Cessna 310 Pilots

[mocaman]

I am about to go for my multi engine checkride and will be using a 310. It is a 1972 Q model with a 300hp colemill conversion. Do I just use the POH figures for everything as if the plane were stock? Obviously is has alot more power and different engines (IO 520's), but the performance figures I have in POH are all I have. Thanks!

 

[Salukipilot4590]

Well here we fly the R models which are stock so I really dont know what I would do in your situation. One thing I would think would be satisfactory would be to do everything based on a stock 310 then explain how your actual performance will be better than the stock numbers. I'm sure the DE will understand. What didi your Q come with standard as for engines? I think ours are stock IO-520s at 285BHP. Hope that helps!

 

[AerroMatt]

C310Q stock engines were IO-470's rated at 260HP. That thing must be a real rocket with 300HP

 

[IFollowRoads]

If you show up without the POH supplements provided by Colemill, the examiner should fail you right then and there. You are operating an aircraft without the required documents. Get with the owner/operator of that aircraft and get the amended POH!! Then go smack your instructor.

 

[down2mins]

If the supplemental charts were not attached to the POH at the time of installation, try asking the shop that maintains the a/c if they have it by any chance. Never know... Otherwise I'd say contact Colemill with a fax request. If you get absolutely desperate, PM me for it. The 310 I fly at work is an R model, but I have the Colemill performance charts for the IO-550 300hp engines (derated to 285, of course...)

 

[Geronimo4497]

As I recall on the Geronimo conversions, there was a statement that performance is 'the same or greater as a stock aircraft' or something to that effect. There are no performance figures available from the STC holder as it was not required for a CAR 3 aircraft. That may be the case here also.

 

[paulsalem]

As I recall on the Geronimo conversions, there was a statement that performance is 'the same or greater as a stock aircraft' or something to that effect. There are no performance figures available from the STC holder as it was not required for a CAR 3 aircraft. That may be the case here also.

What he said.

There DEFINITLY should be a supplement for the engines in the back of the POH of the aircraft. (If you order your own POH from Cessna it won't be in there).

Just out of curiosity, do you run the engines at full boar on take-off? If so once you read the supplement you may be surprised that you're limited to a certain MP at all times; thus keeping you at the original horsepower the aircraft was certified for.

 

[mocaman]

Thank you all for the replies. The MEI I am working with actually owns the 310. I will search for the supplemental information mentioned. Yeah, we always use full power for takeoff. The only other light twin I have flown is an aztec. This 310 has alot more performance than the aztec. It has a garmin 430 in it and is really fun to fly. I get it for $250/hour. It is also readily available for me to rent after I get my rating.

 

[Lear Wanna Be]

$250 an hour is probably a bargain for that one. There may or may not be a FMS for your POH or is it a FIM for a '72. Call Bill Colbert Sr. at Colemill. He is a crazy old guy, but he is super helpful. He will tell you exactly what you should have. As long as they got their money for the STC, I am sure he will fax you a copy. Colemill's number is 1-800-525-4114. He gets in around 10:00 a.m.

I have a '77 310R that I just had the Bearcat conversion done to. Their is a FMS for that one, but there was some debate about that. The manifold is limited to 27.7 inches and there should be a redline on the MP gauge. When I got the paperwork on the engines, it actually said that the IO-550As are 300 h.p. engines derated to 285 h.p.. I am a little disappointed with the performance. I have only picked up about 7 knots in cruise, but the thing will climb like crazy. Also, on hot days at MTOW it gets up and goes right down the runway. It is not slow to accelerate like before.

You want a tip for your checkride? Put a little weight in the back. The 310 is very nose heavy. Even more so with the R model as it has the extended nose. With just you an the examiner and fuel, I am sure you will have a forward CG. Put about 100 pounds in the back. Find some pavers, boxes of nails, or something heavy and that you can secure in the back seat or with a strap if the seats are out. That way you will get some pretty good landings. The 310 is hard to get a greaser, but even more so when it is nose heavy.

Good luck.

 

[aucfi]

Definetly got to have those papers from Colemill like everyone else has stated. I flew a Chieftan that had the Panther conversion and the paperwork for that was very in depth.

The 310 I flew was a 1965 J model with standard IO-470's @ 260hp. Lear Wanna Be is right on about being nose heavy.

Next to the J3, the 310 was one of the most fun planes I have flown. $250 an hour isnt bad at all either.

What requirements did the insurance want for you to fly that? Im curious b\c I started flying one with 400 hours and 50 multi and it was a pretty lenghty checkout to satisfy them.

 

[Lrjtcaptain]

um.....yeah, you may have a generic manual, and there would be a proper performance manual in said ac....You might want to use that one.

 

[A Squared]

I am a little disappointed with the performance. I have only picked up about 7 knots in cruise, but the thing will climb like crazy. Also, on hot days at MTOW it gets up and goes right down the runway. It is not slow to accelerate like before.

Yeah, that's what I'd expect. Power upgrades usually reap hte biggest rewards in climb. In cruise you're already bumping up against a fairly steeply rising drag curve, more power will only push you a little further up that curve. In climb, assuming the same climb speed, drag hasn't changed so the increase in power translates to a proportional increase in climb rate.