I’ve searched here and there’s not many thoughts on the Cessna 335. I found one available for a very reasonable price and it’s been cared for with an open checkbook. A very nice airplane.

Most of our missions are less than 500 nm, so the pressurization of a 340 isn’t critical. The cabin is great for a small family of 4-5 people, speeds are pretty decent. This airplane has newer updates avionics and it’s a turnkey airplane.

Are most parts interchangeable with a 340? It seems like support would be decent if that were the case. It’s not a Ram modded airplane, so would be underpowered? Is it worth it just to bite the bullet and look for a 340 instead? Sometimes an airplane shows up that’s not necessarily the one you’re looking for, but something that’s suitable. Let’s hear it……

I fly a 335 and pretty much everything is interchangeable with the 340A because they were made in the middle of the that production run. I haven't noticed it being underpowered at all in my flying in the Midwest, like you most of our missions are less than 500nm and I find myself cruising between 9k and 12k burning about 34gph at 175kts. I love flying it around and insurance is cheaper as well due to not having pressurization

I didn't work on it, but shared the general consensus that it ended up priced too close to the 340 for what it offered.

Pressurization isn't just about accessing oxygen altitudes, it is also about reducing fatigue.

A 500 nm trip is still 2.5 hours in a 335. If you fly at 12,000 ft in a 335, you will be dog tired at the end. If you fly at 12,000 ft in a 340 you won't be.

Pressurization opens up the ability to climb higher, mid teens, lower 20s, to avoid weather or icing. Also potentially finds smoother air, or catches a nicer tailwind.

Personally, if I was going to sink the money into maintaining a 335, I'd work really hard to find a 340 instead and get pressurization almost for free on top of that. Pressurization is a game changer.

Mike C.

Absolutely agree with Mike on pressurization being a game changer. It is all about comfort for you and your passengers. I flew a P210 for years with a 3.35psi pressure differential, resulting in a cabin altitude of 10000ft at FL200. On a flight at that altitude or higher I always had a dull headache and felt quite tired after a long cross country. I tended to not fly over FL200 as I got older unless there was a really compelling reason to do so. The MU-2 I fly now has a 5psi pressure differential so the cabin altitude at FL250 is a little over 8000ft. I have to say I noticed a difference on my first flight in this plane as to how I felt after a long leg (KIXD to KBOI, 4:45) and my wife noticed it too. I feel it becomes a safety issue since I just felt I was more alert at the lower cabin altitude at the end of the flight. You don't recover immediately from hours at high cabin altitudes. If it were me, I would go with the 340 as well. You and your passengers will appreciate the difference. As an aside, when looking at the MU2 and Turbo Commanders, the Commanders of similar vintage only had a 4.2psi differential vs the 5psi on the MU2, one of many reasons I am glad I got the MU2.

I would think pressurization needs would be more dependent on location. Lot of us Baron drivers do fine without it.

all true, but...winter is coming. Pressurized cabins are easier to heat since the air goes from inside out rather than the reverse. This can be admittedly a problem in the summer. Another thing you realize with a pressurized cabin is that if you want or need to climb above, say, 10000ft you just do it. No oxygen to mess with or refill. Flying in the mid teens to low twenties is wonderful, very little traffic, often direct routing outside of metropolitan areas, and more options if you loose an engine. Your radius of action is much higher the higher you fly if you have any sort of untoward event. Pressurized planes generally have better insulation and thicker skins and windows and are quieter inside and more crashworthy. I would guess that most folks after owning a pressurized plane do not go back if they are flying travelling aircraft. The downside is cost and insurance.

all true, but...winter is coming. Pressurized cabins are easier to heat since the air goes from inside out rather than the reverse. This can be admittedly a problem in the summer. Another thing you realize with a pressurized cabin is that if you want or need to climb above, say, 10000ft you just do it. No oxygen to mess with or refill. Flying in the mid teens to low twenties is wonderful, very little traffic, often direct routing outside of metropolitan areas, and more options if you loose an engine. Your radius of action is much higher the higher you fly if you have any sort of untoward event. Pressurized planes generally have better insulation and thicker skins and windows and are quieter inside and more crashworthy. I would guess that most folks after owning a pressurized plane do not go back if they are flying travelling aircraft. The downside is cost and insurance.

Once you have the turbos (C335), you pretty much have all the maintenance expense of the pressurized plane (C340).

The insurance and training requirements are likely higher for the 340, but other than that you are in the same ballpark on ops costs. You don't get as versatile a plane with the 335.

For a someone having trouble getting insurance on the 340 the 335 may be a good stepping stone.

Thanks to everyone for the insights, it’s much appreciated. The social director kaboshed the thought of a 335 because it’s too old. I guess the search continues.

Can you influence the decision by showing the most modern piston twin, how the cabin is about like a sedan, and costs $1.6M?

FWIW, my MU-2 is the oldest plane I have ever owned (1972) and is the one my "social director" likes the best! It is also the most reliable in regards to maintenance as well. It hasn't seen the inside of a shop since last November and is scheduled for its 100/200 hour inspection on November 6th. Old isn't necessarily bad!