Aircraft recommendations...

Ted DuPuis said:
I wonder if the difference isn't that you can find more used Cessna parts from junkyards, and so the end cost is typically less even if you aren't quite getting the same thing.
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I have a feeling that soon enough they will be the same.
 
Henning said:
:dunno: Doesn't seem to be much problem on 310 parts. There was an issue with the torque tube for the gear, but I understand that's been solved. Personally I would fabricate my own reinforced one if I needed one.
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And who would you get to sign off the install?
 
I have the same mission, and am considering Fixed Gear Cherokee 6 and it's later model the Piper Saratoga.

Keep it simple, realizing that the more complex (e.g., retractable), the more downtime and expense.

Avionics are key...try to find a plane that has already been upgraded with GPS WAAS. It's much cheaper to buy from someone else than do it yourself (not to mention the plane's downtime).

And for gosh sakes, hire someone to do a pre-buy.
 
Singlepilot said:
Cap'n Ron, thanks for the feedback. Alex, that's the kind of baggage I'm talking about! :yes: I agree with iHenning that not everything would be more expensive but when there are two of some components it will be naturally more expensive. ..
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But when you buy a light twin at today's market, you put a bunch of cash in the maintenance fund. Fly and enjoy.
 
Henning said:
A DER and A&P, still be cheaper than buying them from Cessna and I'd have better parts. There's one pair of mine out there already.
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Really? Lets see the paperwork the DER submitted for the change in design and installation approval.

I'm sure the Twin Cessna folks would like to have the documentation for future reference.
 
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Henning said:
Insurance does not cost more, training does not cost more, these are myths. When I bought my Travel Air my insurance first time up having a total time of 60hrs with a PP and no IR or Multi Rating was $1100, that was half of what my insurance guy could get me covered for in a Bonanza, I needed 25hrs, 15 dual 10 solo, and to do my ME rating in the plane, that's not particularly onerous. Once you have 100hrs in a recip retract plane less than 6 seats you end up with an insurance premium that's 1.5% of insured value regardless if it has one engine or two. When I got the 310 insured first year it was $1700 on $100,000k value and the insurance company required that I do an IPC in the plane, that's it, again, not onerous.
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about the only thing I can add is recurrent instrument training. Unless you do 100% of your instrument flights in a twin, you will have to keep current in a single, also. not a huge deal and not even a factor if all your flying is in a twin.
 
VWGhiaBob said:
I have the same mission, and am considering Fixed Gear Cherokee 6 and it's later model the Piper Saratoga.

Keep it simple, realizing that the more complex (e.g., retractable), the more downtime and expense.

Avionics are key...try to find a plane that has already been upgraded with GPS WAAS. It's much cheaper to buy from someone else than do it yourself (not to mention the plane's downtime).

And for gosh sakes, hire someone to do a pre-buy.
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I would NEVER buy a plane without a thorough pre-buy inspection. I'm not opposed to upgrading the right plane myself. Engines probably have less downtime than avionics but at least if you do it yourself it was done at the shop of your choosing.

I'd rather buy a well maintained airplane in need of an engine, avionics, and paint rather than an airplane where those were done on the cheap just to sell it.

Sp
 
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