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powered prop only, rather than any asymmetrical thrust (right if only the front engine is operating, left if the rear). There is one interesting caveat, though. The aircraft climbs slightly better on the rear engine than the front alone. About 50 FPM better according to the POH. However, starting with 1973 models (turbocharged and/or pressurized), those notations are removed from the POH, and single-engine performance charts don’t specify which engine is operating.
In normal operations, typical climbs are in the 1,000 FPM range. Pep has seen cruise speeds in the 160 MPH range, burning 25-30 GPH. Economy settings can easily get the fuel flows below 20 GPH total if the pilot is content to cruise a bit slower. Single-engine, the normally-aspirated 337 can generally manage 200-300 FPM climbs at Vyse. Single- engine service ceilings are generally higher in similarly powered/sized centerline thrust versus conventional twins, as far less aerodynamic drag is introduced to content with asymmetric thrust.
Maneuvers look and feel like a C-210 or C-206, or even a heavily loaded C-182. This includes pattern work and land- ings. The only exception I noted was the 337 is a bit lacking in elevator trim. There is a feature that locks out additional up trim when the flaps are selected beyond 15 degrees. This leaves the pilot holding a fair bit of back pressure as final approach speed is established. Yet, it’s not more than can be overcome manually (including the necessity to flare and hold the nose wheel off after touchdown).
Like any complex, multi-engine aircraft, the Skymaster line has its share of system quirks specific to the sub-model and production year. None are any more difficult to man- age than with more traditional twins. As with any aircraft type, it’s a matter of type-specific training, good systems knowledge, and adherence to checklists, POH, and estab- lished procedures.
The Triple Double
Meanwhile, back in Green Bay, the first 337 Pep located in Phoenix (SM1) is next on his project list. Right after the annual inspection on his Dornier Do.28 is completed, any- way. When SM1 does fly again, Pep will likely fly it enough to call his “rescue” accomplished before selling it. Having successfully salvaged three Skymasters that were all just as likely to see a scrap yard as they were to fly again, Pep and Jim are making two flyable 337s from them. It may be impossible to save them all, but 2 out of 3 isn’t bad!
Standard Aero
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Matthew McDaniel is a Master & Gold Seal CFII, ATP, MEI, AGI, & IGI and Platinum CSIP. In 35 years of flying, he has logged nearly 22,000 hours total and over 5,900 hours of instruction given. As owner of Progressive Aviation Services, LLC (www.progaviation.com), he has specialized in Technically Advanced Aircraft and Glass Cockpit instruction since 2001. He is also a Boeing 737-series Captain for an international airline, holds 8 turbine aircraft type ratings and has flown over 135 aircraft types. Matt is one of less than 15 instructors worldwide to have earned the Master CFI designation for 11 consecutive two-year terms. He can be reached at matt@ progaviation.com or 414-339-4990.
August 2024 / TWIN & TURBINE • 27