Page 20 - May 2019

mentioned she usually cruises anywhere from FL270 to FL310 unless optimizing for winds or range.
Settling in the cockpit, with the GPU connected, we took our time reviewing the cockpit and the flows. There are a lot of switches and controls in the King Air 350i, but once Karen explained the logi- cal grouping by function, it was much easier to understand. Using Fusion, we quickly set up the defaults for the flight including weights and fuel loading. Flight plan entry with Fusion is aligned with the process in Pro Line 21. Start with the Flight Plan tab, enter departure and des- tination airports, waypoints and airways then press “Execute.”
Starting the 350i involves a short series of steps. Without a GPU, after starting the right engine, you leave the condition lever in high idle to assist in the cross- generator start of the left engine. The condition lever is then set to low idle on both engines, props forward and on to the Pre-Taxi check. Once the avionics powered up, we were able to utilize an- other fantastic feature with the Fusion – the electronic checklist. Using one of the split screen panels of either PFD and a pair of yoke mounted switches, either pilot can bring up the electronic checklist and quickly move through the required checks without fumbling around a paper checklist. Using this feature, we worked our way through the Before Takeoff checks while still on the ramp.
Taxiing the plane, the 350i can turn easily in tight areas especially when us- ing differential braking combined with differential propeller “braking” (com- monly known as propeller ground fine). In fact, you can turn it within a circle only 26 feet larger than its wingspan. The 350i has a solid feel taxiing. I find it slightly heavier than the Citation CJ3, which has a similar gross weight and may be related to the dual main gear.
PHOTO BY AUTHOR
Cleared for takeoff by Wichita Tower for takeoff on runway 1R, we confirmed lights, autothrottle, probe heat and other necessary switches active. I moved the throttles forward and 2,100 horses propelled us forward. We quickly ac- celerated through a V1 of 99 KTAS, ro- tated at a Vr of 104 KIAS and changed to Wichita Departure. ATC quickly gave us a climb to FL240 and a very flexible f light path.
As you would expect, the King Air 350i is very stable and enjoyable to hand fly. Using the climb checklist, I reduced the prop RPM to 1,600 and we were quickly at 312 KTAS at FL240 burning 400 PPH per side, with a torque setting of 90 percent and propellers at 1,500 RPM.
Behind me, I looked to see Rebecca seated across the aisle from Christina, exploring and enjoying the King Ranch’s sophisticated cabin. With its double club arrangement, the 350i offers a great pas- senger space for either work or relaxation.
We then requested a descent to 10,000 feet for some air work. I hand flew it down to altitude and prepared to prac- tice steep turns and just enjoy f lying the airplane. Flying steep turns at 45 degrees of bank was extremely easy with obvi- ous stability (such stability that the large turboprop even maintained altitude and bank without control input). And the Pro Line Fusion’s large PFDs and MFD provide great situational awareness.
After flying around western Kansas for a half-hour, it was time to try an approach back into Wichita. I selected the ILS to runway 19L on the Fusion’s MKP (multi-function keyboard panel). With Fusion, there are multiple methods of selecting an approach, either by touch on the displays or with the MKP. Once loaded and executed (confirmed), we were ready for vectors to final.
Approach
With its large propellers, the King Air 350i can easily be slowed down to the flap extension speed of 202 KIAS for ap- proach. As we neared the final approach course, the Fusion displayed an extended centerline of the runway and a “dome” over the arrival airport. These graphics, also for the departure and alternates, sig- nificantly increase situational awareness.
Once cleared for the approach, and with our Vref of 100 KIAS and DA of 1,520 set, we joined the localizer. Over therunwayatVref andasmoothreduc- tion of power resulted in a nice landing on the robust landing gear.
Summary
After more than 50 years of producing an iconic aircraft, Textron Aviation has again proven that they can innovate, both with technology and design, with the Beechcraft King Air 350i. When you couple the aircraft with the King Ranch option, operators have a very capable air- craft that offers a unique inflight experi- ence for pilots and passengers alike.
After 11,000 hours of piloting more than 90 aircraft models, Rich Pickett still has a passion for flying. Rich holds an ATP, CFII SME, SES, glider licenses, and type ratings in the L29, L39, Citation 500/510s/525s, Eclipse 500S and DA10. His company, Per- sonal Wings, provides training, mentoring and aircraft services. You can contact Rich at rich@person- alwings.com.
18 • TWIN & TURBINE / May 2019
King Air 350i King Ranch