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 Post subject: Re: 340 with runout engines
PostPosted: 11 May 2017, 16:22 
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Full fuel gets you 1,326 NM.

If you are topping your plane every flight, you are flying a piston single and even then you are sacrificing performance in an emergency.


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 Post subject: Re: 340 with runout engines
PostPosted: 11 May 2017, 16:23 
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In the publication you posted...and poking fun at my Mosquito will not get you a ride

LOL. Better not look at payload on a new King Air 250, it wont even carry a passenger with full fuel.



They have definitely gained some weight over the years, much like the Bonanza.
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 Post subject: Re: 340 with runout engines
PostPosted: 12 May 2017, 11:03 
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Anybody know the cost of a mid time Allison 250B17/F2?

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 Post subject: Re: 340 with runout engines
PostPosted: 03 Jul 2017, 22:55 
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Have been watching with slight interest a 340 that has WAAS and nice cosmetics, not high TT with engines at TBO on both sides. For sale over a year, asking price keeps sliding lower. Now under 6 figures. What would such a plane be worth with new engines?


It's down below $80 now!


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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 09:05 
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Have been watching with slight interest a 340 that has WAAS and nice cosmetics, not high TT with engines at TBO on both sides. For sale over a year, asking price keeps sliding lower. Now under 6 figures. What would such a plane be worth with new engines?


It's down below $80 now!



New motors are what, 80k?

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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 09:10 
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Yeah. The math makes sense. It's the conclusion that shocks me.


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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 13:00 
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Company: W. John Gadd, Esq.
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Just surprised at what's a handsome 340 that isn't moving under $100k and kinda curious what it "should" bring[/quote]
I think they are one of the most underappreciated planes out there. The ramp appeal is great, and they handle really well. I have gotten to the point where I would put mine anywhere that a Bonanza would go with no issues, and spending 5 hours in it is not tiring in the least.[/quote]

I feel the same way. It has become our family station wagon, and is unbelievably comfortable on long flights. The key for us is to fly over 20,000 feet on any trips over 2 1/2 hours, to reliably see 200 true.[/quote]


I sort of figured if you were not flying for at least 3.5 hours the climb wouldn't be worth it.


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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 13:04 
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o
I sort of figured if you were not flying for at least 3.5 hours the climb wouldn't be worth it.


At least with my malibu, I rarely flew under 12K. Gets you in smooth, cool, uncrowded airspace and with Center rather than constant handoffs from Fort Footrot approach to East Nowhere approach. If you're already going that high, going another 5-10K feet is another 10 minutes climb at most - not a big deal on a 150 minute flight.


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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 13:35 
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I think any flight over 2-2.5 I'll try to go above 20. Still climbs reasonably well in the high teens.

A set of new motors, baffles, and accessories would run about 55$ per side. Cannot see how it'd be less. A good OH is 35, turbos are 3-4, exhaust components 3-4, motor mounts ~1, and roughly 4K to R&R and do a fuel setup. Props and governors would be another 5-6. Hoses 1500-2k. Don't know what a baffle set would cost; then there are always unforeseen things.

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 Post subject: Re: 340 with runout engines
PostPosted: 04 Jul 2017, 18:12 
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I sort of figured if you were not flying for at least 3.5 hours the climb wouldn't be worth it.


At least with my malibu, I rarely flew under 12K. Gets you in smooth, cool, uncrowded airspace and with Center rather than constant handoffs from Fort Footrot approach to East Nowhere approach. If you're already going that high, going another 5-10K feet is another 10 minutes climb at most - not a big deal on a 150 minute flight.



Even to MYNN, from KCLW usually 8-10k MSL. To KEkN in the Baron or 340 I'd think more that 12k MSL might be tough to justify unless winds were quite favorable.

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 Post subject: Re: 340 with runout engines
PostPosted: 05 Jul 2017, 07:36 
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CLW to EKN = 668nm.

I'd do that at FL21 or 23 depending on wind. I have the RAM VI, and the performance over FL210 is substantial; even compared to 18-19k.

Roughly 3+36' en route; 145gal.

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 Post subject: Re: 340 with runout engines
PostPosted: 08 Jul 2017, 11:19 
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I may have missed it, but where is this aircraft advertised. Can someone post a link? I think from a buyers perspective, the thinking quickly jumps to "I might as well get a tip tanked 414", because the systems and engines are so similar, and there's more room. To me getting something cabin class is all about some elbow room and the comfort of a pressurized cabin. You really can't carry any more weight than a lot of 310's/Baron's.


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 Post subject: Re: 340 with runout engines
PostPosted: 10 Jul 2017, 21:46 
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I may have missed it, but where is this aircraft advertised. Can someone post a link? I think from a buyers perspective, the thinking quickly jumps to "I might as well get a tip tanked 414", because the systems and engines are so similar, and there's more room. To me getting something cabin class is all about some elbow room and the comfort of a pressurized cabin. You really can't carry any more weight than a lot of 310's/Baron's.



414 slower than 340 I think.


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 Post subject: Re: 340 with runout engines
PostPosted: 11 Jul 2017, 08:57 
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340 definitely a little smaller than the 414/421. But it's plenty big enough for us. We easily fit- on the ramp it looks huge.

I didn't want to deal with the wing spar AD issues in the 414, and I thought the 421 would be too expensive to operate.

Considering moving to a SETP, but with the initial capital investment this platform is hard to beat.

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 Post subject: Re: 340 with runout engines
PostPosted: 11 Jul 2017, 09:52 
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Location: Concord , CA (KCCR)
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Before I bought my 1980 421C I owned a 1978 340A Ram VII . I really liked the 340 and flew both planes for a while to see if I would keep the 421C or move on to a turbine. After a year of flying the 421C I decided to sell the 340 because I had no time to fly it.

The 340 is faster than a 414 and it worked great for a family of five. The 421C is hard to replace because the kids are grown and most of the time I am the only one in it. A turbine does not make "cents" when I would only use it by "myself" 100 hours per year. I fly my President Two Baron about 200 hours a year and it is my favorite plane.


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