When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. The debate has gone on for many years. If the pulled up section is near the wing root the float part of the fuel level sensor will also be pulled up, and the fuel gauge readings will be wrong. Designed for aisle fit in cabin class aircraft, bottom outlet will work with cabin pressure without transfer pump in most installations. Alternator Failure (Dual) Flight Instruments. This has caused accidents. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. Removing and replacing a bladder is not a difficult process. top. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. Long Range. Commercial Beechcraft Bonanza Bell 222 Cessna Skymaster Eurocopter HH 65 King Air Lear-35 Beechjet 400 Cessna 182 Cessna-152 Gulfstream G150 Lear 60 MD 500 Robinson R44 Bell 206 Cessna 310 Aircraft DHC-6 Gulfstream-G200 Lear 75 Piper M600 Military F-18 Hornet T-38 Sea-Hawk F-18 Super Hornet Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) All too often, the pilots or mechanics doing the prepurchase are simply not qualified, being unfamiliar with the details of the 310s systems and maintenance requirements. Three-ten shoppers (and pilots) would do well to sit down with a jug of coffee and a good reading lamp and bone up on this airplane's fuel system. Gross weights eventually reached approximately 5500 pounds. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Each of the latter can accommodate two sets of golf clubs. Of course I dont push the engines to the maximum, and find that I can cruise at 25.5 to 26 inches, 2200 RPM, with a fuel flow at altitudes in the low teens of about 13.5 to 14 GPH and still keep the EGTs below 1520 degrees. Cessna didn't stop there. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. (Before my time at the club) Aircraft has been hangered the entire time. It is fairly long and spindly, and more delicate than that of some other airplanes. The idea is to get as much of the fuel as far from the cabin as possible. Cessna Models - 205 / 206 / 207 Models - Fuel Cell/Bladder - Knots 2U, Ltd. (262) 763-5100 Wishlist The Aviator Collection Aero Commander Models Aeronca Models American Champion Models Beechcraft Models Brake and Wheel Parts Cessna Models Cirrus Design Electronics Hardware Lighting Luscomb Models Maintenance Supplies Maule Aircraft Models The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. McCloskey said that repair is a good option since even the most extensive repair is less than half the cost of buying a new tank. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. At the other extreme of the line, the last models of the 310 can be counted on to perform transportation duties with the capability of newer models, and the prices reflect this ability. Whether the difference is worth it depends on the desired operational profile, which stands true today where the difference in used prices has kept the same proportions. At that point the mains may or may not be full, depending on whether the aux tanks have been used and whether the transfer was done with room to spare in the mains. from the aux. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! I can count on one hand the significant expenditures over the past four years: autopilot overhaul ($2500), starter adapter replacement, both engines ($700 each), three-blade prop overhaul including boots ($3500 each). All rights reserved. This section of the article is only available for our members. Cessna entered the light-twin market a clear overdog in late 1954. Advertised as at least five years ahead of its competitors, the headline of the Flying magazine article about its introduction was Business Asked For It.. We took the plane to a shop in the area with a good reputation for Cessna service. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. Mistakes in purchasing a 310 can be huge. . Also high up on the list was the fuel system; not for any particular design issue, but simply because theres a lot of plumbing involved. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. We stock parts for all Cessna Multi-engine airplanes: New and Used Cessna T303 Crusader Aircraft Parts, New and Used Cessna 310 Aircraft Parts, New and Used Cessna T310 Aircraft Parts, New and Used Cessna 320 Skyknight Aircraft Parts, New and Used Cessna 335 Aircraft Parts, New and Used Cessna 336 Skymaster Aircraft Parts, New and Used Cessna 337 The market treats the various 310s pretty evenly: theres no real marked jump with model changes as often happens. Pitch response is heavier, with light roll controls and good longitudinal stability. The shortcomings of the Apache were partially addressed with the Aztec series, but in 1963 it passed the torch onto the more powerful and maneuverable Twin Comanche. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. A choice of IO-520 or Voyager IO-550s is offered. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Confused? The competition for the Cessna 310 has changed from its introduction. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. An optional large baggage door was introduced on the 310P. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. The bigger Continental came aboard in the 1975 model, the R. It's interesting to note that through the life of the 310, engine power was increased only 45 hp a side. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. This speedsters reputation is well-deserved, and it is likely to linger for many more years as older, low-hour Cessna 310s are finding their way back to the skies after restoration projects. Bladders work fine if they're properly installed and cared for. For example, a Cessna 310R with low-time engines, a Garmin cockpit, fresh paint, and a well-preserved interior can easily break the $200000 mark in asking price. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. 91 or F.A.R 135. It has a maximum take-off weight of 2,087 kg. Cessna part 1200065-5 Fuel Cell. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; Installation of the tank was pretty easy. The airplane handles big and is a stable IFR platform. Cessna has a kit available to retrofit earlier airplanes. We're absolutely loaded! About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. According to Bill Thompson, author of Cessna Wings for the World and longtime Cessna test pilot, Cessna chose bladder tanks over integral tanks to decrease the likelihood of fire in the event of a crash. Naturally, the turbocharged 310s are the quickest, showing 198 knots at 10,000 feet (on 74 percent and 31 gph) and 220 knots at 20,000 feet with the same settings. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. It is broadly accepted that the true competition to the Cessna 310 came in 1970 when Beechcraft introduced their new twin-engine six-seater in the shape of the Beech 58 Baron. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. The resale value of Cessna 310 varies wildly based on the age of the aircraft, its physical state, adherence to maintenance schedules, and a lesser extent, the modifications installed by the parting owner. The original tubes were designed to bring cool air through the cowling to improve cooling at high power settings, but the engine exhaust gases brought about corrosion on the rear wing spars over time. Ironically, the aircrafts success in the business niche was rather short: around a decade after its introduction, the shadow of the jet age came after the Cessna 310 in its own home, in the shape of the iconic Learjet and Cessnas own Citation series. Cessna 182 Fuel Bladder, Main Tank. A proper check during the pre-buy is sufficient for prospective buyers to avoid surprises, while current owners should keep close attention during inspections and do preventive work whenever issues are found. Fuel burn varies with model, but figure about 31 GPH for the later versions. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. These tanks are bladder-type cells located between the spars in the outboard wing. The weight of the fuel concentrated on the tip tanks adds a significant roll tendency, which can be exacerbated into pilot-induced oscillations if one does not take it easy on the ailerons. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. If I had the $$, I'd convert mine to a Colemill. The aircraft was framed as a purpose-built tool for businessmen to grow and as a long-term alternative to the surplus conversions that had flooded the niche until then. Payloads were a strong selling point of the Cessna 310, with a useful load of 2000 lbs or above depending on the model and fuel quantity. The T-310P had 285 HP Continental TSIO-520-B engines, standard three-bladed props and a 5400-pound gross weight, compared to the 310Ps 260-HP IO-470V Continentals, optional three-bladed props and 5200-pound gross. Free shipping for many products! However, Ive never seen this done nor was I able to find any information about the repair kits and adhesives referred to in the manuals. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. Looking for an aircraft fuel tank repair, a helicopter fuel cell to buy, or have a rotorcraft fuel cell that needs repairing, or maybe you need to purchase a Cessna, Beech or Piper fuel bladder? The general Cessna group of choice is the Cessna Pilots Association (www.cessna.org, (805) 922-2580). Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. Cessna got up to the 310R (with a few gaps) before ending production in 1981. The attitude that its just another airplane can cost the buyer dearly. As far as pre-flights go, the main gear item to keep an eye out for is a bottomed-out nose gear strut: while it will retract normally, it then ends up jammed in the gear well and is unable to be extended from the cockpit. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. This means that using fuel from either the auxiliary tank on the same side, or the main tank on the opposite side, about half the fuel flow will be moving to the same-side main. Operators say the T310s work best in the high teens. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. The 310s system on airplanes with all the optional tanks is certainly more complicated than most, and it does have a number of idiosyncrasies not shared by other airplanes. Early production models up to 1964 are known to have a noisier cabin than other units. This not only renders the airplane officially unairworthy, its dangerous. Vacuum Pump Failure. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. Aside from another bump in gross weight and the move to 285 HP Continental IO-520M engines on the normally aspirated model, the 310R got a whacking great nose job. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). Compare this to the Beech light twins, which began with 180-hp Lycomings in the Travel Air and culminated (imploded, some say) with a pair of turbocharged 380-hp monsters in the 56TC. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. In the event of a fuel pump or engine failure, the aux tank on that side becomes uselessno crossfeed from the aux tanks, and no transfer is possible. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". Use a very sharp pick to scratch the debris out of the screw head. The next significant change was in 1962, with the 310G. One simple tool that every Cessna owner should use before every flight is a fuel quantity dipstickits a surefire way to determine if the floor of the bladder is out of position and to determine the actual fuel level in bladder tanks. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Find more About Us here! During repair new nipples are installed and repaired tanks are guaranteed for two years. Send questions and comments to . Trending price is based on prices over last 90 days. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Search more Cessna airplanes on Hangar67. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. With the 240-hp engines, the 310 will turn in cruise speeds of 183 knots (70-percent power at 7,500 feet, burning 25 gallons per hour total) and climb with both engines at better than 1,600 fpm from sea level. I recalled from my days as a tech rep that the most common failure of a light airplane fuel bladder is age-related deterioration of the top surface due to long-term exposure to heat. More refinements followed: increases in cabin size, further increases in gross weight, various increases in auxiliary tank size and the availability of three-bladed props. The aircraft is rather nose heavy on the take-off roll if the trim is left on neutral and risks pitching up into a stall if set too far aft. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. How good an investment is a twin? The dawn of the jet age, fully realized during the Korean War, had signaled a major shift in the American militarys design requirements and procurement decisions. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. This position is set for what Cessna believed to be the most common weight settings for normal operations, and thus most take-offs will be made with trim set slightly ahead or behind it but never too far from it. It greatly eases the task of loading and arranging aft baggage. After removing the screws holding the filler neck plate in place and setting it aside, I worked through the access hole to remove the fuel tank air vent valve. The 1956 model of the Cessna 310 has a cruise speed of 178 knots, a range of 870 nautical miles, a service ceiling of 20,000 feet, and a rate of climb of 1,700 feet per minute. This is primarily because of the exhaust thrust augmenter tubes positioning. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. The fuel burn isn't much different than 470's to the 550's since whatever fuel gallons extra you burn, you usually are flying faster to make up the difference if we compared MPG. } I flight plan for 175 knots and firmly believe in the highest recommended manifold pressure and lowest recommended RPM settings for the desired percentage of power. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. A long-range airplane has six tanks and 10 fuel pumps. Cessna 182. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. The Cessna 310 grew up quickly. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. This has kept prices down over time. Call us today at 1-817-453-8829 for Fuel Bladder Repair! Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Additionally, the company began offering three-blade propellers as a factory option. Climb, speed, and range performance on the 58 Baron was on par with the 310s. (We do not part out singles. Removing and replacing a bladder is not a difficult process. In order to provide you with the best online experience this website uses cookies. Two major downsides of the Beechcraft offering were the narrow cabin, a holdover from the much smaller Beech 36 Bonanza, and the considerably higher price: in 1980, the base price for the Cessna 310R was $200000, compared to $300000 for a standard-fit Baron. Windows were added and lengthened through the 310's gestation as well. AOPA Members DO more LEARN more SAVE more - Get MORE out of being a pilot -, 2023 Aircraft Owners and Pilots Association, Available with 102/143/166/184/207 gallon systems, Avg. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. Cessna didnt stop there. Call (219) 749-2520. It is important to find a good A&P to help care for your 310. But the right one was leaking and it did have to be changed. After the bladder is in and is deemed ready, I like to fill the tank in five-gallon stepswith the airplane on level ground and the landing gear struts and tires at normal inflationfor two reasons. (Such nicknames come from the tank's fish-like profile.) This stops the flow of air into the tanks thats needed to offset the vacuum created as fuel flows out of the tank during flight. The other two U.S. Rubber types arent mentioned. Short-field performance is quite good on paper. Speed has always been a strong 310 selling point, for good reason. Early models had Goodyears, which caused some problems. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. The same caveat applies-there has to be room enough for the fuel, so the pilot waits until theres 180 pounds or less in the mains before transferring fuel from the locker tanks. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. Check with your mechanic to see if he or she is willing to supervise as you take on the through-the-hole job of bladder R&R. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. The gap for the turbo models is similar.

Staff Scientist Genentech Salary, How To Get The Key In Lilygear Lake Fnaf World, Marc Polymeropoulos Height, Addendum To Add Someone To Title, Articles C