King Air 100

wait...what did he say? · Tue Jan 17, 2006 8:28 pm

I know theres lots out there... seem like a great plane. But what kind of stuff does a guy watch out for? I'm hitting the books here in the next bit, but I would like to hear some first hand advice...

KAG · Post by **KAG** » Tue Jan 17, 2006 9:26 pm

It's alittle more roll sensitive than a 200, and if your slow and chop the power on landing you'll fall out of the sky. Flare at 110, and smoothly reduce the power and you'll greese it on.

other than the fact it's an under powered pig with responsive handling, what else would you like to know?

Cheers.

oldtimer · Post by **oldtimer** » Wed Jan 18, 2006 12:28 pm

If you are preparing for a PPC, be sure you are studying the correct airplane. There is a King Air 100, a King Air A100 and a King Air B100.
All slightly different.
Sort of like a Navajo 310, 325 C/R and Chieftain.
The King Air 100 was the first one. Originally with a 3 blade propeller and a 10,600 MTOW.
The A100 came next with a 4 blade propeller, improved fuel system, improved electrical system and higher gross weight.
The B100 is powered by Garrett TPE-331 engines.
With either the 100 or B100, know the current limiter test, it can be a bit intimidating. Other than that it is a pretty basic high performance turbine twin.
You will need a type rating for the A100 and the B100 but not for the early 100's.
IATRA?

SplitS · Post by **SplitS** » Wed Jan 18, 2006 12:37 pm

No type rating for 100's.... just good ol' PPC...

flyer 1492 · Post by **flyer 1492** » Wed Jan 18, 2006 9:53 pm

Trivia Question,

Why is the B100 the only King Air powered by Garretts?

Flyer

turbo-prop · Post by **turbo-prop** » Wed Jan 18, 2006 10:46 pm

Because Pratt went on strike and Beechcraft kept producing.

chief · Post by **chief** » Thu Jan 19, 2006 11:47 am

Although you can get the mod for the 90 to put the -10's on it. Other than that Beech was smart enough to keep putting the pratts on it when P&W came off strike.

Water off · Post by **Water off** » Thu Jan 19, 2006 12:58 pm

The B100 does require a type rating.

sky's the limit · Post by **sky's the limit** » Thu Jan 19, 2006 12:59 pm

It's a very easy plane to fly, very forgiving. You'll enjoy it.

Garrett's forever!!

flaps40 · Post by **flaps40** » Thu Jan 19, 2006 1:00 pm

Chief pm me when you get a chance

split s · Post by **split s** » Thu Jan 19, 2006 2:48 pm

[quote="Water off"]The B100 does require a type rating.[/quote]

why?

Water off · Post by **Water off** » Thu Jan 19, 2006 3:13 pm

I can't quote the numbers, but it is due to the stall speed. It is higher than the max allowed. It runs along the same lines as the King Air 200. The straight 200 doesn't require one but the B200 does. This creates alot of greif with TC if you get a guy who won't issue the type rating.

oldtimer · Post by **oldtimer** » Thu Jan 19, 2006 3:46 pm

The type rating is required if the airplane is a high performance and/or etc etc. The King Air 100 just squeezes under the requirements by a couple of knots. Vso I think. The A100 and B100, with the higher gross weight fits the definition. All King Air 200's require a type rating because of Vne. You are correct in that it gets confusing and TC does not always get it right. Some will issue a type rating regardless and others will check the books.