King Air 350i Maneuvers Procedures

Pilot Training Manual
King Air 350i
MANEUVERS AND PROCEDURES
light Profiles are designed as a guideline. Power settings are recommended and subject to change based
upon actual conditions (i.e. aircraft weight, pressure altitude, icing conditions, and temperature). Airspeeds
may be adjusted depending upon ATC specific instructions, traffic flows, high density airports, and other factors.
The following flight profiles work for FlyRights simulator and are offered only as a guideline.
In addition to maintenance inspections and preflight information required by FAR Part 91, a complete, careful
preflight inspection is imperative.
Each airplane has a checklist for the preflight inspection which must be followed. USE THE CHECKLIST.
Pilots should refer to AFM/POH section 10, Safety Information, for detailed safety guidelines.
For Training Purposes Only

Revision: Original - July 10, 2013
18-1
AS-18 Maneuvers and Procedures

King Air 350i
NORMAL TAKEOFF
Climb-out
1. Accelerate to airspeed - 170 KIAS
2. Climb Checklist complete
Area Departure/Climb
Profile
1. 170 KIAS to 10,000
2. 160 KIAS 10,000 to 15,000
3. 150 KIAS 15,000 to 20,000
4. 140 KIAS 20,000 to 25,000
5. 130 KIAS 25,000 to 30,000
6. 120 KIAS 30,000 to 35,000
Cruise
1. Accelerate to cruise speed
2. Set cruise speed power
3. Complete cruise checklist
VYSE or Above
1. Flaps - up
2. YAW DAMP - on
3. Climb power - set
Takeoff
1. Rotate at VR to
Approx. 10 nose up
2. Establish positive rate
of climb
3. Landing gear - up
4. Landing/taxi lights - off
5. Airspeed - V2 until
clear of obstacles
Takeoff Roll
1. Observe Torque
and ITT limits
In Position
1. Brakes - Hold
2. Set static takeoff power
3. Props - 1,700 RPM
4. Autofeather
annunciators on
5. Brakes - release
Before Takeoff
1. Checklist completed
2. Takeoff briefing
completed
3. Confirm V1, VR, and V2

Revision: 1 - July 31, 2013
18-2

King Air 350i
ENGINE FAILURE DURING TAKEOFF

(AT OR ABOVE V1) - TAKEOFF CONTINUED
1500 AGL
1. Complete Engine Failure Checklist Clean Up Items
2. Land as soon as practical
Climb
1.VYSE (blue line)
2. Approximately 9 - 10 pitch
400 AGL (Clear of Obstacles)
1. Reduce pitch to 5 pitch to
accelerate to VYSE (blue line)
2. VYSE - Flaps up
Engine loss
1. VR speed - Rotate to approximately 10 pitch
altitude
2. Landing gear - Up
3. Airspeed - Maintain V2 to 400 AGL
4. Propeller (inoperative engine) - verify feathered
Takeoff Roll
1. Observe torque
and ITT limits
Before Takeoff
2. Takeoff briefing
completed

In Position
1. Brakes - Hold
4. Autofeather
annunciators on
5. Brakes - release
Takeoff
1. Rotate at VR to Approx. 10 nose up
2. Establish positive rate of climb
3. Landing gear - up
4. Landing/taxi lights - off
5. Airspeed - V2 at 35,000
NOTE
Do not retard failed engine power
lever until the auto-feather system has
completely stopped propeller rotation.
18-3

King Air 350i
ENGINE FAILURE DURING TAKEOFF

(AT OR BELOW V1) - TAKEOFF ABORTED
Clear of Runway
1.Complete After Landing
Checklist
Emergency or Malfunction at or
Below V1
1. Recognize reason for rejecting
takeoff
2. Power levers - Ground fine
3. Braking - Max or as required.
4. Maintain runway heading
Takeoff Roll
1. Observe torque
and ITT limits
In Position
1. Brakes - Hold
4. Autofeather annunciators on
5. Brakes - release
Before Takeoff
2. Takeoff briefing
completed

18-4

King Air 350i
STALL RECOVERY PROCEDURE

Evidence exists that some pilots are failing to avoid conditions that may lead to a stall, or failing to recognize the
insidious onset of an approach-to-stall during routine operations in both manual and automatic flight. Evidence
also exists that some pilots may not have the required skills or training to respond appropriately to an unexpected
stall or stick pusher event. Stall training should always emphasize reduction of Angle of Attack (AOA) as the most
important response when confronted with any stall event.
The stall recovery procedures were developed from Advisory Circular 120-109 utilizing the Stall Recovery
Template.
The instructor or evaluator will be responsible for the entry set up of the aircraft. Your training at FlyRight will
emphasize the proper recovery and not the entry set up. When possible the instructor will utilize a training scenario
for all stall recovery training.

18-5

King Air 350i
STALL RECOVERY - LANDING CONFIGURATION
At First Sign of Impending Stall:

1. Autopilot Disconnect
2. Nose down pitch control until stall
warning is eliminated.
3. Nose down pitch trim as required.
4. Roll wings level.
5. Power as required.
6. Return to the desired flightpath.
When Normal Flightpath

Established:
1. Power - Max allowable
2. Airspeed - Maintain
VREF (when clear of
obstacles, establish a
normal climb)
3. Flaps- At VREF + 10
KTS approach.
4. Positive climb - landing
gear up
5. VYSE - Flaps up
Horn or Buffet

18-6

King Air 350i
STALL RECOVERY - EN ROUTE CONFIGURATION


Established:
1. Set power - As required
2. Notify ATC
3. Return to assigned
altitude.
Horn or Buffet

18-7

King Air 350i
STALL RECOVERY - TAKEOFF CONFIGURATION


Established:
1. Set power - As required
2. Notify ATC
heading and/or course
altitude.
Horn or Buffet

18-8

King Air 350i
VISUAL APPROACH AND LANDING
Abeam Touchdown
Point
1. Gear - Down
2. Before Landing
Checklist - Complete
Downwind
1. Flaps - Approach
2. Airspeed - 160 KIAS
Arrival
1. Torque - Approx 30%
2. 160 KIAS (Typical)
3. Start Before Landing
Checklist
Initial
1. Obtain ATIS
2. Descent Checklist - Complete
Landing
1. Ground fine or
reverse
2. Brakes - As required
Base
1.Airspeed - 130
KIAS (min rec)
Final
When landing assured:
2. Flaps - Down
3. YAW DAMP - Off
4. Props - Full forward

18-9
Threshold
1. Gear - Recheck
down
2. Airspeed - VREF
3. Power - Idle

King Air 350i
FLAPS 0 APPROACH
Abeam Touchdown
Point
1. Gear - Down
2. Flaps Up Landing
Checklist Complete up to
landing assured
Downwind
1. Flaps - Up (inoperative)
2. Start Flaps Up Landing
Checklist
3. Compute flaps up
approach speed and
landing distance
4. Airspeed VREF + 20 KTS
Arrival
Initial
1. Obtain ATIS
2. Descent Checklist
- Complete
Landing
1. Ground fine or
reverse
Base
1.Airpeed - VREF + 20 KTS
Final
1. Airspeed - VREF + 20 KTS
When Landing Assured:
2. Transition to flaps up approach speed VREF + 20 KT
3. YAW DAMP - Off
4. Props - Confirm full forward

18-10
Threshold
1. Gear - Recheck
down
2. Airspeed - Flaps up
approach speedVREF +20 KT
3. Power - Idle

King Air 350i
SINGLE ENGINE VISUAL APPROACH AND LANDING
Downwind
1. Flaps - Approach
Abeam Touchdown
Point
1. Gear - Down
2. Prop - Full forward
Arrival
2. 160 KIAS
(Typical)
3. Start One-EngineInoperative Approach
and Landing Checklist
Initial
1. Obtain ATIS
2. Descent Checklist - Complete
Base
1. Airspeed VREF + 15KT
Final
1. Airspeed - VREF + 15KT
When it is certain there is no possibility of
go-around:
2. Flaps - Down
3. Airspeed - VREF
4. YAW DAMP - Off
5. One-Engine-Inoperative
Approach and Landing Checklist - Complete

Landing
1. Ground fine or
reverse
Threshold
1. Gear - Recheck
down
2. Airspeed - VREF
3. Power-Idle
18-11
WARNING
Do not use reverse thrust with one engine
inoperative. Care must be exercised
when using single-engine ground fine on
surfaces with reduced traction.

King Air 350i
ILS APPROACH
Initial
1.Obtain ATIS
2. Brief approach and
missed approach
3. FMS/NAV aids - Set
up/identify
4. Descent Checklist Complete
Approach
Inbound
1.Flaps - Approach
2. Airspeed 130 KIAS
3. Reset altitude
preselect to
M.A.P. Altitude
Approaching Glide
Slope
1. Gear - Down
2. Props - Full Forward
3.Complete Before
Landing Checklist
Glide Slope Intercept
1.Torque - 20% - 30%
2. 130 KIAS
(VYSE MIN)
Arrival
1. Torque - 30%
3. FD - As desired
Checklist
DH-Visual and Landing

Assured
1. Flaps - Down
2. Transition to VREF
3. YAW DAMP - Off
Threshold
1. Gear - Recheck down
2. Airspeed - VREF
3. Power - Idle
Landing
1. Ground fine or reverse

18-12

King Air 350i
NON-PRECISION APPROACH
Procedure Turn Outbound

1. Start timing
2. Flaps - approach
Initial
1. Obtain ATIS
missed approach
3. FMS/NAV aids Setup/Ident
4. Descent Checklist complete
Arrival
1.Torque - 30%
2.Airspeed - 160 KIAS (typical)
3. FD - as desired
4. Start Before Landing Checklist
Procedure Turn Inbound

1. FD - As desired
2. Reset altitude preselect
Station Passage
1. Start timing
2. Set altitude
preselect
Intercept Final
Approach
1. Course inbound
Approach Inbound
to approach minimums
2. Gear - down
3. Props - full forward
Final Approach Fix
1. Start timing
2. Gear - Confirm down
3. Torque - approx. 15%
4. Complete Before
Landing Checklist
Landing
1. Ground fine or
reverse

Threshold
1. Gear - recheck down
2. Airspeed - VREF
3. Power - Idle
Map-Landing Assured
1. Flaps down
3. YAW DAMP - off
4. Props - Confirm full
forward
18-13
Minimum Descent Altitude

(MDA)
1. Level off at MDA, at least 1 mile
prior to map, if possible
2. Torque - 40%

King Air 350i
CIRCLING APPROACH - BASIC

(MDA)
1. Level off at MDA at least
1 mile prior to MAP, if possible
2. Torque - 40%
3. 130 KIAS
4. Maneuver within visibility
criteria
5. Maintain MDA
Final
1. 130 KIAS
Arrival
1. Plan circling
maneuver
2. Follow normal
approach
procedures to
MDA
Threshold
1. Gear - Recheck
down
2. Airspeed - VREF
3. Power-idle
When landing assured:

2. Flaps - down
4. YAW DAMP - off
5. Props - Full forward
Map and During Circling

Maneuver
1. Determine that visual
contact with the runway
can be maintained and
a normal landing can
be made from a circling
approach, or initiate a
missed approach
2. Maintain MDA during
circling maneuver
Base
1. Commence
descent from a
point where a
normal landing
can be made

18-14

King Air 350i
BALKED LANDING
Balked Landing
1. Power - Max allowable
2. Airspeed - Maintain VREF
when clear of obstacles,
establish normal climb.

18-15
Balked Landing
3. Flaps - At VREF + 10 KTSapproach
4. Positive Climb - Gear up
5. At VYSE - Flaps up

King Air 350i
EMERGENCY DESCENT
Emergency Descent
1. Power - Idle
2. Props - Full Forward
3. Flaps (202 KTS max) Approach
4. Gear (184 KTS max) - Down
4. Airspeed - 184 KTS Max

18-16

King Air 350i
SINGLE ENGINE ILS APPROACH
Initial
1.Obtain ATIS
missed approach
3. FMS/NAV aids - Set
up/ident
4. Descent Checklist Complete
Arrival
1. Torque - 30%
3. FD - As desired
Checklist
Approach
Inbound
1.Flaps - Approach
2. Airspeed VREF + 15 KTS
3. Reset altitude
preselect to
M.A.P. Altitude
Approaching Glide
Slope
1. Gear - Down
2. Props - Full
Forward
3.Complete One
EngineInoperative
Approach and
Landing Checklist
Glide Slope Intercept
1.Torque - 20% - 30%
2. VREF + 15 KTS
DH-Visual and
Landing Assured
1. Flaps - Down
3. YAW DAMP - Off
Threshold
1. Gear - Recheck down
2. Airspeed - VREF
3. Power - idle
Landing
1. Ground fine or reverse

18-17

King Air 350i
SINGLE ENGINE NON-PRECISION

APPROACH
Procedure Turn Outbound

1. Start timing
2. Flaps - approach
Initial
1. Obtain ATIS
missed approach
3. FMS/NAV aids Setup/Ident
4. Descent Checklist complete
Arrival
1.Torque - 30%
2. Airspeed - 160 KIAS (typical)
3. FD - as desired
4. Start One Engine-Inoperative
Approach and Landing Checklist
Procedure Turn Inbound

1. FD - As desired
Station Passage
1. Start timing
2. Set altitude
preselect
Intercept Final
Approach
1. Course inbound
Approach Inbound
to approach minimums
2. Gear - down
3. Props - full forward
Final Approach Fix
1. Start timing
2. Gear - Confirm down
3. Torque - approx. 15%
4. Complete One EngineInoperative Approach and
Landing Checklist
Landing
1. Ground fine or
reverse
2. Brakes - As
Necessary

Threshold
1. Gear - recheck down
2. Airspeed - VREF
3. Power - Idle
Map-Landing Assured
1. Flaps down
3. YAW DAMP - off
4. Props-Confirm full forward
18-18

(MDA)
1. Level off at MDA, at least 1 mile
prior to map, if possible
2. Torque - 40%

King Air 350i
STEEP TURNS
Bank-Smoothly Roll to 45
1. Altitude - Maintain
2. Torque - Increase 5%
3. Trim - As desired
4. Pitch - Increase to approx. 3
Lead roll-out to Assigned Headings

by Approximately 15
1. Wings - Smooth roll level
2. Torque - Decrease 5%
3. Trim - As required
4. Pitch - As required
Clean Configuration
Airpseed - 180 KIAS
Torque - 40%
Altitude - Level
1. Altitude - Maintain
2. Speed - Maintain
3. Attitude - Maintain
This maneuver may be used for a 180

or 360 turn, and may be followed by a
reversal.
The PM may assist as directed by the PF
Tolerances:

Speed 10 KIAS

Altitude 100 FT

Bank 5

Heading 10

18-19

King Air 350i
MANEUVERS
PRACTICE DEMONSTRATION OF VMCA
VMCA demonstration may be required for multi-engine pilot certification. The following procedure shall be used at
a safe altitude of at least 5,000 feet above the ground in clear air only.
WARNING
IN-FLIGHT ENGINE CUTS BELOW VSSE Airspeed OF 104 KNOTS ARE
PROHIBITED.
1.
2.
3.
4.
5.
6.
7.
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 104 KIAS (VSSE)
Propeller Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High RPM
Torque Lever (Simulated Inoperative Engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle
Torque Lever (other engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Allowable
Airspeed. . . . . . Reduce approximately 1 knot per second until either VMCA or stall warning is obtained.
CAUTION
Use rudder to maintain directional control (heading) and aileron to maintain
5 bank towards the operative engine (lateral attitude). At the first sign of
either VMCA or stall warning (which may be evidenced by - inability to maintain
heading or lateral attitude, aerodynamic stall buffet, or stall warning horn
sound) immediately initiate recovery.
RECOVERY
1. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduce to idle on the operative engine.
2. Immediately lower the nose to regain VSSE

18-20

King Air 350i
WINDSHEAR RECOVERY PROCEDURE

The best procedure for windshear recovery is to never get into it in the first place. Recognition and avoidance of
situations where whindshear may be encountered is your best line of defense. With that as an industry standard
philosophy it is recognized that there can be unexpected encounters with windshear that must be mitigated.
Recognition of windshear in a timely manner is crucial to aircraft safety. Indications of the presence of windshear
include

I AS variations of more than 15 knots

Ground speed variations or wind shift
Glideslope deviation of 1 dot or more
Pitch excursions of 5 degrees or more
Heading variations of 10 degrees or more
Unusual power lever position
If windshear is encountered on takeoff and there is sufficient runway remaining to stop, the takeoff should be
rejected. If windshear is encountered at or above V1 or on approach:

otate to the go around attitude

R
Level the wings if terrain or obstacle clearance are not a factor
Apply maximum power
Closely monitor airspeed and altitude (allowing airspeed to decay to stall warning if necessary)
Respect the stall warning
Do not change configuration
When out of the windshear retract gear and flaps on schedule establish a normal climb and advise ATC.
CONTROLLED FLIGHT INTO TERRAIN (CFIT) RECOVERY PRODEDURE

When a CFIT warning is activated the CFIT escape maneuver must be executed immediately:

Rotate to the go around attitude

Apply maximum power
Wings level
Monitor pitch allowing airspeed to decay to stall warning
Respect the stall warning
Do not change configuration

18-21

King Air 350i
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18-22

King Air 350i Maneuvers Procedures

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Pilot Training Manual

King Air 350i

MANEUVERS AND PROCEDURES

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

ENGINE FAILURE DURING TAKEOFF

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

ENGINE FAILURE DURING TAKEOFF

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

STALL RECOVERY PROCEDURE

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

STALL RECOVERY - LANDING CONFIGURATION

At First Sign of Impending Stall:

When Normal Flightpath

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

STALL RECOVERY - EN ROUTE CONFIGURATION

At First Sign of Impending Stall:

When Normal Flightpath

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

STALL RECOVERY - TAKEOFF CONFIGURATION

At First Sign of Impending Stall:

When Normal Flightpath

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

VISUAL APPROACH AND LANDING

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

SINGLE ENGINE VISUAL APPROACH AND LANDING

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

DH-Visual and Landing

For Training Purposes Only

AS-18 Maneuvers and Procedures

Pilot Training Manual

Procedure Turn Outbound

Procedure Turn Inbound

For Training Purposes Only

Minimum Descent Altitude

AS-18 Maneuvers and Procedures

Pilot Training Manual

CIRCLING APPROACH - BASIC

Minimum Descent Altitude

When landing assured:

Map and During Circling