Light Twin Detailing.
Aviation-grade detailing for Beechcraft Baron, Piper Aztec/Seneca, Cessna 310/340/421, Diamond DA42 — twin-engine piston aircraft.
Two engines, two cowlings, double the belly stains. Light twins are an owner-pride or owner-neglect category with no middle ground. We restore both.
Service specs
Why light twins is different.
Light twins are a niche corner of aviation. Owners who fly twins typically do so because they need the redundancy — over water, at night, IFR in real weather. The fleet is older than the single-engine piston fleet (Barons and Cessna 310s built in the 1970s still fill ramps), and twins come in two flavors: the owner who loves it and keeps it immaculate, and the owner who can barely afford the maintenance and lets the paint fade. We see both. A Baron in good cosmetic shape takes 5-6 hours; a neglected Cessna 421 with belly stains from both engines and a faded de-ice boot can run 8-10 hours. We always quote after the walk-around.
Twins have twice the exhaust trail of a single, which means twice the belly to degrease. Many older twins still have rubber pneumatic de-ice boots on the wing leading edges (Aztecs, Senecas, 310/340s) that need Age Master conditioner to stay supple. Acrylic windshields and side windows on twins are just as sensitive to standard glass cleaner as on singles. Twins also have nacelle fairings around each engine that need attention — paint chipping here is common from oil residue and exhaust. Brake dust on the main wheels (and on the wheel-well faring liners) is heavier than on singles because of the higher landing speeds and heavier weight.
Texas reality check. Twin-engine GA in South Texas covers ranchers flying to remote strips, business owners on regional commutes, charter operations, and a healthy population of retired owner-pilots flying Barons or 421s for fun. Stinson (SSF), Boerne Stage (5C1), SAT, Hondo, Kerrville all have twins. Older Beech 18s and Aztecs sit on T-hangar floors with oil drips on the bellies. We service them where they live.
The light twins protocol.
Walk-around: confirm scope, identify any sensitive items (taped sensors, fresh paint, repair patches), photograph any pre-existing damage so there's no question what was there.
Mask pitot tubes, static ports, AOA vanes, antennas, and total air-temperature probes on the airframe.
Pneumatic de-ice boots (if equipped): special boot wash with pH-neutral cleaner, then Age Master rubber conditioner by hand.
Belly degrease — two engines means two exhaust trails. Aviation-grade exhaust-stain remover, hand-worked with microfiber, never power-washed.
Leading edges get bug-strike remover applied by hand, dwelled, and wiped — both wings.
Full exterior wet wash with Aero Cosmetics aviation soap on ramps with drains; dry wash with Wash Wax All in hangars.
Hand-polish each engine cowling separately (nacelle fairings included).
Polish painted control surfaces hand-only — no rotary near rivet lines.
Acrylic windshield + side windows with Plexus or PlastX and a fresh microfiber.
Cabin: leather conditioning, headliner spot-clean, side-panel wipe, screen-safe avionics cleaning.
N-number and registration touch-up; wing-walk strips inspected.
Final walk with owner — all masking removed.
What's included.
Every item on this list runs on every light twins job. No upsells at the door.
Common add-ons for light twins
- Aircraft ceramic coating (single-aircraft, exterior)
- Heavy belly degrease (older 421 or 340 with chronic exhaust stain)
- Wing leading edge polish with brightwork pass
- Cabin leather restoration / re-dye consultation
- PreBuy detail package — buyer/seller showing prep
Models we see most.
Beechcraft twins
Beechcraft Baron 55 / 58 / 58P / 58TC, Beechcraft Travel Air, Beechcraft Duke 60 / B60, Beechcraft Queen Air (older), Beechcraft 95-55 Twin Bonanza. Most common twin we see at Boerne Stage and Stinson.
Cessna twins
Cessna 310 / 310R / 310Q, Cessna 320 Skyknight, Cessna 340 / 340A, Cessna 401 / 402 / 414 / 421 Golden Eagle. Older fleet, often with de-ice boots and pressurization.
Piper twins and Diamond DA42
Piper Aztec / Apache, Piper Seneca I-V, Piper Navajo / Chieftain, Piper Aerostar 601P, Diamond DA42 Twin Star (Lycoming or Thielert/Centurion diesel). Diamond is the new-twin category.
What owners always ask.
Yes — boots get a pH-neutral wash followed by Age Master rubber conditioner applied by hand. Boots that are starting to crack or check we'll flag so you can plan a replacement. We don't pretend they're fine if they aren't.
Yes — twin-engine bellies with years of exhaust stain need a real degrease. We use aviation-grade exhaust stain remover, hand-worked with microfiber, dwell time as needed, multi-pass on heavy buildup. We don't power-wash an aircraft belly.
Only with screen-safe microfiber and approved cleaner. We follow Garmin (G500 / G1000 / GTN / G3X Touch), Aspen Avionics, Avidyne, and Collins guidance. If you have a specific OEM cleaner, bring it.
Stinson (SSF), San Antonio International (SAT) GA ramp, Boerne Stage (5C1), New Braunfels Regional (BAZ), Hondo (HDO), Kerrville (ERV), Fredericksburg (T82), and most smaller strips. We coordinate ramp or hangar access with you ahead of the appointment.
Yes — aviation liability rider for ground operations. COI available to your FBO or hangar landlord on request.
A Baron 58 in good shape runs 5-6 hours. A Cessna 421 with full belly degrease, boot service, and cabin runs 7-8 hours. Older 340s or Aztecs with neglected paint and chronic exhaust stains can push to 8-10 hours.
A standard exterior wash, polish, and cabin on a Baron or Seneca starts at $700. A Cessna 421 with full belly degrease, de-ice boot service, and cabin runs $1,000-1,200. Heavy restoration or pre-buy details can run $1,500.
Park it. We'll handle it.
We come to your driveway, dock, RV park, or hangar. Same care, every job.