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For some, that’s an acceptable trade to get 310R speeds and twin redundancy with a fueled cabin load capability of much more than 300 to 400 pounds. For example, I recently ran a short trip and stayed at 3,000 feet. At 65% power, TAS hit 175 knots with a 27.5 gph fuel flow — I lean conservatively for engine health first, economy second.
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Cessna 310R: Building the perfect twin
Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. The Model 310Q and its turbocharged version, the T310Q, redesigned the cabin’s rear to include a new window design. The last development in the Cessna 310 family came in the shape of the Model 310R and T310R, which added a baggage compartment to the lengthened nose section. The cruise speed also impacts your fuel efficiency and how far you can fly this plane. When you abide by the recommended speed, you can plan your trips better because you know how many miles per gallon will be used. The weight of the Cessna 310 plane impacts how far it can fly because it burns fuel faster when it is heavier.
Top 25 Planes Of All Time
Beech was to introduce a turbocharged version of the stretched Baron and even a pressurized model, and the basic normally-aspirated 58 Baron is still in production today. In 1981, last year of Cessna 310 sale, the standard-breathing Baron 58 had an average-equipped tab of $301,920. With 240-horsepower engines traveling at cruise speeds of 183 knots (70% power at 7,500 feet), a 310 will burn about 25 gallons of fuel per hour.
Operating Weights
Short field performance is great given the aircraft’s size and weight. The manual states a Cessna 310R requires 1790 ft to land with a 50 ft obstacle clearance, while take-off in similar conditions takes 1700 ft. For comparison, a Beech Model 58 Baron needs 2498 ft to make the same landing and 2100 ft for the take-off. The single-engine ceiling, however, grew considerably in the turbocharged versions. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping ft with an engine feathered. If you compare this model to some of the newer ones created 20 years later, like the Cessna 310R, you will notice a big difference in efficiency.
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Some insurance companies also offer hull-not-in-motion insurance, which applies only to the aircraft if it suffers damage while it is stationary. This could be due to weather like hail or another aircraft coming into contact with it. The inspection consists of completely dismantling the aircraft for review. All inspection panels, seats, and even the cowling are removed.
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However, if you’re looking for something that is not only cheap to operate but cheap to maintain, then it might be best to look for something else. Experienced pilots receive a lower cost and are considered those who have at least a private pilot license, 1500 hours total time, and 500 hours multi-engine time, of which 50 are on the Cessna 310. Anyone with less than these requirements is considered an unqualified pilot, and while they can still receive insurance, it will be at a higher premium. Insurance is a requirement when it comes to aircraft ownership. Whether the aircraft is flown for personal or for commercial reasons, insurance that covers the pilot, aircraft, and its passengers are important in the event of an accident or incident. New parts can also be purchased from or by maintenance engineers.
Engine and airframe times greatly affect the price of the aircraft. A Cessna 310R with more time on the airframe and engine will cost less than one that has less time. This is because the cost of overhauling two engines is extremely expensive, and the more time on the engines, the closer they are to that overhaul. 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. This model drew upon the established 55 Baron and added a stretched fuselage, paired with the same O-470 family that powered the Cessna 310. The Cessna 310 is not known to be a maintenance hog by most standards.
(Such nicknames come from the tank's fish-like profile.) The tip tanks became twin Cessna hallmark. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing.
Cessna 310R: More twin for the buck
Piper’s pudgy little trainer was to dominate twin-engine education for a least a decade. According to the AOPA, Cessna’s fastest 310s include its turbocharged variations, capable of reaching 198 knots at 10,000 feet. The 320C Skynight has a longer cabin, optional 7th seat, and other minor changes with a total of 73 built. While many are nervous about its age and possible hidden problems when purchasing, many happy Cessna 310R owners are pleased with their purchase. They say that as long as you know what you are getting into, and perform a thorough pre-purchase inspection, then there is nothing to fear about the potential money pit that is the Cessna 310R.
The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. Three-ten shoppers (and pilots) would do well to sit down with a jug of coffee and a good reading lamp and bone up on this airplane's fuel system. Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. This group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. When cruising around 170 KTAS, it is possible to attain a fuel burn of 25 gph, which works out to around four hours in the air plus reserves.
One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. Pilots coming from other light twins will recognize the 310's as a large step up; it feels like a much larger, more substantial airplane than, say, an Apache or Travel Air. As for those moving up through the Cessna line, a 210 pilot will most definitely notice the 310's heavier controls, higher wing loading, and greater approach and landing speeds.
Remember, also, that the cost of maintaining an airplane like the 310 is keyed more to its health and the price of parts than the purchase price. The twin-engine aircraft was fitted with engine exhaust thrust augmenter tubes, and on top of using its now-characteristic tip tanks, the early models stored all fuel in them. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. Recent recurrent training for my CFI renewal check ride in the 310R reminded me once again how decently this plane flies on one engine.
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