Page 12 - June19 Twin and Turbine

to 1,400 fpm as we leveled off at FL330. For contrast, I regularly see 2,400 fpm at the lower single-digit altitudes in a stock 300, but it would normally climb at only 1,000 fpm just before level-off at FL280. The XP67A produces more power at a higher altitude than a stock King Air 300/350.
and they were able to hold headset-free conversations in the super quiet cabin, courtesy of the five-blade props.
The descent back to Waco Regional was typical of any King Air, meaning we were able to pull back the power and descend rapidly. Easily holding 4,000 fpm for much of the descent, we were soon vectored for the ILS to RWY 19. Landing the XP67A-powered 350 was routine, and soon I was pulling back up to the hangar at Blackhawk Aerospace.
Upgraded 300
Just when I thought the fun was over, Chris notified me that there was anoth- er flight potential; Blackhawk also had an early model King Air 300 with the XP67A conversion. I was eager to see how much the XP67A would enhance the performance of the 300. This particular airplane was still being used for testing and was super light. All of the interior amenities (including the seats) were re- moved and specialized equipment was added for monitoring performance. So, with only two people onboard, a greatly reduced empty weight, and the biggest engines ever mounted on a King Air, we were going to fly a true rocket ship.
Following a similar template of our first flight, we received another unob- structed climb to FL330. I rotated off the runway, pitched up to 20 degrees nose-high and let the horses run. It took us a grand total of 15 minutes to reach FL330 in the Blackhawk 300. That’s an incredible rate of climb. And for all of the naysayers, I get it – performance like this cannot be expected on a King Air that is properly appointed with an executive in- terior, full fuel and full seats. But, it does show what a true hotrod the King Air is if operated lightly. Of course, all of the excess rate of climb is turned directly into true airspeed once the level-off occurs, and we saw 338 KTAS as our top speed this day. Again, we descended quickly and soon I flew the ILS 19 again. The total trip up to cruising flight at FL330 and back was a mere 35 minutes.
Weighing the Options
So, is a Blackhawk conversion right for you? Simply put, if you want the best climb and fastest speed, you will want the Blackhawk XP67A. Or if you want to fly in the RVSM altitudes in your King Air 300/350, you’ll also want the Blackhawk upgrade. At $1.7+ million, the conversion
is not cheap. But, speed is never cheap. From a pilot’s perspective, there is not a better performing King Air to fly than a Blackhawk 350. From a passenger’s perspective, the converted 350 is qui- eter and faster. Block-to-block speeds are certainly quicker, not only due to the higher cruise speeds but also because the airplane climbs to faster cruise speeds.
A note for those interested in flying in RVSM airspace: The rules recently changed in January, 2019 which make ownership of a properly equipped ADS- B RVSM airplane easier and cheaper. The Blackhawk XP67A is ideal for use at RVSM airspace, making the King Air 350 even more attractive for the buyer who has a long way to go and wants the lowest fuel burn. The choice between a Blackhawk 350 or a comparable jet might seem difficult at first, but I think it’s an easy one once the glamor of a jet is re- moved from consideration. In most cases, the King Air will show up a few minutes later than a similarly equipped jet, but the King Air has bigger cabin, carries more, lands on shorter fields, requires only one pilot and costs a lot less to operate. Add in the Blackhawk XP67A upgrade, and the King Air 350 is comparative to just about any jet and not only a stock 350.
My suspicion, based on our flights and visit with Blackhawk, is that many King Air 300 and 350 owners will opt for the XP67A upgrade. In the world of aviation, power and speed are seductive. And Ron, the King Air 300 owner who accompanied me to Waco, is now weigh- ing his options and considering upgrad- ing the King Air 300 he presently owns. As the pilot, I hope he does. A King Air 300 with the Blackhawk XP67A engine upgrade would be a perfect addition to the hangar.
Blackhawk Chief Pilot Chris Dunkin (left) briefs Joe Casey prior to the XP67A test flight.
To contrast the performance more closely, the XP67A breathes better than the PT6-60A. The 60A “temped out” (be- came temperature limited) at 16,000 MSL on the flight home this day, while the XP67A “temped out” at FL240. This is the core reason the -67A achieves better performance; it simply breathes better at high altitude. At lower altitudes, the Blackhawk 350 out climbed the stock 300 by only 500-600 fpm, but once in the “20s,” the Blackhawk 350 out climbed the stock 300 by nearly 1,000 fpm. And at FL280, the Blackhawk 350 was climb- ing strong while the stock 300 was los- ing its “umpf” quickly. Down low, the Blackhawk conversion offers somewhat better performance, but up high, it’s a significant improvement.
At level-off, that incredible climb rate was converted to forward airspeed. We saw 328 KTAS at FL330, which is best described as “jet-like.” There were five of us onboard, so there was plenty of room for everyone in the back of the King Air,
Joe Casey is an FAA-DPE and an ATP, CFI, CFII (A/H), MEI, CFIG, CFIH, as well as a U.S. Army UH-60 standardization instructor/exam- iner. An MMOPA Board member, he has been a PA46 instructor for 16-plus years and has accumulat- ed 12,000-plus hours of flight time, 5,500 of which has been in the PA46. Contact Joe at: www.flycasey.com, by email at joe@flycasey.com, or by phone at 903.721.9549.
10 • TWIN & TURBINE / June 2019