King Air 350i Maneuvers Procedures

PILOT TRAINING MANUAL
KING AIR 350I
MANEUVERS AND PROCEDURES
Fupon actual conditions (i.e. aircraft weight, pressure altitude, icing conditions, and temperature). Airspeeds
light Proles are designed as a guideline. Power settings are recommended and subject to change based
may be adjusted depending upon ATC

ATC specic instructions, trafc ows, high density airports, and other factors.
The following ight proles work for FlyRight’s simulator and are offered only as a guideline.
In addition to maintenance inspections and preight information required by FAR Part 91, a complete, careful
preight inspection is imperative.
Each airplane has a checklist for the preight inspection which must be followed. USE THE CHECKLIST.
CHECKLIST.
Pilots should refer to AFM/POH section 10, Safety Information, for detailed safety guidelines.
For Training Purposes Only

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

KING AIR 350I
NORMAL TAKEOFF
Cruise
1. Accelerate to cruise speed
Area Dep art ur e/Clim b 2. Set cruise speed power
Profle 3. Complete cruise checklist
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’
Climb-out
1. Accelerate to airspeed - 170 KIAS
2. Climb Checklist complete

VYSE or Above
1. Flaps - up
2. YAW DAMP - on
3. Climb power - set
Takeoff
1. Rotate at VR to
Approx. 10° nose
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 In Position

1. Observe Torque 1. Brakes - Hold
and ITT limits 2. Set static takeoff power
3. Props - 1,700 RPM
4. Autofeather
annunciators on
5. Brakes - release
Before Takeoff
1. Checklist completed
2. Takeoff brieng
completed
3. Conrm V1, VR, and V2

Procedures
Revision: 1 - July 31, 2013

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
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
1. Rotate at VR to Approx. 10° nose up
2. Establish positive rate of climb
Takeoff Roll 3. Landing gear - up
1. Observe torque 4. Landing/taxi lights - off
and ITT limits 5. Airspeed - V2 at 35,000’
In Position
1. Brakes - Hold
Before Takeoff 2. Set static takeoff power
1. Checklist completed 3. Props - 1,700 RPM
NOTE
2. Takeoff brieng 4. Autofeather
Do not retard failed engine power
completed annunciators
5. Brakes on
- release lever until the auto-feather system has
3. Conrm V1, VR, and V2 completely stopped propeller rotation.
For Training Purposes Only 18-3 AS-18 Maneuvers and Procedures

Procedures

KING AIR 350I
ENGINE FAILURE DURING TAKEOFF

(AT OR BELOW V1) - TAKEOFF ABORTED
Clear of Runway
1.Complete After Landing
Checklist
Emergency or Malfuncti
Malfuncti on at or
Below V1
1. Recognize reason for rejecting
takeoff
2. Power levers - Ground ne
3. Braking - Max or as required.
4. Maintain runway heading
Takeoff Roll
1. Observe torque In Position
and ITT limits 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 brieng
completed
3. Conrm V1, VR, and V2

Procedures

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 ight. 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.

Procedures

KING AIR 350I
STALL RECOVERY - LANDING CONFIGURATION
When Normal Flightpath

Established:
1. Power - Max allowable
At Fi rs t Sig n of Impen di ng Stall :
2. Airspeed - Maintain
1. Autopilot Disconnect
VREF (when clear of
2. Nose down pitch control until stall
obstacles, establish a
warning is eliminated.
normal climb)
3. Nose down pitch trim as required.
3. Flaps- At VREF + 10
4. Roll wings level.
KTS approach.
5. Power as required.
4. Positive climb - landing
6. Return to the desired ightpath.
gear up
5. VYSE - Flaps up
Horn or Buffet

Procedures

KING AIR 350I
STALL RECOVERY - EN ROUTE CONFIGURATION
At Fi rs t Sig n o f Imp endi ng St all :

3. Nose down pitch trim as required. When Normal Flightpath
4. Roll wings level. Established:
5. Power as required. 1. Set power - As required
6. Return to the desired ightpath. 2. Notify ATC
3. Return to assigned
altitude.
Horn or Buffet

Procedures

KING AIR 350I
STALL RECOVERY - TAKEOFF CONFIGURATION
At Fi rs t Sig n of Impen di ng Stall :

When Normal Flightpath
3. Nose down pitch trim as required.
Established:
4. Roll wings level.
1. Set power - As required
5. Power as required.
2. Notify ATC
6. Return to the desired ightpath.
heading and/or course
altitude.
Horn or Buffet

Procedures

KING AIR 350I
VISUAL APPROACH AND LANDING
Arr iv al
1. Torque - Approx 30% Initial
2. 160 KIAS (Typical) 1. Obtain ATIS
3. Start Before Landing 2. Descent Checklist - Complete
Downwind Checklist
1. Flaps - Approach
2. Airspeed - 160 KIAS
Abeam Touch do wn
Point
1. Gear - Down
2. Before Landing
Checklist - Complete
Landing
1. Ground ne or
reverse
2. Brakes - As required
Base
1.Airspeed - 130
KIAS (min rec)
Final Threshold
1. Airspeed - 130 KIAS 1. Gear - Recheck
down
When landing assured: 2. Airspeed - VREF
2. Flaps - Down 3. Power -
- Idle
3. YAW DAMP - Off

4. Props - Full forward

Procedures

KING AIR 350I
FLAPS 0° APPROACH
Ar ri val Initial

Downwind 1. Torque - Approx 30% 1. Obtain ATIS
1. Flaps - Up (inoperative) 2. 160 KIAS (Typical) 2. Descent Checklist
2. Start Flaps Up Landing - Complete
Checklist
3. Compute aps up
Ab eam Touc hd own
approach speed and
Point landing distance
1. Gear - Down
4. Airspeed -
2. Flaps Up Landing VREF + 20 KTS
Checklist -
Complete up to
landing assured
Landing
1. Ground ne or
reverse
Base
1.Airpeed - VREF + 20 KTS
Final Threshold
1. Airspeed - VREF + 20 KTS 1. Gear - Recheck
down
When Landing Assured: 2. Airspeed - Flaps up
2. Transition to aps up approach speed - approach speed-
VREF + 20 KT VREF +20 KT
-
3. YAW DAMP - Off 3. Power Idle
4. Props - Conrm full forward

Procedures

KING AIR 350I
SINGLE ENGINE VISUAL APPROACH

APPROACH AND LANDING
Arr iv al
1. Torque - Approx 80% Initial
2. 160 KIAS 1. Obtain ATIS
Downwind (Typical) 2. Descent Checklist - Complete
1. Flaps - Approach 3. Start One-Engine-
2. Airspeed - 140 KIAS Inoperative Approach
Abeam Touch do wn and Landing Checklist
Point
1. Gear - Down
2. Prop - Full forward
Base
1. Airspeed -
VREF + 15KT
Landing
1. Ground ne or
Final reverse
1. Airspeed - VREF + 15KT 2. Brakes - As required
When
Whe n it is certa
certain
in there is no possibility of
Threshold
go-around:
1. Gear - Recheck
2. Flaps - Down
down WARNING
3. Airspeed - VREF
2. Airspeed - VREF Do not use reverse thrust with one engine
4. YAW DAMP - Off inoperative. Care must be exercised
3. Power-Idle
5. Approach
One-Engine-Inoperative
One-Engine-InoperativeChecklist - Complete
and Landing Complete when using single-engine ground fne on
surfaces with reduced traction.

Procedures

KING AIR 350I
ILS APPROACH
Initial
1.Obtain ATIS
2. Brief approach and
missed approach Ap pr oach
Inbound
3. FMS/NAV aids - Set
1.Flaps - Approach
up/identify
2. Airspeed -
4. Descent Checklist -
130 KIAS Ap pr oach in g Gli de
Complete
3. Reset altitude Slope
preselect to 1. Gear - Down
M.A.P.. Altitude
M.A.P Altitu de
2. Props - Full
3.Complete Forward
Before
Landing Checklist
Glide Slope Intercept

1.Torque - 20% - 30%
2. 130 KIAS
Arr iv al
(VYSE MIN)
1. Torque - 30%
2. 160 KIAS (Typical)
3. FD - As desired DH-Visual
DH- Visual and Landin g
4. Start Before Landing Ass ur ed
Checklist 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 ne or reverse

Procedures

KING AIR 350I
NON-PRECISION APPROACH
Procedure Turn
Turn Inbou nd
1. FD - As desired
2. Reset altitude preselect
Procedure T Turn
urn Outbou nd
1. Start timing
2. Flaps - approach
Station Passage
1. Start timing
Initial Arr iv al 2. Set altitude
1. Obtain ATIS 1.Torque - 30% preselect
2. Brief approach and 2.Airspeed - 160 KIAS (typical)
missed approach 3. FD - as desired
3. FMS/NAV aids - 4. Start Before Landing Checklist Intercept Final
Setup/Ident Ap pr oac h
4. Descent Checklist - 1. Course inbound
complete
Ap pr oach Inbo un d
to approach minimums
2. Gear - down
3. Props - full forward
Final Approach Fix

1. Start timing
2. Gear - Conrm down
3. Torque - approx. 15%
4. Complete Before
Landing Checklist
Minimum Descent Altitude

Map-Landing As sured
Map-Landing (MDA)
Threshold 1. Flaps down 1. Level off at MDA, at least 1 mile
Landing 1. Gear - recheck down 2. Transition to VREF prior to map, if possible
1. Ground ne or 2. Airspeed - VREF 3. YAW DAMP - off 2. Torque - 40%
reverse 3. Power - Idle 4. Props - Conrm full 3. Airspeed - 130 KIAS
2. Brakes - As required forward

Procedures

KING AIR 350I
CIRCLING APPROACH - BASIC
Ar ri val
1. Plan circling
Minimum Descent Altitude maneuver
(MDA)
2. Follow normal
1. Level off at MDA at least
1 mile prior to MAP, if possible approach
procedures to
2. Torque - 40% MDA
3. 130 KIAS
4. Maneuver within visibility
criteria
5. Maintain MDA
Threshold
1. Gear - Recheck
down
Final 2. Airspeed - VREF
1. 130 KIAS 3. Power-idle
When landing assured:

2. Flaps - down
4. YAW DAMP - off
5. Props - Full forward
Map and
and During Circl ing
Maneuver
1. Determine that visual
contact with the runway
can be maintained and
a normal landing can
Base be made from a circling
1. Commence approach, or initiate a
descent from a missed approach
point where a 2. Maintain MDA during
normal landing circling maneuver
can be made

Procedures

KING AIR 350I
BALKED LANDING
Balked Landing
1. Power - Max allowable
2. Airspeed - Maintain VREF
when clear of obstacles, Balked Landing
establish normal climb. 3. Flaps - At VREF + 10 KTS-
approach
4. Positive Climb - Gear up
5. At VYSE - Flaps up

Procedures

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

Procedures

KING AIR 350I
SINGLE ENGINE ILS APPROACH
Initial
1.Obtain ATIS
missed approach App ro ach App ro ach in g Gl id e
Inbound Slope
3. FMS/NAV aids - Set
1.Flaps - Approach 1. Gear - Down
up/ident
2. Airspeed - 2. Props - Full
4. Descent Checklist -
VREF + 15 KTS
Complete Forward
3. Reset altitude 3.Complete One
preselect to Engine-
M.A.P.. Altitude
M.A.P Altitu de
Inoperativeand
Approach
Landing Checklist
Glide Slope Intercept

1.Torque - 20% - 30%
2. VREF + 15 KTS
Ar ri val
1. Torque - 30%
DH-Visual and
2. 140 KIAS (Typical)
Landing Assured
3. FD - As desired
1. Flaps - Down
4. Start Before Landing
Checklist
3. YAW DAMP - Off
Threshold
1. Gear - Recheck down
2. Airspeed - VREF
3. Power - idle
Landing
1. Ground ne or reverse

Procedures

KING AIR 350I
SINGLE ENGINE NON-PRECISION

APPROACH
Procedure Turn
Turn Inbou nd
1. FD - As desired
Procedure Turn
Turn Outbo und
1. Start timing
2. Flaps - approach

Initial
Station Passage
1. Obtain ATIS
1. Start timing
Ar ri val 2. Set altitude
missed approach
1.Torque - 30% preselect
3. FMS/NAV aids -
Setup/Ident 2. Airspeed - 160 KIAS (typical)
4. Descent Checklist - 3. FD - as desired
4. Start One Engine-Inoperative Intercept Final
complete Ap pr oach
Approach and Landing Checklist
1. Course inbound
App ro ach In bo un d
to approach minimums
2. Gear - down
3. Props - full forward
Final Approach Fix

1. Start timing
2. Gear - Conrm down
3. Torque - approx. 15%
4. Complete One Engine-
Inoperative Approach and
Landing Checklist
Minimum Descent Altitude

Map-Landing Assured
Map-Landing (MDA)
Threshold 1. Flaps down 1. Level off at MDA, at least 1 mile
Landing 1. Gear - recheck down 2. Transition to VREF prior to map, if possible
1. Ground ne or 2. Airspeed - VREF 3. YAW DAMP - off 2. Torque - 40%
reverse 3. Power - Idle 4. Props-Conrm full forward 3. Airspeed - 130 KIAS
2. Brakes - As
Necessary

Procedures

KING AIR 350I
STEEP TURNS
Bank-Smoothly Roll to 45° 45°

1. Altitude - Maintain
2. Torque - Increase 5%
3. Trim - As desired
4. Pitch - Increase to approx. 3°
5. Airspeed - Maintain Lead roll-out to Assigned Headings
Headings
2 by Approximately 15°
15°
1. Wings - Smooth roll level
2. Torque - Decrease 5%
1
3. Trim - As required
4. Pitch - As required
Clean Confguration 5. Airspeed - Maintain
Airpseed - 180 KIAS
KIAS 4
Torque - 40%
Altitude - Level
1. Altitude - Maintain
2. Speed - Maintain
3. Attitude - Maintain
This maneuver may be used for a 180180°

or 360°
360° turn, and may be follo wed by a
reversal.
The PM may assist as directed by the PF
Tolerances:
• Speed ± 10 KIAS
• Altitude ± 100 FT
• Bank ± 5°
• Heading ± 10°

Procedures

KING AIR 350I
MANEUVERS
PRACTICE DEMONSTRATION OF VMCA
VMCA demonstration may be required for multi-engine pilot certication. The following

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. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
La Up
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
Up
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Above 104 KIAS (VSSE)
4. Propeller Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hi
H igh RPM
5. Torque Lever (Simulated Inoperative Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle
6. Torque Lever (other engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Allowable
7. Airspe
Airspeed
ed . . . . . Red
Reduce
uce app
approx
roxima
imateltelyy 1 kno
knott per sec second
ond untuntilil eit
either
her 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..
RECOVERY
1. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Re
R educe to idle on the operative engine.
2. Immediately lower the nose to regain VSSE

Procedures

KING AIR 350I
WINDSHEAR RECOVERY PROCEDURE

The best procedure for windshear
windshear recovery is to never get into itit in the rst place. Recognition and avoidance of
situations where whindshear
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
include - of windshear in a timely manner is crucial
crucial to aircraft safety.
safety. Indications of the presence of windshear
• IAS 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 sufcient runway remaining to stop, the takeoff should be
rejected. If windshear is encountered
encountered at or above V1 or on approach:
• Rotate to the go around attitude

• Level the wings if terrain or obstacle clearance are not a factor
• Apply maximum power
power
• Closely monitor airspeed and altitude (allowing airspeed to decay to stall warning if necessary)
• Respect the stall warning
• Do not change conguration
When out of the windshear retract gear and aps on schedule establish a normal climb and advise ATC.
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
power
• Wings level
• Monitor pitch allowing airspeed to decay to stall warning
• Respect the stall warning
• Do not change conguration

Procedures

KING AIR 350I
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Procedures

King Air 350i Maneuvers Procedures

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MANEUVERS AND PROCEDURES

may be adjusted depending upon ATC

For Training Purposes Only

2. Climb Checklist complete

Takeoff Roll In Position

For Training Purposes Only

ENGINE FAILURE DURING TAKEOFF

400’ AGL (Clear of Obstacles)

For Training Purposes Only 18-3 AS-18 Maneuvers and Procedures

ENGINE FAILURE DURING TAKEOFF

For Training Purposes Only

STALL RECOVERY PROCEDURE

For Training Purposes Only

STALL RECOVERY - LANDING CONFIGURATION

When Normal Flightpath

For Training Purposes Only

STALL RECOVERY - EN ROUTE CONFIGURATION

At Fi rs t Sig n o f Imp endi ng St all :

For Training Purposes Only

STALL RECOVERY - TAKEOFF CONFIGURATION

At Fi rs t Sig n of Impen di ng Stall :

For Training Purposes Only

VISUAL APPROACH AND LANDING

3. YAW DAMP - Off

For Training Purposes Only

Ar ri val Initial

For Training Purposes Only

SINGLE ENGINE VISUAL APPROACH

For Training Purposes Only

Glide Slope Intercept

For Training Purposes Only

Final Approach Fix

Minimum Descent Altitude

For Training Purposes Only

CIRCLING APPROACH - BASIC

When landing assured:

For Training Purposes Only

For Training Purposes Only

For Training Purposes Only

SINGLE ENGINE ILS APPROACH

Glide Slope Intercept

For Training Purposes Only

SINGLE ENGINE NON-PRECISION

3. Airspeed - 130 KIAS

Final Approach Fix

Minimum Descent Altitude

For Training Purposes Only

Bank-Smoothly Roll to 45° 45°

This maneuver may be used for a 180180°

The PM may assist as directed by the PF

For Training Purposes Only

PRACTICE DEMONSTRATION OF VMCA

VMCA demonstration may be required for multi-engine pilot certication. The following

For Training Purposes Only

WINDSHEAR RECOVERY PROCEDURE

• IAS variations of more than 15 knots

• Rotate to the go around attitude

CONTROLLED FLIGHT INTO TERRAIN (CFIT) RECOVERY PRODEDURE

• Rotate to the go around attitude

For Training Purposes Only

This page intentionally left blank.

For Training Purposes Only