a 135 operation, with a ARGUS gold rating. Not sure if that helps. Also, something to think about is the fact that you only have 900hrs. You might be able to handle the aircraft, but think about the new destinations that will follow with the larger aircraft. Single pilot IFR in the mountains, during a snow storm, not the place for a low time pilot. Not the time to be getting that experience with passengers onboard. You might say "that will never happen to me I won't put my self in that position," well when your job is on the line and the boss is breathing down your neck to go go go; stuff happens. Just my two cents, but I don't know your skill level, I am just referencing me when I had 900hrs.Good luck

Thanks for the input. I hadn't looked at it from that perspective. My boss is great though; if I say it's not safe he doesn't question me. However, there is no doubt I will set high personal minimums until I get very comfortable in the airplane--just as I did with the Baron.

 

[brokeflyer]

My boss is great though; if I say it's not safe he doesn't question me.

they all say that.....just wait.

 

[acpilot]

If 135 ops can type Metro PICs at 1500 hours, you can certainly be covered by insurance in a king air 90 at 900 hrs.

If your insurance company says you're not qualified, find another insurance company. You will need to go to school for sure and fly with a mentor for awhile, but I'm sure you can meet the "mins" according to at least one insurance co. out there.

 

[jjosh122]

In case anyone is curious, I just heard back from the insurance company. This is what they want:

$11,000 per year premium
15 hours dual, including 15 full stop landings
simcom/flight safety or equiv

 

[acpilot]

that sounds very reasonable...all things considered

 

[BoilerUP]

In case anyone is curious, I just heard back from the insurance company. This is what they want:

$11,000 per year premium
15 hours dual, including 15 full stop landings
simcom/flight safety or equiv

That premium seems quite reasonable to me, and I'm actually kind of surprised they don't want more than 15 hours of dual. Hell, my insurance company initially wanted 25 hours dual when I transitioned to the CJ2+ despite being typed and having 400+ hours in the Citation II!

 

[PilotKitch]

Did a contract gig on a Cheyenne with 350 total and a hour of cockpit style ground from the full time guy they had. He was my instructor through my ratings and I can say the thing that stands out is how STUPID it was. Although we had no problems and it was a simple day trip I was mentally still in the FBO when I was climbing through 10k feet. Talk to insurance guy, go to school, and have fun the 90 is a great aircraft.

 

[westwind driver]

500 hours in a 12 month period flying a Baron part 91 isn't beyond the realm of possibility at all...and the fact the company is looking to upgrade to a C90 (which is faster than the Baron) lends credence to the fact they realize their current airplane isn't suited for their mission and/or tempo.

Flying 500 hours in any airplane during a 12 month period is not unusual. I know a few 121 pilots that fly around 800.

Even if it's a C152, 250 hours only means you didn't go as far. Time is time. 1 hour in a jet equals the same 1 hour in a baron.

 

[westwind driver]

That premium seems quite reasonable to me, and I'm actually kind of surprised they don't want more than 15 hours of dual. Hell, my insurance company initially wanted 25 hours dual when I transitioned to the CJ2+ despite being typed and having 400+ hours in the Citation II!

That probably had to do with the avionics. Insurance companies know that transition to all glass from analog mechanical gauges can be difficult. Ask someone who goes from Lear 25 to a GIV/V.

Avionics are great, but the newer systems can have a steep learning curve.

 

[BoilerUP]

That probably had to do with the avionics. Insurance companies know that transition to all glass from analog mechanical gauges can be difficult. Ask someone who goes from Lear 25 to a GIV/V.

Avionics are great, but the newer systems can have a steep learning curve.

I understand that, but I had 1300+ hours of PL4 time...and PL21 ain't THAT much different than PL4 when it comes to the user interface. Especially for younger guys like myself who have grown up around computers, avionics aren't difficult to learn.

Probably why that 25 hours got reduced down to 5 hours...

 

[westwind driver]

I understand that, but I had 1300+ hours of PL4 time...and PL21 ain't THAT much different than PL4 when it comes to the user interface. Especially for younger guys like myself who have grown up around computers, avionics aren't difficult to learn.

Probably why that 25 hours got reduced down to 5 hours...

True true. Actually PL21 is pretty straight forward (I think) Some of the more advanced avionics that are intergrated with the aircraft and vice versa can be fun. It's strange to think that you can of course fly any aircraft without programming a FMC, but that many of them now adays wont even have the AHRS come up if you dont do POS INT, or in some cases align IRUs.

Anyway, didn't mean to take this off topic. Back to the King Air / Insurance discussion....