Love the 310, just finished an annual inspection on an 'R' model here in the UK for the company I work for, landing gear rigging check always a bit of a challenge to get right, the same on the 335 and 340's, great channel Rich.
The cool thing about the 310 is that Cessna had no suitable single engine aircraft to adapt for it like Piper did with the Twin Comanche/Seneca/Seminole or Beech did with the Travelair/Baron/Dutchess. So like the Aztec it was clean sheet but unlike the Aztec which had the same fat USA-35B airfoil of the J-3 Cub… Cessna designed it to go as fast as possible on the installed power. Even the early O-470 naturally aspirated versions are solid 170 knot airplanes. Problem was they were really hot ships. Say you bought a 150 then a 172 then a 182 then a 210 as per the Cessna marketing dream. The jump from 210 to 310 was enormous in power, performance, cost.. and it was at this point people went to Piper or Beech. Cessna almost overcompensated with the 337 as a cheaper and more foolproof light twin, but it didn’t have much more space or performance than a 210 and was useless for giving multi engine instruction. So Cessna clean sheeted the 303. But by then the age of the light twin was almost over.
The Q-model was the last with the short nose, ref James Jobe's comment. You'll appreciate the nose locker if the cabin is loaded. You're Killing Me, Rich! You've got the plane I want... but I don't have the $$$ to buy it. One thing that really looks appealing are the speed brakes. 310s & 320s are exceptionally clean and don't like to slow down... Lot's of planning involved.
Thanks I like how you give some background on the plane. It’s frustratingly hard to know what to get bc there’s so many differences in planes and your channel and the comments help folks understand what to look for
awesome sound when the power comes up !! Rich, in some videos of other 310's I see the pilot bring the props back to 2600rpm before adjusting the MP. You did just the opposite. Could you explain why the difference in power settings? Thank you.
Yikes, you overboosted both engines. The JPI shows you redline in color and digitally . the T310R max manifold pressure is 32.0 inches Hg. You were almost to 36. At 1:45 you can see the left and right fuel flows and right fuel pressure in the red as well. At 2:19 you brought both back below MP redline. Be careful out there.
Needs boots, new avionics,autopilot,no mention of corrosion,could easily be 250 to 300. & new engines in a year or two. However, for 43 years what can one expect?. Enjoy your presentations.
Another great video Rich. You must be one of the nicest guys in aviation, and I love your calm approach. If I had the cash, I’d definitely buy an aircraft from your company.
Wasn’t government restrictions. It was enterprising lawyers. The government actually allowed for the profitable production of light aircraft in the US again by limiting liability. But by that time the piston twin was almost dead… replaced in the workhorse market by the Caravan and Kodak and the private/owner flown executive market by the Malibu/Meridian/TBM.
Hy, nice video; I am looking for a 310 or any twin with 4/6 seats, in good shape and conditions; if this one is still for sale or you know of any other one, please let me know. I am from Port Madryn, Argentine Patagonia. Thanks.
We were at 8500’ and it was +15. Book speed was 195 KTAS on about 30 gph. We didn’t see that speed though and has a few indication issues. I figured 15000 is an altitude people might want to hear numbers for. We leaned rich of peak TIT. Thanks for watching.
@@FlyingwithRich welcome. Great invention those speed brakes. Always came in handy when I woke up from a nap at three nine oh and was 60 east of the airport. No problem
👎👎 inop boots. Valves are 1500.00 each there is 5 valves plus multiple check valves and pressure relief valves. Plus the boots are 2000 each if they have holes. No hot plate on the windshield so it's not known ice and probably doesn't have the 100AMP alternators.. Combustion heater is another 2k also. Just parts.
Depends on where and how and when you fly and I’d never take a light piston twin into known ice regardless of the equipment. That’s why turbine singles rule. So much excess power and ice is a 2 minute encounter on the way to or from the flight levels.
