Cessna 310

Overview

The Cessna 310R is the final iteration of Cessna’s flagship light twin, built between 1975 and 1981. It carries a lengthened nose compared with the earlier 310Q, holding a dedicated baggage compartment that supplements cabin and wing-locker storage. The R-model is the most populous and most-supported variant of the 310 line, and is the configuration most often considered by owner-operators today.

The airframe sits at the upper end of the light-twin market in performance terms. Two Continental IO-520-M engines, fuel-injected and rated at 285 horsepower each, drive constant-speed McCauley propellers. Maximum takeoff weight is 5,500 pounds against a useful load of approximately 2,100 pounds. Standard fuel capacity is 102 usable gallons in the main wing-tip Stabila-Tip tanks, with optional auxiliary and wing-locker fuel bringing total capacity to as much as 184 gallons in well-equipped airframes.

Performance is the 310R’s defining characteristic. Pilots and the type literature consistently describe it as a 190 KTAS airplane at 75 percent power on roughly 30 gallons per hour combined; lean-of-peak operations reduce burn to 26 to 27 GPH at the cost of approximately 15 knots. Single-engine performance is competitive for the class: a 370-fpm initial climb at sea level and a service ceiling well above pattern altitude on one engine give the airplane more margin than older light twins of similar size, though density-altitude planning still matters.

The type is widely regarded as a pilot’s airplane. The wing-tip tank geometry concentrates roll inertia outboard, which makes the airframe stable in cruise but unforgiving of sloppy handling near the runway. Owner reports consistently note that the 310R rewards energy-management discipline on approach. The aircraft fits a buyer who wants 1970s-era ramp presence, six seats, and genuine cross-country speed, and who is prepared to absorb the maintenance cost of two large-displacement Continentals on a 1,700-hour TBO.

Key Features for GA Buyers

• 190 KTAS cruise at 75 percent power. Faster than most contemporary light twins and many modern high-performance singles in trip-time terms.
• Six-place cabin with dedicated nose baggage compartment. The R-model’s lengthened nose carries 350 pounds of baggage independently of the cabin and wing-locker storage.
• Fuel system flexibility. Standard 102-gallon mains plus optional auxiliary and wing-locker tanks support extended-range missions.
• Continental IO-520-M powerplants. 285 horsepower per side, 1,700-hour published TBO, broadly supported across the Continental overhaul network.
• Stabila-Tip tip tanks. Wing-tip fuel storage produces a stabilizing dihedral effect that suits the airframe to instrument flight.
• Robust landing gear. The trailing-link main gear is designed for repeated heavy-weight operations and is a recognized strong point of the type.

Trade-offs

• High-roll-inertia handling near the runway. The tip tanks produce sluggish roll response in the landing configuration; inattentive flare technique can produce wing-rocking that intermediate pilots find unsettling.
• Combined fuel burn near 30 GPH at 75 percent. Cost-per-mile is high compared with turbine singles or modern composite twins.
• Continental IO-520-M overhaul exposure. Two engines each producing 285 horsepower at 2,700 rpm represent a meaningful share of operating cost; field-overhaul market values for the pair routinely exceed several years of fuel cost.
• Fuel-system management. Mains, auxiliaries, and wing-locker tanks each have crossfeed rules and unusable-fuel limitations; pilots transitioning from simpler types require recurrent training.
• No turbocharging on the standard 310R. True airspeed and useful load degrade above 12,000 feet; the T310R turbocharged sibling addresses this but is a separate maintenance and acquisition conversation.
• Insurance complexity for low-multi pilots. Underwriter minimum requirements for the 310 step up sharply versus a single, and quotes for low-time multi pilots routinely exceed those for high-time pilots by a factor of two or more.
• Parts availability for R-specific systems. Most maintenance items are shared across the 310 line, but certain R-only avionics, panel, and electrical components are increasingly sourced through salvage operations.

See Also

• Piper Aztec – contemporary Piper six-place piston twin and direct competitor. Compare
• Beech 58 Baron – Beechcraft’s six-place piston twin with comparable performance and arguably better handling. Compare
• Piper PA-34 Seneca – Piper’s lighter, more economical alternative in the same class. Compare
• Cessna 340A – Cessna’s pressurized step-up from the 310 with similar ramp profile. Compare
• Piper Navajo – cabin-class step-up from any of the six-place light twins. Compare