Cessna P310 Twin Training

flyguy969

flyguy969

Well-Known Member
My flight school is going to be getting a Cessna p310. Can anyone give me an idea how the training is in this aircraft. Also, is this a reliable plane? Any quirks or stuff like that.I just want to prepare myself as much as I can before I get into it.
Thanx!!
 
P310 or 310P?

I'd assume 310P. I flew a turbo 310Q a little, with a Robertson STOL kit. Other than my 6'2" frame and long legs not getting along well with the bottom of the instrument panel and yoke, it was a very fun airplane to fly. Very very easy to land. Wait 'til you take it to the buffet before a stall. With the STOL kit, it was a cinch to operate in and out of a 2300' runway. My only minor complaint was the tip tanks give it a tendency to yaw excessively in wind gusts and the janitrol heater might as well have been permanently mounted to the shop bench.
 
All my twin time is in 310's, they are sweet airplanes! When it comes to reliability, well, like anything else its only as reliable as the MX allows it to be. They are tanks on the ground and dream to fly in the air, when those mains touch she's going to sit and make your job a lot easier than it is in most singles. If its one of the old models with the tuna-tanks you'll really get a firm grasp on how to ride out turbulence because when that fuel gets to sloshing around in those tanks the only way to stop the dutch rolling is to land. The ones wearing the flying tanks are a little better but they're still prone to it. I love flying 310s and its been far too long since I have.
 
Chieftain's rock it! But let me tell you from experience, you don't want to be flying one at 200 hours.
 
Also, if someone hasn't said it yet, be carefull about sideloading the gear. The ger on the 310 is really long it can collapsed if it is sideloaded way too hard.
 
Awesome sounds like this will be a cool twin to learn in. That was one of my biggest concerns but it sounds like that will not be a problem. Thank s for everyones comments!:)
 
The 310 was a blast to fly, and has alot of power.
I flew it for my initial multi training, and to get my Commercial Multi.
Yes the fuel flows are higher, so i guess that may come into effect if you are renting the aircraft on a dry rate. When i went through my training, it was at a mom&pop flight school where you paid a flat rate for the multi course (about 10 hrs + checkride).
Learned alot in the plane, and the single engine performance definitly beats the Seminoles & Seneca's i've flown since then.
 
Counselor said:
Any thoughts on a fresh PPL doing instrument and commercial training in a 310 instead of 172?
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If you aren't pressed for cash, I'd say do it. I think any advanced training (hell, any training) is money well spent.

Just realize it will take you much longer to finish both the instrument and commercial. Also, unless it is a part 141 program, you'll still need to get some PIC XC done some how. You won't be soloing a 310 (insurance) so plan on spending the 50 hours in the skyhawk anyway. Try to do 20-30 hours solo and another 20-30 with a CFII doing IFR Cross countries..then when you do the stuff in the 310 it'll be easier with the exception of the speed, complexity, single engine procedures, watching the power, etc.

It's going to be tough, but do-able. IMHO, if you have the money, it can be worth it.

-mini
 
I have heard a few comments about the fuel system. What makes it so bad? Is it unsafe or does it fail? Obviously it is not efficient fuel wise but why? I am excited to fly it for my multi add on as the plane seems to be a good trainer:):):):):)
 
flyguy969 said:
I have heard a few comments about the fuel system. What makes it so bad? Is it unsafe or does it fail? Obviously it is not efficient fuel wise but why? I am excited to fly it for my multi add on as the plane seems to be a good trainer:):):):):)
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The fuel system has a few quirks, but it isn't partculary complicated.

The main tanks are on the wingtips, and the aux tanks are in the wing. Which is backwards from what most people (especially line men fueling the plane) assume.

You must run off the mains for an hour before running off the aux tanks. If you don't the returned fuel from the engine is pumped to the already full mains and then overboard.

That's about it.
 
Fun airplanes to fly. I've probably got 800+ hours in the Q and R models.

Biggest thing is the fuel system. If i remember right there can be up to six tanks in the plane that you have to choose from. If you switch to early the extra gas(gas that gets sent to the engine isn't used and returned to fuel tanks) Always ges sent back to the main(TIP) tank. If you've got a full tip tank and are feeding off one of the AUX's then youll end up pumping fuel overboard.

Landing gear needs constant adjustment and can be easy to break especially if you have a habit of doing full stall landings and dropping the plane on the runway.

Theyre fast and fun depending on the plane. We had one Q model that wouldnt go over 150KIAS if you were empty but had a few R models with good engines that hadn't been to beat up that would do 200+KIAS on a nice fall day.

The heaters work well when they work but are easy to overheat and can cause fires if you dont shut em down a couple minutes before you land. In fact they work so well that I used to warm up my breakfast sandwhiches on the dash heater and itd melt the cheese!


The biggest thing is that its a fast airplane. Spend tons of time in the plane before you ever get in the air memorizing where switches are..thisll save you hundreds of bucks.
 
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