I have been eyeing a cabin class twin, Navajo or 402 but I want to build twin time to help on insurance and gain proficiency. Have seen some decent mid time 310s, Q and R models specifically.

Looking at the specs there is a small jump in cruise speed but otherwise pretty comparable.

Wondering if I bought a mid timed model and sold it at tbo a few years later if it would make sense vs budgeting for OH engines and selling it then.

I know some of you guys have posted about similar transitions, unsure how they hold value and if anyone had done this.

You should just go ahead and buy what you want and deal with the insurance cost/requirements. A cheap twin will eat you alive.

I would hate to be in a mindset of deferring things because I’m going to sell it. I agree with the “Just go ahead and buy what you ultimately want”:concept

The ROI of overhauling engines prior to a sale will be terrible. The only reason to do that would be to make your aircraft stand out in a crowded market.

A 310 seems to have less airframe value than a comparable Baron. Either one will eat you alive if you buy the wrong airplane.

310r owner. You can’t give a twin piston away. It’s about as bad as my sailboat. If you want a cabin class twin just go there. The extra insurance in a 310 vs 400 series is negligible in the scheme of owning these things. Buy the plane you want, fly it, keep your wallet open, plan to recover nothing but memories anything else is a bonus. Only way to enjoy owning a twin.

The market is pricing older light piston twins with TBO engines at or close to salvage value. The decent paint and interior you buy today won't be worth anything at TBO.

You will not get your money back if you overhaul the engines.

You will not save money on your insurance compared to the transaction costs of 3 airplane sales instead of one. Your insurance will only be high for your first year and then it'll be whatever is normal for the market. You mention flying a plane from mid-time to TBO in "a few years" so you'll be flying enough to get your insurance rates down as quickly as possible.

You will get your money's worth per hour in the run from mid-time to TBO if you find a good airframe without a whiz-bang panel. That's about as little as you can pay per flight hour for a twin. It's up to you to decide if you want to fly 800 hours in a plane with bad paint, a worn interior and a 1990's panel. None of those items affect airworthiness.

My dad bought a Cessna 340 with a fresh multi ticket.
Insurance was eye-watering expensive until having 100 (I think) hours in type.

"I can either pay for gas, or pay for insurance"

He flew constantly until getting his 100 hours.

I've got a 1961 G model. Paid 60k for it in 2018.

Since then I've overhauled one engine (45 AMU's) and spent 100 AMU's on panel and autopilot.

I could maybe get 120k for it. Maybe.

Buy the plane you want to fly. Period. I'm keeping her, so I don't mind the numbers.

Thanks for the replies. I guess there is the chance I would keep it and buy another plane. I had the same mindset earlier in life, which is why I have 4 planes when my girl says I should only have one.

My dad bought a Cessna 340 with a fresh multi ticket.
Insurance was eye-watering expensive until having 100 (I think) hours in type.

There's an ultra low time C310r with recent Bearcats, nice P&I, good panel and autopilot on trade a plane for $465k. Seems like the nice ones hold their value pretty well. Im going to be in the market soon for a 310r to upgrade from my Bonanza. I've been watching the market a while now.. I defintely wouldn't say you can't give your piston twin away. The nice ones seem to still be commanding high prices just like bonanzas.

I'm in the same boat. I want a 340 but looking for a "starter twin" to build some time. I tried getting insurance for a 340 last year with 45 hours of twin time and 2500 overall. I'd be happy to pay more for year one as it would be cheaper than buying/selling a 310/Baron/Seneca, but the broker said all the underwriters came back with a no-quote.

Wow. Were you looking for high liability limits or a high hull value? They'll cover you on a non-pressurized twin but not a 340?

Over the last 9 years of 340 ownership, I have had 3 different underwriters as the first two left the market. When we requote every year, there are usually only 2 or 3 bids. I got a quote for a different type recently (SETP, much higher hull value), and the broker commented "that will be much easier to insure than the 340". (Easier != cheaper, BTW) These planes are 50 years old now, maybe the insurers are losing their appetite.

Unless you’re financing the plane there’s the option to go uninsured.

A light Q with no boots and IO-470 VOs 2 blades flies the best between a R and Q

R model has a lot of hidden differences from the Q in the structure beyond the long nose. The R works better with the engine upgrades because the different mount legs handle the 3 blade propellers better.

Q with 3 blades has trouble with the small front shock mounts needing replacement every couple years. The curtains in the nose of the Q cause corrosion issues but if removed then water from the nose gear gets up into nose mounted avionics boxes. The nose fender helps if you can find one not all beat up.

I'd prefer the light Q after flying both unless in weather where I need boots. The alcohol windshield is not the best but I'm not a big fan of looking through hot plates most of the time flying in good weather.

After that then I like the 421B best. The cost to maintain is not a huge difference from the 414 and or a turbo 310R. It is actually easier to work on than the tip tank 414s

421 is easier to fly than the 310 once your comfortable with engine management and systems but it's not for training. The wrong one of any of these can also just bury you in MX sadly.

I just helped an owner through the same thing you're dealing with. He bought a 310Q and got his multi in it. Flew it for a year about 100hrs and then bought a 421B. I checked him out in the 421 and he was able to get insured in both . They had huge hour number and said no at first for the 310 but a year later going back with rating and 100 plus in type PIC they were willing. But he is keeping the 310 for short trips, recurrent training with actual shutdowns. and 421 for long trips and weather. Different missions for both. It's hard to find something ideal for all missions but you may find a 310 does enough for what you need.

The old rule of airplane with 80% of what you need vs rare trips where you need the 20% more.

The 402 low time may be hard to find. 401 might be another possibility or short body Navajo instead of a Chieftain.

Biggest issue with Cessna twins is corrosion in the rear spar cap extrusions behind the exhaust system. They all try to destroy themselves unless you keep a regular program of ACF-50, cleaning and inspection.