Letters

50 years of the Cessna 310

The Cessna 310 article in the November issue was thoroughly enjoyable (" 50 Years of the Cessna 310"). Of particular interest was the discussion about the exhaust and augmenter tube system used to streamline the engine nacelles, creating a sleek and classy look for the early 310s. It should be mentioned that despite the benefits of this over-wing exhaust design, it has probably contributed to more than a few of these beauties ending up in the boneyard. The corrosive exhaust can wreak havoc inside the wing nacelles. In my case, the mufflers' thin skin had cracked and split open, allowing exhaust gases to eat holes in the wing skin and nacelles. Only through the generosity of a good friend who loaned me his private hangar adjacent to his grass strip, and an old-time aircraft sheet-metal craftsman, was I able to bring my 1961 Cessna 310F back from the brink of retirement. A word to the wise: Have the nacelle areas inspected thoroughly, including removal of both mufflers, before buying.

This airplane has provided more flying fulfillment and satisfaction than any previous airplane I have owned. For the patient aircraft owner who doesn't mind tinkering with the inevitable string of maintenance issues that dog 40-something-year-old airplanes, bringing one of these classics back to life can provide many years of flying enjoyment.

Harry Gottschang AOPA 1486537
South Vienna, Ohio

As a new owner of a 1977 T310R, I enjoyed your article on the Cessna 310 series very much. They are not cheap to own, but still today, almost 30 years later, deliver on the promise of personal airliner transportation for the owner-pilot-businessman (or woman).

I noticed in your article that you mentioned Larry Ball and the Cessna owners organization. Larry has been an invaluable resource — always there to answer any question. What I did not see was any mention of the need for a reputable broker. Dealing with an investment the size of a home is fraught with land mines, but a good broker ensures that your experience is surprise free. With the help of a good broker, I have a near-perfect airplane, happy relationships, and a balanced budget.

Robert Gerace AOPA 1397912
Cumming, Georgia

I had just finished fueling our Cessna 310 at Friday Harbor Airport, on San Juan Island in Washington, when another 310 landed and taxied to the ramp. The pilot hopped out and fetched a towbar from the baggage compartment. He then opened hangar doors right on the ramp and proceeded to guide his airplane to the doors as it rolled backward down the little slope of the ramp. The pilot accepted my offer to help push the airplane the rest of the way into the hangar. He then shook my hand and thanked me very much. It was then that I recognized the pilot, Ernest K. Gann. Ernie Gann lived on San Juan Island on property that was formerly a working farm. He converted the barn to a studio. To meet my favorite author this way, a fellow 310 operator, was a memorable experience I will take to my grave. Marc E. Cook's excellent article on the 310 brought this to mind.

Ralph S. Jones AOPA 909403
Atlanta, Georgia

Terrain tactics: Hard knocks

As I started reading the article " Terrain Tactics: Hard Knocks" in the November Pilot the stupidity and ignorance really grabbed me. Then I continued to read, feeling that there must be some saving grace somewhere, but still thought this guy was an inexperienced idiot. When I got to the Flagstaff, Arizona, episode I knew he was disarming the reader with the initial paragraphs. I've had the same experience at the same airport with the same results. I could just keep the vertical speed indicator on the upper edge of the zero line without stalling in my Piper Archer, and I did not know if I would clear those trees or not. (Fort Bridger, Wyoming, recalls another terrifying memory, by the way.) Then he transitioned into a totally professional jet pilot without losing the human touch or this reader. Great article with great impact (sorry).

Bob Axsom AOPA 783915
Farmington, Arkansas

Marc Henegar left out one step in his excellent article: Keep the airplane coordinated on climbout. Good rudder usage can be worth 50 to 100 feet per minute in some singles.

James Gray AOPA 1521635
Simpsonville, South Carolina

Since 1973 I have based an airplane at Crested Butte Airport (8,980 feet msl) or Gunnison Airport (7,678 feet msl) in the heart of Colorado's Rocky Mountains and flown countless times into the airports discussed in "Hard Knocks." For many years I was privileged to fly with the late Gordon "Rocky" Warren, a pioneering Colorado aviator who was featured in an FAA-sponsored film on mountain flying in the late 1970s. In mountainous terrain, pilots should always observe Rocky's cardinal rule: Never put your airplane in a position where you cannot simultaneously descend and turn around. As well, Rocky had good advice for a pilot who is uncertain whether his or her loaded airplane can safely take off from a high-altitude mountain airport on a hot day. Before loading your passengers, take off by yourself and evaluate the aircraft's performance. If the airplane uses most of the runway or climbs poorly, wait for cooler temperatures or have your passengers drive to and meet you at a lower-altitude airport with a longer runway and fewer obstructions. Rocky's students used to routinely fly solo cross-countries across the Continental Divide in a Cessna 172. So the western mountains can be flown safely, even in lower-powered airplanes, as long as one compensates for the loss in aircraft performance at high density altitudes.

David Leinsdorf AOPA 506984
Crested Butte, Colorado

Fire in flight

Your November issue's " Fire in Flight!" by Patrick Veillette was excellent. He covered all the bases, except possibly one that occurred to me after the fact. I was forced to bail out on final because of total loss of visibility from cockpit smoke, and burning legs and hands. Engine fire and failure was the problem. I was making a dead-stick attempt at an abandoned airstrip in Sicily. Fuel and switches were off. A cockpit vent opening only increased the smoke intensity. Slipping was the afterthought that could have diverted flames and smoke long enough to get on the ground.

Stanley Burchett AOPA 532180
Yorktown, Virginia

The grass menagerie

I just read your article (" Waypoints: The Grass Menagerie," November 2004 Pilot). That is one of the few times I have seen anything written about flying off pavement, in which I have a lot of experience after more than 25 years of Part 135 and 121 flying in Alaska. I'd like to share some tips with you.

Unlike most paved runways, unpaved runways often have specific areas that are most suitable to land on. They are also often short, narrow, and rutted. You must have the ability to land with full flaps, at a predetermined spot on the main landing gear at the slowest safe speed, and then gently lower the nosewheel while being able to maintain directional control. Excessive speed increases the risk of throwing rocks onto the airframe and propellers. Adding power just before touchdown on land only increases the landing distance, and it's especially unsafe when the runway is short.

Be sure the aircraft struts are inflated to the maximum extension allowable. The more the struts are inflated the greater the propeller clearance. If possible, load the airplane to ensure the center of gravity is to the aft of the envelope, which assures the maximum extension of the nose strut for propeller ground clearance.

Remove loose gravel from below the prop during preflight. Be sure there are no rocks in front of the tires that will act as chocks and make it difficult to start rolling at idle power. If the wind direction has changed from when you shut down, consider moving the plane by hand to face into the wind. The propeller creates a vortex that can suck up gravel that can be blown back into the prop if you are stationary and facing downwind. Always try to keep the airplane moving during warmup.

When taking off from any surface always try to have as much of the usable runway in front of you as possible. If you get stuck never attempt to power your way out of it. If the length or condition of the area looks questionable don't even consider it. If the takeoff area is so short that you need to hold brakes to spool up you should never have attempted to land there. Use the flap setting for short-field takeoff on any unpaved runway. Use gentle power application until the airplane starts to build speed before setting takeoff power. Once the airplane has accelerated to 15 knots it is moving fast enough to keep from sucking rocks into the prop.

Bill Rimer AOPA 429021
Ester, Alaska

Enjoyed your article about landing on grass strips. Here in the State of Washington I am based at Harvey Field, which has a grass strip open in the summer months (Pacific Northwest winters do not treat grass runways kindly). My mid-1960s Cessna Skyhawk just loves it. But even better than that is Copalis State Airport, located on the Washington shoreline and operated by the WSDOT Aviation Division. It is just a designated section of the beach. Pack a lunch, fly 40 minutes, and land on the hard-packed sand. Nothing out there but the vast blue Pacific Ocean. Check the tide (low is good) and touch down on the dark part of the sand. This is the only strip that I know of that requires a tide table as part of the preflight information.

George Levin AOPA 498206
Seattle, Washington

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