That's a good point Richard and I'm glad you brought it up. I flew a Cher Six for a long time which has 4 independent tanks. I didn't like it at first but once I got used to thinking about fuel Mgmt it wasn't a big deal. I would guess the 340 is similar but I also understand it's a bit more complicated than most. I remember some write up discussing that there is flow back into the tanks from the engines that you need to stay mindful of. Not sure if I'm recalling that correctly. In any event it certainly warrants lots of study.

It's complicated. Not just 4 tanks.

Yes, the bypass return from the fuel pump always goes to the mains. So you need to make room in the mains before switching to aux, or you will overfill the mains and pump fuel overboard. The nacelle tanks only transfer into the mains and do not feed the engine directly. Sure, it's more complicated than just having one tank, but it's not something any of us couldn't handle.

I don't see how it's as difficult as the rumors.
Is it more complicated than running on the mains for an hour or so, switching to the aux's until they're empty, and then going back to the mains?
Adding a nacelle/locker tank or two/four would complicate it some, but that's pretty basic math...right??

You have gotten good advice from many of the BTers here. I owned and upgraded Gary's 340 before he bought it and leased another one for a good time - they are sweet airplanes. As everyone here has said, it is not a hard airplane to fly, but you need to stay proficient to be safe. It will also spoil you... but maybe that's why you want to do this.

I will PM you with links to my electronic archives with information (AFM, Training Manual, etc.) that you might find useful.

I don't see how it's as difficult as the rumors.
Is it more complicated than running on the mains for an hour or so, switching to the aux's until they're empty, and then going back to the mains?
Adding a nacelle/locker tank or two/four would complicate it some, but that's pretty basic math...right??

It's not rocket science but it's a lot more complicated than just using four tanks. The big gotchas are
1) cannot crossfeed aux tanks
2) you can LOSE fuel overboard if you mishandle things or accidentally flip the nacelle transfer switch (which isn't annunciated)

Hi Don,
I owned a 1975 RAM VI 340 for 3 years and 600 hours. You will love flying it and it will keep you busy.

I didn't find the fuel system to be that hard to manage but it is something that you need to understand and would be a good focus point for your studies. It's one of those things that you can read the book and it can overwhelm you but then you have a good Twin Cessna instructor explain how to manage it and it's pretty easy.

Please refer to your POH and instructor but some basic fuel system rules that I remember:

- know your tank labels - mains are the tips, auxs are the in the wings, nacelle's behind the engines. Don't assume the line guys know these - With fuel orders, I always used the terminology: tip tanks, mid-tanks, inners and the line guys seemed to understand that.
- Always takeoff, climb, and land on the main tanks
- make room in your main tank before transferring fuel from the nacelle tank (or you will throw fuel overboard)
- make room in your main tanks before using the AUX tanks (engine return fuel goes back into the mains so your main fuel levels will rise as you are burning from the AUX tanks.
- know exactly how long it takes to drain your aux tanks; every plane is a little different
- if your range requires it, go after the nacelle fuel first since that fuel is unusable if your fuel transfer pump fails (I had 1 pump fail).
- having the one nacelle tank is more interesting because you have to cross feed to keep your fuel balanced.
- do all your fuel tank switching one tank at a time, wait 20 seconds, then do the other. Don't do both at once in case you make a mistake and have both engines quit at the same time.
- pay attention to the fuel detents in the 340 - if it's not in just the right spot, the selector can be pointed at the aux tank but still be pulling fuel from a main tank. You will learn the feel of the detent.

In a nutshell, a good twin cessna pilot will leave as much fuel as possible in the mains. Go after all your other fuel as soon as you make enough room in the mains. The mains are the only tanks that you can cross feed from (during an engine failure) and that you can land on. In addition, the main tanks do not require a fuel pump to get fuel from (should a pump from another tank fail). The good thing is on long flights you are always messing with your fuel, transferring, switching, etc so the fuel and fuel system always has your attention.

Pay attention to the vacuum system. You will check your vacuum system on startup and shut down on each flight.

Memorize your operating limitations, know all your gear and flap speeds.

I didn't find the pressurization to be that difficult once explained from an instructor. Pressurization gives you some new capabilities and weather to deal with.

As far as flying the plane, probably not much different than your Seneca. Get some sim time if you can, really good for practicing engine failures after takeoff. I felt safe after 15-25 hours (with some self imposed limitations) and comfortable after 50-75 hours. I'd need 25-50 hours/year to feel comfortable.

Good luck, you will have a blast.

Brent

Too many OWT regarding the fuel system on the 340. Good training leads to adequate understanding which leads to proper and efficient use. With good technique and procedures, the system is easy to use and you can get maximum range without a problem and without having to run a tank dry as noted. I flew my 340 on long range flights on a continuous basis and fuel management was never a concern.

I won't attempt to provide an "online training session" on the 340 fuel system - that's what adequate training is for - but a good instructor could teach anyone the system in an afternoon to where they would know it inside and out.

It's not that the fuel system is particularly complicated. It's that minor inattention can cause problems. Most airplanes don't dump fuel if you mishandle the tanks.

While it may be more complicated than the fuel system on a Seneca, it's still not that complicated. It takes all of about 2 flights to fully understand the fuel transfers and what not to do. Yes, there are 6 tanks and 10 fuel pumps, but it's not that big of a deal...

It's not that hard on shorter flights.

The key point is that it takes airframe-specific performance knowledge re: fuel burn, fuel flow gauge accuracy/calibration, and fuel quantity accuracy/calibration in order to utilized max range of the aircraft. An occasional renter is probably well-served with a more conservative view of the airceaft's range.

Fly the 340 with an instructor on a real flight. If you fall in love go home and sell the Seneca and buy a 340.

Then you can fly the rental 340 when your bird is in the shop, so you have a familiar backup.

Then you will realize you could be flying turbine for a relatively small cost adder over the 340.

Mike C.

If only a turbine were the same cost to fly as a 340...

The same club that rents the 340 also rents a Cheyenne for 3 times the hourly price ... even adjusted per mile that is a notable difference