Table Of Content
The Cessna 310 is a four-to-six-seater low-wing plane with a twin-engine design. It was created in 1954 for private use and no longer remains in production. The flight manual calls for a 93-knot approach speed with full flaps.
Weight
In 1959, the 310C was introduced which featured more powerful 260 horsepower Continental IO-470-D engines. In 1960, another version with swept-back vertical tail surfaces was introduced, designated as the 310D. In 1961, the 310F with an extra cabin window on each side was produced. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing.
Performance Summary
Payloads were a strong selling point of the Cessna 310, with a useful load of 2000 lbs or above depending on the model and fuel quantity. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. The first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. The Cessna 310R is the latest production model, hitting the market in 1975, with improved performance and a more refined design.
Notable private flights
If you have the hours and the ratings, you can insure a $150, R for around $3,700. “A high timer with more time in every category can expect closer to $3,300,” he added. On the left side wall is a convenient waterfall panel of accessory switches and circuit breakers.
Cessna 310 / Model Resale Value
Milviz Shares 4-Minutes of Cessna 310 Basic Flight Ops Footage - FSElite
Milviz Shares 4-Minutes of Cessna 310 Basic Flight Ops Footage.
Posted: Tue, 22 Mar 2022 07:00:00 GMT [source]
You could spend massive amounts of money and not go much faster. You may be surprised to know that some laws do not require both engines in a twin-engine plane to work at all times. As long as it can make it from point A to point B, yes, Cessna’s 310 may be able to fly with only one engine. Converted from models 310F to 310Q, the Colemill Executive replaces its engines with 350-horsepower Lycoming TIO-540-J2BDs driving four-bladed propellers.
Model: 310
Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. Depending on the option fitted, this could expand the aircraft’s capacity from 102 gallons up to 207 in total. Beyond the initial production models, fuel was distributed between the two main tip tanks, two optional auxiliary ones, and another optional pair in the wing lockers.
Being able to carry a significant amount of weight in passengers, baggage, and fuel, all with its low-cost purchase price, the Cessna 310R is considered to be a good buy. According to owners and 310 support groups, parts are readily available for the airplane, although, as is true with any model these days, the costs can be dear. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawley’s ownership.
/ Cessna 310R / Model Specs
The aircraft is popular with air charter companies and small feeder airlines, and is operated by private individuals and companies. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. An AOPA analysis of 225 service difficulty reports (SDRs) from a sample of 150 units from different Model 310 families showed that 40 of these were related to the landing gear. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. In line with many 1950s Cessna products, the cockpits were not originally arranged in the now-classic “basic-T” configuration, which can be ergonomically challenging for pilots used to it. Costs have been going up, but that speaks more of trends in general aviation economics.
Operating Weights
Memberships include access to the members-only forum, technical support, and an e-newsletter. Of course, the Cessna 310R might not be everyone’s first choice. Besides the fact that there are other models of the Cessna 310 available, there are other aircraft in the 6-seat category that allows a strong performance for a variety of missions.
While these prices are only listed ones and can be negotiated down, there are also aircraft that exceed the bracket considerably, but not without good reason. For example, a Cessna 310R with low-time engines, a Garmin cockpit, fresh paint, and a well-preserved interior can easily break the $ mark in asking price. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections.
Flap deployment speeds were gradually raised, starting at 140 knots until the Model 310K increased it to 155, while the 310R could drop them at 160 knots. 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. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason.
The cost of fuel last summer was one factor in the drop of twin values. Consider, though, that any of the modern singles that can keep up with the 310 also suck some gas. Twice the engines, in the real world, means more like 30% more in fuel.
Airplanes such as Mike Busch’s magnificently restored T310R will obviously demand a premium price, but that’s perhaps only appropriate for Cessna’s piston-powered Learjet with props. The turbocharged version does even better, especially on nonstandard days with warm temperatures. By 1981, turbos had taken on legitimacy and reliability unknown on the earlier models, and some two-thirds of the final year’s production of 310s mounted blowers under the bonnets. A friend, Mike Busch, co-founder of the online aviation newsletter, AvWeb, owns one of the nicest T-310s you could ever imagine. I flew his airplane 25 years ago in conjunction with the ABC-TV series, “Wide World of Flying,” and it was a predictable delight. Mike is an A & P mechanic as well as a 7000-hour pilot, so he’s intimately familiar with all aspects of operating and maintaining a Cessna 310.
Produced between 1954 and 1980, the aircraft was at the peak of design for its debut. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. The Cessna 310 also developed from a pressure-carbureted engine to a high-power turbocharged engine.
A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. The cabin on the Cessna 310 traditionally seats four passengers plus one pilot, however starting with the Model 310G, a factory option for six passengers was added. While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market.
Very pleasing and consistent arrivals can be achieved in the 310 — especially the R model where that extended nose seems to help with a more fluid round out in the flare. Once that objective is met, cruise climb power is established, auxiliary pumps are turned off, and mixtures are adjusted. Through the years, the 310 evolved to become a larger, more powerful, and better performing airplane, culminating with the final variant, the 310R, which debuted in 1975. The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia.
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