C310 Vs B58

[rutan around]

MakeItHappenCaptain
I hate it when I discover I'm wrong and worse still when I put it in print. I owe you an apology. You were right. It makes no difference where the throttle is if the mixture is at ICO. When the boost pump is engaged on an injected Continental cool fuel is pumped to the mixture cut off point and returns to the sump tank(or fuel tank-varies on types and models)The throttle only effects fuel flow after the mixture control. I was taught mixture full out throttle full in ,pump for a while-60 to 90 seconds then reverse the positions give a 1 second squirt to clear the injector lines and then conduct a normal start. Worked very well .The full in full out was probably taught so it didn't strain my brain too much. Next time I'll try starting the brain before engaging the keyboard.
Cheers RA

[Capt Fathom]

Hundreds of hours in Cessna and Beechcraft twins!

My personal preference for some of them are..

Based on Charter and RPT Ops.

Queen Air 65
C310
C402C
C402
C402A
C402B
C421C
B58
B55

All fantastic aircraft. Hard to separate them!

[Wally Mk2]

Hey 'capt' interesting you have the Queeny as No 1. Good choice nice big cabin & even looked the part Noisy buggers though:-) The forerunner to the KingAir, the nicest Beech ever designed I reckon:-)

I did notice however yr grouping in the two airframes in discussion here with cabin class twins, they are as you know not in the same league but yr list is about right anyway:-)

Wmk2

[Corvallis]

Thankyou everyone for such a great amount of response to my question .

Due to the initial cost and payload capabilities (and ofcourse the mechanical condition /History) I have purchased a 310R.

Some jobs that i could get may be freight only. Does anyone have any suggestions/experience regarding freight only ops ? Eg small to medium sized boxes , mail, mining related freight etc.

[kingRB]

RA

I was taught mixture full out throttle full in ,pump for a while-60 to 90 seconds then reverse the positions give a 1 second squirt to clear the injector lines and then conduct a normal start. Worked very well .

don't feel too bad, I read the exact same thing here. Since it's from Continental, I figure they have some idea what they are talking about.

http://www.insightavionics.com/pdf%2...ontinental.pdf

Start around page 35 to 36. The whole thing is very much worth a read though.

If you are using the yellow side of the electric boost pump rocker switch in a 200 series Cessna IO520, I think you will find it activates based on throttle position, so a closed throttle wont allow the pump to work in that particular priming situation.

[archangel7]

The obvious thing to me is that the 310 is the sleekest thing in GA. But you cannot ignore the Baron's huge popularity and esteemed reputation. Like so many things in aviation, choosing between the Baron 58 and 310 is largely subjective. It might also be worth remembering that Barons are worth more or cost more, depending on which way you look at it. A 310 will cost less than an equivalent Baron of the same vintage. The Baron's advantages are clear; rear doors, shorter runway requirement, cabin layout, magnificent handling, easier resale and on post-1984 versions; higher speed. The 310R is kinder when it comes to paying for maintenance, the cabin is larger and less noisier than the Baron's, it has greater range/payload flexibility, more luggage space and year-model for year-model, has the seductive advantage, albeit marginally, of being faster.

[Dora-9]

I'm sorry, but why are post-1984 Barons faster? The fastest Barons are the C55/D55/E55's (slimmer rear fuselage, I'm not sure how this affects drag but the wing is an a subtly further forward position when compared to a 58).

[hiwaytohell]

Comparing a late 70s B58 to a similar year C310R, both have similar speed up to full throttle altitude at similar power settings. Above this height the 310R gets at least 1" to 1 1/2" more manifold pressure due to the ram air effect from the induction system. So above 6,000' or so I found the 310R was a good 10kts quicker than a similar year model 58.

[Volumex]

I'm sorry, but why are post-1984 Barons faster? The fastest Barons are the C55/D55/E55's (slimmer rear fuselage, I'm not sure how this affects drag but the wing is an a subtly further forward position when compared to a 58).

The fastest Baron is the 56TC.

[Dora-9]

You're absolutely right, I'd forgotten about the 56.

In 1984 the 58 went from IO-520's (285 hp) to IO-550's (300 hp), but they are still slower than the C55/D55/E55 and 56!

[BEACH KING]

The fastest Baron is the 56TC.

I'll never forget the 56TC that was here for a week doing some photography (fl140?) many years ago.

The climb rate and short ground roll was astonishing.

[Jabawocky]

You klnow the drill Beachie....Too much horsepower is almost enough!

[BEACH KING]

Yeah Jabba, I think it had a couple of Duke engines in it (Lyc TIO540's?) 380hp? a side.
The right configuration though....BIG engines & little superbly built aircraft

[MakeItHappenCaptain]

Photos: Beech 56TC Turbo Baron Aircraft Pictures | Airliners.net

Check the size of those donks! These kept up with C-90 Kingairs. TIO-540-E1B4 engines.
They were the test bed to gain expeience operating the Duke engines (TIO-541-E1A4) on a E55 airframe.
OMFG.

[PLovett]

So, no aft CoG probs with that one then.

[BEACH KING]

MakeItHappenCaptn
Well I'll beef hooked.
That is the actual aircraft I was talking about!

[MakeItHappenCaptain]

And that exact airframe (fuselage, no wings) is now in the back of the engineer training hangar (#3?) behind the Nomad.

[iPahlot]

Not to detract from the topic too much, but curious as to why the Seneca (II and above) haven't been able to get the same sort of foothold in the charter market?

The speeds, payload and cabin size seems to rival that of the Baron +/- and acquisition cost is quite low.

It doesn't handle like a Baron for sure, but then again the 310 doesn't either.

[Capt Fathom]

It's been a while, but I recall the Senecas had a limiting ZFW, which made it only a 5 seater in practical terms.