I'm curious if any of you fellow BTers have any thought regarding the difference in operating costs between the twin Cessnas. The next aircraft will most likely be a big step up and just exploring different avenues. Acquisition cost of cabin class Cessna's seems reasonable but I know cost of operating the 414/421's can be pretty high

Twin Cessna flyers has twice surveyed owners. As I recall it was $550/$650/$750 hour but the costs are lumpy and ENORMOUSLY variable based on utilization, shop, airframe and luck.

I think for any of them you need to be ok spending $100k/yr. Not every year, but once or twice a decade

And, if you're serious about possibly buying a Twin Cessna, you should join The Twin Cessna Flyer ---> www.twincessna.org

Thank you Charles and Arlen for your replies. Slight drift but what would be a Meridian TP cost in comparison?

The TCF averages amortize the fixed costs across 100hrs/year. I believe the rough numbers quoted above do include engine reserves. And the "lumpiness" factor is important!

a) As said above, join TTCF.

b) When I was deciding on my next plane (from a T210), I convinced myself that the cost to operate a 340/414/421 was going to be essentially the same. Each airplane will be unique, and some 340s will be expensive, some will be cheap, and some 421s will be expensive, some will be cheap.

Since they all basically cost the same, I got the nicest/biggest one - a 421. It's been expensive, but it fits our mission well and is a great plane.

The operating cost between a 414 and 421 is essentially non-existent. They are the same plane except for the engines, and the GTSIOs aren't any more expensive to operate than the straight 520s (and have a lot of benefits including that they are quieter, cooler, and have more power). Yes, the GTSIO is a little more expensive to overhaul, but the difference is about $14k/side or so, so $14/hour ($28k delta / 2000 hours).

The 340 is a little more economical and will go faster on less gas. However, the point was moot since I just don't fit in the 340.

Again, the 340 has essentially the same systems as in a 414/421, so the maintenance cost is going to be close.

Getting insurance on these planes is a non-event and is the same - School + 15-25 hours of flying. It used to be that it was hard to get insurance on a 421 with no twin time, but that's not the case at all anymore.

I'm a big 421 fan. Had mine about 6 years and have close to 1,000 hours in her. She's as 'all weather' as a piston twin can get, and is cheaper to operate & own than a comparable vintage C90.

Robert

Meridian is roughly 250kts on 40 gph. If you figure $5 avgas and $4 jet A (and 200kts/40gph on a 421) that's 64 cents/mile gas in the meridian and $1/mile in the 421.

The meridian will be $600-$800k to purchase, maintenance will be less ( depreciation may offset the savings though) dispatch reliability will be higher, cabin space/range/payload meaningfully lower, A big advantage is that the Meridian lives in a vibrant (? growing) support ecosystem with mfr support, several dedicated maintenance shops, specialist CFI's, a great owner org, STC support etc.

But - go sit in one and see if you like the cockpit. Focus on how it feels once you are seated, not the dance to get in.

If you like your bonanza, but just want faster, the PA46 is a good choice.

Very similar cabin to a 340 though.

Does 340 have nose or wing locker baggage? Big knocks on p46t are generally cockpit, range, payload and (to some extent) baggage space. 340 better on all counts I think.

Not sure if that was a rhetorical question, but yes and yes.

340 wins hands down on baggage space.

What is your mission?

There is no real difference in OpX for the 3 airframes. There is a big difference in utility and capability.

Go either 340 or 421C. 414 motors are overworked and underpaid.

Jesse is right about this, 340 or 421C.

I bought a 340 after my A36, which I flew for about 650hrs.

I chose the 340 because 1) it was big enough for our family of 5, 2) plenty of space, 3) no spar AD (like the 414). Meridian didn't have enough physical space, and the capital was 2x the nicest 340s.

It's expensive (they all are), but you could not get the utility for any less. today our family of 5 (plus luggage, snorkeling gear, etc) flew from Marathon Florida to PGV- 852 miles, and still had 1.5hrs fuel when we landed. my UL is just shy of 1800 lbs.

there are wing lockers, or locker fuel tanks, or nacelle tanks. my plane has a combination.

be happy to show you one if you're ever near eastern NC.