Land a King Air 350 in a flight simulator with correct VREF, flap and gear setup, flare, reverse thrust, crosswind control and go-around fixes.
To land a Beechcraft King Air 350 in a flight simulator, stabilise by 1,000 ft AGL, lower the gear, select landing flap, fly the model’s calculated VREF plus any required wind correction, cross the threshold on speed, reduce power smoothly, flare slightly, touch down on the main wheels, then use beta/reverse and brakes as required.
For Aviation & Real-World Flying practice, treat the simulated King Air as a high-performance twin turboprop, not a light piston single. It carries energy, power changes are not instantaneous, and it needs only a restrained flare. The 350, 350i and third-party versions differ, so the supplied checklist and performance data take precedence over generic figures.
What landing speed should I use for a King Air 350?
Use the VREF calculated for the aircraft’s landing weight and selected flap setting. Do not use groundspeed, and do not assume one indicated airspeed suits every loading, weather condition or King Air add-on.
With normal landing flap, many simulated King Air 350 loads produce a short-final speed in roughly the 100–110 KIAS region. Treat that only as a reasonableness check: a light aircraft may need less, while a heavy aircraft, reduced-flap landing or abnormal condition may require more.
- Normal landing: Fly the published VREF for the weight and flap setting.
- Gusty wind: Apply the correction specified by the model’s manual or checklist. Excess speed commonly causes a long float.
- Reduced flap: Expect a higher approach speed and more runway use.
- Icing or system abnormalities: Use the aircraft-specific minimum speeds and procedures rather than the normal VREF.
King Air 350 landing procedure
A good King Air landing is set up before short final. Aim to be stable by 1,000 ft AGL on an instrument approach, or no later than about 500 ft AGL in a visual circuit.
- Check runway and performance. Confirm that runway length suits the weight, wind, elevation, slope and surface condition. Do not depend on reverse thrust to rescue an unsuitable runway.
- Reduce speed early. Avoid arriving at the final approach fix or base turn with excess energy. Turboprop power takes time to settle, so make measured changes rather than repeatedly moving the power levers.
- Configure in stages. Select gear down and verify the green indications, then use Approach and Down landing flap within the limits shown by the specific model. Trim after each configuration change.
- Set the landing controls. Put the propeller and condition levers in the positions required by the checklist; many King Air procedures call for the high-RPM propeller setting and High Idle for landing. Disconnect the autopilot and yaw damper as directed by the simulated aircraft.
- Control final with pitch and power. Use pitch to hold the target airspeed and power to control the flight path. Keep the aiming point steady in the windscreen and avoid carrying unnecessary power across the threshold.
- Make a shallow flare. Look towards the far end, reduce power progressively and raise the nose only enough to arrest the descent. Trying to hold the King Air off like a trainer usually produces a float or balloon.
- Touch down on the mains. Keep the wings level, maintain the centreline with rudder and let the nosewheel settle without forcing it down.
- Enter the ground range. Once firmly on the runway, select ground fine/beta or reverse symmetrically as required. Reduce reverse as speed falls, then use wheel braking and into-wind aileron while maintaining directional control.
Microsoft Flight Simulator pilots who need more detail on the visual picture and control sequence can use our MSFS approach, flare and braking walkthrough.
Common King Air landing problems
Most poor King Air landings come from excess speed, abrupt power reduction or incorrect power-lever mapping. The aeroplane should not need to be forced onto the runway.
| Symptom | Likely cause | Correction |
|---|---|---|
| Long float | Too fast, excess power or a large flare | Recalculate VREF, stabilise earlier and use a smaller pitch change |
| Hard touchdown | Power closed too early or excessive sink rate | Retain enough power to control the descent, then reduce it progressively |
| Bounce or porpoise | Forced touchdown or over-rotation | Hold a steady attitude after a minor bounce; go around after a severe or repeated bounce |
| Veer under reverse | Unequal reverse, poor rudder input or a slippery runway | Return towards ground idle, regain direction and use symmetrical braking |
| Beta or reverse will not engage | Power axis does not reach idle, or the reverse range is mapped incorrectly | Check both lever axes and idle detents before the next approach |
If touchdown timing remains inconsistent, our practice routine for smoother simulator landings concentrates on speed control, sight picture and restrained flare inputs.
When should I use reverse thrust?
Select ground fine/beta or reverse only after touchdown and once the aircraft is firmly on the runway. Reverse is useful on short or contaminated runways, but it is optional when normal braking provides ample stopping distance.
Never move the King Air’s power levers into the ground range while airborne. Apply reverse evenly, watch for yaw and bring the levers out of reverse as speed decreases. On a slippery runway or in a strong crosswind, less reverse may provide better directional control than maximum reverse.
Crosswind correction
Hold the crab on final, align the nose with rudder during the flare and use into-wind aileron to stop drift. Keep adding aileron as the aircraft slows; if reverse starts pulling the aircraft away from the centreline, reduce it. Our detailed crab, de-crab and runway-alignment method covers the technique without repeating it here.
Can the King Air 350 autoland?
The King Air 350 should not be treated as having an airliner-style autoland in common flight-simulator models. Its autopilot may capture and follow an ILS localiser and glideslope, but approach coupling is not the same as automatic flare, touchdown and rollout.
Disconnect early enough to stabilise manually and follow any minimum autopilot-use height published by the specific add-on. A third-party model may implement different avionics, so its manual remains authoritative.
When should I go around?
Go around when the King Air is not stable, aligned and under control by the chosen stabilisation gate, or whenever a safe touchdown within the available runway is doubtful. A go-around is also the correct response to a severe bounce, runway incursion or late configuration problem.
- Apply power smoothly. Set the model’s go-around or take-off power while controlling yaw and pitch.
- Establish a climb. Arrest the descent, select the appropriate climb attitude and retrim as required.
- Retract in sequence. Follow the aircraft checklist, normally moving towards Approach flap, confirming a positive climb and then raising the gear.
- Clean up on schedule. Retract the remaining flap only after reaching the specified speed and continue with the published missed-approach or circuit procedure.