Love my P337, want to climb faster

[dan1000]

Thank you, Herb. It would be interesting to hear from someone who actually flies one of the higher HP machines (ie: with 520 or 550).

The other interesting engine is the Continental CD-300, which is a jet-A burning 310hp diesel. At "cruise power" (which I take to be 75%), this is claimed to burn 9.7gph per engine, which may mean that the reduced useful load is offset by less need for fuel.

Anyway, I'm likely not enough of a test pilot to be the first one to try that engine out! Still, one can dream.

Dan

[Dan schultz]

Leave the engines what they are.

I had five mission statements prior to choosing the P337.

My eldest daughter is handicapped, needed to have easy access.

Has to fit in my current hangar 30x40 10 foot clearance.

Twin engine for night flying.

Have some altitude capability

Has to fly in and out of 2000’, currently flying club airport.

Operation;

Climb the aircraft at 130-140 mph, burn 27 gph at cruise at appx 75% power

4 200 pounders with full fuel.

If I was at a different airport, I would have a different aircraft.


Great short field performer, excellent ease of access for the handicapped.

Dan
N67S
3OH0

[mshac]

Thank you Herb for your thoughtful and accurate reply. You are a true credit to the Skymaster nation. I hope we meet someday at a future fly-in.

[dan1000]

Thank you, Dan. Sounds like the aircraft fits your needs perfectly. And I acknowledge your stated advice about leaving the engines the way they are.

Engine upgrades such as those done for other 300 and 400 series Cessnas by RAM, or by Jack Riley, are often spoken of on this forum. What is very hard to come by is commentary from someone actually owning and flying an engine-upgraded 337. It would be very welcome, I think, to hear from those owners. There can't be many of them out there, because not too many were modified in those ways. Yet they must be out there somewhere. I hope someone can give a detailed report as a longer-term owner one of these days.

I spent some time conversing with Owen Bell. He asserts that his company's Wingtip mod, along with an MT 3-blade prop, has completed all testing needed to obtain a MGTOW increase to 5400lbs, with one exception. He apparently needs to demonstrate that the aircraft with those modifications still meets the FAA's noise level limitations. He insists that no structural changes, other than the installation of the winglets and prop, are needed.

To me, adding 700lb of MGTOW without beefing anything up -- sounds a bit strange. Nonetheless, my old RAM 414A got a MGTOW increase when they installed the winglets, making it a 414AW. The extra MGTOW allowed extra fuel to be carried in nacelle tanks, providing an extra hour of flight, even with the upgraded RAM engines (310hp -> 335hp).

Owen also insists that installation of a pair of 310hp engines provides 3000fpm of climb, and 302mph (262 knots) of cruise speed at FL250 (presumably full throttle, and presumably in a non-P model, since P's can only go to FL200). I imagine that would become a 230kt cruise at 75% power at FL180 (or thereabouts).

Or I could just step into a 340A, and worry a bit more about recurrent training


Dan

Originally Posted by Dan schultz

Leave the engines what they are.

...

Dan
N67S
3OH0

[n86121]

I have a T337D RSTOL.

To go up FAST I

1, 1/3rd flaps down (more lift, yes more drag but more lift too),
2. 100% power,
3. cowl flaps open
4. About 120 mph indicated - can see horizon and lots of cooling airflow

Give it a try and report back?

[dan1000]

Originally Posted by n86121

I have a T337D RSTOL.

To go up FAST I

1, 1/3rd flaps down (more lift, yes more drag but more lift too),
2. 100% power,
3. cowl flaps open
4. About 120 mph indicated - can see horizon and lots of cooling airflow

Give it a try and report back?

Thanks. Am waiting for the annual to complete, then will give this a try. I will also try it my old way, having had the mechanic apply all the previous advice in this thread.

Dan