Nice! it's like the Cessna version of the twin bonanza. well done!

Yep. I got my ME in one at Riddle back in 1990. Remember doing a long x-country for my Commercial and we took it up to the lower 20’s with O2 masks on. Fun day.

Are Crusaders unpressurized? The cabin looks similar in size to C340. How does it compare?

Yes, the 303 is unpressurized. Cabin size is 48” x 48” throughout. It doesn’t taper like the 340 so the 303 cabin is shorter by an inch but 1.5 inches wider. 1983 and 84 models have a large cargo door as well.

Thanks Kirk & Fabien re the weights and other great info. Interesting plane for sure!

I fly N303KJ on occasion and maintain it. I’m curious if you operate with the bus tie breaker out during normal flight.

It is in a vulnerable spot for damage if out but It seems to me it should be out so that if there is a bus feeder fault or fault on one bus the problem is isolated. After finding the problem or pulling the feeders the bus tie could be pushed in to get power to restore that bus.

I have tried flipping one prop 180 degrees to change phasing and it seemed to help the occasional vibration. It comes and goes and not really an issue but it was an experiment

I find if I rotate early there is less pitch up when loaded heavy in the cabin. Also partial flap takeoff seems to help. I think what happens is the main struts extend which swings the main wheels forward and causes it to pitch up slightly at rotation. I’ve played around with strut inflation but it depends on loading.

The main gear actuator rigging is a little odd. The cylinder pushrods need to flex a little to get the downlock clearances correct. Has anyone else noticed this.

Anyone know of a hotplate delete and install spraybar mod. Hotplate is getting crazed so we would like to just get rid of it totally.

The airplane flies great. Rate of climb is not real fast but it’s consistent to any cruise altitude. I’d rather the 303 than the 340 as long as I don’t need pressurization for the trip.

It has factory O2 but to gain useful load we are thinking of removing it and going with a more modern portable system.

Using Keith AC mounted behind the aft bulkhead. Its nice but with the opening copilot hatch and leave the top part of the airstair up not as needed as in a 421 or 340

Hi Charlie,

I don’t fly with the bus tie breaker out but I can see where it has merit. My right engine is smoother than my left. I can see the vibration on the left engine, none on the right. The right engine Lord mounts were just replaced at annual. I’m going to have the left mounts done now too and see how much that helps.

The POH recommends operating at peak EGT at 72% power or less. Is that how you’ve been operating? We don’t have an engine monitor so I obviously can’t see which cylinders are actually at peak, LOP or ROP with just the old style EGT at peak. I believe that at 72% power on these derated engines you can pretty much do whatever you want with the mixture and not hurt them. 72% of 250HP is 180HP. The same engine in the 310R is 285HP so 65% is 185HP. I always ran my 310R at 65% at peak EGT with no issues.

Kirk

You probably don't need this or don't want it, but I have the 1983 T303 parts manual as a 350 megabyte PDF file if you are interested. I seem to recall the manuals might also be available on the Textron website, but I haven't tried to access them there.

I imagine there is a way to get it you over the internet if you want it.

Thanks for the offer Bruce but I already have one.

Kirk

Kirk yes I run about there. I had about the same percent comparison you did.

Years ago I read an article about going fast to save money. It basically works out to the point that with a piston engine small airplane use about 63% power for the best compromise of fuel burn, total block to block speed, noise for passenger comfort etc. But the T303 is an unusual case because of the derated engines.

I run usually about 100 Rich of peak. The engine control cables are not quite good enough to hold things for lean of peak in this airplane. Plus same as you no monitor just single point EGT on each engine and CHT. This works out fine but eventually it will get some type of JPI. Back when the airplane first came we looked into it but it was a mess with primary vs secondary. Now there are more STC’s available. Aerospace logic has some simpler options too.

N303KJ has the Outlaw Aircraft cruisair STC for climb power which helps but I didn’t agree totally with the STC because it does not remark the fuel flow gauge only the manifold pressure.

I added a higher green arc to the fuel flow so top of the green on both will be right for climb.

Charlie,

The Outlaw STC absolutely comes with a new fuel flow.gauge. I’ve got it as well.

Zeke

How you guys talked with 303 owners that have MT propellers? Does it help the vibration?

The MT props help a considerable amount. I just can’t afford the considerable amount they cost!

Kirk

Charlie,

The Outlaw STC absolutely comes with a new fuel flow.gauge. I’ve got it as well.

Zeke

This one didn’t. I believe it’s the Aerosonic with the totalizer display still. We flew it to Outlaw to meet Robert for the STC install on the way home from Texas when the airplane was purchased back about 2009. Left the next day after the install.

They have a core charge for the manifold pressure only on their website still.


A STANDARD T-303 WILL NORMALLY CRUISE AT APPROX 170 KTS WITH A 24”/ 2400 RPM POWER SETTING AT 10,000 FT. WITH OUR STC THE CRUISE SPEED WILL INCREASE TO 190 KTS IF THE AIRCRAFT HAS BOOTS AND 191/192 KTS WITHOUT BOOTS.
THE CLIMB PEFORMANCE WILL INCREASE BY APPROX 250 TO 300 FT/MIN DEPENDING ON WEIGHT & TEMPERATURE.
THE FUEL BURN AT THESE SPEEDS IS NORMALLY 30 GAL/HR. THE STC DOES NOT CHANGE THE ENGINE TBO

WE SUPPLY A KIT WITH INSTALLATION INSTRUCTIONS AND THE STC PAPERWORK FOR YOUR SPECIFIC AIRCRAFT INCLUDING PARTS.. INSTALLATION TIME BY YOUR SHOP SHOULD BE 4-5 HOURS
THE PRICE IS 2,500.00 WITH A 500.00 CORE CHARGE ON YOUR OLD MANIFOLD GUAGE. OUTRIGHT SALE PRICE IS 3000.00.

CALL 931-431-4804 FOR FURTHER INFORMATION

You’re absolutely right - my mistake. Don’t know why I got it wrong.

Zeke