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to operate radar is best learned in a multi-crew cockpit over countless hours of watching a master tinker with the radar. But now, with the multi-scan radar on the King Air 360, the pilot has a resource that is far easier to use accurately. I still never advise that a pilot go tactical around thunderstorms, but the multi-scan radar on the 360 is the best radar I’ve ever seen on a general aviation airplane, and I’ve seen and used lots of onboard radars in my 30-plus years of flying.
Avionics & Interior
Ergonomically, the cockpit is King Air-esque, meaning that any pilot familiar with any other King Air will instantly become comfortable with the layout of the switches and position of various functions. This is excellent news because the King Air cockpit layout is ergonomically pleasing and super functional. I have to admit, though, that I’ve got lots more flight time in steam-gauge airplanes and Garmin- equipped airplanes, and I’ve got a love-hate relationship with the earlier Proline 21 avionics found in many of the earlier King Airs. But, the Proline Fusion is absolutely stellar, easy to use, and incredibly functional. Three giant screens literally fill the entire panel from the left sidewall to the right sidewall with flight instrumentation. Touch- screen panels include everything from gorgeous synthetic vision, flight charts, graphical flight planning, and all of it is integrated throughout the cockpit. Yes, I’m a huge fan of the Proline Fusion.
means that the cabin altitude will be less when the King Air 360 is operated at lower altitudes. To me, FL300 is a great altitude to fly in the King Air 360 because the cabin altitude is low, the true airspeed is high, and the fuel burn is low. With the increase in cabin differential pressure, the flight levels starting with a “3” are now “home” for the King Air.
All of this is well and good for the pilot, and the safety improvements are great. But, the people who write the checks for operating a King Air are usually sitting in the aft right seat in the cabin. What does that person want in an airplane? They want it comfortable and nice.
Beechcraft has grown to be VERY good at creating a cabin that is exquisite. The new refinements of the King Air 360 cabin are everywhere. The seats will literally move in any direction desired – they’ll move away from the sidewall, rotate inward, and are probably the most comfortable seats I’ve ever enjoyed. The seats were designed using digital pressure mapping so that all body types of passengers have a comfortable seat.
Along with the comfortable seating are pleated shades (gone are the rotating polarizers that wear out so quickly), lots of well-crafted interior lighting details, and “King Air” inspired design motifs throughout the cabin. The interior is designed for luxury, mirroring the comfort, precision and tastes found in the most appointed and expensive luxury cars.
For a portion of our flight, I gave up my pilot seat so that Rebecca could move up to the front seat and see the cockpit at FL300. I went to the back and enjoyed the spa- cious experience. More interior refinements were noted that were impressive. For starters, the noise level was far less than other King Air aircraft. The 360 has “passive noise canceling,” which has sound deadeners placed throughout the airplane to deaden the noise. And, when the fore and aft doors are closed, the sound dropped significantly again.
Before I leave this point about noise reduction, I must admit that one of my favorite features in a King Air is “active noise canceling,” which is found in one of the four King Air aircraft we manage and fly from my home airport. I love the active noise canceling in that particular King Air and even inquired the Beechcraft staff about why they’d not include that system in every new King Air. But they reminded me that system has a reputation in the marketplace for being a maintenance hog. In my personal experience, the system in our airplane has been flawless in use, but others have complained. The impressive part of the King Air 360 is that the noise level in the passive noise-canceled 360 is certainly less than the earlier-model King Air 300 I regularly fly with active noise canceling. At first I was skeptical, but the pas- sive noise canceling is really impressive.
Maintenance Savings
Another noteworthy change with the King Air 360 versus the other King Air models is the new and improved main- tenance program. Earlier King Air airplanes have a Phase 1/2 in one year and a Phase 3/4 in the next year. So, all four phase inspections occur within two years. In the King Air 360, the same inspections occur within a four-year period.
Author Joe Casey and Textron Aviation Demo Pilot Luke Scott.
One of my favorite upgrades in the King Air 360 is an increase in pressure differential to 6.8 psi from the 6.5 psi differential found in the 350. While 0.3 psi does not sound like a big deal, it is a big deal. It means that a King Air 360 can be operated at FL350 and have a cabin altitude that is under 9,700 feet. In a King Air 350, FL350 was attainable, but the cabin altitude was over 10,300 feet, making FL350 an uncomfortable altitude for passengers and crew alike. It also
14 • TWIN & TURBINE / May 2021