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A few things to keep in mind when considering a 340; Known ice certification was available in the 340A (1977 and later) models and I believe a few 1976 aircraft. The A models have pressurization components that can be readily serviced, earlier 340's have pressurization parts that are becoming difficult to repair/replace. Pressurization expenses are a very minimal component of my maintenance expenses. Corrosion of the engine beams can be a problem, have this checked or you will be looking at a 20K invoice. The wing spar is not affected by an AD at this time. It is my understanding that the FAA is not contemplating a 340 spar strap AD unlike the 400 series twin Cessna line unless future problems develop within the 340 fleet. Have the spar looked at on every annual for your own piece of mind! The gear must be inspected and rigged at every annual - period. Most incidents that occur are related to the gear or fuel exhaustion (say pilot error when it comes to fuel). The gear is not a problem if it is maintained properly. A lot has been written about the complexities of the twin Cessna fuel system, bottom line is that it requires only minimal management, nothing more. If a pilot can't comfortable switch tanks when appropriate that pilot does not belong in the air to begin with. I would look for a clean 340 with higher time engines to meet your budget limit. Engines are a known expense, that is to say replacing a cylinder is $1,000 plus 8 hours labor if it happens to goes bad. Airframe corrosion around the engine beam, flaps and spar can be very very costly! Second: if the gear, pressurization and deice equipment are all sound your expenses will be manageable. As far as base Cessna equipment to look for I suggest engine fire detection and extinguishers (from FL250 it could take approx. 15 minutes to land and the fire extinguishers will improve your odds of walking away). Known ice certification and 203 gallons of usable fuel are all desirable. I could go on and on but this is a good start, hope it was helpful!
Geoff
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