“Big Airplane” Safety:

A Cessna 340 /340A

buyer’s guide
by Jerry Temple
For many reasons, the Cessna 340/340A has evolved into the world’s
best-selling piston-powered, cabin-class pressurized twin.

CES S NA F LYE R ( 42 ) MARCH 2 015

Photo: Jessica Ambats
The typical buyer of a Cessna 340 is
moving up from a high perfor-
mance single engine airplane. Other buy-
ers may be businesses already operating
a turboprop or jet that are interested in
purchasing a 340A for short trips with
only a passenger or two on board. If you
are considering the purchase of a 340,
the following information should help
educate you.

Configuration
The Cessna 340/340A sits tall, and that
alone gives many nervous passengers a feel-
ing of “big airplane” safety. When you’re
used to making a step up on to the wing
The Cessna 340/340A sits tall, and that
and then a dive into passenger and front alone gives many nervous passengers
seats, the airstair door on a cabin-class
340 can feel like quite a luxury. a feeling of “big airplane” safety.
The cabin configuration of 340s today
is rarely other than what was at its intro-
duction just an option: two cockpit and
four cabin club seats. However, most
owners remove seat number five, the
forward-facing left-side seat. This results
in a roomier cabin and makes getting in
and out of the airplane (and egress to
the cockpit) much easier. It is not dif-
ficult to install the sixth seat if all six
seats are needed.
For families with small children, the
removal of seat number five allows for
a caretaker to sit in seat number six, the
forward-facing right cabin seat, with
their eyes on a toddler or two that are
strapped into car seats and belted onto
seats number three and four, the two aft-
facing cabin seats.
RAM Aircraft offers a STC’d seventh
seatbelt installation on the baggage shelf.
It allows a child to sit on the shelf, or a
cushion, with a legal seat belt. Owners
needing an onboard potty can purchase a
portable camping-­­style toilet that can be
positioned on the aft baggage shelf.

Common modifications for Cessna 340/340A aircraft

Storage
Baggage is stored in the nose bay with
a door on each side of the nose area. The most common modifications on 340s include:
Additional baggage can be carried in the - Vortex generators, which reduce critical engine-out speed (Vmc)
wing lockers. The size and capacity of - GAMI fuel injectors, which aid in cylinder cooling and economy
the wing lockers depends on whether the
- Engine heaters, which allow for better starting in cold weather
aircraft is equipped with optional nacelle
- Spoilers (speed brakes), which aid in speed and descent management
fuel tanks.
In reality, most 340s only have one - R/STOL high lift systems, used to improve short takeoff and landing distance
wing locker cargo area. The second is - Aft fuselage strakes, the under-tail fins that reduce drag and increase cruise
what I call the “dirty wing locker,” and speeds by approximately eight kias
it’s used to carry oil, tools, fuel drains, - Recognition lights that are mounted on the engine cowling and have no
etc. A kitty litter pan inside the dirty speed restriction
locker works great for holding all the - Keith air-conditioning, an electric aircraft system that allows for aircraft
stuff. I suggest you place every quart of cooling with a power cart
oil in a one-gallon freezer bag—a leaking
oil bottle is a true mess.

CES S NA F LYE R ( 44 ) MARCH 2 015

 Photo: Jessica Ambats

The panel of Ron

Mohrhoff’s 1979
Cessna 340A offers a
glimpse of what it’s
like to fly the world’s
best-selling piston-
powered, cabin-class
pressurized twin.
Photo: Ron Mohrhoff
 The aft cabin is pressurized. Therefore,
the items you do not want exposed to
altitude and cold temperatures should be Cessna 340/340A engines
carried in the cabin, along with any items
that your passengers will need to access
during flight. Food, toys, games and cos-
metics are examples.

Photo: RAM Aircraft

Engines and conversions
The 340 was manufactured from 1972
through 1975. The 340A was introduced
in model year 1976. The original 340
had Continental TSIO-520-K engines
delivering 285 hp. It was underpowered. Over the years, 340s/340As have been modified with engine
Soon, the mod shops STC’d 310 hp conversions. To keep these straight, you can use your five fingers.
engines for these original 340s, and in 1976,
The available engines are:
the 340A was introduced with 310 hp TSIO-
520-N engines. Few 1,400-hour TBO TSIO- 1. Standard/stock 310 hp
520-N engines remain in the fleet. Most 2. RAM Series IV 325 hp conversion
340/340As are powered by TSIO-520-NB 3. RAM Series VI 335 hp conversion
engines with a 1,600-hour TBO. 4. RAM Series VII 335 hp conversion
I would stress that engine TBO is only 5. Stock 310 hp engine with American Aviation intercoolers
a suggestion for FAA Part 91 operations.
In the United States there is absolutely no
requirement to do an engine overhaul or
exchange when reaching TBO.

Pressurization, propellers
and service documents
Early 340s had a 3.8 psi pressurization
differential, and the 340A has a 4.2 psi
differential. The difference in cabin alti-
tude at the typical operating altitudes of
18,000 to 21,000 feet is small.
The propellers can be either a three-
bladed heated Hartzell or McCauley. (A
few 340s have MT-Propeller’s four-blad-
ed composite propellers.) Propeller TBOs
may be five years and 1,500 hours, or six
years and 2,000 hours.
If you are looking closely at a par-
ticular 340/340A, it is important for the
propeller hours to have the correct suffix
in the maintenance logs: be sure the data
shows either “Since New” or “Since Prop
Overhaul.” A propeller overhaul will
typically cost $4,000 each.
Like engine and propeller TBOs,
Service Bulletins—including those titled
Mandatory Service Bulletins—are 100
percent optional in piston powered air-
craft operating under Part 91. A Service
Bulletin may be wise to comply with, but
it is optional.
The same is true for Supplemental
Inspection Documents (SIDs). SIDs Ask a properly trained 340 pilot about
are Cessna’s means to address aging
aircraft. Once again, SIDs are com-
fuel management and the answer is
pletely optional in piston Part 91 very likely to be “it’s no big deal.”
operations. In many other countries, all
Service Bulletins and SIDs are required.
Complying with all SIDs can amount to
a huge maintenance bill.

CES S NA F LYE R ( 46 ) MARCH 2 015

 Considering a
Pressurized Twin?
Think
Cessna 340A.

• Best Selling Pressurized

Cabin-Class Twin
• 8,000’ Cabin at Flight Level 200
• Weather Capable

Call JTA - World’s Leading

Twin Cessna Sales Specialist

www.jerrytemple.net
Photo: Jessica Ambats

PHONE: 972 . 712 . 7302

EMAIL: [email protected]
FAX: 972 . 712 . 7303
 Fuel tanks
The complexity of the fuel system on
a 340 receives too much publicity, in my
opinion. Ask a properly trained 340 pilot
about fuel management and the answer
is very likely to be “it’s no big deal.” The
technique can be learned quickly, pro-
vided you have the right instruction.
I’ve said for years, “Give me one
three-hour cross-country with a new 340
pilot, and when we land, the pilot will be
able to teach the system.” The three fuel
amounts to remember are 163, 183 or
203 useable gallons.
A few odd amounts may be seen with
aircraft that have additional aftermarket
fuel cells installed. These O&N (aka
Tom’s Tanks), carry 18.5 gallons each. A
340 may accommodate from one to four
of these 18.5-gallon wing locker tanks;
the number will depend on if optional
factory nacelle fuel tanks or factory air-
conditioning was installed.

Known icing conditions

Recently the FAA required certain
twin Cessnas to have a cockpit plac-
ard if the aircraft was not certified
for flight into known icing conditions.
(This document, AD 2014-03-03, is
available at CessnaFlyer.org. —Ed.)
The known ice kit was only a factory
option for 340s and was first available
on the 340A in 1977.
The 340A known icing package con-
sists of a fully booted airframe—this
includes the wings and the wing stub
between the fuselage and nacelle. The
vertical and horizontal stabilizer are also
booted. The propellers are heated, fuse-
lage ice protection plates are installed,
and there is heated plate on the pilot’s
windshield. Other items include 100 amp
alternators, heated pitot tubes, a heated
stall vane and heated static ports. An ice
detection light illuminating the left wing
boot is a part of the kit, too.
Many 340s have what is commonly
referred to as full de-ice. This is not the
same as the known ice kit. The term “full
de-ice” generally means de-ice boots on
the outer wings (but usually not on the
wing stubs). The entire tail area is boot-
ed, the propellers are heated, the aircraft
has fuselage ice protection plates, 100-
amp alternators and heated pitot/static/
stall. However, the pilot and copilot’s
windshield have an isopropyl alcohol
anti-ice system, not a hot plate.

Maintenance
The four most common questions
regarding maintenance are about the

CES S NA F LYE R ( 48 ) MARCH 2 015

 Photo: Jerry Temple
Above: Families with small children can appreciate the convenience of
a pressurized Cessna 340/340A. Right: When you’re used to making a

Photo: Ron Mohrhoff

step up on to the wing and then a dive into passenger and front seats,
the airstair door on a cabin-class 340 can feel like quite a luxury.

Photo: Ron Mohrhoff

R A M A I R C R A F T, L P
• SI N C E 1976 •

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Engine Fax: (254) 752-3307 | Parts Fax: (254) 756-0640 • Engines • Control Cables
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• Hose Kits • Everything for your Cessna!
 exhaust system AD, the landing gear,
the wing spar Service Bulletin and
cabin pressurization.

Exhaust system
In 1975 Cessna issued an AD addressing
exhaust system maintenance. Regrettably,
the AD was not properly adhered to,
and in January 2000, AD 2000-01-16
was issued. In 2015, this exhaust AD is a
truly accepted maintenance action.
For most pilots, the only item of
adherence is a visual inspection of the
exhaust system every 50 hours. By sim-
ply doing this inspection every other oil
change, compliance is made easy.
At the time an engine is being over-
hauled or exchanged, the exhaust compo-
nents must be sent to a shop certified for
exhaust system inspections and repairs.
Even if the components pass an inspec-
tion, few owners elect to reinstall the old
exhaust components on their new engine.
New exhaust components are almost
Photo: Jessica Ambats

always installed.
Many owners and mechanics do not
“Convenience can be costly” is a phrase that fully understand the AD’s requirement
often applies to twin Cessna maintenance. for exhaust removal and replacement
at 12 years of age. The FAA is trying to
clarify this point of the AD. The shops
that are truly twin Cessna maintenance
specialists usually know the rules—but
shops that see only a few twin Cessnas
Get more from your Cessna 340 and 400 Series Aircraft may present an incorrect assessment
by installing Dual Aft Body Strakes of the exhaust system to an owner or
prospective buyer.

Landing gear
The landing gear should be rigged
annually. Many shops avoid this because
it is a challenging task. It requires time
and skill; just checking the gear tensions
More Safety: decreased drag and adverse yaw and lubricating the gear is not adequate.
More Performance: gain up to 8 to 12 kts Honoring gear extension and operating
More Saving: lower fuel cost speeds—VLE and VLO—is critical.
Also, high-speed turning and hard
www.AbelAero.com • 812-208-4326 turning while braking must be avoided. It
is abuse that will take its toll over time.
Many twin Cessna pilots who trained
with me say they can still hear my voice
on rollout: “Brake straight-brake straight,
no hard/fast turns.”

Wing spar Service Bulletin

The wing spar Service Bulletin is not
due until 15,000 hours. Most 340/340As
have 5,000 to 6,000 hours. And, bear in
mind, this usually took 35 to 40 years to
accumulate. Therefore, 15,000 hours is a
lifetime away for most pilots. (Sorry, all
you Cessna Flyer readers, I will not likely
be around to discuss your 15,000-hour
340 in 2050!)

CES S NA F LYE R ( 50 ) MARCH 2 015

 Photo: Ron Mohrhoff

Photo: Jerry Temple

Above right: RAM
Aircraft offers a STC’d
seventh seatbelt installa-
tion on the baggage shelf.
It allows a child to sit on
the shelf (or a cushion)
with a legal seat belt.

Right: This 1980 Cessna

340A has an impres-
sive panel that includes
Garmin G500 pilot and
copilot PFD/MFDs (both
with synthetic vision);
GTN 750 and GTN 650
WAAS touch screen nav-
igation, an L-3 Avionics

Photo: Jerry Temple

WX-500 Stormscope and
much, much more.

Cessna 340 / 340A / RAM VII Performance Specifications

Primary Specifications Cessna 340/A RAM 340/A Series VII

Engine model: TSIO-520-N/NB TSIO-520-NB
Engine rating 310 hp / 1,600 hours 335 hp / 1,600 hours
Takeoff MP at 2,700 rpm (ISA + 30° F) 38 inches MP 38 inches MP
Acceleration, 0 to 100 mph 21 seconds 15 seconds
Twin engine climb
at sea level at new gross weight 1,650 fpm 1,930 fpm
Single engine climb
at sea level at new gross weight 315 fpm 355 fpm
Cruise climb power (ISA + 30° F) 2,450 rpm at 31.5 inches MP 2,500 rpm at 33.0 inches MP
Cruise climb sea level to 23,000 feet 31 minutes 23 minutes
260 hp Cruise at 23,000 feet NA 232 ktas at 20.3 gph
230 hp Cruise at 23,000 feet 206 ktas at 19.3 gph 219 ktas at 17.9 gph
200 hp Cruise @ 23,000 feet 185 ktas at 16.5 gph 205 ktas at 14.7 gph
Landing weight and zero fuel weight - 340/340A 5,975 / 5,990 & 5,630 / 5,630 6,075 & 5,630
Useful load increase - 340/340A N/A +395 / +380 pounds
Gross weight and ramp weight - 340/340A 5,975 / 5,990 pounds & N/A 6,390 / 6,430 pounds

Source: RAM Aircraft, Inc.

Pressurization At Simcom, for example, a new 340 can be costly” is a phrase that often
Pressurization is much like a con- pilot attends a five-day course with applies to twin Cessna maintenance. To
vertible automobile. It costs more to ground school on the systems and then properly maintain a twin Cessna requires
purchase, but in day-to-day use does 10 hours of full-motion simulator training. service at a shop that has experience with
not cost more to operate. Pressurization There the pilot can work through lots of twin Cessnas. It is usually at a pre-pur-
results in fewer headaches, less fatigue malfunctions, practice lots of approaches, chase inspection that the consequences of
and the obvious elimination of oxygen and make lots of mistakes; none are maintenance by a convenient—but perhaps
masks. (Try putting a headset and oxygen fatal. (Aerial Sim Training in California, less-than-qualified—shop become apparent.
mask on a four-year-old, or a dog.) a CFA supporter, is also an insurance
Twin Cessna maintenance special- approved training facility. —Ed.) Let’s go flying!
ists know how to find the capsule leaks The dual instruction in the aircraft must We will climb at a comfortable deck
that will occur. Certain shops will have be with an insurance-approved, qualified angle of 120 kias and will be at Flight
a pressurization cart that allows for an instructor. This can get some new owners Level 200 in approximately 25 minutes.
aircraft to be pressurized in the hangar; a in trouble. Often a new owner will have a There we will level off and set up cruise
real plus in finding even small leaks. friend or a former instructor that desires at 65 percent, which is 30 inches of MP
All too often, an owner will accept a to provide the dual instruction. These and 2,300 rpm.
lower psi differential, resulting in a high- pilots may be young or they may be Fuel flows will be 17 to 18 gph per
er cabin altitude. Insist that your aircraft old; they may be good pilots and good side and our true airspeed will be 190
and mechanic get you the maximum psi instructors—but they are not necessarily to 210 knots. The cabin will be at about
for your 340 or 340A. good twin Cessna/340 instructors. 7,500 feet—quite comfortable.
An insurance requirement is that the Taxiing out and at lower altitude we
Training/checkout instructor must attend school annually. will use fresh ventilation air. If we are
Depending on a pilot’s experience, the (Going to King Air school or flying a still warm, we will use the air condition-
training/checkout requirement will vary, 737 does not count.) Know what the ing. At altitude, it will be cold, yet the
but as a general rule, a first-time twin/ term “insurance approved instructor and “free heat” from the pressurization sys-
first-time pressurized twin buyer will school” means. tem will likely keep us warm. If it’s not
be required to log 25 hours of dual enough, the 35,000 BTU heater will do
instruction in the aircraft, plus attend If I could only give one suggestion… the job.
an approved school such as a Simcom I advise you to avoid maintenance We will take off and land on the mains
training center. based upon convenience. “Convenience (tiptanks). After an hour, if we have fuel

CES S NA F LYE R ( 52 ) MARCH 2 015

in the nacelle tanks, we will transfer that
fuel to the mains. We will then use up the
Cessna 340 Specifications Cessna 340A Specifications

fuel in the auxiliary tanks that are within the General characteristics General characteristics
wings. We will then return to the mains— Crew: one pilot Crew: one pilot
and land with maximum fuel in the main Capacity: five passengers Capacity: five passengers
tanks and with the required reserve. Length: 34 feet, 4 inches Length: 34 feet, 4 inches
If the time is right for you to make Wingspan: 38 feet, 1 inch Wingspan: 38 feet, 1 inch
your transition to a 340, the details and Height: 12 feet, 6 inches Height: 12 feet, 7 inches
tips in this article should give you a nice Wing area: – Wing area: 184 ft²
head start as you begin your research. Empty weight: 3,730 pounds Empty weight: 3,921 pounds
MTOW: 5,975 pounds MTOW: 5,990 pounds
Engines: (2) Continental TSIO-520-K Engines: (2) Continental TSIO-520-NB
engines, 285 hp each six-cylinder piston engines, 310 hp each
Jerry Temple founded Jerry Temple
Aviation (JTA) in 1995. JTA provides Performance Performance
pilots with hands-on service from the Maximum speed: 226 knots Maximum speed: 244 knots
Stall speed (dirty): 71 knots Stall speed: 82 knots (94 mph)
research stage to delivery and checkout.
Range: 1,258 nm Range: 1,406 nm (1,606 miles)
Before founding JTA, Temple worked
Service ceiling: 26,500 feet at economy cruising speed
for 20 years in several positions in the
Rate of climb: 1,500 fpm Service ceiling: 29,800 feet
Cessna Aircraft system, including at the Wing loading: 32.47 lb/ft² Rate of climb: 1,650 fpm
Cessna factory as well as in distributor Power/mass: 10.48 lb/hp Wing loading: 32.55 lb/ft²
and retail sales. Send questions or com- Power/mass: 9.66 lb/hp
Data supplied by JTA
ments to [email protected].
Data from Plane & Pilot, Airliners.net,
The Incomplete Guide to Airfoil Usage

Resources
Jerry Temple Aviation
“The World’s Leading Twin
Cessna Sales Specialist”
jerrytemple.net
Photo: Ron Mohrhoff

Aircraft Covers, Inc.

800/777-6405
408/738-3959
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