Development milestones
First flight: May 15, 1963 (Model 87) January 24, 1964 (Model 65-90)
Developed from: Beechcraft Queen Air
機体ライブラリBeechcraft King Air family
Acroterion · CC BY-SA 4.0 · Beechcraft King Air 350 N614CW FDK MD1.Beechcraft King Air family
Mechanical yoke controls and pitch-trim relief, with separate twin-propeller, gear and flap cues.
TurbopropB350プロファイル候補：13
機体を知る
Beechcraft's King Air range grew from the 90-series aircraft into a broad family of pressurised utility and business transports. The later 200 and 300 series were originally marketed as Super King Airs. Their T-tails provide a quick visual distinction from the smaller 90-series lineage.
The C90 and 350 aircraft gathered here differ in airframe, engines and systems. They also span conventional instrumentation and modern avionics. The named variants identify the airframe and equipment described in each source.
Beechcraft King Air 350i
- Powerplant
- 2× P&W PT6A-60A, 1,050 shp each↗
- Seats
- Up to 11↗
- Max takeoff weight
- 15,000 lb (6,804 kg)↗
- Wingspan
- 57 ft 11 in (17.65 m)↗
- Length
- 46 ft 8 in (14.22 m)↗
- Max operating (Vmo)
- 263 KIAS↗
- Stall, landing config (Vs0)
- ≈81 KCAS↗
- Max cruise
- 312 KTAS↗
- Service ceiling
- 35,000 ft↗
- Range
- 1,806 nm↗
- Usable fuel
- 539 US gal↗
- Pressurization
- 6.6 psi differential↗
The 350 feels lighter at the controls than the 300
Aarons reports an evaluation of N120SK during the Super King Air 350's late certification programme. One of the two evaluation pilots already knew the Model 300, making the comparison especially revealing: that pilot initially overcontrolled in pitch because the new aircraft required less effort. The crew subsequently liked the balance between pitch and roll forces, its climb attitude and the view from the cockpit. Across six takeoffs, they did not encounter power surging that needed manual correction.
The report also describes slow flight and asymmetric airwork. The crew found useful aileron response through the stall exercises and liked the aircraft's engine-out handling. Their observations of longitudinal and lateral stability are tied to the test loading and configuration described in the article. Reduced control effort was a prominent difference from the earlier model he knew.
Taking a factory-new 350 across the Atlantic
Horne accompanied Peter Herr on a delivery flight carrying a new King Air 350 from the United States to its European customer. From the cockpit, the high seating position, broad wing and substantial feel made an immediate impression. The journey then supplied a more demanding test of the aircraft's usefulness: the Goose Bay–Reykjavik leg lasted nearly five hours, with headwinds reaching 75 knots near Greenland and the predicted fuel reserve becoming an uncomfortable focus of attention.
They arrived with more fuel than the most worrying prediction had suggested, but the destination provided another challenge. Strong, gusty wind at Reykjavik moved even this heavy aircraft around, requiring an appreciable crab on approach. Horne's account also stresses the value of familiarity with the flare and of having another pilot share the navigation-system work.
A busy cockpit and a dependable working aircraft
McClellan writes from continuing experience in King Air 350 and 360 operations. He finds the cockpit demanding in small, physical ways: the pedestal makes getting into the seats awkward, propeller noise makes a good headset valuable, and changes in power or propeller speed call for attention to trim. The throttle response rewards careful, small movements. Once settled, however, he finds the seats comfortable, and passengers farther behind the propellers experience a quieter cabin.
His account also describes different crew preferences for operating the Pro Line Fusion avionics, which provide several ways to accomplish the same task. He favours cruising in the twenties rather than using the aircraft's highest available levels, partly for cabin comfort. Against those irritations, he sets his operation's dispatch experience: approximately 1,600 hours over four years with one cancellation attributed to a starter-generator. The combination helps explain his continued appreciation of an aircraft whose cockpit he describes without romanticising it.
公開資料 23
- Beechcraft King AirResearch background · Wikipedia revision 1374355378 · retrieved 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Beechcraft King Air C90B POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- X-Plane 11 Desktop Manual
- King Air 350Official developer / designated store catalogue · checked 2026-09-12
- What saves this KingAOPA Pilot, page dated 11 January 2024: a first-person account of flying a King Air 350/360.J. Mac McClellan · 11 January 2024 · operating experience
- Steam Gauge Overhaul - Analog King AirOfficial developer / designated store catalogue · checked 2026-09-12
- Inflight Report: Beech’s Super King Air 350Richard N. Aarons · October 1989 · publisher reprint
- The Biggest King AirThomas A. Horne · June 2002 · King Air 350 delivery
- KING AIR 350 for X-Plane 12-airfoillabs-KA350_XP12Official developer / designated-store reference · checked 2026-09-14
- King Air 350 XP11-airfoillabs-KA350Official developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- King Air C90B EVO, G1000 BlackhawkAuthor-hosted product listing observed 2026-09-29; original page bytes unavailable (prior browser note preserved)
- King Air C90B EVO GNS/GTN Blackhawk XP12Author-hosted product listing observed 2026-09-29; original page bytes unavailable (prior browser note preserved)
- B200 MSFS2020 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- B200 MSFS2024 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Beechcraft King Air 350i POH/AFM印刷物またはアーカイブ資料（公開リンクなし）
- FAA TCDS A24CE印刷物またはアーカイブ資料（公開リンクなし）
- Textron published data印刷物またはアーカイブ資料（公開リンクなし）
プロファイルによるモデル化
Carenado B200 King Air (X-Plane)
Free + ProX-Plane 11Carenado
Beechcraft's King Air range grew from the 90-series aircraft into a broad family of pressurised utility and business transports. The later 200 and 300 series were originally marketed as Super King Airs. Their T-tails provide a quick visual distinction from the smaller 90-series lineage.
This profile selects Carenado B200 King Air (X-Plane) for X-Plane 11.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is off.
Controls and trim
The King Air family spans C90, B200 and 350 airframes with different avionics and powerplants. The C90B manual documents mechanical elevator and aileron trim tabs, with rudder trim acting on yaw. A published 350 flight report describes heavier pitch than roll and effective trim wheels, supplying related-family handling context rather than a measured 350i force curve. The Black Square 350 and Airfoillabs 350 retain their own autopilot logic.
The selected implementation
Carenado B200 XP11 lists two GNS430 units; those avionics do not establish a normalized autopilot movement target.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
モデルが生み出すすべてに適用される最終的な全体出力スケール。デバイス上限の前に適用されます。
上げると: すべて(バネ、荷重、効果)が一緒に強まります。
下げると: すべてが一緒に和らぎます。
この値の理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
スティックを中央へ引き戻す基本のセンタリング力。他のすべての力はこの上に積み重なります。低すぎると通常飛行でスティックが頼りなく、高すぎると手に逆らい、上に重なる細かな手がかりを覆い隠します。
上げると: 手により強く抵抗する、固いセンタリング。
下げると: 空力荷重だけに頼る、柔らかいスティック。
この値の理由: Published 350 handling supports a qualitative pitch-heavy balance; it does not fix a universal pitch/roll force ratio for every King Air. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 95 KIAS.
Exact product researchBeechcraft King Air C90B POHSpring deadband5%
中央付近でバネが沈黙する小さなニュートラルゾーン。静止時の微小な動きがガタつかないようにします。広いほど落ち着きますが緩くなり、狭いほど精密ですが中央で震えることがあります。
上げると: より静かだが緩い、遊びの多い中央。
下げると: 静止時に震えうる、締まった中央。
この値の理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load68%
両軸の持続荷重にかかるマスタースケールで、各軸の独立バランスの前に適用されます。プロファイルは通常これに触れず、二つの軸荷重を調整します。
上げると: 両軸がより強く荷重します。
下げると: 両軸が一緒に軽くなります。
この値の理由: The aerodynamic-load gain is 0.68 with an indicated-speed reference of 230 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
低速のバネ立ち上げ窓(上記の開始/全強度ノット)を有効にします。オフではバネは全速度で一定です。
この値の理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
停止状態で、速度が空力を生む前にバネがどれだけ残るか。床が高いと駐機中のスティックはしっかりし、低いと駐機した軽飛行機のケーブルが緩んだような感触になります。
上げると: 駐機・タキシー時により固いスティック。
下げると: 速度でしか目覚めない、駐機時の柔らかいスティック。
この値の理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start32.2 kt
バネが低速の床から全強度へ立ち上がり始める速度。離陸滑走で操縦系統が「目を覚ます」ポイントです。
この値の理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full95 kt
バネが全強度に達する速度。開始点からここまでの間、舵面上の気流が増すにつれセンタリングは徐々に固まります。
この値の理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
フォース調整速度230
空力荷重が設計上の満量に達する指示対気速度。荷重カーブ全体を機体の実際の速度域に固定します。172は110ノットで荷重が乗り、ジェットはずっと後です。
上げると: 荷重の到来が遅くなり、より速くまでスティックが軽いまま。
下げると: 荷重が早く到来し、巡航がより重く。
この値の理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed10%
舵角荷重に加えて、センタリング自体が速度でどれだけ固くなるか。ゼロなら中央の感触は一定、大きくすると巡航で固く、場周で緩くなります。
上げると: 速度とともに明確に固くなる中央。
下げると: どの速度でも一定の中央感覚。
この値の理由: The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 95 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
速度によるセンター硬化の上限。超高速飛行でバネが際限なく巻き上がるのを防ぎます。
上げると: 高速でより多くの総硬化を許容。
下げると: 硬化がより早く頭打ちに。
この値の理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
エルロン舵角と速度による持続的なロール荷重で、ピッチとは独立に調整されます。エレベーター荷重と合わせて、レビューで語られる操縦調和の比率を決めます。
上げると: より重いロール力。
下げると: より軽く機敏なエルロン。
この値の理由: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
エレベーター舵角と速度による持続的なピッチ荷重で、ロールとは独立に調整されます。機種ごとのピッチの重さを決める主レバーです。エルロン、バネ、トリム、バフェットの力には触れません。
上げると: 速度での持続ピッチ力がより重く。
下げると: 保持する力の軽い、より軽やかなエレベーター。
この値の理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
各定常ピッチ・ロール力がデバイスへ届く前の上限。強い機動でハードウェアを叩いたり飽和させたりしないための保護です。
上げると: クリップ前の定常力ピークがより高く。
下げると: より柔らかい天井。激しい機動が早く平らに。
この値の理由: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
エレベータートリムが保持ピッチ力をどれだけ和らげ、スティックの落ち着き位置をずらすか。100 %では正しくトリムされた機体は保持圧が不要になり、実機の「荷重をトリムで消す」手順そのものです。
上げると: トリムがより多くの保持力を除去。100 %ではフルトリムで打ち消し。
下げると: トリムしても力を保持し続けます。
この値の理由: Mechanical elevator trim supports pitch relief, while aileron trim is separate from rudder trim. The selected authorities approximate those axis responses. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Exact product researchBeechcraft King Air C90B POHTrim relief (aileron)0%
ロールトリムの同じ軽減。多くのGA機には本物のエルロントリムがないためゼロのまま。ロールトリムを持つ機種には相応の値が入ります。
上げると: ロールトリムがより多くの保持力を除去。
下げると: ロールトリムの効きが弱く。
この値の理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble42%
車輪速度と路面種別(舗装、草、砂利)による転がりの振動。
上げると: スティックの路面テクスチャがより強く。
下げると: より滑らかなタキシー。
この値の理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps32%
伸縮継ぎ目や轍、荒れた路面からの短い個別の衝撃で、連続的なゴロゴロに句読点を打ちます。
上げると: 継ぎ目と轍の衝撃がより鋭く。
下げると: より柔らかな地面のディテール。
この値の理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet28%
失速接近時と失速警報作動中の機体の震え。この翼が不満をどれだけ大声で告げるかです。切れ味よく落ちる機種は控えめなバフェットになり、警報音に警告を任せます。
上げると: より強い失速前の震え。
下げると: より控えめな翼。警報音が警告を担います。
この値の理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
マッハ限界接近時の遷音速バフェット。MMO付近のジェットには意味があり、そこへ到達しないレシプロやターボプロップではゼロです。
上げると: マッハ限界近くのより強い遷音速バフェット。
下げると: 高マッハでより滑らかな飛行。
この値の理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
フラップが実際に空気を掴む速度窓で、気流に展開されたフラップによる機体の低周波振動。
上げると: フラップ作動中のより荒い飛行。
下げると: より柔らかな進入フラップ。
この値の理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet12%
気流中に垂れた引込脚による機体のドラミング。機体形状が変わらない固定脚の機種ではゼロです。
上げると: 脚下げ時のドラミングが増加。
下げると: 脚下げ飛行がより綺麗に。
この値の理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
機体自身の失速警報システムが発火させる専用のスティックシェーカーの振動。本物のシェーカーを持つ機種だけに値が入り、他はすべて空力バフェットと警報音に頼ります。
上げると: より固いシェーカー。
下げると: より控えめなシェーカー。
この値の理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump82%
車輪が滑走路に触れる瞬間の単発のキック。沈下率でスケールされ、グリーサーはささやき、固い接地はドンと響きます。
上げると: 接地のより固い衝撃。
下げると: より柔らかな到着。
この値の理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble48%
逆推力やベータ域のプロペラが働いている間の滑走振動。リバースのない機種ではゼロです。
上げると: リバース中のより荒い滑走。
下げると: より控えめなリバース。
この値の理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble6%
アイドルから全出力まで回転数に従う連続的な動力装置の振動。前方で何かが燃料を燃やしている、常に存在する注意喚起です。
上げると: スティックのエンジンが増加。
下げると: より控えめなエンジン。
この値の理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
シミュレーターがフラップ舵面の実際の移動を報告している間だけの連続振動。推定タイマーではなく、実際のアクチュエーター動作と故障に従います。
上げると: フラップ移動中の振動が増加。
下げると: より控えめなフラップ走行。
この値の理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
オートパイロットの指令がスティックを物理的にどこまで動かせるか。動いた軸がパイロット入力として読み返されうるMSFSでは極小に保ちます。ゼロで追従は完全に無効です。
上げると: オートパイロットがスティックを目に見えて多く動かします。
下げると: ほぼ気づかない追従。
この値の理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledTrue
Whether this feature is active in this profile.
この値の理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledTrue
Whether this feature is active in this profile.
この値の理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
この値の理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
この値の理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
この値の理由: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
この値の理由: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
この値の理由: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
この値の理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index2
Where this effect reaches full strength (or has fully faded, for washouts).
上げると: a more gradual build to a later peak.
下げると: a quicker build.
この値の理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
上げると: the effect begins later.
下げると: it begins earlier.
この値の理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
この値の理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
上げると: a stronger effect.
下げると: a weaker one.
この値の理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
すべてのプロファイル設定
| パラメーター | 値 | 何を制御するのかとその理由 |
|---|---|---|
| Spring strength | 0.74 | Published 350 handling supports a qualitative pitch-heavy balance; it does not fix a universal pitch/roll force ratio for every King Air. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 95 KIAS. |
| Spring deadband | 0.05 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.68 | The aerodynamic-load gain is 0.68 with an indicated-speed reference of 230 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 32.2 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 95 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| フォース調整速度 | 230.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.1 | The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 95 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | True | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | Mechanical elevator trim supports pitch relief, while aileron trim is separate from rudder trim. The selected authorities approximate those axis responses. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.28 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.14 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 2 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0.12 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.42 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.32 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.82 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0.48 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.06 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
公開資料 24
- Beechcraft King AirResearch background · Wikipedia revision 1374355378 · retrieved 2026-09-12
- Exact product researchAirfoillabs King Air350 v2.0.3: aircraft, systems, AP and requirementsOfficial developer / designated store catalogue · checked 2026-09-12
- Beechcraft King Air C90B POHLaminar C90B manual PDF29-30, trim controls
- Carenado B200 King Air HD SeriesBeechcraft King Air family
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- X-Plane 11 Desktop Manual
- What saves this KingAOPA Pilot, page dated 11 January 2024: a first-person account of flying a King Air 350/360.J. Mac McClellan · 11 January 2024 · operating experience
- Steam Gauge Overhaul - Analog King AirOfficial developer / designated store catalogue · checked 2026-09-12
- Inflight Report: Beech’s Super King Air 350Richard N. Aarons · October 1989 · publisher reprint
- The Biggest King AirThomas A. Horne · June 2002 · King Air 350 delivery
- KING AIR 350 for X-Plane 12-airfoillabs-KA350_XP12Official developer / designated-store reference · checked 2026-09-14
- King Air 350 XP11-airfoillabs-KA350Official developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- King Air C90B EVO, G1000 BlackhawkAuthor-hosted product listing observed 2026-09-29; original page bytes unavailable (prior browser note preserved)
- King Air C90B EVO GNS/GTN Blackhawk XP12Author-hosted product listing observed 2026-09-29; original page bytes unavailable (prior browser note preserved)
- B200 MSFS2020 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- B200 MSFS2024 – CarenadoProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Beechcraft King Air 350i POH/AFM印刷物またはアーカイブ資料（公開リンクなし）
- FAA TCDS A24CE印刷物またはアーカイブ資料（公開リンクなし）
- Textron published data印刷物またはアーカイブ資料（公開リンクなし）
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