Featured Aircraft July 22, 2007: Beechcraft King Air C90GT
|
|
|
Reliability, comfort and great performance are just a few of the attributes the King Air is known for. The C90GT builds on this with Pratt & Whitney PT6A-135A engines which yield performance near VLJs (Very Light Jet). However the King Air's interior is 30% larger and much more comfortable than your typical VLJ.
Typically the King Air C90-GT has a seating capacity of 5 passengers, and flies at a top speed of 270 knots or 311 mph and fuel flow running through at 612 lb/hr. The C90 is rated at a cruise altitude of 30,000 feet and has a max range of 1,036 nautical miles. Engine out ceiling is rated at 19,170 ft.
The King Air C90GT is one of the most affordable aircraft on the market today when matched with near VLJ aircraft. However overall reliability and comfort make the decision to acquire a C90GT an easy one. The C90GT is a very economical aircraft, especially used in today's market whereas fuel prices are constantly rising. Many would argue that you can acquire a VLJ that will perform at or beyond the KingAir C90GT. Price used for both could many times lend merit to the purchase of a VLJ over a King Air C90GT. Aside from the obvious comfort advantages of having a King Air, especially in having an aircraft with a private toilet, the King Air is more fuel economical in many or most situations. VLJs are often held to a lower altitude in higher traffic situations which will yield to higher fuel costs over the King Air C90GT with a time savings marked in a minute or two on longer trips over a C90GT which for most is not worth the additional fuel costs involved in running a VLJ over a C90GT. Taking into account the long held understood marked reliability, safety and decreased insurance costs for the trusted King Air over most VLJs, the choice to obtain and retain a King Air is a trusted one.
|
Most notable differences between the King Air C90 to C90GT models. |
|
| One of the first major differences between previous King Air C90 models and the King Air C90GT is climb rate. The C90gt's Pratt and Whitney PT6A-135A engines are rated at 550shp. However these engines are actually 750shp engines that have been restricted to a lower max output for takeoff (550shp). During climb, the GT can put out max rated HP. This yields up to 45% greater climb rate than previous King Air models Dash 21 engines. The C90GT is capable of a climb rate of 1,953+ feet per minute with a time to climb to altitude slated at 17 minutes approximately. Pilots and passengers quickly realize how comfortable a King Air is over VLJs, and to add to this pleasure the C90GT's engines are rather quiet in comparison to the previous King Air models. Measured at 74.3 dBA, the c90GTS props turn at 1900rpm vs 2100rpm on previous models. This lends to a more quiet cockpit, however also causes the C90GT to use flaps at the first notch for takeoff as they are not capable of the same static thrust as the Dash 21 engines during takeoff. With the first notch set for takeoff on the C90GT, this aircraft will takeoff in the same space as a standard c90. However, during hot days or higher elevation airfields, the C90gt can and will take off hundreds of feet less than the standard C90 due to the under rated engines which utilize more raw power at higher elevations and warm climates. In Summary, the only thing to learn from this is there is a benefit of a more quiet airframe for the passengers and the pilot, with increased takeoff performance in many situations. This is a great selling point for this aircraft for shorter airfields in warm climate areas or higher elevation fields.
Another noticeable advantage of the C90GT over previous models in regards to safety and engine failure is Rudder Bias and Auto Feathering. Standard on C90GT models and other larger King Air's, this feature alleviates much of the worry and stress surrounding an engine failure during takeoff and landing. In short, this system automatically compensates the flight characteristics of the aircraft to accommodate for the failed engine to allow the pilot to focus mostly on airspeed during these most critical seconds placing less on the pilots skills and instantaneous leg muscle reaction on the rudder peddles as only minor pressure is require with this system during a simulated or real engine failure. |
|
