Buying Format. The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. I am an ATP with about 1200 hours in light twins. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Several variants of the IO-470 were used through the 1975 model year in the 310Q. A 310 might not be the most expensive (yet) or high-tech airplane you can own, but in my mind flying one is like cruising in one of Detroits vintage big-block V8s: Shes easy to repair, sounds mean, goes fast, and flat-out looks good. UPJR740L). Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. A 1981 Piper Aztec (250 HP engines) about $157,000. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. The mains have to be run for 60 minutes if the airplane has 20-gallon aux tanks (or 90 minutes for 30-gallon aux tanks) because excess fuel is pumped back to the mains, and if there isnt room for it, it goes overboard. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. Sort By: . In 1964, the engine exhaust was changed to flow under the wing . Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). Climb rates were also slightly affected: earlier models met their best climb at 1800 fpm, which went down to 1650 fpm by the time production ended. George, I just did a 182 this summer. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. Pulsing exhaust gases in the augmenters were supposed to create a suction of cooling air through the cowling, on the premise that at high power, more suction would be created and therefore cooling would be improved. Operators say the T310s work best in the high teens. This stops the flow of air into the tanks thats needed to offset the vacuum created as fuel flows out of the tank during flight. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. However, Ive never seen this done nor was I able to find any information about the repair kits and adhesives referred to in the manuals. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is often said to be one of the most attractive light twins ever built. Whether these make it hard to deal with depends on your point of view. Put your ear down by the filler cap and open it. Also using spoilers to produce a drop in airspeed to permit landing gear operation is a nice option to have when too high or hot for normal gradual speed reductions or while descending. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. When vents are blocked its not unusual for the floor of the bladder to be pulled up. The popular 400 series followed in 1965 with the ill-fated 411. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. In the event of a fuel pump or engine failure, the aux tank on that side becomes uselessno crossfeed from the aux tanks, and no transfer is possible. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. The first 310s, built in 1954, were sold as 1955 models. Local Pickup. Owner CommentsI have owned three turbocharged Cessna 310s. An additional cabin window was introduced with the Model 310F. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. These devices help by making the airflow more turbulent at high angles of attack, which in turn makes it stick better to the lift and control surfaces. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. FFC constructions meet the Technical Standard TSO-C80 . I recommend them. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Installation of the tank was pretty easy. One of the earmarks of the line's changes concerns horsepower. According to Bill Thompson, author of Cessna Wings for the World and longtime Cessna test pilot, Cessna chose bladder tanks over integral tanks to decrease the likelihood of fire in the event of a crash. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. The Cessna 310 saw plenty of experimentation in its design. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. VGs are also available from Robertson. In 1959, shortly after the types introduction to the market in 1954, Cessna began offering the Model 310C equipped with the uprated IO-470-D engines, featuring fuel injection and with an output of 260 hp. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. All Listings filter applied; Delivery Options. Both bladders were replaced at the same time at the same shop. Occasionally I consider trading up to a 414 or a 421, but the marginal benefits of the air-stair door and pressurization compared with the tremendous cost differential dont make them worth it. With the right operator profile, its ability to fly long distances while making good times in the process offset the relatively high ownership costs and given that acquisition is a lot more friendly than just about any twin-engine competitor with similar performance, the Cessna 310 has a share of the market resembling its hegemony in the business niche back in 1954. We're absolutely loaded! Learn more about Mailchimp's privacy practices here. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. In fact, one of the prototypes was landed gear-up, and the tip tanks separated just as they were designed to do, with no post-crash fire. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. Prices have a very smooth increase between variants, starting at a mere $30000 for early aircraft and going up to $148000 for a turbocharged Cessna T310R, according to the 2019 issue of the Aircraft Bluebook. We used a Hartwick bladder, but the customer service was somewhat lacking. Also With This ArticleClick here to view the Cessna 310 features guide.Click here to view charts for Resale Values, Payload Compared and Prices Compared. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. In the pattern, landing flaps deployment leads to a noticeable pitch-up moment, but this can be offset by commanding gear extension at the same time as the pitch changes will cancel themselves out. View cart for details. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. Cessna 182. One mod that got good reviews from owners are spoilers, which allow pilots to keep the controllers happy with rapid descents without killing the engines in the process. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. The aircraft tends to drop a wing quickly; an undesirable trait made even more so due to the tendency in most twins to roll hard into the dead engine in case of failure at low speeds. We stock parts for all Cessna Multi-engine airplanes: New and Used Cessna T303 Crusader Aircraft Parts, New and Used Cessna 310 Aircraft Parts, New and Used Cessna T310 Aircraft Parts, New and Used Cessna 320 Skyknight Aircraft Parts, New and Used Cessna 335 Aircraft Parts, New and Used Cessna 336 Skymaster Aircraft Parts, New and Used Cessna 337 Ive also followed the advice of many to keep the gear properly rigged and lubricated. The one problem is that Cessna advertises the 310 as a six-place airplane. A proper check during the pre-buy is sufficient for prospective buyers to avoid surprises, while current owners should keep close attention during inspections and do preventive work whenever issues are found. All parts are stored in modern warehousing, to preserve their quality. Instead, locker fuel must be pumped to the corresponding main tank. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. The nose was extended a little starting with the 310K, which helps spread the load. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. We're absolutely loaded! The only real glitch involved sliding the vent tube onto its nipple. . Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. All too often, the pilots or mechanics doing the prepurchase are simply not qualified, being unfamiliar with the details of the 310s systems and maintenance requirements. In order to provide you with the best online experience this website uses cookies. First, all 310s suck more fuel from the tanks than the engines will use; both the pressure carburetor and fuel injection models have a return line from the engine compartments. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. This speedsters reputation is well-deserved, and it is likely to linger for many more years as older, low-hour Cessna 310s are finding their way back to the skies after restoration projects. If you need to get above weather or take advantage of winds at altitude, this plane still climbs well at 18- to 20000 feet, while the normally aspirated 310 runs out of steam at about 10- to 12000. It is broadly accepted that the true competition to the Cessna 310 came in 1970 when Beechcraft introduced their new twin-engine six-seater in the shape of the Beech 58 Baron. The effects on performance are noticeable: the aircrafts power ratio rose to 7.71 lb/hp, with a cruising speed of 260 knots at 18500 ft, and a rate of climb of 3000 fpm (feet per minute). Maximum boost for a sea-level takeoff is a moderate 32 inches. The 1976 T-310 with most options can only hold four normal-sized passengers. Delete cookies, By using our website, you agree to our use of cookies. The installation has an external filler neck and includes a new lightning-proof fuel cap. FFC constructions meet the Technical Standard TSO-C80. The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. In 1975 a big change occurred with the 310R II and T-310R II. This disruption was not the end of the Model 310, however. If the pulled up section is near the wing root the float part of the fuel level sensor will also be pulled up, and the fuel gauge readings will be wrong.
