allowed Beechcraft to further develop the 200 instead of just
playing around with the type as they had done to get the 200C
and T variants.
In 1981 Beechcraft introduced the B200, which was
essentially an upgraded 200 series model. Equipped with
upgraded engines (PT6A-42) albeit the same power output,
internal improvements within the powerplant gave the type
a slight speed advantage and took efficiency just above the
curve of the standard 200 series. Improvements within the
pressurisation system increased the cabin PSI to 6.5, some three
points up from the Series 90, while the all out weight of the
aircraft with no fuel was increased to 11,000lbs (4,990kg ).
Production further fell in 1983 with just 129 King Airs
rolling off the line. Dropping the B100 from their books and
discarding plans for a Garret-powered version of the F90, the
company carried on looking at ways to improve their product
despite the market downturn.
Continuing to upgrade the product, three further variants of
the 90 series were offered to the market (which by this point
was a Beechcraft-only field): the C90-1 featuring the PT6A
-21 and an increase in the cabin pressure to 5psi as well as the
tail plane from the E90, the F90-1 which was a F90 powered
by two PT6A-135As and a new design engine cowls dubbed as
‘pitot cowls’, and the C90A, which also wore the new cowls.Facelift
Since the introduction of the King Air 200 in 1974, no major
upgrades had taken place on the airframe but the design of the
King Air 350 changed that with the airframe being stretched
by some 3ft (91cm). With a MTOW of 15,000lbs (6,804kg ),
the aircraft could carry eight or more passengers in its double
club arrangement and a full load of fuel comfortably. Fitted
with a set of winglets improving the high altitude cruising
characteristics, the aircraft took to the air in 1988 and entered
a full production run a year later. Powered by twin 1,050shp
PT6A-60A turboprops, the aircraft had twice the power of the
first King Air. Two years into the model’s production the 350C
was introduced featuring a cargo door.
Rolling off the production line next was the C90B, taking
the basic C90 and adding a brand new interior and vibration
dampeners to help improve the comfort of the King Air’s
cavernous cabin even more.Looking Ahead
Today, the King Air is just as popular as it was when it
entered the aviation world more than half a century ago.
Beechcraft has continually looked ahead to see where its
product would be best suited next, a trait that has led to the
company creating a successful ‘family’ drawing a huge amount
of repeat custom.
Like the aircraft, the turboprop market has changed in many
ways over years with a number of booms and downturns but
to this day the King Air is still selling very well in the market it
has led from its onset.
As for the future, watch this space, but with Beechcraft’s ever
constant desire to improve and innovate, combined with
financial backing from Hawker Beechcraft, there are bound to
be more exciting additions to the King Air family!SINCE the introduction of the
King Air 200 in 1974, no major
upgrades had taken place on
the airframe...
King Air C90B
N1CR over Atlanta
in 1995. It was later
re-registered as N1CQ
and now f lies with
the Washington State
Patrol as N207HB.N18XJ was an
example of the Jaguar
Special edition C90B
produced by Raytheon
and co-marketed
with the British motor
manufacturer in- The aircraft
was unveiled at the
Detroit Motor Show
and boasted a Jaguar
designed interior
featuring burl-walnut
cabinetry and trim
and a special paint
scheme incorporating
the famous car's logo.
http://www.airlinerworld.com 83