Development milestones
First flight: May 15, 1963 (Model 87) January 24, 1964 (Model 65-90)
Developed from: Beechcraft Queen Air
Bibliothèque d'appareilsBeechcraft 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.
TurbopropB35013 choix de profil
Connaître l'avion
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↗
En savoir plus sur cet aéronef sur AirframeDB
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.
Sources publiques 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/AFMRéférence imprimée ou archivée ; aucun lien public
- FAA TCDS A24CERéférence imprimée ou archivée ; aucun lien public
- Textron published dataRéférence imprimée ou archivée ; aucun lien public
Comment le profil le modélise
Beechcraft King Air B200
Free + ProMSFS 2020MSFS 2024X-Plane 11X-Plane 12
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 starting point selects Beechcraft King Air B200. Its aircraft-level settings do not select a particular developer’s custom systems.
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 enabled for supported control references.
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.
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%
L'échelle globale finale appliquée à tout ce que produit le modèle, avant la limite du périphérique.
Plus : tout (ressort, charges, effets) se renforce ensemble.
Moins : tout s'adoucit ensemble.
Pourquoi ici : Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
La force de rappel de base qui ramène le manche au neutre. Toutes les autres forces s'empilent dessus. Trop faible, le manche paraît mou en vol normal ; trop forte, elle lutte contre la main et masque les signaux plus fins.
Plus : un centrage plus ferme qui résiste davantage à la main.
Moins : un manche plus mou qui ne compte que sur la charge aérodynamique.
Pourquoi ici : 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 90 KIAS.
Exact product researchBeechcraft King Air C90B POHSpring deadband5%
Une petite zone neutre autour du centre où le ressort reste muet, pour que les micro-mouvements à l'arrêt ne vibrent pas. Plus large, c'est plus calme mais plus lâche ; plus étroite, plus précis mais parfois nerveux au neutre.
Plus : un centre plus calme mais plus lâche, avec plus de jeu.
Moins : un centre plus serré qui peut vibrer au repos.
Pourquoi ici : Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load68%
Une échelle maîtresse sur les deux charges d'axe, appliquée avant leur équilibre individuel. Les profils la laissent en général en place et règlent les deux axes.
Plus : les deux axes chargent plus fort.
Moins : les deux axes s'allègent ensemble.
Pourquoi ici : The aerodynamic-load gain is 0.68 with an indicated-speed reference of 190 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Active la fenêtre d'engagement basse vitesse du ressort (début/plein en nœuds ci-dessus). Désactivé, le ressort est constant à toute vitesse.
Pourquoi ici : Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
La part du ressort qui survit à l'arrêt, avant que la vitesse ne crée la moindre force aérodynamique. Un plancher haut garde le manche ferme au parking ; un plancher bas donne le jeu de câbles d'un avion léger au parking.
Plus : un manche plus ferme au parking et au roulage.
Moins : un manche mou au parking qui ne s'éveille qu'avec la vitesse.
Pourquoi ici : Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
La vitesse à laquelle le ressort quitte son plancher basse vitesse vers la pleine raideur : le début du réveil des commandes au roulage de décollage.
Pourquoi ici : Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full90 kt
La vitesse où le ressort atteint sa pleine raideur. Entre le début et ce point, le centrage se raffermit avec le vent relatif.
Pourquoi ici : Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Vitesse de réglage des forces190
La vitesse indiquée où la charge aérodynamique atteint son niveau de conception. Elle ancre toute la courbe au domaine réel : un 172 charge dès 110 nœuds, un jet bien plus tard.
Plus : les charges arrivent plus tard ; le manche reste léger jusqu'à plus vite.
Moins : les charges arrivent plus tôt et la croisière pèse davantage.
Pourquoi ici : Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed10%
Combien le centrage lui-même se raidit avec la vitesse, en plus des charges de braquage. Zéro garde un centre constant ; plus fait centrer dur en croisière et souple en tour de piste.
Plus : un centre qui durcit nettement avec la vitesse.
Moins : une sensation de centre constante à toute vitesse.
Pourquoi ici : The high-speed spring-stiffening gain is 0.1. It strengthens the permitted spring response above 90 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
La limite haute du raidissement lié à la vitesse, pour que le vol très rapide ne remonte pas le ressort sans borne.
Plus : plus de raidissement total permis à haute vitesse.
Moins : le raidissement se bride plus tôt.
Pourquoi ici : Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
La charge de roulis soutenue issue du braquage d'ailerons et de la vitesse, équilibrée indépendamment du tangage. Avec la charge de profondeur, elle fixe l'harmonie des commandes dont parlent les essais.
Plus : des efforts de roulis plus lourds.
Moins : des ailerons plus légers, plus vifs.
Pourquoi ici : 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%
La charge de tangage soutenue issue du braquage de profondeur et de la vitesse, équilibrée indépendamment du roulis. Le levier principal du poids en tangage d'un type. Il ne touche ni ailerons, ni ressort, ni trim, ni buffet.
Plus : des efforts de tangage soutenus plus lourds en vitesse.
Moins : une profondeur plus légère, moins musclée à tenir.
Pourquoi ici : Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Un plafond par force stable de tangage ou roulis avant le périphérique : la garde contre le claquement ou la saturation du matériel en manœuvre forte.
Plus : des pics de force stable plus élevés avant écrêtage.
Moins : un plafond plus doux ; les manœuvres dures s'aplatissent plus tôt.
Pourquoi ici : Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
Combien le trim de profondeur soulage l'effort tenu et déplace le point de repos du manche. À 100 %, un avion bien compensé ne demande aucune pression : le geste réel de compenser la charge.
Plus : le trim retire plus d'effort tenu ; à 100 %, plein trim l'annule.
Moins : vous continuez à tenir de l'effort même compensé.
Pourquoi ici : 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 0.14.
Exact product researchBeechcraft King Air C90B POHTrim relief (aileron)14%
Le même soulagement pour le trim de roulis. La plupart des avions légers n'ont pas de vrai trim d'ailerons, donc zéro ; les types qui en ont reçoivent une valeur adaptée.
Plus : le trim de roulis retire plus d'effort tenu.
Moins : le trim de roulis fait moins.
Pourquoi ici : Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble42%
Vibration de roulement issue de la vitesse des roues et du revêtement : la texture du bitume, de l'herbe ou du gravier sous le train.
Plus : une texture de surface plus forte dans le manche.
Moins : un roulage plus lisse.
Pourquoi ici : Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps32%
Chocs courts et distincts des joints, ornières et surfaces rugueuses : la ponctuation au-dessus du grondement continu.
Plus : des chocs plus nets des joints et ornières.
Moins : des détails de sol plus doux.
Pourquoi ici : Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet28%
Buffet de cellule à l'approche du décrochage et pendant l'avertisseur : la voix de cette aile quand elle est mécontente. Les types à décrochage franc reçoivent un buffet modéré, le klaxon porte l'alerte.
Plus : un tremblement pré-décrochage plus fort.
Moins : une aile plus discrète ; le klaxon porte l'alerte.
Pourquoi ici : Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Buffet transsonique près de la limite de Mach. Parlant pour les jets près de MMO, zéro pour pistons et turbopropulseurs qui n'y vont jamais.
Plus : un buffet transsonique plus fort près de la limite de Mach.
Moins : un vol plus lisse à haut Mach.
Pourquoi ici : Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
Vibration basse fréquence de cellule avec les volets dans le vent, dans la fenêtre où ils travaillent vraiment l'air.
Plus : un vol plus rugueux volets au travail.
Moins : des volets d'approche plus doux.
Pourquoi ici : Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet10%
Le tambourinement du train rentrant sorti dans le flux. Zéro pour les trains fixes, dont la cellule ne change jamais de forme.
Plus : plus de tambourinement train sorti.
Moins : un vol train sorti plus propre.
Pourquoi ici : Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
Le vibreur de manche dédié, déclenché par l'avertisseur de décrochage de l'avion. Seuls les types à vrai vibreur reçoivent une valeur ; les autres comptent sur buffet et klaxon.
Plus : un vibreur plus dur.
Moins : un vibreur plus discret.
Pourquoi ici : Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump82%
Le coup unique au toucher, proportionnel au taux de chute : un kiss se murmure, une arrivée ferme cogne.
Plus : un coup plus dur au toucher.
Moins : des arrivées plus douces.
Pourquoi ici : Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble48%
Vibration de roulage sous inversion de poussée ou plage bêta. Zéro pour les types sans reverse.
Plus : un roulage plus rugueux sous reverse.
Moins : une reverse plus discrète.
Pourquoi ici : Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble6%
Vibration continue du moteur suivant le régime du ralenti à la pleine puissance : le rappel permanent que quelque chose brûle du carburant devant.
Plus : plus de moteur dans le manche.
Moins : un moteur plus discret.
Pourquoi ici : Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Vibration continue seulement pendant que le simulateur signale les volets réellement en mouvement. Elle suit la course réelle et les pannes, pas un minuteur estimé.
Plus : plus de vibration volets en mouvement.
Moins : des courses de volets plus discrètes.
Pourquoi ici : Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
Jusqu'où les ordres du pilote automatique peuvent bouger le manche physique. Minuscule dans MSFS, où un axe déplacé peut être relu comme entrée pilote ; zéro coupe le suivi.
Plus : le pilote automatique bouge visiblement plus votre manche.
Moins : un suivi à peine perceptible.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : 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.
Pourquoi ici : Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Following is on at 0.1 authority when a supported, valid autopilot control reference is available.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Pourquoi ici : Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : 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).
Plus : a more gradual build to a later peak.
Moins : a quicker build.
Pourquoi ici : 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.
Plus : the effect begins later.
Moins : it begins earlier.
Pourquoi ici : 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.
Pourquoi ici : Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : 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.
Pourquoi ici : Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
Plus : a stronger effect.
Moins : a weaker one.
Pourquoi ici : Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Tous les réglages du profil
| Paramètre | Valeur | Ce que cela contrôle et pourquoi |
|---|---|---|
| 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 90 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 190 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 | 20 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 | 90 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Vitesse de réglage des forces | 190.0 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 90 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 0.14. |
| StickFeel · Aileron authority | 0.14 | 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 | True | Following is on at 0.1 authority when a supported, valid autopilot control reference is available. |
| 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 | 0.1 | 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. |
Sources publiques 23
- 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
- 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/AFMRéférence imprimée ou archivée ; aucun lien public
- FAA TCDS A24CERéférence imprimée ou archivée ; aucun lien public
- Textron published dataRéférence imprimée ou archivée ; aucun lien public
Communauté et corrections
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