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for eight model years,” Herr said. “In other words, I paid more because it was newer, but I didn’t pay anything extra for it being a 350 rather than a 300. That was my rationalization. Even better on the value scale, back in 2017, there wasn’t much demand for used King Air 350s. Companies avoided them because they didn’t want the hassle and expense of hiring type-rated pilots. I paid less for my 350 than I would have paid for a comparable B200 with Blackhawk engines. For an owner-pilot willing to get a type rating, the 350 was a compelling bargain back in 2017.”
Herr took possession of FL-136 July 31. The following week he completed two days of training in his airplane with his type rating instructor. “It felt good to get put through the paces and to review some intricacies of the systems,” he said. “I am proud of my decision to seek training that wasn’t required. I knew I needed it and I felt much better about my capabilities afterward.”
He put those capabilities into action quickly: it was mid-August when he departed for Mammoth Lakes with the family for their first grand adventure in the King Air.
He’s since had many adventures and replaced his older serial number engines with a used set of the PK series of the Pratt & Whitney Canada PT6A-60A. Other improvements include Raisbeck dual aft body strakes, Raisbeck swept props and Garmin G1000 NXi avionics
Initially, King Airs were not on Daniel Herr’s list of prospects when he decided it was time to upgrade from his Cessna 421C. Now seven years into ownership of his 1996 Beechcraft King Air 350, Herr is happier than he ever imagined being in a King Air.
installed by Stevens Aviation. Still on the wish list: CenTex saddle tanks to ensure nonstop legs on 1,000nm trips with winter headwinds, new paint and an interior refurb. In the pie-in-the-sky category, Herr would love to be able to replace the engine-driven air conditioning compressor with an electric compressor. “Being able to cool the cabin before engine start has been a common feature in other planes since the 1980s. Even my 421 had it. I’m astounded that Beech failed to incorporate this improvement decades ago.”
Seven years into ownership of FL-136, Herr is happier than he ever imagined being in a King Air. Herr is content with his decision to opt for the King Air’s lower capital cost and higher operating expense. “When I was flying the King Air 200 for charter, lugging a family and their luggage around, I never would have pictured flying my family around – with every bit as much luggage – in a King Air,” the 57-year-old said. “I never thought I’d own a Cessna 421, much less a King Air or any airplane of this magnitude. I grew up in a Skyhawk. I’d see a Bonanza or a 210 and they seemed unobtainable, like there was a moat between my world and those airplanes. I’d say it’s a dream come true, but it’s something that my younger self never even dreamed of.” KA
12 • KING AIR MAGAZINE
JUNE 2024