For many owner-pilots, the Cirrus SR-22 is the pinnacle of the “personal luxury car of the skies.” It’s fast, technologically advanced, and offers the ultimate safety net: the CAPS parachute.
When your missions shift from weekend getaways with a spouse to cross-country business trips with a full team or heavy gear, the question arises: Is it time to move up to a turbine?
While there are many steps on the ladder, the Beechcraft King Air 350 stands as the definitive goal for the transition from piston to turboprop. Here is the direct comparative guide to help you decide if it’s time to trade the side-stick for power levers.
1. Mission Capability: Range vs. Payload
The SR-22 is a masterpiece of efficiency for 1-3 people on a 400-mile trip. However, as any Cirrus owner knows, “full fuel” and “four adults” rarely fit in the same sentence.
- The Cirrus Mission: Best for 300-600 nm legs with light baggage. You are capped at 17,500–25,000 ft (if turbocharged) and must navigate around significant weather.
- The King Air 350 Mission: This is a “fill the seats, fill the tanks” airplane. With a useful load of over 5,000 lbs, you can carry 8-10 passengers in a pressurized, double-club cabin. It’s a 300+ knot machine that treats 1,500 nm trips like a morning commute.
2. The Performance Jump: 180 kts to 310 kts
The transition from a single piston to a twin turboprop isn’t just about speed; it’s about utility.
- Weather Topping: While the SR-22T can climb high, the King Air 350 lives at FL350. You aren’t just flying through weather; you’re flying over it.
- Redundancy: Moving to the King Air means moving to the reliability of two Pratt & Whitney PT6A engines, widely considered the most reliable powerplants in aviation history.
3. The Cost of Doing Business
Let’s talk numbers. This is where the dilemma becomes real.
- Operating Costs: An SR-22 might cost you $250–$450 per hour to operate wet. A King Air 350 will likely land between $1,800 and $2,500 per hour.
- Maintenance: In a Cirrus, your biggest concerns are the 10-year parachute repack and annual inspections. In a King Air, you enter the world of “Phase Inspections” and specialized systems. For instance, ensuring your safety requires rigorous landing gear inspection and overhaul schedules that are far more intensive than a fixed-gear piston.
4. The Transition: Training and Type Ratings
You can’t just hop into a King Air with a high-performance endorsement. Because the King Air 350 has a Maximum Takeoff Weight (MTOW) over 12,500 lbs, it requires a BE-300 Type Rating.
As an owner-pilot, you are moving from a single-pilot cockpit designed for simplicity to a “commuter category” aircraft. You’ll need to master multi-engine aerodynamics, turbine systems, and high-altitude operations.
5. Buying Smart: The Pre-Purchase Phase
If you decide to sell your private plane and hunt for a turboprop for sale, the stakes are significantly higher. A “cheap” King Air can quickly become a multi-million dollar liability if the turbines or airframe have deferred maintenance.
Before signing any contracts, a comprehensive pre-purchase aircraft inspection is non-negotiable. While a Cirrus pre-buy focuses on the engine and composite airframe, a King Air pre-buy must scrutinize engine trend monitoring, corrosion in the wing spars, and the life-limit cycles of the turbine components.
The Verdict: Is the Upgrade for You?
Stay in the Cirrus if: You fly solo or with one passenger 80% of the time, your typical trips are under 400 miles, and you value the lower “all-in” operating cost.
Upgrade to the King Air 350 if: Your business is growing, you need to transport 6+ people regularly, or you find yourself grounded too often by weather that a turbine could easily overfly.
The King Air 350 isn’t just an airplane; it’s a corporate tool that changes how you view distance. If you’re ready to make the leap, ensure your transition is backed by technical expertise and a team that understands the complexities of turbine ownership.