Four-seat light training and touring twin · Twin-engine piston aircraft · production 1963–1967 · See its reach on the 3D globe
A Beechcraft D95A Travel Air costs approximately $99k (€92k) to $119k (€110k) to buy at 1966 market values, and about $191k (€177k) a year to own flying 80 hours, roughly $2,387 (€2,210) per flight hour all-in. It seats 4, cruises at 170 kt (196 mph) and has a published range of 900 nm (1,667 km), needing about 2,231 ft (680 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Travel Air is where the Baron came from: a Bonanza fuselage with two 180 horsepower Continentals and a conventional tail, offering the Beechcraft build quality and cabin in the cheapest twin the company ever sold. For an owner who wants a Beech twin on a modest budget it is the obvious entry point. Its performance is the reason the Baron replaced it. Three hundred and sixty horsepower total is not much for a four-seat twin, so single-engine climb is marginal and the loaded aeroplane is unhurried, and a short production run in the 1960s leaves a small fleet with Beechcraft parts prices. Buy it for the cabin and the quality, not as a serious twin-engine capability.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 1,905 kg |
|---|---|
| Usable fuel | 280 L |
| Baggage weight | 181 kg |
| Engine | 2 x Lycoming IO-360-B1B, 180 hp each at 2700 rpm |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 4 |
| Reported payload proxy | 807 lb (366 kg) |
| Reported range | 900 nm (1,667 km) |
| Practical planning radius (4 people) | Not used for mission ranking |
| Cruise speed | 170 kt (196 mph) |
| Runway need | ~2,231 ft (680 m) |
| Landing gear | Retractable tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $41k (€38k) |
| Direct cost per flight hour | $389 (€360) |
A compact and pleasant light twin, but the small surviving fleet makes parts and pricing less transparent.
Indicative cash costs at 1966 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $175k (€162k) | $4,385 (€4,060) | $985k (€912k) |
| 80 h / year | $191k (€177k) | $2,387 (€2,210) | $1.06m (€984k) |
| 120 h / year | $206k (€191k) | $1,721 (€1,593) | $1.14m (€1.06m) |
| 180 h / year | $230k (€213k) | $1,277 (€1,182) | $1.26m (€1.16m) |
Every figure above is built from a $41k (€38k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $389 (€360) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $84k (€78k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Beechcraft D95A Travel Air cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1966 market price for a Beechcraft D95A Travel Air is $99k (€92k) to $119k (€110k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Beechcraft D95A Travel Air works out at roughly $191k (€177k) annually, which is about $2,387 (€2,210) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $389 (€360).
Reported range is 900 nm (1,667 km). PlaneFit does not yet use this figure for mission ranking on this model.
Beyond a pilot certificate, a Beechcraft D95A Travel Air requires multi-engine rating and complex airplane endorsement. An airplane multi-engine land class rating. Insurers add their own minimum: multi-engine time, time in this make and model, and often a checkout with a named instructor before you fly it solo. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,231 ft (680 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.