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57-443: The Beechcraft King Air is a line of American utility aircraft produced by Beechcraft . The King Air line comprises a number of twin- turboprop models that have been divided into two families. The Model 90 and 100 series developed in the 1960s are known as King Airs, while the later T-tail Model 200 and 300 series were originally marketed as Super King Airs , with the name "Super" being dropped by Beechcraft in 1996 (although it

114-591: A PIREP or a flight plan , for the various King Airs are BE9T (F90 and F90-1), BE9L (all other model 90s), and BE10 (model 100). With the exception of the F90 and F90-1, all 90 Series King Airs have been produced under the same Type Certificate (Number 3A20) used for Queen Air production. All 100 Series King Airs were produced under the same Type Certificate (Number A14CE) used for Model 99 production. Related development Aircraft of comparable role, configuration, and era Utility aircraft A utility aircraft

171-417: A bar drops across the erroneous data. EFIS, on the other hand, removes invalid data from the display and substitutes an appropriate warning. A de-clutter mode activates automatically when circumstances require the pilot's attention for a specific item. For example, if the aircraft pitches up or down beyond a specified limit—usually 30 to 60 degrees—the attitude indicator de-clutters other items from sight until

228-656: A cheaper version was introduced as the C90SE (Special Edition), with three-bladed propellers, standardised interior and mechanical instruments instead of the Electronic Flight Instrument System (EFIS) fitted to the C90B. A total of 456 C90Bs and C90SEs were delivered by the time production of these models ended in late 2005. In July 2005, during the Oshkosh Airshow , Beechcraft introduced

285-420: A course deviation indicator to show the planned track provided by an area navigation or flight management system. Pilots can choose to superimpose the weather radar picture on the displayed route. The flexibility afforded by software modifications minimises the costs of responding to new aircraft regulations and equipment. Software updates can update an EFIS system to extend its capabilities. Updates introduced in

342-756: A larger and more luxurious cabin. C90GT deliveries commenced at the beginning of 2006. On May 21, 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva , Beechcraft announced the Model C90GTi updated version of the C90GT, featuring the Rockwell Collins Proline 21 avionics package previously only offered for the B200 and B300 King Airs. Deliveries commenced in 2008 after 97 C90GTs were delivered to customers over

399-579: A modification for the entire King Air line that entails reworking and extending the nose to house a baggage compartment as well as the avionics normally found in the noses of King Air aircraft. Modifications available for the King Air 100 include a belly cargo pod similar to those fitted to the Beech 99 and the Model 1300 version of the King Air 200 series. In addition to its use by military and government users,

456-575: A new type, and a month later began accepting orders for the "King Air", with deliveries to commence in Autumn 1964. On January 24, 1964, the first definitive prototype, by now designated Model 65-90 and also fitted with PT6A-6 engines, flew for the first time. After 10 months of test flying, in 1964 the Model 87 was delivered to the United States Army as the NU-8F. The first production aircraft

513-482: A simulated ADI is only the centerpiece of the PFD. Additional information is both superimposed on and arranged around this graphic. Multi-function displays can render a separate navigation display unnecessary. Another option is to use one large screen to show both the PFD and navigation display. The PFD and navigation display (and multi-function display, where fitted) are often physically identical. The information displayed

570-555: Is a general-purpose light airplane or helicopter , usually used for transporting people, freight, or other supplies, but also used for other duties when more specialized aircraft are not required or available. The term can also refer to an aircraft type certificated under American, Canadian, European, or Australian regulations as a Utility Category Aircraft , which indicates that it is permitted to conduct limited aerobatics . The approved maneuvers include chandelles , lazy eights , spins , and steep turns over 60° of bank. In

627-420: Is a similar system used by Airbus, which in addition to providing EICAS functions also recommend remedial action. EFIS provides pilots with controls that select display range and mode (for example, map or compass rose) and enter data (such as selected heading). Where other equipment uses pilot inputs, data buses broadcast the pilot's selections so that the pilot need only enter the selection once. For example,

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684-517: Is a stretched derivative of the Model 90 featuring five cabin windows instead of the Model 90's three; MTOW increased by 1,300 lb (590 kg) over the 90, to 10,600 lb (4,810 kg). The 100 used the wings, tail, and engines (two PT6A-28 engines, although rated at 680 shp) from the Model 99 airliner, itself a development of the Queen Air (as was the Model 90). The Model 100 was flown for

741-730: Is a trainer version, designated the Model H90 by Beechcraft, used to train United States Navy , Marine Corps , Coast Guard , and Air Force pilots to fly multi-engine aircraft. A total of 61 were delivered to the US Navy between 1977 and 1980. In August 2006, the Navy announced that after 29 years of operation, the T-44A fleet would be upgraded with modernized avionics systems, and redesignated T-44Cs. Two VC-6A aircraft were operated by

798-416: Is armed, and capture might change the color to green. Typical EFIS systems color code the navigation needles to reflect the type of navigation. Green needles indicate ground-based navigation, such as VORs, Localizers and ILS systems. Magenta needles indicate GPS navigation. EFIS provides versatility by avoiding some physical limitations of traditional instruments. A pilot can switch the same display that shows

855-464: Is determined by the system interfaces where the display units are fitted. Thus, spares holding is simplified: the one display unit can be fitted in any position. LCD units generate less heat than CRTs; an advantage in a congested instrument panel. They are also lighter, and occupy a lower volume. The MFD (multi-function display) displays navigational and weather information from multiple systems. MFDs are most frequently designed as "chart-centric", where

912-625: Is now on display, with other presidential aircraft, at the National Museum of the United States Air Force at Wright Patterson Air Force Base near Dayton, Ohio . A number of aftermarket modifications and upgrades are available for 90 and 100 Series King Airs. An engine upgrade involves earlier-build 90 Series aircraft being re-engined with the PT6A-135A engines of the C90GT. A more radical re-engining program involves

969-534: Is produced by the symbol generator. This receives data inputs from the pilot, signals from sensors, and EFIS format selections made by the pilot. The symbol generator can go by other names, such as display processing computer, display electronics unit, etc. The symbol generator does more than generate symbols. It has (at the least) monitoring facilities, a graphics generator and a display driver. Inputs from sensors and controls arrive via data buses, and are checked for validity. The required computations are performed, and

1026-401: Is simple: Is roll data (bank angle) from sensor 1 the same as roll data from sensor 2? If not, display a warning caption (such as CHECK ROLL ) on both PFDs. Comparison monitors give warnings for airspeed, pitch, roll, and altitude indications. More advanced EFIS systems have more comparator monitors. In this technique, each symbol generator contains two display monitoring channels. One channel,

1083-511: Is still often used to differentiate the 200 and 300 series King Airs from their smaller stablemates). The King Air was the first aircraft in its class and was produced continuously from 1964 to 2021. It outsold all of its turboprop competitors combined. It has recently faced competition from jet aircraft such as the Embraer Phenom 100 , Honda HA-420 HondaJet and Cessna Citation Mustang ; as well as from newer turboprop aircraft including

1140-785: The 65-A90-1 , 65-A90-2 , 65-A90-3 , and 65-A90-4 , all being unpressurised models based on the Model 87. These were produced for the US Army which designated them U-21s of various sub-models; many were fitted out for electronic battlefield surveillance. A total of 162 of these were built between 1967 and 1971. A total of 184 B90 models were produced before the Model C90 was introduced in 1971, with wingspan increased over earlier models by 4 ft 11 in (1.50 m) to 50 ft 3 in (15.32 m), Maximum Take-Off Weight (MTOW) increased by 350 lb (160 kg) to 9,650 lb (4,378 kg), and PT6A-20A engines. The broadly similar Model E90

1197-512: The C90GT . The C90GT was fitted with 750 shp (560 kW) PT6A-135As, flat rated to the same 550 shp (410 kW) as the earlier King Airs. This engine change increased performance due to lower operating temperatures, improving both cruise speed and climb rate. With a 275 kt (509 km/h, 316 mph) cruise speed, the C90GT was highly competitive with the new generation of Very Light Jets over short to medium distances, while providing

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1254-569: The Piaggio P180 Avanti , and single-engine Piper Malibu Meridian , Pilatus PC-12 , and Socata TBM . The Model 90 King Air was conceived as the Model 120 in 1961. In its original planned configuration, the Model 120 was to have been powered by two 917 shp (684 kW) Turbomeca Bastan VI engines. On May 15, 1963, Beechcraft began test flights of the proof-of-concept Model 87 , a modified Queen Air with Pratt & Whitney Canada PT6 A-6 engines. On July 14, Beech announced

1311-1065: The VC-6A , the T-44 Pegasus , and the U-21 Ute . The U-21 Ute used by the US Army was the most common version. Most U-21s were unpressurized Model 87 derivatives, but there were also five U-21Fs based on the A100 King Air; and three U-21Js, which Beechcraft designated Model A100-1 , but were actually the first three production Model 200 Super King Airs (C/Ns BB-3, BB-4 and BB-5, after prototypes C/N BB-1 and BB-2 had been built). The majority of U-21s were delivered as U-21As (102 65-A90-1s), but there were also four RU-21As (65-A90-1s), three RU-21Bs (65-A90-2s), two RU-21Cs (65-A90-3s), 18 RU-21Ds (65-A90-1s), 16 RU-21Es (65-A90-4s), and 17 RU-21Gs (65-A90-1s). The RU-21Es (except one written off) were later converted to U-21Hs and RU-21Hs, with two U-21Hs and an RU-21H being further converted to JU-21Hs. In 1993,

1368-458: The 1990s included the ground proximity warning system and traffic collision avoidance system . A degree of redundancy is available even with the simple two-screen EFIS installation. Should the PFD fail, transfer switching repositions its vital information to the screen normally occupied by the navigation display. In the late 1980s, EFIS became standard equipment on most Boeing and Airbus airliners , and many business aircraft adopted EFIS in

1425-533: The 1990s. Recent advances in computing power and reductions in the cost of liquid-crystal displays and navigational sensors (such as GPS and attitude and heading reference system ) have brought EFIS to general aviation aircraft. Notable examples are the Garmin G1000 and Chelton Flight Systems EFIS-SV. Several EFIS manufacturers have focused on the experimental aircraft market, producing EFIS and EICAS systems for as little as US$ 1,000-2000. The low cost

1482-462: The EICAS might sound an alert, switch the display to the page with the oil system information and outline the low oil pressure data with a red box. Unlike traditional round gauges, many levels of warnings and alarms can be set. Proper care must be taken when designing EICAS to ensure that the aircrew are always provided with the most important information and not overloaded with warnings or alarms. ECAM

1539-460: The F90 was superseded by the F90-1. The F90 prototype was re-engined with Garrett AiResearch TPE-331 engines to test the feasibility of a Model G90 , but this model was not put into production. The Model C90-1 entered production in 1982 after 507 C90s and 347 E90s had been built, and featured PT6A-21 engines and improvements to the pressurization system. 54 were built. The following year the F90-1

1596-561: The JMSDF and consist of 34 TC-90 trainers, five LC-90 transports and a single UC-90 which is configured for photographic aerial survey. The TC-90s and the UC-90 are operated by the 202nd Naval Air Training Squadron (JMSDF) based at Tokushima Air Base , while the LC-90s are attached to various Lockheed P-3 Kokutai (Squadrons) and Air Transport Squadron 61 as liaison aircraft. In late 2005

1653-801: The JMSDF marked 500,000 accident-free flying hours of the TC-90 trainer fleet. Philippine maintenance staff will also be trained. The JMSDF made plans to lease at least five TC-90 aircraft to the Philippines to conduct maritime patrols. Two aircraft were transferred free of charge in March 2017. From November 2016 to November 2017 six Philippine Navy pilots were trained to fly the aircraft at Tokushima Airport . Maintenance staff are also being trained. There are plans to transfer three more aircraft. The U.S. military has used King Air 90s in various roles, primarily VIP and liaison transport, with designations including

1710-631: The King Air is also used by many non-governmental organizations, as well as by corporate and private users. This includes commercial use by air-taxi and air charter companies. The Royal Flying Doctor Service of Australia previously operated a large number of 90 Series King Airs, but retired the last example in 2006, standardizing on the King Air 200 Series and the Pilatus PC-12 for its fleet requirements. A total of more than 3,100 King Air 90 and 100 series aircraft have been delivered as of August 2008: The ICAO designator, such as might be used in

1767-527: The US military. One was a Model 65-A90 operated by the US Army and serialled 66-15361, the other a B90, designated as a VC-6A (66-7943), was operated by the United States Air Force and used by President Johnson. (See below.) During the administration of President Lyndon Johnson , the United States Air Force acquired a Model B90 King Air "off-the-shelf". With the military designation VC-6A ,

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1824-469: The United States, military utility aircraft are given the prefix U in their designations . This aircraft-related article is a stub . You can help Misplaced Pages by expanding it . Electronic Flight Instrument System On the flight deck, the display units are the most obvious parts of an EFIS system, and are the features that lead to the term glass cockpit . The display unit that replaces

1881-447: The aircraft's systems, including its fuel, electrical and propulsion systems (engines). EICAS displays are often designed to mimic traditional round gauges while also supplying digital readouts of the parameters. EICAS improves situational awareness by allowing the aircrew to view complex information in a graphical format and also by alerting the crew to unusual or hazardous situations. For example, if an engine begins to lose oil pressure,

1938-473: The aircraft, serialled 66-7943, was used to transport President Johnson between Bergstrom Air Force Base (near Austin, Texas ) and the Johnson family ranch near Johnson City, Texas . When Johnson was aboard, the aircraft used the callsign Air Force One . After Johnson left office, the aircraft continued to serve in the 89th Military Airlift Wing as a VIP transport until its retirement in 1985. This aircraft

1995-435: The aircrew can overlay different information over a map or chart. Examples of MFD overlay information include the aircraft's current route plan, weather information from either on-board radar or lightning detection sensors or ground-based sensors, e.g., NEXRAD, restricted airspace and aircraft traffic. The MFD can also be used to view other non-overlay type of data (e.g., current route plan) and calculated overlay-type data, e.g.,

2052-457: The amount of time necessary to monitor the instruments. PFDs also increase situational awareness by alerting the aircrew to unusual or potentially hazardous conditions — for example, low airspeed, high rate of descent — by changing the color or shape of the display or by providing audio alerts. The names Electronic Attitude Director Indicator and Electronic Horizontal Situation Indicator are used by some manufacturers. However,

2109-504: The artificial horizon is called the primary flight display (PFD). If a separate display replaces the HSI, it is called the navigation display. The PFD displays all information critical to flight, including calibrated airspeed , altitude, heading, attitude, vertical speed and yaw. The PFD is designed to improve a pilot's situational awareness by integrating this information into a single display instead of six different analog instruments, reducing

2166-408: The captain and first officer's instruments to an instrument comparator. The comparator warns of excessive differences between the captain and first officer displays. Even a fault as far downstream as a jam in, say, the roll mechanism of an ADI triggers a comparator warning. The instrument comparator thus provides both comparator monitoring and display monitoring. With EFIS, the comparator function

2223-563: The first time on March 17, 1969, and unveiled to the public in May. A total of 89 Model 100s were built before it was superseded by the Model A100 in 1972, with a further increase in MTOW to 11,500 lb (5,220 kg), fuel capacity increased by 94 US gallons (360 L), and four-bladed propellers. A total of 157 A100s were built by the time production of this model ceased in 1979. The next in

2280-471: The glide radius of the aircraft, given current location over terrain, winds, and aircraft speed and altitude. MFDs can also display information about aircraft systems, such as fuel and electrical systems (see EICAS, below). As with the PFD, the MFD can change the color or shape of the data to alert the aircrew to hazardous situations. EICAS (Engine Indications and Crew Alerting System) displays information about

2337-413: The graphics generator and display driver produce the inputs to the display units. Like personal computers, flight instrument systems need power-on-self-test facilities and continuous self-monitoring. Flight instrument systems, however, need additional monitoring capabilities: Traditional (electromechanical) displays are equipped with synchro mechanisms that transmit the pitch, roll, and heading shown on

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2394-492: The internal, samples the output from its own symbol generator to the display unit and computes, for example, what roll attitude should produce that indication. This computed roll attitude is then compared with the roll attitude input to the symbol generator from the INS or AHRS . Any difference has probably been introduced by faulty processing, and triggers a warning on the relevant display. The external monitoring channel carries out

2451-462: The large number of aircraft being actively operated. On 2 July 2024, SmartSky announced the issuance of an FAA Supplemental Type Certificate for their SmartSky LITE inflight WiFi system on the King Air 350i aircraft. This certificate allows for the installation of the award-winning WiFi system across various King Air models, encompassing over 2,000 aircraft currently in operation. The Model 100

2508-416: The pilot brings the pitch to an acceptable level. This helps the pilot focus on the most important tasks. Traditional instruments have long used color, but lack the ability to change a color to indicate some change in condition. The electronic display technology of EFIS has no such restriction and uses color widely. For example, as an aircraft approaches the glide slope, a blue caption can indicate glide slope

2565-418: The pilot doesn't need it. Under normal conditions, an EFIS might not display some indications, e.g., engine vibration. Only when some parameter exceeds its limits does the system display the reading. In similar fashion, EFIS is programmed to show the glideslope scale and pointer only during an ILS approach. In the case of an input failure, an electromechanical instrument adds yet another indicator—typically,

2622-415: The pilot selects the desired level-off altitude on a control unit. The EFIS repeats this selected altitude on the PFD, and by comparing it with the actual altitude (from the air data computer) generates an altitude error display. This same altitude selection is used by the automatic flight control system to level off, and by the altitude alerting system to provide appropriate warnings. The EFIS visual display

2679-612: The previous two years. In 2015, the C90GTx was introduced with additional upgrades. In 2019, the C90 unit cost was US$ 2.75M, and the $ 4.2M (~$ 4.94 million in 2023) for the C90GTi. In March 2021, Beechcraft discontinued the C90GTx, thus ending the Model 90 production run. Textron , Beechcraft's parent company, stated that it intends to support the existing 90 series fleet indefinitely given

2736-400: The radio altimeter's maximum, results in a warning. At various stages of a flight, a pilot needs different combinations of data. Ideally, the avionics only show the data in use—but an electromechanical instrument must be in view all the time. To improve display clarity, ADIs and HSIs use intricate mechanisms to remove superfluous indications temporarily—e.g., removing the glide slope scale when

2793-557: The replacement of the PT6s in C90 and E90 King Airs with TPE-331s. Among the numerous airframe modifications available: a cargo conversion for the 90 model, the CargoLiner, which replaces the rear door with a large pallet accessible cargo door, a heavy duty floor structure and cabin cargo liner, also a crew hatch for cockpit access for the crew in the 90, 100, and 200; a Wing Front Spar Reinforcement Kit for both 90 and 100 Series aircraft,

2850-537: The same check on the symbol generator on the other side of the flight deck: the Captain's symbol generator checks the First Officer's, the First Officer's checks the Captain's. Whichever symbol generator detects a fault, puts up a warning on its own display. The external monitoring channel also checks sensor inputs (to the symbol generator) for reasonableness. A spurious input, such as a radio height greater than

2907-568: The series was the B100 , which featured 715 shp (533 kW) Garrett AiResearch TPE-331 engines as an alternative to the Pratt & Whitneys offered on other King Airs, and another increase in MTOW to 11,800 lb (5,350 kg). The B100 was introduced in 1976 and was produced concurrently with the A100 for several years; manufacture ceased in 1983 after 137 were built. The Model 200 Super King Air

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2964-694: The three surviving RU-21As that remained in military service were retired and sent to JW Duff Aircraft Salvage in Denver Colorado. On November 14, 2015, one of aircraft, (67-18113) was donated by Dynamic Aviation to the 138th Aviation Company Memorial to restore the aircraft to be displayed at Orlando International Airport. The majority of the U-21 series were retired in the second half of the 1990s and most are now owned by Dynamic Aviation of Bridgewater, Virginia . Some have been modified as spraying aircraft and are used on insect control work. The T-44A Pegasus

3021-530: Was delivered on October 8, and by the end of the month, 152 aircraft had been ordered; by year's end, seven had been built. In 1966, after 112 65-90s were completed, production switched to the Model 65-A90 with PT6A-20 engines. As a measure of the type's popularity, 206 65-A90s were built in less than two years when production switched to the Model B90 , the first of these rolling off the production line in 1968. Military versions built during these years included

3078-417: Was developed from the Model 100, with the same fuselage design being used for both models (with some differences, mainly associated with the different tails). The Model 200 had different wings and a T-tail and entered service in 1974. The Japan Maritime Self-Defense Force (JMSDF) has operated a total of 40 C90 and C90A King Airs, with deliveries beginning in 1973. These have been given various designations by

3135-481: Was in production until 1992, by which time 235 had been built, all but 74 with the increased MTOW. Only two C90As were built in 1992, the Model C90B followed that year with airframe improvements, four-bladed propellers, and propeller synchrophasing, all in an effort to reduce cabin noise. This model also had PT6A-21s; the first production C90B was fitted with the 10,000th PT6 engine delivered to Beechcraft. In 1994

3192-635: Was introduced the following year, with PT6A-28 engines; the two were produced in parallel. Further refinement of the 90 series resulted in the Model F90 and follow-on Model F90-1 . The F-models featured the T-tail of the Model 200 King Air mated to the fuselage and wings of the E90, with PT6A-135 engines of 750 shp (560 kW) driving four-bladed propellers. The F90 prototype flew on January 16, 1978, and 203 production versions followed between 1979 and 1983, when

3249-481: Was put into production with redesigned engine cowlings, upgraded PT6A-135A engines, hydraulic landing gear, and triple-fed electrical bus; only 33 were built by the time production terminated in 1985. The C90-1 was soon followed by the Model C90A , which featured the redesigned engine cowlings of the F90-1. The C90A received an increase in MTOW in 1987, being certified to 10,100 lb (4,580 kg). The C90A model

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