The King Air 350i is the flagship of the King Air family — turboprop twin that bridges the gap between cabin-class GA and entry-level bizjet. It's heavier than smaller King Airs, which makes it more stable in the flare but less forgiving of late corrections. The Garmin G1000 NXi panel is one of the cleanest in MSFS payware.
Landing technique
- Approach at 120 KIAS short final, slowing to 110 over the threshold at typical weights.
- Flare around 20–30 ft AGL. The 350i wants to settle when you pull torque; don't over-flare.
- Reverse pitch (beta) on both engines after landing — symmetric, predictable.
- Land mains first; the trailing-link gear is forgiving but the airframe rewards a smooth touchdown.
- Use rudder during rollout — the long fuselage weathervanes more than smaller King Airs.
Common mistakes
- Failing to use beta thrust effectively — it's the King Air's main stopping mechanism on short runways.
- Mis-trim on final causing big pitch inputs in the flare.
- Carrying too much speed and floating — the 350i has plenty of energy at Vref already.
Aircraft data
- Manufacturer
- Beechcraft
- Model
- King Air
- Variant
- 350i
- FAA approach category
- B
- MTOW
- 6804 kg (15000 lbs)
- Vref reference
- 104 kt
- MSFS source
- Default Std
- FLARE matches
- Beechcraft King Air 350i · King Air 350i · King Air350i
Related reading
- → How FLARE grades a landing — the composite formula behind every score
- → What "stabilized approach" actually means — the 1000-ft gate, four criteria, technique
- → Twin-Engine Turboprop scoring thresholds — per-category curves applied to this airframe
- → Full scoring methodology reference — complete breakdown in the help docs