Baron V C310
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Baron V C310
Gday punters. Just thought I'd throw this one out there for all you light twin drivers out there. Love to here your thoughts and biases towards either one of these work horses of the GA and charter arena.I'm going to sit on the fence on this one as I'm a big fan of both. Play Ball!!!
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These are my opinions...
Handling: The Baron feels much more responsive in roll, possibly due to C310 having all that fuel sloshing around the tip-tanks.
Cockpit Layout: I reckon the C310 wins. The Baron instrumentation is all over the place like a mad woman's ****.
Speed: In my experience, I've flown a nice C310R and reached as much as 199 KTAS using cruise power which is slightly faster than the one Baron I've flown.
Landings: Baron seems easier to land smoothly than the C310 with those stiff struts.
Range: Can't remember which goes further. I think the B58 I flew had an extra capacity tanks giving it something like 6.5 hrs endurance?????
Cargo: I reckon the C310 wins due to wing lockers.
Fuel: The Baron fuel guages are next to useless as compared to the C310 guages which I recall being very accurate. The B58 has some quite accurate guages outside on the wing however they are not visible from the cockpit. Pretty useful hey...
Appearance: Hard to say. Pretty subjective. I tend to think the C310 looks more rugged and "cool" and more business-like with the tip-tanks and longer (due to wing lockers) engine cowl/housing/locker area. Also it sits up straighter than the Baron which tends to "slump" back, tail-ward. Also the C310 sits up higher overall which I see as a plus. In-flight the ladder on the C310 retracts with the LG thus tidying it up more than a Baron.
Comfort: I think the Baron is the more comfortable aircraft for both passengers and pilot.
Gut feeling... I think out of the examples I've flown the Baron wins overall. By the way, if we're talking 'Q' model C310s here, the Baron wins hands down.
Handling: The Baron feels much more responsive in roll, possibly due to C310 having all that fuel sloshing around the tip-tanks.
Cockpit Layout: I reckon the C310 wins. The Baron instrumentation is all over the place like a mad woman's ****.
Speed: In my experience, I've flown a nice C310R and reached as much as 199 KTAS using cruise power which is slightly faster than the one Baron I've flown.
Landings: Baron seems easier to land smoothly than the C310 with those stiff struts.
Range: Can't remember which goes further. I think the B58 I flew had an extra capacity tanks giving it something like 6.5 hrs endurance?????
Cargo: I reckon the C310 wins due to wing lockers.
Fuel: The Baron fuel guages are next to useless as compared to the C310 guages which I recall being very accurate. The B58 has some quite accurate guages outside on the wing however they are not visible from the cockpit. Pretty useful hey...
Appearance: Hard to say. Pretty subjective. I tend to think the C310 looks more rugged and "cool" and more business-like with the tip-tanks and longer (due to wing lockers) engine cowl/housing/locker area. Also it sits up straighter than the Baron which tends to "slump" back, tail-ward. Also the C310 sits up higher overall which I see as a plus. In-flight the ladder on the C310 retracts with the LG thus tidying it up more than a Baron.
Comfort: I think the Baron is the more comfortable aircraft for both passengers and pilot.
Gut feeling... I think out of the examples I've flown the Baron wins overall. By the way, if we're talking 'Q' model C310s here, the Baron wins hands down.
Last edited by itchybum; 30th May 2004 at 18:37.
Biased opinion because I only fly Barons. Handling is very good and as said previously easy to get good landing. Inportant to get the right speed though. Vref speeds vary up to 10 kts given weight and this can make alot of difference especially in the BE55.
Our E55 does 200TAS at slightly reduced range. The large access door on the BE58 makes larger items easier to put in. Yes it does tend to sit down but that can be an advantage getting some people in and out.
In terms of looks, anything with tip tanks seems to do it for some people however 'Snub' nose C310's look a bit ugly.
Just a thought
Our E55 does 200TAS at slightly reduced range. The large access door on the BE58 makes larger items easier to put in. Yes it does tend to sit down but that can be an advantage getting some people in and out.
In terms of looks, anything with tip tanks seems to do it for some people however 'Snub' nose C310's look a bit ugly.
Just a thought
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having flown barons years ago for over 1000 hrs and 310 only about 40 hrs,id have to say im a little swayed towards the baron. disregarding economics etc from a purely appearence and handling point of view the baron in my humble opinion wins hands down.
i would still be flying one if someone would pay a decent salary to do it,unfortunately you cant pay your bills and eat with fun.
i would still be flying one if someone would pay a decent salary to do it,unfortunately you cant pay your bills and eat with fun.
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Baron is nicer to fly (I've only got a few hours on them). The C310 is a pretty good plane, a decent load carrier, decent endurance, decent climb performance (for a piston twin). However it is UGLY and has an absolutely $hithouse driving position.
When all is said and done, out of piston twins, give me an Aerostar ANYDAY
When all is said and done, out of piston twins, give me an Aerostar ANYDAY
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As a private aircraft, the Baron is probably nicer to fly although performance-wise there is little to differentiate, but as far as commercial ops go neither of them comes within a bulls roar of an Aztec for the mix of pax comfort & room, low noise, extraordinary range v payload, and economy of operation - all for 10-15 kts less IAS. That's why I bought an Aztec......mind you, the ponderous roll response, enormous chord wing and agricultural structure are seldom a pilots wet-dream material (at least until you're in turbulent clag at night doing a dickey NDB, then you will think that this super stable IFR platform is Gods gift to aviation).
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Lets start with Apples to Apples :
ie: B58 to 310R
Speed : same
Engines : same
Range : close to same depending on extra tanks [nacelle etc]
Handling : personal pref [I think 310 lighter and more "sporty"]
Landings : Baron use idle power, 310 use a trickle of power until touchdown for a smooth landing.
Ergonomics : 310
Engine out : pros & cons , about same
Pax comfort : Baron can have club seats so : Baron
Baggage : 310 hands down, nacelle lockers and you can load behind rear seats without the cg probs of Baron
On / off runway : Baron by small margin [310 with Cleveland brakes close, Goodyear brakes are crap!]
My 10c worth after 800hrs 310 & 50 hours Baron
ie: B58 to 310R
Speed : same
Engines : same
Range : close to same depending on extra tanks [nacelle etc]
Handling : personal pref [I think 310 lighter and more "sporty"]
Landings : Baron use idle power, 310 use a trickle of power until touchdown for a smooth landing.
Ergonomics : 310
Engine out : pros & cons , about same
Pax comfort : Baron can have club seats so : Baron
Baggage : 310 hands down, nacelle lockers and you can load behind rear seats without the cg probs of Baron
On / off runway : Baron by small margin [310 with Cleveland brakes close, Goodyear brakes are crap!]
My 10c worth after 800hrs 310 & 50 hours Baron
Seasonally Adjusted
The 310's wider cabin is a bonus. The Baron is too narrow for my liking.
The 310R has a decent sized nose locker. The Baron's nose locker is usually full after stowing the tie down kit, oil bottles and fuel drain.
Interesting that no one has mentioned the throttle quadrant layout on the Baron.
The 310R has a decent sized nose locker. The Baron's nose locker is usually full after stowing the tie down kit, oil bottles and fuel drain.
Interesting that no one has mentioned the throttle quadrant layout on the Baron.
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Not that its relevent to operations here but if I had attempted some of the things Ive done in PNG with a Baron in a 310 , I would be sitting at the bottom of a smoking hole.
There again a Queenair up there was damn scary compared to a 402.
So I guess its horses for courses.
The handling characteristics of the Baron are sublime and a 310 just doesnt compare.
BTW which Baron the B58 or E55?
There again a Queenair up there was damn scary compared to a 402.
So I guess its horses for courses.
The handling characteristics of the Baron are sublime and a 310 just doesnt compare.
BTW which Baron the B58 or E55?
I have found a large difference between the BE58 and E55. The 55 is certainly more 'nippy' and can feel a little light on the controls. Trimming it is a bit more of a precise art. The 58 is more stable and when in appch config will stay very responsive thru all axis.
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Have to agree with you there jet _knight about the aerostar,it is a lovely aircraft to fly when all s going well,however engine out after takeoff is very ugly.The aerostar I flew in north qld years ago had that many problems that I do believe everyone that had flown it during a period of about 3 years had and engine fail or at least some other major malfunction.(Once during the early hrs of the morning one of our engineers told me "jokingly" to push the F***** thing off the runway and set fire to it.
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You must have had a DUD aerostar there. I recently bought a 601P.. Marvelous machine at that.
Loaded to MTOW for endorsement flying.
Engine out after take off
500 FPM at blue line + 5.
F*@#ing marvelous
Loaded to MTOW for endorsement flying.
Engine out after take off
500 FPM at blue line + 5.
F*@#ing marvelous
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Aerostars a grouse machine..what else can you get 185knots easy with normally aspirated engines..easy handling..easy to slow down..fuel systems so simple it makes the C310 look like a rubiks cube..
..pity about the loading
also IO-540's..easy to maintain..same engine as many other (piper) aircraft..surely proven reliable?
..pity about the loading
also IO-540's..easy to maintain..same engine as many other (piper) aircraft..surely proven reliable?
milehighsociety
The worry here of course is that you think it will fly on one engine at MTOW.
Maybe a bit generous with the zero thrust setting whilst training!
I wouldn't like to experience it for real.
The worry here of course is that you think it will fly on one engine at MTOW.
Maybe a bit generous with the zero thrust setting whilst training!
I wouldn't like to experience it for real.
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Bahh! Philistines the lot of yez.
Tinny you should know better. 
Piper Aztec F with the Shark thingy nacelles..
actually started life as a Consolidated Vultee Stinson.
Tinny you should know better.
Piper Aztec F with the Shark thingy nacelles..
actually started life as a Consolidated Vultee Stinson.
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Don't know how you fly your Aerostar, Mattyj.
With more than 600 Hours on type and lots of mates who fly it you are the first guy that has said a Aerostar is easy to slow down.
As far as Baron v C310 is concerned, with 500 odd hours on each.
Baron wins hands down.
With more than 600 Hours on type and lots of mates who fly it you are the first guy that has said a Aerostar is easy to slow down.
As far as Baron v C310 is concerned, with 500 odd hours on each.
Baron wins hands down.
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Yeah..I only got 80 hours so not that qualified..but..185knots cruise right?
174knots first 20 flap
156knots gear down
once you dirty it up it stops easy
however I am told that it won't slow in descent so I don't try..just try to finish the descent early..and go flat 5 miles or so to slow down..
..when you get speed instructions from ATC..now thats interesting..
..can't argue with experience
As for the Baron..it looks like someone put all the gauges in their mouth and then sneezed
174knots first 20 flap
156knots gear down
once you dirty it up it stops easy
however I am told that it won't slow in descent so I don't try..just try to finish the descent early..and go flat 5 miles or so to slow down..
..when you get speed instructions from ATC..now thats interesting..
..can't argue with experience
As for the Baron..it looks like someone put all the gauges in their mouth and then sneezed