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Ok hold up, so what your saying is the Mooney is cheaper to operate, buns less fuel for a faster cruising speed, has a higher service ceiling, vastly further range. and yet loses?

Why not include fuel burn?

I have owned both. Seneca, wider seats, smaller turbo engines. I flew it 8+8 or 16 gal per hour and did 160 knots at about 10000 feet. Baron, I flew about 11.5+11.5=23 gal per hour and got 180 to 186 knots at 10,000 feet as you burn off weight. IO-550, lean of peak, no turbos, simpler. The baron seemed heavier made and more reliable. The seneca has a high cruise number of 200 knots but that is at fl250 and nobody does that. I had a seneca II with merlyn wastegates which I highly recomend to make the engines more efficient. The no wind gouge for the seneca for fuel planning was distance in nm divided by 10 plus 4 as the estimate for how much fuel you would use. The baron's fuel gouge zero wind is distance in nm divided by 10 times 4/3+ 6 if you climb to 10000. The baron has crazy range with the 194 gal tanks. I routinely do 1060 nm legs in the baron burning 150 gals no wind and carrying at least 30 gals reserve. Both the seneca and baron do way better if you baby the engines. The baron is in general faster heavier simpler. I like both planes. I can afford barons so I've had barons the last 25 years. The seneca is super comfortable with the wide cabin and the seneca is super easy single engine because of the counter rotating props. The baron has a vmc of 84 kias and a minimum faa training vmc speed of 88kias. I never ever go less than 100 kias single engine. I have never flown either in ice. The baron seems better in turbulence, the seneca has a stabilator. The aft door bottom lock on the seneca sometimes needs adjusting. The seneca front door if opens is no big deal. If the baron front door opens it is a big deal and you want a right seat passenger to pull it closed as much as possible. I would buy either plane based on mission. Out west because of terrain I would get a seneca, long legs and extra speed get a baron.

Poor little Cessna can’t help being a donkey compared to a thoroughbred. For those of you that are nitpicking about the Cessna being better because it has two doors, let’s throw in it also has an instrument panel that comes up to your nose and a wing that comes down to your eyebrows, making visibility out of the damn thing among the worst in the industry.

As good as the Cirrus is, it always reminds me of when a Porsche arrives at the clubhouse car park when everyone else is driving regular cars. We like the Porsche but all think the driver is a complete ponce.

Terrible AI generated video.

Comparing a 310 and Apache is like comparing a Ferrari and a Kia

Bell Helicopter is the main aircraft brand to Textron and Cessna is it's secondary brand 🛩️

With a higher aspect ratio wing and tip tanks this coud be a monster.

One of those blue and white A36s was Allison 250 powered... And the brown and silver one at the end.

how can you compare an a/c that can fly well single engined against an a/c that cannot

They just flew the six seat turbine version of this.

Boh of them have something more appropriate for faster aircraft - a T tail

Sorry, this is not. A „R“-Type as declared in the header

Then why Cessna stop producing T210?

You're not putting very much in the Saratoga with fuel. I'll take Cessna truck.

Looks like a heck of a design. Hope it comes to fruition

I'll take the Piper Comanche all day everyday. I trained on a 172 and a Piper Warrior. Low wings for this FAA licensed private pilot.!!

With VG’s installed, the 310 gross weight goes up 180 lbs. But, if you have passengers with mobility issues, the 58’s double doors is a huge plus. Baron’s are expensive comparatively.

Congrats, AWESOME resource as a student pilot :)

Hey the photo at 0:30 is my Apache! N828LU! Sure is purty :)

Critical component of owning a new plane: Warranty. Good luck with Kodiak. No doubt it is an amazing plane far and away. Research other owners that have 1 to 2 years of run time and ask about their service experience.

Tail strikes are impossible in this aircraft because the tail is protected by the prop arc.

I think the caravan wins at this point.

The stats on the 310 must be the Q...I owned a 310R and the engines were 300 hp and basically matched or exceeded the B58

This is my newest question in my head , who is the champion! Which is actually the more fun plane? Which is safer? Which has better economy? What about range? Two great aircraft. Thanks for a great video.

The real difference: The SR22 is a somewhat IFR capable machine, with the climb rates and speeds typical for it. It's flown around 175kt at 17,5 gph LOP. The SR20 is more a VFR machine, even if technically you get the same perspective+ avionics (the STec 55 is long gone) with full IFR capabilities. It's a much more efficiently flown aircraft, cruising around 130kt at 8,5 gph (the IO360 versions). You can theoretically do this with an SR22, but who pays the extra money for flying it SR20 style? The airframes are mostly identical, the SR20 needs less landing distance because it's much lighter, and more takeoff roll because of the lower powered engine. The SR20 climbs about 750 ft/min., the SR22 more like double that (initially, degrading with altitude in normally aspirated models). For VFR flying, you don't get so high that you would need a turbo. For IFR flying, that makes more sense. A NA SR20 needs a minute for 200ft at 10.000ft density altitude. The choice is mission based. You want a comfortable, stable traveling machine for VFR and 4 people (rather 3 and luggage or 2 adults, 2 kids and luggage)? The SR20 is your plane, if you want a BRS (CAPS in that case) your ONLY certified option. You want it efficient? Buy an older plane with the Continental 6 cylinder, not the 4 cylinder Lycoming planes mostly flown ROP as per target fuel flow indication in the avionics. You need to fly 4 people reliably at given dates to given destinations? That means you need IFR, the SR22T is your option. If you want a BRS, your only piston engine option (the other one is the SF50 vision jet, also Cirrus, single turbine). Both SR2x are ridiculously expensive for a SEP plane because of the lack of competition in the market segment. There is a very knowledgeable and supportive owners community, COPA, that pays for itself with the map and chart data discounts alone it negotiated with Jeppesen. That's for all SR2x, but mostly, the SR22 is flown and mostly in the US.

Clydes $100.00 repair was the cheapest airplane repair in history. its only went up from there.

There's no question that the V-Twin is a beautiful airplane. But I have a question for anyone out there with experience. As far as I can tell, the SE has a cruise of around 200-250 kts (depending on which engine you choose) while the V-Twin comes in at around 180-190 kts according to the CEO in an interview here on YT. Also I saw a beautiful Velocity with a turbine engine and that operator said it comes in at about 195 kts. Other than Jet A being slightly cheaper than Avgas, that's REALLY hard to justify. So from what I can tell, a single-engine piston Velocity is faster that the V-Twin and the turbine? What am I missing here? Not criticizing--just asking. Thanks.

That kitfox kit is $40k today. The XO 340 engine is another $40k. $80k without avionics or bush gear ($20-30k more). That plane built and finished would sell for over $180k today. Insane prices…

Interesting, I never knew that there was a twin engine Bonanza.

Could be better

Not useful

worst intro music ever

"Yeah sure, we will bring back the cessna 150.... Starting at only $450,000!"

This is completely inaccurate

New Patrol kits are $75k.

This thing is beautifull.

Grammar…Learn it…. Be professional..

What kills the SR22 is getting the parachute repacked at 10 years. I hear the parts aren't available and the value drops at that point. If you can find the parts they are over $14,000 now.

The inside is different. The cessna is the normal airplane and the Bonanza is beautiful inside.

…. One correction If you jump like sky diver … and you start it to spin and then when you enter in spin WHAT GONNA HAPPENS? ☠️☠️☠️… I’m a sky diver with so maníes jumps and you as skydiver you can’t even be little roll one or two degrees is a law to keep your self really well balance even to think about to open the parachute So in and airplane is 1,000,000 time worse those parachute cables will rip off and cut everything that is in the plane and the whole plane So is a corrupt law wording in its certification ( so the FAA just accept a good lie and pass it ) to pass the no ability and spic bad design. every airplane must be designed to recover from spin… so the parachute can’t not be open in an spin that will kill everyone they just fraud the certification… so bad that you can not fly a cirrus with out the parachute no even out of currently because is automatically grounded ( but you already bought!!! mean is the only plane in the plane that can’t fly with out parachute so is totally worthless… so the only good in cirrus is the epic marketing that sale a plane best saller that can’t fly with out a super Spence parachute Son. $$ 1,100,000 a plane that can get out of spin … company that lies a kill thousand of new pilot a plane company that just target the wife of two professional marry people husband and wife to convince all the wife that the parachute make this dangerous plane the most safer??? Men!!! they are the best no question but laying with and incredible marketing becoming the best seller fraud in the history of aviation

One day someone is gonna throw some 300 hp (ea) axial flux electric motors with toroidal props in one of these and it's gonna go like a stealth bat out of hell.

Why is the cruise speed more than the VNE?

I really enjoy flying the two ten, have flown over 1,500h I South Africa. Mostly on the turbocharged one and the P210. In the Cirrus I have litte experience only. I think these two aircrafts are not comparable Here a C210 video in Africa: ruclips.net/video/NtRRBOcgjM8/видео.htmlsi=TA7rcIzqn0e4OUkk If you have not done already, please subscribe to my aviation channel and turn on notifications, so you will not miss any new videos. I have subscribed to your channel. Thank you . Happy Landings, Capt. Guido

I'm preparing to take a fly class, I like the SR22 for flight lessons. I want to make sure my understanding of the SR22 is correct. The video say SR22 has a 3,600 max take off weight, it's 2,354lbs empty weight, add 694 with fuel, that equals to 3048lbs without people. I'm 300lb (Athletic), which puts the take off weight at 3,348lbs and leave 252lb for luggage, perfect for one person. Two adults and on child and no baggage might put this plane over it's max weight. How in the world can it carry 5 people.

Most Navions have Continental engines. The oldest Navions had the E-185 or E-225, some have the O-470, and the most recent versions have the IO-520. Mine has the E-185 and I'm happy with it. The IO-550 is a popular upgrade although a small modification is needed to the cowling.

Hi im interested in buying a new plane ,a 2025 cessna stationair t206h, here is what chuck said: it was a pleasure speaking with you just now. Per our conversation I have attached an Optional Equipment Guide and a Specification & Description document which details the equipment included on the standard Stationair along with an overview of the warranties and training included with each purchase. I’ve also included a couple of renderings of the new interior for you. The base price for the 2025 Cessna T206H Stationair is $990,000.00. This doesn't include, garmin $250,000 optional radar system, lycoming extra warranty from 2 yrs to 5 yrs for $ 38,000.00 , ac for $55,000 , and $ seat belts airbag $7500.00 .

wasn't that a Comanche 250 in the fotos? (two side windows) but specs on the 260B Comanche? (three side windows) Just askin.