JANUARY-FEBRUARY 2018 77
systems, even setting the QNH can be
a challenge for the uninitiated.
To set Vspeeds on our way out to
the runway, Karen simply asks me
what would my intuition suggest I
touch to set the speeds, to which I
reply, “The airspeed tape on the PFD”.
I was correct and touching the tape
brings up a box and the speeds can be
entered.
It is all extremely user-friendly
and calls for minimal concentration
or focus to be drawn from taxiing the
aircraft.
Lining up at Sydney for a northerly
departure, digital checklists are ticked
off and we are cleared for takeoff.
Advancing the power levers fully
forward, the King Air accelerates
quickly and smoothly with the
Interstage Turbine Temperature
(ITT) well below the 820-degree
limit. Through V1, and rotating
shortly afterwards, with the RPM
set at 1,500rpm and the initial climb
speed of 130kt, the aircraft is climbing
away impressively, and I am reliably
informed that at maximum weight it
will climb on one engine at around
550ft/min.
The aircraft is an absolute joy to
hand fly. The RPM is left at 1,500
RPM for the entire climb while the
power levers are progressively inched
up to their limit with increasing
altitude and one eye on the ITT.
Through all the turns, intermediate
level-offs and climbs there is a
really solid feel and sense of balance
within the controls of the King Air.
I reluctantly engage the autopilot to
take in what else the King Air has to
offer.
Setting an attitude of 5 degrees and
still 1,500 RPM, the aircraft cruise
climbs comfortably at 180kt. For pilots
and passengers alike, the good news
is that the noise-dampening devices
obviously work as this is quite possibly
the quietest twin-turboprop that you
will ever fly in.
Along the way we amend our flight
plan, change frequencies and pull up
new charts through the touchscreens,
and within a very limited timeframe
Karen has me performing the tasks
on my own. The Pro Line Fusion
system is not only very capable, it is
also extremely intuitive. Combined
with the impressive synthetic vision
and the map display, the product of
these factors is a greatly enhanced
situational awareness.
Levelling in the cruise at FL260,
we modify the flightplan through a
combination of the touchscreen and
the cursor and keypad. Karen relates
degrees warmer than standard and I
note the fuel flow as 310lb (140kg) per
hour per engine and a true airspeed
of 305kt. Checking the manual, the
aircraft is performing virtually right
on the book figures. In true pilot style,
Karen has a rule of thumb, or in this
case, her ‘Rule of Threes’. At FL300,
300lb/hour per engine and 300kt true
airspeed. I like it.
With our return to Sydney via a
standard arrival programmed into the
system, the top of descent and descent
speed and altitude restrictions are
clearly displayed. As we head down,
the synthetic vision portrays Sydney
Airport in the distance as a white
dome with an extended centreline for
our programmed runway. It is long
before we can visually acquire the
airport, but once again offers a great
sense of orientation.
Over the top of Sydney at 6,000ft
and rolling into a right-hand circuit
for runway 34 Right, one cannot help
but be impressed by this aircraft.
Conforming to air traffic control speed
restrictions and slowing down for the
approach could not be simpler. With
the torque set at 25 per cent, the flaps
and landing gear are extended in
sequence with no need for a change
in power and minimal adjustment of
trim. Personally, it is in fact smoother
to use the old-style trim wheel near
the right knee rather than the electric
trim switch on the yoke.
On approach and over the
threshold, the King Air responds like
a stable training aircraft rather than
the high-performing twin that it is. It
settles onto the runway nicely despite
my efforts to the contrary and after
only an hour we are back in Sydney.A dominant force
An aircraft does not earn a reputation
like the King Air’s easily. Pilots and
engineers are a critical group, and yet
I am still yet to find one who has not
been impressed by the King Air.
Now equipped with the Collins Pro
Line Fusion, an already formidable
aircraft has enhanced the pilot and
passenger experience even further.
For the pilots there is simplicity and
improved situational awareness,
while the passengers benefit from a
cabin boasting levels of quiet comfort
normally found in business jets.
It might seem difficult to build
further upon the King Air’s already
revered reputation, but the 350i
has done exactly that. One can only
wonder what is next in store for this
stylish stalwart of the skies.that pilots have their individual
preferences for certain tasks and
generally use a combination for their
flight management.
To fully demonstrate the
functionality, Karen draws a ‘weather
diversion’ on the map display with
her index finger. It not only creates
waypoints in the flightplan, but
automatically modifies the flight
time and fuel remaining. Enhanced
situational awareness once again.
Outside, the atmosphere is 10AIR TEST Beechcraft King Air 350i
The author at the controls.