90% of the time I'm the sole occupant. If you can afford to buy and maintain a Baron or 310 of any flavor, you can afford a P337.

Is that a feature or a bug?

I consider that difference in training requirement a reflection of the typical hull value being low and not an indication the 337 is particularly less challenging to fly safely, even for an engine out situation which is trickier in a 337 than it may at first appear.

Not that you did this, but it makes me nervous when someone selects an airplane based on how little training they can get by with. If the cost of yearly type school is too much for someone, they got no business owning a twin of any kind, centerline thrust or not.

Mike C.

Nice article this month in Aviation Consumer, just read it this morning Ken. The article said that people either love them or hate them. It went on to say that owners (who presumably know something about the subject) love them.

An interesting phenomenon happens when you get a more capable airplane like a pressurized twin or turboprop, more people want to go with you.

In my T210L, I was solo maybe 70% of the time. Only once did I ever have 5 people in it (local sightseeing), never 6.

In my MU2, I am solo maybe 20% of the time, it is pretty rare. It is not that rare to have 4, 5, or 6, and once I had 7.

Here are my people loads for my last flights:

3, 3, 3, 3, 3, 3, 3, 1, 1, 3, 3, 4, 4, 1, 1, 2, 2, 2, 2, 2, 2, 3, 3, 1, 1, 2, 2, 2, 2,

Do not automatically map your experience in a piston single to what will happen when you have a better airplane. Faster, pressurized, twin/turbine are factors that increase passenger confidence and desire to go places with you.

Mike C.

Is that a feature or a bug? I consider that difference in training requirement a reflection of the typical hull value being low and not an indication the 337 is particularly less challenging to fly safely, even for an engine out situation which is trickier in a 337 than it may at first appear. Not that you did this, but it makes me nervous when someone selects an airplane based on how little training they can get by with. If the cost of yearly type school is too much for someone, they got no business owning a twin of any kind, centerline thrust or not.

That doesn't surprise me, they really are great airplanes. I'm not sure I personally would buy a normally aspirated 337; in normally aspirated twins I think there are better options and I owned a couple of them (Baron and Twin Comanche).

Even the turbo 337s have good competition, mostly in the Seneca line and possibly the turbo Aztec. The turbo Barons are probably in a different league altogether.

Then again, if you have a need for a high wing twin, there aren't that many of them around. 337s are great on unimproved strips or short strips too. Mine has a Horton STOL kit that allows amazingly short take offs and landings, and it does fine on dirt or grass.

I truly believe that in the 337 series, the P337 is the standout and in today's market the P337 fills a very specific role. If you want or need a small pressurized twin, the P337 is a really good choice. I fly solo 90% of the time. I don't need a six seat twin; all other pressurized twins are six seats. The P337 is a five seat that I insured as a four seat. I don't need 2,000 lb useful load, I don't need 200+ KTAS and I don't need a service ceiling of 25,000 ft. If you need any of those, the P337 simply is not the right airplane for you. But the OP doesn't seem to need those things either so for him, a P337 *may* be worth considering.

That doesn't surprise me, they really are great airplanes. I'm not sure I personally would buy a normally aspirated 337; in normally aspirated twins I think there are better options and I owned a couple of them (Baron and Twin Comanche).

Even the turbo 337s have good competition, mostly in the Seneca line and possibly the turbo Aztec. The turbo Barons are probably in a different league altogether.

Then again, if you have a need for a high wing twin, there aren't that many of them around. 337s are great on unimproved strips or short strips too. Mine has a Horton STOL kit that allows amazingly short take offs and landings, and it does fine on dirt or grass.

I truly believe that in the 337 series, the P337 is the standout and in today's market the P337 fills a very specific role. If you want or need a small pressurized twin, the P337 is a really good choice. I fly solo 90% of the time. I don't need a six seat twin; all other pressurized twins are six seats. The P337 is a five seat that I insured as a four seat. I don't need 2,000 lb useful load, I don't need 200+ KTAS and I don't need a service ceiling of 25,000 ft. If you need any of those, the P337 simply is not the right airplane for you. But the OP doesn't seem to need those things either so for him, a P337 *may* be worth considering.

Most of what I would post, has already been written in various threads on BT.

Most of what I would post, has already been written in various threads on BT.

Me too. I've always thought the 337 was one of the coolest planes.

Tell us about the 337. A lot of bad press. Let us heat it from someone who knows.

Most of what I would post, has already been written in various threads on BT.

a few P337 things to be aware of,
none are FIKI but some do have full deicing
most are not air conditioned
best short field performance of any pressurized twin, good on rough fields too
electrical system can be a pain, the alternator paralleling set up on these planes isn't the most reliable, plus you only have 2 38amp alternators.
very nice flying airplane with excellent visibility since you sit ahead of the wing
I got 183KTAS on 23gph total in the mid to high teens running LOP.
really only a 4 place airplane, plus all the baggage goes behind the rear seat which is a little awkward.
it is a real P twin, and will cost just like any other P twin except for fuel burn since the engines are smaller. Not really hard to work on, but does have stuff crammed in smaller spaces than a conventional twin, so some stuff will take longer just because getting at some items, like the front mags will take a bit of patience.
Tom Carr at CPA is the guy to ask if you have questions, he knows these planes as well as anyone.

I just started a thread: http://www.beechtalk.com/forums/viewtopic.php?f=49&t=120260