Beech King Air 100

Overview

The King Air 100 is the bridge variant in Beechcraft’s pressurised turboprop line, built from 1969 to 1983 across three sub-variants (100, A100, B100). Conceived as the answer to operators who needed more cabin and more power than the original 90 series provided but who didn’t yet need the larger 200, it stretched the King Air fuselage by 50 inches and added two more cabin windows, lifting nominal seating from seven to as many as fifteen in commuter configurations.

The figures and notes on this page reflect the A100, manufactured 1971 to 1979 with PT6A-28 engines flat-rated to 680 shp per side. The earlier 100 (1969-1971) shares the airframe with slightly less power; the B100 (1976-1983) is mechanically distinct, fitted with Garrett TPE331-6 engines at 715 shp and a different cockpit feel as a result. For the GA buyer, the 100 series offers the cabin and capability of a true commuter twin without stepping all the way into 200-series economics.

Key Features for GA Buyers

• True commuter cabin. 50-inch fuselage stretch over the 90 series puts up to 15 seats in high-density commuter trim, or seven to nine in roomy executive configurations.
• More power, more climb. PT6A-28 at 680 shp delivers a 2,250 fpm initial climb at MTOW, materially better than any 90-series variant.
• B100 alternative powerplant. The Garrett TPE331-6 B100 trades the PT6’s smooth start sequence and proven track record for marginally better cruise and a different operator base. The two variants are mechanically distinct; pre-buy and training do not cross over directly.
• Cabin comfort. Pressurised cabin with airstair door, full lavatory layout possible in executive trim, and the same square-oval cross-section as the rest of the King Air line.

Trade-offs

• Lower service ceiling than later King Airs. 24,800 ft is well below the 200 series’ 35,000 ft, limiting weather-avoidance flexibility on long legs.
• Older airframes need disciplined inspection. Phase 1-4 inspections, 72-month gear inspection, and corrosion control on a 40-plus year old fleet require a maintenance shop with King Air specialty.
• Two distinct variants complicate the market. PT6 (100, A100) and Garrett (B100) airframes are not interchangeable from an operator standpoint; a Garrett-trained pilot must complete additional training to fly the PT6 variant and vice versa.
• Type-specific knowledge required. Joining King Air Magazine and the type-specific maintainer community is close to mandatory for cost-effective ownership.

See Also

• Beech King Air 90 – the lighter, shorter-fuselage predecessor in the same family. Compare
• Beech 200 Super King Air – the higher-flying, longer-range step up within the family. Compare
• Cessna Conquest II – direct competitor in the cabin-class twin turboprop bracket. Compare
• Mitsubishi Marquise / Solitaire – the speed-focused MU-2 alternative for similar mission scope. Compare
• Piper Cheyenne II – contemporary cabin-class twin turboprop competitor in the entry tier. Compare