Great presentation Ron, always enjoy your knowledge + style. Nice 310. One of my good friends died (along w/1 pax) in his C310 (N101G) in October 2020. It was a tragic classic VMC rollover out of North Las Vegas, southwest of KLAS, en route to Henderson. Bob was a great pilot, and even a ME-I. So, just a bad day for him (and those who were friends with Bob), after a bad engine and OEI.
When I got my airplane, I took it to a very well known Twin Cessna shop. I was very disappointed when I got it back and found my airplane riddled with hail with no recourse from the shop that left it outside for a month while waiting for parts. I’m sorry you are going through it with your airplane.
That could be awkward. Many shops have room only for what is actively being worked on at the moment, simply no space for anything else. Is that the case?
Fellow twin owner with fully utilized hangar here, thanks for the show and tell. I’m 3 months into my annual. My second one since I bought it. Owner assist of course. Just waiting for parts and more parts for an old plane with too many owners. I’m not supposed to say, but my Baron thinks your 310 is kinda sexy. Love the yaw string
Very nice to see your thorough preflight, checklist discipline, and post annual maintenance flight. Had a three month+ annual on my Baron a couple years ago...and issues following. Can be frustrating and always expensive but no substitute for keeping her in good shape. Hang in there sir. This too shall pass.
Yikes, hopefully the repairs don’t get too complicated. It makes me feel fortunate that I don’t have to pay for the twin engines at our flight school that constantly break down. Besides the fact, I really enjoyed this type of video you put out, and I especially am grateful that you kept the cockpit volume up so we could hear those beautiful engines. Thanks Ron!
Hi Ron-- C310D guy here---9 Types --G1 to MD 80--- Please chock wheels or set brakes before disconnecting tug, especially if a little windy. Corporate guy here from MKE, ORD, MDW, PWK. Enjoy your 121 stories.
Very nice aircraft, great vid once again. I can’t help but wonder if there is “ a better way “ on the alternator exposure. A screen ? I suppose it’s no issue but it makes me un easy…..
That is a pretty airplane! As a former Army helicopter crew chief, on post maintenance test flights we always expected something to go wrong and we were usually not disappointed.
Beautiful airplane, and the hanger is spacious, well organized, and clean. My father had a Stinson 108-3 Station Wagon, and we knew many pilots. If we wanted to know how well an owner maintained his airplane, we looked at his hanger.
Ron, I hope the necessary remediation work on the 310 highlighted by the test flight doesn't leave you out of pocket. Always a tricky area as to who pays!
Checking the gear rigging to see whether anything has worn or broken by verifying the overcenter link and the down lock tensions is not re-rigging every year. If something has changed it is a good idea to find out why and correct it. Only if an adjustment is necessary would all subsequent adjustments "down stream" need to be checked and adjusted, as it is a cascade system. Perhaps your shop lacks the experience to know the difference. Also I don't know why you call this system Mickey Mouse. Cessna used this design on 310's from 1955 thru 1982 and on 340's. Gear failures, which gave this system a bad reputation, were from lack of maintenance. Doing just a gear swing year after year during annual isn't going to reveal a problem but unfortunately this was the plight of many 310's. As you've pointed out, high speed taxi turns are not a good idea in a 310, even the later models, because this can cause stress cracks in the rib and wing skin above the upper side brace attachment point. If something bends or cracks as a result, then insufficient tension, required to keep the side braces firmly over center won't be present and a collapse can occur.
Sorry to hear this, the one thing I am not looking forward to once I am able to buy my own plane is the annual. I've heard horror stories from other guys at my flying club.
Vans RVs are built by people of all backgrounds. It's not really mechanical. The engine arrives already assembled. And there are EAA chapters with dozens of members who have the expertise to help out. I suggest Rans (E.g. S-21 Outbound). Or maybe Zenith (CH-750) for simplicity and ease of construction. Also, Carbon Cubs with builder assist are also straight forward. Either option will have a complete airplane in under 1,000hrs which do not require "annual" inspections. Saving $5,000+/- per year for the rest of your life.
You can get any sized or shaped seal remanufacturered. There are companies that service hydraulic componants, that can remake a seal for you. They need an example, and the type of elastomer, which depends on the exposure to oils, or fuels or coolant. The cost is in making the die (turning a round die is not expensive)
True, but airplanes and certifications are… a thing - or money grab, however one may see it. I wouldn’t be surprised if this seal _must_ be a tracked item. Meaning that it’s original, certified and its whole logistics are registered - including the fitting process. Of course, it could be fixed off record even by a certified tech, but neither the tech nor the owner wants to risk career nor aircraft value - it drops like a ston… eh, like an airplane with an inflight emergency… 😅
Loved the circuits and landings! Too bad about the mechanical issues including having to get a whole new alternator for $2000. That's about 4 or 5 times the cost of a Toyota Camry replacement alternator but I guess it isn't a valid comparison really.😂
One might consider your C-310 post-annual flight test as a success; in that you uncovered the problems which showed up without impacting the aircraft at all. And that is one of the possible outcomes of any test flight.
Ron, the T310R being a faster airplane than a Cessna 150, how fast can you legally accomplish the three touch and goes and a full stop? How much flying time?
That T-38 tshirt looks good on you Ron. I’m going to order one. Could you tell during the flight you had a couple of poor spark plugs? Or purely from the engine management data post flight?
Well, at the higher rpms the data looks good. Only at idle does the drop out occur. Can't say I could really notice it other than looking at the data though.
Hope / best wishes for Mr. Rogers the fix is simple (& relatively inexpensive..). Curious how long aviation fuel stays stable (before it starts breaking down and causes feed / flow issues)? Have a similar (earthly..) concern with my car not being driven much recently. Know I need to go on a long drive just to burn up gas that's been sitting in the tank.
Aviation fuel is very stable since aircraft can sit awhile. I use it in some tugs etc since they sit awhile. Car gas is not stable at all in comparison.
100LL has no Ethanol. Which has a tendency to draw moisture from the atmosphere. You may be able to find 87 "clear gas" in WY, CO. Or REC-90 in Michigan. No alcohol, made for power sports that sit, like boats and ATVs. Or mowers. 100LL also has a far lower vapor pressure. This means it wont lose as much of its lighter hydrocarbons as gas vapor. This is due to being more refined at lower pressure and higher heat at the refinery. Which flashes off additional volatile elements. Making the fuel more stable under sun heating the fuel tank, (wing) etc. It also has Tetraethyl Lead for octane booster. Which is far more stable and long lasting than other additives. One fuel that is better, is 100% octane. It is even more stable and has 100 octane. Because that is the standard.
The string on the nose cowling is to show you wind, crosswinds right ? The crosswind would have to be relatively significant to push the string while in slipstream and that’s what it’s for yes ? No ?
Not at all, no. Yaw string is for showing if you're flying coordinated or not. It serves the same purpose as "the ball", but is IMHO far more useful out on the windshield.
All aircraft not having a propeller in front of the windshield, should be equipped with a yaw-string. The best way to avoid untimely departure from life is to not fly uncoordinated with back pressure on the yoke. (Or nose-up trim). You can survive a stall. You can't survive a low-altitude stall with yaw.
Ron I owned a 1981 PT210 and let me tell you, I had a couple of annuals (in San Antonio I must say) that were... Let's just say sub-optimal. One was a wastegate issue. Replaced it with a new one, failed to properly install it, and it almost made me overboost the engine. Only because (like you and most other good pilots) I pay CLOSE attention to things post maintenance and having a LOT of Turbo experience with an 8 sec Buick V-6, did I keep from grenading that engine. Another was a very insidious hairline crack on the #3 cylinder that was fun and expensive to repair. (/sarcasm). I can totally relate to waiting that long and spending all that $$$ to have less than expected results...
Great looking T310! Good job taking such good care of her!
Thanks 👍
Great presentation Ron, always enjoy your knowledge + style. Nice 310. One of my good friends died (along w/1 pax) in his C310 (N101G) in October 2020. It was a tragic classic VMC rollover out of North Las Vegas, southwest of KLAS, en route to Henderson. Bob was a great pilot, and even a ME-I. So, just a bad day for him (and those who were friends with Bob), after a bad engine and OEI.
When I got my airplane, I took it to a very well known Twin Cessna shop. I was very disappointed when I got it back and found my airplane riddled with hail with no recourse from the shop that left it outside for a month while waiting for parts. I’m sorry you are going through it with your airplane.
😞
That could be awkward. Many shops have room only for what is actively being worked on at the moment, simply no space for anything else. Is that the case?
I agree on the ice thing. Even with boots, if before leaving the ground I knew I would be getting into ice, I would just stay on the ground.
Fellow twin owner with fully utilized hangar here, thanks for the show and tell. I’m 3 months into my annual. My second one since I bought it. Owner assist of course. Just waiting for parts and more parts for an old plane with too many owners. I’m not supposed to say, but my Baron thinks your 310 is kinda sexy. Love the yaw string
Wow, your 310 is super clean. Looks like you really take very good care of her! I like that! Super clean wiring and set up on the alternators. 👍🏻👍🏻👍🏻
Thanks 👍
Very nice to see your thorough preflight, checklist discipline, and post annual maintenance flight. Had a three month+ annual on my Baron a couple years ago...and issues following. Can be frustrating and always expensive but no substitute for keeping her in good shape. Hang in there sir. This too shall pass.
Thanks for sharing!
Yikes, hopefully the repairs don’t get too complicated.
It makes me feel fortunate that I don’t have to pay for the twin engines at our flight school that constantly break down.
Besides the fact, I really enjoyed this type of video you put out, and I especially am grateful that you kept the cockpit volume up so we could hear those beautiful engines. Thanks Ron!
You and me both!
Hi Ron-- C310D guy here---9 Types --G1 to MD 80--- Please chock wheels or set brakes before disconnecting tug, especially if a little windy. Corporate guy here from MKE, ORD, MDW, PWK. Enjoy your 121 stories.
Not a pilot but did briefly clench things thinking 'was this flight disappointing because the plane just rolled itself back into the hangar?'
@@ianchard for sure---- the wind working the tail is like two guys pushing the AC into whatever is in the way
But, I digress
Has to be one of the cleanest 310's on TH-cam!
Yes it is! Thanks!
always thought the 310 was the most beautiful looking GA plane. looks like a super model just sitting there !!
I agree!
Very nice aircraft, great vid once again. I can’t help but wonder if there is “ a better way “ on the alternator exposure. A screen ? I suppose it’s no issue but it makes me un easy…..
That is a pretty airplane! As a former Army helicopter crew chief, on post maintenance test flights we always expected something to go wrong and we were usually not disappointed.
Beautiful airplane, and the hanger is spacious, well organized, and clean.
My father had a Stinson 108-3 Station Wagon, and we knew many pilots. If we wanted to know how well an owner maintained his airplane, we looked at his hanger.
Ron, I hope the necessary remediation work on the 310 highlighted by the test flight doesn't leave you out of pocket. Always a tricky area as to who pays!
The shop has always taken very good care of me.
Checking the gear rigging to see whether anything has worn or broken by verifying the overcenter link and the down lock tensions is not re-rigging every year. If something has changed it is a good idea to find out why and correct it. Only if an adjustment is necessary would all subsequent adjustments "down stream" need to be checked and adjusted, as it is a cascade system. Perhaps your shop lacks the experience to know the difference. Also I don't know why you call this system Mickey Mouse. Cessna used this design on 310's from 1955 thru 1982 and on 340's. Gear failures, which gave this system a bad reputation, were from lack of maintenance. Doing just a gear swing year after year during annual isn't going to reveal a problem but unfortunately this was the plight of many 310's. As you've pointed out, high speed taxi turns are not a good idea in a 310, even the later models, because this can cause stress cracks in the rib and wing skin above the upper side brace attachment point. If something bends or cracks as a result, then insufficient tension, required to keep the side braces firmly over center won't be present and a collapse can occur.
Sorry to hear this, the one thing I am not looking forward to once I am able to buy my own plane is the annual. I've heard horror stories from other guys at my flying club.
Build your own aircraft, do your own annual.
@@AndyRRR0791 you bring up a good point, I’m just not very mechanical inclined
Vans RVs are built by people of all backgrounds.
It's not really mechanical. The engine arrives already assembled. And there are EAA chapters with dozens of members who have the expertise to help out.
I suggest Rans (E.g. S-21 Outbound). Or maybe Zenith (CH-750) for simplicity and ease of construction. Also, Carbon Cubs with builder assist are also straight forward.
Either option will have a complete airplane in under 1,000hrs which do not require "annual" inspections. Saving $5,000+/- per year for the rest of your life.
You can get any sized or shaped seal remanufacturered.
There are companies that service hydraulic componants, that can remake a seal for you. They need an example, and the type of elastomer, which depends on the exposure to oils, or fuels or coolant. The cost is in making the die (turning a round die is not expensive)
True, but airplanes and certifications are… a thing - or money grab, however one may see it. I wouldn’t be surprised if this seal _must_ be a tracked item. Meaning that it’s original, certified and its whole logistics are registered - including the fitting process.
Of course, it could be fixed off record even by a certified tech, but neither the tech nor the owner wants to risk career nor aircraft value - it drops like a ston… eh, like an airplane with an inflight emergency… 😅
@@musiqtee Good point.
Loved the circuits and landings! Too bad about the mechanical issues including having to get a whole new alternator for $2000. That's about 4 or 5 times the cost of a Toyota Camry replacement alternator but I guess it isn't a valid comparison really.😂
During your run through of the checklist I didn't hear your call outs to the waist nor tail gunners.
I mumble a lot!🤣🤣🤣🤣
@@ronrogers mumbling is ok. It's when you argue with yourself and lose that you have to get worried.
Nice looking airplane, Ron. Ceilings look a bit low. How low was it that day? Looks like it wouldn't be long before you would be in the weather.
The view can be deceptive. I had plenty of room.
One might consider your C-310 post-annual flight test as a success; in that you uncovered the problems which showed up without impacting the aircraft at all. And that is one of the possible outcomes of any test flight.
Ron, the T310R being a faster airplane than a Cessna 150, how fast can you legally accomplish the three touch and goes and a full stop? How much flying time?
That T-38 tshirt looks good on you Ron. I’m going to order one.
Could you tell during the flight you had a couple of poor spark plugs? Or purely from the engine management data post flight?
Well, at the higher rpms the data looks good. Only at idle does the drop out occur. Can't say I could really notice it other than looking at the data though.
Hope / best wishes for Mr. Rogers the fix is simple (& relatively inexpensive..). Curious how long aviation fuel stays stable (before it starts breaking down and causes feed / flow issues)? Have a similar (earthly..) concern with my car not being driven much recently. Know I need to go on a long drive just to burn up gas that's been sitting in the tank.
Aviation fuel is very stable since aircraft can sit awhile. I use it in some tugs etc since they sit awhile. Car gas is not stable at all in comparison.
@@ronrogers tyvm..! Again best wishes sir.
100LL has no Ethanol. Which has a tendency to draw moisture from the atmosphere.
You may be able to find 87 "clear gas" in WY, CO. Or REC-90 in Michigan. No alcohol, made for power sports that sit, like boats and ATVs. Or mowers.
100LL also has a far lower vapor pressure. This means it wont lose as much of its lighter hydrocarbons as gas vapor. This is due to being more refined at lower pressure and higher heat at the refinery. Which flashes off additional volatile elements. Making the fuel more stable under sun heating the fuel tank, (wing) etc.
It also has Tetraethyl Lead for octane booster. Which is far more stable and long lasting than other additives.
One fuel that is better, is 100% octane. It is even more stable and has 100 octane. Because that is the standard.
The string on the nose cowling is to show you wind, crosswinds right ? The crosswind would have to be relatively significant to push the string while in slipstream and that’s what it’s for yes ? No ?
Not at all, no. Yaw string is for showing if you're flying coordinated or not. It serves the same purpose as "the ball", but is IMHO far more useful out on the windshield.
310 HUD. Upgrade kits have hard points.
30:10 so you got a Tomcat style yaw indicator fitted
3 months for an annual check ??????
I have had in on for a couple of years now. Harkens back to my flight test days.
Too bad you don't know an electrical engineer who could bypass the beeper on your tug, aka golf cart. LOL!
Yes, my bad🤣🤣🤣🤣. Don't want to get OSHA on my back!!
"Testing" that beeper's operation on 120vac will probably satisfy everyone. I've been pleased with the results of my beeper tests.
How much disappointment can we stand
The yaw string is for getting the best out of the thermals...?
All aircraft not having a propeller in front of the windshield, should be equipped with a yaw-string.
The best way to avoid untimely departure from life is to not fly uncoordinated with back pressure on the yoke. (Or nose-up trim).
You can survive a stall. You can't survive a low-altitude stall with yaw.
@@TheJustinJ Forward slips are not allowed...?
Engine start at 13:35 .
If you lose 1 engine you turn into the the good engine right
Bank 5 degrees into the good engine. “Raise the dead”.
Ron I owned a 1981 PT210 and let me tell you, I had a couple of annuals (in San Antonio I must say) that were... Let's just say sub-optimal. One was a wastegate issue. Replaced it with a new one, failed to properly install it, and it almost made me overboost the engine. Only because (like you and most other good pilots) I pay CLOSE attention to things post maintenance and having a LOT of Turbo experience with an 8 sec Buick V-6, did I keep from grenading that engine. Another was a very insidious hairline crack on the #3 cylinder that was fun and expensive to repair. (/sarcasm). I can totally relate to waiting that long and spending all that $$$ to have less than expected results...