Quick Look: Beechcraft King Air C90SE

To create the SE, Beechcraft removed the high-end Collins avionics used in the B model, including remote-mounted boxes in the nose, and exchanged them for panel-mounted Bendix-King avionics familiar to pilots of lower-end GA airplanes. Raytheon also used Hartzell three-blade propellers instead of the B model’s four-blade versions. Although this increased the noise and vibration level somewhat, it noticeably reduced weight and cost.

Removing the remote avionics from the nose allowed for an 11-cubic-foot baggage bin to supplement the King Air’s cargo storage in the back of the cabin. This opened up more space and allowed users to balance heavy loads in the back with luggage or ballast in the nose.

On the inside, the SE ditched the fixed partition between the cockpit and cabin, opting for a lightweight curtain. In a family airplane, this likely would be a preferred setup—and it saves weight. Also good for families is the fact that the standard seating arrangement has all seats facing forward—no breaking up fights because the kids can’t stop kicking each other with the club seating option so popular with corporate/charter operators. A club seating option was available through factory completion centers, so don’t be surprised if some SEs have that arrangement. An optional belted potty doubles as a fifth seat in the back.

Because the SE uses three-blade propellers, the B model’s vibration absorbers embedded in the sidewalls were removed. Tuned for the B’s four-blade props, they become useless weight. Slightly higher noise and vibration levels are the tradeoff for less cost and more useful load. Engine fire detection and extinguishing were options as well, and add 30 pounds. SEs typically weigh in about 250 to 300 pounds lighter than the B model. SE cockpits came with panel-mounted Bendix-King avionics, although you can bet that in the field today, there are a number of different avionics configurations, likely with glass PFDs and/or MFDs.

Performance-wise, the C90SE is typical King Air 90 with true airspeeds in the 200- to 235-knot range, depending on how much fuel you want to burn. We saw 232 KTAS at FL230 burning 420 pounds per hour. Max-range power produced 201 KTAS and a fuel burn of 320 pounds per hour. Range can stretch to 1,400 nm at that setting.

According to Vref, values for the C90SE range from $825,000 for a 1995 model to $900,000 for a 2000 model. Five SEs were built as 1994 models.

Those in the market for a King Air really wanted the bells and whistles that came with the B model, and not many SEs were sold. The SE could be a real find for an owner looking for a relatively modern King Air with superior useful load and a nose baggage compartment. With today’s glass avionics in the panel, the “low-end” SE may have as much capability than a B model of the same year.