The Beechcraft Super King Air family is part of a line of twin-turboprop aircraft produced by Beechcraft. The Model 200 and Model 300 series were originally marketed as the "Super King Air" family; the "Super" designation was dropped in 1996. They form the King Air line together with the King Air Model 90 and 100 series.

Beechcraft currently offers the 250 (design. B200GT) and the larger 350i (B300) models. The 350ER (B300CER) is available to government, military and commercial customers for special mission operations such as aerial survey, air ambulance, flight inspection and surveillance. The Beechcraft 1900 regional airliner was derived from the Model B200 King Air.

The Super King Air family has been in continuous production since 1974, the longest production run of any civilian turboprop aircraft in its class. It outlasted all of its previous competitors, and even its intended replacement, the Model 2000 Starship. The only other pressurized multiengine turboprop utility aircraft now in production is the Piaggio P.180 Avanti.

Development

Super King Air 200

The Model 200 was originally conceived as the Model 101 in 1969, and was a development of the Model 100 King Air. The Model 200 had essentially the same fuselage as the Model 100, with changes to the rear fuselage to accommodate a new T-tail (in place of the 100's conventional tail with all-moving trimmable horizontal stabilizer) and structural changes to allow higher maximum pressurization. Apart from the T-tail, other changes included Pratt & Whitney Canada PT6A-41 engines rated at  instead of the  engines of the Model A100 then in production, and a wing of increased span and extra fuel capacity. Overall, the 200 was 3 ft 10 in (1.17 m) longer than the A100, with wingspan 4 ft 3 in (1.29 m) greater, containing  more fuel. Maximum Take-Off Weight (MTOW) was increased by 1,000 lb (450 kg). After protracted development including extensive wind tunnel testing of the design (especially of the T-tail which was tunnel-tested for 375 hours), the first prototype flew for the first time on October 27, 1972; a second prototype took to the air on December 15 the same year. Three production aircraft were also built in 1972 and delivered to the U.S. Army; these three were designated Model A100-1s by Beechcraft and were given the military designation RU-21J; the first of some 400 T-tail King Airs to be ordered by the U.S. armed forces. The 200 received civil certification in December 1973 and the first civil delivery took place in February 1974.

In 1976, Beechcraft developed the Model 200T, a version configured for aerial surveying or reconnaissance. The prototype was created by modifying a Model 200 aircraft, constructor's number (c/no.) BB-186; the modifications included changes to the belly aft of the wing to allow photography with a vertical camera, provision for a surveillance radar in a pod under the fuselage, dome-shaped windows on the sides of the rear fuselage to allow observation directly below the aircraft by occupants, and a  usable capacity fuel tank on each wingtip to increase the aircraft's range. Customers could specify any combination of these modifications when ordering a 200T; all 200Ts were Model 200s modified at the factory and given new constructor's numbers.

The next model to appear was the Model 200C in 1979; this version had a large cargo door on the LH side of the rear fuselage with an airstair door similar to the Model 200's door built into it. The door opening was 4 ft 4 in (1.33 m) high and 4 ft 4 in (1.33 m) wide, allowing a large range of items to be loaded into the cabin. The Model 200C found favour with many operators who fitted them out internally as Air Ambulances. The 200C was built from scratch rather than as a modification of the Model 200. The Model A200C military version was developed concurrently. In 1981, a Model 200C (c/no. BL-24) was modified as the Model 200CT, fitted with the same wingtip fuel tanks as installed on Model 200Ts; there was only one 200CT, but it led to other aircraft after an updated version of the Model 200 entered production.

This updated and improved version was the Model B200, which entered production in 1981. It was fitted with PT6A-42 engines, still rated at , but with improvements that resulted in greater aircraft performance. Other changes included increased maximum pressurization to  differential and changes to the cockpit layout. The Model 200C gave way to the Model B200C the same year, with the first Model B200T and Model B200CT being modified from a B200 and B200C respectively, the following year. Commencing in 1984 the B200, B200C and their derivatives were fitted with a revised landing gear retraction mechanism, actuated by hydraulic rams powered by an electric pump installed in the LH wing. This replaced the earlier electro-mechanical retraction system of gearboxes, driveshafts and chains and sprockets that was a throwback to the Twin Bonanza. At the same time the propellers fitted were changed from 3-bladed Hartzells to 3-bladed McCauleys. Forty-seven B200Cs built that year were delivered to the U.S. military, with dozens more of a similar standard ordered in subsequent years, but not given official civil model designations.

A total of 14 B200s were produced in 1989 and 1990 in a 13-seat high density configuration with a belly cargo pod; these were marketed by Beechcraft as a commuter airliner under the designation Model 1300. Customers for this version included Mesa Airlines. The propeller installation changed again in 1992, when Beechcraft started offering the option of having 4-bladed Hartzell or McCauley propellers, or 3-bladed Hartzell propellers; the 3-bladed McCauley propellers were no longer available. From October 1995 Beechcraft offered an updated B200 with Electronic Flight Instrument System (EFIS) avionics, this was marketed as the "B200SE Super King Air" (for Special Edition). The following year the "Super" name was dropped from all marketing and advertising. In October 2003, Beechcraft announced another avionics upgrade for the B200, the Rockwell Collins Pro Line 21 suite.

The B200 remains in production, with a total of 13 built in 2009. The B200C is available for order; in January 2009 two B200Cs were delivered to the Royal Flying Doctor Service of Australia (RFDS). The two B200Cs were the first examples delivered in about three years (the most recent B200Cs prior to this were two delivered in early 2006 for use as air ambulances in Scotland). On May 21, 2007, during the 7th Annual European Business Aviation Convention & Exhibition in Geneva, Hawker Beechcraft (as the company was now known) introduced the Model B200GT updated version of the B200. The B200GT is fitted with a new model of PT6 engine developed specifically for it by Pratt & Whitney Canada; while still rated at  the new PT6A-52 develops maximum power to an even higher altitude than the −42 it replaces, thus further improving aircraft performance. The B200GT and B200CGT with large cargo door were certified by the Federal Aviation Administration (FAA) on November 16, 2007 and by the end of 2009, 97 B200GTs had been delivered. Hawker Beechcraft has elected to use new constructor's number prefixes for the B200GT and B200CGT; B200GTs are being built with the prefix "BY" and B200CGTs with the prefix "BZ".

In 2014 Beechcraft announced the availability of an option (available at manufacture and for existing aircraft) to increase the MTOW of the B200GT from  to , marketed as the King Air 250EP (for Extra Payload). The upgrade puts the 250EP into the same weight class as the King Air 350, necessitating various system changes to meet certification requirements and a special rating for pilots.
In 2019, the 250 unit cost was US$6.61M (~$ in ).

King Air 260
On December 2, 2020, Textron updated the King Air 200 series with the 260, with deliveries expected in early 2021. The model has an improved autothrottle, a Multi-Scan weather radar, a range of  and a top cruise speed of  with up to nine passengers. The type was FAA certified in March 2021, and European Aviation Safety Agency type certified in September 2021.

In 2023, its equipped price was $7.78M.

Model 200 military variants

The United States Army, Air Force, Navy and Marine Corps have all flown versions of the Super King Air 200. As noted above some have been "off-the-shelf" civil versions, but the majority have been purpose-built for the military and were treated by Beechcraft and the FAA as a separate series, the A200 series. A significant minority of military versions are known purely by their military designations, with no FAA model designations being assigned to them, although they do have basically equivalent civilian model counterparts. The military designation varies from service to service, but most are called C-12 Huron or UC-12. These are used for personnel transport. The Army also operates the RC-12 Guardrail series of aircraft for military intelligence missions.

The Canadian Forces Air Command took delivery of two second-hand early-production Model 200 Super King Airs leased from Awood Air in 1990. These were given the designation CT-145 under the CF's identification system and were used as multi-engine trainers, replacing Douglas C-47s. One was subsequently returned to the lessor and a third Model 200 placed into service in order that the two aircraft used would have the same cockpit layout. The two aircraft were replaced by eight civilian-operated 90 Model King Airs in 1995.

The King Air B200 entered service with the Royal Air Force (RAF) in 2004 as a multi-engine trainer, replacing the Jetstream T1.

The Royal Malaysian Air Force operates four B200T variants equipped with tactical command system, master search radar and forward looking infrared system.

The United States Navy awarded a contract to Beechcraft for 10 modified King Air 260 aircraft to replace the King Air H90-based T-44 Pegasus as its primary multi-engine trainer, with options to purchase up to 64 airframes. These aircraft, designated as the T-54A, are expected to enter service in 2024, with deliveries taking place until 2026.

PD 290
Beechcraft considered a jet-powered version in the mid-1970s. The first prototype King Air 200 was re-engined with Pratt & Whitney Canada JT15D turbofans in overwing nacelles. Given the designation PD 290 (for Preliminary Design), the aircraft was flown in this configuration for the first time on March 12, 1975. Beech did not pursue production, and the last flight was made on September 30, 1977.

Super King Air 300/350

The 200 series proved so popular that Beechcraft began work on a successor, with the Beechcraft designation Model 300 and marketed as the "Super King Air 300". The B200's airframe was "cleaned up" and more powerful engines (PT6A-60A, rated at ) were installed in redesigned cowlings (known as "pitot cowlings" due to the reshaped engine air intakes), with MTOW increased to . A Model 200 (c/no. BB-343) was modified to develop the updated systems to be used on the new model and flew in this configuration on October 6, 1981. The first flight of the prototype Model 300 took place on September 3, 1983 and deliveries commenced the following year. Because not all nations would then allow an aircraft of this type to be certified at an MTOW greater than , the Model 300LW was also developed at the same time, limited to the lower MTOW. Nineteen examples of a special version of the Model 300 were delivered to the FAA in 1987 and 1988. The first two were conversions of standard Model 300s, while the remaining 17 were purpose-built; since they were delivered the FAA has used the fleet to check the extensive network of navaids in the United States. 200 and 300 Series King Airs have been used for similar duties in several other countries or regions, including Australia, Germany, Hong Kong (a B200C used for navaid calibration was the first aircraft to land at the then-new Chek Lap Kok Airport in 1996), Norway, Sweden and Taiwan.

The King Air 350 is based on the King Air 300 with a  span increase and winglets, a  fuselage stretch for an over  main cabin, long enough for double club seating. By 1988, Beechcraft had begun work on the replacement for the 300, it was introduced in 1990 and initially marketed as the Super King Air 350. It has two extra cabin windows on each side and MTOW was increased again to ; as the same regulatory situation that led to the development of the 300LW still existed, that model continued to be produced until 1994. Like the 200 and B200 before it, a version with a large cargo door was developed, the Model B300C marketed as the "Super King Air 350C". The first deliveries of this model also took place in 1990. In 1998, the UltraQuiet active noise canceling system, made by Elliott Aviation, was added as standard equipment on all B300s. In October 2003, Beechcraft announced that it would deliver future B300 and B300C King Airs with the Rockwell Collins Pro Line 21 avionics suite.

The B300 model is still in production today (now marketed simply as the "King Air 350", the "Super" being dropped in 1996 as mentioned earlier), while the B300C is available for order; four were built in 2007 and Hawker Beechcraft announced on November 11, 2007 that it would deliver five to Saudi Arabia in 2008 for use as air ambulances.

On June 13, 2005, Beechcraft announced at the Paris Air Show that it was developing the King Air 350ER version of the B300, an equivalent to the earlier Model 200T and B200Ts of the 200 series. Changes include an increase of MTOW to 16,500 lb (7,430 kg), provision for surveillance equipment in a belly pod, the landing gear of the Beechcraft 1900 to handle the increased weight and provide ground clearance for the belly pod, and extra fuel capacity in the engine nacelles to increase range (because of the B300s winglets, it was unfeasible to fit wingtip fuel tanks as found on the 200T and B200T). On November 11, 2007, Hawker Beechcraft announced that the 350ER had been certified by the FAA.

King Air 350i

In October 2008, Beechcraft announced updated versions of the B300 series, the King Air 350i, with improvements to the passenger cabin. The manufacturer claims that the noise level and overall comfort of the King Air 350i, 350iER, 350iC and 350iCER are now competitive with those of light jets. The cabin of the B300 series has been updated with controllers in the passenger seat armrests that dim the LED lights, darken the windows and control an iPod dock and a high-definition video monitor. The cabin also includes Universal Serial Bus (USB) ports, AC electrical receptacles and fold-out tables for each passenger in the eight seats fitted. Deliveries commenced in December 2009.

The cabin sound level is reduced by 4 dB to 78-dB due to better insulation.
More than 440 350i have been delivered in less than ten years.
On a one hour trip, it is 10-15 min slower than a jet while burning  less fuel.
It cruises at  TAS at FL350 while burning  per h, and can reach  TAS at FL240.
The $1.8 million Blackhawk PT6A-67A upgrade offers a  TAS faster cruise and up to 60% shorter time to climb.

Direct operating costs are around $1,300-1,500 per hour, including a  average fuel flow per h.
At 3,600 h, the first pair of engine overhauls cost $500,000-550,000, but second overhauls can cost $800,000-1.2 million.
By September 2019, second-hand aircraft were priced between $3 million for early models to more than $4 million for late models.
In 2019, the King Air 350i price was US$7.755M, and US$8.8M for the King Air 350iER.

Model 300 military variants

One special Super King Air B300C variant was built for the Swiss Air Force, with a modified belly to allow for aerial photography and a large observation window in the right side aft fuselage; and given a c/no. with a different prefix to other B300Cs.

The Hawker Pacific aviation company of Australia purchased eight B300s between 2003 and 2005 for lease to the Royal Australian Air Force (RAAF), which were subsequently modified as navigator trainers. Hawker Pacific later leased another three B300s to the Australian Army, replacing B200 and B200C Model King Airs. The RAAF has also utilized King Air 350 Special Mission as an interim replacement for the DHC-4 Caribou transports of No. 38 Squadron. The RAAF now operates 16 aircraft from both No. 32 Squadron and No. 38 Squadron.

The Japan Ground Self-Defense Force operates nine B300s, designated LR-2, in the reconnaissance and communications roles. The aircraft were delivered between 1998 and 2004 and include the last B300 built without the Pro Line 21 avionics package (c/no. FL-382).

The Royal Bahamas Defence Force operates a single B300 on maritime patrol and reconnaissance duties.

Beechcraft announced on March 6, 2007 that the Iraqi Air Force had ordered five King Air 350ERs for delivery commencing late in 2007. Hawker Beechcraft exhibited a King Air 350ER at the 2007 Paris Air Show; and at the Royal International Air Tattoo the following month. Photos of the aircraft, which were modified 2005-built B300, showed visual features of the King Air 350ER including a belly pod, and enlarged engine nacelles compared to the nacelles of standard B300 King Airs.

The United States Army has contracted for a number of King Air 300s to be acquired on the second-hand market and modified as ISTAR aircraft for use by Task Force ODIN in operational theaters. As of late 2010, 11 such aircraft are registered to the U.S. Army. Two Canadian-registered and owned King Air 300s, configured in the same manner have also been contracted for.

Model 350ER (Extended Range)
Extended range special mission version for surveillance and reconnaissance operations, introduced at the Paris Air Show in June 2005. Features engine nacelle fuel tanks, heavy duty landing gear and increased maximum take-off weight of 7,484 kg (16,500 lb). Typical mission profile involves a 100 n mile (185 km; 115 mile) flight to on-station; low-altitude surveillance sortie for 7 hours 20 minutes; and return to base with 45 minutes' fuel reserve.

By early 2010, Hawker Beechcraft was offering structured programme of upgrades for King Air 350ERISR. Accommodation includes two pilots above an armoured floor; sensor operator at console (port, forward facing) providing on-board analysis; club-four seating in centre section with port side table, satellite telephone and refreshment centre; and lavatory at rear.

Four King Air 350CERs (Shadow R1 in RAF service) equipped for intelligence, surveillance, target acquisition and reconnaissance (ISTAR) missions over Afghanistan were originally ordered for the RAF and later increased to six in July 2013. Four more King Air 350s replaced the Royal Navy's Jetstream T2 observer trainers in 2011 and were designated Avenger T1.

On October 3, 2018 the US State Department approved the possible Foreign Military Sale of three King Air 350ERs to the Government of Canada for an estimated cost of US$300 million (~$ in ). Intended to for a manned airborne ISR (MAISR) role, the Canadian 350ERs are expected to come with customer unique post-modifications for intelligence, surveillance and reconnaissance (ISR) operations. Canada intends to use the aircraft to improve the ability of its Special Operations Forces Command (CANSOFCOM) to meet current and future threats, strengthen its homeland defense and the combined defense of North America and support coalition partners overseas.

King Air 360 and 360ER

The King Air 360 and 360ER have a cockpit including an avionics upgrade, digital pressurisation and an autothrottle; and a modernised cabin featuring a 10% lower altitude pressure.
First introduced in August 2020 and with deliveries expected from the fourth quarter, the model has the same range and weight specifications. The 360 and 360ER models were both FAA type certified in October 2020, and European Aviation Safety Agency certified in September 2021.

In 2023, the equipped price was $9.255M for the 360 and $9.76M for the 360ER.

Modification and upgrade programs
Numerous aftermarket modifications and upgrades are available for 200 and 300 Series King Airs. One company offers a Wing Front Spar Reinforcement Kit for 200 Series aircraft and a modification to replace the electro-mechanical landing gear retraction system of early-build aircraft with an electro-hydraulic system. Raisbeck Engineering out of Seattle, WA offers Enhanced Performance Leading Edges, Nacelle Wing Lockers, Ram Air Recovery System, Quiet Turbofan Propellers, High Flotation Gear Doors and Dual Aft Body Strakes.

Another company offers a modification for the entire King Air line that entails reworking and extending the entire nose to house a baggage compartment as well as the avionics normally found in the noses of King Air aircraft; while another offers winglets, similar to those of the B300, for 200 series and other 300 series King Airs.
In November 2019, Textron Aviation introduced a modified nose holding 12 cu.ft (0.34 m³) or 250 lb (113 kg) of cargo or aircraft equipment.

A modification to install a forward looking infrared camera in an extended nose in B200 King Airs is available. Other modifications available are to convert standard 200 Series King Airs to configurations equivalent to the Model 1300 or Model 200C and B200C King Airs; and to modify B300s (typically delivered with an eight-seat corporate interior) to allow more passengers and baggage to be carried.

Operational history

The 6,000th King Air was delivered on January 24, 2005.

Australia's Royal Flying Doctor Service (RFDS) operates 34 King Air B200/B200C and B300C.

Retired military King Airs have entered civil service with United States law enforcement and other government organizations such as State Police and Sheriff Departments; others are used by the Missionary Aviation Fellowship and subsidiary organisations.

It was intended to be replaced by the unusually designed Beechcraft Starship but only 53 were produced, ending in 1995, while the King Air continues to sell.

More than 1,800 King Air 200 series have been delivered during more than 40 years of production. In early 2017 a used 2011 model King Air 250 was worth US$3 million and a late 2015 to early 2016 model was worth US$5 million, with an annual utilization estimated at 240 hours and 216 cycles, while a King Air 350i is US$800,000 to US$1 million more.

By April 2017 sales of the King Air series were in decline with just 12 examples delivered in the first quarter of the year, compared to 26 in the same period of 2016, due to a weak international market for the design. The company expected the annual sales to be about the same as 2016, though, which totaled 106 in that year.

By December 2020, nearly 7,600 King Air had been delivered, as the fleet surpassed 62 million flight hours in 56 years.

Variants
In roughly chronological order, the 200 and 300 Series King Air variants and production numbers are:

Prototypes and initial production version, 858 built including those converted to Model 200Ts; first prototype was converted to PD 290 jet aircraft and first three production aircraft were delivered to U.S. Army as Model A100-1s.
Model A200
First model purpose-built for U.S. military (Army and Air Force), 75 built.
Model 200T
Version with optional wingtip fuel tanks, optional dome-shaped side windows in the rear fuselage, and modified belly to allow aerial photography. Prototype and subsequent aircraft converted from Model 200s and re-serialled; 23 delivered.
Model A200C
Second military model built for U.S. Navy and USMC with cargo door in LH rear fuselage, 90 built.

Civil equivalent to A200C, 36 built.
Model A200CT
Third military model, built for U.S. Army with cargo door and wingtip fuel tanks of Model 200T, 93 built.
Model 200CT
Civil equivalent to A200CT; one aircraft converted from Model 200C.

Current baseline production model; updated version of Model 200. 1,157 built as of the end of 2009 including those converted to Model B200Ts. 12 aircraft delivered as Model 1300s. Later models fitted with Pro Line 21 avionics

Version of B200 with cargo door, available to order; 112 built as of the end of 2009, of which 47 were built for the United States Air Force as C-12Fs. Later models fitted with Pro Line 21 avionics. A total of 65 other aircraft, similar in specification to the B200C, were built for the U.S. military.
Model B200T
Version of B200 similar to Model 200T; aircraft converted from Model B200s and re-serialled. 23 delivered.
Model B200CT
Version of B200C with wingtip fuel tanks; all aircraft converted from B200Cs and re-serialled. Eight delivered, to the Marina de Guerra del Perú and Israeli Air Force. Another two similar aircraft built for the Israeli Air Force are without an official designation.
Model B200 (marketed as King Air 250)
 Includes new Hartzell composite scimitar propellers and third-party winglets and Ram Air Recovery System; can operate from shorter runways than the B200GT.

Updated version of B200; current civil production model. A total of 97 are built as of the end of 2009.

Updated version of B200C; at least one built in 2016. Operated by Can-West Corporate Air Charters as of 2019.

Two versions, the standard Model 300 with increased MTOW of 14,000 lb (6,300 kg) and the Model 300LW with MTOW limited to 12,500 lb (5,700 kg) to meet the aviation regulatory requirements of various countries; 247 built including 35 Model 300LW and including two Model 300s modified and another 17 built specifically for the FAA for use in navaid calibration. The 300LW has a lower certified Take-Off Gross Weight of 12,500 lb for the European market related to tax.

Model B300 (marketed as King Air 350)
Stretched model with two extra cabin windows each side of forward fuselage and winglets on wingtips; in production as King Air 350i and King Air 350iER. 687 built as of the end of 2009, including 42 extended range versions delivered as 350ERs. Later aircraft fitted with Pro Line 21 avionics.
 (marketed as King Air 350C)
Version of B300 with cargo door; available for order as 350iC and 350iCER. 35 built as of the end of 2009 including one for the Swiss Air Force with modifications for aerial surveillance and five aircraft modified prior to delivery with underwing hardpoints and delivered as 350CERs. Later aircraft fitted with Pro Line 21 avionics.
Model B300 (marketed as King Air 350i)
Updated version of B300 with interior upgrade; certified in December 2009.
Model 1300 Commuter
B200 configured as a regional airliner, with room for two crew and 13 passengers, fitted with two overwing emergency exits instead of the standard model's single overwing exit and an optional 455 lb (206 kg) belly cargo pod; a nose baggage compartment provided by relocating avionics from the nose to elsewhere in the aircraft. A total of 14 were built.
 Blackhawk XP67A
 Re-engined with PT6A-67As and five-blade composite propellers instead of the PT6A-60A engines with unit power increasing from , boosting the maximum cruise speed by  to  and capable of climbing to 35,000ft in 19min; Blackhawk targets 30% of the 850 King Air 300 globally.

Model 350CER
 Designed for use by the National Oceanic and Atmospheric Administration. Features two large downward-facing sensor ports that can support a wide variety of remote sensing systems, including digital cameras, multispectral and hyperspectral sensors, topographic and bathymetric lidar systems, and gamma radiation detectors.
Model 360 and 360ER
 Models introduced in August 2020 with automatic pressurization, autothrottles and a revised interior.
T-54A
 Military designation given to King Air Model 260 aircraft to be acquired by the United States Navy for use as a trainer aircraft.

Operators

The most widespread turboprop business aircraft in the world, over 7,300 King Airs and Super King Airs have been delivered by May 2018, surpassing 60 million flight hours in commercial, military and special mission roles. They are operated in more than 94 countries. Almost 53% of the aircraft delivered have been from the 200/300 series family.

Civil operators

The King Air is used by many corporate and private users, it is also popular as a light transport liaison aircraft with both government and non-government organizations. It is also used by air-taxi and air charter companies.

Accidents and incidents

 February 21, 1980: A Model 200 operating as Advance Airlines Flight 4210 crashed adjacent to the runway at Sydney Airport, killing 13 people in the worst civil aviation accident in Australia since 1968.
 May 24, 1981: A Super King Air 200 of the Ecuadorian Air Force flew into a mountain with the loss of all 9 on board including Jaime Roldós Aguilera, the President of Ecuador.
 February 17, 1993: a Turkish Air Force Super King Air B200 transporting Eşref Bitlis (the General Commander of the Turkish Gendarmerie) crashed minutes after taking off from the Güvercinlik Army Air Base in Ankara killing all five on board and one on the ground.
 September 4, 2000: After departing Perth, Western Australia, the pilot of a Model 200 Super King Air failed to respond to ATC after the aircraft climbed above its assigned altitude. It continued to fly across Australia for five hours before crashing near Burketown in northwestern Queensland, killing all eight on board. Dubbed the "Ghost Flight" by the media, an investigation concluded that the occupants likely became incapacitated due to hypoxia.
 January 27, 2001: A Super King Air 200 carrying members of the Oklahoma State University Basketball Team crashed in Colorado.
 February 26, 2004: President of the Republic of Macedonia Boris Trajkovski was killed with eight others in the crash near Mostar. The plane was a Beechcraft Model 200 Super King Air (registered Z3-BAB) operated as a transport aircraft of the Government of the Republic of Macedonia.
 October 24, 2004: A Model 200 Super King Air crashed into mountainous terrain during a missed approach in Virginia. Several members of the Hendrick Motorsports team were on board and died in the crash.
 October 30, 2014: A B200 King Air crashed at Wichita, Kansas. The pilot and three people on the ground were killed; six people were injured.
 December 22, 2015: A B200 King Air crashed at Indira Gandhi International Airport in Delhi, India. All ten occupants were killed; one person on the ground was injured.
 February 21, 2017: A B200 King Air struck the roof of a shopping center building and crashed just after taking off from Essendon Airport in Melbourne, Australia. All five on board were killed.
 July 30, 2019: A Pakistan Army King Air 350i crashed in Rawalpindi, Pakistan, killing all five aboard and thirteen on the ground.
 September 1, 2019: A B300 King Air crashed into a resort in Calamba, Philippines. All nine occupants aboard were killed; two people on the ground were injured.
 July 15, 2020: A B350 crashed on Mount Artos, Turkey, killing all seven on board.

Specifications

See also

References

Notes

Bibliography

 Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 180, No. 5321, December 13–19, 2011, pp. 26–52.
 Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 188, No. 5517, December 8–14, 2015. pp. 26–53.
 Jackson, Paul. "Beech King Air B200". Jane's All the World's Aircraft 2003–2004. London: Janes Information Group, 2003, pp. 531–532. .
 Pelletier, A. J. Beech Aircraft and their Predecessors. Annapolis, Maryland, USA: Naval Institute Press, 1995. .
 Phillips, Edward H., Beechcraft: Pursuit of Perfection, A History of Beechcraft Airplanes. Egan, Minnesota: Flying Books, 1992. .

External links

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1970s United States civil utility aircraft
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Aircraft first flown in 1972

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Richard Michael "Goose" Gossage (born July 5, 1951) is an American former baseball pitcher who played 22 seasons in Major League Baseball (MLB) between 1972 and 1994. He pitched for nine different teams, spending his best years with the New York Yankees and San Diego Padres.

In the late 1970s and early 1980s, Gossage was one of the earliest manifestations of the modern closer, with facial hair and a gruff demeanor to go along with his fastball. He led the American League (AL) in saves three times and was runner-up twice; by the end of the 1987 season he ranked second in major-league career saves, trailing only Rollie Fingers, although by the end of his career his total of 310 had slipped to fourth all time. When he retired he also ranked third in major-league career games pitched (1,002), and he remains third in wins in relief (115) and innings pitched in relief (1,556); his 1,502 strikeouts place him behind only Hoyt Wilhelm among pitchers who pitched primarily in relief. He also is the career leader in blown saves (112). From 1977 through 1983 he never recorded an earned run average over 2.62, including a mark of 0.77 in , and in  he finished third in AL voting for both the MVP Award and Cy Young Award as the Yankees won a division title.

Respected for his impact in crucial games, Gossage recorded the final out to clinch a division, league, or World Series title seven times. His eight All-Star selections as a reliever were a record until Mariano Rivera passed him in 2008; he was also selected once as a starting pitcher. He was inducted into the Baseball Hall of Fame in 2008. He now works in broadcasting.

Career
Gossage grew up near N. Cascade Avenue in Colorado Springs, Colorado. He graduated in 1970 from Wasson High School, where he played on the baseball and basketball teams and was included in the school's athletic "Wall of Fame". His wife Corna Gossage also graduated from Wasson High. The Chicago White Sox selected him in the ninth round of the 1970 Major League Baseball draft.

Gossage led the American League (AL) in saves in 1975 (26). After the 1976 season, the White Sox traded Gossage and Terry Forster to the Pittsburgh Pirates for Silvio Martinez and Richie Zisk. He became a free agent after the 1977 season, and signed with the New York Yankees.

Gossage again led the AL in saves in 1978 (27) and 1980 (33). On October 2, , he earned the save in the Yankees' one-game playoff against the Boston Red Sox for the AL East title, entering with one out in the seventh inning and a 4–2 lead following Bucky Dent's home run; although he allowed two runs in the eighth inning, he held on to preserve the 5–4 victory, getting Carl Yastrzemski to pop up to third baseman Graig Nettles with two out and two men on base in the ninth inning to clinch the division championship. He was also on the mound five days later when the Yankees clinched the pennant in the ALCS against the Kansas City Royals, entering Game 4 in the ninth inning with a 2–1 lead and a runner on second base; he earned the save by striking out Clint Hurdle and retiring Darrell Porter and Pete LaCock on fly balls. He was on the mound ten days later when they captured the World Series title against the Los Angeles Dodgers for their second consecutive championship, coming on with no one out in the eighth inning of Game 6; he retired Ron Cey on a popup to catcher Thurman Munson to clinch the win.

One of his most impressive performances was on September 3, 1978, in a game vs. the Seattle Mariners. Replacing Sparky Lyle in the top of the 9th with runners on second and third and no outs, he preserved a 4–3 lead by striking out the next three batters in 11 pitches.

On April 19, 1979, following a Yankee loss to the Baltimore Orioles, Reggie Jackson started kidding Cliff Johnson about his inability to hit Gossage. While Johnson was showering, Gossage insisted to Jackson that he struck out Johnson all the time when he used to face him, and that he was terrible at the plate. "He either homers or strikes out", Gossage said. He had previously given Johnson the nickname "Breeze" in reference to how his big swing kept Gossage cool on the pitcher's mound in hot weather. When Jackson relayed this information to Johnson upon his return to the locker room, all the players assembled, egged on by Jackson, started laughing at him and in unison loudly called him "Breeze" with some waving their arms and hands before doubling over. This infuriated Johnson and a fight started between him and Gossage. Gossage tore ligaments in his right thumb and missed three months of the season which cost the Yankees a chance to win their third consecutive World Series title. Yankees owner George Steinbrenner was furious and fined both Johnson and Gossage. Teammate Tommy John called it "a demoralizing blow to the team." Johnson was traded to Cleveland two months after the brawl. Ron Guidry, the reigning Cy Young Award winner, volunteered to go to the bullpen to replace him. In the first game of a doubleheader on October 4, , Gossage pitched the last two innings of a 5–2 win over the Detroit Tigers, earning his career-high 33rd save as New York clinched another division title. On October 10, George Brett of the Royals hit a tide-turning three-run homer off Gossage into Yankee Stadium's right-field upper deck to lead the Royals to a three-game sweep in the AL Championship Series, after the Yankees had defeated the Royals in three consecutive ALCS from 1976 to 1978. Almost three years later during the regular season, Brett got to Gossage again in the Bronx, blasting a go-ahead two-run home run in the top of the ninth in a game memorialized as the "Pine Tar Game".

Gossage recorded saves in all three Yankee victories in the 1981 AL Division Series against the Milwaukee Brewers, not allowing a run in  innings, and he was again the final pitcher when they clinched the 1981 pennant against the Oakland Athletics. In , his last season with the Yankees, Gossage broke Sparky Lyle's club record of 141 career saves; Dave Righetti passed his final total of 150 in . Gossage holds the Yankees' career record for ERA (2.14) and hits per nine innings (6.59) among pitchers with at least 500 innings for the team.

In eight of his first ten seasons as a closer, Gossage's ERA was less than 2.27. Over his career, right-handed hitters hit .211 against him.

Gossage became upset with Yankees' owner George Steinbrenner for meddling with the team. In 1982, he called Steinbrenner "the fat man upstairs", and disapproved of the way Yankees' manager Billy Martin used him. Gossage became a free agent after the 1983 season, and insisted that he would not resign with New York. He signed with the San Diego Padres. In 1984, Gossage clinched another title, earning the save in Game 5 of the NL Championship Series and sending the Padres to their first World Series; after San Diego had scored four runs in the seventh inning to take a 6–3 lead against the Chicago Cubs, Gossage pitched the final two innings, getting Jody Davis to hit into a force play for the final out. During Game 5 of the 1984 World Series versus the Detroit Tigers, after receiving signs from the coaches on the Padres bench and a mound visit by manager Dick Williams, Gossage refused to intentionally walk right fielder Kirk Gibson with two runners on and first base open. On the second pitch, Gossage and the Padres would regret that decision as Gibson homered to deep right field, clinching a World Series win for the Tigers. On August 17, , Gossage struck out Pete Rose in Rose's final major-league at bat.

Gossage was dealt along with Ray Hayward from the Padres to the Cubs for Keith Moreland and Mike Brumley on February 12, 1988. On August 6, , while with the Cubs, Gossage became the second pitcher to record 300 career saves in a 7–4 victory over the Philadelphia Phillies, coming into the game with two out in the ninth and two men on base and retiring Phil Bradley on a popup to second baseman Ryne Sandberg. Released by the Cubs in March 1989, he signed with the San Francisco Giants in April. The Yankees selected Gossage off of waivers in August. He pitched for the Fukuoka Daiei Hawks of Nippon Professional Baseball in 1990.

Gossage signed with the Texas Rangers for the 1991 season. On July 23, , a statistical coincidence was noted when he recorded his 308th career save to preserve Nolan Ryan's 308th win. Gossage signed one-year contracts to pitch for the Oakland Athletics in 1992 and 1993.

Gossage signed with the Seattle Mariners for the 1994 season. On August 4, , Gossage became the third pitcher in major league history to appear in 1,000 games. Gossage entered a game against the California Angels with two out in the seventh inning and runners on second and third base, trailing 2–1; he picked up the win when the Mariners scored three times in the eighth for a 4–2 victory. In his final major league appearance on August 8, he earned a save of three innings—his first in over 15 months—in the Mariners' 14–4 win over the Rangers, retiring all nine batters he faced; José Canseco flied out to left field to end the game.

Gossage had a record 112 career blown saves. ESPN.com noted that blown saves are "non-qualitative", pointing out that the two career leaders—Gossage and Rollie Fingers (109)—were both inducted into the Baseball Hall of Fame. Fran Zimniuch in Fireman: The Evolution of the Closer in Baseball wrote, "But you have to be a great relief pitcher to blow that many saves. Clearly, [Gossage] saved many, many more than he did not save." More than half of Gossage's blown saves came in tough situations, with the tying run on base when the pitcher entered. In nearly half of those blown tough saves, he entered the game in the sixth or seventh inning. Multiple-inning outings provide more chances for a reliever to blow a save, as he needs not only to get out of the initial situation but also to pitch additional innings in which to possibly lose the lead.

Pioneer of the closer role
The New York Yankees of the late 1970s and early 1980s arguably pioneered the set-up/closer configuration, which was a standard baseball practice until the 2010s. The most effective pairing was Ron Davis and Gossage, with Davis typically entering the game in the 7th or 8th innings and Gossage finishing up. During one stretch with that pairing, the Yankees won 77 of 79 games in which they led after six innings.

Gossage and top relievers of his era were known as firemen, relievers who entered the game when a lead was in jeopardy—usually with men on base—and regardless of the inning and often pitching two or three innings while finishing the game. Gossage had 17 games where he recorded at least 10 outs in his first season as a closer, including three games where he went seven innings. He pitched over 130 innings as a reliever in three different seasons. He had more saves of at least two innings than saves where he pitched one inning or less. The ace reliever's role evolved to where he was reserved for games where the team had a lead of three runs or less in the ninth inning. Mariano Rivera, considered the greatest closer of all time, earned only one save of seven-plus outs in his career, while Gossage logged 53. "Don't tell me [Rivera's] the best relief pitcher of all-time until he can do the same job I did. He may be the best modern closer, but you have to compare apples to apples. Do what we did," said Gossage.

During his career, Gossage pitched in 1,002 games and finished 681 of them, earning 310 saves. Per nine innings pitched, he averaged 7.45 hits allowed and 7.47 strikeouts. He also made nine All-Star appearances and pitched in three World Series.

Pitching style
Gossage was one of the few pitchers who employed basically just one pitch, a fastball. Occasionally he would throw a slurve or a changeup. Despite his reputation as a pitcher who intentionally threw at hitters, Gossage stated that he threw at only three hitters in his career: Ron Gant, Andrés Galarraga, and Al Bumbry.

Nickname
The nickname "Goose" came about when a friend did not like Gossage's nickname "Goss", and noted he looked like a goose when he extended his neck to see the signs given by the catcher. Although Gossage is otherwise generally referred to as "Rich" in popular media, a youth sports complex in his hometown of Colorado Springs named after him bears the name "Rick", displaying "Rick 'Goose' Gossage Youth Sports Complex".

Retirement

Gossage lives in his home town, Colorado Springs, Colorado, and is active in the community promoting and sponsoring youth sports. In 1995, the city of Colorado Springs dedicated the Rick "Goose" Gossage Youth Sports Complex, which features five fields for youth baseball and softball competition. He also owned hamburger restaurants in Greeley and Parker, Colorado, called Burgers N Sports.

He has written an autobiography, released in 2000, entitled The Goose is Loose (Ballantine: New York).

His son, Todd, is a professional baseball player who has played for the Sussex Skyhawks, Newark Bears, and Rockland Boulders of the Can-Am League.

Gossage coached the American League team in the Taco Bell All-Star Legends & Celebrity Softball Game in Anaheim, California on July 12, 2010.

At the Hall of Fame induction in 2008, Gossage expressed gratitude to a number of baseball people who had helped him through his career, and several times described his Hall of Fame week experience as "amazing". The inductions included Dick Williams, his manager at San Diego. After the ceremonies, the two of them sat together for an ESPN interview on the podium, taking audience questions and gently ribbing each other, especially about the upper-deck home run Kirk Gibson hit off Gossage in Game 5 of the 1984 World Series.

The Yankees honored Gossage with a plaque in Monument Park on June 22, 2014.

In his retirement Gossage has expressed support of former US President Donald J. Trump and an equal disdain for Trump's opponents. He has also openly criticized the Black Lives Matter movement and organization as well. Due to these comments and continuous criticism of New York Yankees players (especially Mariano Rivera), and front office executives such as Brian Cashman and Hal Steinbrenner, Gossage has been disinvited from Yankees Spring Training and other events such as "Old Timers' Day."

See also

List of Major League Baseball annual saves leaders
Power pitcher

References

External links

1951 births
Living people
National Baseball Hall of Fame inductees
Major League Baseball pitchers
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Chicago White Sox players
New York Yankees players
Oakland Athletics players
Pittsburgh Pirates players
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Goose Gossage


Kurt Alois Josef Johann von Schuschnigg (; 14 December 1897 – 18 November 1977) was an Austrian politician who was the Chancellor of the Federal State of Austria from the 1934 assassination of his predecessor Engelbert Dollfuss until the 1938 Anschluss with Nazi Germany. Although Schuschnigg considered Austria a "German state" and Austrians to be Germans, he was strongly opposed to Adolf Hitler's goal to absorb Austria into the Third Reich and wished for it to remain independent.

When Schuschnigg's efforts to keep Austria independent had failed, he resigned his office. After the Anschluss he was arrested, kept in solitary confinement and eventually interned in various concentration camps. He was liberated in 1945 by the advancing United States Army and spent most of the rest of his life in academia in the United States. Schuschnigg gained American citizenship in 1956.

Biography

Early life
Schuschnigg was born in Riva del Garda in the Tyrolean crown land of Austria-Hungary (now in Trentino, Italy), the son of Anna Josefa Amalia (Wopfner) and Austrian General Artur von Schuschnigg, member of a long-established Austrian officers' family of Carinthian Slovene descent. The Slovene spelling of the family name is Šušnik.

He received his education at the Stella Matutina Jesuit College in Feldkirch, Vorarlberg. During World War I, he was taken prisoner at the Italian Front and held captive until September 1919. Subsequently, he studied law at the University of Freiburg and the University of Innsbruck, where he became a member of the Catholic fraternity A.V. Austria. After graduating in 1922, he practiced as a lawyer in Innsbruck.

Political career
Schuschnigg first joined the right-wing Christian Social Party and in 1927 was elected to the Nationalrat, then the youngest parliamentary deputy. Suspicious of the paramilitary Heimwehr organisation, he established the Catholic Ostmärkische Sturmscharen forces in 1930.

On 29 January 1932, the Christian Social chancellor Karl Buresch appointed Schuschnigg Minister of Justice, an office he retained in the cabinet of Buresch's successor Engelbert Dollfuss, and he also served as Minister of Education from 24 May 1933. As justice minister, he openly discussed the abolition of the parliamentary system and restored the death penalty. In March 1933, he and Chancellor Dollfuss took the occasion to dissolve the National Council parliament. After the socialist February Uprising of 1934, he pressed for the execution of several insurgents, earning him the reputation of an "assassin of the workers". He would later call his orders a "faux pas".

On 1 May 1934, Dollfuss had erected the authoritarian Federal State of Austria. After Dollfuss was assassinated by the Nazi Otto Planetta during the July Putsch, Schuschnigg on 29 July was appointed Austrian chancellor. Like Dollfuss, Schuschnigg ruled mostly by decree. Although his rule was milder than that of Dollfuss, his Austrofascist policies were not much different from the policies of his predecessor. He had to manage the economy of a near-bankrupt state and to maintain law and order in a country which was forbidden, by the terms of the 1919 Treaty of Saint-Germain, to maintain an army in excess of 30,000 men. At the same time, he had to also cope with armed paramilitary forces in Austria, which owed their allegiance not to the state but to various rival political parties. He also had to be mindful of the growing strength of the Austrian Nazis, who supported Adolf Hitler's ambitions to absorb Austria into Nazi Germany. His overriding political concern was to preserve Austria's independence within the borders imposed on it by the terms of the Treaty of Saint-Germain, which ultimately failed.

John Gunther wrote in 1936 of Schuschnigg: "It would not be too much to say that he is as much a prisoner of the Italians now [as he was during World War I]—if the Germans don't get him next week." His policy of counterbalancing the German threat by aligning himself with Austria's southern and eastern neighbours—the Kingdom of Italy under the fascist rule of Benito Mussolini and the Kingdom of Hungary—was doomed to failure after Mussolini had sought Hitler's support in the Second Italo-Ethiopian War and left Austria under the increasing pressure of a massively rearmed Third Reich. Schuschnigg adopted a policy of appeasement towards Hitler and called Austria the "better German state", but struggled to keep Austria independent. In July 1936, he signed an Austro-German Agreement, which, among other concessions, allowed the release of imprisoned July Putsch insurgents and the inclusion of the Nazi contact men Edmund Glaise-Horstenau and Guido Schmidt in the Austrian cabinet. The Nazi Party remained banned; however, the Austrian Nazis gained ground and relations between the two countries deteriorated further. In reaction to Hitler's threats to exercise a controlling influence over Austrian politics, Schuschnigg publicly declared in January 1938:

There is no question of ever accepting Nazi representatives in the Austrian cabinet. An absolute abyss separates Austria from Nazism ... We reject uniformity and centralization. ... Christendom is anchored in our very soil, and we know but one God: and that is not the State, or the Nation, or that elusive thing, Race.Rumours concerning his involvement in the Von Trapp family's rise to fame have also come to light. It's rumoured that upon hearing the Von Trapp family sing over the radio, he invited them to perform in Vienna which greatly helped them in their rise to fame.

Anschluss

On 12 February 1938, Schuschnigg met Hitler in his Berghof residence in an attempt to smooth the worsening relations between their two countries. To Schuschnigg's surprise, Hitler presented him with a set of demands which, in manner and in terms, amounted to an ultimatum, effectively demanding the handing over of power to the Austrian Nazis. The terms of the agreement, presented to Schuschnigg for immediate endorsement, stipulated the appointment of Nazi sympathiser Arthur Seyss-Inquart as minister of security, which controlled the police. Another pro-Nazi, Dr Hans Fischböck, was to be named as minister of finance to prepare for economic union between Germany and Austria. A hundred officers were to be exchanged between the Austrian and the German armies. All imprisoned Nazis were to be amnestied and reinstated. In return, Hitler would publicly reaffirm the treaty of 11 July 1936 and Austria's national sovereignty. "The Fuhrer was abusive and threatening, and Schuschnigg was presented with far-reaching demands ..."<ref>Laurence Rees The Holocaust" - pp 111-112 -Penguin Viking 2017</ref>  According to Schuschnigg's memoirs, he was coerced into signing the "agreement" before leaving Berchtesgaden.

The president, Wilhelm Miklas, was reluctant to endorse the agreement but eventually did so. Then he, Schuschnigg and a few key Cabinet members considered a number of options:

1. The Chancellor resign and the President call on a new Chancellor to form a Cabinet, which would be under no obligation to the commitments of Berchtesgaden.
2. The Berchtesgaden agreement be carried out under a newly appointed Chancellor.
3. The agreement be carried out and the Chancellor remain at his post.

In the event, they decided to go with the third option.

On the following day, 14 February, Schuschnigg reorganised his cabinet on a broader basis and included representatives of all former and present political parties. Hitler immediately appointed a new Gauleiter for Austria, a Nazi Austrian army officer who had just been released from prison in accordance with the terms of the general amnesty stipulated by the Berchtesgaden agreement.

On 20 February, Hitler made a speech before the Reichstag which was broadcast live and which for the first time was relayed also by the Austrian radio network. A key phrase in the speech was: "The German Reich is no longer willing to tolerate the suppression of ten million Germans across its borders."

In Austria, the speech was met with concern and by demonstrations by both pro and anti-Nazi elements. On the evening of 24 February, the Austrian Federal Diet was called into session. In his speech to the Diet, Schuschnigg referred to the July 1936 agreement with Germany and stated: "Austria will go thus far and no further." He ended his speech with an emotional appeal to Austrian patriotism: "Red-White-Red (the colours of the Austrian flag) until we're dead!"  The speech was received with disapproval from the Austrian Nazis and they began mobilising their supporters. The headline in The Times of London was "Schuschnigg's Speech – Nazis Disturbed". The phrase "thus far and no further" was found "disturbing" by the German press.

To resolve the political uncertainty in the country and to convince Hitler and the rest of the world that the people of Austria wished to remain Austrian and independent of the Third Reich, Schuschnigg, with the full agreement of the President and other political leaders, decided to proclaim a plebiscite to be held on 13 March. But the wording of the referendum which had to be responded to with a "Yes" or a "No" turned out to be controversial. It read: "Are you for a free, German, independent and social, Christian and united Austria, for peace and work, for the equality of all those who affirm themselves for the people and Fatherland?"

There was another issue which drew the ire of the National Socialists. Although members of Schuschnigg's party (the Fatherland Front) could vote at any age, all other Austrians below the age of 24 were to be excluded under a clause to that effect in the Austrian Constitution. This would shut out from the polls most of the Nazi sympathisers in Austria, since the movement was strongest among the young.

Knowing he was in a bind, Schuschnigg held talks with the leaders of the Social Democrats, and agreed to legalise their party and their trade unions in return for their support of the referendum.

The German reaction to the announcement was swift. Hitler first insisted the plebiscite be cancelled. When Schuschnigg reluctantly agreed to scrap it, Hitler demanded his resignation, and insisted that Seyss-Inquart be appointed his successor. This demand President Miklas was reluctant to endorse but eventually, under the threat of immediate armed intervention, it was endorsed as well. Schuschnigg resigned on 11 March, and Seyss-Inquart was appointed Chancellor, but it made no difference; German troops flooded into Austria and were received everywhere by enthusiastic and jubilant crowds.  On the morning after the invasion, the London Daily Mail's correspondent asked the new Chancellor, Seyss-Inquart, how these stirring events came about, he received the following reply: "The Plebiscite that had been fixed for tomorrow was a breach of the agreement which Dr. Schuschnigg made with Hitler at Berchtesgaden, by which he promised political liberty for National Socialists in Austria."
On 12 March 1938, Schuschnigg was placed under house arrest.

 Prison and concentration camp
After initial house arrest followed by solitary confinement at Gestapo headquarters, he spent the whole of World War II in Sachsenhausen, then Dachau. In late April 1945, Schuschnigg narrowly escaped an execution order by Adolf Hitler, with other prominent concentration camp inmates, by being transferred from Dachau to South Tyrol where SS-Totenkopfverbände guards abandoned the prisoners into the hands of some Wehrmacht officers, who freed them. They were then turned over to American troops on 4 May 1945. From there, Schuschnigg and his family were transported, along with many of the ex-prisoners, to the isle of Capri in Italy before being set free.

Later life
After World War II, Kurt Schuschnigg was forbidden from joining the ÖVP because the party wanted to distance itself from the Austrian dictatorship. Moreover, the ÖVP did not want to expect their social democratic coalition partner from this man, who after the civil war of 1934 had many social democrats killed as Minister of Justice. Schuschnigg emigrated to the United States, where he was sheltered at the chateau estate Vouziers of the Desloge family in St. Louis and then became a professor of political science at Saint Louis University from 1948 to 1967. He became an American citizen in 1956.

His first wife Herma died in a car accident in 1935. He remarried in 1938, but lost his second wife, Vera Fugger von Babenhausen (née Countess Czernin) in 1959.

Kurt Schuschnigg went back to Austria where he downplayed his time as chancellor dictator and tried to justify Austrofascism.

Schuschnigg died at Mutters, near Innsbruck, in 1977.

 Awards and decorations
 Austria-Hungary: Military Merit Cross
 Austria-Hungary: Military Merit Medal
 Austria-Hungary: Karl Troop Cross
 Austria-Hungary: Decoration of Honour for Services to the Republic of Austria, Pre-war version (2 awards)
 Holy See: Order of St. Gregory the Great, Knight Grand Cross
 Kingdom of Italy: Order of Saints Maurice and Lazarus, Knight Grand Cordon
 Czechoslovakia: Order of the White Lion, Knight Grand Cross
 other medals

 Works
 My Austria (1937)
 Austrian Requiem (1946)
 International Law (1959)
 The Brutal Takeover (1969)
In German
 Dreimal Österreich. Verlag Thomas Hegner, Wien 1937.
 Ein Requiem in Rot-Weiß-Rot. Aufzeichnungen des Häftlings Dr. Auster. Amstutz, Zürich 1946.
 Österreich. Eine historische Schau. Verlag Thomas Morus, Sarnen 1946.
 Im Kampf gegen Hitler. Die Überwindung der Anschlußidee. Amalthea, Wien 1988, .
 Dieter A. Binder (Hrsg.): Sofort vernichten. Die vertraulichen Briefe Kurt und Vera von Schuschnigg 1938–1945. Amalthea, Wien 1997, .

Notes

References

Further reading
 David Faber. Munich, 1938: Appeasement and World War II. Simon & Schuster, 2009, pp. 104–38, .
G. Ward Price. Year of Reckoning. London: Cassell 1939.
 Hopfgartner, Anton. Kurt Schuschnigg. Ein Mann gegen Hitler. Graz/Wien: Styria, 1989, .
 Lucian O. Meysels. Der Austrofaschismus – Das Ende der ersten Republik und ihr letzter Kanzler. Wien-München: Amalthea, 1992, .
 Schuschnigg, Kurt von. Der lange Weg nach Hause. Der Sohn des Bundeskanzlers erinnert sich. Aufgezeichnet von Janet von Schuschnigg. Wien: Amalthea, 2008, .

 Jack Bray. Alone Against Hitler: Kurt Von Schuschnigg's Fight to Save Austria from the Nazis.'' Buffalo, NY: Prometheus Books, 2020, .

External links

 Schuschnigg's career as Austrian Chancellor

1897 births
1977 deaths
20th-century Chancellors of Austria
Austrian Ministers of Defence
People from Riva del Garda
Edlers of Austria
Austrian emigrants to the United States
Austro-Hungarian military personnel of World War I
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World War I prisoners of war held by Italy
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Kurt Schuschnigg