After establishing the King Air as a successful twin prop series, also versions with a T-tail were developed, starting with the Super King Air and later King Air F90. Like the original King Airs (described separately) they have low wings with two turboprop engines in the wings and a main landing gear that retracts forward into the nacelles. Also the T-tail King Airs have the round cabin windows that are still used on the King Airs that roll off the production line today. The same applies to the characteristic cockpit windows, with the typical triangular and D-shaped side windows. So, basically the main difference is the horizontal stabiliser placed on top of the vertical stabiliser.

These are the key features to recognise the different versions of T-tail Beech King Airs:

• the length of the fuselage
• the number of cabin windows
• the shape of the cabin windows
• the presence of a large cargo door
• the presence of winglets
• the presence of tip tanks
• the presence of tanks on top of nacelles

The smallest T-tail King Air is essentially a Beech E90 with the T-tail and wings of a Beech 200. Therefore it has only three round cabin windows in a row, while the King Air 200 has five. The Beech F90 also has a twin-wheel main gear, but the engine nacelles of the Beech E90.

Compared to the basic King Air F90 this version has the “pitot style” inlets for the engines, just like the Beech C90A. For the rest the F90-1 is the same as the original F90.

The Beech F90 prototype was equipped with Garrett TPE331 engines instead of the Pratt & Whitney Canada PT6As to create model G90. Therefore it probably has the same large exhaust as the Beech B100, but we have not found any photo of it. It was not produced in series.

Note this version is not to be confused with the Nextant G90XT, a re-manufactured King Air 90 (with a low tail).

Essentially the Beech 200 Super King Air is a Beech 100 with T-tail. So it has five cabin windows in row, supplemented by two standalone windows. The engine nacelles are different however: the intake is placed further forward, but not as far as on the Beech 300 and still has the "bean" shape. There is a single ventral fin under the rear fuselage.

The Beech B200 has more powerful engines, and standard four bladed props. As many older Beech 200s have been retrofitted with four-blade props, it is not distinguishable.

The Beech B200SE (Special Edition) is a Beech B200 with three blade props and pre-specified avionics, which makes it cheaper than the Beech B200.

Raisbeck Engineering offers many modifications of which some change the external appearance of the Super King Air: dual aft body strakes (two ventral fins), main gear doors fully enclosing the landing gear and baggage lockers at the back of the engine nacelles. This does not change the designation or marketing name however. While mostly known for the Beech 200s, the mods are also available on the King Air F90 and King Air 300 series.

The Swedish military designation for the Beech 200 is Tp103.

This is a Beech 200 or B200 with a large cargo door on the left hand side. To accommodate the large door, the fifth cabin window on this side is smaller than the first four.

The USAF has used many of these aircraft as C-12F, while the US Navy designated their aircraft as UC-12F and UC-12M. Some were converted to RC-12F. With upgraded cockpit instruments and avionics the C-12F became C-12T and later C-12U.

In the 1990s the US Army also ordered this King Air model, with EFIS cockpit. These are known as C-12R. With improved avionics they became C-12V.

C-12Y is the designation of a standardised C-12 with again improved avionics and other equip­ment. It concerns C-12R and C-12U conversions.

This is a Beech 200/B200 with provisions for tip tanks to extend the range. These tip tanks are removable though, so you cannot fully depend on them for recognition. Note that the tip tanks are smaller than those used on some RC-12 versions (see below).

Combine a Beech 200T and 200C and you get a Beech 200CT, so a Super King Air with tip tanks and a large cargo door. The same applies of course for the B200T and B200C, which together make the B200CT. 

The Super King Airs built for the US military are designated as C-12 Huron. Most of these Beech 200s are a variant of model A200 (except for C-12F, C-12M and C-12R, which are a Beech B200C). The first version was for the USAF (C-12A) and US Army (C-12C). C-12As converted with PT6A-42 engines are designated as C-12E.

The US Navy ordered Beech 200Cs which were delivered as UC-12B. Some were converted to TC-12B for dedicated use as training aircraft. NC-12Bs are permanent test aircraft.

These are Beech 200CTs for the US Army, so with tip tanks. They received the nickname Guardrail. RC-12Ds and RC-12Gs were converted from C-12Ds.

RC-12s are used for many electronic tasks, for which they are equipped with antennas, some more than others. Most have tip tanks (larger than on the Beech 200T) and no or fewer cabin windows. From RC-12K on the model has Beech 300 style engine nacelles (with pitot type inlets) and many bulbs and vertical antennas on wings and fuselage, as well as additional stabilising fins underneath the horizontal stabiliser. RC-12X is the standardised version of remaining RC-12 aircraft.

Like the King Air 90 series, the 200 series were also fitted with a glass cockpit, creating the Beech King Air 200GT. Hence you cannot recognise it without looking in the cockpit. Also not visible are the uprated engines. This version is officially designated as Beech B200GT.

Small winglets are standard on these models of the Super King Air. King Air 250 and King Air 260 are just marketing names, as the official designation is still Beech B200GT. Compared to the King Air 250 the King Air 260 has an updated autothrottle, a digital pressurisation controller, a new weather radar and newly designed seats. This all means that there are no external differences, unfortunately. 

Note that these small BLR winglets can be installed on older models as well, so it is not really a good recognition point. To complicate thing further, Tamarack Aerospace also offers a winglet upgrade for King Air 200 series. These are bigger than the BLR ones and have a more pointed top. Hence you should be able to identify them easily.

In Swedish military service the King Air 260 is designated Tp54.

The King Air 250 with a large cargo door is marketed as King Air 250C or 260C. The official model name remains Beech B200CGT. 

Commuter Air Technology developed a version of the Super King Air for use on scheduled pas­senger services. Hence the name Catpass (Commuter Air Technology PASSenger). It is mostly recognisable by the cargo pod under­neath the fuselage. Compared to the Beech 1300 the cargo pod is smaller and less stream­lined.

The UC-12W is a King Air 350C of the US Marines. It does not have the fuel tanks on top of the nacelles like the MC-12W (photo: Alan Wilson/WikiMedia)

Specifically developed for the intelligence, surveillance and reconnaissance (ISR) market, this subtype has an increased range thanks to the large extra tanks op top of the back of the engine nacelles.

The US Navy designates this version as MC-12W Liberty and the US Army as MC-12S Huron. MC-12Ws sometimes have a radome underneath and on top of the fuselage. All MC-12Ss have been extensively modified with radomes and antennas. The Canadian call these ISR configured King Air 350ERs CE-145C Vigilance. In many cases they have two large ventral fins like the Shadow R1 below, and a long nose.