Questions about the King air 200

[Hoghunter]

Does it require a Type rating?

Does it only require one pilot? If so, why do some companies have two pilot requirements, and how does the logging go?

Thanks,

 

[satpak77]

No type

Most insurance companies encourage 2 pilots. A King Air is a King Air, a very dependable turboprop, however it is not the Duchess parked at the flight school.

Single pilot it can be very busy, with FMS, TCAS, TAWS, EGPWS, TALKING to ATC, watching out the window for traffic, and oh yeah, FLYING.

In a perfect VFR day with no problems, single pilot is easy, but hard IMC and some equipment malfuctions and the train starts to come off the track

I argue that without a working AP, actual hard IMC/IFR flight single pilot should be discouraged or even prohibited

but I am not Chuck Yeager either.

 

[Hoghunter]

Thank you, so if you have two pilots for insurance reasons, but only one is *required*, only one can log right? So one flys a leg as PIC, the other, just sits there logging nothing? Since SIC is not an option?

Thanks again,
HH

 

[satpak77]

awwwwwwww mannnnnn

you would ask that. The old "no SIC required" so what do I log debate.



be advised, no type, but there is a FlightSafety/Simuflite course to transition to the airplane (say you were flying a C-421).

You cannot just climb into a B-200 and expect to be insured with no factory training.

Co-pilot will log ????. Maybe he can document it somehow to show exposure and experience to turboprop operations.

FAA-wise, its a one pilot airplane however

 

[mavrck]

ahhh .. heres comes the can of worms being opened. i can picture this respone to become a multi-page thread.


Ok. as far as the feds are concerned it is a single pilot airplane period. Under part 91 the FO will have a hard time trying to log any time in it while not "physically manipulating the flight controls". So in other words, he cant log it as SIC under part 91 cuz its a single pilot airplane.

Under part 135 however, and this varies from POI to POI and 135 op specs under different operators. The SIC can log SIC time in it cuz most operators under their op specs require a two pilot crew.

So the double edge sword continues. Now you take a situation like our compnay which operates king airs both under part 135 and 91, the FO is doing the SAME EXACT job under both regs. Under 135 he can log, under 91 he is basicly along for the ride and might as well sit in the back with the folks cuz it aint going into his log.

if you get into this situation and try to further yourself at employment opertunities later in life, some companies will knock you on the logging of the time while others will totally understand how the situation goes.

The point is, SIC time means little to many companies. It is IMPERATIVE to transition the the other seat and start logging the PIC time ASAP!

mav

 

[Prof. ATP]

Sme King Air 200s are certified to have a maximum gross weight over 12,500lb, so a type rating is required.

[My 200 ground school instructor at Simuflite used this as a bar bet.]

 

[groundpointsix]

Sme King Air 200s are certified to have a maximum gross weight over 12,500lb, so a type rating is required.

[My 200 ground school instructor at Simuflite used this as a bar bet.]

I think that's just the military version (C-12 i think?) So far as I know the B200s rolling off the line are all under 12,500.

 

[FalconPilot69]

Sic

You are correct in that the C12 is the King Air 200 requiring a type rating. As far as logging time, everyone is pretty much dead on. Now, if Ops specs require 2 pilots, then you can legally log PIC/SIC time. For instance, before you start to fly, if you are designated the "PIC" for that leg, and are manipulating the controlls solely, you can log PIC. If you are not, but working the radios, etc., you can log SIC. The biggest catch is how your POI or FSDO view the above. Now if Ops specs state that you are single pilot only, enjoy the ride because you cannot log any of the time, even if you are allowed to operate the controlls. Some FSDO's will even go so far as to say that if you even touch the radios in a single pilot operation, that you are in violation of the regs. I was told the above by a POI in a local FSDO that one.

Hope this helps.

 

[surveypilot]

B200t

Sme King Air 200s are certified to have a maximum gross weight over 12,500lb, so a type rating is required.

The B200T orginally came from the factory with tip tanks a camera/drop hole and a significant max gross increase. There was also a B200CT that also included a cargo door. The 200T was primarily designed for Maritime patrol. It could be operated in the standard category without the type rating or in the restricted category with the gross weight increase, therefore requiring the type rating. My company had one for a little while used for aerial mapping. The problem is trying to find someone that is qualified to do the type ride. Very few people have a King Air 200 type.

http://www.raytheonaircraft.com/government/maritime_king_air_b200t.shtml

http://www.airliners.net/search/photo.search?aircraftsearch=Beech%20King%20Air%20200T&distinct_entry=true

 

[aroundtheblock]

These previous posts are right on about logging the time. Be careful about logging it under 135. My old charter company used to send both pilots to Flight Safety. We all got 135.293 and 297 rides but only Captains would get a 299 ride. Insurance required 2 pilots and so did the contract with who we were chartering. But technically we were single pilot as far as the Feds were concerned.