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I first rode mine as a “test” ride as my Honda was in the shop for a melted alternator. Brought it back to dealer and took it home that day. That was almost 3 years ago. Ive put almost 30K miles on it. Its Silver/Black with leather bags, and has a Custom rear seat with black sheepskin on the whole … seat. A Cobra HP 2-1 pipe provides excellant sound, great performance. I use Synthetic oil, better protection. Gets around 48 mpg. Ive had almost 40 bikes, this is in the top 2 overall. Love it, would absolutely get another when this one gets 100K on it

The King Air F90 is powered by two Pratt and Whitney turboprop PT6A-135 engines, each rated at 750 shp. They are three-stage, axial-flow engines, with a single stage compressor and single-stage reaction turbine. A pneumatic fuel control schedules fuel flow. Propeller speed remains constant within the governing range for any given propeller control lever position.When compared to the Mitsubishi MU-2, the Beech King Air has modest performance, not its strong selling point. The King Air is best known for excellent handling characteristics and comfortable, spacious cabin. Pilots describe the controls as “light and pleasant,” and the transition from a piston twin to the King Air as relatively easy. In some of the Model 90s, cruise speeds are only slightly over 200 knots. One pilot noted that “above 20,000 feet, performance diminishes.” Single-engine performance is described as docile and landing characteristics as good. Cabin noise level is lower than the MU-2.

This beginning pilots’ resource guide explains what you can expect from your introductory flight through initial training—and how to turn your dream of flying into reality. Simply enter your name and email address.

The airplane electrical system is a 28-VDC system which receives power from a 24-volt, 34-ampere hour nicad battery, two 250-ampere starter-generators, or through an external power receptacle. A hot battery bus is provided to power certain convenience lights, emergency equipment, and other items. These items have power available at all times, regardless of the BATT switch position.

The airplane fuel system consists of two separate tank systems, one for each engine, connected by a common crossfeed line. Each of the tank systems is further divided into a main and an auxiliary system. Each main system consists of a nacelle tank, two wing leading-edge tanks, all of which gravity feed into the nacelle tanks. Each main system has a total of 194 usable gallons. The auxiliary fuel system consists of a 41-gallon usable fuel tank located in the wing inboard of the engine nacelle. It employs an automatic fuel transfer system to supply the fuel to the main system. Each engine drives a high-pressure fuel pump and a low-pressure boost pump. In addition, and electrically driven low-pressure standby boost pump is in the bottom of each nacelle tank.

Beech has produced six different basic King Air models, with the 90 series the smallest. The first Model 90 King Air was introduced in 1964; it was basically a Queen Air with turboprops. After its introduction, the 90 series went through a number of airframe and powerplant modifications. The King Air competes with other turboprops such as the MU-2, Conquest, and Cheyenne 400 LS. Beech airplanes are now being built by Hawker Beechcraft Coorporation.This airplane is certified in the normal category. In the normal category all aerobatic maneuvers including spins are prohibited. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 91 or F.A.R 135.After VL production ended with model year 2004, Suzuki replaced the motorcycle in its model range with the 2005 fuel-injected Boulevard C90, which is being produced as of 2013.

The original Suzuki VL 1500 Intruder LC had a 680 mm (26.7 in) seat height and an underseat 13 L; 2.9 imp gal (3.5 US gal) fuel tank. Its new engine is designed to produce a claimed 50 kW (67 hp) @ 4,800 rpm, and 114 N⋅m (84 lbf⋅ft) @ 2,300 rpm torque. In 2004, Suzuki added a four-way emergency flasher/high beam passing switch, multi-reflector turn signals, hydraulic valve lash adjusters, hydraulic clutch and a back-torque limiter.The VL name refers to the V-twin engine and “long” frame, 1500 is the approximate metric displacement of the engine, and the LC means Legendary Classic.

In 2005, Suzuki re-branded its lineup of cruisers as its Boulevard series, renaming the VL1500 the Boulevard C90. Aside from a name change and cosmetic differences, Suzuki replaced the carburetor with a new multi-port fuel-injection system that was borrowed from Suzuki’s Suzuki GSX-R line of racing bikes. They also added a 32-bit ECU processing chip and a marginally revised 3.7 gallon fuel tank.

The Suzuki VL 1500 Intruder LC and Boulevard C90 are cruiser motorcycles with a feet-forward riding posture, shaft drive and engine balance shafts made by Suzuki from 1998 to 2004 as the Intruder, and since 2005 as the Boulevard.Trials resulting from the 2008 recession and prior missteps forced then-Hawker Beechcraft to file for bankruptcy protections in 2012. Textron, parent company of long-time competitor Cessna, purchased the reconstituted Beechcraft Corp. in 2014.

In 1932, Walter Beech founded the Beech Aircraft Company in Wichita, Kansas. The company’s initial offering, the Model 17 Staggerwing, was first flown in November, 1932, and would go on to sell over 750 civilian-market units through its production run. In a first for the commercial aviation world, the Model 17 had a top speed of 200mph.After the war, the market for civilian aircraft continued to expand. Beechcraft replaced the ageing Model 17 Staggerwing with the revolutionary Bonanza in 1947. The aircraft holds the title for longest production run in history, and is still manufactured today.

Olive Ann Beech, Walter’s wife, assumed control of the company after Walter’s passing in 1950. Over the following three decades, Beechcraft would launch the legendary Baron (1960) and King Air (1964) aircraft, both of which remain in production. In February, 1980, the company was purchased by Raytheon, and the 1982 appointment of Linden Blue as Beechcraft’s CEO marked the end of 50 years of Beech family management. Raytheon merged Beechcraft with the Hawker product line in 1994, and the brand was renamed Hawker Beechcraft after Raytheon sold its Raytheon Aircraft brand to Goldman Sachs in 2006.Beechcraft develops and manufactures general aviation, commercial, and military aircraft. A Textron brand since 2014, Beechcraft’s aircraft line ranges from light single-engined aircraft to military trainers, with a strong market presence in the twin-turboprop segment.As Beechcraft was founded in the years preceding the build up for the Second World War, Walter Beech quickly found his company participating in military aircraft production. The company would eventually produce more than 7,400 aircraft for the U.S. military and its allies, which included the AT-11 Kansan. Roughly 90 percent of the 45,000 USAAF bombardiers who flew in the Second World War trained on AT-11s.Beechcraft currently produces the King Air, Baron and Bonanza lines, with four King Air variants offering travel ranges between 1,260nm and 2,692nm. Cessna and Beechcraft constitute the Textron Aviation division.

As for the power figures, the V-Twin engine delivered an output power of 66 hp at 4,800 rpm and 115 Nm (85 lb-ft) of torque at 2,800 rpm. All that power was converted into speed by a five-speed manual transmission that spun the rear wheel through a shaft drive.In the performance department, the bike had its heartbeat set by a 1,462cc four-stroke V-Twin air/oil-cooled engine that featured a race-proven fuel injection system derived from the Championship-winning GSX-R sports bikes that delivered low-mid range torque and acceleration.

The Boulevard C90 delivered a massive amount of torque that was transformed into a quick acceleration in every gear and offered a spacious riding position, while its bold styling with lustrous paint and shiny chrome made the bike a real head-turner.The 2005 Suzuki Boulevard C90 featured a double-cradle steel frame made of large diameter steel tubes for strength and rigidity while delivering a long 1,700 mm wheelbase with a rake angle set-up for a low seat height and a comfortable reach to the foot controls. However, if you were to look at the C90T as a pure ratio of dollars to chrome and leather repletion, suddenly the Chrome Giant stomps ahead of the competition. The price difference between the Suzuki Boulevard C90T, at $16,499 CDN and a base Harley Davidson FLHR/FLHRI Road King at $21,889.00 CDN is astronomical. And if you were to pursue a similarly equipped bike from the orange and black mark, the argument for the penny-wise C90T becomes an easy one. Those panniers do not approach the rest of the C90T’s scale. Top loading, they prove poorly thought out, at least in the context of touring. Cumbersome to latch, failing to be water resistant in any vague sense, and unable to hold more than a weekend’s clothes and necessities, the be-tasseled leather bags’ utility are question. There is more of fashion than motorcycle accessory here.A plush ride is also rendered by the suspension, which soaks up richter-6 roads with calm and aplomb. Up front are non-adjustable forks, twin 41mm pillars, doing their seismic dampening duty, in the back twin shocks adjustable for preload. allowing you to setup for a pillion and well-stuffed stock panniers. The C90T is a cruiser and as such there are a different set of aspirations and passions it answers to. In many ways it is as specialized as any track-bred sportbike, the MotoGP inspired offspring of acceleration and lean angle. The Suzuki Boulevard C90T, there is no doubt, is about being seen and seeing the world. Even at a standstill it invokes a backdrop of rolling Midwestern prairie with wild horses stampeding parallel to double lane highway, while Bruce Springsteen sings timeless American anthems. The geologic begins to develop as a theme, the Grand Canyon it seems lies between first and second gear of the five-speed gearbox and shifting is the mechanical version of a tectonic event. The feel is of huge metal plates mashing against each other in the Chrome Giant’s innards, resulting in a sense of moment to the shift and an occasional false neutral. Gearing-wise you’ve two choices it seems; lots of vibe with little go, or little vibe with little go. After a time in the saddle, when the uniqueness of the thunder wears off, you’ll likely choose the latter’s luxury.Indeed, throughout the C90T there is no evidence that a rigorous sense of design has stood in the way of impulsive part’s bin accessorizing or afterthought engineering. The windscreen may be adjustable, but in its lowest position it impacts against the gorgeous chrome headlamp, and the mounting structure won’t let it reach its highest most back-swept point, with the bolts getting in the way. Regardless of adjustment the buffet persisted when ridden with an open-face helmet, and while exposure to the elements is novel for a time, after 200km the constant head-nod wears thin. Then there is the toolkit, needed to adjust the windscreen, which is hidden beneath a chrome shield, on the downside of the C90T when at rest on the side stand. In order to access the toolkit you need either to lie on the roadside nearly beneath the bike, or be a talented member of Cirque du Soleil… likely from the risqué Vegas Zumanity troupe. This provoked comment from passers-by of whether we needed help “fixing” our bike. In the fit and finish department the Boulevard seems a bit down-scale with the tank mounted gauge cluster not coming flush to the tank and already rusting bolts holding the passenger backrest in place.As with most big displacement cruisers, the C90T’s massive 90 cubic inch/1462cc fuel injected 45-degree V-Twin holds the unrealized promise of tremendous torque and power. The two massive pig-iron lumps seem to have been used as pistons, and appear to be laboriously heaved up and down by some very disheartened gasoline. The C90T has, even by cruiser standards, a plutonic relationship with acceleration at best. If the Boulevard C90T is trying to live up to some American-iron, big bad wolf image, then it has a bad case of asthma. All huff and puff with no blow the house down. Twisting the throttle results in smooth injection response, a world of vibe, and an engine note that will make the gentry’s heads swivel. The key here
is that people look, and the cruiser’s purpose has never been acceleration that leaves your internal organs pooled at the base at your spine, but to draw and hold attention in a suspense free process and with a top speed unflustered by ocular considerations such as speed blur.While offerings such as the BMW R1200C Montauk with its exceptional handling, the Shadow Aero sporting quality Honda fit and finish, or the astounding bang-for-buck Hyosung Aquila with its handling and power to weight ratio, all add something to the cruiser genre, the C90T seems a gentle reinterpretation content with the species as-is. Where the Suzuki Boulevard C90T excels is value for the look and quantity of stock accessories. As the saying goes “beauty is in the eye of the beholder”, if this is so when you cast a gaze expecting beauty on the C90T it will meet your eyes head on unflinchingly. A bike such as this is grand spectacle on a near scenic scale, and while Suzuki has built the Boulevard C90T for the gentle flow and unchallenging turns of the North American Highways, leaving the sampling of more serpentine and demanding fare to other offerings, there is always a niche for such monumental looks.

As with acceleration the C90T does not deviate from the cruiser formula in it’s handling. At 296kg/659lbs claimed dry weight the Chrome Giant is heavy enough that you can watch the Earth slowly giving way beneath it, to imbue nimble and light handling would require a special brand of engineering magic. There are no surprises here, no shockingly good handling, nor anything surprisingly bad. At low speeds the bars easily come to a lock and the C90T, despite being low-slung, feels like it’s about to topple. Once the pace picks up, the C90T lives up to the name of the Boulevard sub-brand; this bike is for long slow turns or better yet, unchallenging straights. The C90T is engineered for a land where corners are a novelty, and for a short time so is attempting them. You can get the feel for the twisties with the big Boulevard, but the bike stages protest, hitting its floorboards repeatedly like a tantrum-throwing child, as it rumbles and flows through the turns. Limited by such clearance, one finds 30km marked corners truly mean 30kph, attempts to exceed that pace are simply quixotic.

Available with or without a fully adjustable and easily removable driver backrest, the Standard Touring platform features several design improvements over the stock seat. A 17.5″ wide, deeply pocketed driver bucket sits you in the ideal cruising angle at a similar reach to the controls compared to stock. On Two-Piece Seat sets without a driver backrest, the driver’s back is well supported by the nose of the passenger seat that extends forward to create a full 8.5″ high backrest. The entire 13″ width of the comfortable passenger seat is fully supported by Mustang’s unique internal steel support wings.

The Honda C90 Super Cub is a classic scooter, sure to fit the taste among the more nostalgic among scooter fans. It is powered by an air-cooled, four-stroke, 89cc, single cylinder powerhouse, mated to a three-speed semi-automatic transmission, and can produce a claimed 8 horsepower and 7 Nm of torque.This machine, besides its retro-styling, has a number of features that will make it stand out, such as the large, 17″ laced wheels, the one-piece, dual seat, the two-tone paint scheme or the small, round headlight. Also, it has a leading link front suspension and dual shock absorbers as a rear suspension.

Original Honda C90s are 89cc; capacity dropped to 86cc with an update in the early 1980s. All versions nudge 100mpg in normal use and give way more if you’re just sauntering down lanes in the sunshine. And sauntering is best.

Mine doesn’t have anything on it, probably because over the years it’s been damaged or worn out such as the fairings, they’re gone, the original tach is gone too, so it hasn’t any electronic features left but it didn’t come with many back when it was released anyway. No fuel guage either.Seán said: “I chose a C90 because I wanted to pay tribute to what is regarded as the greatest motorcycle in the world, the Honda Cub. The C50s, C70s and C90s were the people’s motorcycles and they had a huge impact on transport in Ireland and the world from the 1960s onwards.

The good thing about it is the lack of equipment. It has lights and turn indicators. Nothing to go wrong. No fancy management systems. No troublesome sensors.

Other stuff? Clutches slip if incorrectly adjusted (two-minute fix with a screwdriver) or the engine level is wrong. Bushes in the front forks can fail, and so can the ones in the rear shocks, given away by squeaking and an even bouncier ride than normal.

as mentioned exhaust cracked , can’t remember the price of a new one as by the time i got to Manchester it had acctualy broken just in front of the clamp to the cylinder head ,it’s quite a distance to ride one,

it could be a bit faster, a bit higher, a bit smarter – but hey? the c for cub stands for cheap urban bike. and this is exactly what the bike is. a nice cheap urban bike. it managed to carry me nonstop 100 miles. so no problem at all. however for a trip through Europe i would rather take a bigger one.

Absolute crap. The frames rust as soon as there’s a whiff of atmosphere and can even snap. In ten years of ownership my bike has eaten an exhaust valve, the float bowl suffered a Niagara like leak and the swing arm nearly departed from the bike at 40mph.

Here in the UK the C90 was discontinued years ago, however, and is now a desirable classic. It’s a great counterpoint to a modern high-tech bike: you get an engaging and amusing riding experience, enough performance not to feel (too) vulnerable, plenty of time to soak up the views, good spares availability and simple home servicing.

All examples of the C90 are staggeringly reliable. When I was a teenager, I had a mid-70s example as a field bike complete with homemade straight-through exhaust and old tights stretched across the open carb inlet to provide an air filter.

The 90 has more grunt than the C50 and C70 but isn’t actually much faster than the 70, with 55mph being about the comfortable limit – it’s geared tall for economy, and the 8bhp motor struggles to use all its revs most of the time. It’ll go faster plunging down a steep hill, though feels terribly coarse as the motor thrashes away.

Even with such feeble performance from the engine the brakes are overwhelmed. I often take to dragging my feet on the ground as it slows the bike down faster to the detriment of my sandals. The suspension is horrific, hitting a mild undulation in the road can set the C90 into a pogoing bounce which won’t stop until you get off it.Frame down tubes rust above the engine, which is hard to spot (worst case scenario is the bike will snap in half), spokes get crusty, and the forks and swingarm can corrode through from the inside – prod suspicious bits with a screwdriver.

Every place of work the length and breadth of the country had a Honda C90 outside at some point during the 70s, 80s and 90s, usually with a flapping white top-box and misted aftermarket screen.I used to ride from Taunton to Manchester when stationed in Norton Fitzwarren from 1975 to 1977 . then from Bulford Baracks near Amesbury down Salisbury way. I had no problems although the exhaust cracked as i rode through Brimingham one time , the seat was comfortable ,and I’m sure i was getting 100 miles a gallon ,it was the racy RED model

The bikes best feature? It has to be how bad it is. I can only assume that whoever wrote the article for MCN has never actually owned one. They’re unreliable, can barely do 50mph on the flat. The brakes are so bad they dangerous and the handling changes on a minute by minute basis. They’re also phenomenally fun bikes to ride.I’ve never had an engine failure so far in all my time of ownership. I’ve religiously changed the oil every 1000 miles and made regular air filter and spark plug changes. I use super unleaded. I went 28K miles without checking the valves only to find on inspection one was slightly out,There was no adverse effects on top end of fuel consumption. Brilliant! Not up with my previous Ducati Multistrada. But infinitely more useable. Do not feel obliged to race everything that overtakes me. Everything is adequate. For a cheaply-priced commuter the C90’s build quality was always good. You’ll probably be looking at a pampered time-warp bike or one that’s been rebuilt, though there are examples out there that have only recently been retired from a life of year-round all-weather commuting (some of which have been splashed with shiny paint and labelled as ‘restored’).There are a million-and-one aftermarket accessories on the market thanks to the C90’s ubiquity and longevity and so from heated grips to luggage racks spotlights, the sky is the limit.

You need to buy a carrier and top box. Instrumentation has a fuel gauge. If course all analogue and reflects the era when the bike came out, which adds to its charmFast enough to keep with urban traffic, super-frugal and so reliable it could endure any manner of neglect and misuse, the Honda C90 was the go-to commuting tool. Especially as you could just hop on with a provisional licence. The Honda also causes gooey nostalgia, though this allows sellers to attach over-the-odds pricing. The days of £50 workhorses are long gone: battered restoration projects go for £500 and minty restored C90s can fetch £5000. Earlier bikes are prettier and feel more robust; later bikes have 12-volt electrics, better switches and an oh-so-slightly improved ride quality. Whether spending four or five grand on an old Honda step-thru’ is good value is another question. You can’t put a price on the personal satisfaction and warm fuzziness that ownership might bring, but the recent surge in values – and no shortage of supply – means the cost of a good C90 has surely peaked. Buy one to ride and enjoy, not as an investment.Parts are readily available for 1980s-on 12-volt models, though most bits for bikes from 60s and 70s now tend to be ‘budget’ parts from the Far East. Look out for examples with replacement engines from Chinese-built ‘pit bikes’ – no good if you want originality, but handy if you fancy more power and an extra gear.Honda’s horizontal air-cooled single is surely one of the greatest engines of all time. The overhead-cam version was introduced in the 1960s, and though it’s been upgraded and tweaked over the years is still in mass production. Astounding.Classic insurance will cost less than a night in the boozer, servicing is peanuts, and you’ll get over 100 miles from a fiver’s worth of unleaded. Tyres last ages and are cheap when you need them, and if you get a bike that’s 40 years old or over road tax is free, and it won’t need an MOT. The C90 might no longer be the penny-pinching commuter’s tool of choice, but it’s still super-cheap to run.

Had mine for five years. Not fast, not exciting, but probably unbeatable comfort for a 125 due to the sheer size of the thing giving a very roomy riding position and a big well padded saddle.The engine is gutless. There’s genuinely not enough torque produced to spin the tyre in the snow. MCN’s claim of a cruising speed of 55 is about as realistic as me picking Scarlett Johansson up for a date in my Ferrari 512tr. 45 is good, unless there’s a hill. A strong headwind can easily knock you down to 20mph. You need to change the oil every 500 to 1000 miles to ensure a healthy motor. This is because the engine only holds a thimble full of oil and the bike is ran flat out all the time. Watch out for colossal 110cc engines with 4 speed gearboxes that heathens fit to try and overcome the true C90 experience.

Buying experience: Bought cheap from a private seller five years ago for about £650. It was cheap then and it isn’t worth any more now, probably a bit less in fact. But I can’t loose much money when selling on since it didn’t cost me much to begin with.