Very Nice Doug! You did really well. Is that Juan standing next to you?

Finally brought it home to XA99! It was a total non-event. Both the landings and takeoff's ( 3 of each), used less than 1,500' of runway.

Congratulations Doug,
I always thought the 340 was a pretty cool looking plane.
Cc

Very cool Doug!
And here we think we are hot stuff, driving to the airport to our hangars.
This cool Texan gets out of the house, hops in his four wheeler, and presto there is his hangar. That is if he can find his plane in there, stuffed with every other toy known to man. Sigh....l I'm not worthy...
Well played Doug!
Note to self: don't get in to a four wheeler with an off road racer. He will try to kill you!

Doug, that's great! Congrats.

I don't know how I missed this thread. That is Beautiful!

Congratulations Doug!

What a beautiful and capable machine! Does the R/STOL system introduce any cruise speed penalty? From the info I could find online, it seems the answer is "no", but I'm skeptical when I hear about a free lunch. Are you seeing book cruise speeds / fuel flows?

Short field performance concerns and my own ignorance regarding twins are keeping me in my Bo for now. Still, I want this kind of capability. The R/STOL 340A clearly deserves some investigation. Thanks for sharing!

Josh, i have no experience in a Ram 340 without the R/STOL, but I dont see where there would be any speed penalty. The kit consists of fowler flaps which,when retracted, do not add any appreciable drag.
It is a remarkable machine, but not for the frugal! I am still trying to get used to the operating cost, but my pocketbook is slowly becoming numb....

It makes you wonder why Cessna didn't put fowler flaps on the stock 340 in the first place, right?

Enjoy your new machine!

I have been experimenting with LOP operations in the 340. Normal cruise is 30/2300 and 18.5gph. This will yield 190-195 ktas in the summer, faster when cool.
LOP is: 33/2300 and 14gph yielding 188-193ktas, so I am saving 9 gallons per hour and only losing 3-4knots! The best part is the CHT's are down, but I still have issues with #2 and #4 on both sides. ROP they are running 390 and LOP they are maybe 5 deg cooler.
All the others are 320-350deg. I think a baffle tweak will help. I cannot for the life of me reconcile the TIT temps in my head, as they are 50-100 deg higher than the average of the EGTs . George has tried to explain it, but I just don't get it. I'll post a couple of pics.

19,000 LOP
Note the " last to peak" annunciation is actually showing the first to peak. I have notified EI about this and they are addressing it. So far they have been very accommodating with any issues I have had.

another view of the CHT's and EGT's showing the disparity between the EGT's and the TIT.

Ok, I'm no turbo guy but how can the air come out the exhaust (egt) at 1520 and go in the turbo (tit) at 1600?

My understanding: EGT is an average of the exhaust gas temperature while the exhaust valve is open and and while it's closed. It is closed most of the time, so this average temperature is much lower than the actual exhaust gasses. TIT measures the combination of exhaust gasses from all six cylinders.

I don't buy that Josh, because the monitor has no way of knowing when the valve is open or closed. It is just a temp probe, the same as the TIT probe which is 12" down stream of the back cylinder. If anything, it should be a bit lower, since the gas has a moment to cool.