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I was impressed with what I found: great useful load, a relatively liquid market, eligible for a Garmin 1000 upgrade and shops everywhere that know how to work on them. Compared to a Merlin IIIC, the King Air 300 has better runway numbers, better single-engine performance, better speed but less range, more fuel burn and a lower cabin differential of only 6.6 psi. Every airplane is a compromise. I decided that the King Air 300 offered a reasonable set of compromises for my mission.”
He hired John Murphy of Murphy Acquisitions to help. “I am a hands-on guy who is good at educating myself,” Herr said. “I had plunged into the Merlins and learned an extraordinary amount, but I did not feel comfortable wading into the King Air market without assistance.” Herr describes John as a gentleman of the highest caliber who knew the King Air market inside and out. Over the course of nine months, Herr said he made offers on six 300 models: two offers were rejected, one seller changed his mind as he flew to the inspection facility, two deals died in contract negotiation, and Herr rejected one plane during the inspection phase. Meanwhile, in October 2016, Herr got his type rating from Potomac Flight Training, which had a King Air 300 simulator as well as a real King Air 300 equipped with a Garmin G1000.
“At this stage, John suggested I take a look at the 350 market,” Herr said. “When I had hired John, I told
him explicitly that I didn’t want a 350: the 300 cabin is already bigger than I need, the 300 has better runway numbers because it isn’t hauling around an extra 700 pounds in empty weight that does me no good and the larger 350 will cost me more to hangar. Despite my anti-350 bias, I did some research. I discovered that 350 models FL-111 and later had improved runway numbers thanks to a lower Vmc and an Federal Aviation Administration (FAA) waiver to use transport rules rather than commuter rules. These later 350s – or earlier ones that have been retrofitted – can have better runway numbers than a 300: the 350 can have balanced field length where the 300 doesn’t even have accelerate- stop. But the 300 does have the flexibility to depart Telluride (KTEX) or Mammoth Yosemite Airport (KLXV), both in Colorado, at 12,500 pounds (no accelerate-stop required), whereas the 350 needs cool temps and to be reasonably light. Other plusses for the 350 are improved annunciator panel logic, a slightly-improved electrical system and a little more useful load.”
Murphy found FL-136, a 1996 model 350 with only two previous owners (both U.S.), complete logs and a worthy maintenance history. The airplane was priced accordingly for having engines 400 hours from overhaul, as well as paint and interior that would eventually need attention.
“The 1996 King Air 350 cost me no more to buy than a comparable 1988 King Air 300 with its price bumped
King Air Commuter Seats Now Available STC for the B200 and B300 models
Details
22 LB approximate weight savings on B200 executive seats.
30 LB approximate weight savings on B300 executive seats.
Leather upholstery.
Forward & aft facing seats available.
Transport Canada STC SA22-36 approval.
FAA STC SA00116IB approval.
Good Spirit Air
Call or email us at
1-306-786-3360 reception@goodspiritair.com | www.goodspiritair.com
JUNE 2024
KING AIR MAGAZINE • 11