XP67A ENGINE+ UPGRADE
KING AIR 350/350ER
King Air 350 Operator Experience
Cody Pierce flies Blackhawk’s XP67A Engine+ Upgrade. See his experience and realized benefits in this video.
The real power of an XP67A Engine+ Upgrade is in its ability to generate jet-like speeds at King Air costs and utility.
WHAT WILL YOU DO WITH ALL THAT POWER?
You’ll get a lot more horsepower with brand-new
PT6A-67A engines. But it’s what you do with that
power that makes all the difference.
- Better safety margins
- Fly faster
- Improved climb
- Access more airports
2nd Segment MATOW from ASE
INVESTMENT & VALUE
All this performance and value starts with an initial investment, minus the cost of your next overhaul. Other financial factors to consider include:
- Lower operating costs
- Pratt & Whitney core engine credits up to $70 per hour per engine for every hour remaining to the factory TBO
- Strongest resale value of any engine upgrade on the market
- Nearly every Blackhawk-powered aircraft sold within 500 hours of the upgrade recovered close to or more than the combined investment of the airframe and engines
- 3,600-Hour TBO with escalation available for fleet operators
- Save time on each mission giving you more time to be productive
See for Yourself
Enter your trip scenario into the King Air 350 Calculator to see how a Blackhawk Engine+ upgrade saves you time and money.
- Increased true airspeed and rate of climb
- Increased single-engine service ceiling
- Increased takeoff performance
- Decreased time and fuel to climb
- Increased resale value
- Two Factory-New Pratt & Whitney Canada (P&WC) PT6A-67A Engines (Exchange)
- P&WC Enhanced New Engine Warranty 2,500 Hours/5 Years with Prorated Coverage to the 3,600-Hour TBO
- 5-Blade Composite MT Propellers
- Installation Kit and Drawings
- STC Paperwork and Instructions for Continued Airworthiness
- Flight Manual Supplement
- P&WC Engine Logbook and Blackhawk Logbook Case
- Blackhawk Cycle Book and Aircraft Decals
- P&WC PT6 Line Maintenance Entitlement Training
- Two-Year Subscription for P&WC Engine Maintenance/Parts Manuals
- Blackhawk Lifetime Customer Support Guarantee
- Pratt & Whitney Canada Customer Training from FlightSafety International
- Optional: Hawkeye Digilog Smart Gauges
Frequently Asked Questions
Can my shop do the installation or does Blackhawk have to do the installation?
Blackhawk does not perform installations. Although the installation is basically an engine change and can be done by any Pratt & Whitney Canada certified facility, we have found that you will save time and money if the upgrade is performed by any of our approved installation facilities worldwide. These facilities have the experience to complete the upgrade faster and with the higher exacting quality you demand.
What is the lead time on engine(s)?
Blackhawk orders all engines a year in advance. We can usually deliver within 30-60 days or sooner. Call for timing on the next set of available engines.
Do you offer financing?
Yes. We work with several banks that offer very competitive rates.
How does the Blackhawk XP Engine+ Upgrade affect resale value?
To date, nearly every Blackhawk powered aircraft that has been resold within 500 hours of the upgrade has sold close to or higher than the combined investment of the airframe and engine(s). Resale value of Blackhawk powered aircraft remains strong in all markets. Many dealers are even speculating on Blackhawk powered aircraft.
How is Blackhawk different from other upgrades or overhaul?
In addition to worldwide product support and product branding, Blackhawk XP Engine+ Upgrades offer the following benefits:
- Listings in Jetnet, AMSTAT, Aircraft Bluebook, and Vref
- Worldwide market acceptance with the largest installed fleet of upgraded corporate size turboprop aircraft in the world
- Full customer support department with on-staff technical support technician, customer service representative, and worldwide distribution and service center network
- The Blackhawk Owner’s Group
- The strongest resale value of any engine upgrade on the market
- Approval by the FAA (United States), EASA (Europe), DGAC (Brazil)
Can I put my airplane on charter?
Yes. In fact, many charter companies prefer operating aircraft upgraded with a Blackhawk XP Engine+ Upgrade because they are able to operate out of shorter, higher, and hotter runways.
My engine(s) still have time left to TBO, so should I wait until engines are due for an overhaul?
Pratt & Whitney Canada (PW&C) offers an engine credit for every hour remaining to the factory TBO. To qualify, the core engine must have enough cycles on the life-limited components to make TBO and all records supporting the component times and cycles must be present and submitted. Waiting until TBO risks the possibility of a core engine problem, resulting in additional core charges from PW&C. Also, prices from P&WC increase every year, so waiting two or three years would mean a higher investment without any of the time-remaining credit.
How does an upgrade compare to buying a newer aircraft?
Blackhawk offers transformative performance without the risks of buying new: Will you be able to sell your aircraft for the value you expect? Will there be unexpected costs to acquire your new aircraft? Will there be unexpected issues not uncovered by the pre-buy? Upgrading with Blackhawk eliminates uncertainty and the transactional costs of buying another aircraft while transforming the performance and utility of the aircraft you know best.
If I upgrade, does it make sense to wait until my next overhaul?
Why wait to start enjoying the many benefits of an upgrade? Save money on every mission you fly, increase the capability of your aircraft, and take advantage of generous core credits for time remaining. Over half of Blackhawk’s customers upgrade with more than 500 hours remaining.
But won’t I burn more fuel?
Yes, the fuel burn is greater at equal altitude. However, taking advantage of the increased climb performance and higher cruise speeds significantly narrows or eliminates the increase in fuel consumption. Also, utilizing the increased climb and cruise performance will reduce block times and deliver a significant reduction in overall operating costs. Typically, any increase in fuel cost will be offset by a larger reduction in direct operating costs. We’ve done the math, it pays to fly faster!
Won’t an upgrade cost more than an overhaul?
Yes, you’ll spend more on an upgrade than an overhaul, but you’ll have so much more to show for it: increased earning ability, better resale value, enhanced safety, reduced operating costs and a better flying experience.
From real XP67A (KA350) owners and operators
We got our 350 back from Stevens Dayton with the XP67A. I flew the trip from Dayton to Georgetown along with another 350 with 60A’s at the same altitude. Looking at Flightaware, both planes at FL280, I was roughly 40KTS faster. Total fuel burn on the other 350 was 372 gallons with a flight time of 3:40. My fuel burn was 446 gallons and 3:08 flight time. I would have gone higher to save fuel but I wanted the comparison at the same altitude. Owner took his first trip the to the Kentucky Derby and commented he liked the performance and that the noise level was lower in the cabin.
I want to start a petition to get our KA350 model changed to a KA367 as it performs at an entirely higher level with the XP67A. It’s a new class of King Air. Our climb rate is so much better, ATC now gives us higher altitudes sooner which saves even more time. We often are getting to cruise altitude 20 minutes faster than before. In cruise, we set book torque and are 40 KTAS faster than we were before with conservative ITT’s in the 770 range.
I have been very impressed the past month we have been flying with the XP67A.
Heck yeah the XP67A Upgrade is great! I have put about 240 hours on the engines so far. Just took a trip, Dayton to Naples FL310 – FL320 330 KTAS. Doing everything you said it would.
I’ve done a bit of contract work in an older CE-550. Having now seen both those, and our 350 in action it puts things into perspective. Leg times are nearly identical, the jet burns 33% more fuel and is significantly more uncomfortable in every way. I’m sure you know all this, but it was really interesting for me to see both aircraft side by side. Makes me really appreciate what we have.
The other big thing was time to climb. We can get to 34k in about 15-17 minutes. 28 minutes in the Citation.
“This great 350 XP67A that I have been privileged to help crew has now gotten RVSM approval with the new owner. Monday, 12/10/18, we made a trip from Phoenix to Nashville, filing for FL330 which we were assigned. About at the NM/TX border ATC asked if we could go to FL350. Since this would put the cabin just over 10,000 feet and since we had a couple of passengers, I said we could do that but would be requesting 330 again when available. The controller said it would be for just a little over 100 miles, so we accepted the climb request.
My mind is blown. Golly, the thing zoomed up to FL350 so easily! I truly believe the two-engine service ceiling on that beast must be above FL450, at least at mid-weights. The pictures show both the TAS (and GS) and the engine instruments. We were running Blackhawk’s “Maximum Cruise Power” torques and the fuel flows were now about 350 pph per side. The no wind Specific Range comes out to be (320 knots / 695 pph) 0.460 nm/lb, which is not too shabby! That we were still truing at 320 knots up there — and it was almost exactly ISA conditions — amazed me. What a King Air!”
It gets better with each flight because we keep discovering new features. The boss loves the noticeably quieter cabin from the 5 blade props. In the climb, we can peg the VSI all the way to altitude if we want with power left over. Or, we can climb at a comfortable 2000 FPM and keep our KIAS up. More power takes the worry out on top of the climb. We are no longer sitting on a pinhead at FL270. The faster cruise speeds balance out the additional fuel used.
The upgrade is remarkable.
These engines make it a whole new airplane—it’s more like a rocket ship. Fully loaded, we level off at FL310 in under 14 minutes, and our normal cruise speeds are consistently 30-40 knots faster. But the most impressive thing to me is the climb. I deploy the vanes to climb above weather and don’t fall below 1,000 feet per minute all the way up. We save 40 minutes on one of our regular flights from Las Vegas to our hometown of Colombia, Mississippi. The boss loves it, and fuel consumption is just about the same as it was pre-upgrade.
Schedule a free call with one of Blackhawk’s performance upgrade experts to learn how you can experience the best of both worlds: jet-like performance with increased payload and range, all for far less than the cost to operate a jet.