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BEECH 200 Super King Air

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BE20 / (Redirected from BEECH 200 Super King Air)
Name 200 Super King Air
Manufacturer BEECH
Body Narrow
Wing Fixed Wing
Position Low wing
Tail T-tail
WTC Light
Type code L2T
Engine Turboprop
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 2

Manufacturered as:

BEECH RC-12 Huron
BEECH NC-12 Huron
BEECH JC-12 Huron
BEECH UC-12 Huron
BEECH FWC-12 Tzufit
BEECH Super King Air (200)
BEECH Tzufit
BEECH TC-12 Huron
BEECH C-12C Huron
BEECH C-12D Huron
BEECH C-12E Huron
BEECH C-12F Huron
BEECH C-12L Huron
BEECH Commuter
BEECH C-12R Huron
BEECH C-12A Huron
BEECH 1300 Commuter
BEECH 200 Super King Air
RAYTHEON Super King Air (200)
RAYTHEON 200 Super King Air

BEECH 200 Super King Air

BEECH 200 Super King Air


Corporate, passenger and utility aircraft. In service since 1974. Exists in many versions. 200T/ 200CT with tip tanks, 200ES with Electronic Flight Instrument System features and 200S/B200S for navaid calibration and maritime patrol. This type has been taken over and is partly built by RAYTHEON, USA. US-Mil. type: C-12.

Technical Data

Wing span 16.6 m54.462 ft <br />
Length 13.4 m43.963 ft <br />
Height 4.5 m14.764 ft <br />
Powerplant 2 x 850 SHP P&W PT6A-42 turboprops with 3 blade propellers.
Engine model Pratt & Whitney Canada PT6

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 115 kts IAS 145 kts IAS 230 kts IAS 230 kts MACH TAS 260 kts MACH IAS 250 kts IAS kts Vapp (IAS) 100 kts
Distance 570 m ROC 2000 ft/min ROC 1000 ft/min ROC 1000 ft/min ROC ft/min MACH 0.48 ROD ft/min ROD 1500 ft/min MCS 110 kts Distance 540 m
MTOW 56705,670 kg <br />5.67 tonnes <br /> kg Ceiling FL350 ROD ft/min APC B
WTC L Range 16001,600 nm <br />2,963,200 m <br />2,963.2 km <br />9,721,784.784 ft <br /> NM

Accidents & Serious Incidents involving BE20

  • BE20, Nadi Fiji, 2010 (On 25 April 2010, a Beech King Air touched down at Nadi with its landing gear in the transit position after flying a night approach during which a significant electrical system failure had occurred. The landing gear retracted and the aircraft left the runway to the side and came to a stop resting on its fuselage. The Investigation attributed the electrical failure, which directly affected the landing gear operating system and required two diodes to have both failed was likely to have meant that one would have failed on an earlier occasion with no apparent consequence.)
  • BE20, vicinity Gallatin Field MT USA, 2007 (On February 6, 2007, a Beech 200 King Air, being operated by Metro Aviation on an EMS positioning flight from Great Falls MT to Gallatin Field MT, collided at night in VMC with mountainous terrain approximately 13 nm north-northwest of the intended destination shortly after advising that the airport was in sight and requesting and obtaining permission for a visual approach.)
  • BE20, vicinity Gillam Canada, 2019 (On 24 April 2019, the engine of a Beech B200 en-route from Winnipeg to Churchill at FL 250 failed due to fuel exhaustion and the crew realised that they had forgotten to refuel before departure. An emergency was declared and a diversion to the nearest available airport was commenced but the right engine later failed for the same reason leaving them with no option but to land on a frozen lake surface. The Investigation concluded that confusion as to relative responsibility between the trainee Captain and the supervising pilot-in-command were central to the failure to refuel prior to departure as intended.)
  • BE20, vicinity Glasgow UK, 2012 (On 15 September 2012, the crew of a Beech Super King Air on a medevac flight making an ILS approach to runway 23 at Glasgow became temporarily distracted by the consequences of a mis-selection made in an unfamiliar variant of their aircraft type and a rapid descent of more than 1000 feet below the 3500 feet cleared altitude towards terrain in IMC at night followed. An EGPWS ‘PULL UP’ Warning and ATC MSAW activation resulted before the aircraft was recovered back to 3500 feet and the remainder of the flight was uneventful.)
  • BE20, vicinity North Caicos British West Indies, 2007 (On 6 February 2007, a Beech King Air 200 on a scheduled passenger flight crashed into water soon after making a dark night VMC take off and initial climb from North Caicos. The Investigation noted that the regulatory requirement for a crew of two pilots had been ignored and that the pilot had probably consumed alcohol within the permitted limits prior to the take off. It was concluded that he had probably lost spatial awareness and been in the process of attempting recovery to the originally intended flight path when impact occurred.)
  • BE20, vicinity Stapleford UK, 2015 (On 3 October 2015, the pilot of a Beech Super King Air on a business flight lost control in IMC shortly after take-off and the aircraft subsequently impacted terrain at high speed. The Investigation concluded on the balance of probabilities that pilot medical incapacitation was likely to have occurred. It was noted that the aircraft had not been fitted with TAWS nor was it required to be but it was found that alerting from such a system would have increased the chances of the only passenger, another professional pilot, successfully taking over and three corresponding Safety Recommendations were made.)
  • BE20/SF34, vicinity Stornoway UK, 2011 (On 31 December 2011 a USAF C12 Beech King Air descended 700 feet below the cleared outbound altitude on a procedural non precision approach to Stornoway in uncontrolled airspace in IMC and also failed to fly the procedure correctly. As a result it came into conflict with a Saab 340 inbound on the same procedure. The Investigation found that the C12 crew had interpreted the QNH given by ATC as 990 hPa as 29.90 inches, the subscale setting units used in the USA. The Saab 340 pilot saw the opposite direction traffic on TCAS and descended early to increase separation.)