Table Of Content
Transitioning pilots have switched to the aux tanks thinking they were drawing from the tips, and vice versa. The 340 is an all metal, six-place, low wing, pressurized, twin engine airplane and is equipped with retractable tricycle landing gear. Spins and aerobatic maneuvers are not permitted in normal category airplanes. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 91 or F.A.R 135. Temple says his typical buyer has a few hundred hours in high performance singles, but insurance is usually obtainable at a reasonable price.
Operating Weights
One reservation people have in switching from, say, a five-year-old Cirrus to a 35-year-old 340 is maintenance cost and downtime. A well-maintained older airplane can be every bit as reliable as a newer airplane. But one in tip-top shape can be as reliable as any airplane on the market-new or old. I have owned two 340As in the past 20 years, interspersed with a variety of Beech Barons. I have enjoyed the speed and flexibility of flying a turbocharged, pressurized twin Cessna for a total of 10 years.
FAA Fit? Wingman Med Backstops
I have had to delay and rarely cancel a flight due to weather. After all, even though this is a high flying weather capable aircraft, there are times when the weather is such that you shouldnt be in the air. A RAM package– increased speed, increased gross weight (because of single engine performance improvements) and VMC drops below stall speed. For that reason, many owners of 340s not fitted with the RAM power and VG upgrade remove one seat to eliminate the temptation of carrying a pilot and five passengers.
CESSNA 340A Price and Operating Costs
This is due in part to the split flaps, which are great for drag, but not so good for lift. The 340’s pressurization system maintains a differential of 4.2 psi. The day I flew N4001Q for this preliminary report, the cabin pressure remained at 3,000 feet, with the plane at 13,000. On takeoff, we used 33 inches and 2,700 rpm; both engines have a double set of safety stops to prevent over boosting the turbochargers. All you do is leave the throttles at takeoff position, and climb right up to 13,000 feet. Many speak of wanting the spoiler mod, which is available as an STC.
Cessna 340A Prices
Perhaps the biggest complaint of new pilots is keeping track of the fuel between the various tanks, but this becomes a non-issue after just a few hours of flying time. Takeoffs and landings will almost make a pilot complacent. Landing doesn’t even really require a flare – set the attitude early, pull the power, and the airplane settles itself onto the runway.
Featured Video: Airthre’s Cabin Oxygen Generator
Where is the zero lift drag coefficient, is a constant and represents the lift dependent drag. Sometimes people (incorrectly) refer to the first part as the “profile drag” and the second part as the “induced drag” or “vortex drag.” This heuristic is overly simplistic. The second term, in fact, contains both induced and profile drag. Furthermore, in addition to the constant and quadratic terms, a more refined model contains a linear term. In any event, the coefficient of drag is very nearly a function of the coefficient of lift, i.e., .
Finding The Perfect Turbine - Plane & Pilot
Finding The Perfect Turbine.
Posted: Sat, 06 Feb 2016 08:00:00 GMT [source]
Propeller aircraft
Not all twins of the 340s days have accelerate-stop and accelerate-go performance tables but, to Cessnas credit, the 340 does. Under standard conditions, a 340 that loses an engine at lift-off speed (91 knots) can be brought to a full stop within 3000 feet of brake release. MaintenanceLike any other high-performance airplane, a 340 is not one to tolerate skimpy maintenance.
Those that still have 285-HP K engines (if any) are nearly 20 knots slower in cruise, use roughly 200 feet more runway for takeoff and climb 1500 FPM on both engines, 250 FPM on one. A number of various engine modifications, mostly from RAM Aircraft, increased available horsepower to as much as 335 per side and many of these aircraft are flying today. The 340 became so popular that Cessna decided to offer an unpressurized version for those who wanted the other features of the 340 but at a lower cost. This aircraft, the Cessna 335, began production in 1979 and had some slightly smaller engines. But as it turned out the main reason people liked the 340 was for its pressurization, and the 335 wasn’t selling. Cessna ceased production after only one year and 64 aircraft.
Considering an entire VG kit weighs about as much as the air in your tires, its about as close to a free lunch as you can get. Two months later the annual was due, and again, lots of money spent. It was not the annual that was expensive, it is all the items that, after a consultation with the shop, I elected to have done. Ours had the full 203-gallons and I would give serious thought to doing without one nacelle tank in favor of air conditioning. One of the RAM engine upgrades could make that trade-off unnecessary, but I have no experience with those STCs. Ours served us very well for personal transportation for nine years.
The pressurized aft-cabin baggage area is valued by families with kids where food, toys and all the gear that often goes into their SUV for a weekend to Grandmas also fits into a 340. CG likes to have us fill the nose baggage compartment if we have passengers in the back seats. The airplane will fly off the runway at very low airspeeds, but we like to hold it on the runway to Vmc plus 10 or more should we have an issue with an engine. Approaches are flown at 110 knots and we can hold blue-line (or better) all the way down final with full-flaps, gear down, and carrying some power during the final. The two big Hartzell Scimitar propellers will slow the airplane quickly when the throttles are brought to idle in the flare.
Preferred Airparts, based in Ohio, provide worldwide customers with surplus new Cessna original components and used parts from dismantled aircraft. However, Cessna has introduced a range of airworthiness directives and SIDs, known as Structural Inspection Documents, aimed at the worldwide fleet of aging Cessnas. The less popular 340 model, of which there are fewer available, appears to sell between US$75,000 to US$180,000. The 340A has an exterior length of 10.46 meters, a height of 3.84 meters, and a fuselage diameter of 1.55 meters. It has a wingspan of 11.6 meters, a wing area of 17.1 square meters, and a wheelbase of 3.12 meters. The spacious cabin is 1.3-meter tall, 2.8-meter long, and 1.4-meter wide.
The Cessna 340 is a pressurized six-place twin featuring center-aisle seating, an air-stair door, and top cruise performance. Developed from the 310, it utilizes a similar landing gear and tail unit. Until 1976, power for the 340 was generally quoted as 285 hp.
No comments:
Post a Comment