For our Smart Plane Shopper feature, we’re looking for feedback on the Cessna 310. We’d like to know what it’s like to own, fly, maintain and insure these sturdy light twins, plus anything else you’d like potential owners to know about them. If you’d like to share images of your Cessna 310, we can use good high-res images of the exterior, interior, avionics, engines and air-to-air shots. Send them and feedback for the Smart Plane shopper to feedback@avbrief.com.
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Advise on a Cessna 310 or any Cessna Piston Twin is easy. Enter a part number into https://yinglingparts.com/ and see if it’s available and/or affordable. I know of several Cessna Twins that have been flown and/or trucked to salvage yards due to parts availability/price.
The one you are looking at probably has lots of Textron Support … Good Luck, they’re fun to fly and fast.
From a maintenance standpoint, acquire the assistance of a mechanic well-versed in twin Cessna landing gear and for later versions of the model, pay attention to the pilot’s left side circuit breaker/switch panel installation. Lots of electrical terminations and heavy gauge wiring in this area which is often the source of electrical faults, arcing, and smoke in the cabin when abused or mishandled.
Owned a 310 for 8 years. I spent TONS of money to update the engines, panel and interior.
My feedback:
The most concerning part of any 310 is corrosion. Most have undiscovered and unaddressed corrosion. Buyer beware.
Most 310s do not have beefed up landing gear STC, and trying to find parts to install the STC is virtually impossible, and if found, is extremely expensive.
The wing tip fuel tanks are the main tanks, there are NO replacement fuel tank bladders for the main (referred to as Tuna Tanks) fuel tanks.
The combustion heater needs to be seriously investigated. The old ones require a good inspection and leak down check.
There is an AD for the elevator trim tab hardware. If the old hardware fails, you can lose elevator control.
Operationally, if you lose and engine after takeoff, you need to feather the correct engine immediately, there is virtually no climb rate engine out, and a descent rate with engine out and the gear down.
Years ago I failed my first multi check ride in a C310. We did the simulated engine failure after takeoff. I was unable to establish a single engine climb before we sunk through the simulated airport elevation. I followed up in an Apache with a GADO guy instead of an non FAA examiner. Piece of cake. GADO just didn’t ask much in performance of the Apache….but I was better by then also. I was more uncomfortable in a C310 than the other light twins, the Aztec being my favorite.
There is a world of difference in flight characteristics between the straight tank C310s and the slant tank C310s. The straight tanks are not as stable in roll and when landing need to be flown onto the runway with a little power. There is no float. They hit the runway when power is idled. The slant tanks, particularly the long nose R models will float if too fast even with power off. All great airplanes when maintained correctly.
Before hanging up my headset a couple of years ago, I fulfilled my lifelong dream of logging a few hours in a 310R, my favorite GA airplane of all time (thanks Kirby Grant!). It felt much larger and heavier than other light twins I’d flown, and was solid on the controls. Nailing landing speed was critical to a smooth touchdown as pulling power too soon would result in the bottom falling out–quickly. I briefly considered owning one, but the astronomical cost of maintaining it (and not finding parts) killed that almost instantly. So now I just enjoy flying my virtual version on my home sim!