Following a substantial airframe overhaul that saw the Cessna 310 out of action for the past twelve months, HARS President Mr Bob Delahunty undertook the 310’s first post maintenance flight last weekend. Clear skies and beautiful weather provided for a spectacular test flight which was followed by numerous additional flights by HARS members. A big thank you to the Flynn family for their ongoing support and patronage and to AMC who have successfully undertaken the quality maintenance work on Father Jeremy Flynn’s 310. Great work guys!
The Cessna 310 was the first twin-engine aircraft design from Cessna to enter production after World War 2. The first Cessna 310 flew on 3 January 1953 with deliveries starting in late 1954.
The sleek modern lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks in early models. In 1964 the engine exhaust was changed to flow under the wing instead of the augmentor tubes which were considered to be noisy.
Typical of Cessna model naming conventions, a letter was added after the model number to identify changes to the original design over the years. The first significant upgrade to the 310 series was the 310C in 1959, which introduced more powerful 195kW (260 hp) Continental IO-470-D engines. Production of the Cessna 310 series ended in 1980, the final version being the 310R and T310R.
The Cessna 310 was a common charter aircraft for the many air taxi firms that sprang up in the general aviation boom that followed World War 2. The advantages of the Cessna 310 over its contempories, such as the Piper Aztec, were speed, operating costs and the after market modifications such as the Robertson STOL kits which made it popular world wide for its bush flying characteristics. It could access short fields while at the same time carry a large useful load of 2,000 lbs or more at high speeds for a twin engine piston aircraft.
Cessna 310 VH-REK was manufactured in 1956 and was the first of its kind to be flown to Australia in 1958. It was initially purchased by the CSIRO for the purpose of cloud seeding experiments. It was subsequently sold into general aviation. In this capacity, the aircraft spent nearly seven years in New Guinea being flown by a Catholic Priest, the late Father JGA Flynn, before being finally relocated at Bankstown.
This aircraft was extensively rebuilt in 1994 and acquired by HARS in late 1996. Since then, an extensive overhaul of all systems, particularly electrical and radio has been carried out by the Society. The aircraft is now in excellent flying condition. The aircraft is equipped with Instrument Flight Rules (IFR capability). The Cessna 310 is now operating in the Society’s pilot training and recency programs.
Length 9.7 m | 23 ft 11 in
Wing Span 11.2 m | 36 ft 11 in
Height 3.3 m | 10 ft 8 in
Maximum Take Off Weight 2,495 kg | 5,500 lbs
Empty Weight 1,518 kg | 3,347 lbs
Maximum Speed 383 km/h | 283 mph
Range 2,668 km | 1,440 mls
2 Continental IO-470-M flat-6 piston engines
Power (each engine) 179 kW | 240 hp
The T-41 Mescalero is the military version of the popular Cessna 172 and was used by the United States Air Force and the United States Army as a pilot training aircraft. In 1964, the Air Force decided to use the off-the-shelf Cessna 172 as a preliminary flight screener for pilot candidates and ordered 237 from Cessna. The T-41 trainer is equipped with avionics and other equipment consistent with military missions. A total of 855 T-41 aircraft were built. The Air Force began replacing the T-41 in 1993.
The T-41A model was used by Air Training Command for preliminary flight screening of Air Force pilot candidates before their entry into undergraduate pilot training. Beginning in August 1965 the propeller-driven Cessna T-41 Mescalero provided 30 hours of what was, for many pilots, their first military flying experience.
A more powerful version, designated T-41C, is used for cadet flight training at the United States Air Force Academy. The Air Force Academy acquired the T-41C in 1968 for use in its pilot indoctrination program. The T-41Cs, unlike the T-41As with the old 145hp engine, are fitted with a larger 210hp engine. The T-41C can best be described as a C-172 on steroids and is only slightly different than the T-41D which also incorporates a variable pitch propeller.
All versions of the T-41 have fixed landing gear. This plane has brute power and it takes a few flights to really get used to it when coming from smaller planes, but once it is mastered, flying this aircraft is a great time. It takes a lot of right rudder to keep a T-41 level in stalls. The excess P-factor and torque make the use of rudder imperative on the takeoff and climb. The nose is so high that the only thing that can be seen out the front window is sky, so the pilot must get used to looking at the wingtips out the side windows to check pitch and bank angle.
T-41 VH-ENY was donated to HARS by the United States Air Force. Once fully restored it will be used as a training and general liaison aircraft by the Society.
Length 8.21 m | 26.92 ft
Wing Span 10.92ms | 35.83 ft
Height 2.69 m | 8.83 ft
Empty Weight 618 kg | 1,363 lbs
Loaded 1,043 kg | 2,300 lbs
Maximum Speed 232 km/h | 144 mph
Combat Range 1,158.7 kms | 720 miles
Rate Of Climb 268 m/min | 880 ft/min
Service Ceiling 5,180 m | 17,000 ft
Power Plant One Continental IO-360-D (C variant)
Power 160 kW 210 hp