When pursuing a career in aviation, understanding the different type ratings required for various aircraft is essential for both aspiring pilots and seasoned professionals. The Pilatus PC-12 and King Air 350 are two of the most popular turboprop aircraft in general and corporate aviation, yet they demand distinctly different certification pathways. This article explores the nuances of these type ratings, covering training requirements, operational roles, regulatory frameworks, and career implications to help pilots make informed decisions.

What Is a Type Rating?

A type rating is a specialized certification that authorizes a pilot to operate a specific make and model of aircraft. It goes beyond the standard private or commercial pilot license, focusing on the unique systems, performance characteristics, and emergency procedures of that airframe. Type ratings are required for all aircraft over 12,500 pounds maximum takeoff weight (MTOW) and for turbojet-powered airplanes, though many turboprops like the PC-12 and King Air 350 also require them due to their complexity or operational rules.

Type ratings are issued by national aviation authorities such as the FAA (Federal Aviation Administration) in the United States, EASA in Europe, or other civil aviation bodies worldwide. The training typically includes a combination of ground school, simulator sessions, and actual flight training, culminating in a practical test (checkride) with an examiner. For most turboprop aircraft, the type rating is valid for a specific model series, with differences training required for variants (e.g., PC-12 NG vs. PC-12 NGX).

Why the PC-12 and King Air 350 Require Different Approaches

Although both the Pilatus PC-12 and the Beechcraft King Air 350 are turboprop-powered aircraft, they diverge significantly in design philosophy, systems complexity, and typical mission profiles. These differences directly impact the type rating requirements. The PC-12 is a single-engine aircraft with a focus on simplicity and automation, whereas the King Air 350 is a twin-engine platform with redundant systems and higher performance capabilities. Consequently, the training pathways differ in scope, duration, and emphasis.

Pilatus PC-12: Single-Engine Type Rating

The Pilatus PC-12 type rating is a single-engine turboprop certification. Despite having a single engine, the PC-12 is a sophisticated aircraft equipped with a pressurized cabin, a full glass cockpit (typically Honeywell Primus Apex or Collins Pro Line 21 in newer models), and a single Pratt & Whitney Canada PT6A-67P engine. The type rating course covers aircraft systems (electrical, hydraulic, fuel, pressurization), normal and emergency procedures, and handling characteristics such as single-engine go-around procedures (since there’s only one engine) and engine failure management.

Training for the PC-12 is generally considered more accessible than for larger turboprops. Many training providers, such as FlightSafety International and SimCom, offer initial and recurrent courses. The typical initial type rating course for the PC-12 lasts 10–14 days and includes approximately 30 hours of simulator time and 5–10 hours of flight time. The cost ranges from $8,000 to $15,000 depending on the provider and location. Pilot-in-command (PIC) requirements vary: for single-pilot operations, pilots need a single-pilot type rating (which includes a special emphasis on workload management), while for two-pilot operations, the aircraft can be flown under a multi-crew cooperation (MCC) framework, but the type rating remains single-engine.

A key nuance is that the PC-12’s type rating does not automatically qualify a pilot to fly other single-engine turboprops; a separate type rating is required for each unique type (e.g., Pilatus PC-12, Cessna Caravan, Quest Kodiak). However, pilots who hold a single-engine turbine (SET) endorsement may find the transition to the PC-12 less daunting, as they already understand turbine engine operations.

King Air 350: Multi-Engine Type Rating

The King Air 350 type rating is a multi-engine turboprop certification. This aircraft is equipped with two Pratt & Whitney Canada PT6A-60A engines, a larger cabin, and more complex systems including dual generators, multiple hydraulic pumps, and an advanced pressurization system. The training places strong emphasis on engine-out operations—Vmc (minimum control speed) demonstrations, asymmetric flight, and single-engine go-around procedures—which are critical for safety in a twin.

Training for the King Air 350 is more intensive than for the PC-12 due to the additional engine management and system redundancy. Most training providers, including CAE and FlightSafety, offer structured courses that typically last 14–18 days. Ground school covers aircraft systems at greater depth, including electrical load analysis, hydraulic system redundancy, and engine fire detection/extinguishing. Simulator sessions often exceed 25 hours, along with 5–10 hours in the actual aircraft. The cost for an initial King Air 350 type rating ranges from $12,000 to $20,000.

The King Air 350 is frequently operated with a crew of two pilots, especially in charter and Part 135 operations. While it can be flown single-pilot (with appropriate authorization), most corporate and fractional ownership programs require at least two pilots. Therefore, the training often includes crew resource management (CRM) and multi-crew coordination. The type rating itself is for the entire King Air 300/350 series (some differences between models), but pilots must demonstrate proficiency on the specific variant they will fly.

Key Differences Between PC-12 and King Air 350 Type Ratings

To help pilots and flight schools compare these certifications, we break down the critical distinctions across several dimensions.

Engine Configuration and Training Focus

  • PC-12: Single-engine. Training focuses on single-engine operation, including engine failure at low altitude (in a single, this is a forced landing scenario), vibration reduction, and power management. There are no Vmc concerns.
  • King Air 350: Multi-engine. Heavy emphasis on engine-out procedures, asymmetric thrust control, Vmc demonstrations, and single-engine missed approaches. Students spend significant time learning to identify and feather a failed engine while maintaining directional control.

System Complexity

  • PC-12: Simplified systems with automated features like pressurization auto-mode, single electric generator (with a backup battery), and a less complex fuel system. Many failures are handled by redundancy from automation rather than multiple channels.
  • King Air 350: More complex architecture: dual generators, dual hydraulic pumps (electric and engine-driven), de-ice boots, anti-ice bleeding, and a more involved anti-skid braking system. The pilot must manage multiple failure scenarios across redundant systems.

Simulator vs. Aircraft Training

Both aircraft type ratings can be earned wholly or partly in a full-flight simulator (FFS) if approved by the regulatory authority. The PC-12 has fewer Level-D simulators available compared to the King Air 350, so more of the PC-12 training may be conducted in the actual aircraft. The King Air 350 benefits from widespread simulator availability (e.g., at FlightSafety and CAE centers), allowing for more cost-effective and realistic scenario-based training.

Requalification and Recurrency

  • PC-12: Recurrent training is typically required every 6 or 12 months depending on operational use (Part 91 vs. Part 135). The course is shorter (2–3 days) and less expensive.
  • King Air 350: Recurrency intervals and requirements are similar, but the course content remains more intensive because of the twin-engine complexity. Many operators require a full annual checkride even if the FAA allows an alternate training cycle.

Regulatory and Certification Framework

The type rating requirements for both aircraft are governed by the same basic regulations (e.g., FAA Part 61.55 and 14 CFR 63 for ATPs), but the specifics differ based on the aircraft’s certification basis. The PC-12 is certified under FAA Part 23 (now Part 23 amendment history), originally as a single-engine airplane. The King Air 350 is also Part 23 but with a larger MTOW (15,000 lbs vs. 10,000 lbs for the PC-12), which sometimes influences operational rules like crew requirements under Part 135.

Notably, the FAA does not issue a separate “multi-engine” type rating; rather, the type rating for a multi-engine aircraft names the aircraft type (e.g., “BE-350”). However, the practical test standards (PTS) for the King Air 350 include items specific to multi-engine operations that are absent from the PC-12 PTS. For European pilots under EASA, the system is similar: each aircraft type has a “type rating” listed in EASA’s SPA (Specialized Operations) manuals.

Choosing Between PC-12 and King Air 350 Type Ratings

Aspiring pilots often face a dilemma: which type rating should they pursue first or add to their qualifications? The decision hinges on career goals, job market demand, and personal preference.

Career Opportunities

  • PC-12: Popular in single-pilot charter, medevac (air ambulance), and owner-operator segments. Many Part 135 on-demand charter operators use the PC-12 for short-haul, low-density routes. The type rating is less common, which can be both a limitation (fewer job openings) and an advantage (less competition).
  • King Air 350: Widely used in corporate flight departments, charter operations, and government/special missions. The type rating is more abundant in job postings, particularly for pilots seeking typical “King Air” first-officer or captain roles in fractional programs like NetJets or Flexjet.

Insurance and Experience Considerations

Insurance companies often dictate specific training requirements beyond the regulatory minimums. For the King Air 350, insurers typically require a multi-engine ATP or at least 500 hours of multi-engine time for PIC. For the PC-12, they may require a single-engine turbine endorsement and 100 hours of turbine time. Pilots should check with their employer or insurance broker before selecting a training program.

Cost vs. Return on Investment

While the PC-12 type rating is cheaper and quicker to obtain, the King Air 350 rating opens doors to higher-paying multi-engine positions. However, the PC-12 can be a steppingstone to larger single-engine turboprops (e.g., TBM 940, Pilatus PC-24) or even to multi-engine ratings later. Many pilots choose to obtain both ratings over time to maximize their marketability.

Training Providers and Resources

Several reputable organizations offer type rating training for both aircraft. In addition to FlightSafety, SimCom, and CAE mentioned earlier, independent training centers like SmartPilot (for PC-12) and Angel Aviation Academy provide options. When selecting a training provider, consider factors such as location, simulator availability, FAA/EASA approval, and whether the course includes aircraft rental for the checkride.

Conclusion

Understanding the distinct type ratings for the Pilatus PC-12 and King Air 350 is essential for pilots navigating the turboprop landscape. The PC-12 demands a single-engine type rating that emphasizes simplicity and automation, ideal for those seeking efficient regional operations. The King Air 350 requires a more rigorous multi-engine type rating, reflecting its role as a complex, high-performance twin built for demanding missions. Both pathways lead to rewarding careers, but the choice should align with operational goals, budget, and long-term professional objectives. Pilots are encouraged to consult with aviation authorities, insurance providers, and reputable training centers to chart the best course for their individual circumstances.

For further reading, see the FAA Airplane Flying Handbook and advisories on type rating training from EASA.