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How to Buy a Cessna 340 / 340A: Buyer's Guide
A pressurized, turbocharged piston twin that carries a family well above the weather, as long as you budget like a twin owner.
Updated October 2026 · Market data from 59 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 340 is the smallest pressurized cabin-class twin Cessna built. It pairs a wing and tail derived from the 310/400-series family with a pressurized cabin, an airstair entry door, and two turbocharged Continental six-cylinder engines. For many owners it is the step between a Baron or 310 and a 414 or 421. It goes into the flight levels, climbs over weather that grounds unpressurized airplanes, and still fits in a typical T-hangar footprint.
The type ran from the early 1970s through 1984. The original 340 was followed by the 340A, which got more horsepower and a series of refinements. That is the airplane you will mostly shop. Right now fyiAero listings show 59 for sale, and 54 of them are 340As. Only 5 are early 340s. Listed model years run from 1973 to 1984, and asking prices range from $129,000 to $525,000 with a median of $299,500.
These airplanes are now 40 to 50 years old. Condition, engine time, pressurization health and the quality of past maintenance matter far more than the paint and the year on the registration. A cheap 340 with tired engines and a leaky cabin can easily become the most expensive airplane you ever own. A well-sorted one with a good maintenance history is a genuinely capable traveling machine.
Who it's for. The 340 fits an owner-pilot who regularly flies 300 to 900 nm trips with two to four people. It suits someone who wants pressurization for comfort, for altitude to get over weather, and for terrain, without stepping up to the fuel and maintenance bill of a 414 or 421. This is not a first twin for a low-time pilot. Insurers generally want to see a multi-engine rating with meaningful multi time, an instrument rating, and recent type-specific training. Pilots coming out of singles should expect higher premiums, required dual instruction, and possibly an initial period with restrictions until they build time in type. Plan on annual recurrent training with an instructor who knows Cessna twins. Talk to an aviation insurance broker before you make an offer, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cessna 340 | 1972-1975 | The original model, with 285 hp turbocharged Continental TSIO-520 engines and the early pressurization and systems layout. Only a handful are on the market. They typically trade at the bottom of the range unless they carry engine conversions or major upgrades. |
| Cessna 340A (early) | 1976-1978 | The 340A introduced 310 hp TSIO-520 engines, which improved climb, cruise and high-altitude performance. These are the volume of the market. Pricing is driven mostly by engine time, conversions and avionics rather than year. |
| Cessna 340A (late) | 1979-1984 | Later 340As received ongoing refinements to systems, interiors and equipment. Several of the best-kept examples are in this group, and these years carry the highest average asking prices on fyiAero. |
What a Cessna 340 / 340A costs to buy
55 priced listings on fyiAero right now ask between $129,000 and $525,000, with a median of $299,500 and a median of 4,763 hours total time. Against fyiEstimate, 27 are priced below estimate, 0 within range and 28 above.
- Expect to shop a 340A. Of 59 airplanes listed on fyiAero, 54 are 340As and only 5 are early 340s. The early models can be a bargain only if the engines and pressurization are solid.
- Year matters, but less than condition. On fyiAero, 1973 examples average about $191,133 and 1977 models average $282,583. The 1980 models average $336,516, while the 1981 and 1982 models average $422,150 and $430,800. Use these as a rough baseline, then adjust heavily for engine time and equipment.
- Airframe time pulls price down but does not disqualify an airplane. The median listing has 4,763 airframe hours. Airplanes with 3,000 to 5,000 hours show a median ask of $320,000, and those over 5,000 hours show $289,900. Only two listings fall in the 2,000 to 3,000 hour band, at a $437,354 median, so low-time examples are scarce.
- Engine time since overhaul is the biggest single value driver. Two run-out turbocharged engines plus props can consume much of the price gap between a cheap airplane and a good one. Price every airplane as if you will pay for the engines when they come due.
- Engine conversions (such as RAM programs), modern avionics with a capable autopilot, and documented pressurization work typically justify the upper end of the $129,000 to $525,000 asking range. Original-panel airplanes with mid-time or high-time engines cluster near the $299,500 median or below.
- Insist on complete, continuous logbooks and a damage history review. Gaps in records or old gear-up and prop-strike events should come off the price, or end the deal.
Average asking price by model year
Median asking price by airframe time
| 2,000–3,000 hrs | $437,354 | 2 listings |
| 3,000–5,000 hrs | $320,000 | 31 listings |
| 5,000+ hrs | $289,900 | 19 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing spar and structural inspections. The 340 shares wing structure heritage with other Cessna twins that have had spar-related airworthiness directives and inspection requirements. Have the shop confirm all applicable ADs and SBs are complied with and documented, and look for corrosion at the spar caps and attach points.
- Pressurization system and pressure vessel. Have the shop run a cabin leak-down/pressurization test and inspect door seals, outflow and safety valves, controllers and duct connections. Pressurization problems are expensive to chase, and a cabin that will not hold differential defeats the point of the airplane.
- Windshield, side windows and cabin door. Look for crazing, delamination and heat damage on the windshield and acrylic side windows. Check the airstair door hinges, latches and seal. Replacement transparencies and door work are costly, and some items are life-limited or AD-related.
- Turbochargers, wastegates and exhaust system. These turbocharged engines run hot. Inspect exhaust stacks, slip joints, clamps and turbo mounts for cracks and leaks, and confirm wastegate and controller function. Exhaust failures in the nacelle are a fire risk.
- Engines: compressions, borescope, oil analysis and logs. Borescope every cylinder and review compression trends, oil analysis history and engine monitor data if available. Check time since overhaul, calendar time and who did the overhaul. Two TSIO-520 overhauls are the largest looming expense on most 340s.
- Propellers and governors. Confirm prop overhaul times, any AD compliance on hubs and blades, and unfeathering and governor performance. Look for evidence of past prop strikes in the logs.
- Landing gear system. Do a full gear swing on jacks and inspect the gear motor and gearbox, actuator linkages, rod ends, bushings, downlocks and doors. Cessna twin gear systems need regular rigging and lubrication, and worn components drive costly repairs and gear-up risk.
- Fuel system and tanks. Inspect main and any auxiliary or locker tanks, fuel bladders where installed, and selector valves and crossfeed. Check for leaks and stains around the nacelles and wings. Have the shop confirm fuel-system-related ADs are complied with.
- Combustion heater. Gas-fired cabin heaters on Cessna twins have recurring inspection and pressure-test requirements under applicable ADs. Verify compliance, check for exhaust leaks and confirm the overheat protection works.
- Corrosion and ice protection. Inspect wing lockers, the tail cone, nacelles, battery area and belly for corrosion, especially on coastal or tie-down airplanes. Check deice boots, prop deice and heated windshield or alcohol systems if the airplane is advertised as known-ice equipped.
Popular upgrades
- Engine conversions (RAM and similar). Engine upgrade programs add horsepower, improve climb and high-altitude performance, and often include related improvements. A documented conversion with reasonable time remaining usually adds real value, but confirm STC paperwork and the actual time on the engines.
- Modern glass avionics and digital autopilot. Replacing original radios and the old Cessna autopilot with current GPS navigators, displays and a modern digital autopilot is one of the biggest value adders. A reliable autopilot is close to essential for single-pilot IFR in this airplane.
- Engine monitor. A multi-probe engine monitor helps manage hot turbocharged engines and catches problems early. Buyers expect it, and its absence is a small negative.
- Vortex generators and winglets. Aerodynamic kits can lower single-engine control speeds and improve slow-speed handling or climb. They are a modest value add and are appreciated by pilots who prioritize engine-out margins.
- Interior refurbishment and LED lighting. Fresh interiors and LED lighting improve comfort and reduce electrical load. They help the airplane sell faster but rarely return their full cost at resale.
- Upgraded pressurization or environmental components. Overhauled controllers, outflow valves and improved air conditioning make the airplane far more pleasant in summer. Documented recent work is a selling point.
Ownership costs
Budget like a twin owner, because you will be paying for two of everything. fyiAero's operating estimate puts variable cost at about $309 per hour, based on roughly 34 gallons per hour at a 210-knot cruise, or about $1.47 per nautical mile. At 76 hours a year, the estimated annual budget is about $44,572. That budget is built around an average pre-owned value of about $213,082, so expect insurance and financing to run higher on a more expensive airplane. Range is listed at about 1,258 nm. The real swing factors are reserves for two engine overhauls, two props and turbochargers, plus pressurization and gear maintenance and annual inspections that routinely uncover age-related work. Insurance can be significant for lower-time multi pilots. Smart owners keep a cash cushion beyond the estimate for the first year, when a new-to-you airplane often needs deferred items addressed.
Safety record
NTSB records show 23 accidents involving the type over the last 10 years, 7 of them fatal and 6 involving destroyed aircraft, out of a U.S. registered fleet of 697. That works out to about 33.0 accidents and 10.0 fatal accidents per 1,000 registered aircraft over the decade. Those numbers reflect a high-performance airplane flown in demanding conditions, often IFR, at night and at altitude. They are not a verdict on the design. The risk areas are the familiar ones for piston twins: engine failure handling and Vmc awareness, especially on takeoff and at heavy weights. Fuel management across multiple tanks, turbocharged engine management, and icing exposure also matter. Pressurization adds hypoxia and rapid-decompression awareness to the list. Regular recurrent training with a Cessna-twin-savvy instructor, disciplined fuel planning and conservative weather decisions do more to lower your risk than anything you can buy.
Alternatives to consider
- Cessna 414 / 414A. A bigger cabin and more payload with similar pressurized comfort, but higher fuel burn, maintenance and purchase price.
- Cessna 421. More cabin, power and prestige, but geared engines and larger systems make it notably more expensive to maintain and insure.
- Beechcraft Baron 58P. A pressurized Baron with Beech build quality and handling, but a smaller cabin and fewer examples on the market.
- Piper PA-46 Malibu / Mirage. A pressurized single with much lower operating costs and similar trip capability, but no second engine and a tighter cabin.
- Cessna T310R. A cheaper to buy and run Cessna twin with similar speed, but no pressurization and less cabin comfort at altitude.
Frequently asked questions
How much does a Cessna 340 cost?
fyiAero listings currently show asking prices from $129,000 to $525,000, with a median of $299,500. Later 340As from the early 1980s average over $420,000. Condition, engine time and avionics move the price more than anything else.
What is the difference between the Cessna 340 and 340A?
The 340A replaced the original 340 in the mid-1970s with more powerful 310 hp engines and ongoing refinements. It is by far the more common choice. Of the 59 airplanes listed on fyiAero, 54 are 340As.
How much does it cost per hour to fly a Cessna 340?
fyiAero's estimate puts variable cost around $309 per hour at about 34 gallons per hour. The annual budget comes to roughly $44,572 at 76 hours a year. Engine overhaul reserves and age-related repairs can push real costs higher.
How fast is a Cessna 340 and how far can it go?
fyiAero's operating estimate uses a cruise speed of about 210 knots and a range of about 1,258 nm. Actual numbers depend on altitude, power setting, load and engine configuration.
Is the Cessna 340 a good first twin?
It can be for a pilot with solid instrument skills and multi-engine experience, but it is a complex pressurized, turbocharged airplane. Insurers usually require meaningful multi time and type-specific training. Many pilots build experience in a simpler twin first.
How many Cessna 340s are there?
The FAA registry shows 697 U.S.-registered aircraft in the family. fyiAero currently lists 59 for sale, so buyers have reasonable choice but should be patient for a well-documented example.
Cessna 340 / 340A for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
