I've noticed that as well on Controller and T-A-P; a vast fleet of 421s on the market! Plus the 414s and 340s.... I wonder why that is? Is it high mx/operating cost of these ships that's making owners sell out?

As far as 310s go, I'm partial to the 310R, but that's mainly because it's the only model I've flown. Roomy, fast, reliable; great handling even with tip tanks. At my old freight outfit (U.S Check, precursor to AirNet) I flew the 310R along with the Baron 58... this may be blasphemy here, but I actually preferred flying the 310 over the Baron. One thing I did prefer on the 58 was that big ass cargo door though...

No news here, but keep an eye on the landing gear, alignment and lubed up and all that; as I recall that was the biggest 310 mx item at USC. If I were shopping for a twin today it'd be a tough toss-up between a 310 or Baron, but methinks the Baron would win as I live on a grass strip airpark... a Baron seems better suited for that.

Jerry Temple Aviaion website has some great info on Cessna twins and 310's specifically.

Oh man. That is one sweet plane. True plane porn there.

What does the Colemill conversion entail? What's your TAS at altitude?

310's are 5 place in the early ones. 3 in the back seat. There's a real nice tuna can 310 (early straight tail) for sale for $31,000 with good times on it.
Nose gear has one part that needs to be checked for failure. A gear swing and adjustment every year is a very good idea. Other than that they're pretty good. Early ones do @ 170 kts on @ 24 GPH.
Watch for corrosion under the over wing exhaust if it has that. Later models look cool.
I think there is a new AD on wing spars on high time twin Cessnas that just came out.

320s (IIRC) have some exhaust AD issues that need to be attended to.

I have a friend with one that has Lycoming TIO-540s out of a Navajo in it. God its fast!
Don't know where the conversion came from.

It might be a Riley Turbostream. It used a complete engine nacelle from a Navajo.

That could be it

That thing looks like it would give my 56TC a run for the money!

I have no idea why anyone buys a baron minus a 58 due to the ease of pax loading.

My straight tail does 175kts on 20-21 everyday with vgs(I still think I’m loosing 5kts). Huuuuuuuge roomy cabin, high like a real airplane, approach speed is 80kts. How a baron will cost less to maintain is ridiculous other than you need a mechanic that knows Twin Cessna electric landing gears. It’s been a while since I did an annual on a newer baron but my planes recurring AD’s take a total of 15 minutes to inspect (minus the heater and emergency window which isn’t done every year).

Turbos have a 12 year exhaust AD that is costly. 400 series have an spar AD that’s expensive if the plane gets that many hours.

I bought a 1965 310 J last year. Im just now settling into it and so far it averages 180-185ish and cruises on 20 gph at 10,500 msl

My initial concern was for single engine performance, as we have a 6600MSL runway. It turns out not to be a real concern as mostly our TOW is such that single engine climb is good, even in the summer.

Im planning our first "Family" style trip. MTOW is 5100 and so far we have 4 adults, 2 kids and 130 lbs of gear. With full fuel (130 gal) that still puts us 300 below gross.

450 nm at 10,500, ETE is 2 hr, 20 min, using 57 gallons is the estimated performance for the trip. The 210 would have used 48 gallons for the same trip (I keep old profiles on FF).

I used to have a 1964 210. It cruised at 165ish kts on 13 gph at 10.5. I could carry 4 adults and lots of baggage, but was prone to be nose heavy. The cabin was okay for the front row, but narrowed substantially in the 2nd. Long trips were an issue with little leg room.

I look at it this way.... The twin IO-470 310J goes 20 kts faster, carries over twice as much (572 v 1200) with full fuel and uses just 50% more fuel than the 210. Also, there are two wing lockers as well as the baggage area (and removable 3rd row).

Except on long trips.

Useful load with full fuel is sometimes negative.

So you stop a lot.

Not a good fit, IMO.

Colemill less power, but a much better fit.

Mike C.

Jack Riley - Riley Turbo-Stream conversion.

I’ve always wanted a 320E or F model after having flown one. I just don’t have a need for the expense/maintenance of turbochargers with just a few flights each year crossing the Rockies. The cabin comfort - room and quiet is far superior to my Baron. I still look at every ad that pops up for one of those Skyknights. Plus it’s a damn good looking airplane!