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Maybe indicate that this info pertains to a normally aspirated aircraft. Turbos are a different breed of cat. Don't do what is described here in a turbo charged aircraft. Mike Bush is obviously a wealth of information, however, I learned to operate lean of peak years ago at George Braly's Advanced Pilot Seminar.

That's what I have always done in my Mooney. Stay out of the Cessna's space, little more glide, don't have to worry about a lot of airspace, natural air conditioning in the summer. But can be extra cold in winter. The IO-360 doesn't put out a lot of usable heat. But I have blankets, external seat heaters, and dual electrical outlets.

Hi Jason would it be possible to connect ..wanted to get your advice on 310

Hello, Many thanks for all your great videos. Is it possible to get a copy of your C310 Checklist?

Aww man. I wanted vending machine porn! lol 😂

Good video job !

Many thanks Jason ! thumbs up

(An old Airbus 'driver's' advice). WRT to the point: "Use an autopilot." Be Aware of the double 'jeopardy' inherent in this practice. Complex Autoflight control systems require constant use and review to stay competent -- which can easily lead to an erosion of our very perishable hand-flying skills. When the AFS glitches, or we just get confused using it(!) our only backup plan is to have excellent, current manual flight skills! Do not neglect either one in your quest to stay current on the plane.

So, in summary you like to operate at a power setting outside the red fin/box. I fly a lot of short hops & typically operate below 65%; the extra fuel burn for short trips is not worth it.

just take it to TAS they'll get it fixed up right

After completing the side brace mod, the upper wing skins right above them tend to crack too so that’s another good thing to check

Super useful especially with the "I'll call you back in 20 minutes". Usually I've done it with the engine running and at the ramp, and they give me an clearance void if not off by xxxxZ, time now xxxyyZ, like 10 minutes to be ready.

Pretty much made this same routing when a friend in Ingleside, Texas bought a Cessna 401, but he only had a private license single engine land. He called me in Fort Worth and asked me if I would go get it for him. I went up to Montrose and was surprised when I saw the plane as it had a new paint job, panel and brand new turbo engines. The plane preformed great. I went a little different then you did...more to the East and went right over the top of Alamosa at 17.5 to Raton, New Mexico and then went down to 11.5 and right next to the old volcano while setting up to make a stop in Amarillo. I was hungry and had to whizz, so it is time to find a spot. The 401 surprised me and did great as the turbos were doing what they were suppose to do. Left Amarillo and up to 9.5 to Oak Grove airport in Burleson, Texas to go home for the night. Got up the next morning and went to Port Aransas as my buddy was the air port operator. he had about 250 hours in a single and I worked with him for 10 days to the point that I felt warm and fuzzy for him to take his multi. He passed with flying colors. My friend passed away a few years ago and his wife asked me how to sell the plane and I got her in contact with a friend who is an airplane broker and sold the plane for the asking price. Been in a 310 a few times with friends and I sure do like them but for now, I will stay with my T210.

I like this product but I am unsure how realistic its stall and spin characteristics are. I tried to spin this thing many times but I could never manage to do so. Stalled it with full rudder deflection into the spin but no luck. I've never flown a 310 real world, so I can't speak to that. I however have hundreds of total hours in real life in 172, 182, 206, and M20J. Maybe someone can enlighten me here.

Very nice! I worked in a part 145 overhaul shop on these. A&P/IA

thank you, do you have the desc and landing tutorial?

Here I am again looking at things I can't afford.

Gr8 flight insights bro...

So flying is a rich mans sport!

Landing gear components have always looked far too spindly to me, for the stresses they need to accommodate. And then toss in the occasional side load stresses. GA planes look especially spindly, but even on warbirds they don’t seem able to work as well as they do. And work well, they do! At any rate, you’re shattering my dream of owning the rakish 310 - even as an A&P. Suddenly the 140 or 170 seems so much more appealing :) This was a really good episode. And did I hear you correctly that you came up with the animation using PowerPoint? I guess I didn’t really know you could simulate motion in that program. Anyway, yours was quite good - it visually got your points across and that’s what matters. But I also think you did well with it. Nice work, Jason, and thank you for pointing out the Twin Cessna Flyer sight. I already got sucked into a few of the articles by owners and the costs of the parts and repairs they’ve had to pay. Ugh, depressing!

I’m in the 310 “wish” market. Some day.

up lock hooks are for holding the gear solid during plus and minus g loading to keep strain off the push pull and twisting torque tubes while at high speed cruse

How about a video on RPMs the effect of using a lower RPM vs high RPM

Can you help me locate a particular 310 crash? Chuck was a friend but I forget his last name. He was flying between Temple bar Arizona and back home to Van Nuys when he crashed during a winter storm into the mountains north of San Fernando Valley. I think it was between 1990 and 2000. Does that sound familiar? Thank you in advance. I was his aircraft mechanic back in the late 70s on his flying flying machine.

Thanks that was very helpful

If you get into mountains with strong winds, you sometimes need jet engines to avoid being slammed into a mountain. I can easily imagine a pilot who is heavily loaded or non turbocharged meeting his demise this way. To avoid it you need a large margin of caution. It would make a pilot look like a dummy crashing a perfectly good plane with cfit.

Very good video

Question, What is the gauge to the right if moving GPS map that displays a plane with a moving red dot rotating around a plane? Is that some type of traffic advisory gauge? Or fuel indicator gauge

Excellent Review from a practical perspective. Lovely airplane did my Com+ IF in it years ago, nowadays EFIS appr plates on the ipad and VG's on the wings must be a dream to fly, Stay safe !

Total flight time?

The 310 is old technology that needs regular upgrades, seriously.

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Nice job, bought my '66k in October & you're right, one expense after the other; but I sure enjoy flying her (fast) around TX. In the shop now for fuel selectors. But at the cost of 2/3 of a single it was hard to pass up.

Thank you Jason. You helped enlighten me on the airframe issues. I can see how those engine support beams are critical to maintain, as well as the engine support mounts that attach to the beams. Both carry much load and likely experience high cycle metal fatigue. Because of potential stress corrosion cracking and high cycle metal fatigue the engine support beams would need to be inspected at every annual at least. Solutions to these problems exist, if the FAA would allow them. As a structural engineer (stress analyst) , I would be thinking of ways to minimize or eliminate those potential problems. On the landing gear, replacing the torque tube with one having a thicker wall would reduce the torsional stress. That is not a major change in the original design, since just the inner diameter of the tube would be affected; but adding sufficient thickness could reduce the stress below the threshold for accumulating fatigue damage and reduce the stress peaks, resulting in infinite life. Would the FAA allow that? If you would like to discuss, contact me at markd@dunbareng.com. I would enjoy trying to solve some of the chronic 310 problems, as a 310 enthusiast. The 310 line was designed before much advancement in stress analysis of aero-structures was developed. I have several years of Space Shuttle engine experience.

So true..

Gravity coupled with no flying.

Good stuff, looks like Jim in the sim with you

Noooooooooooo

Hello Jason, impressive presentation very accurate based on your research into the subject matter as far as the stall spin accidents can be summed up by saying most like twin engines when one engine fails. The remaining engine will only take you to the scene of the accident if you don’t roll it over on its back along the way.

I would actually buy that book

fantastic, Thank you

How about used Baron B-58 -vs- new Cirrus SR-22?

I’m interested in talking with you about buying a 310. How can I get ahold of you?

I appreciate your attention to detail when it comes to keeping track of money. Honestly, it’s frightening since I have been shopping for 310s for a long time. I never keep track of my spending on my Mooney. If something breaks I just fix it. If it needs fuel, I top it off. Being 9yrs from retirement myself, I also know that I cannot afford a 310 when the cash flow slows down. So maybe I should be looking more into experimental aircraft and give up the multi engine dream.

All you have to due is run fuel test verse time for that a/,c; log it.every airplane is different; just be consistent with pwr settings you normally use.i aways land with hr flt time in my tanks,ues told card.

Very informative. Thank you. Use to fly the Cessna 152 nd 172's myself. I love the plane cant wait to fly it.

Grapevine says over 65% of GA pilots over 60 are flying on expired or no medical and some how getting their buddy/CFI's to sign them off with no flight or doc check like so often in the 60's through 2009 and those CFI's should be found and credentials yanked. Same for AME Drs, 3x and lose your med license.. $$$ is no excuse. Stop drinking so much alcohol, smoking, eating junk, buying fancy cars, theres lots of things one can do to have the $ to stay on top and be not just current but proficient and safe too. No excuses. If the plane in the hangar or tiedown doesnt move in 60 days, you either sell it or use it or as many smaller Class D arpts are doing, collecting planes that dont move for a few yrs, and selling at silent auction, if owner doesnt respond and hangar checks abd log book check verified with flight software to see if planes have flown in last 60-90 days and if NO, vacate hangar. No plane in hangar or tie down??, vacate property. This needs to happen. Its high time GA avaiation waa cleaned up. Many arpts look trashy. Take out trash and it'll get better.

I hear GA pilots had better step it up on safety, awareness, training, etc or else the politicians are going to step in and do it for us with lots of new insane regs/rules. I believe after the Piper twin Comanche crash just 5 sec after TO could have been prevented. The 69 yr old pilot walked away but he should probably not fly. He lost his left engine and veered left over trees and made first contact with the ground when he had a open field amd no obstacles straight ahead on rwy heading. This is loss of control vmc engine out and training for this is done ONCE while earning the multi engine add-on. Seems many multi pilots forget how to treat an engine out and do not maintain directional control. Which ever engine quits if you dont have time to do your "indentify, verify, feather" you'll know because it'll pull to one side like a flat tire and it will require brisk full power on opposite engine and possibly full opposite rudder to the floor boards. Problem is once you have your multi add, you never get checked or evaluated again on multi flying anymore and that MUST change!. If you just have a private with multu add you need to keep your single and multi current, no excuses. The BFR/ aka FR are normally every 24 calendar months, that needs to be reduced or include a actual (mini checkride)- evaluation on a pass/fail and said license held up until a pass recieved, and the IPC instrument check needs to be done by a FAA examiner, not a CFi, and the 3 take offs & landings every 90 days needs to be 6-9 take off & landings every 45 days and if you have a multi add, use a multi to mert thst qual as well, every 60 days. There needs to be advanced weather taught to all too. And third class medicals for everyone under 45 every 3 yrs and over 50 every 1 yr and over 65 every 10 months. 2nd and 1st class are already good enough. Maybe those 45 to 65 should stick to 2nd class med standards. But either way folks, if the community doesnt step up, political override will come and it will hurt everyone. The heads of the FAA, NTSB, need to hace a aviation background either as pilots or operations, no excuses, and screw your politics, politics is the poison destroying the world, leave it at home or stay OUT of avaition.

If your a flatland pilot (non mountains), even on a warm day, no reason a maintained small twin can maintain at least 250 ft/min VMC. And many older pilots (65+) flying twins, should be with a second pilot/friend no matter the skills/hours/background.

Hi Jason, thanks for this video. I'm an airline pilot getting back into GA again. I'll be flying a 310R and was wondering if you produced that checklist yourself or is it available online somewhere? I'd love to get a copy. Thanks again.