Mike, you're right; I left out some important details.

When I said 800 lbs with full fuel it is a "some of the time" need/want. I am looking for around 650-700 NM non-stop range with that payload so that I can take a few long trips with the family, who most of the time just want to get there. At 175 KTAS that works out to be a little under four hours in still air. With 150 gallons in the 303, burning 23gph, I get 6.5 hours to tanks dry, which is just right. You are right that (assuming those numbers hold) I could trade a couple hundred pounds of fuel for payload on those trips, but it'd be even nicer if I could have both. With the comfortable cabin, with club seats and tables I could see the non-flying passengers putting up with four plus hour legs, and I'd prefer 1.5 hours reserve to 1.0 unless it's hard VFR at the destination.

On the opposite side of the coin I can also see some shorter hops for fun. There's a great little 3500' grass strip about a half hour north of here that puts on a pancake breakfast a couple of times per year. The boys love it. My in-laws live about 45 minutes to the south and those trips would be nice. So, I foresee equal measures of both mission profiles.

Your calculations regarding the 340 are undoubtedly spot on for mission profile #1, but not so much for #2, and I would be concerned about the upkeep costs since my pockets aren't that deep. While I'd love a 340 for a lot of reasons including pressurization, I think it's too much to bite off right now.

303 is a unique bird that happens to have turbos a a part of the package, like a navajo. If you want what it's got, you get turbos.

Love our 303... Here is the thread I started when we purchased it. Let me know if you have any questions.

viewtopic.php?f=49&t=126430&view=unread#unread

My RSTOL 340 will match or beat all of these performance numbers. Operating cost is higher, but speeds are faster, so the delta is lower than one would assume.
I fly LOP at 29gph and see 190-195ktas.
With the fowler flaps and VG's, Vmc is virtually non existent.

If I am paying for turbos, I want pressurization. Just sayin.

Pressurization is far and away the best thing you can do to increase comfort, increase speed, decrease weather.

Mike C.

I know you haven't had the airplane long, but do you have a feel for how the annual might compare to a Baron?

Hi John,

I will let you know. Our first annual starts March 1st. PM me your number if you want to chat. We fixed a lot of squawks when we purchased ours. Nothing serious just minor annoyances of issues that seemed to have been neglected by previous owners.

Anthony

Thanks Anthony. The one I'm looking at will be getting a pre-sale annual starting in March also. At the moment the deal is in limbo due to some logistics regarding the the prebuy. If it goes through I'm sure I'll have plenty to chat about!

They were prohibited from flying in icing conditions even though initially certified FIKI because the cruciform tail where the surfaces met wasn't de-iced and tended to collect ice blanking both surfaces. This resulted in oscillations in tail and they had some breakups because of it. With a later fairing modification, the problem went away, apparently. But make sure the modification has been done.

https://support.cessna.com/custsupt/contacts/pubs/ourpdf.pdf?as_id=23321

https://support.cessna.com/custsupt/contacts/pubs/ourpdf.pdf?as_id=22715

Adam,

I'm not certain, but I don't think there were any break-ups due to ice accumulation at that junction. Here wouldn't be a buzz and vibration but that was it. And I think it was also isolated to a Flaps 10 configuration.

I looked long and hard for a 303. Every single plane I reviewed has the service kit to reinstate FIKI. It cam out early when all planes were still in warranty so the factory paid.

Zeke

For what it is worth........
I have had 2 C340's
I also owned a PA 300 with 200hp engines (Miller Mods)
Recently I started to fly LOP with my C340
Wow what a game changer for long flights.
I used to flight plan (not actual) for 4.5 hours with 183 gals.
Now I am flight planing for 7 hours (dry)
I have vgs and FIKI.
It is so very comfortable and frankly I have not spent a dime in 4 years on anything to do with pressurization or turbos.
.It has been very dependable.
Oh and I am based at an airport that is 2580'
Get in easily . Out only in te AM on very hot days.
I have flown it all the way down to Ecuador

Perhaps it would be better to state this requirement in terms of distance. A longer range plane can be loaded with less fuel and still meet your requirements.

My thinking is that if I am going to maintain two turbocharged piston engines, and I am going to fly a cabin load of people, I want pressurization.

So why not get a 340? Pressurization is a game changer. You go fast, smoother, further, less tired. Typical cruise is 210-215 KTAS. Full fuel useful load in the 800 lbs range are possible.

I bet the cost per mile is really close to a wash with a T303, but the performance and comfort isn't.

Since the 340 falls under the new Basic Med rule, I bet those planes are going to hold or increase in value. It is just about the best traveling airplane you can find under 6000 lbs.

Mike C.

How big are the wing lockers?

Counter-rotating props and trailing link landing gear, went down the rabbit hole on them before we purchased the Baron and it is an impressive airplane. Shame they stopped building them.

the aerostar is not what he is looking for but the Aerostar can be flown with basic med.
Aerostar aircraft has a STC that allows the gross weight to be limited at 6000lbs so you can have all the advantages of pressurized speed 220 to 240 knots available in the 700 and fly it with basic med.

and I have proven that the Aerostar will fly fine (stay level or climb) with one windmilling and clean will climb at 500 fpm on one engine.


Perhaps it would be better to state this requirement in terms of distance. A longer range plane can be loaded with less fuel and still meet your requirements.

My thinking is that if I am going to maintain two turbocharged piston engines, and I am going to fly a cabin load of people, I want pressurization.

So why not get a 340? Pressurization is a game changer. You go fast, smoother, further, less tired. Typical cruise is 210-215 KTAS. Full fuel useful load in the 800 lbs range are possible.

I bet the cost per mile is really close to a wash with a T303, but the performance and comfort isn't.

Since the 340 falls under the new Basic Med rule, I bet those planes are going to hold or increase in value. It is just about the best traveling airplane you can find under 6000 lbs.

Mike C.