On March 6, 2007, the US Department of Defense announced the conclusion of a 132 million contract with Raytheon Aircraft for the supply of one King Air 350ER transport and five King Air 350ER ISR reconnaissance aircraft (Intelligence, Surveillance and Reconnaissance) to Iraq.

The transport version of the King Air 350 ER, in addition to the lack of a radar on the "belly", carries an atypical for IraqiKing Air 350 number -YI-321. On the nose and on the fuselage near the tail, elements of the self-defense complex are visible.AN/AAR-47.

The King Air 350ER is a development of the commercially successful King Air 200 with a longer fuselage, wingspan and more powerful PT6A-60A engines. Index ER - Extended Range means increased range, apparently due to conformal tanks, clearly visible on the reconnaissance version. In addition, due to the increased takeoff weight compared to the standard King Air 350, the ER model received reinforced landing gear.
Thanks to a larger fuel reserve, the range of the new ER modification has increased to 4450 km, that is, 33% more than the standard King Air 350. The reconnaissance aircraft is able to fly 185 km from the base to the designated area, conduct reconnaissance from low altitudes for 8 hours, return to the base and have emergency fuel supply for another 45 minutes. Of course, the aircraft can fly further, and accordingly, the loitering time in the zone will decrease, but this distance is taken as the base one, since this is the range of the radio link for transmitting the "image" from reconnaissance equipment to the ground.
First transport aircraft to arrive in IraqKing Air 350 ER - On December 28, 2007, the ceremony of transferring the aircraft to the 3rd Squadron of the Iraqi Air Force took place. Two months later, on February 27, 2008, the aircraft made its first training flight under the Iraqi pilots training program. Although the aircraft is a light transport aircraft, the initial task was to entrust Iraqi pilots to future crews of reconnaissance aircraft. It is worth mentioning that the only transporter "discovered" in the photographs has tail number YI-321 and, like the rest of the aircraft, is equipped with a standard anti-aircraft missile system for the Iraqi Air Force with thermal and radio guidance -AN/ AAR-47 andAN/ ALE-47.

RreconnaissanceKingAir 350ER-ISR with onboard YI-151. The image shows a ventral radar and a conformal fuel tank on the rear of the engine nacelle.

The reconnaissance version of the King Air 350ER-ISR is on this moment the most advanced reconnaissance platform of the Iraqi Air Force. The main difference from the Cessna RC-208B is not only in the number of engines and range, but also in the fact that, in addition to “working” in the optical range, it is capable of conducting reconnaissance of ground targets using the AN / APY-8 Lynx-II radar with a synthesized aperture. A similar radar is installed on the American strike UAV MQ-9 Reaper.
The radar itself is located in a large fairing under the fuselage, in the rear of the fairing is a retractable L-3 Wescam MX-15 optoelectronic system. The reconnaissance aircraft is also equipped with "long-range" systems for transmitting digital information on board other aircraft and on the ground. As already mentioned, the transmission range of the "picture" to the base is 185 km, and the same indicator for the RC-208B is only 25-30 km.
Of course, there is a "sweet couple" on the plane from the self-defense kit - AN / AAR-47 and AN / ALE-47. The AN / AAR-47 missile launch detection system consists of four optical sensors, two on each side of the fuselage, a computer and an indicator in the cockpit. AN / AAR-47 detects the launch of missiles by their thermal radiation, processes the signals, filtering out false ones and gives the crew an audio-visual warning, including the direction of attack. In addition, a signal is sent to the AN / ALE-47 jamming complex. Laser radiation is also recorded.
In turn, AN / ALE-47 is a jamming system consisting of the actual firing unit for thermal and radar traps, as well as control electronics. Having received a signal from the warning system, the AN / ALE-47 automatically calculates the optimal moment for firing traps and produces it. The crew has the ability to select the operating mode of the system from fully automatic to manual.

A successful shot of the YI-152 reconnaissance demonstrates all the "ventral advantages" of the aircraft. The number 1 marks the place on the fairing where the ball of the optoelectronic system "hides"WescamMX-15. The two marked a pair of cone-shaped fairings of unclear purpose, and the three - enlarged (compared to the transporter) ventral ridges. It is also worth paying attention to the strange coloring of the leading edge of the lower surface of the wing and stabilizer.

In general, in these reconnaissance aircraft, the cost of electronics clearly exceeds the cost of the “platform” itself, that is, the aircraft. According to official data in 2002, the catalog base price of the King Air 350 was in the region of 6.5 million USD. It is clear that, taking into account inflation by 2007, plus the use of a new modification of the ER, the price was higher, most likely in the range of 8-10 million per aircraft. A contract for 132 million for 6 sides gives an average price of 22 million, even without taking into account the fact that one of the aircraft is a relatively cheap transport. In general, this is not surprising, knowing that, for example, the L-3 Wescam MX-15 optoelectronic system costs a little less than one million, and one can only guess how much an airborne radar and modern communication systems cost.

Board YI-153. The arrow marks (presumably) the system's trapsAN/ALE-47.

Reconnaissance King Air 350ER ISR began to enter service with the 87th reconnaissance squadron of the Iraqi Air Force, formed at the Baghdad air base Al-Muthana, presumably, the transport and training King Air 350ER, which had previously flown in the 3rd squadron, was also included in the squadron. October 22, 2008 the Iraqi crew made the first fully independent reconnaissance sortie. Six months later, on May 17, 2009, US Air Force and Naval Aviation instructors completed training for the first group of Iraqi crews - 4 commanders, 7 co-pilots and 5 electronic equipment operators.

The photo of the reconnaissance YI-154 clearly shows the shape of the overhead fuel tank on the engine nacelle


Well, to the heap - a photograph of the last known board -YI-155.

Oddly enough, but the most difficult issue regarding the Iraqi King Air 350 was the question of their number in the air force. The fact is that according to many aviation news at one time it was reported that in 2008 Iraq ordered 6 more King Air 350ER aircraft in the same set (5 ISRs and 1 transport). But I did not find more detailed data about this contract. In general, in addition to mentioning the second batch, there are a couple more arguments that there should have been 12 aircraft. Firstly, in September 2008, a representative of the Ministry of Defense, Major General Mohammed al-Askari, claimed that the same number would soon be added to the existing 6 . Secondly, the rzjets.net website has information that the aircraft of the first batch carried the designations YI-150 - YI-155, plus there are photos of the YI-321 transport, which somehow looks illogical against the background of the YI-151 sides - YI-155, but it could wonderfully "fit" into the second batch.
However, there are serious arguments against the second delivery - firstly, not only scarce information about the second contract, but its almost complete absence - neither the amount nor the delivery time is mentioned anywhere, no information about the transfer of aircraft Secondly, in the course of implementation first contractRaytheon aircraft companywas sold and turned into a divisionhawker Beechcraft, which could well lead to confusion in the media and double counting of the same 6 aircraft. In addition, as we have already seen, the period between the receipt of the order and the delivery of the first batch of aircraft was quite short - therefore, by the beginning of 2011, the second batch had to be delivered "by iron". However, despite the elapsed time, I was unable to find "photo evidence" of the presence of the Iraqi Air ForceKing Air 350 ERwith numbers that go beyond the transport YI-321 and scouts YI-151 - YI-155, moreover, most of these sides have several photos. Of course, finding some logic in numbering the YI-321 transport aircraft, and the same type of reconnaissance aircraft as YI-151 - YI-155, is very problematic, but keeping for myself, let's say, the Iraqi military aviation registry, I have already made sure that such numbering bears traces of two “systems” among Iraqis, plus heaps of various jambs, such as assigning one number to two different types aircraft. It must be understood that Iraq is an Arab country with a corresponding mess and mind that cannot always be understood. Well, finally for me the question was closed by an article about the receipt of Hawker Beechcraft in 2011 of a contract for the continuation of training and maintenance of deliveredKing Air 350 ER, where only 5 scouts and 1 transport are clearly mentioned. So the rumors that Iraq received 12 of these machines is nothing more than a myth, in reality there are only six of them left.

The Interstate Aviation Committee of Russia issued a type certificate (ST 80/300/D01) for the King Air 350 aircraft manufactured by the American aircraft manufacturer Hawker Beechcraft, which is equipped with the new ProLine 21 avionics.

Beechcraft King Air 350:

The most popular turboprop aircraft model is the Beechcraft King Air 350, the largest and most spacious aircraft of this family.

It retained the economy and operational efficiency of the smaller models. This multi-purpose vehicle can be used for passenger - up to 9 seats - and freight transport.

A notable feature of the machine is that the landing and takeoff weight are absolutely identical, which is very valuable for flights over short distances.

The efficiency of the King Air 350 is evidenced by the fact that its operation costs an average of $1.96 per mile. For takeoff, it needs a runway 1 km long, for landing - 727 m. With a takeoff weight of 6804 kg, the rate of climb is 819 m / min on two engines and 232.5 on one. At a maximum flight altitude of 10.5 km with a full load, the flight range is 2658 km; and the maximum - 3387 km at a cruising speed of 541 km / h. Thanks to a modern noise protection system that significantly increases flight safety and comfort, this model is the quietest in its class.

The King Air 350 is equipped with two P&W PT6A-60A engines with a TBO of 3600 hours. This model began to be produced a long time ago, so it is constantly being upgraded. So, the Collins Pro Line 21 integrated electronic system was recently installed. There is also a Collins FGC-3000 aircraft automatic guidance system and a complete anti-icing system.

There are two main operating displays in the cab and one multifunctional display in the middle. The aircraft is also equipped with a mid-air collision avoidance system, a vertical separation system, and others. To all this, it should be added that the King Air 350 is quite easy to fly and, which is important for the owner, one pilot can fly the aircraft.

However, the increase in the number of owner-operators does not mean that corporate buyers have ceased to be an important part of this market segment. At least for twin-engine turboprops.

Characteristics:

• Cruise speed 558 km/h
• Maximum range, 3763 km
• Engine brand: 2 x Pratt & Whitney Canada PT6A60A
  

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King Air 350i is a reliable solution for business aviation.

The aircraft has unparalleled fuel efficiency, increased flight duration and has the lowest cost per passenger-kilometer. For passengers - a wonderful comfortable lounge for 8-9 seats and roomy luggage compartments.

King Air 350i - could be your first business jet!

In addition to the offer, if necessary, we will send you useful materials, such as the specification of the aircraft, the list of additional equipment, the calculation of the cost of a flight hour and other interesting information about the aircraft.

The King Air 350i is the ideal aircraft for business travel. The aircraft is characterized by unparalleled performance, refinement and application flexibility. Not surprisingly, this aircraft is considered the number one among turboprop models. The combination of price / quality together with the economic effect made this aircraft a bestseller among top managers who want to have their own personal or corporate aircraft for business.

Technical characteristics of the aircraft King Air 350i:

Advantages of the King Air 350i aircraft:

• Ability to use short runways and carry heavy loads. Flight geography - thousands of airports, and consequently, new business opportunities;
• Reduced in-flight noise and economy with powerful turboprop engines for longer range, greater efficiency and lower cost per passenger mile;
• The layout with dual passenger seats in combination with an innovative fuselage design (square-but-oval shape) allows to accommodate eight passengers on board and provide the highest level of comfort compared to other aircraft in its class.

Fred GEORGE
As stated in a 2009 flyer, the Hawker Beechcraft King Air 350ER can carry 6 passengers with a full tank of fuel. over a distance of over 4000 km. This is enough to get from Moscow to Ust-Ilimsk, from Ufa to Dublin or from Magadan to Pyongyang. The cheapest jet with that range will set you back $14 million—nearly twice as much as the long-range King Air.
Version 350ER, designed to carry 9 pass. and with an extended range compared to the base model, it features exceptional fuel efficiency and low direct operating costs, especially in terms of passenger mileage. On a standard executive flight with minimal baggage (usually approximately 100 km), the aircraft uses about the same amount of fuel as a six-seat Beechcraft Premier IA, or two-thirds of the fuel that a Hawker 850XP would need, or about a third of the fuel needed for such a journey as or a large-cabin business jet. The King Air 350ER also claims to be the cleanest business jet as it can carry more passengers over longer distances and on less fuel than any other twin-engine turboprop aircraft in its class.
Among other things, the King Air 350ER is certified under Chapter 23 of the American Aviation Regulations for domestic aircraft. overhead lines, i.e., it meets almost the same technical requirements for aircraft in case of failure of one engine on takeoff as jet administrative aircraft of the transport category.
Demand for the King Air 350 series aircraft, despite the current economic situation, remains relatively stable. Hawker Beechcraft delivered 52 of these last year, just one less than the most successful year of the past decade. Sales continue actively in the current year. With jet fuel prices still on the rise and business jets now seen as the symbol of a "feast in the time of plague", Hawker Beechcraft is promoting the $7.37 million 350ER as a long-range, wide-cabin, fuel-efficient, fuel-efficient exploitation of an alternative to the jet aircraft, which - also important - is much less annoying to the public.
Although the latter factor is beyond our purview, the performance of this most advanced King Air is easily measured and speaks for itself.
The traditional advantage of turboprops is that they can use small municipal airfields within the city, which runways are too short for jets. The King Air 350ER, for example, is capable of taking off from a 1,130 m runway and flying over 1,760 km. True, there are now several turbofan models on the market with similar or superior TRPs, including the Beechcraft Premier IA and Hawker 400XP. But the basic version of the King Air 350 - without the extended range - can still take off from shorter runways than most business jets.
In most cases, the King Air 350ER requires about a third more runway length to take off than the standard 350. The reason is that the empty weight in the extended range version has increased by a good 143 kg, and the maximum takeoff weight by as much as 680 kg. To cope with the increased weight, the main landing gear was replaced with stronger ones used on the Beech 1900D. From there, they also borrowed wheels of a larger diameter compared to the "relatives". Large wheels do not fully fit into the compartments. This, in turn, increases drag. In addition, additional fuel tanks installed above the engine nacelles hang over the engine nacelles, increasing drag even more. The company's engineers intended to get rid of both problems, but abandoned this idea for financial reasons. And without that, the ER modification turned out to be a million dollars more expensive than the standard one.
Both jet and turboprop aircraft typically fly far less than their maximum range allows. Thus, the average flight duration for light business jets is about 1000 km, for ultralight and medium-sized business jets - in the range from 1200 to 1300 km. As for large-bodied business aircraft, they fly on average at distances from 1400 to 1600 km. All these distances are within reach of the King Air 350 and even more so the King Air 350ER.
King Air 350ER will cover a distance of 1000 km in an average of 2 hours and 7 minutes. This is 30-40 minutes longer than it would take a jet aircraft. Since the true speed of the ER modification is from 490 to 500 km / h, on a long flight, a jet aircraft with a shorter flight range, but with a cruising speed of 740-800 km / h, could land for refueling and still arrive at its destination earlier. However, at the same time, he would still remain a jet aircraft. ER is not, and in our time it is of fundamental importance for many.
The 350 series has proven to be strong and reliable. According to the US National Transportation Safety Board (NTSB), since the announcement of the lineup in 1990, there have been only two accidents and one flight accident involving this type. There is no reason to believe that the 350ER will be any less safe or durable.
The Pratt & Whitney Canada PT6A-60A engines installed on the aircraft are another reason for such an impressive reliability of the machine. This engine model first appeared on the market in late 1983 and, according to the NTSB and the US Federal Aviation Administration, has never caused a single accident.
The onboard systems of the King Air 350ER are virtually identical to those found on the base version of the King Air 350, with the exception of the extra fuel tanks. There are 16 fuel tanks on the aircraft, each of which is equipped with an upper filler neck.
Since the 0.22 m3 in-nacelle luggage compartments had to be abandoned due to the installation of over-engine fuel tanks, all luggage now has to be stowed in the 1.56 m3 rear luggage compartment opposite the toilet or directly in the passenger compartment.
Slightly flattened fuselage sides are less optimal for maintaining high cabin pressure than a rounded or oval fuselage section. When flying at an altitude of about 9000 m, the pressure in the cabin of the King Air 350ER will correspond to an altitude of 2400 m above sea level. At the maximum cruising flight altitude of 10600 m, the cabin pressure corresponds to the pressure at an altitude of 3100 m.
Pre-flight inspection takes minimal time because all the on-board systems installed on the 350ER are simple. Short fliers may need a ladder to check fuel filler caps. The King Air 350ER takes longer to climb to cruise level than the standard King Air 350 due to increased drag. For example, with a weight of 6350 kg, the standard King Air 350 needs 27 minutes to climb to a height of 10600 m. Fuel consumption will be 147 kg. For the 350ER at the same weight, it will take 31 minutes with a fuel consumption of 188 kg.
According to the manufacturer, with a weight of 6100 kg cruising speed ER in flight at an altitude of 10600 m is 511 km / h with an hourly fuel consumption of 225 kg. For comparison, a standard King Air 350 at the same flight level will have a cruising speed of 530 km/h and fuel consumption of 227 kg/h. The maximum cruising speed of the 350ER is 11-18 km/h less than that of the King Air 350 when flying in almost the entire range of cruising altitudes.
With a landing weight of 5895 kg, the safe approach speed for the King Air 350 will be 189 km / h, and the required runway length is 759 m. For a 350ER with the same weight, the figures will be 193 km / h and 856 m, respectively.
According to Hawker Beechcraft, the length of the King Air 350/350ER cabin is 5.94 m. This is true, with the proviso that 5.94 m is the total distance between the bulkhead separating the cabin from the cabin and the rear pressure bulkhead. Thus, it includes both the toilet and the rear luggage compartment. The usable cabin length is about 4.05 m. Similarly, the manufacturer's declared cabin volume of 10.05 m3 is based on the cabin length of 5.94 m. corresponds to the cabin volume of many light jets in the 350ER price category. However, unlike most light business jets, passengers on this aircraft have access to their luggage in-flight.
The standard cabin interior includes two blocks of four seats in a club layout plus a toilet with a volume of 0.44 m3 opposite the rear entrance door. The chairs move back and forth, turn, have reclining backs and are equipped with armrests on the aisle side. The ledges located along the side act as armrests, increasing the usable width of the seats. The seats are slightly narrower than on many light business jets, but have improved lumbar support and an integrated headrest.
The saloon is superbly furnished with high gloss wood laminate finishes. The seats are upholstered in durable leather, and Ultrasuede microfibre faux suede is used to trim the upper walls and ceiling of the cabin. There is a buffet on the front left side of the cabin, which has a bar with drinks and snacks, an ice maker and a bottle of drinking water.
The $235,000 350ERi Cabin Upgrade Package will hit the market in the third quarter of this year and will include the Rockwell Collins Venue Cabin Entertainment and Control System with a 15.3-inch front-facing screen, location display aircraft and flight information, web support and more. The package will also include a Beechcraft FlexCabin rear compartment quick-release module with removable seats and padded footstools. The interior will feature photochromic filters on the windows, LED lighting and optional seat heaters. It is noteworthy that the upgrade package will also include an optional toilet cabinet with a sink and running water. The package will put the 350ER's cabin on par with the best-in-class light jet cabins.
The King Air line is a special combination of reliability, comfort, specifications, optimum operating costs and craftsmanship, making these models highly valued in the market. Beech aircraft have been regarded as the unrivaled leaders among turboprops for decades. And now, it looks like the ER and its brethren can expand their market thanks to one important - albeit unexpected - nuance: they are not jets.

Having looked at the Model 250, let's take a quick look at its larger brother: the Model 350.
The Beech Model 350 Super King Air is a light utility aircraft designed by the American company Beech Aircraft.
The Model 200 proved so popular that Beechcraft began work on its successor, Beechcraft designating it the Model 300 and marketing the "Super King Air 300". The airframe of the B200 was redesigned, with redesigned cowlings (known as "pitot cowlings" due to specific engine air intakes) fitted with more powerful engines (PT6A-60A, 1050 hp each) and increased maximum takeoff weight to 6,300 kg.

As always, I use information from sites
http://www.airwar.ru
http://en.wikipedia.org/wiki
and other sources found by me in the internet and literature.

One Model 200 aircraft (c/no. BB-343) was modified to test the behavior of the system that was planned for use on the new aircraft. In this configuration, it made its first flight on October 6, 1981. And the first flight of the Model 300 prototype took place on September 3, 1983, deliveries were planned for the following year. certification rules, the Model 300LW was developed, which had a maximum takeoff weight less than this figure. It is worth noting that very often in business aviation some parameters are determined not only by the capabilities of the aircraft, but also by the difficulties that arise with certification when crossing these boundaries. Often this can also be due to the rapidly changing requirements for pilots when crossing the border again.

In a curious development, 19 custom-built aircraft were delivered to the FAA in 1987 and 1988. The first two were converted from standard Model 300s, while the rest were purpose-built; The FAA used this fleet to test an extensive network of navigational aids in the United States. The King Air 200 and 300 series have been used for similar tasks in other countries: Australia, Germany, Hong Kong (and the B200C used for navaid calibration was the first aircraft to land at the newly built Chek Lap Kok airport in 1996), Norway, Sweden and Taiwan.

In 1988, Beechcraft began work on replacing the 300. The fuselage of the 300 was lengthened by about a meter, with two additional windows on each side and winglets on the tips, this aircraft was designated Model B300, it was introduced in 1990 and was originally positioned as Super King Air 350. The maximum takeoff weight was again increased to 6,750 kg; to solve problems with regulators in other countries, the 300LW continued to be produced until 1994. A version with a large cargo door was developed, which was designated Model B300C and the marketing name "Super King Air 350C".

The first deliveries of this model took place in 1990. In 1998 Elliott Aviation's UltraQuiet Active Noise Cancellation system was added as standard equipment to all B300s. In October 2003 Beechcraft announced that it would supply B300 and B300C King Airs with the Rockwell Collins Proline 21 avionics package in the future.

The B300 is still in production (marketing name "King Air 350", "Super" was lost in 1996) and the B300C is available for order; 4 were built in 2007 and Hawker Beechcraft announced on 11 November 2007 plans to deliver five more aircraft to Saudi Arabia in 2008 as flying dispensaries.

On June 13, 2005 Beechcraft announced at the Paris Air Show that they are developing a version of the King Air 350ER similar to the Model 200T and B200T (aerial photography aircraft) but based on the 300 series. Changes included an increase in MTOW to 7,430 kg, installation of surveillance equipment in the bottom of the fuselage, landing gear from the Beechcraft 1900 to handle the increased weight and increase the clearance between the fuselage (with a ledge) and the ground, and the placement of fuel tanks in the engine nacelles to increase the range (because like the winglets on the B300 did not allow you to install additional tanks on the wingtips). On November 11, 2007 Hawker Beechcraft announced that the 350ER has been certified by the FAA.

In October 2008 Beechcraft announced a redesign of the B300, dubbed the King Air 350i (the aircraft we are reviewing), with improvements to the passenger cabin. The manufacturer claims that the noise level and overall comfort of the King Air 350i, 350iER, 350iC and 350iCER can now compete with light business jets. The B300 cabin is equipped with controllers in the armrests that allow you to control the lights, dim the windows and control all kinds of multimedia equipment. The cabin also has (USB) ports, sockets and other joys of modern gadget users. Deliveries began in December 2009.

Installed on the aircraft:
two dynamically balanced Pratt & Whitney Canada PT6A-60A engines giving a total of 2,100 horsepower, with specially designed 105" four-bladed Hartzell propellers.
With a maximum takeoff weight, the King Air 350i has a climb rate of 2,730 feet per minute.

Here you can see why this hood is called a pitot

The luggage compartment of the King Air 350i is located in the tail of the cabin, has a volume of 2 m3 and is available in flight. There are also additional external compartments for luggage in the engine nacelles (I didn’t find out what was there with heating and pressure !!!).

front pillar

tail

With eight passengers, the 350i has a range of nearly 500 miles more than its nearest twin-engine turboprop competitor and further than the four-passenger Cessna Citation CJ2+!!!.

There is a toilet chair at the entrance, it claims to have a sink with water and other pleasures, like on an average business jet. But in other 350i, the sink with water is hidden in a cabinet to the right of the toilet seat.

luggage compartment

This aircraft is also used to calibrate and test airport navigation systems. This aircraft operates in Russia, but not under our registration!!! Here you can see the equipment for these works.

The King Air 350i has the same comfortable “squared oval” fuselage section that allows passengers to sit comfortably, the cabin volume is 3 cubic meters more than in the Cessna Citation CJ2 +
Noise in the cabin of the King Air 350i is only 78-dBA.
Among other things, in the front part, behind the cockpit, there are dispensers of hot and cold drinks, storage for ice.
**

closer equipment

Now let's move on to the cockpit. Here everything is absolutely the same as in 250m.

The King Air 350 has been equipped with the standard Collins Pro Line 21 avionics suite since 2009.
panel

top panel

kvsa workplace

2nd pilot

here he is a little asked

what an interesting rug on the center panel. Can you step on it or is it just a shelter from the sun and dirt?

And now the list of modifications of the Model 300:
Model 300 two versions, standard Model 300 with increased MTOW to 6,300 kg and Model 300LW with MTOW limited to 5,700 kg; 247 built including 35 Model 300LWs and two modified Model 300s and 17 built specifically for the FAA.
Model B300 (also King Air 350) stretched model with two additional windows on each side and winglets on the tips; in production now as King Air 350i and King Air 350iER. 687 built as of late 2009, including 42 as 350ER. Later, the aircraft began to be equipped with Proline 21 avionics.
Model B300C (marketing name King Air 350C) version of the B300 with cargo door; available for order as 350iC and 350iCER. 35 built at the end of 2009 including one for the Swiss Air Force modified for aerial surveillance and five aircraft with underwing hardpoints as 350CERs.
Model B300 (King Air 350i) modification of the B300 version with changes in the passenger compartment. certified in December 2009.

Military modifications 300:
One special Super King Air B300C was built for the Swiss Air Force, modified for aerial photography and with a large viewing window on the right side of the fuselage; it was not specifically named.
Hawker Pacific in Australia purchased eight B300s between 2003 and 2005 for leasing to the Royal Australian Air Force. They were subsequently upgraded into navigator trainers. Hawker Pacific later leased three more B300s to the AIF, replacing the B200s and B200Cs. The RAAF also operated King Airs as a temporary replacement for the DHC-4 Caribou in No. 38.
The Japan Ground Self-Defense Force has six B300s for reconnaissance and communications under the designation LR-2. The aircraft were delivered in 1998 to 2004 and include the last B300 built without Proline 21 avionics (c/no. FL-382).
Beechcraft announced on March 6, 2007 that the Iraqi Air Force had ordered five King Air 350ERs, with delivery scheduled to begin in late 2007. Hawker Beechcraft exhibited King Air 350ERs at the 2007 Paris Air Show; and at the Royal International Air Tattoo the same year.
There was also a 350 on display at the Dubai Airshow for military use, but I didn't get close to it.
Four King Air 350ERs equipped for ISTAR missions over Afghanistan have been ordered for the RAF. This variant is called the Shadow R1 by the RAF. A further four King Air 350s replaced the Royal Navy's Jetstream T2 observer trainer in 2011 and in this role it is known as the Avenger T1 .
The Royal Bahamas Defense Force also has a single B300 performing maritime patrol and reconnaissance missions.
But the United States Army has contracted a large number of King 300s to be purchased from the secondary market and upgraded into ISTAR aircraft for use by Task Force ODIN in theaters of operations. At the end of 2010, 11 such aircraft were registered with the US Army.

LTH:
Passenger capacity: 1 (pilot) + 9 / 11
P&WC PT6A-60A engine
Power 1,050 hp
Dimensions (external)
Wingspan 17.65 m
Length 14.22 m
Height 4.37 m
Cabin dimensions
Length 5.94 m
Width 1.37m
Height 1.45 m
Luggage compartment capacity 2.0 m3
Max baggage weight 522 kg
Max Ramp weight 6,849 kg
Max takeoff weight 6,804 kg
Max weight without fuel 5,670 kg
Max landing weight 6,804 kg
Fuel capacity 1,638 kg
Basic Operating Weight* 4,536 kg
Max payload 1,134 kg
Total load 2,313 kg
Max cruiser 580 km/h
Range: max load 1,754 km
Range: full fuel 2,974 km
Range: 4 passengers 3,174 km
Range: 3,343 km
Altitude 10,668 m
Takeoff distance (MTOW) 1,006 m
Landing distance (MLW) 821 m

The plane we saw has registration number D-CCIS and serial number FL-744. This plane seems to belong to a Russian company, but it flies under a foreign registration. At least it works here.
Russia currently operates four such aircraft, and by the end of 2012 their number should increase to 10.