Page 13 - TNT Jan 17

were computed as 99 knots for V1, 104 for V2 and 110 after liftoff, if needed. Lined up, we set in 85 percent torque and rolled to 99 knots for rotation, flying away in around 3,000 feet. Climb was brisk at our light weight, and we found the hefty control feel so stable we left the autopilot off to enjoy just steering the 350i ourselves. As Wuertz put it, “the bigger the King Airs get, the easier they are to fly.”
As we ascended, we eventually
encountered the ITT’s 785-degree
temperature limitation for climb; the
max cruise limit is 800 degrees. Quickly
reaching FL260, 77 percent torque was
used, requiring a fuel flow of 345 pph per
side. The TAS worked its way up to 304
knots. As we rounded the corner at Hays, we checked the weather and other options by scrolling the displays to longer ranges; returning to the previous setting required only a tap to reset the display. Wuertz demonstrated how easily the VNAV could be set up to generate a three-degree glideslope to a destination airport without an ILS.
During descent, the Mmo of 0.58 was limiting, but a variable redline on the PFD gradually increased from 240 knots to 263 knots, the limitation below 21,000 feet. The local baro flipped into the active window as we penetrated FL180 and we were soon aligning with the ILS to ICT’s 19L. Approach flaps can
be extended below 202 knots and the gear’s limit is 184 knots (166 knots for retraction), so f lying fast is no problem for the 350i. Full flaps go out below 158 knots, with minimal trim changing. The Vyse of 125 knots is an adequate speed for maneuvering to final, with a Vref computed at 112 knots on the airspeed tape. Over the fence at 110, we felt for the ground and thumped onto the pavement, exiting with braking and reverse at the 3,000-foot point.
Clearly, the King Air 350i Fusion is a workhorse, yet with the newest avionics suite it has the tools to assist even a single pilot with his or her duties. Even with the displays split in•to two, three or four
sections to show additional windows of information, with their size they remain readable. Rockwell Collins Pro Line Fusion brings the King Airs into their second half-century of service
with all the capability one could ask for. T&T
The 350i comes standard with Raisbeck wing lockers that can carry 300 pounds of capacity on each side.
Leroy Cook has been flying professionally since 1964 and holds ATP/SMEL certification, along with CFI ratings for ASME, Instrument and Glider. He began writing about aviation subjects in 1970 and is the author of thousands of published magazine articles and various books. He is was editor-in-chief of Twin & Turbine from 2011 through 2016.
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