Flying the Beechcraft King Air 350

The Beechcraft King Air 350, according to Microsoft, represents the aircraft unto which commercial pilots often become FO on a business plane. Piloting the King Air is a good transition further towards the more complex airliners. The Beechcraft King Air 350 is a business twin turboprop plane with a pressurized cabin accomodating between 9 and 11 passengers, 2 pilots included, with a galley and a entertainment system aboard. The King Air has a maximum capacity of 1894 NM and a 35,000-ft ceiling. The Beechcraft King Air 350, albeit mostly used like a business plane may also be configured for cargo. As the King Air 350's engines are of the type turboprop -which is a turbine engine the power of which is expressed through a propeller- that makes right that the description of how to pilot that plane is part of our Airliners section

As far as the King Air 350 controls are concerned, here are the main characteristics. You will note that a good transition to the pilotage of the King Air 350 is via the Beechcraft Baron 50. A turboprop engine is basically a jet engine as the turbine there is transmitting its power to a propeller instead of directing a airflow backwards. The most important aspect of how it works is thus, like for a Boeing 737, for example, to check the working temperatures. In that case, the ITT temperature which is the one at the entrance of the turbine. The power settings are applied through the N1 value, which is expressed in a percentage of N1 as the pilot also must control the propeller pitch. Like a turboprop engine the ones of the King Air 350 are forwarding power to the plane via the propellers. At the contrary, like for a Boeing 737, automatic fuel control systems are in charge of most the mix of air and fuel in the combustion chamber

• the gas throttle is commanding N1 with Idle, LIFT, Ground Fine, Inversion like the notches of the throttle. Inversion also controls propeller pitch
• the propellers are of the controllable-pitch type, with High RPM, Low RPM both the notches. Normal pitch range lies between 1,450 and 1,700 RPM. Manual feathering is performed by pulling the prop throttle down into the 'FEATHER' area. Automatic feathering setting is default as it feathers the props in case of a engine failure
• the condition levers are commanding the fuel flow. As the King Air engines are of the turboprop type however, they are few used only. Once the levers have allowed the engine start, they have two notches: Low Idle, High Idle. 99 percent of flight maneuvers are done at Low Idle
• flaps have three positions only: Up, Appr, Down. The King Air 350 has the specificity of not needing any flap settings at takeoff, except in case of a short runway
• engines gauges are found on the panel. From top to bottom, they are: ITT Temp, Torque or N1, Prop RPM, Turbine RPM, Fuel Flow, Oil Temp & Press
• note: due to her relatively low speed at high altitudes, the King Air 350 is subjet to icing threats. Thence she possesses a whole set of de-icing devices

Here are following our checklists for the Beechcraft King Air 350 (they are in the FS2002 format; backup your original before any use!)

- Pre-Flight - Pre-Engine Start - Engine Start - Taxi - Runup - Pre-Takeoff - Takoff - Climb - Cruise - Descent - Pre-Landing - Landing - Runway Clear - Plane Secured

a Beechcraft King Air 350 at the parking lot (non-clickable illustration)

Pre-Flight

The captain and FO together perform a internal and external preflight check of the plane to get ascertained that she is ready to the flight. Such a business plane usually is managed by small, or subsidiary airline companies as the flights may be prepared by the pilots themselves of a flight manager. A cabin crew is available as generally consisting into one attendant

____________________________________
PRE-FLIGHT CHECKLIST
the captain and FO together are performing a pre-flight internal and external inspection 

internal
[ ] Parking Break: CHECK APPLIED
[ ] Battery: ON
[ ] L & R GEN: OUT/Landing Gear: DOWN/Displays: WORKING (of them the GPS panel)/fuel: QUANTITY AS REQUIRED/Lights: all OUT/Pitot: OUT/De-Ice System: OUT
[ ] Battery: OUT

external
[ ] pilots perform a general, visual check of the plane. A peculiar attention is given to three weels (possible leaks) and doors
[ ] Payload Bay Doors: CLOSED
[ ] Hydraulic System Visual Level: CHECKED

the captain and FO stand by the passengers boarding and then get onto the flight deck 

Pre-Engine Start

Once installed in the flight deck both pilots are performing the first flight operations

____________________________________
PRE-ENGINE START CHECKLIST
King Air 350 props are automatically set back to High RPM by engine start

[ ] Seats: SET
[ ] Seatbelts, Harnesses: FASTENED
[ ] Beacon: ON
[ ] Parking Brake: CHECKED APPLIED
[ ] Landing Gear: CHECKED DOWN
[ ] Gas Throttle: IDLE
[ ] Prop Pitch: HIGH RPM
[ ] condition: CUTOFF
[ ] fuel: QUANTITY AS REQUIRED
[ ] Breakers Tests
[ ] Altimeter: SET
[ ] De-Icing System: PROP AUTO: ON, STALL WARN: ON, R & L FUEL VENT: ON (BRAKE, WINDSHIELD, SURFACE: AS REQUIRED)
[ ] Strobe: ON

Engine Start

Pilots now are starting both engines as the King Air mostly can maneuver out the parking lots without any pushback need. The King Air mostly is flewn through a FMC, which need to be program at that stage

____________________________________
ENGINE START CHECKLIST

[ ] Battery: ON
[ ] De-Icing System Lights: ON AT THE ANNUNCIATOR
[ ] Strobe: CHECKED ONE
[ ] Prop Area: FREE
[ ] L Condition: HIGH IDLE
[ ] L Ignition and Engine Start: ON, Maintain Depressed
[ ] L Condition: LOw IDLE. Once N1 RPM Stabilized, N1 is 12 % minimal
[ ] RPM, ITT, N1: CHECKED
[ ] L FUEL PRESS LO Light: OFF AT THE ANNUNCIATOR
[ ] L OIL PRESS LO: OFF
[ ] L Oil Pressure : CHECKED
[ ] L Condition: HIGH IDLE
[ ] L GEN: ON

AND THE SAME FOR ENGINE #2. start since Prop Area
AFTER [ ] R Condition: HIGH IDLE -> [ ] L Condition: LOW IDLE
THEN [ ] R GEN: ON

[ ] Main Avionics: ON
[ ] Air Cond: ON, SET
[ ] HD LT: TEST, HYD FLUID SENSOR: TEST
[ ] Cabin Temperature: ON, SET
[ ] Bus Sense Reset: TEST
[ ] Belt Sign: ON
[ ] No Smoking Sign: ON
[ ] Cabin Crew: INSTALLATION CALLS
[ ] FMC: FMC PROGRAMMATION
[ ] A/P: all OFF
[ ] Radios: SET
[ ] Radionav Aids:  SET
[ ] Tab Trims: 3 NEUTRAL
[ ] IFR Clearance: CLEARED (Dep Frequencies SET, transponder SET)

Taxi

The plane now is taxiing to the active once its taxi clearance obtained

____________________________________
TAXI CHECKLIST

[ ] Taxi Clearance: CLEARED (possible push back)
[ ] Lights: AS REQUIRED (nav, taxi)
[ ] Flaps: NO FLAPS
[ ] N1: GROUND FINE
[ ] Condition: BOTH LOW IDLE
[ ] Props: > 1050 RPM (or < 400 RPM) to counter resonance
[ ] ITT<750°C
[ ] HI, Turn Coordinator: CHECKED WORKING
[ ] Cabin Crew: SAFETY CALLS & DEMONSTRATIONS

Runup

The runup is allowing to check and configure the plane for flight

____________________________________
RUNUP

[ ] Parking Brake: APPLIED
[ ] Engine Gauges: NOMINAL
[ ] R & L GEN: ON
[ ] Prop: HIGH RPM
[ ] Condition: LOW IDLE
[ ] FMC, A/P: DATA OK
[ ] Radios: CHECKED SET
[ ] Radionav Aids: CHECKED SET
[ ] Transponder: CHECKED SET
[ ] De-Icing System: CHECKED AS REQUIRED
[ ] L & R Anti-Ice Engine: AS REQUIRED
[ ] L & R Pitot: ON
[ ] Flight Controls: FULL RANGE AT 1500 RPM
[ ] Tab Trims: SET
[ ] Electronic Trim Control: CHECKED
[ ] AutoFeather: ARMED
[ ] Manual AutoFeathering: CHECKED
[ ] Fuel Quantity, Flight Instruments: CHECKED
[ ] FLAPS: NO FLAPS EVER (exception: short runway)
[ ] Cabin Duff, Overspeed, Stall, Train Tests: DONE
[ ] Engine Fire Test: DONE
[ ] Takeoff Briefing: DONE
[ ] Take-Off: CLEARED
[ ] Cabin Crew: TAKEOFF IN SECONDS
[ ] Landing Lights: ON (TAXI OFF)

Pre-Takeoff

That checklist can be performed idle at the runway's entrance, or rolling unto the runway

____________________________________
PRE-TAKEOFF CHECKLIST

[ ] Annunciator Lights: OFF OR CONSIDERED
[ ] Transponder: CHECKED
[ ] L & R Eng Auto-Ignition: ON
[ ] Condition Levers: HIGH IDLE
[ ] Landing Lights: ON (TAXI OFF)

Takeoff

A specificity of the King Air 350 is that she takes off without any flaps as brakes are applied and throttles advanced to the takeoff power meanwhile. A average V1 may be considered at 105 kts, Vr at 107 and V2 at 114. Takeoff pitch is 10 degrees. A/P is engaged by 1000 ft AGL

____________________________________
TAKEOFF CHECKLIST

[ ] Brakes: APPLIED
[ ] Gas Throttle: 100 PERCENT OF N1, ITT<750°C
[ ] Brakes: RELEASED
[ ] V1 (def 105), Vr (def 107): ROTATION FOR 10 DEGREES
[ ] Landing Gear: UP (with a established positive climb rate)
[ ] Speed: MAINTAIN V2 (def 114) AS LONG AS THERE IS NO OBSTACLE
[ ] BLUE DRAW 125 KTS MINIMUM -> N1 at 90 percent, Prop Pitch 1600 RPM, Prop Sync, Climb Pitch of 6-7 degree)
[ ] A/P, FMC: ENGAGED BY 1000 ft
and checklist proper
[ ] LANDING GEAR: UP
[ ] R & L GEN: ON
[ ] Prop Sync: ON
[ ] Engine Instruments: 90 percent of N1, 1600 RPM

Climb

Climbing now to cruise altitude. New possible engine settings

____________________________________
CLIMB CHECKLIST

[ ] Condition Levers: LOW IDLE
[ ] Speed: 90 PERCENT OF N1 TURBINE RPM (OR AS REQUIRED)
[ ] Props: 1600 RPM (OR AS REQUIRED)
[ ] Lights: AS REQUIRED
[ ] 6000 ft: L & R ENG AUTO-IGNITION OFF
[ ] 10000 ft: LANDING LIGHTS OFF
[ ] as required: ALTIMETER SETTINGS, CABIN CALL

IAS is decreasing along with climb:
Sea Level-10 000 ft 170 noeuds
10 000-15 000 ft 160 kts
15 000-20 000 ft 150 kts
20 000-25 000 ft 140 kts
25 000-30 000 ft 130 kts
35 000-40 000 ft 120 kts

Cruise

No specific remarks

____________________________________
CRUISE CHECKLIST

[ ] Cruise Settings: AT WILL (def: 66 percent torque (->575 lbs/h fuel flow), 185kts IAS, 1500 RPM)
[ ] Engine Instruments: CHECKED
[ ] R & L AutoFeather: OFF
[ ] R & L Engine Anti-Ice : AS REQUIRED
[ ] R & L Pitot: OFF
[ ] De-Icing System: AS REQUIRED
[ ] Strobe: OFF
[ ] FMC: CHECKED
[ ] réservoirs: SELECTIONNES
[ ] Air Cond: CHECKED
[ ] Cabin Temp: CHECKED
[ ] Pilots' Harnesses: UNFASTENED

the best cruise altitude is the one allowing the less fuel possible for a given configuration and net weight

Descent

A pre-descent sequence includes contacting the control concerned and getting the specific clearances and frequencies for the descent

____________________________________
DESCENT CHECKLIST

[ ] Pilots' Harnesses: FASTENED
[ ] Descent: CLEARED (frequencies, instrument approach, transponder, FMC, etc SET)
[ ] Strobe: ON
[ ] Lights: AS REQUIRED
[ ] De-Icing System: AS REQUIRED
[ ] Altimeter: CHECKED
[ ] Markers Circuit: ON
[ ] Air Cond: CHECKED
[ ] Cabin Temp: CHECKEDE
[ ] Approach Briefing: DONE
[ ] AutoFeather: ARMED
[ ] Fuel Balance: CHECKED
[ ] R & L Engine Anti-Ice: AS REQUIRED
[ ] Descent: Idle, 250 kts (displayed when loosing altitude) or Max Use Speed whichever the lesser, 1500 RPM
[ ] R & L Pitot: ON

Pre-Landing

The sequence there comprise several decrease in speed to allow to the downwind leg or the interception of a instrument approach

____________________________________
PRE-LANDING CHECKLIST
flying the approach (of which altimeter settings, landing lights by 10000 ft, R & L Engine Anti-Ice, etc)
.to the approach gate: 55 percent torque for 180 kts IAS on the approach gate
.approach gate: 30 percent torque for 140 kts IAS, AutoFeather Armed
.downwind leg, or intercepting the instrument approach: flaps on APPR, Landing Gear DOWN, 25 PERCENT TORQUE and checklist
[ ] AutoFeather: CHECKED ARMED
[ ] L & R Eng Auto-Ignition: ON
[ ] VREF: CONFIRMED
[ ] Flaps: APPR
[ ] Landing Gear : DOWN
[ ] Landing Lights: ON
[ ] De-Icing System: AS REQUIRED
[ ] Cabin Crew: LANDING IN MOMENTS

Landing

Average VREF is 109 kts IAS. Landing occurs with still 10 percent of N1 as full throttle back is applied only after the main landing gear had touched down. A specificity of the King Air is that engine inversion is not applied except when landing on a short runway. note: you additionally can add there a Missed Approach Checklist

____________________________________
NORMAL LANDING CHECKLIST
.by 300ft AGL, lower speed still and flaps DN
.when landing is assured
[ ] Flaps: DN
[ ] Speed: VREF
[ ] Condition: HIGH IDLE
[ ] Prop: HIGH RPM
[ ] Gas Throttle: IDLE
.closing to rwy threshold: throttle for 109 kts IAS (VREF)
.by 50ft AGL which is rwy threshold: throttle 10 percent torque, slight pitch up, maintain 10 percent N1 until the main landing gear touches down. Then Idle and control wheel backwards to land front gear smoothly THEN gas throttle GROUND FINE (no inversion except on a short rwy; in that case, INVERSION, brakes, and back to GROUND FINE) LOW RPM
.landing completed
[ ] Gas Throtlle: GROUND FINE
[ ] Brakes: AS REQUIRED

Runway Clear

Runway clear! Setting the landing configuration off

____________________________________
RUNWAY CLEAR CHECKLIST

[ ] Parking Brake: APPLIED
[ ] Cabin Crew: CALL
[ ] Flaps: UP
[ ] Tab Trim: FOR TAXI
[ ] R & L Pitot: OFF
[ ] De-Icing System: AS REQUIRED
[ ] L & R Eng Auto-Ignition: OFF
[ ] L & R Engine Anti-Ice: AS REQUIRED
[ ] Strobe: OFF
[ ] Landing Lights: OFF (TAXI ON)
[ ] A/P: all OFF
[ ] Transponder: 1200
[ ] Markers Circuit: OFF
[ ] Taxi Clearance: CLEARED
[ ] Condition: LOW IDLE L, HIGH IDLE R
[ ] N1: GROUND FINE
[ ] Props: > 1050 RPM (or < 400 RPM) to counter resonance
[ ] ITT<750°C  

Plane Secured

Both the captain and FO secure the plane in parking configuration as the cabin crew attendant welcomes passengers off. They further perform too a external post-flight inspection

____________________________________
PLANE SECURED CHECKLIST
the captain and FO secure the plane at parking as the cabin crew welcomes passengers off

[ ] Parking Brake: APPLIED
[ ] Taxi Lights: OFF
[ ] Radios: LEAVING FREQUENCIES
[ ] Main Avionics: OFF
[ ] AutoFeather: OFF
[ ] L & R Engine Anti-Ice: OFF
[ ] Lights: OFF
[ ] De-Icing System: OFF
[ ] Air Cond, Cabin Temp: OFF
[ ] ITT: STABILIZED AT MIN TEMP DURING 1 MINUTE
[ ] Condition: CUTOFF R THEN L
[ ] Props: FEATHERED R THEN L
[ ] Battery, GEN: OFF R THEN L BELOW 15 PERCENT OF N1