Page 18 - May 2022

ASK THE EXPERT
B100 Review and Commentary
by Tom Clements
Author’s Note: The following article comes from a chapter in “The King Air Book, Volume I.” It has been abbreviated and sTimplified here to appeal to more King Air operators.
he King Air B100 model is unique, as most of our readers know, in that it is the only production model in the King Air series that is not powered by a version of the Pratt and Whitney PT6 powerplant. Instead, it is fitted with the Garrett (now Honeywell) TPE331 turboprop engine, similar to those installed on lots of King Air competitors such as Turbo Commanders, MU-2s, Conquests IIs, etc. It is a fine engine with a
large following of enthusiastic fans, but it is very different in design and operation than the PT6. The intent of this article is to highlight those differences and to provide some operational tips for pilots of this rare model.
Model 100-Series History
The King Air 100 model appeared on the market in 1969. It was the first stretched King Air with a cabin that is 4 feet longer than members of the 90-series. The wing, landing gear and empennage for the 100 came from the Model 99 that had been developed a few years earlier.
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The 99 is the unpressurized, PT6-powered, commuter airliner that can carry up to 15 passengers. Its wing lacks the extended wingtip (that was introduced on the B90) giving it the same wingspan as the 90 and A90. However, it has a pronounced droop in the leading edge of the center section that allows it to provide a lower stall speed for a given weight. It also has a large stall
MAY 2022