Phone: (972) 712-7302     Email:  sales@jtatwins.com     Fax: (972) 712-7303

Home    Available Aircraft    Wanted Aircraft    Buyers   Sellers   Products   Training    Temple's Tips   Special Notices   Link Page Customer Letters/Stories  JTA Newsletter

 

Narration 1969 Cessna 310P-Colemill Executive II

 

The Cessna 310, and certainly a 1969 normally aspirated 310P, is an ideal first twin.  And it is an airplane that can haul people, baggage and fuel.  It is not a light twin that cannot do much more than train.  However, this ‘69P would be very attractive to a flight school.  A first time twin buyer may wish to consider a lease back.  Pilots would be very attracted to obtaining their Multi-Engine Rating in a ‘69P and such an aircraft would stay rented.  New M/E pilots can take family and friends and go somewhere in a 310P.  Flying a 310P for 200-400 hours provides a pilot with an excellent foundation for transitioning to a  pressurized Cessna 340, 414 or 421.

 

To many pilots worldwide the Cessna 310 is the ultimate light twin.  It offers great visibility, six seats – all forward facing.  All forward facing is the way it should be in any light twin.  Forward facing seats allow all of the passengers to experience flying in a general aviation aircraft.  They can watch the pilot, see the instruments and see what the pilot sees.

 

Seats #5 and #6 are easily removed and when removed crate a huge cargo area.  This allows four passengers to take a huge baggage load and go on long vacations.  Even with all six seats in place, there is still room for baggage in the aft cabin.  Additional baggage storage is located in each Wing Locker.  Each carries 120 lbs.  Garment bags can be laid out in full length.

 

Jerry Temple Aviation (JTA) has sold dozens of 310’s to first time twin buyers.  These pilots have typically been flying a 210, Mooney, Saratoga or other high performance single.  Many 310 buyers will obtain their Multi-Engine rating in their new 310.  Others have just a few Multi-Engine hours in a Duchess or Seminole.  The 310P is an easy aircraft to transition to and it is a real utility twin, in addition to looking great.  Load it with people and baggage and go somewhere.

 

When Colemill Enterprises of Nashville created the Bearcat Conversion for the normally aspirated 1975-1981 310R the demand was strong.  Colemill removes the Cessna installed IO520-B/BB providing 285 HP at sea level and installs the fuel injected Continental IO550-E which is rated for 300 continuous horsepower.

 

As with any normally aspirated engine, horsepower decreases as altitude is gained.  Nevertheless, at 10-12,000 feet MSL, the typical cruise for a 310R Bearcat is 190 KTAS.

 

Up to this time the owner’s of “short nose 310’s” such as the 1969 310P and the 1970-1974 310Q could modify their 310’s from the stock Continental IO470 producing 260 HP at sea level to the IO520-E which essentially provides the same performance as a stock 285 HP 310R.  Colemill named this modification the Colemill Executive 600.

 

As you might guess, many 310P’s and Q’s owners wanted the more powerful IO550-E in their P’s and Q’s.  Colemill certified the IO550-E for the short nose 310’s and called it the Executive II.  Very few 1969 310P‘s have this modification and the lighter 310P performs better than the 310R.

 

Colemill does not publish very much performance data other than the logical gains from the 310P  going from 260 HP to 300 HP per side.  That is 80 horsepower – 40 on just one engine.  Reduced take-off distances, multi-engine or single-engine rate of climb and cruise are all improved.

 

At 10-12,000 feet, a 310P Colemill Executive II pilot can expect to see cruise speeds of 190-200 KTAS.

 

In January 2007 this 310P underwent a comprehensive Pre-Purchase Inspection.  The Buyer was extremely particular and had already rejected a 1981 T310R that JTA was listing.  The Buyer thought the paint on the T310R was such that he would need to paint the aircraft.  JTA was shocked.  Jerry Temple, a tough judge, considered the paint to be very strong.

 

Because the IO550-E’s on the 310P have Low hours, but were rebuilt by Continental in 5/94 a more detailed examination of the engine was suggested by the inspecting shop.  JTA concurred.  It’s possible for spalling/rust/corrosion to develop on the Lifters and Cams with engines not being flown regularly.

 

This problem was significant on one engine and minor on the other.  The Buyer elected to not purchase this aircraft only because he wanted to be flying ASAP and was not willing to wait the 4-6 weeks  for the engine repairs.  All other aspects of the aircraft were acceptable, including the paint.

 

The aircraft was absolutely airworthy and was flown back to Chino Airport in Southern California.  Both engines were removed and sent to an engine shop recommended by JTA.  The engines are expected to be back on the aircraft in mid-April 2008.

 

A sophisticated Buyer will view this January 2008 negative as a April 2008 plus.  Each engine will have had a thorough internal inspection and each will have new and rebuilt components.  A plus for any power plant.

 

As the photos and narrated video show, the paint and interior of this aircraft are excellent.  A Buyer must be prepared for lots of pilot’s wishing to take a closer look at the aircraft.

 

The aircraft has a thicker aftermarket windshield and side windows providing reduced cabin noise.  This aircraft also has the Field’s Inflatable Cabin Door Seal.  Combine these with a modern Noise Canceling Headset and this aircraft has very reasonable cabin noise.

 

The Electric #2 Attitude Indicator is the #1 safety item JTA recommends to any aircraft owner.  In the event of a Vacuum Pump failure, for any reason, the remaining Vacuum Pump is challenged.  No pilot ever wants to have to fly partial panel.  The Electric ADI is the tool that gets you safely on the ground.

 

Engine Management has never been more precise and easier.  The Shadin Digital Fuel Totalizer and the Insight 1200 Graphic Engine Monitor allow for precise engine fuel flow and temperature management.  A new owner may wish to add the GAMI Fuel Injectors adding to precise engine fuel flows.

 

The Garmin 430 GPS/Com/Nav/Map has become the industry standard.  With the available WAAS upgrade “Glide Slope approaches” to Non-ILS runways are made easy.

 

JTA is well known for providing both the Seller and the Buyer with sound advice.  With the Annual Inspection is due on 6/30/08, a Buyer’s Pre-Purchase Inspection would roll into an Annual Inspection.

 

The aircraft’s useful load is 1571 lbs.  With full fuel the payload is a respectable 731 lbs.  Cruising at 10-12,000 feet at 65% expect 190 KTAS with a fuel burn of 34 gph, resulting in 140 gallons @ 34 gph = 4.12 hrs x 190 KTAS = 782 NM Range (No Wind, No Reserve).  Few pilots with families wish to sit in a light twin for more than 3 to 3-1/2 hours.

 

In March 2007 the aircraft was appraised by a representative of the National Aircraft Appraisers Association.  The appraised value was $179,790.

The current JTA Asking Price is $169,000 which includes the engine repairs.

 

The typical Vref Price Guide Airframe hours on a 1969 310P are 4560 hours.  This aircraft has 3833 – a substantial 1427 hours below the typical 310P.  That is many years of flying.  Mid-time hours for the Continental IO550 is 850 hours.  These engines have only approximately 225 hours since factory remanufactured.

 

A Buyer can accept the not too old Pre-Purchase Inspection with the aircraft only having two (2) hours flight time since the inspection as a Buyer’s Pre-Purchase Inspection.  This will save a Buyer approximately $2,000.  However, a Buyer has every right to conduct another Pre-Purchase Inspection.

 

Jerry Temple lived for several years in Long Beach/Orange County area and was based at Long Beach Airport (LGB) for several years. JTA has 2-3 qualified shops in Southern California that can conduct a 310P Pre-Buy Inspection.

 

In the real world, a typical 310 Pre-Purchase Inspection will talk one full day.  Another scenario is for a shop to only inspect a few key areas since the aircraft has only flown 2-3 hours since the January inspection.

 

The new owner and Jerry Temple can depart with the aircraft after a successful inspection with full funding and closing.

 

All time flown with Jerry Temple can be logged as Dual towards Insurance Requirements.  Often an aircraft is left at the Pre-Buy facility for a couple of weeks in order to conduct requested and/or desired maintenance and/or modifications.  Sometimes this is just the wise action with the new owner and Jerry Temple then returning in 2-3 weeks.  Or JTA can have the aircraft delivered to the new owner’s home airport.

 

Financing and Insurance

Due to the slow economy in general and the slow General Aviation marketplace the financing opportunities are excellent.  The major aviation lenders, and especially those that are active in piston twin financing are offering excellent rates and terms.  Call JTA to discuss and receive referrals.

 

Insurance

Obtaining insurance is a true crisis for General Aviation.  Many underwriters have withdrawn from general aviation or from the piston marketplace.

 

The term "qualified Buyer" has changed.  It no longer refers to financial qualification.  It now can mean does the applicant have the hours and experience to qualify.   It's often not about just receiving a high quoted premium.  It's often about what seems like an excellent candidate to transition to a twin Cessna who is turned down for insurance.  He's financially qualified and willing to undergo all required initial and recurrent training but is turned down.

 

By necessity, JTA has discussed the problem with knowledgeable insurance executives and has gained some valuable insight into helping pilots obtain insurance for this level of aircraft.  For customers with possible problems obtaining insurance who places an Offer to Purchase this 310P; JTA will provide direct support in obtaining insurance.

 

Sales Procedures

 

A formal Offer To Purchase an airplane is submitted on JTA's standard Offer To Purchase form.  The offer to purchase is not the final Purchase Agreement.  The offer simply establishes the rules/procedures for the sale.

 

When an Offer is accepted, a five percent (5%) fully refundable deposit is placed in Escrow with Aero Space Reports of Oklahoma City.  Pre-Purchase Inspection logistics/scheduling are then discussed.  JTA makes every possible effort to satisfy the schedule/needs of the Buyer, Seller, Inspecting Shop and JTA.  Upon satisfactory completion of the Buyer's Pre-Purchase Inspection, full funding/closing takes place.  The Escrow Agent pays off any existing liens/loans guaranteeing the Purchaser clear title.  Normally, Buyer and Seller split the Escrow Fee - typically $300 each.

 

In ninety percent (90%) of sales in which JTA is brokering the aircraft, the Purchaser requests/seeks JTA's well respected hands-on supervision of the entire acquisition process, including JTA's delivery support.  Therefore, JTA does attend the Inspection and in fact orchestrates/directs the entire process.  Note, however that a formal mechanical inspection is conducted by a maintenance facility at Purchaser's expense.  JTA supports the Buyer by conducting the evaluation flight and then provides hands-on direction of the inspection process.  Any major discrepancies are discussed and, in most cases, satisfactorily resolved between Buyer and Seller.  It's JTA's mission to produce a pleased and satisfied Buyer and Seller.  JTA then directs the funding/closing actions.  Upon full payment of the aircraft and official change of ownership, JTA normally supports the new Owner with a dual instruction delivery flight to the Purchaser's home airport or to a training or maintenance facility.  In certain cases, additional dual training is provided by JTA.  JTA is reimbursed all normal travel expenses associated with travel to and during the pre-purchase inspection and associated with the delivery flight.  Expenses are not marked up, just simple reimbursement i.e. airfare, hotel, taxi, rental car.

 

Additionally, JTA is pleased to provide Buyers with post-sales support/consulting for as long as they own the aircraft.

 

The Twin Cessna Flyers Owners Organization provides excellent Owner support.  Contact Larry Ball at (260) 749-2520 for membership details.  If you own any twin Cessna - you must join the TCF!  The Group's Operation and Engine Seminars (Systems, Systems, Systems) are superb courses.  See www.twincessna.org for more information.  The next seminars are in the 3^rd week of May

 

So regardless if you are a low total time first time twin Buyer or a retiring airline pilot, JTA guides, supports and orchestrates the entire process.  If owning a T310R perhaps the best personal light twin ever made, is now for you, then today contact Jerry Temple Aviation.

 

All information on this form is subject to change and Buyer's verification.  Data has been obtained from Pilot's Operating Handbooks, Manufacturer's Brochures and Sales Literature, Used Aircraft Price Guides, various used Aircraft Literature and from Aircraft Owner/Operators.  Certain information may be a Seller's or JTA's opinion.  Blank information simply means data is not yet known by JTA.  New information is added/changed on JTA's website as often as practical.  Call JTA to discuss.

 

Jerry Temple Aviation, Inc.

Phone (972) 712-7302    Fax (972) 712-7303

http://www.jtatwins.com         sales@jtatwins.com