Page 13 - Volume 15 Number 1

changes ITT limits on only the older -21 engines, some of which had restricted ITT below Pratt’s Limit of 695 degrees.”)
The props make the airplane quieter, both in the cabin and from an observer’s post on the ground. The Blackhawk PT6A-135A engines deliver better cruise and climb, and reduce the takeoff rpm to 1900, further lowering certified noise levels to just 74.5 dBA. The BLR winglets improve roll stability and add an effective 42 inches to the wingspan, for greater lift at low speeds and lower drag at high speeds, helping climb, cruise, and control; coupled with the body strakes, they contribute to a quieter cabin, as well.
The market is appreciative: BLR has sold 64 sets of these winglets (and some 240 sets for the King Air 200) since the STC was approved in March; Hawker Beechcraft has incorporated them into the C90GTx.
But wait, there’s more!
Other modifications also went into Ski’s machine. He moved the original flight instruments over to the right side of the panel and added Chelton, JA, and Avidyne to the left
side. In addition to the reliability of the new equipment and the ease of its operation, “it’s nice to be able to create your own approach,” he said.
The classy and understated paint scheme came from Scene Designers, but it only looks effortless: “They’d send me a design; I’d ask a question; then they’d incorporate that, and send a revised design. What we ended up with isn’t like anyone else’s King Air, but it also doesn’t scream ‘Look at me!’ I like that.”
Black says the old adage about twins still holds true. Certainly psychologically, and quite possibly statistically. As we talked at Oshkosh, Black reminded Ski of his recent flight in a rainstorm over the Amazon in Brazil, at night. He said, “You’ve just got to be able to trust your equipment.” Ski’s smile said it all.
That smile is the result of performance promised, and delivered. While everything works so well together, it is of course possible to make many of the modifications at the owner’s convenience, and on the owner’s budget. Blackhawk usually sees higher-time engines than the ones on Ski’s King Air. When it’s time for overhaul, writing the big check doesn’t hurt so much; but Blackhawk also has an aggressive trade-up plan, so the trade allowance on newer engines helps owners upgrade earlier; and of course, engine overhauls are reserved costs.
Suppose your timed-out engine overhaul is budgeted at $400,000;
the roughly $600,000 cost of the factory-new, zero-time Blackhawks really doesn’t look so big – and installation is quick: this is a bolt- on conversion.
The airframe mods from both Raisbeck and BLR work well alone, and even better, together. While not as sexy as stronger engines, they significantly improve performance, handling, ride quality, and convenience. (BLR’s price tag is $49,950, plus roughly 100 hours for installation; Raisbeck Full EPIC runs $73,000, plus installation.) Then, adding power and efficiency from Blackhawk makes the modified King Air a mightier king. Do them all at once, and it’s like a whole new, distinctive airplane.
Not only are Blackhawk, Raisbeck,
and BLR working together on the
performance items, Garmin has
joined them, offering a G1000 panel
retrofit. So can an older airplane be
“better than new?” Dick Ski’s King
Air is a good example of what can
be done when a solid airframe gets
a modern and purposeful makeover.
If “better” includes a million-dollar
savings, high performance, comfort,
do you think? T&T •
safety, and uniqueness, well...what
Tim Kern, an NBAA certified aviation manager, is a private pilot and builder. The most widely published aviation writ- er in the world, he writes for some 30 publications around the globe. Kern hold an MBA in finance from Northwestern University’s Kellogg Graduate School of Management; and holds floatplane and tailwheel endorsements.
JANUARY 2011
­TWIN & TURBINE • ­11
For more information:
www.blackhawk.aero www.blraerospace.com www.raisbeck.com