Page 13 - Volume 16 Number 8

cruise climb is established with the power reduced to the top of the green. This produces 800 to 1,000 fpm with normal loads until reaching critical altitude, where the wastegates have closed.The 340 is as stable as a rock during climb and cruise, responding well to hand flying; the yaw damper is engaged and the propeller synchrophaser is turned on, for passenger comfort. At top-of-climb, cowl flaps may be buttoned up and fuel pumps left on to minimize vapor formation. Power is set and props pulled back to a quiet 2350. Fuel management is to burn the first hour, including climb, from the main tanks, then either transfer locker tank fuel or select auxiliary tanks, the idea being to accumulate fuel in the tip tanks for crossfeed or landing purposes. Owners quickly adapt to the routine.The 340’s cabin is a fine traveling compartment,flying at 20,000 feet with the cabin at only 8,000 feet.Phone: 307-332-3242 • at 200 knots on 30-34 gph, doing its best work in theDepending on power setting, the airplane will true out17,000 to 22,000 foot range. Four-Papa-Charlie’s owneruses RAM’s 65% guidelines, typically 30-inches MPand 2,300 rpm (depending on temperature), burning35 gph. Higher altitudes work but climb is sluggishand cylinders may heat up. Lean-of-peak operation isdifficult to achieve in the higher flight levels. Enduranceis predicated on payload; more people mean less fuel canbe carried, but comfort stops are often needed anyway.If all tanks are filled, two or three persons will have youup against the max weight limit. There is a maximumVolunteer Pilots NeededLighthawkVolunteers flying for the environment since 1979.Phone: 307-332-3242 www.lighthawk.orgzero-fuel weight of 5,630 pounds, and the landing weightVolunteer Pilotslimit of 5,995 pounds requires that 50 to 65 gallons beburned off prior to arrival.NeededThere are no surprises in maneuvering for the approach and landing; just fly the proper airspeeds and the 340 goes where it’s pointed. Descent must be planned, as with any high-altitude piston airplane, making speed brakes a handy cover-up, if available. Approach flaps can be extended at 160 knots, requiring a twist of nose- down trim as they drop out. This stabilizes the aircraft for terminal area twisting and turning; the 300 pounds on each wingtip adds some flywheel effect, but rudder use puts the tip-tanks’ canted angle to work for yaw/roll coupling. After selecting gear down and further flapsVolunteers flying for the environmentbelow 140 knots, the 340 rides in on rails. Blue line is held until short final, using 95 knots over the fence, andsince 1979.a smooth touchdown is made with a bit of power retained until contact. If the runway length is limited, chop the throttles and plant the mains. I can land a twin Cessna short or smooth, but not at the same time.Open the cowl flaps, turn the boost pumps offPhone: 307-332-3242(otherwise, they’ll keep the engines running at shutdown) and let the turbos cool during taxi. When you arrive inwww.lighthawk•.orgyour 340, you show up in class. This is all the startertwin a lot of us will ever need. T&T AUGUST 2012TWIN & TURBINE • 11Quarter