Here's the best explanation of FIKI on Twin Cessna's.

https://twincessna.org/wp-content/uploa ... cation.pdf

Not explicitly mentioned in that document is that some (non-FIKI) aircraft with deice equipment may be advertised as "full deice". The document mentions that these have different boots. They may not have boots on the stub-wing. They likely have an alcohol windshield sprayer, not the hot plate. The pneumatic plumbing will be somewhat different. (at least for the 340)

I believe they have the same gross weight, but the VII is heavier, so what you see on the website is 320lbs vs. 400lbs useful load increase.

Gerald mentioned the turbocharger difference on the VII. The other big difference is the intercooler, which is much more efficient than the stock intercooler. With the intercooler, there is also a redesign of the intercooler intake below the engine. I don't think the other RAM packages include that scoop.

What the RAM conversions have in common is that there is a different grind on the camshaft , then the fuel flow and manifold pressure redline are increased to get the additional power. The VII actually has a lower redline MP than the others because you get more mass flow due to the cooler air from the intercooler.

Their Parts Catalog has a detailed description of each current conversion. Page 110 for the 340 series.

https://www.ramaircraft.com/parts-catalog

Good info in there guys; thanks. I have to wonder if the Cessna legal team pushed for that AD to help limit their liability. Certainly the extra equipment like inboard boots results in additional safety margins.

There are several 340's on the market without any de-ice equipment, except for perhaps prop de-ice. All things being equal, what is the desirability of having de-ice/FIKI? A must, or not that important? Can't sell a 340 without de-ice or there's always a buyer? And all things being equal, whats the cost delta? I assume 340's without deice are less desirable and therefor command less $ in resell?

I can’t answer most of those questions, but will say that in my opinion a 340 needs some de-ice equipment. Icing in the flight levels is a year round concern and inadvertently picking some up is likely in that class airplane any time of the year.

While true, as long as it is reasonably warm down lower, any inadvertent icing encounter is easily dealt with by descending.

The tricky time is when it is freezing (or nearly so) to the ground. That's when you need deicing that works.

If you lived in Florida and didn't travel to northern reaches or mountains, deicing may not be all that critical. If you live in the PNW, Midwest, northern areas, yeah, icing is a thing you need to deal with since a good part of the year, it is freezing to the ground or you need to fly around mountains with uplift potential.

Mike C.

I wouldn't buy a pressurized airplane without deice equipment. Icing is a consideration over the entire country daily. I've also been glad I had boots on a Baron while flying the ILS into Kissimmee, Florida!
In the grand scheme of things, the cost of deicing equipment on a pressurized airplane is rather insignificant.

I would also recommend researching compliance with some rather costly exhaust systen AD's.

Recent (last 30 days) overhaul costs for the 421C I'm buying was around $20k for just the overhaul. R&R is additional. I could easily see another 20-30 hours of labor on top of that.

Per side or total?

Mike C.

Per side or total?

Mike C.

$10K/side is not actually all that bad, I thought it would be worse. The R&R labor is non trivial, though, and you want someone who knows what they are doing. it is sadly easy to put it together wrong and/or have residual stress from the installation.

Given how important the exhaust is to safety, not something to skimp on.

Mike C.

That bought back some great memories!
Dang I miss that plane. The care and feeding... not so much.