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Beechcraft Super King Air
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The Beechcraft Super King Air family is part of a line of twin-turboprop aircraft produced by Beechcraft. The Model 200 and Model 300 series were originally marketed as the "Super King Air" family; the "Super" designation was dropped in 1996.[3] They form the King Air line together with the King Air Model 90 and 100 series.[4]

Key Information

Beechcraft currently[when?] offers the 250 (design. B200GT[5]) and the larger 350i (B300[5]) models.[6] The 350ER (B300CER[5]) is available to government, military and commercial customers for special mission operations[7] such as aerial survey, air ambulance, flight inspection and surveillance.[8] The Beechcraft 1900 regional airliner was derived from the Model B200 King Air.[9]

The Super King Air family has been in continuous production since 1974,[10] the longest production run of any civilian turboprop aircraft in its class. It outlasted all of its previous competitors, and even its intended replacement, the Model 2000 Starship. The only other pressurized multiengine turboprop utility aircraft now[when?] in production is the Piaggio P.180 Avanti.[5]

Development

[edit]

Super King Air 200

[edit]
1980-built Beechcraft 200 Super King Air
This 200T Super King Air built in 1979 shows all the major modifications for this variant; belly radar pod and camera hatch, wingtip fuel tanks, and domed window on the side of the rear fuselage.
Beechcraft B200T Super King Air with belly camera hatch aft of the wing

The Model 200 was originally conceived as the Model 101 in 1969, and was a development of the Model 100 King Air.[11][12] The Model 200 had essentially the same fuselage as the Model 100, with changes to the rear fuselage to accommodate a new T-tail (in place of the 100's conventional tail with all-moving trimmable horizontal stabilizer) and structural changes to allow higher maximum pressurization.[12] Apart from the T-tail, other changes included Pratt & Whitney Canada PT6A-41 engines rated at 850 shp (630 kW) instead of the 680 shp (510 kW) engines of the Model A100 then in production, and a wing of increased span and extra fuel capacity.[11][13] Overall, the 200 was 3 ft 10 in (1.17 m) longer than the A100, with wingspan 4 ft 3 in (1.29 m) greater, containing 60 US gallons (230 L) more fuel.[3][11][13][14] Maximum Take-Off Weight (MTOW) was increased by 1,000 lb (450 kg).[12] After protracted development including extensive wind tunnel testing of the design (especially of the T-tail which was tunnel-tested for 375 hours),[11] the first prototype flew for the first time on October 27, 1972;[15] a second prototype took to the air on December 15 the same year.[11] Three production aircraft were also built in 1972 and delivered to the U.S. Army;[16] these three were designated Model A100-1s by Beechcraft and were given the military designation RU-21J;[17] the first of some 400 T-tail King Airs to be ordered by the U.S. armed forces.[18] The 200 received civil certification in December 1973[19] and the first civil delivery took place in February 1974.[12]

In 1976, Beechcraft developed the Model 200T, a version configured for aerial surveying or reconnaissance.[16] The prototype was created by modifying a Model 200 aircraft, constructor's number (c/no.) BB-186;[16] the modifications included changes to the belly aft of the wing to allow photography with a vertical camera, provision for a surveillance radar in a pod under the fuselage, dome-shaped windows on the sides of the rear fuselage to allow observation directly below the aircraft by occupants, and a 50-US-gallon (190 L) usable capacity fuel tank on each wingtip to increase the aircraft's range.[16] Customers could specify any combination of these modifications when ordering a 200T; all 200Ts were Model 200s modified at the factory and given new constructor's numbers.[16]

The next model was the Model 200C in 1979, equipped with a large cargo door on the left-hand side of the rear fuselage with an airstair door similar to the Model 200's door built into it.[20] The door opening was 4 ft 4 in (1.33 m) high and 4 ft 4 in (1.33 m) wide,[3] allowing a larger range of items to be loaded into the cabin, and the new model was popularly outfitted as an air ambulance. The 200C fuselage was a new design and not a modification of the Model 200 fuselage.[20] The Model A200C military version was developed concurrently.[17] In 1981, a Model 200C (c/no. BL-24) was modified as the Model 200CT, fitted with the same wingtip fuel tanks as installed on Model 200Ts; there was only one 200CT, but it led to other aircraft after an updated version of the Model 200 entered production.[20]

This updated and improved version was the Model B200, which entered production in 1981.[11] It was fitted with PT6A-42 engines, still rated at 850 shp (630 kW), but with improvements that resulted in greater aircraft performance.[11] Other changes included increased maximum pressurization to 6.5 psi (450 hPa) differential and changes to the cockpit layout.[11] The Model 200C gave way to the Model B200C the same year, with the first Model B200T and Model B200CT being modified from a B200 and B200C respectively, the following year.[20] Commencing in 1984 the B200, B200C and their derivatives were fitted with a revised landing gear retraction mechanism, actuated by hydraulic rams powered by an electric pump installed in the LH wing.[11] This replaced the earlier electro-mechanical retraction system of gearboxes, driveshafts and chains and sprockets that was a throwback to the Twin Bonanza. At the same time the propellers fitted were changed from 3-bladed Hartzells to 3-bladed McCauleys.[11] Forty-seven B200Cs built that year were delivered to the U.S. military, with dozens more of a similar standard ordered in subsequent years, but not given official civil model designations.[20]

A total of 14 B200s were produced in 1989 and 1990 in a 13-seat high density configuration with a belly cargo pod; these were marketed by Beechcraft as a commuter airliner under the designation Model 1300.[9] Customers for this version included Mesa Airlines.[9][20] The propeller installation changed again in 1992, when Beechcraft started offering the option of having 4-bladed Hartzell or McCauley propellers, or 3-bladed Hartzell propellers; the 3-bladed McCauley propellers were no longer available.[21] From October 1995 Beechcraft offered an updated B200 with Electronic Flight Instrument System (EFIS) avionics, this was marketed as the "B200SE Super King Air" (for Special Edition). The following year the "Super" name was dropped from all marketing and advertising.[3] In October 2003, Beechcraft announced another avionics upgrade for the B200,[22] the Rockwell Collins Pro Line 21 suite.

The B200 remains in production, with a total of 13 built in 2009.[10] The B200C is available for order;[10] in January 2009 two B200Cs were delivered to the Royal Flying Doctor Service of Australia (RFDS).[23][24] The two B200Cs were the first examples delivered in about three years (the most recent B200Cs prior to this were two delivered in early 2006 for use as air ambulances in Scotland).[25][26] On May 21, 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva, Hawker Beechcraft (as the company was now known) introduced the Model B200GT updated version of the B200.[27] The B200GT is fitted with a new model of PT6 engine developed specifically for it by Pratt & Whitney Canada; while still rated at 850 shp (630 kW) the new PT6A-52 develops maximum power to an even higher altitude than the −42 it replaces, thus further improving aircraft performance. The B200GT and B200CGT with large cargo door were certified by the Federal Aviation Administration (FAA) on November 16, 2007[21] and by the end of 2009, 97 B200GTs had been delivered.[10] Hawker Beechcraft has elected to use new constructor's number prefixes for the B200GT and B200CGT; B200GTs are being built with the prefix "BY" and B200CGTs with the prefix "BZ".[21]

In 2014 Beechcraft announced the availability of an option (available at manufacture and for existing aircraft) to increase the MTOW of the B200GT from 12,500 pounds (5,700 kg) to 13,420 pounds (6,090 kg), marketed as the King Air 250EP (for Extra Payload). The upgrade puts the 250EP into the same weight class as the King Air 350, necessitating various system changes to meet certification requirements and a special rating for pilots.[28] In 2019, the 250 unit cost was US$6.61M (~$7.98 million in 2024).[29]

King Air 260

[edit]

On December 2, 2020, Textron updated the King Air 200 series with the 260, with deliveries expected in early 2021. The model has an improved autothrottle, a Multi-Scan weather radar, a range of 1,720 nmi (3,190 km) and a top cruise speed of 310 kn (570 km/h) with up to nine passengers.[30] The type was FAA certified in March 2021,[31] and European Aviation Safety Agency type certified in September 2021.[32]

In 2023, its equipped price was $7.78M.[33]

Model 200 military variants

[edit]
See also: Beechcraft C-12 Huron
B200T variant operated by Royal Malaysian Air Force as a maritime patrol aircraft

The United States Army, Air Force, Navy and Marine Corps have all flown versions of the Super King Air 200. As noted above some have been "off-the-shelf" civil versions, but the majority have been purpose-built for the military and were treated by Beechcraft and the FAA as a separate series, the A200 series. A significant minority of military versions are known purely by their military designations, with no FAA model designations being assigned to them, although they do have basically equivalent civilian model counterparts. The military designation varies from service to service, but most are called C-12 Huron or UC-12. These are used for personnel transport. The Army also operates the RC-12 Guardrail series of aircraft for military intelligence missions.

The Canadian Forces Air Command[a] took delivery of two second-hand early-production Model 200 Super King Airs leased from Awood Air in 1990. These were given the designation CT-145 under the CF's identification system and were used as multi-engine trainers, replacing Douglas C-47s. One was subsequently returned to the lessor and a third Model 200 placed into service in order that the two aircraft used would have the same cockpit layout.[34][35] The two aircraft were replaced by eight civilian-operated 90 Model King Airs in 1995. In 2025 the Royal Canadian Air Force[a] announced the acquistion of 7 King Air 260 aircraft. Designated the CT-145E Expeditor II, the aircraft will be used as multi-engine trainers based at 3 Canadian Forces Flying Training School in Southport, Manitoba.[36]

The King Air B200 entered service with the Royal Air Force (RAF) in 2004 as a multi-engine trainer, replacing the Jetstream T1.[37]

The Royal Malaysian Air Force operates four B200T variants equipped with tactical command system, master search radar and forward looking infrared system.

The United States Navy awarded a contract to Beechcraft for 10 modified King Air 260 aircraft to replace the King Air H90-based T-44 Pegasus as its primary multi-engine trainer, with options to purchase up to 64 airframes. Designated as the T-54A Marlin II,[38] the first examples were delivered on April 22, 2024, with deliveries expected to take place until 2026.[39][40]

PD 290

[edit]

Beechcraft considered a jet-powered version in the mid-1970s. The first prototype King Air 200 was re-engined with Pratt & Whitney Canada JT15D turbofans in overwing nacelles.[16] Given the designation PD 290 (for Preliminary Design), the aircraft was flown in this configuration for the first time on March 12, 1975.[16] Beech did not pursue production, and the last flight was made on September 30, 1977.[16]

Super King Air 300/350

[edit]
King Air 350 operated by AeroPearl, used for checking navaids in Australia on behalf of Airservices Australia

The 200 series proved so popular that Beechcraft began work on a successor, with the Beechcraft designation Model 300 and marketed as the "Super King Air 300". The B200's airframe was "cleaned up" and more powerful engines (PT6A-60A, rated at 1,050 shp (780 kW)) were installed in redesigned cowlings (known as "pitot cowlings" due to the reshaped engine air intakes), with MTOW increased to 14,000 lb (6,400 kg). A Model 200 (c/no. BB-343) was modified to develop the updated systems to be used on the new model and flew in this configuration on October 6, 1981. The first flight of the prototype Model 300 took place on September 3, 1983 and deliveries commenced the following year. Because not all nations would then allow an aircraft of this type[specify] to be certified at an MTOW greater than 12,500 lb (5,700 kg), the Model 300LW was also developed at the same time, limited to the lower MTOW. Nineteen examples of a special version of the Model 300 were delivered to the FAA in 1987 and 1988. The first two were conversions of standard Model 300s, while the remaining 17 were purpose-built; since they were delivered the FAA has used the fleet to check the extensive network of navaids in the United States. 200 and 300 Series King Airs have been used for similar duties in several other countries or regions, including Australia, Germany, Hong Kong (a B200C used for navaid calibration was the first aircraft to land at the then-new Chek Lap Kok Airport in 1996[22]), Norway, Sweden and Taiwan.

The King Air 350 is based on the King Air 300 with a 3.4 ft (1.0 m) span increase and winglets, a 2.9 ft (0.88 m) fuselage stretch for an over 17 ft (5.2 m) main cabin, long enough for double club seating.[41] By 1988, Beechcraft had begun work on the replacement for the 300, it was introduced in 1990 and initially marketed as the Super King Air 350. It has two extra cabin windows on each side and MTOW was increased again to 15,000 lb (6,800 kg); as the same regulatory situation that led to the development of the 300LW still existed, that model continued to be produced until 1994. Like the 200 and B200 before it, a version with a large cargo door was developed, the Model B300C marketed as the "Super King Air 350C". The first deliveries of this model also took place in 1990. In 1998, the UltraQuiet active noise canceling system,[42] made by Elliott Aviation, was added as standard equipment on all B300s.[43] In October 2003, Beechcraft announced that it would deliver future B300 and B300C King Airs with the Rockwell Collins Pro Line 21 avionics suite.[22]

The B300 model is still in production today (now marketed simply as the "King Air 350", the "Super" being dropped in 1996 as mentioned earlier), while the B300C is available for order; four were built in 2007[44][45] and Hawker Beechcraft announced on November 11, 2007 that it would deliver five to Saudi Arabia in 2008 for use as air ambulances.[46]

On June 13, 2005, Beechcraft announced at the Paris Air Show that it was developing the King Air 350ER version of the B300,[47] an equivalent to the earlier Model 200T and B200Ts of the 200 series. Changes include an increase of MTOW to 16,500 lb (7,430 kg), provision for surveillance equipment in a belly pod, the landing gear of the Beechcraft 1900 to handle the increased weight and provide ground clearance for the belly pod, and extra fuel capacity in the engine nacelles to increase range[48] (because of the B300s winglets, it was unfeasible to fit wingtip fuel tanks as found on the 200T and B200T). On November 11, 2007, Hawker Beechcraft announced that the 350ER had been certified by the FAA.[49]

Super King Air cabin

King Air 350i

[edit]

In October 2008, Beechcraft announced updated versions of the B300 series, the King Air 350i, with improvements to the passenger cabin. The manufacturer claims that the noise level and overall comfort of the King Air 350i, 350iER, 350iC and 350iCER are now competitive with those of light jets. The cabin of the B300 series has been updated with controllers in the passenger seat armrests that dim the LED lights, darken the windows and control an iPod dock and a high-definition video monitor. The cabin also includes Universal Serial Bus (USB) ports, AC electrical receptacles and fold-out tables for each passenger in the eight seats fitted. Deliveries commenced in December 2009.[50][51]

The cabin sound level is reduced by 4 dB to 78-dB due to better insulation. More than 440 350i have been delivered in less than ten years. On a one hour trip, it is 10-15 min slower than a jet while burning 700–900 lb (320–410 kg) less fuel. It cruises at 292 kn (541 km/h) TAS at FL350 while burning 503 lb (228 kg) per h, and can reach 312 kn (578 km/h) TAS at FL240. The $1.8 million Blackhawk PT6A-67A upgrade offers a 68 kn (126 km/h) TAS faster cruise and up to 60% shorter time to climb.[41]

Direct operating costs are around $1,300-1,500 per hour, including a 900 lb (410 kg) average fuel flow per h. At 3,600 h, the first pair of engine overhauls cost $500,000-550,000, but second overhauls can cost $800,000-1.2 million. By September 2019, second-hand aircraft were priced between $3 million for early models to more than $4 million for late models.[41] In 2019, the King Air 350i price was US$7.755M, and US$8.8M for the King Air 350iER.[29]

Model 300 military variants

[edit]
One of eight King Air 350s in service with No. 32 Squadron RAAF
Japan Ground Self-Defense Force LR-2
B200 modified as Air Ambulance with large B200C-style door, stretcher lifter and wing lockers

One special Super King Air B300C variant was built for the Swiss Air Force, with a modified belly to allow for aerial photography and a large observation window in the right side aft fuselage;[52][53] and given a c/no. with a different prefix to other B300Cs.

The Hawker Pacific aviation company of Australia purchased eight B300s between 2003 and 2005 for lease to the Royal Australian Air Force (RAAF), which were subsequently modified as navigator trainers.[54] Hawker Pacific later leased another three B300s to the Australian Army, replacing B200 and B200C Model King Airs. The RAAF has also utilized King Air 350 Special Mission as an interim replacement for the DHC-4 Caribou transports of No. 38 Squadron. The RAAF now operates 16 aircraft from both No. 32 Squadron and No. 38 Squadron.

The Japan Ground Self-Defense Force operates nine B300s, designated LR-2, in the reconnaissance and communications roles. The aircraft were delivered between 1998 and 2004 and include the last B300 built without the Pro Line 21 avionics package (c/no. FL-382).[55][56][57]

The Royal Bahamas Defence Force operates a single B300 on maritime patrol and reconnaissance duties.[58]

Beechcraft announced on March 6, 2007 that the Iraqi Air Force had ordered five King Air 350ERs[59] for delivery commencing late in 2007. Hawker Beechcraft exhibited a King Air 350ER at the 2007 Paris Air Show;[60] and at the Royal International Air Tattoo the following month. Photos of the aircraft, which were modified 2005-built B300,[61] showed visual features of the King Air 350ER including a belly pod, and enlarged engine nacelles[62] compared to the nacelles of standard B300 King Airs.

The United States Army has contracted for a number of King Air 300s to be acquired on the second-hand market and modified as ISTAR aircraft for use by Task Force ODIN in operational theaters.[63][64] As of late 2010, 11 such aircraft are registered to the U.S. Army.[65] Two Canadian-registered and owned King Air 300s, configured in the same manner have also been contracted for.[66][67]

Model 350ER (Extended Range)

[edit]

The Model 350 ER is an extended-range, special-mission version for surveillance and reconnaissance operations; it was introduced at the Paris Air Show in June 2005. Features of this model include engine nacelle fuel tanks, heavy duty landing gear, and an increased maximum take-off weight of 7,484 kg (16,500 lb). The typical mission profile involves a 100 nautical mile (185 km; 115 mile) flight to on-station; a low-altitude surveillance sortie for 7 hours 20 minutes; and return to base with 45 minutes' fuel reserve.[68]

By early 2010, Hawker Beechcraft was offering a structured program of upgrades for the King Air 350ERISR. Accommodations include two pilots above an armored floor; a sensor operator console (port, forward facing) providing on-board analysis; club-four seating in the center section with a port side table; satellite telephone; refreshment center; and a lavatory at the rear.[68]

Four King Air 350CERs (Shadow R1 in RAF service,)[69] equipped for intelligence, surveillance, target acquisition and reconnaissance (ISTAR) missions over Afghanistan, were originally ordered for the RAF. This was later increased to six aircraft in July 2013.[70] Four more King Air 350s replaced the Royal Navy's Jetstream T2 observer trainers in 2011[71] and were designated Avenger T1.[72]

Beechcraft King Air 350 Special Mission at Russia's International Aviation and Space Salon MAKS-2015

On October 3, 2018, the US State Department approved the possible foreign military sale of three King Air 350ERs to the government of Canada for an estimated cost of US$300 million (~$368 million in 2024). The Canadian 350ERs are expected to come with customer-unique modifications for intelligence, surveillance, and reconnaissance (ISR) operations.[73] Canada intends to use the aircraft to improve the ability of its Special Operations Forces Command (CANSOFCOM) to meet current and future threats, strengthen its homeland defense and the combined defense of North America, and support coalition partners overseas.[74]

King Air 360 and 360ER

[edit]

The King Air 360 and 360ER have a cockpit including an avionics upgrade, digital pressurisation control, autothrottle, and a modernized cabin featuring a 10% lower altitude pressure. The 360 has a maximum range of 1,806 nmi (3,345 km,)[75] while the 360ER has a maximum range of 2,539 nmi (4,702 km).[76] Both models were FAA type certified in October 2020[77] and European Aviation Safety Agency certified in September 2021.[32]

In 2023, the equipped price was $9.255M for the 360 and $9.76M for the 360ER.[33]

Modification and upgrade programs

[edit]

Numerous aftermarket modifications and upgrades are available for 200 and 300 series King Airs.[78] This includes wing spar reinforcement, electrohydraulic landing gear retraction, and modifications to improve wing performance, reduce propeller noise, increase storage, and improve flotation.[79]

A modification to install a forward looking infrared camera in an extended nose in B200 King Airs is available.[80] Other modifications available are to convert standard 200 Series King Airs to configurations equivalent to the Model 1300 or Model 200C and B200C King Airs; and to modify B300s (typically delivered with an eight-seat corporate interior) to allow more passengers and baggage to be carried.

Operational history

[edit]

The 6,000th King Air was delivered on January 24, 2005.[47]

Australia's Royal Flying Doctor Service (RFDS) operates 34 King Air B200/B200C and B300C.[81]

Retired military King Airs have entered civil service with United States law enforcement and other government organizations such as State Police and Sheriff Departments; others are used by the Missionary Aviation Fellowship and subsidiary organisations.

It was intended to be replaced by the unusually designed Beechcraft Starship but only 53 were produced, ending in 1995, while the King Air continues to sell.

More than 1,800 King Air 200 series have been delivered during more than 40 years of production.[82] In early 2017 a used 2011 model King Air 250 was worth US$3 million and a late 2015 to early 2016 model was worth US$5 million, with an annual utilization estimated at 240 hours and 216 cycles, while a King Air 350i is US$800,000 to US$1 million more.[82]

By April 2017 sales of the King Air series were in decline with just 12 examples delivered in the first quarter of the year, compared to 26 in the same period of 2016, due to a weak international market for the design. The company expected the annual sales to be about the same as 2016, though, which totaled 106 in that year.[83]

By December 2020, nearly 7,600 King Air had been delivered, as the fleet surpassed 62 million flight hours in 56 years.[30]

Variants

[edit]

In roughly chronological order, the 200 and 300 Series King Air variants and production numbers are:

Royal Saudi Air Force King Air 350ER
A Maltese King Air 200 used for maritime surveillance
Model 200
Prototypes and initial production version, 858 built including those converted to Model 200Ts;[17] first prototype was converted to PD 290 jet aircraft[16] and first three production aircraft were delivered to U.S. Army as Model A100-1s.[17]
Model A200
First model purpose-built for U.S. military (Army and Air Force), 75 built.[17]
Model 200T
Version with optional wingtip fuel tanks, optional dome-shaped side windows in the rear fuselage, and modified belly to allow aerial photography. Prototype and subsequent aircraft converted from Model 200s and re-serialled; 23 delivered.[18]
Model A200C
Second military model built for U.S. Navy and USMC with cargo door in LH rear fuselage, 90 built.[84]
Model 200C
Civil equivalent to A200C, 36 built.[20]
Model A200CT
Third military model, built for U.S. Army with cargo door and wingtip fuel tanks of Model 200T, 93 built.[20]
Model 200CT
Civil equivalent to A200CT; one aircraft converted from Model 200C.[20]
King Air B200
Model B200
Current baseline production model; updated version of Model 200. 1,157 built as of the end of 2009 including those converted to Model B200Ts.[10][84] 12 aircraft delivered as Model 1300s.[20] Later models fitted with Pro Line 21 avionics[21]
Model B200C
Version of B200 with cargo door, available to order; 112 built as of the end of 2009,[10][20][24] of which 47 were built for the United States Air Force as C-12Fs.[20] Later models fitted with Pro Line 21 avionics.[21] A total of 65 other aircraft, similar in specification to the B200C, were built for the U.S. military.[20]
Model B200T
Version of B200 similar to Model 200T; aircraft converted from Model B200s and re-serialled. 23 delivered.[10][21][85]
Model B200CT
Version of B200C with wingtip fuel tanks; all aircraft converted from B200Cs and re-serialled. Eight delivered, to the Marina de Guerra del Perú and Israeli Air Force.[20][86][87] Another two similar aircraft built for the Israeli Air Force are without an official designation.[21]
Model B200 (marketed as King Air 250)
Includes new Hartzell composite scimitar propellers and third-party winglets and Ram Air Recovery System; can operate from shorter runways than the B200GT.[88][89][90][91]
Model B200GT
Updated version of B200; current civil production model. A total of 97 are built as of the end of 2009.[10]
Model B200CGT
Updated version of B200C; at least one built in 2016. Operated by Can-West Corporate Air Charters as of 2019.[92]
Model 300
Two versions, the standard Model 300 with increased MTOW of 14,000 lb (6,300 kg) and the Model 300LW with MTOW limited to 12,500 lb (5,700 kg) to meet the aviation regulatory requirements of various countries; 247 built including 35 Model 300LW and including two Model 300s modified and another 17 built specifically for the FAA for use in navaid calibration.[93][10][85][94] The 300LW has a lower certified Take-Off Gross Weight of 12,500 lb for the European market related to tax.
B300 Super King Air 350, taken 2009
Model B300 (marketed as King Air 350)
Stretched model with two extra cabin windows each side of forward fuselage and winglets on wingtips;[94] in production as King Air 350i and King Air 350iER. 687 built as of the end of 2009, including 42 extended range versions delivered as 350ERs.[10] Later aircraft fitted with Pro Line 21 avionics.[21]
Model B300C (marketed as King Air 350C)
Version of B300 with cargo door; available for order as 350iC and 350iCER. 35 built as of the end of 2009 including one for the Swiss Air Force with modifications for aerial surveillance and five aircraft modified prior to delivery with underwing hardpoints and delivered as 350CERs.[10][21] Later aircraft fitted with Pro Line 21 avionics.[21]
Model B300 (marketed as King Air 350i)
Updated version of B300 with interior upgrade; certified in December 2009.
Model 1300 Commuter
B200 configured as a regional airliner, with room for two crew and 13 passengers, fitted with two overwing emergency exits instead of the standard model's single overwing exit and an optional 455 lb (206 kg) belly cargo pod; a nose baggage compartment provided by relocating avionics from the nose to elsewhere in the aircraft. A total of 14 were built.[95]
Blackhawk XP67A
Re-engined with PT6A-67As and five-blade composite propellers instead of the PT6A-60A engines with unit power increasing from 1,050 to 1,200 hp (780 to 890 kW), boosting the maximum cruise speed by 50 kn (93 km/h) to 340 kn (630 km/h) and capable of climbing to 35,000ft in 19min; Blackhawk targets 30% of the 850 King Air 300 globally.[96]
NOAA's Beechcraft King Air 350CER N68RF prepares for takeoff.
Model 350CER
Used by the National Oceanic and Atmospheric Administration. Features two large downward-facing sensor ports that can support a wide variety of remote sensing systems, including digital cameras, multispectral and hyperspectral sensors, topographic and bathymetric lidar systems, and gamma radiation detectors.[97]
Model 360 and 360ER
Models introduced in August 2020 with automatic pressurization, autothrottles and a revised interior.[98]
T-54A Marlin II
Military designation given to King Air Model 260 aircraft used by the United States Navy as a multi-engine trainer aircraft.[40]
B.PhTh.5
(Thai: บ.ผท.๕) Royal Thai Armed Forces designation for the Model B200.[99]
CT-145E Expeditor II
Military designation given to King Air Model 260 aircraft used by the Royal Canadian Air Force[a] as a multi-engine trainer aircraft.[36]

Operators

[edit]
Main article: List of Beechcraft King Air operators

The most widespread turboprop business aircraft in the world, over 7,300 King Airs and Super King Airs have been delivered by May 2018, surpassing 60 million flight hours in commercial, military and special mission roles.[100] They are operated in more than 94 countries.[101][unreliable source?] Almost 53% of the aircraft delivered have been from the 200/300 series family.

Civil operators

[edit]
"Amaalik" of Air Greenland

The King Air is used by many corporate and private users, it is also popular as a light transport liaison aircraft with both government and non-government organizations. It is also used by air-taxi, air ambulance, and air charter companies.

Accidents and incidents

[edit]
The B200 which crashed on July 13 2025, photographed at Birmingham Airport

Specifications

[edit]
Beechcraft King Air B200
Variant 250[108] 350i[109] 350ER[110]
Crew 1–2
Capacity 10 11
Length 43 ft 10 in / 13.36 m 46 ft 8 in / 14.22 m
Span 57 ft 11 in / 17.65 m
Height 14 ft 10 in / 4.52 m 14 ft 4 in / 4.37 m
Cabin L × W × H 16'8" × 4'6" × 4'9"
5.08 × 1.37 × 1.45 m 		19'6" × 4'6" × 4'9"
5.94 × 1.37 × 1.45 m
MTOW 12,500 lb / 5,670 kg 15,000 lb / 6,804 kg 16,500 lb / 7,484 kg
OEW[b] 8,830 lb / 4,005 kg 9,955 lb / 4,516 kg 9,455 lb / 4,289 kg[c]
Useful load 3,760 lb / 1,706 kg 5,145 lb / 2,334 kg 7,145 lb / 3,241 kg
Engine type (2×) PWC PT6A-52 PWC PT6A-60A
Power or thrust 850 shp / 625 kW 1,050 shp / 783 kW
Maximum cruise 310 kt / 574 km/h 312 kt / 578 km/h 303 kt / 561 km/h
Ferry range 1,720 nm / 3,185 km 1,806 nm / 3,345 km 2,670 nm / 4,945 km
Takeoff 2,111 ft / 643 m[d] 350i: 3,300 ft / 1,006 m 4,057 ft / 1,237 m[7]
Ceiling 35,000 ft / 10,668 m

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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Beechcraft Super King Air

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The is a family of twin- produced by , featuring the Model 200 as its foundational variant with a first flight on October 27, 1972, and certification in December 1973, characterized by a design, pressurized cabin for up to nine passengers, and PT6A engines delivering reliable short-field performance and versatility across civilian and military applications. Developed as an evolution of the earlier King Air 100 series to offer greater range, speed, and capacity, the Super King Air line includes stretched variants like the Model 300 introduced in , leading to modern iterations such as the King Air 350 and 360, which incorporate advanced like the Collins Pro Line Fusion suite and systems for enhanced safety and efficiency. The 's rugged and ability to operate from unprepared airstrips have made it a staple for executive transport, air services, hauling, and , with the U.S. designating versions as the C-12 Huron for troop movement and intelligence gathering. Over 7,000 King Air family have been produced since the 1960s, with Super King Air models comprising a significant portion and remaining in , underscoring their defining characteristics of , low operating costs, and adaptability that have sustained among over 100 operators worldwide despite from jets and other turboprops. Production milestones include approximately 1,800 B200 variants built from 1981 onward, reflecting empirical success in diverse environments from patrols to without major systemic flaws or controversies altering its reputation for causal reliability in mission-critical roles.

Development

Origins and Early Evolution

The Beechcraft Super King Air series originated as an evolutionary response to market demand for a larger-capacity building on the success of the earlier King Air 90 and 100 models, which had established Beechcraft's dominance in the twin-engine business segment since their introductions in 1964 and 1969, respectively. By the late , operators sought enhanced passenger and payload capabilities without sacrificing the proven handling and short-field performance of the King Air line, prompting Beech Aircraft Corporation to initiate design work on a stretched variant in October 1970. This effort culminated in the Model 200, marketed as the Super King Air, which incorporated a extension of approximately 3 feet (0.91 m) over the Model 100, increasing cabin volume for up to nine passengers while maintaining the PT6A-series engines. The prototype Model 200 achieved its first flight on October 27, 1972, following four years of focused on integrating a configuration to improve aerodynamic efficiency, propeller clearance, and overall stability at higher gross weights. This design shift from the conventional tail of prior King Airs addressed potential issues with ground clearance for larger propellers and enhanced cruise performance, with the aircraft demonstrating a of 10,950 pounds (4,967 kg) and a range exceeding 1,500 nautical miles. The U.S. granted type certification in December 1973, enabling initial customer deliveries in early 1974 as the Super King Air 200. Early production emphasized reliability and versatility, with the initial batch featuring or PT6A-41 engines rated at 850 shaft horsepower each, though subsequent refinements standardized on the PT6A for better parts commonality with the King Air family. By 1976, over 100 units had been delivered, primarily to corporate and utility operators, validating the model's appeal through its combination of speed—cruising at up to 270 knots—and rugged airframe suited for unpaved runways. Minor updates in the late included improved pressurization systems and optional hardpoints for special missions, setting the stage for further series expansions while production rates climbed amid competition from jets like the .

Super King Air 200 Series

The Super King Air 200 series emerged as an evolution of the King Air 100, conceived in 1969 as the Model 101 to address demands for improved high-altitude performance and cabin utility. It retained the fuselage length of the Model 100 but incorporated a design, requiring rear fuselage modifications and structural reinforcements to support a higher maximum gross weight of 12,500 pounds. Redesigned wings with increased span and area enhanced lift and efficiency, while the sweep improved stability. The prototype achieved its first flight on October 27, 1972, followed by FAA civil certification in December 1973, with customer deliveries beginning in February 1974. Initial production models featured two PT6A-41 engines, each flat-rated at 850 shaft horsepower, enabling a maximum cruise speed of approximately 270 knots and a service ceiling of 35,000 feet. These enhancements provided superior short-field capabilities and range exceeding 1,800 nautical miles, making the aircraft suitable for executive transport, cargo, and utility roles. In 1981, Beechcraft introduced the B200 variant with PT6A-42 engines, maintaining the 850 shp rating but allowing higher interstage turbine temperatures for better hot-and-high performance without derating. This upgrade, combined with optional hydraulic gear retraction and increased cabin pressurization to 6.5 psi, extended operational versatility. The 200C subvariant added a large cargo door, facilitating freight and medevac missions, while later improvements included Collins Pro Line suites for enhanced . Production of the 200 series, spanning from 1974 onward, exceeded 1,800 units by the early 2010s, reflecting its reliability and adaptability across civil and military operators.

300 and 350 Series Advancements

The 300 series debuted in 1984, incorporating PT6A-60A engines rated at 1,050 shaft horsepower each, a substantial upgrade from the 850 shp PT6A variants in the preceding 200 series, which enabled maximum cruise speeds exceeding 300 mph and enhanced climb rates. Refined , including a configuration and increased wing span to 57 feet 11 inches, contributed to improved high-altitude performance and structural efficiency, with a of 14,000 pounds supporting greater capacities for and executive roles. These modifications addressed demands for faster transit and reliability in non-paved operations, establishing the series as a benchmark in the segment. Building on the 300's foundation, the King Air 350 entered production in 1990 as a fuselage-stretched variant, extending the cabin length by nearly 3 feet with two additional windows per side to boost seating for up to 11 passengers while retaining the PT6A-60A powerplants. This redesign raised the to 15,000 pounds, enhancing range and utility without compromising short-field capabilities, and incorporated four-bladed propellers for reduced noise and vibration. Subsequent refinements included 1996 elevator pitch trim actuator enhancements for precise control and 1998 standard active noise cancellation in the cabin. Further evolutions in the 350 lineage addressed endurance and needs; the 350ER variant, certified in 2007, featured auxiliary fuel tanks extending range beyond 2,000 nautical miles and increased to 16,500 pounds for special missions. In , the 350i model introduced upgraded cabin interiors with improved lighting, insulation, and modular configurations, alongside integrated hazard awareness systems for enhanced . These iterative advancements maintained the series' reputation for rugged versatility, with over 1,000 units produced by the mid-2010s, prioritizing empirical performance metrics like a service ceiling of 35,000 feet and cruise speeds around 312 knots.

Recent Iterations and Upgrades

The Beechcraft King Air 360, introduced by in 2020, incorporates enhancements to the airframe, propulsion, , and cabin compared to prior 350-series models, including a revised wing with increased gross weight capability up to 15,000 pounds and improved Pro Line Fusion suite. This model received FAA type certification in October 2020, with initial customer deliveries commencing shortly thereafter. The extended-range King Air 360ER extends maximum range to 2,539 nautical miles while maintaining capacities suitable for utility and special missions. In December 2020, announced the King Air 260, a midsize variant derived from the 200-series platform but featuring cockpit upgrades akin to the 360, such as the Pro Line Fusion system with synthetic vision and touchscreen controllers, alongside a of 12,712 pounds. Both the 260 and 360 achieved EASA certification in September 2021, enabling European market expansion. In July 2023, introduced optional CoolView panoramic windows for these models, utilizing electrochromic tinting to reduce cabin heat load by up to 8% and enhance passenger comfort without mechanical shades. For commemorative purposes, unveiled the King Air "Crimson Edition" in July 2024, limited to 60 units honoring the model's anniversary, with custom red-silver livery, premium leather interiors, and standard inclusion of features like and emergency systems. Aftermarket engine upgrades, such as Blackhawk Aerospace's XP67A kit for 350/350ER models using PT6A-67A engines rated at 1,050 shaft horsepower to 25,000 feet, have been certified to improve climb rates by up to 1,000 feet per minute and extend service ceilings. In special missions configurations, debuted a multi-mission King Air demonstrator at the June 2025 , optimized for intelligence, surveillance, and with modular bays, reinforced hardpoints, and enhanced exceeding 8 hours. Third-party modifications, including Avcon Industries' May 2025 supplemental type certificates for 300-series aircraft, enable multiple external hardpoints for integration in or roles. Similarly, Sierra Nevada Corporation's King Air 350 Mission Enhancement Kit reduces weight by 200 pounds, boosts engine performance, and lowers acoustic signatures for covert operations. These upgrades reflect ongoing adaptations to meet demands in civil, government, and military sectors without altering core twin-turboprop design principles.

Design and Engineering

Airframe and Structural Features

The Beechcraft Super King Air employs an all-metal constructed primarily from high-strength aluminum alloys, ensuring durability and structural integrity under operational loads. This design features a low-wing configuration with fully cantilevered straight wings incorporating dual-spar structures extending from wingtip to wingtip, providing redundancy and fail-safe characteristics. The utilizes a arrangement, which enhances stability and reduces interference from wash. In the 200 series, the fuselage retains a design derived from earlier King Air models, lengthened to accommodate the T-tail while maintaining a pressurized cabin capable of differential pressures up to 6.5 psi, equivalent to a 10,000-foot cabin altitude at 31,000 feet. The 300 and 350 series introduce a stretched "square-oval" fuselage cross-section with metallic construction, featuring a dropped aisle in the passenger area to achieve full standing height of approximately 4 feet 10 inches throughout much of the cabin. This configuration supports a of 15,000 pounds in the 350 variant, with design maneuvering load factors ranging from -1.24 g to +3.10 g. The is certified as damage-tolerant with an unlimited , contingent on adherence to a rigorous program that monitors crack propagation and fatigue in critical components. Retractable tricycle , constructed from high-strength and aluminum, retracts hydraulically into the and wings, contributing to the aircraft's clean aerodynamic profile and cruise speeds exceeding 300 knots.

Propulsion Systems

The Beechcraft Super King Air family employs twin PT6A-series engines, mounted in nacelles on the wings, providing reliable power for a range of civil and operations. These free-turbine engines feature a multi-stage , annular , and two-stage power turbine, driving the propeller through a reduction gearbox, with flat-rating to maintain consistent performance at high altitudes. The PT6A design's reverse —intake at the front, exhaust at the rear—contributes to its compact installation and hot-section durability, with overhaul intervals typically exceeding 3,600 hours. In the 200 series, such as the original Super King Air 200 and later B200 models, standard propulsion consists of two PT6A-41 or PT6A-42 engines, each flat-rated at 850 shaft horsepower (shp) for takeoff. These engines deliver a maximum continuous power of 850 shp up to 22,000 feet, enabling cruise speeds around 280-290 knots (KTAS) at typical altitudes. Propellers are typically Hartzell three-bladed, constant-speed, fully feathering units, such as the HC-B3TN-3G model with diameters of approximately 7 feet 6 inches, optimized for low noise and vibration. Aftermarket , like the Blackhawk XP52 package, replace these with PT6A-52 engines rated at higher power outputs up to 1,050 shp, but production models retain the baseline PT6A-41/42 configuration. The 300 and 350 series advance propulsion with two PT6A-60A engines, each rated at 1,050 shp for takeoff and flat-rated to that level through 25,000 feet, supporting maximum cruise speeds of 312 KTAS and short-field capabilities with takeoff distances under 3,500 feet. These engines incorporate improved hot-section materials for extended , often 3,600-5,000 hours depending on usage. Propeller options include Hartzell four-bladed aluminum or composite blades on later 350i/360 , reducing noise to meet Stage 3 standards while enhancing climb performance; five-bladed composites are available via supplemental type certificates for further efficiency gains. systems across use Jet A or Jet A-1, with capacities of 544 gallons usable in the 200 series and up to 539 gallons in the 350, fed via wing tanks and engines with automatic ignition and anti-ice.
Model SeriesEngine ModelTakeoff Power (shp per engine)Propeller TypeMax Cruise Speed (KTAS)
200/B200850~290
350/3601,050~312
This table summarizes standard propulsion parameters; actual performance varies with weight, altitude, and configuration.

Avionics and Cockpit Technology

The Beechcraft Super King Air family employs advanced integrated avionics suites, predominantly from , transitioning from analog instrumentation in early models to fully digital glass cockpits in later variants. The Pro Line 21 system, standard on models like the King Air 350i introduced in , features four large LCD displays for primary flight, , and indication, paired with dual flight management systems (FMS) for precise GPS-based and performance calculations. This setup includes integrated weather radar with turbulence detection and (TCAS) capabilities, enhancing situational awareness during (IFR) operations. Newer iterations, such as the King Air 360 certified in 2020, incorporate the Pro Line Fusion suite with three 14-inch touchscreen displays, enabling intuitive graphical flight planning, synthetic vision system (SVS) for 3D terrain rendering, and seamless integration of electronic charts and maps. The Fusion system's dual-channel supports , with features like automatic dependent surveillance-broadcast (ADS-B) compliance and linked runway awareness advisory system (RAAS) to mitigate runway incursions. For the 200 and 300 series, aftermarket upgrades to Pro Line Fusion or modernized Pro Line 21—announced in December 2024—offer similar touchscreen interfaces and enhanced communications, preserving the aircraft's versatility for special missions while meeting next-generation airspace requirements. Cockpit design emphasizes pilot workload reduction through dual yokes, integrated digital autopilots with coupled approaches, and (HUD) options in upgraded configurations, allowing single-pilot on many variants. Engine monitoring via the electronic engine control (EEC) interfaces directly with the for real-time diagnostics, while communications and high-frequency (HF) radios support long-range operations. These technologies, rooted in modular architectures, facilitate field-upgradable software to address evolving regulatory standards without modifications.

Cabin Configurations and Utility

The Beechcraft Super King Air's cabin employs a pressurized, square-oval cross-section design that provides greater headroom and shoulder space compared to conventional circular fuselages, enabling comfortable flight at altitudes up to 31,000 feet. Pressurization differentials range from 6.5 psi in the 200 series to 8.6 psi in later 350 models, maintaining a sea-level equivalent cabin environment up to 10,000 feet. This configuration supports versatile utility roles, including executive transport, regional commuting, cargo hauling, and , with interiors reconfigurable for passengers, stretchers, or freight without structural modifications. In the 200 series (B200/B200GT), measures approximately 16 feet 8 inches in length, 4 feet 6 inches in width, and 4 feet 10 inches in height, yielding a of 303 cubic feet. Standard executive layouts seat 7 to 9 passengers plus 2 in opposed club chairs with swivel and recline functions, often including a refreshment center, lavatory, and baggage space up to 54 cubic feet internally plus external compartments. Commuter variants increase capacity to 13 passengers via bench seating and overwing emergency exits, while utility adaptations remove seats for up to 400 pounds of cargo or medevac setups with provisions for litters and equipment. The quiet cabin environment, enhanced by composite insulation and low-noise engines, facilitates productivity or rest during flights. The 300 and 350 series feature a stretched extending cabin to about 19 feet 2 inches, with similar width and dimensions but increased to 344 cubic feet, accommodating up to 11 passengers in standard configurations or 13 in high-density setups. Executive interiors incorporate premium materials like seating, wood-grain , and modular divans for flexibility, while utility variants support mixed passenger-cargo loads or specialized missions such as with removable panels for sensor integration. Baggage capacity expands to 71 cubic feet internally, with options for underfloor storage, enhancing operational utility for remote or short-field operations. These adaptations underscore the aircraft's role as a multi-mission platform, balancing passenger comfort with payload versatility across civil and government applications.

Variants

Civil Production Models

The Beechcraft Super King Air civil production models form the core of the King Air turboprop family, encompassing the 200 series introduced in the and the larger 300/350 series from the onward, optimized for corporate transport, services, and utility roles with capacities for 7 to 11 passengers. These models feature pressurized cabins, retractable tricycle , and PT6A turboprop engines, emphasizing reliability and versatility in non-military applications. The foundational Model 200 Super King Air entered production in 1974 following FAA certification in May 1973, powered by two PT6A-41 engines each rated at 850 shaft horsepower, with a of 10,700 pounds and a typical cruise speed of 260 knots. Updates progressed to the A200 in 1976 with four-blade propellers for reduced noise and the B200 in 1981 incorporating PT6A-42 engines at 850 shp for improved hot-and-high performance. The 200C variant added a large cargo door for freight or , with 36 civil units produced as equivalents to military configurations. Later iterations include the B200GT from 2005 with Collins Pro Line 21 and the King Air 250 designation applied to enhanced B200GT models from around 2010, focusing on executive upgrades. In 2021, introduced the King Air 260 as the current 200-series civil production model, featuring Pro Line Fusion , , a redesigned interior for nine occupants, and a range of 1,720 nautical miles at 310 knots . The 300 series debuted with the King Air 300 certified in 1984, extending the fuselage by 21 inches over the 200 for greater cabin volume while retaining similar wing and tail design, powered by PT6A-50B engines. Production emphasized civil commuter and corporate use, though limited in quantity. The King Air 350, certified in 1990, further stretched the fuselage to accommodate up to 11 passengers, with PT6A-60A engines providing 1,050 shp each and enhanced climb rates. Contemporary 350-series civil models include the and variants like the B300C with cargo doors, of which 35 were built by for versatile operations. The King Air 350ER extends range to over 2,500 nautical miles with auxiliary fuel for special civil missions such as , while remaining available to commercial operators. In 2020, the King Air 360 superseded the 350i, incorporating PT6A-60A engines with increased power, McCauley five-blade propellers, and a maximum range of 1,806 nautical miles for 11 occupants.

Military and Specialized Variants

The Beechcraft Super King Air series, particularly the 200 and 350 models, serves as the platform for several military designations, with the C-12 Huron being the primary utility variant adopted by the . The C-12, introduced in 1974, is derived from the King Air 200 and 350 airframes and has been procured in over 200 units across the , , , and Marine Corps for roles including passenger and transport, , and VIP missions. Specific sub-variants like the C-12F, based on the Super King Air B200C, accommodate up to eight passengers with a crew of two and feature a capacity suited for light logistics. For intelligence, surveillance, and reconnaissance (ISR), the MC-12W , a modified King Air 350ER, was fielded by the U.S. Air Force starting in 2009, equipping 251 aircraft with advanced sensors for real-time tactical support in and , accumulating over 400,000 combat flight hours and contributing to the capture of more than 8,000 insurgents. The MC-12W's systems included electro-optical/ cameras and gear, enabling medium- to low-altitude operations, though the fleet began in 2025 to transition to other platforms. Internationally, Super King Air variants support diverse military applications, such as the Royal Air Force's B200 configured for training and utility, and the Japan Maritime Self-Defense Force's use of the platform for pilot training via the 202nd Squadron. adaptations, like the B200T employed by the Royal Malaysian , integrate and observation windows for anti-submarine and surface surveillance missions. Similarly, the Armed Forces of Malta operate B200s for , while recent deliveries to the include special-mission King Airs with expanded cargo doors for enhanced gross-weight operations in reconnaissance and transport. Specialized configurations extend to air ambulance, , and flight inspection, leveraging the King Air 350ER's extended range and reconfigurable cabin for government and military customers, often incorporating auxiliary fuel tanks and mission-specific without altering the core design. These adaptations underscore the platform's versatility, with modifications typically performed by for roles demanding endurance and payload flexibility in austere environments.

Modification Programs

Blackhawk Aerospace offers engine programs under the XP series, such as the XP67A for King Air 350 and 350ER models, which install PT6A-67A engines rated at 1,050 shp along with five-blade MT-Propeller composites. These modifications yield a 25-30% power increase, 60% higher climb rates, cruise speeds above 330 knots , and 62% greater capacity compared to standard configurations, with FAA STC approval granted in June 2018. Similar XP52 and XP61 kits for 200-series provide tiered performance gains, including faster takeoff rolls and extended range, often bundled with enhancements for fleet standardization. Raisbeck Engineering specializes in aerodynamic and modifications, with the Platinum package for 200-series Super King Airs integrating swept-blade , ram air recovery systems, and dual aft strakes to boost gross weight by up to 1,000 pounds, shorten takeoff distances by 20-30%, and improve cruise efficiency by 5-10 knots. For 300/300LW models, Raisbeck's June 2025 STC-approved swept-blade upgrade reduces cabin noise, enhances climb at high altitudes, and maintains compatibility with overhauls or digital . These systems, often paired with Hartzell or MT , emphasize synergistic gains without structural alterations, supported by extended warranties up to 10 years. Avionics retrofit programs modernize cockpits for enhanced and regulatory compliance. Collins Aerospace's Pro Line Fusion upgrade replaces analog instruments with 14-inch touchscreen displays, synthetic vision, and integrated weather radar, preserving aircraft value while adding features like emergency descent mode; it holds FAA STC for King Air 200/300/350 series. Garmin's G1000 NXi suite introduces dual 10.4-inch primary flight displays, a 15-inch , and 250-pound weight savings via solid-state attitude heading reference systems, with STCs enabling integration and HSI mapping for models from the 90 through 350. Special-mission modifications target ISR, environmental research, and utility roles. Sierra Nevada Corporation's King Air 350 Mission Enhancement Kit (MEK) incorporates lightweight composites for installations, engine performance tweaks, and acoustic suppression, holding STCs for upper/lower pods compatible with multiple ISR sensors. Avcon Industries' May 2025 FAA STC approves sensor mounts, reinforced floors, and provisions for King Airs, enabling configurations for atmospheric sampling or without compromising integrity. These programs, often government-funded, prioritize modularity for rapid reconfiguration, with empirical data from operators showing 15-20% extended operational envelopes in contested environments.

Operational History

Civil and Commercial Use

The Beechcraft Super King Air series serves extensively in , particularly for business transportation, charter flights, , and utility cargo operations in areas with short runways or remote locations. Nearly 7,800 King Air , including Super King Air variants, have been delivered worldwide since 1964, establishing the line as the best-selling business turboprop due to its reliability, versatility, and PT6A engine performance. In business , Super King Air models like the B200 and 350 accommodate 7 to 9 passengers in pressurized cabins with executive configurations, offering cruise speeds up to 310 knots and ranges exceeding 1,500 nautical miles, making them suitable for corporate shuttles and programs. Charter operators utilize the aircraft's short-field capabilities and low operating costs for on-demand services, including access to unpaved strips, as seen in European and Polynesian regional charters. Emergency medical services frequently employ Super King Air 200 and 350 variants as air ambulances, with configurations allowing for patients, medical equipment, and attendants; operators like Rico Aviation report cruising speeds of 310 miles per hour enabling rapid inter-facility transfers. Utility roles include cargo hauling with optional cargo doors on models like the King Air 260C, supporting commercial in challenging environments, while over 1,500 King Air 200-series remain in active as of 2024.

Military and Special Missions

The Beechcraft Super King Air series has been adapted for diverse military applications, including utility transport, pilot training, and intelligence, surveillance, and reconnaissance (ISR) operations, leveraging its reliability, short-field performance, and payload capacity. In the United States, the C-12 Huron designation covers variants procured by the Army, Navy, Air Force, and Marine Corps since the 1970s, with over 200 units delivered for roles such as VIP transport and light cargo hauling. The Army's C-12S model, derived from the King Air 350, supports up to 15 passengers or modular cargo setups, emphasizing rapid deployment in tactical environments. Special mission configurations extend to ISR and signals intelligence, with early adoption by the U.S. Army in 1968 via RU-21A and RU-21D variants for electronic warfare support during the Vietnam era. The Air Force's MC-12W Liberty, a King Air 350CER equipped with electro-optical/infrared sensors and communications relays, provided real-time ISR to ground commanders in Iraq and Afghanistan from 2009 to 2015, accumulating thousands of combat sorties before fleet retirement. Similarly, Army special-mission King Air 300s, modified for persistent surveillance, exceeded 50,000 flight hours by 2021 in support of counter-terrorism and border operations. Maritime patrol and border surveillance represent key non-U.S. applications, with the King Air 360ER's extended range enabling persistent monitoring over coastal and remote areas. The Sri Lanka Air Force inducted a King Air 360ER on October 10, 2024, for ISR-focused maritime security, integrating radar and camera systems for search-and-rescue and anti-smuggling patrols. Malaysia's Air Force operates Super King Air MPAs for similar littoral surveillance, while platforms like the King Air 350 support multi-role enforcement, including aerial interdiction and environmental monitoring by agencies such as U.S. Customs and Protection. These adaptations underscore the aircraft's versatility, with modifications for sensor pods, radomes, and reduced acoustic signatures enhancing mission endurance without compromising civil-derived efficiency.

Global Operators

The Beechcraft Super King Air series serves and operators in over 30 countries, fulfilling roles such as utility transport, , electronic warfare, , , and training. Active operators include forces in , , , , , , , , , , , , , , , , , , , , , , , , , , , the , the , , , and . Specific acquisitions encompass 's three King Air 350ER for , , and (ISR) duties in November 2020, and 's two King Air 350s for ISR missions procured in August 2020. In the , the employs the Shadow R1, a modified King Air 350CER variant, for ISR operations. Japan's Maritime Self-Defense Force utilizes the LR-2 designation for and . Malaysia's operates the B200T model, while Saudi Arabia's fields the King Air 350ER for surveillance and .

Safety Record

The Beechcraft Super King Air family has been involved in 348 recorded aviation occurrences according to the Aviation Safety Network database, of which 273 resulted in hull losses. These figures encompass civil, , and specialized variants operated globally since the model's introduction in the , reflecting a diverse operational profile including , , and missions. The broader King Air lineup, including Super King Air models, has accumulated over 40 million flight hours, with accident rates notably lower than those of comparable twin-engine turboprops, attributed to robust redundancy and extensive fleet experience. Fatal accidents often stem from pilot-related factors, as highlighted in multiple (NTSB) investigations, with loss of control during takeoff, climb, or approach phases predominant; for instance, analyses of takeoff mishaps confirm aircraft performance was not the root cause in examined cases. data, which includes King Air operations, indicates a fatal rate of approximately 1.0 per 100,000 flight hours in recent years, down from historical highs exceeding 4 per 100,000 in the mid-20th century, driven by advancements in pilot training, , and regulatory oversight. King Air-specific trends mirror this decline, with safety enhancements like propeller auto-feathering systems and improved stall warning contributing to reduced incident severity, though periodic clusters—such as multiple takeoff accidents in —underscore persistent risks from inadequate preflight decision-making. Empirical evidence from fleet-wide logging shows exponentially fewer accidents relative to flight hours compared to peers, positioning the Super King Air as a benchmark for reliability despite operational demands in challenging environments. NTSB causal analyses consistently emphasize human factors over mechanical failures, informing targeted interventions that have lowered recurrence rates over decades.

Notable Incidents and Investigations

On January 27, 2001, a (Beechcraft) Super King Air 200 operated by Jet Express Services as flight 2001 crashed near , killing all 10 people on board after an in-flight electrical system failure led to loss of control. The (NTSB) investigation determined that the probable cause was the pilot's failure to maintain control following the uncommanded deployment of the de-icing boots, compounded by inadequate preflight of the electrical system and the aircraft's history of maintenance discrepancies. In the June 30, 2019, accident at , , a 350 (B300) impacted a 17 seconds after takeoff, resulting in the deaths of the pilot and nine passengers. The NTSB concluded that the cause was the pilot's failure to maintain airplane control after a loss of thrust in both engines during the initial climb, attributed to the ingestion of residue from a recent eruption that contaminated the fuel; the investigation highlighted deficiencies in the aircraft's fuel filtration system and the pilot's inadequate response to the dual-engine failure. A B200 Super King Air operated by Zeusch Aviation crashed shortly after takeoff from on July 13, 2025, erupting into flames and killing all occupants. Preliminary inquiries pointed to possible engine or control issues, with ongoing investigations by authorities examining maintenance records and pilot actions, though final determinations remain pending as of late 2025. On August 5, 2025, a 300 Super King Air crashed near , where the aircraft was destroyed by impact and post-crash fire. The NTSB's ongoing probe recovered the cockpit voice recorder, focusing on potential engine failure or , with a postaccident fire complicating wreckage analysis. In a 2018 incident near , , a King Air experienced a fatal crash due to undetected full nose-left trim during takeoff, as determined by the Australian Transport Safety Bureau (ATSB). The investigation emphasized the pilot's omission in verification, underscoring systemic risks in preflight procedures for trim settings across King Air variants.

Safety Enhancements

The Beechcraft Super King Air series features integrated safety enhancements, particularly in later variants like the King Air 360, including a full-regime autothrottle system that automates power management across all flight phases to mitigate risks of engine overboost and reduce pilot workload during high-stress operations such as takeoff and go-arounds. This ThrustSense autothrottle, developed by Innovative Solutions & Support, adjusts thrust based on real-time parameters, contributing to more consistent performance and fewer human-error-related incidents. An upgraded digital pressurization controller schedules cabin altitude changes more gradually, reducing ear discomfort and potential hypoxia risks by maintaining optimal differential pressure limits, while the onboard maintenance system provides diagnostic alerts for proactive fault detection in critical components like engines and . These systems, certified under FAA standards, address common vulnerabilities such as pressurization failures observed in older twin-engine aircraft. Aftermarket modifications further bolster safety margins; for instance, the CenTex Aerospace Halo 350 kit for King Air 350/360 models incorporates supplemental type certification-approved systems, including enhanced structural reinforcements, alongside a 950-pound increase in to allow for additional safety equipment without compromising payload. Raisbeck Engineering's aerodynamic upgrades, such as swept blades and aft body strakes, improve , yaw control, and characteristics, enabling higher yaw-damper operational altitudes and better handling in icing or conditions. Avionics retrofits, including Collins Aerospace's 2024 upgrade program for legacy King Air platforms, integrate modern flight management systems with synthetic vision, avoidance, and runway overrun protection alerts, enhancing and reducing risks in low-visibility environments. NXi installations similarly provide interfaces with connectivity for real-time hazard data, amplifying pilot without relying on outdated analog gauges. Engine enhancements, such as Blackhawk Aerospace's XP67A upgrade with PT6A-67A powerplants delivering 1,050 shaft horsepower, yield a 60% higher climb rate and extended single-engine service ceiling, providing greater escape margins during engine-out scenarios or operations from short, high-altitude fields. These modifications, supported by empirical data, correlate with the model's overall low accident rate, with the King Air fleet accumulating over 40 million hours and demonstrating superior dispatch reliability compared to peers.

Specifications and Performance

Comparative Data Across Models

The Beechcraft Super King Air family features two primary fuselage configurations: the smaller 200-series (encompassing variants like the B200, 250, and updated 260) optimized for shorter missions with 7-9 passengers and a of 12,500 lb, powered by PT6A-52 engines rated at 850 shp; and the larger 300/350/360-series for higher capacity and payload, accommodating up to 11-15 passengers with maximum takeoff weights ranging from 15,000 to 16,500 lb, utilizing more powerful PT6A-60A engines at 1,050 shp. Cruise speeds across models remain competitive at 300+ ktas in high-speed configurations, but larger variants offer superior range and useful load due to increased fuel capacity and structural enhancements, with the 360ER extending operational reach for special missions via auxiliary tanks and higher gross weight allowances. Cabin dimensions differ markedly by series, with 200/260 models providing 16 ft 8 in versus 19 ft 6 in in 360-series, while maintaining consistent width (4 ft 6 in) and height (4 ft 9 in) for stand-up comfort in both. Key performance metrics for current production models are summarized below, highlighting evolutionary improvements in efficiency and versatility:
ParameterKing Air 260King Air 360King Air 360ER
Max Cruise Speed (ktas)310312303
Max Range (nm)1,7201,8062,690
Takeoff Distance (ft)2,1113,3004,057
Max Takeoff Weight (lb)12,50015,00016,500
Useful Load (lb)3,7605,1457,145
Max Passengers91115
These figures reflect standard conditions with NBAA IFR reserves; actual performance varies with configuration, altitude, and loading. The 260 prioritizes short-field capability and lower operating costs for regional operations, while the 360-series excels in endurance and multi-role adaptability, such as or medevac, enabled by reconfigurable interiors and enhanced pressurization up to 9.6 psi.

Market Impact and Reception

Commercial Success Metrics

The Beechcraft Super King Air series, encompassing the 200 and 300 model variants, has recorded substantial deliveries, contributing to the overall King Air family's total of more than 7,800 aircraft delivered globally as of June 2025. This figure underscores its position as the leading twin-engine in commercial sectors, including business transport, , and regional operations, with production spanning over five decades since the 200 series' introduction in 1973. The 200 series, certified for civil use in December 1973 with initial deliveries commencing in February 1974, achieved approximately 1,180 airframes delivered across its production run, which extended until the final B200 handover in 2014. As of 2024, 1,559 King Air 200-series remained in active service, reflecting strong residual demand and low attrition rates in commercial fleets. The model's adaptability for roles, such as air ambulance services, has sustained its operational viability, with high utilization rates evidenced by persistent aftermarket support. In the 300 series, encompassing models like the King Air 350 and 360, commercial deliveries continue, highlighted by the 100th King Air 360 delivered in October 2023 to a medical transport operator. This ongoing production, initiated in the , benefits from upgrades in range, payload, and , enabling sales in diverse markets including and executive charter. Beechcraft's dominance extends to the pre-owned twin- segment, capturing an average 94.8% since 2019, attributable to the series' proven dispatch reliability and parts availability.

Competitive Landscape

The Beechcraft Super King Air series maintains a dominant position in the twin-engine market, representing approximately 53 percent of the worldwide business segment as of recent fleet analyses. This leadership stems from its production of over 7,800 units since the , with around 6,165 remaining in active service, far outpacing direct rivals in cumulative sales and operational longevity. Competitors in the utility and business category include single-engine models like the and Daher TBM series, as well as twin-engine alternatives such as the Avanti pusher-prop design, though the Super King Air's pressurized cabin, payload capacity, and multi-role adaptability provide distinct advantages in speed and altitude performance. The Pilatus PC-12 NGX emerges as the most frequently compared rival, particularly for missions requiring short-field capabilities and fuel efficiency, with its single PT6A engine enabling lower operating costs—around $779 per hour versus the Super King Air 360's $1,028 per hour—and access to unpaved runways as short as 2,500 feet. However, the Super King Air counters with superior cruise speeds (up to 305 knots for the King Air 350 versus the PC-12's 260 knots) and a higher useful load, accommodating heavier payloads like equipment or gear without compromising range. In climb performance, the King Air 360 achieves 2,700 feet per minute, exceeding the PC-12's 1,920 feet per minute, which supports quicker ascents to higher altitudes for weather avoidance or efficiency in hot-and-high operations. Other challengers, such as the EVO, offer comparable speeds through a three-surface but lag in cabin volume and rugged utility, with higher acquisition costs and maintenance complexity deterring broader adoption in special missions. Single-engine options like the Piper M600 provide jet-like performance at lower prices but sacrifice the and stability of twin engines, limiting appeal for trainers or overwater flights where the Super King Air's dual PT6A engines enhance safety margins. Market data from 2025 indicates sustained demand for used Super King Air models, with values rising 4.8 percent year-over-year amid softening in some segments, underscoring its resale resilience against newer entrants. This entrenched position reflects the aircraft's empirical reliability, with fleet hours surpassing 60 million, rather than transient trends favoring unproven designs.

Criticisms and Operational Limitations

The Beechcraft Super King Air series, while versatile, faces operational limitations inherent to its design and certification envelope. Maximum operating altitude is capped at 35,000 feet, restricting high-altitude compared to jets, with a maximum limit speed of 263 knots (KIAS). distances, such as 2,692 feet for landing under standard conditions in the King Air 360 variant, demand suitable runways, and the aircraft exhibits reduced on soft or unprepared surfaces due to its and ground clearance constraints. Fuel requirements are limited to Jet A-1, with structural speed limits like Va at 181 KIAS and Vb at 170 KIAS imposing handling restrictions during or maneuvering. Maintenance demands represent a significant operational drawback, with high-use aircraft requiring phase inspections every 200 hours, alongside major overhauls for engines, propellers, and that can extend downtime and escalate costs. Annual maintenance expenses for King Air operators have been reported as high as $70,000 to over $100,000, driven by expensive parts and labor for components like PT6A turboprops, often exceeding those of comparable or jet alternatives. Unexpected repairs during disassembly, such as those uncovered in engine hot section inspections, frequently inflate bills and prolong aircraft unavailability, contributing to elevated direct operating costs estimated at around $1,200 per hour for medium-range missions including . Reliability concerns include recurrent pressurization failures, affecting over 95% of cases due to weakened flow packs or cabin leaks rather than flaws, necessitating vigilant preflight checks and periodic component replacements. Engine-related issues, though rare— with PT6A failures described as "very very rare" by experienced pilots—can arise from mismatches in torque housings or oil-to-fuel malfunctions, potentially leading to power fluctuations if not addressed. Accident data highlights vulnerabilities to , particularly during takeoff, where failures to maintain directional control amid engine power interruptions or reductions have caused multiple incidents, as opposed to inherent defects. Investigations, including those by the NTSB and ATSB, attribute such events to human factors like improper trim settings or control lapses, underscoring the aircraft's sensitivity to procedural deviations despite its overall dispatch reliability. Certain serial numbers, such as B200 models BB-1733 and BB-1744, are restricted to aerial operations at reduced gross weights of 14,000 pounds, limiting their utility in standard transport roles.

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