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Aviation History
1969
1969 - 1076.PDF
FLIGHT International. 12 June 1969 AIR TRANSPORT.. 983 LIGHT COMMERCIAL & BUSINESS \\ • ##•#• #^3u The King Air 100, an enlarged version of Beechcraft's turboprop twin, will sell for about £235,000. Seating is for up to IS people including the pilot wISA T«^ii^'-"^^S^Sft*!^lBii Beechcraft introduces the King Air 100 MORR ROOM, more power and more payload are the advantages claimed for the King Air 100, the latest of the line of turboprop-powered pressurised business air craft which was announced by Beech Aircraft at the end of last month. It is a companion to the Beechcraft King Air 90 series which is said to have cornered 45 per cent of the turboprop market since it was introduced in 1964. With a gross weight of 10,6001b the King Air 100 can carry more than two tons of payload, including passengers and as much as 510]b of baggage. It will be available in a variety of con figurations including a 1 5-seat commuter version. The King Air 100 is powered by two 680 s.h.p. Pratt & Whitney PT6A-28 reverse-flow free-spool turbines driving fully feathering reversible propellers. It has a longer fuselage. 30in forward of the wing and 20in aft, with ten standard cabin windows, a larger rudder and elevator, twin-wheel main under carriage units and a new paint scheme. The increased rudder height and area allow a single-engine minimum control speed lower than the stalling speed of the aircraft for optimum safety. Wing leading-edge extensions at the centre section and immediately outboard of the engine nacelles, as well as aerodynamic fences on the upper surface of the wing, con tribute to the low stalling speed of the aircraft. Undercarriage and flap extension speeds have been raised; the undercarriage can be lowered in about four seconds and can be retracted in 4.6 seconds. Gear down can be selected at 180 m.p.h., approach flaps can be extended at 210 m.p.h. and full flaps at 161 m.p.h. The standard cabin interior includes six seats with optional headrests, four of which are arranged facing folding writing tables, with the other two full size seats aft of them and facing forward. There are many possible variations to this basic layout. Individual reading lamps and fresh air outlets at each seat are recessed into the ceiling moulding above full-length fluorescent strip lights. Polarised cabin windows control the glare from sunlight. The aft cabin with entry area and 65 cu ft baggage space also provides the choice of two arrangements for a combination bench-seat/toilet option. Engine instruments have been arranged in a vertical display for rapid relation to the powerplant represented. There are new overhead lighting controls for the pilot, and the revised control pedestal incorporates electrically operated tail trim in addition to autopilot, cabin pressurisation controls and electrical circuit breakers. FAA approval for Category II landing minima is being obtained, and a Collins AP-104 autopilot, FD-109H flight director system and AL-101 radar altimeter have been selected for this purpose. LEADING DATA Powerplant Two UACL Prate & Whitney PT6A-28 reverse-flow, free-spool turboprops rated at 680 s.h.p. each at take-off, and 620 s.h.p. in cruise, driving Hartzell three-blade, fully feathering, reversible, aluminium alloy, constant speed, hydraulically controlled propellers. Dimensions Span 45ft lO^in; length, 39ft I lain; height, 15ft 4^-in; undercarriage track, 13ft; wheelbase. 14ft llin; wing and tailplane dihedral, 7°. Accommodation Seating for eight to fifteen occupants including pilot. Baggage space, 65 cu ft with capacity for 5101b. Weights Ramp, 10,6681b; maximum take-off, 10,6001b; empty, 6,4051b; useful load, 4,1951b. Performance (preliminary information based on initial flight test results) Take off over 50ft, 30 per cent flaps, 1,600ft; normal procedure ground run, 1,650ft; rate of climb, sea level, two engines, maximum take-off weight, 2,200ft/min; single- engine climb, maximum take-off weight, 608ft/min; service ceiling, maximum take off weight, 25,900ft (single engine, I 1,800ft); cruising speed, 287 m.p.h. at 12,000ft (high cruise power), 273 m.p.h. (low cruise power), or 274 m.p.h. at 21,000ft (high cruise power), 260 m.p.h. (low cruise power); maximum range, 1,245 miles at 21,000ft, including normal allowances and 45 min reserves; stalling speed, under carriage down and 100 per cent flaps, 84 m.p.h.; landing distance over 50ft, full flaps, 10,6001b, without reversing propellers, 2,680ft (reversing propellers, 2,270ft). De-icing and anti-icing systems are standard as well as a full complement of avionics, including transponder and weather-avoidance radar. A new fuel system using jet pumps instead of transfer pumps has simplified operation. Boost pumps are located in each engine nacelle and back-up pumps allow continued operation in the event of primary fuel pump failure. The cabin is pressurised to 4.61b/sq in maintaining sea level conditions to 10,500ft and 8,000ft conditions as high as 21,200ft. This new system uses bleed air from each engine, and bleed air is also used for cabin heating. Propeller synchronisa tion is offered as an optional extra. First deliveries of the King Air 100 are expected to be made immediately after the scheduled FAA certification in July. Suggested selling price for this new business aircraft complete with a choice of seating arrangements and all-weather avionics is $565,000 (£235.000).
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