Hold out for an R model. Owned an R for 20 years and a P model for 14. The R with the IO550 conversion is the best of the best for a lot of reasons - economy, roominess, versatility, performance etc. Cant go wrong with an R with 550’s & driving.

I've got a "G" model - 1961. Under-wing exhaust mod, vortex generators, spar strap, alternator conversion. IO-470's. Going down for autopilot and Garmin EIS in March.

These things are becoming antiques....Think about it: my plane is 62 years old. When I started flying in the eighties a comparable antique was from the twenties.....

Some stuff to watch for:

- Have the gear rigged, yearly, by someone who knows what they're doing
- Engine throttle/mixture/prop cables use proprietary conduit that you can't get anymore. Watch for fatigue cracking
- Fuel valves need regular rebuilding. Always turn fuel off when you park
- Underwing exhaust is nice but the augmenter tubes actually pulled air through the cowlings on the ground...Without them the engines get hot, quick, on the ground.

Love my plane.

I hope it’s not too much for an ATP with nearly 10K hours and greater than 80 makes/models flown.

As stated the gear issue is the biggest issue on the 310's as it is on any retractable aircraft, which shouldn't be a problem with a Twin Cessna annual expert. If the shop is full of Archer's, 172's, 182's, Cirrus's, you are in the wrong shop. Engines are the same a Barons, no big deal.
Most issues have already been stated and should be taken seriously as they should on all aircraft. 310's are wonderful aircraft the later the better though, as are Barons, for some a Twin Comanche works well same as the Seneca... high time engines will cost you eventually as there's no free lunch. If it's not the engines it's the accessories, hoses, etc. that will get you.
I've owned a 79' 310R since mid 80's. I bought it from an architect firm that purchased it new. So with a few hundred hrs. on the plane, after the pre-buy, off I went. It's always been hangared since built so my view will be skewed somewhat since I've owned it for 38+ yrs. I've also had many, many different aircraft over the years. Well, that's what we do isn't it, buy and fly airplanes? Fortunately I've always kept the 310R through many of my airplane adventures because it just did everything so well in my mind. My 310R had kn. ice and factory A/C. At that same time I also owned 78' B58 that I was the 3rd. owner on a low time Baron 58 with only deice (that's all that was available then), years later I eventually sold it as it wasn't kn. ice or have A/C nor did it have the room and storage the 310R have. I was flying the 310R over 350+ hrs a yr. traveling in the upper mid-west year round and the 58 became the back up plane for work for me. However it certainly was difficult to give up those large back doors that were so convenient and that crisp Baron handling. Both were close on speed the way I flew them with the edge to the 310R on being so much more comfortable. With 3 kids (15 & under), my wife & kids preferred the 310R over the 58 as they liked facing forward in comfortable seats with each having armrests and could lay the middle seat back and wider cabin. The 79' 310R held more than our extended Suburban. The 310R was/is quieter inside than the Baron to to the placement of the engines/props. Currently the 310R market is above normal prices according to this months report from Twin Cessna Assoc. article. (actually most/all aircraft are up somewhat) The 75'-81' 310R make great family haulers and are difficult to get out of cg. with the large nose compartment along with nacelle lockers. I sold my 79' 414A last year & kept the 310R as it did 85% of everything I needed. The other advantage of the Cessna 310R is the massive panel space for radio packages. (When I had the B58 & 310R previously I wanted to make the avionics as similar as I could for safety, it was impossible due to space limitations of the Baron panel, not such a major issue with avionics today. But still limiting in comparison.) There's no perfect, "do it all airplane". I was fortunate to have both the 58 Baron and 310R experience in my life. I've installed 3 panels and several sets of engines in the 310R.
I can't count the number of trips we've legally taken off using the kn. icing, getting through the mess and headed to our destination only to end up using the air conditioning, or a reverse type trip all the while in complete comfort. Would pressurization be even more comfortable allowing more options? Absolutely it would. I've had it and loved it, until this avgas mess is straightened out I'm waiting.

So the concensus is the 310R has a more comfortable cabin than the baron but what about VS the Seneca/Saratoga series? Besides the longer nose what improvements does the R model have? How does it compare on speed and cabin comfort VS the earlier models? What is the speed on the 470 and 550 airplanes when operated LOP?

All the 310s have a bigger cabin than the Barons.

My 470-powered 310i trued at 180 LOP.

Also remember that the R model will not fit in some T-hangars due to its longer nose.

High on my list for choosing a twin is single-engine performance, and the 310 is one of the best in it's class. A friend had a T310P, and the turbos made it a good single-engine performer; about 400 feet per minute at gross weight. For the NA models, density altitude kills the SE performance pretty quickly.

I owned an L and R model 310, very comfy on the inside. Loaded our R up with a two families of 3 and beach gear, 100 gallons, and was still 100lbs under gross, and didn't have to worry about space with the wing lockers. My L model had constant wiring/electrical problems. The R kept having issues related to the ice equipment. Ended up selling them both, went from the 310R to the 58P, while I miss the space of the 310R the handling of the 58P (any baron) is better, and I've had less every day issues with the 58P than the 310s.

It might be a screaming deal.

A question to ask is what model years of 310s can fly on unleaded gasoline? Preferably mogas but also potentially UL94 or similar?

Some of these old models might turn out to be winners on that issue alone.

That is certainly something I would think about if I was in the market for a piston twin.

Mike C.

I own the best one. 1969P. Colemill. Second best may be available.

You can get a field approval to remove the exhaust augmenters and extend the exhaust such that you don’t have to wipe the gear and underside of the wing after every flight. Prevents corrosion.

If you find one with chrome spinners….they aren’t approved. They are brittle and crack.

That thing is slick, Mark. I always see you parading the kerosene burner and the 185. Pimp this thing out a little more!

That thing is slick, Mark. I always see you parading the kerosene burner and the 185. Pimp this thing out a little more!

What, no heated pilot seats with back massagers?

Come on, don't fumble on the goal line!

Mike C.

What, no heated pilot seats with back massagers?

Come on, don't fumble on the goal line!

Mike C.

What other kind would it be?