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winglets can do wonders for nearly any wing. They increase effective span, lift, and aspect ratio and decrease induced drag, thereby improving range, speed, rate of climb, and fuel efficiency. So, what could be the downside of such magical devices, other than some weight and cost? They increase wingspan about three-and-a-half feet over the 200GT, which could be a factor in hangaring and parking, but probably not often.
The third major difference between the 200GT and the 250 is a change to composite propellers. This technology seems to have slowly trickled down the HBC product line over 20 years, from the 1900D to the King Airs 300 and 350, and now to the 250; the current 90GTx still uses more traditional metal props. There’s no doubting the benefits of the four-bladed composite props. They’re 60-plus pounds lighter than their metal counterparts, partially offsetting the weight gain from the winglets, EVS camera and other minor modifications. Because the composite props provide greater thrust, they generate measurable performance gains in takeoff distance, climb rate, and cruise speed. My personal experience would seem to indicate they’re a bit quieter too, but that’s not backed up by any specific manufacturer claims.
The Visionary
The King Air 250 is also the first 200 to receive an optional (through Hawker Beechcraft Services) Enhanced Vision System (EVS) infrared camera, mounted on the upper surface of the nose. The EVS picture can be displayed on the Multi-Function Display (MFD). As with most EVSs, the enhanced- vision image cannot be used to lower instrument approach minimums or substitute for actual visual contact with the runway environment. It can, however, be a tremendous augmenter to the naked eye in any number of circumstances. Its
8 • TWIN & TURBINE
FEBRUARY 2012