Tom if you have the later style scynchrophaser they can be on for take off and landing .
I left mine on all the time. Check the logs and see if it was changed.

I'm glad it helped and to be of assistance.

Nice write up Tom and I'm glad you are enjoying your 340. If you want to run the aircraft more efficiently you should consider operating it LOP, which it will happily do with GAMIs. I routinely run mine at 34' 2400RPM for around 70% power LOP at 15gal/hr or thereabouts per side (depending on OAT). I have 310HP engines with AA intercoolers. It will still be an expensive machine to operate, but you will save some money on fuel burn, and probably on cylinders too. The recommended RAM and CMI power settings ROP really run up the CHTs.

Tom,

I have RAM 300hp Series 1's in my T310R.
For a cold start I use aux pumps off, mixture rich throttles full open. Then prime for a count of one thousand one, one thousand two, release primer. Close throttle and then open it about an inch and then crank it. Mine start right up every time.

For hot starts I use the same procedure, except advancing throttles gradually while cranking until it catches, sometimes it will be near full throttle before it starts. This works 90% of the time. The other 10% of the time I turn the aux pumps on low while cranking with the throttle wide open.

I also use this procedure in my TU206 with a stock TSIO520.

Craig

P.S. At 17gph my aux tank runs dry in 59 minutes.

Hi everyone, I'm new to this post. Like Tom I have a Ram IV 340A with q tips and AA intercoolers. Here are my thoughts:

1. The fuel management thing is way overblown. I have one locker tank. I burn one hour from the mains, then from the Aux tanks for about 45 minutes (yes 45-50 minutes is the time to burn all fuel-but I don't like to run them dry, I stop at about 2 gals on the gauge), then run for about 3o min, then from the wing locker tank while cross feeding from the other tank to keep balance for about 30 min. Then I fly on mains to destination.

2. My Ram IV cruise as recommended by RAM is ROP 65% = 30 at 2300 at 17.9 gph and 75% = 31.5 at 2400 at 20.4 mph. I don't fly much at 55%. At LOP at 65% I burn about 14 gph but lose 9-10 knots. Not sure it's worth it. I have GAMIs but still think I'd rather fly faster. However at ROP my #4 cylinder will hit 400-410. Nevertheless, both Ram and CMI tell me that's ok as 460 is their limit and they've tested it to run- in their words - all day long, at 460. (yes, but what about TBO?) So 410 is too high for me and we are working on it.

3. I don't get Tom's speeds. At 65% ROP at 15, I get about 188 knots. 8 more if at 75%. At 18,000, 75% ROP yields 202 and 65% yields about 195. Don't regularly fly above 18.

Hope this is helpful. I appreciate your opinions and experiences.

Mark, I suspect when I do a legit speed test with turns my speeds will be similar to yours.

What I am monitoring in this transaction is whether moving up to pressurized twin makes aviation a bigger part of my life, smaller part of my life, or if it just stays the same.

This time of year ice seems to regularly be in the picture. I have already taken on a some ice in climb out and in descent in the 340A and I will say I really didn't even think about it at all. I only used the windshield alcohol. I had rock solid outs high and low. In my hot propped and unbooted Baron I know this would have been a bit unnerving, but that same flight could have been done in the Baron with no issues.

What will be interesting to see is if having access to another 10k-15k of sky (10k up to 25k) and anti/deice and turbo/pressurization will move the needle on those days when icing is questionable and the freezing level is low. Generally, in the Baron it was a no go and I really would not even have a look. Right now in the 340A I feel like I can have a look to see if it is there.

Tom,

...can't wait to see this baby on May 21 at Max VII !