At roughly $200,000, the light twin market presents you with a genuine fork in the road. You can buy a Cessna 340A — a pressurised six-seater that cruises at 229 knots and can climb above most weather — or a Piper Seneca II, which does the same trip 30 knots slower, without pressurisation, but costs significantly less to insure, fuel, and maintain.

Neither choice is wrong. But they are answering different questions. Sprinkle has tracked 977 Cessna 340 and 340A transactions alongside 687 Piper Seneca sales. Here is what those 1,664 deals tell you about the real price of pressurisation — and the cases where the Seneca is the more rational aircraft.

The Aircraft at a Glance

Both are six-seat, twin-engine, turbocharged pistons built for serious IFR work. The similarities end there.

	Cessna 340A	Piper Seneca V
Engines	2× Continental TSIO-520-NB, 310 hp each	2× Continental TSIO-360-RB, 220 hp each
Cruise speed	229 knots	197 knots
Fuel burn	~38 GPH	~26 GPH
Range	1,406 nm	828 nm
Service ceiling	29,800 ft	25,000 ft
Pressurised?	Yes (6.0 psi differential)	No
Typical seats	6	6
Production years	1972–1984	1972–2009

The 340A is the faster, longer-legged aircraft. The Seneca is lighter, simpler, and remained in production for 37 years — meaning the newest Seneca V you can buy is 17 years newer than the youngest 340A.

What the Market Actually Charges

Cessna 340 and 340A — 977 Transactions

The 340 family splits cleanly into two eras:

Original 340 (1972–1975): Entry-level pressurised twin. Our data shows these averaging $184,000, with the cheapest viable examples around $110,000. These are the aircraft with the older Continental TSIO-520 engines that had crankcase cracking issues before Continental reinforced the cases in mid-1976. Buy one of these only if you know exactly what you are getting and have a shop that specialises in twin Cessnas.

340A (1975–1984): The definitive version, accounting for the vast majority of market activity. Based on 448 recent transactions, the median 340A price is $279,000, the average sits at $300,000, and the range runs from around $149,000 (high-time, basic avionics) to $605,000 (low-time, panel-forward). A clean mid-time 340A with modern avionics typically transacts between $250,000 and $400,000.

There are 17 active alert subscribers on Sprinkle watching for Cessna 340 listings — a narrow but serious buyer pool. These aircraft appeal to a specific kind of owner: someone flying 200+ nm regularly, in IMC, who wants the comfort buffer of a pressurised cabin.

→ Browse current Cessna 340A listings: sprinkle.com/aircraft/for-sale?mid=2369&model=cessna-340a

→ Cessna 340A price guide: sprinkle.com/aircraft/price-guide/cessna-340a

Piper Seneca — 687 Transactions

The Seneca's 37-year production run created five distinct variants with very different price points:

Variant	Years	Avg Market Price (recent data)
Seneca I (PA-34-200)	1972–1974	~$100,000
Seneca II (PA-34-200T)	1975–1981	$169,000
Seneca III (PA-34-220T)	1981–1994	$228,000
Seneca IV (PA-34-220T)	1994–1997	$323,000
Seneca V (PA-34-220T)	1998–2009	$533,000

The Seneca II is the sweet spot for entry-level twin buyers: turbocharged, six seats, an instrument panel you can work with, and a relatively straightforward mechanical package. The Seneca V is a different proposition — a modern aircraft with a glass cockpit option, diesel-compatible engines in later variants, and prices that overlap with late-model singles.

At 155 average days on market, Senecas sell faster than most complex twins. They serve a diverse buyer pool: owner-pilots stepping up to multi-engine, flight schools needing MEI training aircraft, charter operators in markets where a DA42 is too expensive, and international buyers (our data includes active listings from Australia, New Zealand, and Europe).

→ Browse Piper Seneca V listings: sprinkle.com/aircraft/for-sale?mid=3551&model=piper-pa-34-220t-seneca-v

The Pressurisation Argument

At $200,000, you are looking at a Cessna 340A or a Piper Seneca II — and the 340A costs $100,000 to $130,000 more at that price point for a comparable-condition aircraft. What does that $100k premium actually buy?

Altitude. A 340A can cruise at FL200 to FL240 on a clear day, and its 29,800-foot service ceiling means it can genuinely get above most convective weather. The Seneca V tops out at 25,000 feet and, being unpressurised, requires supplemental oxygen above 12,500 feet — which effectively caps comfortable cruise at Flight Level 120 or so.

Speed. Thirty-two knots is not a small difference. On a 400-mile trip, that's roughly 18 minutes. On a 600-mile trip, it's 27 minutes. Multiply that across 200 hours a year and the 340A saves you 90 hours annually versus the Seneca. If your time has value, the maths can work.

Comfort. Pressurised travel at 10,000 feet equivalent cabin altitude means passengers arrive in better condition. For a business owner ferrying clients, this matters.

Range. The 340A's 1,406 nm range versus 828 nm for the Seneca V means the 340A can fly non-stop routes the Seneca cannot. Dallas to Chicago direct. Denver to Los Angeles direct. The Seneca needs a fuel stop.

But — and this is important — the pressurisation premium has a real annual cost attached to it.

The Operating Cost Reality

The 340A's 310hp TSIO-520 engines are thirsty and expensive. Expect:

Fuel: ~38 GPH at cruise versus ~26 GPH for the Seneca. At $6/gallon 100LL, that's $228/hour versus $156/hour — a $72/hour gap that adds up to $14,400 per year on a 200-hour schedule.
Annual inspection: Experienced 340 shops cite $10,000 to $25,000 for a thorough annual, depending on what is found. This is not a figure to argue with — the landing gear alone requires specialist attention, and the pressurisation system adds meaningful inspection complexity. Seneca annuals typically run $2,500 to $4,000.
Engine reserves: The TSIO-520-NB has a TBO of 1,600 hours and overhaul costs of $40,000–$60,000 per engine. With two engines, you are reserving $50–$75/hour just for future engine work.
Insurance: A $300,000 340A will typically cost $8,000–$15,000 annually for hull and liability with a pilot who meets underwriter minimums. The Seneca, at $200,000 insured value and simpler systems, often runs $4,000–$8,000.

The realistic all-in hourly cost for a 340A is $400–$600 per hour at 200 hours/year, versus $280–$400 per hour for a well-maintained Seneca II or III. Over 200 hours, that gap represents $24,000–$40,000 annually — every year.

Known Issues: What to Watch For

Cessna 340A

Crankcase cracking. The TSIO-520 engines built before mid-1976 had a documented crankcase cracking problem. Continental revised the castings, but buyers of early 340s should confirm engine case serial numbers and history.

Landing gear complexity. The 340's retractable gear system requires annual rigging by a shop that knows what they are doing. There have been 14 documented gear collapse incidents — some occurring during taxi after maintenance. This is not a system to casually inspect.

Six-tank fuel system. The 340 has six fuel tanks across both wings. The system is functional but complex, and fuel management errors have contributed to incidents. Pilots transitioning from simpler twins need dedicated study.

SIDs compliance. Cessna's Supplemental Inspection Document programme applies to older 340s and can surface structural repairs with significant cost implications. Have a specialist shop review SID compliance status before any purchase.

Exhaust system AD. An airworthiness directive covering exhaust system maintenance has been in place since 1975. Compliance is mandatory; verify the records are clean.

Piper Seneca

Fixed wastegate turbochargers (Seneca II). The Seneca II uses fixed wastegate Continental TSIO-360 engines that are prone to overboosting on aggressive throttle application. The standard advice is to fit Merlyn automatic wastegate controllers — budget $3,000–$5,000 if the existing aircraft does not already have them.

Engine management discipline. Turbo twins of this era reward careful throttle management. Pilots transitioning from normally-aspirated singles need ground training before the first flight.

Relatively limited aftermarket. Compared to the Cessna product line, Seneca-specific parts and specialist shops are somewhat harder to find in some regions. This is not a deal-breaker, but it is worth confirming shop availability before purchase.

Who Should Buy Which Aircraft?

The 340A makes sense if:

You regularly fly 300+ nm routes in IMC and need the altitude flexibility to avoid weather, not just fly through it
You fly passengers who care about arrival condition and comfort
You can commit to annual budgets of $15,000–$30,000 in maintenance and are disciplined about building engine reserves
You have access to a shop with genuine twin Cessna expertise
You fly 150+ hours per year — the time savings per trip justify the hourly cost premium

The Seneca makes more sense if:

You want multi-engine IFR capability with lower ongoing financial exposure
Your typical trips are 200–400 nm and a fuel stop does not significantly complicate your schedule
You want the option to buy a newer aircraft: a 2005 Seneca V has modern avionics as standard; the newest 340A is a 1984 airframe
You are building multi-engine time and plan to resell in 5 years — the Seneca V market has stronger international demand and a broader buyer pool
Annual budget discipline is important: the Seneca's more predictable maintenance profile suits owners who want fewer surprises

→ Compare Piper Seneca prices across all variants: sprinkle.com/aircraft/price-guide/piper-pa-34-220t-seneca-v

The $200,000 Decision

At the $200,000 price point — where these aircraft most directly compete — you are choosing between a 1978–1980 Cessna 340A (medium-time, functional but not modern avionics) and a comparable Piper Seneca II or early Seneca III.

Our 448 recent Cessna 340A transactions show examples in this range typically carry 3,000–6,000 total hours and represent aircraft that are mechanically sound but will need ongoing investment. The 169 recent Seneca II transactions at similar prices show faster-selling aircraft with a deeper parts ecosystem.

The honest answer: the 340A's pressurisation is worth paying for if you actually need it. If your missions regularly take you above weather and 200 miles at a time, the comfort, range, and speed advantages compound into real value over a 200-hour annual schedule.

If your missions are shorter and lower, the Seneca gives you equivalent IFR capability, six seats, and twin-engine redundancy at a meaningfully lower cost of ownership. The 155-day average time on market tells you the Seneca also resells more readily — a practical consideration when the time comes to upgrade.

Both aircraft reward the pilot who does their homework before buying. Neither forgives the one who does not.

→ See current Cessna 340 listings: sprinkle.com/aircraft/for-sale?mid=2369&model=cessna-340a

→ See current Piper Seneca listings: sprinkle.com/aircraft/for-sale?mid=3551&model=piper-pa-34-220t-seneca-v