Need King Air 200 help

[Kingairrick]

You guys are correct. the .299 has to be done in the aircraft with the check airman (or FSDO.) LAL's King Air 200 sim does not have EFIS. We have to go to ICT for our C90B EFIS. ICT C90B Initial costs 12K (135.) LAL is definately less expensive.

As for what level sim it is, I'm not sure the above posts lead me to believe that it is probably "B". It is full motion and visual and they are excited because it is LAL's newest and nicest. They just got it from ATL. Only thing I know is that our insurance says it's OK, so ....

 

[cvsfly]

If it came from ATL it is the Level B. ATL just got the Level D in May and they obviously shiped out the old one. We wanted to do as much of our 135 checks with a sim facility and we have a B200 with EFIS and FMS so now ATL is our #1 choice (went there in Aug). Power outages caused havoc with our sim schedule!

 

[ArmyC12]

BE-200

I have been reading the replies and I just wanted to make a few comments. First, as an Army pilot I have only gone to FSI and they have always ben outstanding instructors. They are there to see you get through the course. Either company you go to will do a good job. I noticed a couple of comments on the 3-4 prop issue. Having flown both, I can say that W/ 3 blades and the condition levers up high, you float. W/ 4 blades and the conditions up high you dont float as bad. I ALWAYS fly with the condition levers in high. Just my way. Big tires and little tires, I fly W/ little, flown both, doesnt matter, you will figure it out by the second landing. Props 1700 on landing. In my opinion this can lead to bad things. Our check list says this, we have "before landing" and "landing" W/ landing it is
1. AP/YD Disengage
2. Gear down / Lgts check ( this is the 2nd time for this)
3. Props HIGH

Put your props to high for max reverse and max PWR for goaround, dont short change yourself. The pax wont notice the difference and you will be able to handle it just fine.

We dont fly single pilot, but I have in the 200 before and remember, the check list is your friend. Use it and it is harder to get your self in trouble. We have the check list built in to the WX radar. I know using it that way is not always a good thing to do, but in VFR WX I can read the entire check list W/O taking my hands off the "rams horn" we can toggle through it with a button on the wheel.

As far as fuel loads and PAX, we top off the tanks (544 usable) and then put in 8 PAX 2 pilots and baggage and take off @ 14,000 lbs. We have an AWR for this. It is the SAME BE-200 you will be flying W/ NO mods. IN NO WAY am I telling you to go over 12,500 lbs, I am just saying we do it every day and the plane flys fine, and yes, we do need to meet ACEL/STOP just like alot of people do. BUT we cant land ABOVE 12,500 unless it is an emergency. AGAIN, I AM NOT telling any BE-200 pilot to take-off over the MGTOW for your plane, we are military and we use a couple of different rules than you do.

It boils down to this, it is the BEST twin, pressurized, turbo-prop you will fly. A PT-6 and a BE-200 is one of the best combos you can get.

Have fun with the plane and show her some respect and she will pay you back 100 fold.

 

[jetdriven]

ICT has two KA200 Level "D" sims as well as a C90B sim and a 350 sim, also level "D". These are all the new "wrap around" screen ones, brand new. I hear you can do a circling approach and see ice build on the leading edge of the wing.
Right next to our level "D" 1900 sim, which is built with mirrors and TV sets.

 

[CatYaaak]

Originally posted by HMR

"...Also, I have no BE200 time. I flew it for my pre-employment checkout the other day and it seemed like a great airplane...."


Your observation is dead-on accurate, and the reason why the sky and ramps are lousy with them.

It's a great, nice-handling, honest airplane and will serve you well with a versatility not achieved by many others. Keep your healthy respect (as with any aircraft) but don't be intimidated by it (especially with the formalized training you are about to receive) because if you don't abuse it or try to cheat the numbers, it won't bite.

My 2,500+ hours flying them were 100% "bite-free" whether it was "5 miles in trail/Keep your speed up" at Logan, launching out of Aspen, or landing in mountain-valley grass strips (in which case I highly recommend props high RPM on the chance there's an elk or eco-freak that suddenly decides to browse around down there). That's a testament to the airplane, not to me (CatYaaak Superpilot?...c'mon, that has no ring to it at all).

Work hard and learn lots in training. After not too many hours flying the aircraft you will be comfortable and realize that the toughest things about flying a King Air are exactly those same things you already experience now: go/no-go decisions, weather, etc. For diverse operations, your ride just got about as good as it can get, so enjoy but keep making good decisions for the tough calls.

Advice? Don't forget/always use your ice vanes when recommended.

The hardest thing to learn? The little "hand dance" when you are starting engines while trying to keep one eye outside.

 

[PilotoHalcon]

I am flying the C12 D with the -41's. It is certified to 310.
Anyone know of any positions for a BE20 driver upon my return in November?
j

 

[PilotoHalcon]

Thanks feip, I just turned in a resume to flight options. Too bad they are not Lear operators. But you cannot beat a King Air.
j

 

[PilotoHalcon]

De nada FlyChicaga, Glad you like it. One of these days when I get up the nerve to leave here I will take up sailing. Did it a few times and loved it. Now if if I cold find a sailing BB like this I could waste even more time...
By the way, you have a great quote. and the Guinness one is good also.
"Guinness=Genius in Gaelic"
j

 

[HMR]

Thanks everyone for the help! Just got back from SimCom. It was great. They recently upgraded the 200 sim and it flew perfectly. The equipment, training, and study materials were excellent. Some of the friendliest people I've ever dealt with. You guys were right on with your King Air advice. Thanks Again!

HMR