PILOT REPORT

perator Survey:
Beech Super
King Air B200

Why the King Air 200 remains one of Beechs

best-selling aircraft 20 years after its introduction.
By FRED GEORGE
March 1994, Document No. 3303 (4 pages)

Flying overhead, the shape of the Beech Super King Air

B200 is instantly recognizable among business aircraft.
Clearly, the Model 200 has become the definitive turboprop of the business aircraft fleet. During two decades of
production, more than 1,950 variants of the Model 200
have been deliveredincluding executive, cargo, air
ambulance, commuter and military versions. If the current
rate of production continues, the 2,000th Super King Air
200 will roll off the assembly line in 1995.
This year marks the 21st year of production of this
venerable, well-seasoned workhorse, and Beech continues to deliver 25 to 35 Super King Air 200 aircraft
annually. This is a business aircraft that has benefited
from continuous fine-tuning since its introduction in
1974 (B/CA, November 1992, page 48). Few aircraft
have earned such long-term popularity.
We wanted to know why. So, we asked several
recent Super King Air B200 buyers about their purchase decisions and what they now think of the aircraft
after flying it a few months.

BUYERS COMMENTS

A substantial number of buyers operate the Super King

Air B200 as their only business aircraft. Typically, they
are relatively small, entrepreneurial firms. The remainder is split between small fleet operators of about three
aircraft or large commercial operatorswith many of
them flying more than a dozen aircraft.
Most people who purchased Model 200s in 1993

didnt anguish much over their choice of aircraft. A

large number were previous King Air owners, and they
were quite happy to stay in the Beech fold. Some were
tempted by Cessnas CitationJet or the Citation II in the
light turbofan class, and by various other turboprops,
but the Super King Air B200 ultimately won their purchase dollars. Other buyers said their choice of a turboprop was in part influenced by its fiscally conservative
public image, one that prevents their critics from chiding them about the company jet.
Reliability, operating economy and Beech product
support frequently topped the list of the most compelling
reasons for buying the Super King Air B200. One
buyer said, After years of operating King Airs, weve
never cancelled a trip due to a mechanical problem.
Other comments we heard reinforced the impression
that the Super King Air B200 and its predecessors are
exceptionally reliable business aircraft.
Ultimate speed was not as important as fuel economy
to the buyers with whom we spoke. Indeed, B/CAs
1993 Planning & Purchasing Handbook indicates that
turbofan aircraft offering competitive cabin volume burn
up to 394 pounds of fuel on a 300-mile trip, although
admittedly they arrive 12 to 22 minutes ahead of the
Super King Air B200.
The Beech dealer network received high marks from
buyers for responsiveness, quality workmanship and timely completion of maintenance. Most buyers have established long-term business relationships with local Beech

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ilot
Report

service centers and salespeople. We sensed an implied

comfort level that encourages buyers to stay in the Beech
family. One air ambulance operator said, We need 24hour-a-day support, and we get it from Beech.
Human engineering factors also played a major part
in the purchase decision. Pilots laud the aircraft for its
ease of handling and stability. Regardless of weather
conditions, including icing, there are no [handling] surprises, commented a recent buyers chief pilot.
Flightcrews also like the copious rear baggage compartment that holds 550 pounds, along with the rear air
stair door that makes quick work of baggage loading.
The 1993 model and newer B200 aircraft have a
detachable forward door cable that makes it easier to
fit long or bulky items through the door opening and
into the baggage compartment which is located aft of
the door. (A few buyers commented, however, that the
doors 26.75-inch width was too narrow.)
Pilots commented favorably about the B200s generous center-of-gravity envelope. If it will fit into the luggage compartment, the aircraft will remain within [c.g.]
limits. . . one pilot said. It flies as nicely empty or fully
loaded, said another, commenting about the aircrafts
stability and control characteristics throughout the
weight-and-balance envelope.
Passenger comfort was another big-selling feature. The
sound-reduction improvements incorporated into the
1993 Model B200 lower the noise level in the cockpit by
more than 5.0 dBA and by 3.5 dBA in the passenger
cabin. The new B200 has smaller diameter, four-blade
McCauley propellers that have lower tip speeds, resulting
in less noise. The props produce a higher pitched sound,
which is easier to dampen, compared with the threeblade props of older Model 200 airplanes.
Usable cabin volume was another plus for the B200.
Buyers said the model felt more spacious to passengers than competitive turboprops and light jetsthough
some fanjet rivals edge out the B200 in actual cabin
volume. Recontoured passenger seats provide up to
three inches more legroom in the club-seating section of
the cabin. The outboard armrests are built into the
cabin side walls to provide more usable seat width
when the aircraft is ordered with the optional side-tracking passenger chairs.
Such features scored well with recent buyers. Some
told us they routinely carry five to seven passengers
along with a weeks baggage, laptop computers and
business materials. These operators tend to fly shorter
trips, averaging about 200 nm or 45 minutes. They seldom climb above FL 200, so the B200s relative fuel
miserliness at low altitude is a real advantage.
However, most operators said they carry three to four
passengers on average and fly 250 to 300 miles on
most trips. These recent buyers climb into the mid- to

high-20s on numerous trips and report that the aircraft

meets book performance predictions, topping 280
KIAS in cruise, while burning 600 to 700 pph depending on the choice of cruise altitude.
The maximum range most operators are comfortable
flying is 1,000 to 1,200 nm, depending on the passenger load. Overall, recent buyers told us they are quite
satisfied with the B200s climb, speed, range and fuel
economy performance.

VERSATILITY

One operator remarked We routinely operate out of a

3,100-foot unpaved strip. Versatility such as that is a
tough act to follow in a light jet, especially if the B200
is equipped with the optional high-flotation main landing gear. The hi-float gear protrudes slightly from the
wheel wells when fully retracted, but the resultant
increase in drag reduces the cruise speed only by five
knots or less below FL 280. Most light jet competitors
are restricted to paved runway operations.
The B200 is designed to operate in severe weather
conditions. Its optional bleed air wheel brake heat system prevents rain and slush from freezing in the brakes
during extremely cold weather operations. In addition,
the positioning of the nose wheel relative to the engine
air inlets prevents water spray ingestion, thereby eliminating any limitation on standing water depth. If the
props arent awash, the decision to land or take off in
standing water is left up to the flightcrewnot the AFM
(aircraft flight manual).
Although no operators with whom we spoke have
ordered cargo configuration Super King Airs, its worth
noting the aircraft can be ordered with a 52-inch-high
by 49-inch-wide cargo door that swings up to accommodate especially large freight. The aircraft may even
be flown with the passenger air stair door removed to
facilitate aerial photography or parachute jumpers.
Other factory options and dozens of non-factory
STCed modifications are available to accommodate a
wide variety of operational needs.

PERFORMANCE VERSUS TURBOFANS

Operators complimented the aircraft for its short field

performance, especially at high-density altitudes. The
all-engine takeoff distance from Aspen, Colorado on a
hot summer day is only 3,700 feet. The B200s allengine certificated takeoff and initial climb numbers are
better than most turbofan competitors because they must
comply with FAR Part 25 one-engine-inoperative takeoff
performance rules.
The B200, however, can measure up to Part 25 accelerate-go takeoff performance standards when needed,
but the sea level ISA one-engine-inoperative takeoff distance at 12,300 poundsthe highest weight for which

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OEI accelerate-go data are publishedis slightly more

than 4,700 feet. Its OEI climb rate, with gear and flaps
retracted, is 740 fpm at 121 knots indicated, resulting in
an OEI climb gradient close to five percent.
OEI takeoff performance at 5,000 feet, 25C is greatly reduced, but recent buyers expressed no particular
concern about hot and high engine-out climb performance. Departing at 12,300 pounds under those conditions results in an OEI accelerate-go distance of
8,050 feet and a gear-up, flaps-up OEI rate-of-climb of
580 fpm.
Some operators, however, told us that the actual OEI
performance they had experienced during simulated
engine-out takeoff practice falls short of AFM predictions. In truth, most of the gap between actual versus
certificated OEI performance appears to be the result of
attempting to set zero thrust on the simulated failed
engine. Thats difficult because the propellers automatic-feathering feature only functions if the engine is actually shut down, a procedure few pilots would attempt
during flight. Alternatively, zero thrust must be simulated
by precisely setting 100 pounds of torque on the simulated failed engine.
One pilot told us he routinely practices such procedures at Simuflite Training International. As a result of
the experience, he is confident the aircraft will meet the
AFMs OEI accelerate-go and climb numbers.

IF WE HAD OUR DRUTHERS. . .

Topping the list of complaints was the Super King Air

B200s high idle thrust that is apparent even when the
thrust levers are in the ground fine blade pitch control
mode. Operators told us they must ride the wheel
brakes to control taxi speed or lift, and pull the thrust
levers back into the start of the beta reverse range.
Buyers who had operated B200s with three-blade
props may have had less residual idle thrust because
low idle was set to 52 percent N1 gas generator rpm.
Low idle on the new four-blade B200 is set at 61 percent N1 rpm, resulting in more mass flow through the
engine and, thus, more available torque. Ken Mikolajchak, King Air product manager, told B/CA the idle
speed is adjusted (basically) to allow the airplane to sit
on the ramp at maximum gross weight without creeping
forward. At lower weights, some creep will be experienced as it is with small jets. The good side is that
Beech may be able to improve book airport performance by applying some of this residual thrust in to the
takeoff/rollout equation.
Cold weather starting performance was a second
gripe. Severe temperature plunges in winter 1993
aggravated the condition. Some operators told us that
the hot-section interstage turbine temperature (ITT)
nudged the starting transient redline limit of 1,000C.

Using a ground power cart didnt seem to help. These

owners wonder if the standard 250-ampere
starter/generators have enough cranking capacity.
Beech, though, offers 300-ampere starter/generators as
an option. Dave Jacobson, Beechs parts and service
manager, told B/CA the starting issue came up several
years ago and there was an extensive investigative
program conducted by both Pratt & Whitney and
Beech, with a couple of affected operators. This investigation resulted in a change in the ratio of primary versus secondary fuel nozzles installed in the engines, as
well as combustion chamber improvements.
These have been incorporated on production
engines for some time, and are available to operators
via a specific Pratt & Whitney service bulletin. To the
best of our knowledge, says Jacobson, these changes
fully eliminated the condition.
Third on the list of druthers was the relatively high cost
of Beech parts. Recent B200 buyers echoed the comments we heard during our Beechjet 400A survey
(B/CA, October 1993, page 50).
Other than those three concerns, B200 buyers in our
survey generally beamed about their satisfaction with
the aircraft and highly recommended it to others. Said
one recent buyer, For our missions, the aircraft compares favorably to any small jet on the market.
Jacobson said he believes the spare parts price issue
is a matter of concern throughout the industry and certainly is not unique to Beech. The company recently
launched a program to review its spares pricing structure and has reduced more than 4,700 prices in recent
months. Additionally, we have a competitive price
evaluation program, said Jacobson. Adjustments will
be made as appropriate, and Beech welcomes any
operators inquiry about prices of a specific part.

PRICE AND COST INCENTIVES

Beech salespeople are well aware that the market for

new business aircraft is soft. The factory now offers two
years of free maintenance on new B200 airplanes. At
press time, that incentive was due to expire on March
31, but Beech marketing executives are urging top
management to extend the offer.
Buyers are reporting preliminary direct operating
costs of $425 to $440 per hourpartly because of the
free maintenance. Some operators believe the DOC
will increase by $60-plus per hour at the end of the
two-year free maintenance period.
Other buyers negotiated significant one-time purchase
price discounts from dealers who were losing their ability to keep B200 aircraft in inventory because of
Beechs new factory-direct sales structure.
The two-year free maintenance and reduced purchase
prices, along with the aircrafts predicted high resale

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value, were major factors in the operators choosing

new Super King Air B200 airplanes rather than used
aircraft.
But, the ultimate purchasing decision came down to
the basic utility of the Super King Air B200 as a business tool. Buyers told us no other airplane offers the
blend of performance and versatility, cabin room and
efficiency, quality, and price. B/CA

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED