C310 Info
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C310 Info
Quick question,
I am looking to get endorsement on the C310 in the next couple of weeks. Does anyone know of any useful links or websites that have detailed info on C310's? (Checklists weight and balance, general info or tips on the tricky fuel management)
I tried the search function but no real info, I really thought these questions would have been asked before.
I am looking to get endorsement on the C310 in the next couple of weeks. Does anyone know of any useful links or websites that have detailed info on C310's? (Checklists weight and balance, general info or tips on the tricky fuel management)
I tried the search function but no real info, I really thought these questions would have been asked before.
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Gearup2,
try www.redcliffeaeroclub.com.au
Look under aircraft fleet, then download data sheet for the 310 - this has all the numbers for the 310R model - note this one had the VG kit. The others need passwords, so you must be a member. If you want some more info PM me as I have over 700 hours in the machine.
If you are looking to get an endo in one I would thorougly recommend Redcliffe Aero Club.
try www.redcliffeaeroclub.com.au
Look under aircraft fleet, then download data sheet for the 310 - this has all the numbers for the 310R model - note this one had the VG kit. The others need passwords, so you must be a member. If you want some more info PM me as I have over 700 hours in the machine.
If you are looking to get an endo in one I would thorougly recommend Redcliffe Aero Club.
Here
The C310 fuel system logic is the same as the C401/C402 so a search for that aircraft will give you some similar, but still useful, information too.
The C310 fuel system logic is the same as the C401/C402 so a search for that aircraft will give you some similar, but still useful, information too.
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Good links there guys. Love this site, ask in here about anything & bingo someone will come up with the goods
Although very well explained on those links I'll keep it simple to some degree:-).
Hint: I used to fly a C310Q serial No 0001 many moons ago (this one had no omni vision window actually) but if I recall correctly the C310 has continious duty pumps in the wing tip tanks (mains) & they shared the same CB with the retractable ldg lights. I found this out 'cause after some shoddy maint a wire to the ldg light shorted out & the duty pump failed.
As most will know the aux tanks (which are in the wings & locker where fitted) ought not to be used 'till approx an hrs worth of fuel has been used from the mains (Tips) This is due to the fuel pumps supplying a higher than required fuel flow to the engines & thus the excess not required by the engines is returned to the Tips (Mains). I could be wrong there but am sure I'll be told as much by a more current Cessna driver:-)
Another hint & probably really not a hint but hey ya never know:-)
The pilots side window is an emerg exit, I once had this 'pop' open slightly whilst in flight, scared the crap out of me at the time, & it was also just out of maint after having a new one fitted.
Great plane, bit of a mongrel for pax to get in & out of.
Short nose ones I found pitch sensitive if loaded aft heavy (within limits though)
CW
Although very well explained on those links I'll keep it simple to some degree:-).
Hint: I used to fly a C310Q serial No 0001 many moons ago (this one had no omni vision window actually) but if I recall correctly the C310 has continious duty pumps in the wing tip tanks (mains) & they shared the same CB with the retractable ldg lights. I found this out 'cause after some shoddy maint a wire to the ldg light shorted out & the duty pump failed.
As most will know the aux tanks (which are in the wings & locker where fitted) ought not to be used 'till approx an hrs worth of fuel has been used from the mains (Tips) This is due to the fuel pumps supplying a higher than required fuel flow to the engines & thus the excess not required by the engines is returned to the Tips (Mains). I could be wrong there but am sure I'll be told as much by a more current Cessna driver:-)
Another hint & probably really not a hint but hey ya never know:-)
The pilots side window is an emerg exit, I once had this 'pop' open slightly whilst in flight, scared the crap out of me at the time, & it was also just out of maint after having a new one fitted.
Great plane, bit of a mongrel for pax to get in & out of.
Short nose ones I found pitch sensitive if loaded aft heavy (within limits though)
CW
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"As most will know the aux tanks (which are in the wings & locker where fitted) ought not to be used 'till approx an hrs worth of fuel has been used from the mains (Tips) This is due to the fuel pumps supplying a higher than required fuel flow to the engines & thus the excess not required by the engines is returned to the Tips (Mains). I could be wrong there but am sure I'll be told as much by a more current Cessna driver:-)"
Correct. The fuel is returned to the mains regardless what tank is selected. yes it is about an hour out of the mains first otherwise when the main tank is filled with the returned fuel it will vent overboard.
the fuel system is the same as the 401/402 A & B it is not the same as the C model. I believe the C model is just left and right mains only. not sure though.
300
Correct. The fuel is returned to the mains regardless what tank is selected. yes it is about an hour out of the mains first otherwise when the main tank is filled with the returned fuel it will vent overboard.
the fuel system is the same as the 401/402 A & B it is not the same as the C model. I believe the C model is just left and right mains only. not sure though.
300
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Back in the sixties, to counter the likes of the Mooneys, Commanches and Bananas, Cessna advertising ran the slogan for the 210
"Cessna high wing stability....ask any bird"
Roger Bacon in Flight Magazine Straight and Level came back with;
"Cessna high wing stability....Ask any 310"
"Cessna high wing stability....ask any bird"
Roger Bacon in Flight Magazine Straight and Level came back with;
"Cessna high wing stability....Ask any 310"
one damn ugly bird, give me a Baron any day
I think the short-nose C310P is one of the sexiest looking aeroplanes around! A close second to the V-tail Bonanza!
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Cessna 310
I flew Cessna 310 aircraft ( mainly short nose models) on all sorts of operations, including cloud seeding and survey ( a story or two there).
A very good aeroplane and in those days it was always called "The Standard" by which other Twins were measured.
Enjoy it.
Tmb
A very good aeroplane and in those days it was always called "The Standard" by which other Twins were measured.
Enjoy it.
Tmb
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Thanks for the info guys...... just what i was looking for
I am with you capt wally PPRUNE can be very resourceful. No doubt i will have a few questions after i do a bit of reading
I am with you capt wally PPRUNE can be very resourceful. No doubt i will have a few questions after i do a bit of reading
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C310R Fuel management.
A method to prevent fuel starvation when selecting aux tanks (inboards, also not fitted with electric pumps) was to select the aux tank in cruise one at a time and monitoring the fuel flow. Any reduction in flow required a reselection of the appropriate main (outboards,with electric pumps).
A second selection of the aux tank would then result in a vapourisation free flow. Worked for me 2000 hrs plus in the tropics.
A second selection of the aux tank would then result in a vapourisation free flow. Worked for me 2000 hrs plus in the tropics.
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"GUP2" also just as a point of interest here re C310. The U/C legs are long, (like a certain Aussie well known gal
) That being the case they are prone to some excess wear. Keep a close eye on the torque links, scissor links etc when doing a pre flight inspection. I used to work on planes some years ago now & often saw some fairly worn U/C assemblies on C310's. The Dr will love this but the Baron/Bonanza was the strongest.
Whoops just thought of another thing too seeing as I am on a roll.
The manual gear ext is as you will know or soon find out is under the pilots seat. The crank handle can get away from you if not careful as in almost spin around at a great rate of knots on it's own. I've seen this although it was due to a fault but ya never know
And as for uglyness? Well granted the C310 did look to some degree an ungainly looking duck on the ground but in the air sleek & damn sexy unlike the Baron, just an all round 'truck', built like one too
CW.
) That being the case they are prone to some excess wear. Keep a close eye on the torque links, scissor links etc when doing a pre flight inspection. I used to work on planes some years ago now & often saw some fairly worn U/C assemblies on C310's. The Dr will love this but the Baron/Bonanza was the strongest.Whoops just thought of another thing too seeing as I am on a roll.
The manual gear ext is as you will know or soon find out is under the pilots seat. The crank handle can get away from you if not careful as in almost spin around at a great rate of knots on it's own. I've seen this although it was due to a fault but ya never know
And as for uglyness? Well granted the C310 did look to some degree an ungainly looking duck on the ground but in the air sleek & damn sexy unlike the Baron, just an all round 'truck', built like one too
CW.
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Just to add an addendum to Capt Wal's post. When doing your preflight checks, make sure the manual u/c extension handle is stowed in it's clips. If it isn't fully stowed and you select gear up you can do extensive and very expensive damage to the gears in the u/c gearbox.
Essentially there is a large centre gear with two smaller gears, one driven by an electric motor attached to the u/c selector switch and the other is driven by the manual extension hand crank. When you unlatch the manual extension handle it moves the electrically driven gear away from the centre gear and connects the hand driven gear.
When the manual extension handle is not fully extended you can get a situation where both small gears are still partially connected to the centre gear, usually by 1 - 3mm and the teeth on all of the gears can be stripped. The gears are stainless steel and very expensive.
Essentially there is a large centre gear with two smaller gears, one driven by an electric motor attached to the u/c selector switch and the other is driven by the manual extension hand crank. When you unlatch the manual extension handle it moves the electrically driven gear away from the centre gear and connects the hand driven gear.
When the manual extension handle is not fully extended you can get a situation where both small gears are still partially connected to the centre gear, usually by 1 - 3mm and the teeth on all of the gears can be stripped. The gears are stainless steel and very expensive.
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Top advice there 'Plovett'. See there's always someone who knows just that little bit more, not too hard for Capt Wally.
'Plovett' remember the Beech manual ext? Say a BE58 It too could get away from you when let go, OUCH!
CW
'Plovett' remember the Beech manual ext? Say a BE58 It too could get away from you when let go, OUCH!
CW
