C337

[Justwannaflyfloats]

Hey Guys,

I have a family member who is looking at getting a light twin for personal flying. He's considering a Cessna 337 and I was wondering if anyone knew what to expect for fuel burn per hour? Is the suck me blow me a maintenance pig?

Thanks.

[small penguin]

A quick Google search says 17 to 19 gals per hour:
http://www.skymaster.org.uk/info.asp

[iflyforpie]

We flight plan for 120PPH at 150KTAS for our 337 but really fuel burn is closer to 110PPH for cruise.

They aren't as bad as most people make out as far as maintenance goes (in comparison to other light twins, NOT HP singles). Stay away from Turbo System and Pressurized 337s. The IO-360 will go through jugs like crazy if you have a throttle monkey pilot, but we run ours past TBO no problem. The only major repetitive AD involves an NDT inspection of the wing spar and caps every 500hrs; but most 337s have been modified with inspection holes to make it easier.

The big advantage of the 337 is it's cheap price, good single engine performance, and the fact you can bang it around the bush like a Cessna single-especially if you have a STOL kit.

[Justwannaflyfloats]

iflyforpie,

Thanks for the info. What's the service ceiling for a non turbo, non pressurized 337?

[Hedley]

Before any money changes hand, mooch a ride
in (say) a C310, then take the C337 up for a
flight.

The 337, being center-thrust, is supposedly
easier to fly after an engine failure (and insure)
but if nothing else it's still retractable, and at
least in the past, insurance on an RG has not
been easy to get for zero-time retractable pilots.

Hence all the interest in Cirrus, Columbia etc
fixed-gear singles, which less-than-incidentally
have atrocious accident rates. Go figure.

[iflyforpie]

iflyforpie,

Thanks for the info. What's the service ceiling for a non turbo, non pressurized 337?

Service ceiling at max gross is 20,500. Single engine is 10,200 for the rear engine and 8,200 for the front. Your mileage may vary.

As easy as a centerline thrust twin is supposed to be, it also requires a bit different mindset. There is no yaw with an engine failure, so you are looking at instruments and verifying with throttle to confirm which engine has failed. Also you must start and set the rear engine power first-lest it fail and you don't realize it. On early 337s with only one hydraulic pump: if the front engine fails and you try to retract the gear, only the doors will open creating a ton of drag. Engine failure on takeoff is not the best time to break out the hand pump.

[Flybabe]

And how many pumps does it take to get the gear down? You'll have a sore shoulder. LOL..

I don't have very much 337 time (5 hours I think) but it's a cool airplane. Wish I would have gotten to fly one just a little bit more.

[imarai]

Have you considered the fixed-gear 336? Not too many made, but one less system to maintain, and you can still cruise at 150-kts.

[Four1oh]

when it comes to piston turbo-charged airplanes, I'll pick the Piper every time.

[Ogee]

It's very similar to a 172 on landing. The noise is worse in the back seats, and complete hell if the props aren't synched.

I have heard that there are cooling problems on the rear engine.

I've probably got a couple hundred hours in them. The posts above pretty well sum the airplane up.

Maybe check accident reports and see how they are that way.

[rigpiggy]

Try to get one with the gear door mods, ie: delete them reduces maintenance, reduces actuation time ,reduces weight about 25#, only lose a few knots on top end.