CESSNA 310
The Cessna 310 is an American six-seat, low-wing, twin-engined
monoplane that was produced by Cessna between 1954 and 1980. It was
the first twin-engined aircraft that Cessna put into production after
World War II.
Country Of Origin
United States of America
Development
The 310 first flew on January 3, 1953 with deliveries starting in late
1954. The sleek modern lines of the new twin were backed up by
innovative features such as engine exhaust thrust augmenter tubes and
the storage of all fuel in tip tanks in early models. In 1964, the
engine exhaust was changed to flow under the wing instead of the
augmenter tubes, which were considered to be noisy.[1]
Typical of Cessna model naming conventions, a letter was added after
the model number to identify changes to the original design over the
years. The first significant upgrade to the 310 series was the 310C in
1959, which introduced more powerful 260 hp (194 kW) Continental
IO-470-D engines. In 1960 the 310D featured swept back vertical tail
surfaces. An extra cabin window was added with the 310F.[1]
The 320 Skyknight was developed from the 310F, which featured
turbocharged TSIO-470-B engines and a fourth cabin side-window. The
Skyknight was in production between 1961 and 1969 (the 320E was named
the Executive Skyknight), when it was replaced by the similar Turbo
310.[1]
The 310G was certified in 1961[2] and introduced the canted wingtip
fuel tanks found on the majority of the Cessna twin-engine product
line, marketed as 'stabila-tip' tanks by Cessna because they were
meant to aid stability in flight. A single side window replaced the
rear two windows on the 310K (certified in late 1965), with optional
three-blade propellers being introduced as well.[3] Subsequent
developments included the 310Q and turbocharged T310Q with redesigned
rear cabin featuring a skylight window, and the final 310R and T310R,
identifiable by a lengthened nose containing a baggage compartment.
Production ended in 1980.[1]
Over the years there were several modifications to the 310 to improve
performance. Noted aircraft engineer Jack Riley produced two variants,
The Riley Rocket 310 and the Riley Turbostream 310. Riley replaced the
standard Continental 310 hp (230 kW) engines with Lycoming TIO-540 350
hp (261 kW) engines. These turbo-charged intercooled engines were
installed with three-blade Hartzell propellers in a counter-rotating
configuration to further increase performance and single engine
safety. At 5,400 lb (2,400 kg). gross weight the aircraft had a weight
to power ratio of 7.71 lb (3.50 kg). per horsepower. This resulted in
a cruising speed of 260 knots (480 km/h) at 18,000 feet (5,500 m) and
a 3,000fpm rate of climb.
Operational history
On 20 March 1991, Cuban Major Orestes Lorenzo Pérez defected in his
MiG-23BN to Naval Air Station Key West, Florida. On 19 December 1992
he returned to Cuba in a 1961 Cessna 310, landing on the coastal
highway of Varadero beach, Matanzas Province, 93 mi (150 km) west of
Havana, where his wife and two sons were waiting. Pérez picked up his
family and managed a successful safe return to Marathon, Florida.[4]
Commercial applications
The Cessna 310 was a common charter aircraft for the many air taxi
firms that sprang up in the general aviation boom that followed World
War II. The advantages of the Cessna 310 over its contemporaries, such
as the Piper PA-23, were its speed, operating costs and after market
modifications such as the Robertson STOL kits which made it popular
world wide for its bush flying characteristics. It could use short
runways while at the same time carrying a large useful load of 2,000
lb (910 kg). or more, at high speeds for a twin engine piston
aircraft.
Military applications
In 1957, the United States Air Force (USAF) selected the Cessna 310
for service as a light utility aircraft for transport and
administrative support. The USAF purchased 160 unmodified 310A
aircraft with the designation L-27A and unofficially nicknamed Blue
Canoe,[5] later changed to U-3A in 1962. An additional 36 upgraded 310
designated L-27B (later U-3B) were delivered in 1960-61; these
aircraft were essentially military 310Fs and as such equipped with the
more powerful 260 hp (194 kW) engines and can be identified by their
extra cabin windows, longer nose and swept vertical fin. A USAF study
after one year of operational service found the U-3A had direct
operating costs of less than $12 an hour.[6] Some USAF aircraft were
later transferred to the US Army and US Navy and the type continued in
US military service into the mid 1970s.
Variants
310 - Production aircraft powered by two 240 hp (180 kW) Continental
O-470-B engines, 547 built.
310A - Military version of the 310 for the United States Air Force,
designated L-27A and later U-3A, 160 built.
310B - 310 with new instrument panel, O-470-M engines and minor
changes, 225 built.
310C - 310B with 260 hp (190 kW) IO-470-D engines, increased take-off
weight and minor changes, 259 built. Unit cost $59,950 in 1959[7]
310D - 310C with swept vertical tail and minor detail changes, 268 built.
310E - Military version of the 310F, designated the L-27B and later
U-3B, 36 built.
310F - 310D with extra cabin window each side, pointed nose, new tip
tank shape and other minor changes, 156 built.
310G - 310F with slimline tip tanks, six-seat cabin, an increased
take-off weight and detail changes, 156 built.
310H - 310G with increased take-off weight and enlarged cabin
interior, 148 built.
310I - 310H with IO-470-U engines, baggage compartments in rear of
engine nacelles and minor detail changes, 200 built.
310J - 310I with minor detailed changes, 200 built.
310K - 310J with long 'vista view' side windows, increased take-off
weight and IO-470-V engines, 245 built.
310L - 310K with single-piece windshield, re-designed undercarriage,
increased fuel capacity and minor changes, 207 built.
310M - Revised designation for the 310E.
310N - 310L with revised instrument panel, optional fuel tanks in
engine nacelles, IO-470-V-O engines and minor changes, 198 built.
310P - 310N with a shorter nose undercarriage leg, ventral fin, and
optional turbocharged Continental TSIO-520-B engines, 240 built.
310Q - 310P with take-off weight increased to 5,300 lb (2,400 kg) and
detailed changes, from the 401st aircraft fitted with a bulged rear
cabin roof with rear view window, 1160 built.
310R - 310Q with three-bladed propellers, lengthened nose with baggage
compartment, 5,500 lb (2,500 kg) take-off weight and 285 hp (213 kW)
IO-520-M engines, 1332 built.
310S - Original designation for the Cessna 320.
320 Skyknight - Enlarged version of the 310F with six seats, larger
cabin and two turbocharged engines, 110 built.
320A Skyknight - 320 with stabil-tip fuel tanks and minor changes, 47 built.
320B Skyknight - 320A with nacelle baggage lockers and minor changes, 62 built.
320C Skyknight - 320B with a longer cabin, optional seventh seat and
minor changes, 73 built.
320D Executive Skyknight - 320C with reshaped rear windows and 285 hp
(213 kW) TSIO-520-B engines, 130 built.
320E Executive Skyknight - 320D with pointed nose, single piece
windshield, modified undercarriage, increased take-off weight and
minor changes, 110 built.
320F Executive Skyknight - 320E with minor changes, 45 built.
L-27A - United States military designation for the 310A, later changed to U-3A.
L-27B - United States military designation for the 310E/310M, later
changed to U-3B.
U-3A - L-27A redesignated in 1963.
U-3B - L-27B redesignated in 1963.
Riley 65 - Cessna 310 to 310G by fitting two 240-260 hp (179–194 kW)
Continental O-470D/-470M engines.[8]
Riley Super 310 - Conversion of Cessna 310/320 by fitting two 310 hp
(231 kW) Continental TSIO-520-J/-N engines.[9]
Riley Rocket - Conversion of Cessna 310 by fitting two 290 hp (216 kW)
Lycoming IO-540-A1A5 engines and more fuel
Operators
Civil
The aircraft is popular with air charter companies and small feeder
airlines, and is operated by private individuals and companies.
Military operators
Countries known to have operated the U-3/310 include.
Argentina
Bolivia
Republic of the Congo
France-French Air Force - 12 operated
Haiti-Armed Forces of Haiti
Indonesia-Indonesian Air Force,Indonesian Army Aviation
Iran
Madagascar-Malagasy Air Force - One 310R
Mexico-Mexican Naval Aviation
Peru-Peruvian Naval Air Service
Philippines-Philippine Air Force
Saudi Arabia
Tanzania-Tanzanian Air Force
United States-United States Air Force received 196 L-27A and L-27B
(later redesignated U-3A and B)
United States Army received 25 ex-US Air Force L-27As (later U-3As)
and at least 13 L-27Bs (later U-3B) from 1960.[18]
Uruguay-Uruguayan Air Force (One 310R)
Venezuela-Venezuelan Naval Aviation
Zaire-Zaire Air Force
Accidents and incidents
On October 28, 1959, a Cessna 310 carrying Cuban revolutionary Camilo
Cienfuegos disappeared over the Atlantic Ocean on a night flight from
Camaguey to Havana. Neither the aircraft nor the body of Cienfuegos
were ever found.[22]
On November 26, 1962, a VASP Saab Scandia 90A-1 registration PP-SRA en
route from São Paulo-Congonhas to Rio de Janeiro-Santos Dumont
collided in the air over the Municipality of Paraibuna, State of São
Paulo with a private Cessna 310 registration PT-BRQ en route from Rio
de Janeiro-Santos Dumont to São Paulo-Campo de Marte. Both were flying
on the same airway in opposite directions and failed to have visual
contact. The two aircraft crashed killing all 23 passengers and crew
of the Saab and the four occupants of the Cessna.[23]
On July 19, 1967, a Boeing 727 operating as Piedmont Airlines Flight
22 collided with a Cessna 310 at Hendersonville, North Carolina, USA,
killing all 79 people on board both aircraft and three people on the
ground.[24]
On October 16, 1972, U.S. Congressmen Nick Begich of Alaska, and Hale
Boggs of Louisiana, disappeared over Alaska while flying in a Cessna
310 during a campaign trip.[25]
As of February 2010, the NTSB has recorded 1712 incidents for Cessna
310s since 12 January 1964.[26]
Specifications (1956 model 310)
General characteristics
Crew: one
Capacity: four passengers
Length: 27 ft 0 in (8.23 m)
Wingspan: 35 ft 0 in (10.67 m)
Height: 10 ft 6 in (3.20 m)
Empty weight: 2,850 lb (1,293 kg)
Gross weight: 4,600 lb (2,087 kg)
Powerplant: 2 × Continental O-470-B horizontally opposed piston
engines, 240 hp (180 kW) each
Performance
Maximum speed: 220 mph (354 km/h; 191 kn)
Cruise speed: 205 mph (178 kn; 330 km/h)
Range: 1,000 mi (869 nmi; 1,609 km)
Service ceiling: 20,000 ft (6,096 m)
Rate of climb: 1,700 ft/min (8.6 m/s)
Powerplants
310B - Two 180kW (240hp) Continental O-470-M flat six piston engines
driving two blade constant speed McCauley propellers.
T310P - Two 213kW (285hp) turbocharged and fuel injected TSIO-520-Bs.
310R - Two 213kW (285hp) Continental IO-520-MB fuel injected piston engines.
Performance
310B - Max speed 383km/h (207kt), cruising speed 291km/h (157kt).
Initial rate of climb 1800ft/min. Service ceiling 19,800ft. Range with
no reserves 1617km (873nm).
T310T - Max speed 442km/h (237kt), max cruising speed 418km/h (226kt)
at 20,000ft, long range cruising speed 288km/h (156kt) at 10,000ft.
Initial rate of climb 1862ft/min. Service ceiling 28,600ft. Range at
max cruise with no reserves and standard fuel 1226km (662nm) at
10,000ft, 3146km (1699nm) at 20,000ft.
310R - Max speed 383km/h (207kt), max cruising speed 360km/h (195kt),
long range cruising speed 267km/h (144kt). Initial rate of climb
1662ft/min. Service ceiling 19,750ft. Max range with reserves 1170km
(632nm), with reserves and optional fuel 2840km (1535nm).
Weights
310B - Empty equipped 1436kg (3166lb), max takeoff 2190kg (4830lb).
T310P - Empty 1493kg (3292lb), max takeoff 2268kg (5400lb).
310R - Empty equipped 1480kg (3260lb), max takeoff 2495kg (5500lb).
Dimensions
310B - Wing span 10.88m (35ft 9in), length 8.23m (27ft 0in), height
3.20m (10ft 6in). Wing area 16.3m2 (175sq ft).
T310P - Wing span 11.25m (36ft 11in), length 8.92m (29ft 3in), height
3.02m (9ft 11in). Wing area 16.6m2 (179sq ft).
310R - Wing span 11.25m (36ft 11in), length 9.74m (32ft 0in), height
3.25m (10ft 8in). Wing area 16.6m2 (179sq ft).
Capacity
310 - Five to six seats.
320 - Six to seven seats
Production
Total 310 and 320 production (including prototypes) was 6321 aircraft,
of which 5741 were 310s and 580 were 320s. From this production 196
were built for the US military as L-27, later U-3.
CESSNA 310K/310L/310N
Operating Costs Per Hour Other
Related Information
Fuel Cost Per Hour: $169.36 Fuel Cost Per Gallon: $5.84
Oil Cost Per Hour: $4.00 Fuel Type:
100 LL
Engine Reserve Per Hour: $25.63
Average Engine Cost: $38,438.00
Engine Manufacturer: Continental Average
Prop Cost: $28446
Cessna 310R: An Intelligent Choice in terms Of Money
In the spring of 1954, Cessna received a Type Certificate for the 310,
launching a production run that lasted until 1981 of general
aviation’s most desired light twin-engine airplane. The most famous
was the 1958 310B used in the TV series “Sky King.”
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.
So why, with a used plane market that has tanked and fuel prices sure
to increase, are we focusing on a legacy twin engine airplane?
That’s because today’s down market means you can get more plane for less money.
The new singles that push 200 knots, costing more than $500,000, or
Raytheon’s $1.2 million Baron 58, can’t touch the hauling ability of
the 310Rs, which are selling for well under $200,000.
The 1977 310R pictured is a good example of a clean, low-time,
market-ready airplane. It’s updated with a Garmin 530, GDL-69 receiver
for Nexrad weather, and GTX 330 transponder with traffic displayed on
the GNS 530. A KX-155 nav/com, H.S.I., Stormscope, monochrome radar,
and original 400B autopilot complete the avionics.
With a maximum takeoff weight of 5,500 pounds, useful load is 1,824
pounds. Even with topped-off tanks, cabin load is still 846 pounds.
This means four 200-pound occupants and 200 pounds of baggage can fly
IFR from Charlotte, N.C., to 500-plus nm destinations such as West
Palm Beach, Fla., or Teterboro, N.J., with very conservative reserves.
With flexible loading potential and a big cabin, the 310R has the
space for six adults and all their stuff. Baggage can be loaded in the
nose compartment, wing lockers, or aft cabin area.
Of course, the best seat in the house is the front left. In that seat,
this design from the 1970s still holds up for relative ease of
operation.The fuel selector for each engine is located between the two
front seats. The system is simple to operate. However, it also can be
the most complicated system on the airplane, especially when you
factor in the various auxiliary fuel options. A little study is all
that’s required to manage fuel like a pro.
On the left side wall is a convenient waterfall panel of accessory
switches and circuit breakers. The most inconvenient aspect of the
panel is that all engine and system gauges are way over on the right
side. Monitoring these instruments takes a definitive effort in the
scan.
Engine starts are a snap. Whether starting in below freezing
conditions or high summer temperatures,its always found the 310R to be
a predictable starting airplane. Ground handling is quite easy. With a
9-foot, 2-inch wheel base and a nose gear that is vertical, taxi turns
are a snap. Add a little brake and differential power and impressive
tight turns can be made.
Takeoffs in the 310R are pure fun. Acceleration is brisk, thanks to
the twin 285-hp Continentals. The 80 knot Vmc comes and goes quickly
and lift-off occurs at 92 knots with the best twin-engine rate of
climb speed of 107 knots quickly established.Once that objective is
met, cruise climb power is established, auxiliary pumps are turned
off, and mixtures are adjusted.
Obstacle clearance takeoffs are performed with 15° of flaps and an
initial climb speed of 85 knots. That close to Vmc, with 15° of flaps,
is not the most comfortable place to be. However, the 310R establishes
an excellent climb angle while blowing right past 85 as well as its
safe single engine speed of 92 knots. The 310 loves to climb, and it
loves to quickly get out of that low speed range.
Top of the green arcs in climb power and 120 knots indicated is a nice
set-up for going to cruise altitude. It normally fly at 250 to 500
pounds below gross and, under this scenario, expected around 1,500 fpm
to about 6,000 feet; then 1,000 to 1,200 fpm through around 9,000
feet; and then around 800 fpm up to 12,000 feet.
Even down low, the 310R gives excellent cruise performance.
THE BOTTOM LINE
Financial planning and maintenance proficiency are key as well when it
comes to owning any twin and the 310 is no different.
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. 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.
Next is insurance. Jon Harden, president of Aviation Insurance
Resources of Frederick, Md., pointed out that if you are just
transitioning into twins, “it’s going to cost — if you can get
coverage at all” — for the 310. “Underwriters are friendlier to the
Aztec or Seneca,” he noted.
If you have the hours and the ratings, you can insure a $150,000 310R
for around $3,700. “A high timer with more time in every category can
expect closer to $3,300,” he added.
When it comes to maintenance, the 310R is the easiest to care for of
all 310s. Cessna changed the materials, and the exhaust in the 310R,
which reduced corrosion problems, essentially leveling the playing
field between the 310 and all other twins of the same era.
“The 310 landing gear requires detailed knowledge to keep it working
correctly,” said Tony Saxton, a twin Cessna maintenance guru at TAS
Aviation Inc. in Defiance, Ohio. “Rigging is crucial and is required
every year or 200 hours and the Cessna maintenance manual must be
followed religiously for this procedure. The vast majority of problems
we see are caused by shops just doing the typical gear swing and lube
during an annual — and that will eventually lead to big problems.”
In all but the earliest of models, parts availability seems to be
decent simply because of the number of 310s Cessna built. Cessna also
is reportedly good at providing those hard-to-find early model parts —
but no one said they’d be cheap.
Owning a 310 also mandates belonging to owners groups for operational
knowledge and assistance. The Cessna Pilots Association and The Twin
Cessna Flyer are two must haves in your support kit.
However, if your mission requirements justify a twin, or your
discretionary budget allows it, then you’d be hard pressed to get more
twin for the buck than the Cessna 310R. The systems are simple, you
can work on them with basic tools, they are forgiving to fly, flexible
to load, go like hell, and seem to just last and last.
In today’s buyer’s market, all this capability, speed, and beauty
comes at prices never dreamed of even five years ago.
Regards,
Ayushi Singh [B.Tech ]
Software Engineer/Blog Master
www.AeroSoftCorp.com <http://www.aerosoftcorp.com/>
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The Cessna 310 is an American six-seat, low-wing, twin-engined
monoplane that was produced by Cessna between 1954 and 1980. It was
the first twin-engined aircraft that Cessna put into production after
World War II.
Country Of Origin
United States of America
Development
The 310 first flew on January 3, 1953 with deliveries starting in late
1954. The sleek modern lines of the new twin were backed up by
innovative features such as engine exhaust thrust augmenter tubes and
the storage of all fuel in tip tanks in early models. In 1964, the
engine exhaust was changed to flow under the wing instead of the
augmenter tubes, which were considered to be noisy.[1]
Typical of Cessna model naming conventions, a letter was added after
the model number to identify changes to the original design over the
years. The first significant upgrade to the 310 series was the 310C in
1959, which introduced more powerful 260 hp (194 kW) Continental
IO-470-D engines. In 1960 the 310D featured swept back vertical tail
surfaces. An extra cabin window was added with the 310F.[1]
The 320 Skyknight was developed from the 310F, which featured
turbocharged TSIO-470-B engines and a fourth cabin side-window. The
Skyknight was in production between 1961 and 1969 (the 320E was named
the Executive Skyknight), when it was replaced by the similar Turbo
310.[1]
The 310G was certified in 1961[2] and introduced the canted wingtip
fuel tanks found on the majority of the Cessna twin-engine product
line, marketed as 'stabila-tip' tanks by Cessna because they were
meant to aid stability in flight. A single side window replaced the
rear two windows on the 310K (certified in late 1965), with optional
three-blade propellers being introduced as well.[3] Subsequent
developments included the 310Q and turbocharged T310Q with redesigned
rear cabin featuring a skylight window, and the final 310R and T310R,
identifiable by a lengthened nose containing a baggage compartment.
Production ended in 1980.[1]
Over the years there were several modifications to the 310 to improve
performance. Noted aircraft engineer Jack Riley produced two variants,
The Riley Rocket 310 and the Riley Turbostream 310. Riley replaced the
standard Continental 310 hp (230 kW) engines with Lycoming TIO-540 350
hp (261 kW) engines. These turbo-charged intercooled engines were
installed with three-blade Hartzell propellers in a counter-rotating
configuration to further increase performance and single engine
safety. At 5,400 lb (2,400 kg). gross weight the aircraft had a weight
to power ratio of 7.71 lb (3.50 kg). per horsepower. This resulted in
a cruising speed of 260 knots (480 km/h) at 18,000 feet (5,500 m) and
a 3,000fpm rate of climb.
Operational history
On 20 March 1991, Cuban Major Orestes Lorenzo Pérez defected in his
MiG-23BN to Naval Air Station Key West, Florida. On 19 December 1992
he returned to Cuba in a 1961 Cessna 310, landing on the coastal
highway of Varadero beach, Matanzas Province, 93 mi (150 km) west of
Havana, where his wife and two sons were waiting. Pérez picked up his
family and managed a successful safe return to Marathon, Florida.[4]
Commercial applications
The Cessna 310 was a common charter aircraft for the many air taxi
firms that sprang up in the general aviation boom that followed World
War II. The advantages of the Cessna 310 over its contemporaries, such
as the Piper PA-23, were its speed, operating costs and after market
modifications such as the Robertson STOL kits which made it popular
world wide for its bush flying characteristics. It could use short
runways while at the same time carrying a large useful load of 2,000
lb (910 kg). or more, at high speeds for a twin engine piston
aircraft.
Military applications
In 1957, the United States Air Force (USAF) selected the Cessna 310
for service as a light utility aircraft for transport and
administrative support. The USAF purchased 160 unmodified 310A
aircraft with the designation L-27A and unofficially nicknamed Blue
Canoe,[5] later changed to U-3A in 1962. An additional 36 upgraded 310
designated L-27B (later U-3B) were delivered in 1960-61; these
aircraft were essentially military 310Fs and as such equipped with the
more powerful 260 hp (194 kW) engines and can be identified by their
extra cabin windows, longer nose and swept vertical fin. A USAF study
after one year of operational service found the U-3A had direct
operating costs of less than $12 an hour.[6] Some USAF aircraft were
later transferred to the US Army and US Navy and the type continued in
US military service into the mid 1970s.
Variants
310 - Production aircraft powered by two 240 hp (180 kW) Continental
O-470-B engines, 547 built.
310A - Military version of the 310 for the United States Air Force,
designated L-27A and later U-3A, 160 built.
310B - 310 with new instrument panel, O-470-M engines and minor
changes, 225 built.
310C - 310B with 260 hp (190 kW) IO-470-D engines, increased take-off
weight and minor changes, 259 built. Unit cost $59,950 in 1959[7]
310D - 310C with swept vertical tail and minor detail changes, 268 built.
310E - Military version of the 310F, designated the L-27B and later
U-3B, 36 built.
310F - 310D with extra cabin window each side, pointed nose, new tip
tank shape and other minor changes, 156 built.
310G - 310F with slimline tip tanks, six-seat cabin, an increased
take-off weight and detail changes, 156 built.
310H - 310G with increased take-off weight and enlarged cabin
interior, 148 built.
310I - 310H with IO-470-U engines, baggage compartments in rear of
engine nacelles and minor detail changes, 200 built.
310J - 310I with minor detailed changes, 200 built.
310K - 310J with long 'vista view' side windows, increased take-off
weight and IO-470-V engines, 245 built.
310L - 310K with single-piece windshield, re-designed undercarriage,
increased fuel capacity and minor changes, 207 built.
310M - Revised designation for the 310E.
310N - 310L with revised instrument panel, optional fuel tanks in
engine nacelles, IO-470-V-O engines and minor changes, 198 built.
310P - 310N with a shorter nose undercarriage leg, ventral fin, and
optional turbocharged Continental TSIO-520-B engines, 240 built.
310Q - 310P with take-off weight increased to 5,300 lb (2,400 kg) and
detailed changes, from the 401st aircraft fitted with a bulged rear
cabin roof with rear view window, 1160 built.
310R - 310Q with three-bladed propellers, lengthened nose with baggage
compartment, 5,500 lb (2,500 kg) take-off weight and 285 hp (213 kW)
IO-520-M engines, 1332 built.
310S - Original designation for the Cessna 320.
320 Skyknight - Enlarged version of the 310F with six seats, larger
cabin and two turbocharged engines, 110 built.
320A Skyknight - 320 with stabil-tip fuel tanks and minor changes, 47 built.
320B Skyknight - 320A with nacelle baggage lockers and minor changes, 62 built.
320C Skyknight - 320B with a longer cabin, optional seventh seat and
minor changes, 73 built.
320D Executive Skyknight - 320C with reshaped rear windows and 285 hp
(213 kW) TSIO-520-B engines, 130 built.
320E Executive Skyknight - 320D with pointed nose, single piece
windshield, modified undercarriage, increased take-off weight and
minor changes, 110 built.
320F Executive Skyknight - 320E with minor changes, 45 built.
L-27A - United States military designation for the 310A, later changed to U-3A.
L-27B - United States military designation for the 310E/310M, later
changed to U-3B.
U-3A - L-27A redesignated in 1963.
U-3B - L-27B redesignated in 1963.
Riley 65 - Cessna 310 to 310G by fitting two 240-260 hp (179–194 kW)
Continental O-470D/-470M engines.[8]
Riley Super 310 - Conversion of Cessna 310/320 by fitting two 310 hp
(231 kW) Continental TSIO-520-J/-N engines.[9]
Riley Rocket - Conversion of Cessna 310 by fitting two 290 hp (216 kW)
Lycoming IO-540-A1A5 engines and more fuel
Operators
Civil
The aircraft is popular with air charter companies and small feeder
airlines, and is operated by private individuals and companies.
Military operators
Countries known to have operated the U-3/310 include.
Argentina
Bolivia
Republic of the Congo
France-French Air Force - 12 operated
Haiti-Armed Forces of Haiti
Indonesia-Indonesian Air Force,Indonesian Army Aviation
Iran
Madagascar-Malagasy Air Force - One 310R
Mexico-Mexican Naval Aviation
Peru-Peruvian Naval Air Service
Philippines-Philippine Air Force
Saudi Arabia
Tanzania-Tanzanian Air Force
United States-United States Air Force received 196 L-27A and L-27B
(later redesignated U-3A and B)
United States Army received 25 ex-US Air Force L-27As (later U-3As)
and at least 13 L-27Bs (later U-3B) from 1960.[18]
Uruguay-Uruguayan Air Force (One 310R)
Venezuela-Venezuelan Naval Aviation
Zaire-Zaire Air Force
Accidents and incidents
On October 28, 1959, a Cessna 310 carrying Cuban revolutionary Camilo
Cienfuegos disappeared over the Atlantic Ocean on a night flight from
Camaguey to Havana. Neither the aircraft nor the body of Cienfuegos
were ever found.[22]
On November 26, 1962, a VASP Saab Scandia 90A-1 registration PP-SRA en
route from São Paulo-Congonhas to Rio de Janeiro-Santos Dumont
collided in the air over the Municipality of Paraibuna, State of São
Paulo with a private Cessna 310 registration PT-BRQ en route from Rio
de Janeiro-Santos Dumont to São Paulo-Campo de Marte. Both were flying
on the same airway in opposite directions and failed to have visual
contact. The two aircraft crashed killing all 23 passengers and crew
of the Saab and the four occupants of the Cessna.[23]
On July 19, 1967, a Boeing 727 operating as Piedmont Airlines Flight
22 collided with a Cessna 310 at Hendersonville, North Carolina, USA,
killing all 79 people on board both aircraft and three people on the
ground.[24]
On October 16, 1972, U.S. Congressmen Nick Begich of Alaska, and Hale
Boggs of Louisiana, disappeared over Alaska while flying in a Cessna
310 during a campaign trip.[25]
As of February 2010, the NTSB has recorded 1712 incidents for Cessna
310s since 12 January 1964.[26]
Specifications (1956 model 310)
General characteristics
Crew: one
Capacity: four passengers
Length: 27 ft 0 in (8.23 m)
Wingspan: 35 ft 0 in (10.67 m)
Height: 10 ft 6 in (3.20 m)
Empty weight: 2,850 lb (1,293 kg)
Gross weight: 4,600 lb (2,087 kg)
Powerplant: 2 × Continental O-470-B horizontally opposed piston
engines, 240 hp (180 kW) each
Performance
Maximum speed: 220 mph (354 km/h; 191 kn)
Cruise speed: 205 mph (178 kn; 330 km/h)
Range: 1,000 mi (869 nmi; 1,609 km)
Service ceiling: 20,000 ft (6,096 m)
Rate of climb: 1,700 ft/min (8.6 m/s)
Powerplants
310B - Two 180kW (240hp) Continental O-470-M flat six piston engines
driving two blade constant speed McCauley propellers.
T310P - Two 213kW (285hp) turbocharged and fuel injected TSIO-520-Bs.
310R - Two 213kW (285hp) Continental IO-520-MB fuel injected piston engines.
Performance
310B - Max speed 383km/h (207kt), cruising speed 291km/h (157kt).
Initial rate of climb 1800ft/min. Service ceiling 19,800ft. Range with
no reserves 1617km (873nm).
T310T - Max speed 442km/h (237kt), max cruising speed 418km/h (226kt)
at 20,000ft, long range cruising speed 288km/h (156kt) at 10,000ft.
Initial rate of climb 1862ft/min. Service ceiling 28,600ft. Range at
max cruise with no reserves and standard fuel 1226km (662nm) at
10,000ft, 3146km (1699nm) at 20,000ft.
310R - Max speed 383km/h (207kt), max cruising speed 360km/h (195kt),
long range cruising speed 267km/h (144kt). Initial rate of climb
1662ft/min. Service ceiling 19,750ft. Max range with reserves 1170km
(632nm), with reserves and optional fuel 2840km (1535nm).
Weights
310B - Empty equipped 1436kg (3166lb), max takeoff 2190kg (4830lb).
T310P - Empty 1493kg (3292lb), max takeoff 2268kg (5400lb).
310R - Empty equipped 1480kg (3260lb), max takeoff 2495kg (5500lb).
Dimensions
310B - Wing span 10.88m (35ft 9in), length 8.23m (27ft 0in), height
3.20m (10ft 6in). Wing area 16.3m2 (175sq ft).
T310P - Wing span 11.25m (36ft 11in), length 8.92m (29ft 3in), height
3.02m (9ft 11in). Wing area 16.6m2 (179sq ft).
310R - Wing span 11.25m (36ft 11in), length 9.74m (32ft 0in), height
3.25m (10ft 8in). Wing area 16.6m2 (179sq ft).
Capacity
310 - Five to six seats.
320 - Six to seven seats
Production
Total 310 and 320 production (including prototypes) was 6321 aircraft,
of which 5741 were 310s and 580 were 320s. From this production 196
were built for the US military as L-27, later U-3.
CESSNA 310K/310L/310N
Operating Costs Per Hour Other
Related Information
Fuel Cost Per Hour: $169.36 Fuel Cost Per Gallon: $5.84
Oil Cost Per Hour: $4.00 Fuel Type:
100 LL
Engine Reserve Per Hour: $25.63
Average Engine Cost: $38,438.00
Engine Manufacturer: Continental Average
Prop Cost: $28446
Cessna 310R: An Intelligent Choice in terms Of Money
In the spring of 1954, Cessna received a Type Certificate for the 310,
launching a production run that lasted until 1981 of general
aviation’s most desired light twin-engine airplane. The most famous
was the 1958 310B used in the TV series “Sky King.”
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.
So why, with a used plane market that has tanked and fuel prices sure
to increase, are we focusing on a legacy twin engine airplane?
That’s because today’s down market means you can get more plane for less money.
The new singles that push 200 knots, costing more than $500,000, or
Raytheon’s $1.2 million Baron 58, can’t touch the hauling ability of
the 310Rs, which are selling for well under $200,000.
The 1977 310R pictured is a good example of a clean, low-time,
market-ready airplane. It’s updated with a Garmin 530, GDL-69 receiver
for Nexrad weather, and GTX 330 transponder with traffic displayed on
the GNS 530. A KX-155 nav/com, H.S.I., Stormscope, monochrome radar,
and original 400B autopilot complete the avionics.
With a maximum takeoff weight of 5,500 pounds, useful load is 1,824
pounds. Even with topped-off tanks, cabin load is still 846 pounds.
This means four 200-pound occupants and 200 pounds of baggage can fly
IFR from Charlotte, N.C., to 500-plus nm destinations such as West
Palm Beach, Fla., or Teterboro, N.J., with very conservative reserves.
With flexible loading potential and a big cabin, the 310R has the
space for six adults and all their stuff. Baggage can be loaded in the
nose compartment, wing lockers, or aft cabin area.
Of course, the best seat in the house is the front left. In that seat,
this design from the 1970s still holds up for relative ease of
operation.The fuel selector for each engine is located between the two
front seats. The system is simple to operate. However, it also can be
the most complicated system on the airplane, especially when you
factor in the various auxiliary fuel options. A little study is all
that’s required to manage fuel like a pro.
On the left side wall is a convenient waterfall panel of accessory
switches and circuit breakers. The most inconvenient aspect of the
panel is that all engine and system gauges are way over on the right
side. Monitoring these instruments takes a definitive effort in the
scan.
Engine starts are a snap. Whether starting in below freezing
conditions or high summer temperatures,its always found the 310R to be
a predictable starting airplane. Ground handling is quite easy. With a
9-foot, 2-inch wheel base and a nose gear that is vertical, taxi turns
are a snap. Add a little brake and differential power and impressive
tight turns can be made.
Takeoffs in the 310R are pure fun. Acceleration is brisk, thanks to
the twin 285-hp Continentals. The 80 knot Vmc comes and goes quickly
and lift-off occurs at 92 knots with the best twin-engine rate of
climb speed of 107 knots quickly established.Once that objective is
met, cruise climb power is established, auxiliary pumps are turned
off, and mixtures are adjusted.
Obstacle clearance takeoffs are performed with 15° of flaps and an
initial climb speed of 85 knots. That close to Vmc, with 15° of flaps,
is not the most comfortable place to be. However, the 310R establishes
an excellent climb angle while blowing right past 85 as well as its
safe single engine speed of 92 knots. The 310 loves to climb, and it
loves to quickly get out of that low speed range.
Top of the green arcs in climb power and 120 knots indicated is a nice
set-up for going to cruise altitude. It normally fly at 250 to 500
pounds below gross and, under this scenario, expected around 1,500 fpm
to about 6,000 feet; then 1,000 to 1,200 fpm through around 9,000
feet; and then around 800 fpm up to 12,000 feet.
Even down low, the 310R gives excellent cruise performance.
THE BOTTOM LINE
Financial planning and maintenance proficiency are key as well when it
comes to owning any twin and the 310 is no different.
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. 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.
Next is insurance. Jon Harden, president of Aviation Insurance
Resources of Frederick, Md., pointed out that if you are just
transitioning into twins, “it’s going to cost — if you can get
coverage at all” — for the 310. “Underwriters are friendlier to the
Aztec or Seneca,” he noted.
If you have the hours and the ratings, you can insure a $150,000 310R
for around $3,700. “A high timer with more time in every category can
expect closer to $3,300,” he added.
When it comes to maintenance, the 310R is the easiest to care for of
all 310s. Cessna changed the materials, and the exhaust in the 310R,
which reduced corrosion problems, essentially leveling the playing
field between the 310 and all other twins of the same era.
“The 310 landing gear requires detailed knowledge to keep it working
correctly,” said Tony Saxton, a twin Cessna maintenance guru at TAS
Aviation Inc. in Defiance, Ohio. “Rigging is crucial and is required
every year or 200 hours and the Cessna maintenance manual must be
followed religiously for this procedure. The vast majority of problems
we see are caused by shops just doing the typical gear swing and lube
during an annual — and that will eventually lead to big problems.”
In all but the earliest of models, parts availability seems to be
decent simply because of the number of 310s Cessna built. Cessna also
is reportedly good at providing those hard-to-find early model parts —
but no one said they’d be cheap.
Owning a 310 also mandates belonging to owners groups for operational
knowledge and assistance. The Cessna Pilots Association and The Twin
Cessna Flyer are two must haves in your support kit.
However, if your mission requirements justify a twin, or your
discretionary budget allows it, then you’d be hard pressed to get more
twin for the buck than the Cessna 310R. The systems are simple, you
can work on them with basic tools, they are forgiving to fly, flexible
to load, go like hell, and seem to just last and last.
In today’s buyer’s market, all this capability, speed, and beauty
comes at prices never dreamed of even five years ago.
Regards,
Ayushi Singh [B.Tech ]
Software Engineer/Blog Master
www.AeroSoftCorp.com <http://www.aerosoftcorp.com/>
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