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CESSNA 340
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C340
| Aircraft | ||||||
|---|---|---|---|---|---|---|
| Name | 340 | |||||
| Manufacturer | CESSNA | |||||
| Body | Narrow | |||||
| Wing | Fixed Wing | |||||
| WTC | Light | |||||
| APC | A | |||||
| Type code | L2P | |||||
| Engine | Piston | |||||
| Engine count | Multi | |||||
| Mass group | 2 | |||||
|
| ||||||
CESSNA 340
Description
Business aircraft. In service since 1971. Similar production to BEECHs Duke, slotting in between CESSNA 310 and CESSNA 414/421 with 414s wings and 310s undercarriage and tail unit. Introduction of a pressuration system. Production ended in 1984. CESSNA 335 unpressurized, light weight and lower cost development. Built from 1979 to 1980.
Technical Data
| Wing span | 11.6 m38.058 ft |
|---|---|
| Length | 10.5 m34.449 ft |
| Height | 3.8 m12.467 ft |
| Powerplant | 2 x 285 HP Continental TSIO-520-K or
2 x 310 HP Continental TSIO-520-NB piston engines with 3 blade propellers. |
| Engine model | Continental O-520 |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| V2 (IAS) | kts | IAS | kts | IAS | kts | IAS | kts | MACH | TAS | 170 kts | MACH | IAS | kts | IAS | kts | Vapp (IAS) | kts | ||
| Distance | 535 m | ROC | ft/min | ROC | ft/min | ROC | ft/min | ROC | ft/min | MACH | ROD | ft/min | ROD | ft/min | MCS | kts | Distance | 688 m | |
| MTOW | 27002,700 kg 2.7 tonnes kg |
Ceiling | FL300 | ROD | ft/min | APC | A | ||||||||||||
| WTC | L | Range | 11701,170 nm 2,166,840 m 2,166.84 km 7,109,055.123 ft NM |
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Accidents & Serious Incidents involving C340
- C340 / A332, Copenhagen Denmark, 2003 (On 8 September 2003, a privately operated Cessna 340 departing the apron at Copenhagen failed to follow its correctly acknowledged taxi clearance and took a different route which led it to pass the holding point of a runway on which an Air Greenland Airbus 330 had just received take off clearance. ATC observed the error and the clearance was cancelled so that no actual risk of collision had existed. The Investigation considered that the taxi error had occurred at a position conducive to such errors and criticised what it considered were the inappropriate designations of the taxiways involved.)