The Cessna 340A doesn’t have auto-feather that helps other aircraft somewhat by moving the dead engine’s propeller blades to a more streamlined position. In truth, only a test pilot who knows he is going to simulate a failed engine can maintain aircraft control at VMC.įor the rest of us, engine failure is a sudden emergency that has pilots swimming in glue until it’s too late.
When these airplanes were certified, the manufacturer determined the VMC speed and the FAA bought into it. Unfortunately, by that time you are already dead. You accelerate to VMC and roll 3-5 degrees into the operating engine.
In theory, when the engine fails you Identify, Verify, and then Feather the propeller on the failed engine. Pilots are trained to recognize and deal with loss of an engine. Once the airplane starts to roll, it increases its roll rate until it’s impossible to stop. VMC is the speed below which a failure of the critical engine with the propeller windmilling will cause the aircraft to lose directional control and roll right over on its back suddenly, as in a second or two. If one of these problem engines fails, the effects on the airplane make it a handful to fly and frequently, all too frequently, there is a crash killing all aboard. But it has a problem that is nearly always deadly. The Cessna 340A is a nice airplane, large inside, pressurized for comfort, pretty looking on the ramp.
#Dale snort snodgrass age cracked
Cracked crankcases, blown cylinders, failed rocker arm bosses, broken rings, failed crankshafts, burnt valves, swallowed valves, seized bearings and oil starvation are just a few of the many problems, some of which resulted in accidents, but all of which required engine replacement or major repairs. I remember fifty years ago at Wing’s Field every Continental powered aircraft on the field including mine had a major problem. Continental, now owned by the Chinese Communist Government, always denies responsibility for these engine failures but the history of them cannot be denied. The Wolk Law Firm has litigated against Continental Motors for years from accidents related to catastrophic failure of these engines. The critical difference was that the 340A was much bigger and had the same turbocharged Continental engines. It was derived from the earlier successful non-cabin class Cessna 310. The Cessna 340A was Cessna’s first attempt at a cabin-class twin. CESSNA 340A CRASHES UPON ARRIVAL AT MONTGOMERY-GIBBS EXECUTIVE AIRPORT SAN DIEGO-CHALLENGING ATC INSTRUCTIONS, ANOTHER POSSIBLE ENGINE FAILURE AND ANOTHER CRASH BECAUSE OF LAX FAA CERTIFICATION
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