336 Owners
 

Dear Sirs,
As the happy owner of N3845U C336-0145, I was wondering how many other 336 owners are using this great website. I am trying to get a handle on how many 336's are still operational as it can not be many. As of yet I have not had any real difficulty finding spare parts but realize that the time is coming. Of course many parts from the early 337's work, but many do not.
On another note I have lost touch with francisco Gonzalez, 336 owner in KGPT.Give me a call if you can. 205-799-1716
Regards
James T Grant

There are four 336's registered in Canada

C-FEGK 336-0125
CF-KWX 336-0112
C-FQGO 336-0051
C-GKAG 336-0190

Frank

Thanks,
Good to hear of some that are still registered. I am hoping to make a list of those that are still flying, as many are registered but have not flown in a long time and may never fly again (helps on spare parts though!). My 336 did not fly for 27 years, and it took much too much to make it airworthy again.
Regards
James T.Grant

I know there's a 336 based at Torrance, CA. Don't know the N number. I think the owner lost his medical, so I don't know if it gets flown.

336 Owners
 

I am the owner of one, but still IS in the shop since I bought it in the Summer of 2005. I changed its Registratiojn Number to N695AD, and its prior registration numbers were N1767Z, N102BU and N108RJ. Its Serial Number is 336-0067. Please send me information and keep me in mind on anything related to C336 parts availability, service problems, or anything. Thanks. Alfonso.

there is a 336 base in prescott arizona, the owners are a retired heavy driver and the manager of arizona aircraftmens, a maintenance shop, sorry forgot thier names, it's nice and in great shape.

There is one located in Wisconsin - He dropped into our fly-in @C27 this past September unannounced - A real crowd pleaser!! This guy put on quite a show for everyone, and it made the day for most (especially me!)

No Pics of the plane on this PC - but I have some somewhere.. it was White/Yellow...

336 Survivors
 

Only one left on the Australian VH- register.
VH-GKY, c/n 3360164.
(Several others derelict at various airports)
Also, there should be one in FIJI.
DQ-FJJ, c/n 3360020, is unregistered.

336 Survivors
 

Also, there is the modified 336. The one with the rear engine and firewall that swings out so large objects/freight can be loaded from the rear. It has been unregistered for some time now and is derelict at an airport. c/n 3360005.
I am trying to get good quality shots of this aircraft and mods for you guys.......only one ever such modified.........
Australia's oldest 336, and possibly the world's. (Maybe 3360002 is still flying in USA?)

Dear Sir,
I am VERY interested in any unusual mods for the 336.
I have recently put a Cargo Pod on mine (off a 1967 337 I believe). It was a perfect fit. Speed appears unchanged ( not so fast to begin with! ) , much more comfortable for the wife and kids with the bags out of the cabin. A side benefit appears to be an almost total end to FOD damage to the rear prop when flying off rough strips.(this had already cost me one rear prop!).
I am finding that the best answer to many of the parts availability is to use the STC's out their to install more modern and therefore available parts.
Regards
James

336 N3845U
 

Is this your correct N number and serial no? I have the same N number and serial no plane in my hangar now that I have been reconditioning for the last 18 mo, Walt Simendinger
631-757-7567

FAA Registry
N-Number Inquiry Results


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N3845U is Assigned


Assigned/Registered Aircraft

Aircraft Description

Serial Number 336-0145 Type Registration Partnership
Manufacturer Name CESSNA Certificate Issue Date 09/12/2000
Model 336 Status Valid
Type Aircraft Fixed Wing Multi-Engine Type Engine Reciprocating
Pending Number Change None Dealer No
Date Change Authorized None Mode S Code 51066500
MFR Year 1963 Fractional Owner NO


--------------------------------------------------------------------------------


Registered Owner

Name GRANT JAMES T
Street 15527 OAKWOOD DR
City BROOKWOOD State ALABAMA Zip Code 35444-3725
County TUSCALOOSA
Country UNITED STATES


--------------------------------------------------------------------------------



Airworthiness



Engine Manufacturer CONT MOTOR Classification Standard
Engine Model IO-360 SER Category Normal

A/W Date 12/19/1963

--------------------------------------------------------------------------------
Other Owner Names


GRANT KYRSTAL H



--------------------------------------------------------------------------------



Temporary Certificate

None

--------------------------------------------------------------------------------



Fuel Modifications

None

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Last Updated: Wednesday 1st March, 2006

Hello all
I'm the owner of the 336 VH-GKY 336164 still operating in Australia. Glad to contribute. Is there a composite list of world 336 still operating?

Regards

David

There is'nt a 336 flying in the UK now, all of them have been deregistered, but here is s list-

G-PIXS- 336-0130
G-ASLL- 336-0074
G-ATAH- 336-0007
G-ASKS- 336-0070

Hope this info is ok.

Pete

Re: 336 Survivors
 

Did you ever get a shot of this aircraft, I have a good one of VH CMY somewhere if you are still interested.
Have you any idea where CMY is now since it was removed from Coolangatta?

Re: 336 Survivors
 

VH-CMY was moved from the apron at Coolangatta Airport to the custody of the Coolangatta Airport Fire Service compound for fire training on May 09, 2006.

I made some enquiries as to obtaining the aircraft but all my requests fell on 'deaf ears'.

Would like to see your photos.

Thanks for that sad news. That's shocking! when I source the pics I'll let you know.
Regards
David

Well I belive the 336 is a wonderfull engeneered airplane that is the reason I keep spending money on mine since Katrina Damaged it I have bought new right wing leading edge from Cessna and right boom and hope to get her flying one day soon
She does look like a raimbow the front cawl is green the boom is yellow and white the door is marron and the leading edge is alluminum... the props are 0 time. I could havew send her to pasture, but I know one day I will be flying the pritiest 336 arround.


Francisco

c336 N538JP being re-worked for missionary work
 

We are re-working N538JP for missionary and humanitarian work (Guatemala Ixcan Region). Currently we're in Jackson, Michigan.

We just were offerred a cargo pod for a 206 and I am curious to know if it is similar the 336 pod? Anyone know?

We are also intent on installing a Robertson STOL kit.

Of course, parts donations are welcome. We are tax-deductible.

Regards - Robert Rice - Great Commission Air (.org)

336 Community
 

Can't help you on the cargo pod, hope someone will post a reply. This link is a bit slow. Come on Guys keep the 336 link alive. I'd like to hear any trivia about 336 still operating. I hope to repaint mine this year. VH-GKY 336 0164 Melbourne Australia
David Dixon

The only way to know if the cargo pod would work would to be place it under the 336, see if it fits. My guess is it will not.

Roberston STOL is a kit, requiring a significant amount of work to install. Roberston is no longer a seperate company, now part of Sierra Industries, best known for their Citation mods. I am sure they support parts. I think you'd best call them to make sure they can still make a 336 STOL kit. The horton stol might be a better solution for you. Far more afordable, and easier to install.

Cargo Pod and STOL Kit
 

Thanks for the reply! We'll check out the cargo pod first hand.

Regarding the STOL kit; our humanitarian service provided support for some really short no-go-around airstrips in the mountains (Guatemala). The 206 with the Horton STOL kit was just fine but the 336 has substantially faster landing habits.

We were really hoping to install the Robertson because of the advertised 52 MPH approach speeds. Mark Huffstutler from Sierra Industries has been working with us to get the parts together, as a charitable effort on their part, but that effort may be more difficult that either of us had hoped. Horton is our fall-back plan and is definately much simpler. I would like to see some semi-scientific comparison regarding relative stall speeds.

We also purchased VGs from Micro Aero (thanks for the charitabley discount Mr. White!). I recommend Mr. White to anyone that wishes to speak with a very interesting fellow!
It'll be interesting to see if the combination of a Horton STOL kit and VGs will get us down the the approach speeds of the Robertson.

Thanks for the feedback,
Rob Rice - GreatCommissionAir.org

Aussie 336 pics and info
 

For those interested, I posted a few pics here:
http://board.net.au/yabbse/index.php?board=65.0
Regards
David

You gotta try and make it to the fly-in this year!
________
Toyota a engine

Fly in
 

If I could overcome the cost of fuel I still have a problem as my current range is about 4.5 hrs. I could go over the top end :)

I now have a 336 registered in Canada ....
 

as C-FACK (and yes that tail number was requested since it has been so "FACKing" hard to find a good one of these aircraft.)

The aircraft I have is S/N 0024 and was formerly registered as N88756. It is a great example of a reconditioned 336.

As for the gentleman above talking of a Robertson STOL kit on a 336 .... my aircraft has one that was installed in July of 1975. It is on a one of STC that the folks at Sierra (formerly Robertson) were not very helpful in finding a copy of. I had to get help from an FAA individual in Seattle to get a copy of this STC to complete my import to Canada. I am not sure if this is due to the fact that Sierra has not installed many of these on 336 or if I have the only one on a 336. Either way they did not have any record of the STC but did acknowledge the install as it was signed off by Robertson's head engineer of the time along with an FAA agent.

When the install was finished the aircraft was placed in the experimental category for 2 months while it completed flight testing and minimum 25hrs of flying time.

Feel free to email if you have any questions that I can answer regarding the Robertson STOL on a 336 I will be happy to answer them.

I would be very interested in knowing what your approach configuration stall speeds are with that Roberston. We just completed a Horton installation and Micro VG kit install on our 336 and I have not seen a vast reduction in overall stall speeds during the initial testing.

http://www.greatcommissionair.org/im...ob and 336.jpg

Here is my 336 afther the ravages of Huracane Katrina

I'm looking into buying a 336, but a little gun shy. Other than the hit from performance, what things should I look out for?

Where are you situated Richard?

I'm in the North West United States. I'm looking at a few 336s for sale here in the states. All about the same condition. I own a T337 now, but having some issues with it that might take a few years to sort out. Looking at a simple 336 to taxi me and my family around. I've also got several STCd parts that are just sitting on a self that need a home.

The things I've heard is the vibration and noise is greater in the rear engine of a 336. I don't see how a properly balanced fan would cause any additional vibration. I've also heard that the structure on a 336 isn't as strong? Just looking for some happy 336 owners (besides the ones selling theirs) what the consensus is on ownership?

Well I suppose it's a bit difficult comparing the two since I've not owned a 337. The obvious differences are:
The 336 is slower, The aspect is not as good (horizon is high) less things to go wrong with the fixed undercarriage, rear engine appears to run hotter. noise or vibration is no problem for us,
A new rear prop was hard to find.
Make sure your props are current, we got stuck with the old out of date props that didn't have the red dye. These are illegal and it was an expensive exercise.
I wouldn't be buying a plane of this vintage without thoroughly checking for internal corrosion. Does the rear cowl operate? these cowl motors are known to give trouble. If it works that is a plus. Ours is always open as I havent sourced a rear cowl motor. In the event of a rear engine failure, the rear cowl if stuck open can cause drag. One important thing to do before any purchase is to thoroughly check the rear exhaust pipes. They have been known to fail which can cause a fire. This happened to me and the previous owner. (we now have had new stainless pipes made with minimum welding) We feel that we have overcome the problem by a thorough check of all welds at least every 50 hrs. Check if the exhaust brackets are free to move also.
Are all the seals around the engine in place? these are for the upper air to be forced through the oil cooler. There are to be no gaps for the air to escape
Test fly the plane on a hot day and monitor the rear oil temp.
If the aircraft is highly maintained and all is up to date and the price is right, go for it. We love our 336 (the only one operating in Australia). There is a fellow 336 owner in the US who is expecting to fly his 336 to Australia and is negotiating long range tanks.
I'll leave you with one thought, you're best to look at a well maintained 336 than a clapped out 337. Any more questions please feel free to ask
Regards
David

Some sage advice there, thank you. I love the comment “a well maintained 336 than a clapped out 337”. Just so happens one of the 336s have recently new exhaust systems and less than 1550 hours on the entire airframe (can be good or bad).

Just curious, what type of fuel burn can I expect at a given cruise? What to you flight plan for? Ever had to re-balance the rear engine fan? What is a “normal” rear engine head and oil temp that you see?

1550 hrs amazing. I'd still check the corrosion factor. The airframe is strong enough I'd think, I've never heard of one bending, though you do have to be careful of something they call 'Boom Bounce" which can weaken the main spar, but this is in any Skymaster not just the 336. Boom bounce is caused by the controls not adjusted to correct tension and the product of this is an oscillation rocking feeling when the plane is trimmed.
Fuel burn, say at 3500 to 4500 ft I plan for 80 lts per hour on average and this takes in account taxi. You'll have to work that out in gallons for you, but I find on my fuel flow that when I lean it out, it shows on average just under 11 gallons per hour per engine. anything less than that the egt rises above the accepted.
My speed with the rear cowl open is about 130 knt mph but that increases when I have my wheel farings on which they are not at the moment. My mate in Washington State says he has 10 knts on me.
No I haven't had to balance the rear fan, never thought of it. I don't get vibrations, but it all helps I suppose.
The rear head temp also runs hotter I'm not in front of my instruments at the moment, but I'd guess at about close to 350 for the front head and closer to 400 on the rear on a hot day. Oil pressure around 50.
Re Oil temps, under 200 on a cool day for the front and over 200 on the rear. For me, anything out of the red on the rear oil is good at the moment, I'm sure I have a faulty wire between the transducer and the guage as I've replace EVERYTHING except that.
It's really annoying. My plane is fairly highly maintained and I've just had it painted. New pic to be posted when I get the wheel fairings on.
Anything else feel free to ask.
David

Source of good parts for 336 owners.
 

Want to let all the interested 336 folks that I have flown a 336 for 30 years and know the plane in and out. I am parting out my 336. It has always been hangared and all the parts are in excellent shape. For example - 400 altitude hold autopilot with all paperwork recently yellow tagged by Autopilot Central. Cost nearly $10,000 to get all the right parts with the correct part numbers and to service and yellow tag them. A knock out 6 seat interior and dual flight instrument panels. Thought you would be interested. roger@tekoa.com

Well, I went ahead and purchased the 336. Love it. Simple, easy, and familiar. This is Skymaster #4 that I've owned. So far my impressions are that performance will be missed, but the cost of ownership on the 336 is welcomed. Climb at sea level with 1/2 tanks and me is 2200fpm, oh my! Empty weight is under 2500lbs, wow. This is the first Skymaster I've owned that didn't have a Horton STOL kit on it, I wonder if I'll miss it.

What, if any, mods really improve the performance?

Improving the 336
 

I made custom fairings for the wheel that enclosed the brake caliper - also an airfoil fairing for the main struts - in fact I still have the molds for all 3 wheel fairings.

I used the Mid America STOL kit and really liked it.

Congrats Richard.
Glad to hear it.

A few details on this new bird.
It has 1102 hours total time on the airframe and engines. Yes, the engines are original and never overhauled or had any jugs changed. It was stored in a hanger for 27 years without any activity, but in the last 10 years it has seen monthly activity. To some (including me) this would worry them about the engines being so old. I was skeptical, but amazingly enough, the engines don't leak a drop. Driest IO360s I've ever seen. Compressions are great and the plane flies book figures. In a 6 hour flight, we started with a full 10 qts, after the flight we had burned 1.5 qts in each engine. I'm happy because I'm used to seeing cracks and patches all over the baffle pans. This is like having a new plane.

Things I've noticed:

I miss the visibility of the 337
Rear engine burns almost 1 gph more than the front
Vibration from the rear engine is noticeably different from and 337
Elevator authority is better with the 336
Climb rate is flat out amazing

Even though the plane is under a new annual, I'm having my trusted IA go over it again. He has found a few minor corrosion issues on some of the fuel lines are are replacing them. A few other leaks and minor things, but pretty small for a craft approaching 50 years of age.

Everything is functional on the plane except for the thrust warning system. So I'm faced with having the system removed or find the missing parts to make it functional. Any advise? Is it a system that comes in handy? I've noticed that every 336 I have seen has the system removed. Reason?

Richard, best you contact Roger who is parting out his amazing 336.
I'd love to one day see your fantastic machine, It's a bit far at the moment, but one day when I'm over there from Australia.
Regards
David