Cessna 310 info

[Iceman21]

I am looking for some info on the 310, preferably some info on systems and such.

I will be doing my multi in one and I would like to get a leg up before I start the training.

Any help is greatly appreciated.

Thanks

 

[WrightAvia]

one important thing to look at in the manual is how the fuel system works.

You have those tip tanks, which are the mains and used for TO/LNDG. Those tanks are supplied with the fuel injection return fuel from the engines. Then you have the AUX tanks. We had 15 gallon per side AUX tanks (some aux tank set ups have more tanks or bigger quantity/check your plane's manual to be sure). Here is where this fuel return thing can raise up and bite you in the ass, twice.

1. In the manual it may say something like "Don't switch to the AUX tanks untill one hour of flight if taking off with full mains".

The main tanks accept fuel return from the fuel injection system, so when you switch to the AUX tanks, the return line from the fuel injection system STILL returns excess fuel back to the mains...so if you switch to the AUX tanks right after takeoff with full mains, you will soon begin to pass fuel out of the main tank vents, overboard. Fuel from your AUX tanks will go out to the engine and all excess fuel will be pumped back into your MAINS.

2. The second problem that may occur, is with how LONG in time you can fly on the AUX tanks. Ours were 15 gallons each side and our prefered cruise was a power setting that resulted in 15 gallons per hour a side (yours may vary). One would think the AUX's would last an hour at that 15 GPH power setting, but it doesn't. They last about 40 minutes, with about 30 percent or more of your fuel winding back in the mains as fuel returned from the fuel injection system.

Don't get that wrong...you still get one hours USE of the FUEL that is in the AUX's (at 15 GPH with 15 Gallon AUX tanks)...but you only get to use the AUX tanks about 40 minutes. A glance at the main tank's guages at about the time you go to switch back to them, will verify that the AUX fuel "grew" back in the main tanks.

Also, our plane had main guages (and they were very accurate) and aux guages. Some of the 310's and 340's I flew, had one set of guages and they indicated the tanks that were selected by the fuel valves. You may have momentary push switches that allow you to peek at the unselected tank's fuel quantity.

Also, once you learn the hot start technique, you'll never be embarassed by sluggish starting. Your instructor will show you how...so pay attention there also.

Also make a note that the gear handle selector has a center detent in it. Don't let yourself get caught off guard with not pulling out the gear switch far enough and positively placing it in the desired UP or DOWN position.

I would think that if you are getting your multi in the 310, that your course should include a comprehensive systems ground school. Everything you need to know is probably taught there and/or in the pilots operating handbook. Read up and listen, you'll do fine. It's a great plane, have fun.

 

[Iceman21]

Thank you very much, that is a great help. I wasn't sure what to expect out of the plane, but know I have a better idea of what I am dealing with.

I pulled a POH of the net, however, it doesn't say what year the POH is for so that might throw me off a little bit.

Thanks again.

If anyone has anymore pointers please toss them my way


*EDIT* Well I just found out the school just got rid of the 310 and is now using a Duchess. Now I am pissed I just wasted all that ink. Google here I come.

 

[FSB99]

aw, that's too bad.. 310 is an awesome airplane.. but, duchess, in all honesty, is a great twin, for training purposes.
if you do ever get into a 310, the only advice i have for you is, before starting the engines, make sure to turn the mags on.. they've got mag switches on the panel, unlike most singles and even the duchess, where the mags are energized with the ignition key...
of coure, i've NEVER cranked and cranked and cranked the motor, bashing my head against the yoke cursing the airplane's existence and wondering why in the heck the engine wouldn't start...(with all the mag switches firmly in the "off" position.)

 

[Jet_Dreamer]

yes the 310 is a REAL COOL airplane, you will have an easier time learning in the be76. what model WAS the 310?

 

[KlingonLRDRVR]

Wrightavia hit the nail on the head. A dry aux tank will get your attention when one engine quits. The experience is one you can do without.

KlingonLRDRVR

 

[WrightAvia]

KlingonLRDRVR, running the aux's dry wasn't even half the story. I was partnering with two other guys on a 320 Skyknight for a few years and it wasn't untill I started flying 135 in the 310 that the mystery of the 40 minute aux tanks was explained to me. Which was kind of funny, since I knew I couldn't run the aux's for an hour after takeoff with full mains because of the return fuel. Just didn't put two and two together.

After my 135 310 training, I used to time the aux tanks down to within minutes and switch back to the mains. Didn't want to run dry or leave useable fuel in those aux's, since they were only good for level cruise flight. Funny problem was the passenger that was gazing at the one set of guages the 310 had. They didn't know that even though the guages were showing darned near empty, that the flip of a valve would give us almost a hundred gallons instantly. When they made it apparent that it was bothering them, I always gave them a short introduction to 310 fuel systems and I would demonstrate the push buttons that would disclose the quantity of fuel in the mains.

Anybody that thinks that getting "factory training" in light twins, as opposed to just jumping in and flying like you think you know what's going on, is nuts.

 

[mattfish42]

Hey Iceman, the grapevine hadn't filtered down to me yet, so please accept my belated congrats on the CFI! Hopefully I'll be following you soon.

 

[eddie]

boy, I'm glad I'm not the only one who couldn't get the engine running with the gang-bar down!

 

[Iceman21]

Hey Iceman, good luck with the ME training buddy!!!

Thanks and same to you in your class. Hope to be there sometime myself.

Hey Iceman, the grapevine hadn't filtered down to me yet, so please accept my belated congrats on the CFI! Hopefully I'll be following you soon.

Thanks Matt, unfortunately, I still have the flight portion of my CFI-A to do, another $700.00 and a good day of flying I will have both my CFI-A and my CFI-I. Right now I am stuck teaching instruments.

See ya soon.

 

[bin LAAidoff]

WrightAvia's comments are right on the money!

The door can be closed with demeanor and grace. Says it all about the airplane. Learn to close the door, and fly it with the same style. Slam it around, and yes, you will close it, but......

Know "the numbers". For the later fuel injection models, 17" MP for a nice ILS. Gear and flaps do the rest. 15" on the F model/carb/underwing exhaust.

As the proud owner of an N model that met its demise in a gear up touch and go by a renter, I can second the middle detent caution. Also, I'd avoid doing a full fledged manual extension of the gear. The small helical gears in the crank handle are not sufficent for training-- ours ended up stripped. Good thing they were not needed one day, and we caught it on an annual!

Regarding Aux (electric) fuel pumps. A service bulletin, mandatory for 135 optional for 91-- Switch is labeled LOW-OFF-HIGH. As manufactured, low is low, off is off, HIGH is really low unless a pressure sensor detects low pressure. Service bulletin makes it do what it say-- low-off-high. Two ways to tell (well, 3 if you have proper logs): Service bulletin consists of cutting and capping pressure sensor line, and changing out switches. If completed IAW cessna bulletin, new switches are like a gear switch to get into high (up) position-- that is one must pull it "OUT" and "Up". Also, if a pump is running in high at idle/on ground, the engine will run like crap and/or quit. Some say that is why cessna originally tried to make it smarter than the pilot. However, as the owner of a '68, I was glad to have the SB, as a weak diaphram could mean the pump always runs in low, even in high position. If the mechanical fuel pump takes vacation, you want the aux pump putting out high.

So.... you can see the fuel system is a great way to give an applicant a run for the money on an oral. Know the systems, be confident in your answers. No matter where the fuel comes from, the excess is returned to the engine side (that drew it) main tank!

Electrical gave some students trouble-- Dual voltage regulators, and a switch labeled "Emergency Power", and another "Emergency Radio". I heard answers on that one including a spare battery! Emergency radio simply bypasses the radio master relay, and ties radio rack straight to buss bar (hence the BIG toggle instead of little one). There are two fuses for field relays-- technically to be IFR legal, you will need a spare. We had spare in a fuse holder, but renters always took it out, figuring the spot was to hold pencil!

Performance-- The airplane falls in the category requiring single engine climb of 50fpm to 5000ft (is my memory rusty on #'s?). The weight is below 6000lbs, but the stall speed is above 61 knots. So performance section is a bit more robust than some books. Ground skool will teach you not all twins have to climb on one engine! the CE310 must (at least when it was certified).

It's a great airplane. Enjoy it.

 

[umkay]

310 Questions

Anyone know how a 310 with boots and hot prop does in icing conditions? Is it something you would put your family into going over the Rocky Mountains in the winter at 16,000?

Also, anyone have true operating costs for a 310 (any model)?
($ for engine O/H, prop O/H, oil change, fuel burn, maintenance costs, etc.)

Throwing around the idea of flying a 310 for a Part 135 operation.

Um Kay?