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How to Buy a Cessna 402 / 402B / 402C: Buyer's Guide
A roomy, unpressurized cabin-class piston twin built for hauling people and freight, usually with a commercial past you must read carefully.
Updated October 2026 · Market data from 6 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 402 is the workhorse of Cessna's 400-series twins. It is an unpressurized, turbocharged, cabin-class airplane with a big rear airstair door, a long nose baggage compartment, and seating that ranges from a plush six-to-eight-seat executive layout to a ten-seat commuter configuration. For decades it was the backbone of small Part 135 operators, island-hopping commuter airlines and freight haulers. That history shapes nearly every airframe you will find for sale today.
The current market is small. fyiAero listings show six aircraft for sale, mostly 402Bs plus one Business Liner and one 402C. Asking prices run from $242,512 to $255,000, with a median of $248,756. The FAA registry counts 173 U.S.-registered aircraft in the family, so you will not have dozens to choose from at any given time. Listed airframes are typically high-time, with a median of 7,317 hours on the listings that report it.
None of that is bad news by itself. These airplanes were built to work, and a well-maintained 402 with good records can deliver a lot of seats and payload per dollar. The trick is to buy on maintenance history, corrosion condition and engine status rather than on paint and panel. A cheap 402 with a tired airframe can easily become the most expensive airplane you ever own.
Who it's for. The 402 suits an owner or small operator who needs to move six to ten people or a load of freight over a few hundred miles at a time. It also fits charter, skydiving, survey or cargo work where cabin volume matters more than pressurization. It is a single-pilot airplane, but it is not a step-up twin. You should arrive with a multi-engine rating, solid multi-engine time, and ideally some turbocharged and cabin-class experience. Insurers will want to see meaningful multi time and recurrent training. Expect stricter terms for low-time multi pilots, and expect higher premiums for commercial use. Get an insurance quote before you sign a purchase agreement, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cessna 401 / 402 (original) | 1967-1969 | This was the first generation, with tip tanks and turbocharged Continental six-cylinder engines. The 401 was the executive version and the 402 the convertible passenger/cargo version. Few remain on the market, and value rides almost entirely on condition and engine times. |
| Cessna 402A | 1969-1970 | This short-run update brought a lengthened nose with more baggage space and detail refinements. It is uncommon for sale, so price it like a comparable early 402B with adjustments for parts availability. |
| Cessna 402B (Utililiner / Businessliner) | 1970-1977 | This is the most common version on the market. It keeps the tip-tank design, and later examples gained more cabin windows and interior improvements. The Utililiner was the commuter/cargo layout and the Businessliner the executive layout. Interior condition and configuration noticeably affect price. |
| Cessna 402C (Utililiner II / Businessliner II) | 1979-1985 | This was a major redesign with a longer bonded wet wing in place of tip tanks, more powerful engines, and higher gross weight and useful load. The 402C generally commands a premium over the B. It was heavily used by commuter airlines, so check the time and usage history carefully. |
What a Cessna 402 / 402B / 402C costs to buy
2 priced listings on fyiAero right now ask between $242,512 and $255,000, with a median of $248,756 and a median of 7,317 hours total time.
- Inventory is thin: fyiAero listings show six aircraft against a registered fleet of 173. Be ready to look nationwide and to move quickly on a good one.
- Current asks cluster tightly between $242,512 and $255,000 (median $248,756), and the 1976 402Bs listed average $248,756. Price differences come down to engines, records and corrosion, not model year.
- Median listed airframe time is 7,317 hours. High time alone is not disqualifying in this type, but it means structural inspection compliance and corrosion history matter more than the number on the hour meter.
- Engine and prop times drive value more than anything else. Two mid-time or fresh turbocharged engines can be worth far more than a fancy panel, so get the cost of any upcoming overhauls into your offer.
- Ask directly whether the airplane flew Part 135, freight or skydiving. Commercial history is normal for a 402 and often means good maintenance discipline, but it also means hard cycles, cargo damage and heavy wear.
- Budget beyond the purchase price. fyiAero's average pre-owned value estimate for the family is $328,723, and a newly purchased 402 commonly needs immediate squawk work, so keep a reserve for the first annual.
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 inspection compliance. Cessna developed supplemental structural inspection programs for the 400 series, and several ADs cover wing spar and attach structure. High-time airframes need documented compliance. Have the shop research all applicable ADs and inspection programs.
- Corrosion in wings, belly, cabin floor and tail. These airplanes often lived near coasts or flew cargo that spilled fluids. Pull floor panels and inspect spar caps, skins, seat rails and lower fuselage structure carefully.
- Turbocharger, exhaust system and wastegate. Cracked exhaust components and slip joints on turbocharged Continentals are a fire and CO risk, and the parts are expensive. Inspect closely and review turbo overhaul history.
- Engine condition and times (borescope, compressions, oil analysis). Two turbocharged six-cylinder engines are the biggest cost item on the airplane. Verify cylinder health, check for metal in the filters, and confirm calendar time as well as hours since overhaul.
- Landing gear system, actuators and linkages. Heavy commercial cycles wear gear actuators, bellcranks, rod ends and downlocks. Do a full gear swing with tension and rigging checks.
- Fuel system (tip tanks on 402B, wet wing on 402C). Tip tank mounts and plumbing on the B, and wet-wing sealant leaks on the C, are common and costly to fix. Look for stains, fuel odor and repair history.
- Combustion cabin heater. Gas-fired cabin heaters carry recurring inspection requirements and CO risk. Confirm compliance and check the heater's operation and condition.
- Logbooks, damage history and 135 records. Commercial airframes may have long, complex records with gaps between operators. Look for gear-up landings, prop strikes, major repairs and properly documented 337s.
- Deice boots, props and ice protection equipment. Many 402s are equipped for icing, but boots, prop heat and associated systems are often degraded. Verify what is installed and whether it is actually certified for known ice.
- Electrical system and wiring. Decades of avionics changes leave behind chafed or abandoned wiring and tired alternators. Inspect bundles, check charging output and test all lighting and avionics under load.
Popular upgrades
- Modern GPS navigator and glass flight display. Replacing original avionics with a current WAAS GPS, ADS-B, and an electronic ADI/HSI substantially improves IFR capability and resale. Buyers pay for a completed panel more readily than for one they must do themselves.
- Autopilot upgrade or overhaul. A reliable, GPS-coupled autopilot is close to mandatory for single-pilot IFR in a cabin twin. A failing legacy unit is a negotiating point, and a new one adds real value.
- Engine monitor. A multi-probe engine monitor for both engines helps manage turbocharged engines and catch problems early. It is a modest cost that buyers appreciate.
- Vortex generators and aerodynamic mods. STC'd vortex generator kits can lower minimum control speeds and improve low-speed handling. They are worth having, though they add less to price than engines or avionics.
- Interior refurbishment or reconfiguration. Converting a worn commuter interior to an executive layout, or vice versa, can broaden appeal. Interior work rarely returns its full cost at sale.
- LED lighting and electrical improvements. LED landing, taxi and position lights reduce electrical load and maintenance. These are small value-adds but signal an owner who keeps the airplane current.
Ownership costs
This is a big piston twin, and it costs like one. fyiAero's operating cost estimate puts variable cost at about $452 per hour, with fuel burn around 46 gallons per hour. At 75 hours a year, the estimated annual budget is about $63,314. The same estimate uses a 213-knot cruise and 875 nm of range, which works out to roughly $2.12 per nautical mile. Fixed costs include hangar, insurance, an annual inspection on a large structure with many systems, and recurring structural inspection items. Engine and prop overhaul reserves on two turbocharged engines are the largest long-term line item, so set them aside honestly. Low utilization tends to hurt turbocharged engines, so flying regularly usually costs less per hour than letting the airplane sit.
Safety record
NTSB records show 23 accidents involving this family over the last 10 years, including 1 fatal accident and 1 airplane destroyed. Against the 173 aircraft on the FAA registry, that works out to about 132.9 accidents and 5.8 fatal accidents per 1,000 registered aircraft over 10 years. The overall accident figure looks high, but keep the context in mind. Many 402s fly far more hours than a typical private airplane, often in commercial, cargo and short-haul commuter operations with frequent takeoffs and landings, so a per-airframe rate overstates the risk to a typical owner-pilot. The low fatal rate reflects that many events are gear, runway and ground mishaps. The type-specific risks are classic heavy-twin issues. They include engine failure on takeoff at high weight, fuel management across multiple tanks, turbocharger and exhaust problems, icing encounters, and landing gear handling. Recurrent multi-engine training in the type, disciplined weight-and-balance practice and careful fuel planning address most of them.
Alternatives to consider
- Piper PA-31 Navajo / PA-31-350 Chieftain. This is the most direct competitor, with similar cabin size and commercial pedigree. The Chieftain offers a slightly larger cabin, while the 402 is often a bit cheaper to buy and has a large following in 135 operations.
- Cessna 414 / 414A Chancellor. It offers pressurization for comfortable higher-altitude flying, but the cabin is smaller and there is more system complexity and maintenance to manage.
- Cessna 421. It is pressurized and roomier, with more performance from its geared engines, but acquisition and engine overhaul costs are notably higher.
- Beechcraft Baron 58. It is easier to handle, cheaper to insure and generally cheaper to run, with strong resale. It has a much smaller cabin and less payload than a 402.
- Cessna 340. It is a pressurized, faster personal twin with a more refined owner-flown feel. It cannot match the 402's cabin volume or cargo flexibility.
Frequently asked questions
How much does a Cessna 402 cost?
Current fyiAero listings ask between $242,512 and $255,000, with a median of $248,756. fyiAero's average pre-owned value estimate for the family is $328,723. Engine times, structural condition and avionics drive most of the spread.
What is the difference between a 402B and a 402C?
The 402B uses tip tanks and the earlier engine and wing design. The 402C has a longer wet wing without tip tanks, more power and higher gross weight. The C typically brings more money, but the B is far more common for sale.
How much fuel does a Cessna 402 burn?
fyiAero's operating cost estimate uses about 46 gallons per hour, with variable costs around $452 per hour. Actual burn depends on power settings, altitude and engine leaning practices.
Is the Cessna 402 pressurized?
No. The 402 is an unpressurized cabin-class twin, so flights at higher altitudes require oxygen. If pressurization matters, look at the Cessna 414 or 421.
How many Cessna 402s are there?
The FAA registry lists 173 aircraft in the family registered in the U.S. fyiAero currently shows six for sale, so the market is small.
Is a high-time Cessna 402 a bad buy?
Not necessarily. The median airframe time on current listings is 7,317 hours, and these airplanes were built for heavy commercial use. What matters is documented structural inspection compliance, corrosion condition and engine status, so invest in a thorough pre-buy by a shop that knows 400-series Cessnas.
Cessna 402 / 402B / 402C 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.
