Need King Air 200 help

[WileE]

Hey HMR, I've got a couple questions for you, feel free not to answer if you think they are too nosy. I have almost 1500 hours in B-200's and 900 of those PIC. I was wondering what that 135 company is paying for a single pilot captain in the 200 right now. All my time was in the military so I'm not really in the know about "entry" level king air jobs. I've applied to a bunch of king air jobs but besides a couple nibbles I never got any good response. I did do Flight Safety training in a couple different facilities and I can give it a very good recommendation. Very professional and they will give you all the help you should need. Plus their facilities and equipment have always been top notch.

 

[cvsfly]

B200 is certified to 35,000', but soon (2004) most will not be able to use FL290 and above. I don't see RVSM certification being cost effective. Has anyone with a late model, well-equipped B200 looked into RVSM cert.? Any cost projections. I know some of the equippment required such as ADC (Collins one in B200 may need some upgrades?) and Altimeters (do the Collins models in late model B200 meet the spec?) and TCAS (we already have TCAS II - what modifications are required?). The formula for efficient flight planning above is good - I think of it as your trip distance * 100 up to your most efficient altitude usually around 24 - 27,000' - i.e a trip of 250nm * 100 = 25,000'. Round down for appropiate direction of flight, take into consideration wind strength of course and your routing. If you are going into TEB from south of DC they will start sending you down to 15- 11,000' after PXT. 3 blade vs 4 blade make a big difference - big air brake! Most operators with 4 blades will land with 1700 rpm instead of full forward unless of course you are SE, good possibility for MAP or go-around or short feild. Props foward requires a fair TQ adjustment, increases noise considerably and if you chop power early, you will drop like a rock. Having windsheild heat on above 10k (or above freezing level) is usually assumed the best practice if any chance of icing conditions are expected. It is thought that this is better than turning them on a cold soaked glass on on an as needed basis. May contribute to a cracked windsheild? No advantage for bird strikes like some jets with windsheild heat. Also don't forget Engine anti-ice/ice vanes/inertial seperators by +5C IOAT going through visable moisture. Good formula for descents are the 3:1 ratio. I.e. 15,000' to loose = 45nm out from your crossing restriction @ a normal descent rate of 1500'/m. In the sim get familar with your power settings. The 200 will exceed 250/Vmo in descent as well as 200 kts below class C or in class D with out power management. 1100'-lbs clean level will give you about 180 kts for your steep turns, 800 with flaps app for inital appr = 140 kts, 600 Flaps appr gear descending on GS at 130 kts. SE ILS appr = double your power and more for MDA level off. Try to get FSI (more expessive) instead of Simcom - Simcom (MCO) I believe is fixed based (level A? or FTD?) vs Level D for FSI (ATL now, ICT, TOL and LGB) and your checkride will have to be done in the plane (if you are PIC your 135.299 will be in plane anyway). Simuflite might be an option as well (DFW). They now have Level D sim I believe. FSI and Simuflite are more universally recognized with insurance companies in that they may give a better rate with that training vs Simcom.

 

[flywithruss]

Simcom's simulator is fixed/visual, and they are quite a bit less expensive than other options. Simuflite's sim is level C I believe (only difference from D being no daylight visuals) with landings approved. FSI, though I haven't used them for the 200, has a superior reputation. For a new pilot going single pilot in the airplane as you'll be, I'd recommend Simuflite or FSI just because the sims are approved for landings and you'll be able to get a better feel for it than at Simcom.

cvs made some good suggestions with regard to power settings. Get to know target torque settings and you'll always be in the ballpark on airspeed.

Land with your props at 1700RPM if you're not going in to a short runway. The airplane handles a lot better (with the props up, you'll have more drag and the airplane will drop like a rock if you pull the power back, as cvs said above) and it is substantially quieter. Just remember, after touchdown, props up then go to beta/reverse.

In terms of landing, the airplane uses very little runway ... I routinely have ground rolls of 2000' with little or no brakes.

R

 

[Headwind]

Had B-200 initial & recurrent at FSI ( TOL & ICT ) and recurrent several times at Sim-Com (MCO). I prefer Sim-Com and the company pays all cost. The sims are much better a FSI, but I seem to learn more at Sim-Com. At FSI you have a sim instructor and a different ground instructor in a classroom with several other people. At initial my ground instructor new the material, but had never flown a King-Air. At Sim-Com my sim & ground instructor were the same person with work experience in the aircraft. The class is limited to two students and the instructor always gave me advice you only get from years of hands on experience.
If your aircraft is FMS/ EFIS equipped you probably need the FSI initial or you will be lost in the aircraft. The sims at ICT & TOL have EFIS 85 and on the FMS you can request UNS 1-K or -M. If its an older 200 without EFIS you have other choices.
You will love the aircraft. It's very stable with no bad habits. I think it handles more like a big Bonanza than a 172.

 

[cvsfly]

Re: KA200 power settings

.... and flight idle, which is what ya want over the threshold at 50 feet & on speed...then flare, flare, flare...don't give up & you'll get a greaser more often than not.

That's the difference between 3 blade and 4 blade.

 

[Kingairrick]

KA 200

I am in the process of helping a customer buy a 200 to put on our 135 certificate. Flightsafety Lakeland, FL (LAL) has a level D part 142 200 sim. They can do 85% of your 135.299 in the sim. The instructors are all experienced in the 200. I'm going Oct. 7...

cost is $7395.00 plus $1200.00 for the 135 ride.

 

[cvsfly]

I've always been told the Part 142 training centers can't do the .299 line check. Both FSI ATL and ICT said they couldn't. Had to be done with our FSDO. Does the LAL sim have EFIS/FMS?

 

[JetPilot500]

I've always been told the Part 142 training centers can't do the .299 line check. Both FSI ATL and ICT said they couldn't. Had to be done with our FSDO. Does the LAL sim have EFIS/FMS?

That is absolutely true...still. The 135.299 Checkride must be completed in an airplane with a Fed or Check Airman. It must be completed once a year in one of the airplanes the pilot is authorized to fly part 135. I always thought that was one of the dumbest rules.

JetPilot500

 

[Rick1128]

Kingairrick,

I think you really need to talk with some other FSI facilities. I am spending just over $7000 for a Lear recurrent WITH the 135 ride. As for the 135.299 ride there is no 85%. It is either all or nothing.

A King Air sim being a level D doesn't sound right. Those bad boys are very expensive. And the pay back on a turboprop is just too slow. If is is a level A or B which sounds more likely, you get a 85% ride on your 135.293/.297 ride. .299 rides have to be done in an airplane with a FAA Inspector or a check airman.

 

[cvsfly]

FSI definatly has Level D BE-200-B200 sims in ATL and ICT and either Level C or D in TOL and LGB. I don't know about HOU and LAL. I sounds as if the LAL is a level A or B and the 135.293/.297 is limited to 85% in the sim and rest including .299 in the actual aircraft.