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The only disadvantage of the RSTOL modification is that it precludes aftermarket speed brakes. I have owned a 1979 Cessna 340A for the past 11 years, and it has worked out so well I have yet to come up with a reason to change to a different airplane. The two aircraft I owned prior to the 340 were a Cessna 425 (Conquest I), and a Cessna 303 (Crusader), each of which I owned for a lesser period of time.
Cessna’s entry-level inflatable twin
On the second pass he hit a 50-foot tower 40 feet up, making the airplane unflyable and killing all aboard. We admit to a certain soft spot for the Cessna 340—thinking of it as one of aviation’s finest personal hot rods. But Cessna didn’t build any 340As (or much of anything else) that year and after putting together a scant 17 of the airplanes in 1984, production was terminated for good, with a total of about 1297 aircraft made. Aircraft of similar configuration, age, and role include the Beechcraft Duke, Piper Pa-31 Navajo, and the Rockwell Aero Commander. All sell at similar prices, although the 340 does appear to hold its price well in comparison. Comparing performance, the Cessna 340 appears to have the edge in climb rate, cruise, and service ceiling.
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They create much greater rudder authority and reduce Vmc to below stall speed. The 340 requires good maintenance by shops with expertise on the type. My 340 has been reliable, but it is expensive to keep it in top condition. I was told that if I could not stomach a $50,000 unplanned maintenance expense, I shouldn’t buy a 340. I figure the maintenance costs will run an average of $150 per hour, net of engine and prop reserves. My plane has 310-HP engines with the AA intercooler modifications.
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Liability coverage covers damage caused by the aircraft, including passengers, while hull coverage covers damage to the aircraft itself. The Cessna 340 adheres to the standard Cessna maintenance schedule, with the most frequent inspection being the 100 Hour inspection. The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia. It provides code tables for aerodromes, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website has also a photo gallery and gives you an overview of all aviation museums worldwide.
The Cessna 340: One Of General Aviation’s Most Popular Pressurized Twins
Still, with the length of the fuselage, passengers rarely feel cramped. There is plenty of storage in the aft cabin for items you want to keep pressurized and out of the cold, as well as storage in the nose and wing nacelles (when not converted to fuel tanks). Like many six-seat aircraft, the stock Cessna 340 is better suited to four occupants than full seats. It’s not a true six-place machine in standard configuration.
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I chose the 340 because it fit my mission needs, has a comfortable cabin and I like the looks.My daughters are impressed because it has an aisle (sort of) and they are not squished into the back. The 340 is much roomier than any airplane weve had in the past. The majority of 340s have Bendix/King Silver Crown or Collins Microline avionics.
Cessna Trio Makes LABACE Debut - Aviation International News
Cessna Trio Makes LABACE Debut.
Posted: Fri, 16 Aug 2013 07:00:00 GMT [source]
Swiss Crew Aborts Takeoff For Four Other Planes Crossing JFK Runway
The pressurization system makes passenger comfort excellent, and the cabin size is good for a personal twin-engine aircraft. Unfortunately, Cessna sold only 65 of its 335s before deciding the whole thing was a bad idea. The company canceled the model after a single year of production. We’re left with an interesting head-to-head comparison between pressurized and unpressurized versions of the same airplane. My missions are generally between two and eight hours of flight time, so I generally flight plan for no more than four-hour legs, which gives me about one hour of reserve fuel (163 gallons, no nacelle tank).
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So in 1976 Cessna introduced the Cessna 340A, which was now fitted with 310 hp TSIO-520-Ns. Cessna also shortened the propeller blades on this model to meet noise reduction standards, and slightly changed the cabin pressurization schedule. My typical trip is business traveling; usually 200 to 250 miles at 10,000 to 15,000 feet, which is the sweet spot for the airplane. I can fly these trips at 20,000 feet or higher when weather is a factor, but for the most part I only get into the flight levels when flying longer legs. It also has the flexibility to fly high or low to take advantage of the winds aloft without a fuel burn penalty.
The association sponsors seminars and conventions, plus also has an active forum where questions can answered to help keep the aircraft’s reliability and safety at a higher level. I do recurrent training annually, even if it’s not required for insurance. While the pressurization is easy, the same can’t be said for the fuel system. Start with the 100-gallon-usable tip tanks, which are the mains in this airplane.
Owners looking to step-up from a high-performance single will inevitably make a pass or two through the 340 classified section. The same spaciousness holds true up front where the pilot(s) will find the standard Cessna twin panel arrangement. The Cessna 340 was also offered with Roman Numeral designators. The designators simply reflected the instrumentation package and nothing more. The 340 II was shipped with instrumentation from the 400-series Cessnas while the 340 III had instrumentation from the 800-series Cessnas.
Starting with a well-chosen aircraft initially and adding extensive panel upgrades, our 340 is equipped with most of the bells and whistles—it’s as close to an all-weather GA airplane as is practical. We’re diligent about maintenance and the airplane seems to reward that effort. It serves us well for most any mission we undertake and we’ve never had to go commercial when we’d planned to take the 340. Once the airplane is slowed down with gear and flaps deployed, however, it tends to sink like a rock, and some power must be maintained right into the flare.
One owner called the installation of VGs a real no-brainer. While theres no way to prove this, we suspect that the efficacy of the vortex generator kits has served to boost the value of 340s at a surprising rate. If youre considering a 340, by all means consider vortex generators. Rate of climb at sea level is a respectable 1650 FPM, but climb performance tapers above 20,000 feet to a dawdling 300 to 400 FPM in the mid-20s.
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