The 340A with a RAM Conversion is a pretty sweet ride, and alittle faster (5-7 kts) than a 414 with the same RAM Conversion. The 414A, having a simplified fuel and gear system, is probably less cost to operate than the 340 or straight 414. The primary reason is it's significantly quieter than the 340/414. 335 HP engines, VG Kit (increase MAX weight), etc. The first deliveries of the Cessna 340 began in 1972. The 414 is a bit slower, so it cost a bit more per mile just due to that.
The fuel cost is only slightly higher (4 GPH we found ROP), the speed is essentially the same, the useful load is the same or more if the Ram mods have not been done on the 340/414, etc. 04-25-2011, 01:51 PM.

The 340 continues to fill that role today. The goal was to offer an affordable, economic pressurized, cabin class airplane that would entice owners of Barons, Aztecs and 310s to step up. "Never put your family in a cabin class Cessna unless you intend on buying one" A 340 is a bit small for my needs, the whole family is full size. The primary reason is it's significantly quieter than the 340/414. Reprint from Charlie Papa Tango Magazine. Cessna wanted to keep this aircraft in the 300-series to make it more marketable to your average twin buyer. The Cessna 414 is truly one of the best values in the pressurized piston twin market today. In addition, there is an AD (2005-12-13) on the 414 wing that requires a spar strap at 9,000 hours TT for aircraft with serial # 200 and lower. The 340, 340A, and 414 (non A) are basically the same operating cost per hour having basically the same systems and engines.

Consumer 2/11 Article on Cessna 340/340A "Big Airplane Safety: A Cessna 340/340A Buyer's Guide" (PDF) | Article written by Jerry Temple for Cessna Flyer, March 2015 Cessna 414 The 340A with a RAM Conversion is a pretty sweet ride, and alittle faster (5-7 kts) than a 414 with the same RAM Conversion. 335 HP engines, VG Kit (increase MAX weight), etc. … Cessna introduced the 340 in 1972 to fill in the slot between the 310 and 414. I think if you don't need the extra space the operating costs between a 340 and a 414 would be fairly close the 340 is faster and smaller. The 421B will have most of the same systems at the 340/414. The 414A, having a simplified fuel and gear system, is probably less cost to … The 340, 340A, and 414 (non A) are basically the same operating cost per hour having basically the same systems and engines. The fuel cost is only slightly higher (4 GPH we found ROP), the speed is essentially the same, the useful load is the same or more if the Ram mods have not been done on the 340/414, etc. Serial numbers above 200 have a compliance time of 15,000 hours. Consumer 2/11 Article on Cessna 340/340A "Big Airplane Safety: A Cessna 340/340A Buyer's Guide" (PDF) | Article written by Jerry Temple for Cessna Flyer, March 2015 Cessna 414 … The 340 is a six-seat aircraft, with four passenger seats, an aisle and an airstair door. You're looking at 200-210kts (depending on altitude), 40 gals/hr at cruise, and depending what fuel tank config you have, a 3-4 hr plane with an hour reserve.
ULTRAcooling the Cessna 340 and 414. 340/340A (PDF) | Av. One is more power and the other more fuel. 340/340A (PDF) | Av. The 340 continues to fill that role today. The 421B will have most of the same systems at the 340/414. In my experience, there are at least two things pilots can’t get enough of. The tail and landing gear were based on the Cessna 310's units, while its wings were from the Cessna 414 . The 340's primary selling feature was its spacious, pressurized cabin, the first in a light twin. Cessna then took the wings from the 414 and added them to this aircraft, making the 340 somewhat of a hybrid. I will give you one bit of advice a man gave me 20 years ago. The cabin-class twin that caught Jouany's interest, the Cessna 414, is a perfect case in point. The goal was to offer an affordable, economic pressurized, cabin class airplane that would entice owners of Barons, Aztecs and 310s to step up. You're looking at 200-210kts (depending on altitude), 40 gals/hr at cruise, and depending what fuel tank config you have, a 3-4 hr plane with an hour reserve. The 414 is a bit slower, so it cost a bit more per mile just due to that. Cessna introduced the 340 in 1972 to fill in the slot between the 310 and 414.