But there are things to be careful of when considering a 310. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. In practical terms, the wingtip tanks cannot be used to their full volume: topping them up until the caps lead to fuel being vented out during take-off due to the pressure in the tanks. Cessna has a kit available to retrofit earlier airplanes. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. The manual states a Cessna 310R requires 1790 ft to land with a 50 ft obstacle clearance, while take-off in similar conditions takes 1700 ft. For comparison, a Beech Model 58 Baron needs 2498 ft to make the same landing and 2100 ft for the take-off. Turbo single-engine performance is even more impressive: from 390 to 440 FPM-thats up in turboprop territory, and very impressive for a piston twin. PerformanceThis is a strong point of the 310. This disruption was not the end of the Model 310, however. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. Experienced owners report that its easily damped with proper technique, however. The aircrafts service ceiling remained the same: 20000 ft for standard models and 25000 ft for units fitted with turbocharged versions of the O-470 or O-520 engines. Cessna didn't stop there. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. All parts are stored in modern warehousing, to preserve their quality. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. Its not unusual for the actual fuel capacity of a bladder and the capacity written in the owners manual or the aircraft flight manual (AFM) to differ. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. } The latest is a 1976 T-310, purchased new. Cessna 310 - Aviation Consumer
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