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Owners Information on the 310 - 310B 549 model 310s were produced from 1954
through 1957. This included two prototypes
by the factory for proof of concept and flight
testing. Nearly 260 of these fine aircraft
appear on the federal list of registered owners
today. For an aircraft designed well over 40
years ago, the track record of the 310 speaks
for itself.
228 model 310Bs were produced for the
model year 1958. The only difference
between the 310 and the 310B was the
presence of a retractable double step for easier
boarding onto the right wing. Nearly 100 of
the original 228 are found listed to registered
owners today.
In 1956, the Air Force ordered a test of
several light twins from the civilian market for
filling the purpose of a light liaison twin.
When the results were in, the 310 won easily
and the military ordered 160 U-3A model
310s from Cessna. Cessna designated the
military model the 310A. Only 20 or so of
these are found registered today to private
individuals. All of the above models are
powered by a pair of Continental O-470B or
O-470M engines cranking out 240 horsepower
each. Gross weight for the 310 is 4,600
pounds and 4,700 pounds for the 310A and B.
The military version of the 310A had a gross
weight of 4,830 pounds.
Empty weight of most of the above models
found today runs an average of 3,000 pounds giving a useful load of 1,600 pounds. This
allows 100 gallons of fuel and 1,000 pounds
of people and baggage. Not bad for 1954!
The 310 has 100 gallons of fuel, 50 in each
tip tank, and the optional auxiliary wing tanks
found on some models hold 15 gallons each
for a total of 130 gallons. With a fuel burn of
21 to 25 gallons per hour, this gives an honest
endurance of 4 plus hours counting reserves.
At 200 miles per hour, this gives a range of
700 miles using 100 gallons and 900 miles
using the 130 gallons. The fuel system on all
Cessna twins with the tip and wing tank
configuration is one of the most owner
misunderstood and mismanaged systems and
has led to several incidents involving fuel
starvation.
The propellers found on these models are
Hartzell 2 blade all metal full feathering
design. The hubs are P/N HC82XF or HC-
A2XF-2 using 8433 blades. The diameter is
not more than 84 inches or less than 78 inches.
The published airspeed limits (MPH) for the
310 models are:
VMC - 95
Maneuvering - 159
Maximum Cruise - 200
Never Exceed - 246
Flaps Extended - 130
Gear Extended - 130
15 degrees of flaps may be extended at
speeds at or below 160. For the 310A and 310B:
VMC - 84
Maneuvering - 164
Maximum Cruise - 200
Never Exceed - 248
Flaps extended - 140
Gear extended - 140
Again, 15 degrees of flaps may be
extended at or below 160. Operational Costs:
Expect to pay over $200.00 per hour
including all operational costs, reserves,
insurance and maintenance. If you fly the
airplane 100 hours per year, real cost will be
about $20,000.00. Going fast is not cheap! Pros on owning the 310 - 310B:
1. If you are careful you can get a lot of
airplane for the cost of a new luxury sedan.
Expect to pay between $25,000 and $75,000.
2. The 200 miles per hour and 8 plus miles
per gallon make this aircraft one of the most
efficient twins available.
3. The airframe is of the riveted aluminum
design and this allows any knowledgeable
mechanic the ability to accomplish repairs and
maintenance with normal tools. Cessna still
has many of the parts in stock.
4. The 6 cylinder opposed Continental
engines are tried, trusted and true. Parts are
readily available and down times are short.
The pressure carburetors found on the O-470s
work well and are relatively maintenance free.
5. Cessna still supports even the older models
through Multi-Engine Customer Support.
They can be reached at (316) 941-7550 and
ask for Mr. Cliff Ives.
6. There is a lot of nostalgia within the
aviation world and the 310 through 310B
create their share. Expect lots of gawkers and
questions. Cons on owning the 310 - 310B
1. Parts for older aircraft are just as expensive as for newer models.
2. The cabin noise levels suggest the use of
headsets and an intercom.
3. The landing gear system (the cause of over
half the reported incidents and accidents)
needs special attention and should be re-
rigged every 100 hours or at each annual.
4. Corrosion is a constant menace in all
aluminum airframes - the 310 is no exception.
5. Know the fuel system and how it works.
Never stretch your fuel!
6. You will pay over $200.00 per flight hour
for all expenses. Going fast is not cheap!
7. Finding experienced 310 technicians in the
field is getting harder every day.
8. Exhaust pipes on the rear cylinders fail
often due to their length.
9. The original generator and voltage
regulator parts are in short supply.
10. The T yoke limits panel modifications
such as center stacked radios. Recommended modifications/maintenance
1. Underwing exhaust STC
2. The installation of SK414-8E, the main
landing gear side brace kit, as per Cessna
Service Bulletin ME76-2.
3. Corrosion proofing at each annual.
4. Some formal cockpit or classroom training
each calendar year.
5. Cleveland wheels and brakes
6. Removal of unnecessary weight such as
wires, old radio components, etc. Weigh the
empty aircraft - its heavier than you think. Airworthiness Directives (partial list)
1. 69-12-03 - Fuel Crossfeed Lines
2. 72-14-08 R1 - Flexible Hose Assemblies
3. 77-12-06 R2 - Hartzell Propellers
4. 97-18-02 - Hartzell Propellers
For a complete list contact Aerotech
Publications at (800) 235-6444. For more information contact: The Twin
Cessna Flyer at (800) 825-5310.

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