Development milestones
First flight: May 15, 1963 (Model 87) January 24, 1964 (Model 65-90)
Developed from: Beechcraft Queen Air
机型库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配置文件选项：13 个
了解飞机
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.
公开来源 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纸质或存档参考资料；无公开链接
- FAA TCDS A24CE纸质或存档参考资料；无公开链接
- Textron published data纸质或存档参考资料；无公开链接
配置文件如何建模
Beechcraft King Air 350i
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 350i. 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%
施加于模型产出的一切、在设备上限之前的最终整体输出缩放。
调高: 一切(弹簧、载荷、效果)一同增强。
调低: 一切一同变柔。
设定理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
把摇杆拉回中央的基础回中力。其他所有力都叠加在它之上。太低,正常飞行中摇杆会发软;太高,它会与你的手较劲,并掩盖叠加其上的细微提示。
调高: 更硬的回中,更抗手。
调低: 更软的杆,只靠气动载荷。
设定理由: 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 90 KIAS.
Exact product researchBeechcraft King Air C90B POHSpring deadband5%
中央附近弹簧保持安静的小中立区,让静止时的微小移动不会咔嗒作响。更宽更安稳但更松,更窄更精确但可能在中央附近抖动。
调高: 更安静但更松的中央,旷量更大。
调低: 更紧的中央,静止时可能抖动。
设定理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load68%
作用于两条持续轴载荷的主缩放,在它们各自的独立平衡之前施加。配置文件通常不动它,而是调校两条轴载荷。
调高: 两轴载荷一同加重。
调低: 两轴一同减轻。
设定理由: 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
启用低速弹簧介入窗口(上面的起始/全强度节数)。关闭时弹簧在所有速度下恒定。
设定理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
在静止、空速尚未产生气动力之前,弹簧还剩多少。下限高,停机时摇杆结实;下限低,则是停放轻型飞机那种钢索松弛的感觉。
调高: 停机和滑行时杆更结实。
调低: 停机时杆发软,只随速度苏醒。
设定理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start20 kt
弹簧从低速下限开始向全强度攀升的空速:起飞滑跑中操纵面"苏醒"的那一刻。
设定理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full90 kt
弹簧达到全强度的空速。从起点到这里,随着气流在操纵面上增强,回中逐渐变硬。
设定理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
力反馈调校速度190
气动载荷达到设计满值的指示空速。它把整条载荷曲线锚定在飞机真实的速度范围:172在110节就载满,喷气机要晚得多。
调高: 载荷来得更晚;杆轻到更高速度。
调低: 载荷来得更早,巡航更沉。
设定理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed10%
在偏转载荷之外,回中本身随速度变硬的程度。零则中央手感恒定;越大,巡航时回中越硬,起落航线上越松。
调高: 中央随速度明显变硬。
调低: 任何速度下中央手感恒定。
设定理由: 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
速度驱动的中央变硬上限,防止高速飞行把弹簧无限上紧。
调高: 高速允许更多总硬化。
调低: 硬化更早封顶。
设定理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
由副翼偏转和空速产生的持续横滚载荷,独立于俯仰调校。与升降舵载荷一起,决定评测中常说的操纵协调比。
调高: 横滚力更重。
调低: 副翼更轻更灵。
设定理由: 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%
由升降舵偏转和空速产生的持续俯仰载荷,独立于横滚调校。这是决定机型俯仰重量的主杠杆。它不影响副翼、弹簧、配平或抖振力。
调高: 速度下持续俯仰力更重。
调低: 升降舵更轻,握持更省力。
设定理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
每个稳态俯仰或横滚力到达设备前的上限,防止猛烈机动中砸击或饱和硬件。
调高: 削波前更高的稳态力峰值。
调低: 更柔的上限;猛烈机动更早被抹平。
设定理由: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
升降舵配平缓解持续俯仰力、移动杆的安定位置的强度。在100 %时,配平得当的飞机不需要保持压力——正是真实飞行中"用配平消掉载荷"的流程。
调高: 配平消掉更多持续力;100 %时满配平可完全抵消。
调低: 即使配平也仍要持续用力。
设定理由: 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 0.14.
Exact product researchBeechcraft King Air C90B POHTrim relief (aileron)14%
横滚配平的同类缓解。多数通航机型没有真正的副翼配平,所以保持为零;有横滚配平的机型获得相应的值。
调高: 横滚配平消掉更多持续力。
调低: 横滚配平作用更小。
设定理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble42%
由轮速和地面类型(铺装、草地、砾石)产生的滚动振动。
调高: 杆上更强的地面质感。
调低: 更平滑的滑行。
设定理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps32%
来自伸缩缝、车辙和粗糙地面的短促离散颠簸,为持续隆隆声打上标点。
调高: 接缝与车辙的冲击更清晰。
调低: 更柔的地面细节。
设定理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet28%
接近失速及失速警告响起时的机体抖动:这副机翼宣告不满的音量。断失干脆的机型抖振收敛,让喇叭承担警告。
调高: 更强的失速前颤抖。
调低: 更含蓄的机翼;警告交给喇叭。
设定理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
接近马赫极限的跨音速抖振。对接近MMO的喷气机有意义,对到不了那里的活塞机和涡桨机为零。
调高: 接近马赫极限时更强的跨音速抖振。
调低: 高马赫下更平滑的飞行。
设定理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
襟翼伸入气流后机体的低频振动,发生在它们真正做功的速度窗口内。
调高: 襟翼做功时更粗糙的飞行。
调低: 更柔的进近襟翼。
设定理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet10%
可收放起落架悬在气流中引起的机体鼓振。固定起落架机型为零,它们的机体外形从不改变。
调高: 放起落架时更多鼓振。
调低: 放起落架飞行更干净。
设定理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
由飞机自身失速警告系统触发的专用抖杆器振动。只有真有抖杆器的机型才有值;其余全靠气动抖振和喇叭。
调高: 更硬的抖杆器。
调低: 更含蓄的抖杆器。
设定理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump82%
机轮触及跑道那一下的单次冲击,按下沉率缩放:轻柔着陆是耳语,结实到达是一记闷响。
调高: 触地时更硬的一击。
调低: 更柔的到达。
设定理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble48%
反推或桨叶beta区工作时的滑跑振动。无反推机型为零。
调高: 反推下更粗糙的滑跑。
调低: 更含蓄的反推。
设定理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble6%
从慢车到全功率跟随转速的持续动力装置振动——前方有东西在烧油的永恒提醒。
调高: 杆里更多发动机。
调低: 更含蓄的发动机。
设定理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
仅在模拟器报告襟翼舵面确实移动时的持续振动。它跟随真实作动器的运动和故障,而非估算的计时器。
调高: 襟翼移动中更多振动。
调低: 更含蓄的襟翼行程。
设定理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
自动驾驶指令可以让杆实际移动多远。在MSFS中保持极小,因为移动的轴可能被读回为飞行员输入;零则完全禁用跟随。
调高: 自动驾驶让你的杆移动得明显更多。
调低: 几乎察觉不到的跟随。
设定理由: 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.
设定理由: 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.
设定理由: 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.
设定理由: 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.
设定理由: 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.
设定理由: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
设定理由: 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.
设定理由: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
设定理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
设定理由: 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).
调高: a more gradual build to a later peak.
调低: a quicker build.
设定理由: 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.
调高: the effect begins later.
调低: it begins earlier.
设定理由: 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.
设定理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
设定理由: 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.
设定理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
设定理由: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
调高: a stronger effect.
调低: a weaker one.
设定理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
全部配置文件设置
| 参数 | 数值 | 控制作用及原因 |
|---|---|---|
| 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. |
| 力反馈调校速度 | 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. |
公开来源 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/AFM纸质或存档参考资料；无公开链接
- FAA TCDS A24CE纸质或存档参考资料；无公开链接
- Textron published data纸质或存档参考资料；无公开链接
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