Maintenance and Insurance

AceHyflyer wrote:

Firstly, Insurance premiums. How do insurance premiums compare between
fixed gear single engine, retractable gear single engine, and
retractable gear twin engine planes?

A typical later model Cessna 172 can be insured for $1000 to $2,000 per
year in the US, assuming it is not a flight school or large flying club
aircraft, and also depending on hull value and pilot's experience
(including instrument rating).

This compares to my retractable, single engine Bonanza that is about $3,000
per year. In my case, I have about 1,000 hours and an instrument rating,
with about 500 hours in a Bonanza that has a hull value of around $195k
(anti-icing, new engine, new paint, etc).

I cannot speak firsthand of the Cirrus-type aircraft, but an instructor at
my local FBO who is a certified Cirrus instructor claimed that a new Cirrus
runs $8,000 to $10,000 per year to insure. FWIW.

The rumor I heard is that insuring a twin is a catch-22 these days. That
is, unless you have at least 250 or so time in type, you probably cannot
get insurance. Of course, you cannot get time in type without flying, so
therein is the catch-22. Someone with actual experience will correct this
if I am wrong.

Also, don't be afraid to call the insurance companies and ask them premium
cost questions.

Secondly, Maintenance and Fuel. How do maintenance and fuel costs
compare between single and twin engine planes?

A C172 burns about 9 gallons an hour at 125 kts at cruise. My Bonanza
burns 15gph at 185 kts cruise. Twins burn between 12 (the new Diamond
Twin) and 50 gph, or perhaps more, depending on model. Thus, you can
easily do the math, assuming an average of US $4.10 or so per gallon of
fuel.

Maintenance? It definitely goes up as the airplane gets older, faster, and
double the engines. Numbers? Perhaps $3,000 to $10,000 per year for a
single, double and then some for a twin? (someone with actual twin
experience would have to correct my speculation).

Also, there is the engine reserve. 25k to put a rebuilt engine in a C172,
35-40k to redo the Bonanza, and 60-80k for a small twin. Divide these
numbers by their typical lifespan (1800 to 2000 hours) to get your hourly
engine reserve, or money that needs to be squirreled away to replace the
engine(s) at the end of their live(s).

Third, do maintenance and fuel costs differ majorly between a new
airplane, and an older (20-40 years) airplane that has been taken care
of?

The one advantage of buying new is that most manufacturers offer a spinner-
to-tail warranty that covers just about everything except routine
maintenance (oil changes, tires, spark plugs, and annuals) for two or so
years.

However, does this offset the large drop in depreciation that occurs these
days when you fly "off the showroom floor," so to speak? In my opinion
and experience, it depends. If you are able to make the aircraft a
business aircraft and take the accelerated depreciation tax benefit that
the IRS offers and you have income to offset, it might.

If you buy the aircraft as a personal aircraft? Then in my opinion the
depreciation now and potentially that could occur over the next few years
as the used aircraft market really takes a dump due to rising fuel costs is
not worth it.

Older aircraft, even those impeccably maintained, will still have
age-related bills and surprises. (That is, unless you can locate a used
AOPA give-away aircraft - those babies are completely rebuilt with all new
parts G)

Fourth, what is the biggest difference between owning a twin engine
plane, as compared to a single engined plane? What are the benefits
and drawbacks?

Biggest differences? Twins have higher maintenance costs, insurance costs,
and recurring training costs. From what I have heard, insurance companies
mandate recurring training for twins and the engine failure on takeoff
procedures require even more continued practice.

In other words, besides all of the normal aviation proficiencies you as a
pilot will need to maintain (IFR, weather planning, radios, airspace, etc),
you will also have to routinely practice your one engine routines for your
twin.

If you have a lot of time to devote to this, then it may not be an issue.
Where pilots get in trouble is when family, work, and non-aviation social
activities fill the weeks and months, leaving less and less time to
practice the art of aviation. Then one day, Mr. Twin pilot jumps into his
aircraft for a flight with the family off to the islands in hard IFR and
boom, engine failure on takeoff in IMC.

Of course, this can happen with singles, too, but my point is simply having
the time to maintain proficiency.

Finally, is it possible to learn for your PPL in a complex and/or twin
engine airplane? What would be the benefits and drawbacks?

I am not a CFI so I don't know how the learning aspects between learning in
a single versus a twin differ, but from what I would speculate, getting
insurance for a twin to meet the solo requirements during your initial
training would probably be prohibitive and/or impossible.


--
Peter