Any time an aircraft broker calls me about a pre-buy inspection and asks, “How much would an annual cost for a King Air?”, it makes me wonder if this is their first shot at selling one. A few months ago, I was invited to speak at the local Flight Standards District Office (FSDO) for their Inspection Authorization (IA) renewal class.
My audience was full of A&Ps renewing their IA certificates, plus half of the people from the FSDO was there for the free food. Afterwards, while chatting with the attendees around the refreshment table, one guy asked me how many signoffs I get each year for my own IA renewal. I said it averaged around five to eight per year. I figured you’d have a lot more with all those King Airs you do!” King Airs Don’t Get “Annual Inspections” As soon as I said King Airs don’t get annual inspections, he cut me off abruptly and declared loudly, “Every aircraft must have an annual inspection per FAR 91.409(a)(1).
Do I need to show you?” Suddenly this casual conversation was going ugly. As I paused and took a deep breath, I mentioned the numerous exceptions and options that follow 91.409(a)(1) for nearly two full pages.
Ultimately he realized that the King Air Phase Inspection program is a factory-recommended program per 91.409(f)(3). This is acceptable in lieu of an annual inspection, and an IA certificate is not required for the logbook signoff. I received my IA certification in 1985 and have always had more than enough eligible signoffs for automatic renewal from the FAA – Dukes, Barons and Bonanzas make up the bulk of them. The only time I list a King Air on my IA renewal summary is when I have Form 337s (Major Repairs or Alterations) to report.
I’ve been working with aircraft owners transitioning from the piston to the turbine world for 45 years. I help wean them off of the annual inspection idea and get them thinking in terms of phase inspections, special inspections, and tracking cycles in addition to hours. King Airs have special inspection items due at a variety of calendar intervals – 12, 24, 30, 36 months, etc. Just because something is due every 12 months doesn’t mean it’s the equivalent of the annual inspection required by piston-powered aircraft.
I’m surprised when people, who I think should know better, call everything an annual. It’s a nomenclature issue. Normally I don’t kick up a fuss about nomenclature and proper language, but this one is a sticking point for me. So remember: King Airs don’t get “annual inspections,” but they all need some kind of maintenance on an annual basis. Why can’t I just get a Phase I-IV every other year? Beech calls it the “Biennial Inspection Program.” There are three requirements to be eligible for this program.
First, if you are flying less than 200 hours in a 24-month period, an average of 8.5 hours per month, or less (this program is for low-usage King Airs). The second requirement is an interim inspection at the 12-month mark in alternate years between the biennial Phase I-IV. There’s a checklist for it in the maintenance manual; essentially, it’s a thorough operational check on the aircraft.
Obviously, any discrepancies noted must be remedied. The third requirement is a declaration in your logbooks that the aircraft is on the Biennial Inspection Program. You can’t go two years without a phase and then suddenly decide you are doing the biennial program. I don’t come across a lot of King Airs on the biennial program, but when I do, they are usually in bad shape. Oftentimes the interim inspection hasn’t been done; or if it has, it’s been pencil whipped. Special inspections are ignored or glossed over.
Too many owners think it’s a Phase I-IV every other year and little else. If you follow the biennial program correctly with interim inspections, special inspections, etc., it doesn’t save much money in the long run. I’m not a fan. I’ve had many low-usage customers that could qualify for the biennial program, but they choose the Alternate Phase Inspection Program – two phases each year, completing all four phases in a two-year period. When the owners go to fly their King Air, they want to have confidence in it. They prefer an airplane that is looked at regularly and thoroughly.
The less they fly, the more they want this assurance. Whatever inspection program you are using; it should be declared in your logbooks. I wrote about maintenance inspections back in 2010, but I find myself discussing it every day. The 200-hour Phase Inspection Program High-use King Airs must have a phase inspection every 200 hours. A King Air that flies around 33 hours/month or more is going through a phase inspection every 200 hours. That high usage rate will get through all four phases within a 24-month period. Completion of the four phases every two years is a requirement for all King Airs, no matter how much or how little it flies.
When average usage fluctuates between 16-17 hours/month and 32-34 hours/month, you have got to keep an eye on when that 24-month deadline comes around. An example of a King Air averaging 22 hours/month: It has its Phase I inspection and flies 200 hours, which takes about nine months. It goes through a Phase II and flies another 200 hours over nine more months. Now it’s 18 months into the 24-month period for all four phases. The Phase III can be completed and put down again after six more months for the Phase IV; or the Phase III and IV can be done right then, and the aircraft would not have to be down for another 200 hours (obviously, the 24-month parameter resets from that point). Either choice is acceptable, but the latter saves downtime. The Alternate Phase Inspection Program The majority of King Airs out there (Part 91, at least) are on the Alternate Phase Inspection program mentioned previously.
Provided your average usage stays around 16.5 hours/month or less, you qualify for this plan. Since you’re doing two phases every year, it may seem like an annual inspection on a piston aircraft, but it’s not. The four phases are not identical. Each phase has a checklist of items to be inspected and plenty of items show up on every one, but then there are items for each inspection that are unique to that phase. All the other Stuff Besides the Phase Inspection Program, King Airs have a plethora of items/components subject to Special Inspection, Overhaul or Replacement. Some are calendar-based, such as the hydrostatic test on the oxygen bottle, due at 36 or 60 months depending on the bottle.
Some items are hourly based, such as the instrument air filter 600-hour replace or the 1,000-hour starter generator overhaul. Others are cycle-based, such as the 5,000-cycle flap flex shaft replace. Major items like landing gear, props and engine maintenance are all in addition to whatever phase program you are using. If one or both of your engines are on the M.O.R.E. Program, you’ve got even more engine maintenance requirements specific to that program that need compliance.
It’s all got to be done. Don’t Forget your POH!
STCs have operational and maintenance requirements – some are quite vital, such as the difference in prop idle when four-blade props are installed. All STCs come with Instructions for Continued Airworthiness (ICA) which are placed in the POH. The ICA gives the pertinent maintenance requirements. That’s got to be done too. Bring the Logbooks to Maintenance I can’t emphasize enough that even if you return to the same shop every time, the mechanic needs those logbooks and your POH for reference. Inevitably, when the logbooks aren’t there, something pops up on inspection and your mechanic needs to research something. It’s a real pain when they aren’t brought to the inspection, so please remember them.
This discussion has been focused mostly on the Part 91 crowd. Although elementary in nature, it never hurts to review the basics. Per FAR 91.403(a), “The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition” That said, I wish you many happy and safe hours in your King Air!
Beechcraft Corporation has introduced a new inspection program for the King Air B200, 300 and B300 series airplanes tailored for those airplanes operating in a high utilization environment. This inspection program is sold as a Supplement to the King Air B200 and B300 Maintenance Manual and was developed to support owner/operators who fly their airplane(s) 400 hours or more annually. If owners/operators meet or exceed this flight hour utilization, they may continue to use the current 200-hour Phase Inspection Program or they may elect to transition to the new High Utilization Inspection Program (HUIP). This program is not available for airplanes flying less than 400 hours a year. The HUIP is available for the following airplanes: B200 Series.
BB-1158, BB-1167, BB-1193 and after. BL-73 and after. BT-31 and after. BN-5 and after.
BY-1 and after. BZ-1 and after 300/B300 Series. FL-1 and after. FM-1 and after. FA-2 and after (will be available first quarter of 2014) The HUIP program is based on four Detailed Inspections performed at 400-hour intervals and four Routine Inspections between each Detail inspection. Refer to the time-line below.
The Routine Inspections have been designed to minimize the down time of the airplane. The transition to the HUIP program can be accomplished by completing the remaining current Phase Inspection cycle or performing a Complete Inspection. The times, cycles and date of this transition are used to establish the base line for the new HUIP cycle. We estimate, based on flat rates, that the HUIP will reduce inspection man-hours by over 40%. This will result in significant saving for those airplanes that are operated over 400 hours per year. The chart below illustrates the projected savings from the HUIP compared to the current Phase program.
It does not take into consideration the ability to generate more revenue due to increased scheduling flexibility and increased “UP” time. The HUIP Supplements are available through Beechcraft’s Technical Manuals and Distribution Center (TMDC). The inspection program will have an initial cost of $6,000 (US) dollars with a $3,500 annual renewal. The Maintenance Manual Supplement will be serial number specific with an expiration date that is renewed annually.
The HUIP program will be available free of charge to airplanes enrolled in the Support Plus Program, with a parts and labor contract. You can sign up for the program through Beechcraft’s Technical Publications web site at, by emailing to [email protected], or by calling 800-796-2665 or 1-316-676-8238. For technical questions related to the HUIP, please contact Beechcraft King Air Technical Support at 800-429-5372 or 1-316-676-3140. By: Dan Weaver Director, Product Support – Propeller Aircraft Beechcraft Corporation.
Built-for-comfort, not-for-speed has been the design mantra for 90 series King Airs for more than half a century. The roomy 179-cu.-ft. Main cabin, measuring section 4.8 ft. Tall, 4.5 ft. Wide and 7.5 ft. Long, seats four passengers in club.
Some aircraft have an additional seat or two in the 48-cu.-ft. Aft baggage compartment.
In the aft cabin, there is a full-width, internally service lavatory with privacy curtain. Most 90 series King Airs, with the exception of the latest GT series models, exude plain vanilla performance. Maximum cruise speed is 246 KTAS at 16,000 ft. And 235 KTAS at FL 260 for the C90B. A 600-nm trip takes 2 hr. 38 min., so its cruise speed is not competitive with VLJs.
But, the C90A (LJ-1063 to -1299) and B series (LJ-1300 to -1755), built from 1984 to 2005, still have plenty of unrealized potential because of several improvements compared to earlier models. Pitot cowl engine inlets provide high-efficiency ram recovery to help the engines produce more power inflight. The landing gear handle was moved from the right side to the left side of the instrument panel for easier access for single pilot operations. A rudder bias system, powered by pneumatic servos, reduces the pedal effort required to maintain balanced flight in the event of engine failure.
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Vmo and Mmo respectively are increased to 226 KIAS and Mach 0.48. Single-pilot BOW is about 7,000 lb. And the aircraft carry 2,573 lb. Max ramp weight is 10,160 lb., so tanks-full payload is less than 500-600 lb. Two 550 shp Pratt & Whitney Canada PT6A-21 turboprops power these aircraft. The props turn 2,200 rpm for takeoff, so cabin sound levels are obtrusive at maximum power.
All engine take off distance (over a 50-ft. Obstacle) is 2,790 ft.
Assuming sea-level/ISA conditions and 4,600 ft. When departing B&CA’s 5,000 ft. Elevation, ISA+20C airport. The 5.0 psi pressurization system, though, provides a relatively high 11,000 to 12,000 ft. Cabin altitude at FL 280 to FL 300. Cabin altitude at FL 250 is close to 9,000 ft. There is little value in obtaining RVSM certification.
Three major improvements for these aircraft transform them into sprightly, capable performers. Blackhawk Modifications swaps the -21 engines for -135A turboprops, thereby increasing thermodynamic capacity by almost 400 shp and also reducing maximum prop speed to 1,900 rpm for much lower cabin sound levels. The -135A engine slashes time-to-climb by as much by about 20% and increases maximum cruise speed by 26 to 40 KTAS. The $682,000 -135A upgrade seems steep. But, considering it costs $400,000 to $500,000 to overhaul a pair of -21 engines at 3,600 hr. And close to $600,000 for second-run overhauls, the price of the Blackhawk mod looks more reasonable.
The downside of the Blackhawk mod is considerably longer takeoff distance because of the reduced prop speed. If runway length is limited, pilots may have to depart with approach flaps to shorten takeoff distance. But second segment climb performance suffers due to increased drag with flaps extended. Raisbeck Engineering provides the solution. Its $108,000 Epic performance package includes 93-in.
4-blade Raisbeck-Hartzell “Quiet Turbofan” props with custom airfoils or 96-in. Swept-blade “Quiet Turbofan” props that significantly increase static and low speed thrust. All engine takeoff distance (flaps up) with the -135A engines is slashed to 1,980 ft.
One-engine-inoperative, accelerate-go distance decreases to 3,110 ft. From 4,390 ft., even though VMC is 5-kt.
The improved aero efficiency of the blade aerodynamics also reduces noise levels. And cruise speed at 1,750 rpm is equal to or better than the stock Blackhawk package. Part of the Epic package is a 400-lb. Weight increase bulletin that enables operators to carry 4-5 passengers will full tanks. It also includes dual aft body stabilizing strakes that dampen yaw motion. Nacelle “Crown Wing” lockers can be added to the Epic package for $42,000.
The $400,000 Garmin G1000 upgrade is the third major improvement, as it provisions aircraft for all coming mandates, including ADS-B. It includes three-screen LCD displays with flight director, a new three-axis autopilot, dual AHRS, dual FMSes with WAAS receivers, dual Mode S transponders, a new radar, XM satellite radio weather, electronic instruments and electronic charts, among other upgrades. Moreover, it shaves 100 lb. Of empty weight.
Thus equipped, C90 operators typically plan 260 to 270 block speeds for most trips. Fuel efficiency is virtually the same as on earlier -21 powered aircraft because of improved climb performance and use of higher cruising altitudes. The smallest King Air is easy to fly, having evolved from the piston-powered Model 65 Queen Air. Automatic prop feathering reduces pilot workload and control feel is light and well harmonized. Early C90A aircraft with the mod trio start at $1.2 million. C90B King Airs with the upgrade sell for $1.7 million to $1.8 million.
King Air Maintenance Manuals
Engine hot section inspection interval is 1,800 hr. And TBO is 3,600 hr. Basic airframe maintenance intervals are 200 hr./12-months for phase inspections.
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The other inspections for wing bolts, landing gear, batteries and pitot/static system. Converted aircraft enjoy excellent factory support from Aviation, Raisbeck Engineering, Garmin and Blackhawk Modifications. They have relatively good safety records. These aircraft have few modern day turboprop competitors because virtually all other light twin turboprops died off in the mid-1980s. The C90GT-series remain in production today.
That speaks reams about the built-in value of aircraft model line that’s been in production longer than any other business turboprop. With the three big upgrades, C90 models are highly desirable, entry-level, twin-turboprops.
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