Each of the latter can accommodate two sets of golf clubs. Combined with the relative fragility of the gear, these can be a real problem. All parts are stored in modern warehousing, to preserve their quality. Another scenario goes like thisPilot: Top off the mains, please. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. The keys to getting great bladder service life start with the installation. RAP is a proud certified repair center for the following: RAP supports all branches of the United States Military through the repair of aircraft fuel cells / fuel bladders. 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. Seeing a gap in the market wide open, Cessna Aircraft Company, at the time led by Dwane L. Wallace, made its move with the Cessna 310. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. The RAM engines have settled in and have about 200 hours on them. During the more critical phases of flight like take-offs and landings, these make for a much safer ride for the pilot, particularly in emergencies like a single-engine failure. With the right operator profile, its ability to fly long distances while making good times in the process offset the relatively high ownership costs and given that acquisition is a lot more friendly than just about any twin-engine competitor with similar performance, the Cessna 310 has a share of the market resembling its hegemony in the business niche back in 1954. The more limited performance of Pipers offerings reflected positively on the price, however: the Apache and Twin Comanche were cheaper to both buy and operate, which made it more attractive than the Cessna for many pilots who did not necessarily need all the speed and range provided by the Model 310. . The gap for the turbo models is similar. If there's an aspect of the 310's handling qualities likely to catch a novice pilot out, it is single-engine procedures near the runway. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. Many were retrofitted with the later, and better, Clevelands. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. View cart for details. Last year my factory gold medallion remans were about 50 hours past TBO when the latest McCauley prop AD for this model left me with no realistic choice but to replace both props. Radio navigation initially included LORAN gear, but the networks demise with the emergence of satellite navigation systems has made it little more than ballast for most pilots. Fuel Burn at 75% power in standard conditions per hour. Much like the parts supply, finding technicians with experience in this aircraft is very common thanks to the sheer number of units delivered and still airworthy. System Emergency Procedures. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. Fuel systemAll of those responding to our request for feedback felt the need to point out that the 310s fuel system has gotten a bad rap, and that its not as tough to deal with as people think. Experienced owners report that its easily damped with proper technique, however. Occasionally I consider trading up to a 414 or a 421, but the marginal benefits of the air-stair door and pressurization compared with the tremendous cost differential dont make them worth it. Installation of the tank was pretty easy. Also, consider it a bonus if the airplane is fitted with retrofit Cleveland brakes; the original Goodyears are known to be somewhat troublesome and expensive to maintain. Put your ear down by the filler cap and open it. The tanks are generally filled after each flight. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. If you are already a member, please log in. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. This makes hard landings a real possibility, and the gear just cant take that much abuse. We used a Hartwick bladder, but the customer service was somewhat lacking. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. The R models have a zero-fuel weight limitation, i.e. The Insight GEM is a valuable addition and permits more accurate leaning by far than a single probe system. if(document.URL.indexOf("/register") > -1){ Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. All parts are stored in modern warehousing, to preserve their quality. You could order one or both of the locker tanks. (Any penetrant type lubricant will do.). Removing and replacing a bladder is not a difficult process. More than half of the reports target the main gear. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Maximum boost for a sea-level takeoff is a moderate 32 inches. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. Aircraft: Cessna 182B. Surprisingly, very few people know what zero-fuel weight is. If you have a hankering for old and complex airplanes, the 310 might well fit the bill, so long as you know that the initial maintenance bills can be thrilling. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. After draining all the fuel from the right tank I started preparing the bladder for removal. 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. Climb, speed, and range performance on the 58 Baron was on par with the 310s. Cessna didn't stop there. It has a maximum take-off weight of 2,087 kg. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. The torque specs for the 10-32 and -28 screws and bolts used to complete the installation were printed on the bladder and are on the suppliers websites. Approach speeds are relatively high. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. Before choosing the option to send out for repair or install new, the leaking bladder must be inspected to determine the best course of action. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. The were some fiberglass tanks made to replace bladders in some Cessnas, but the wing has to come off and the root rib removed to get it into the wing. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. All of the providers include installation kits. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. This airplane is certificated in the normal category. According to a report prepared for ASF by Aviation Consumer contributor Mike Busch (a 310 owner), two-thirds of the machine-caused accidents in 310s are gear-related. The Apache was a commercial success as a trainer thanks to its docile handling and forgiving flight characteristics, but in the niche of business aviation, its engines stopped it from ever truly competing with only 150 hp per engine, the aircrafts top speed was a measly 157 knots, and its range was capped at 603 nautical miles. Int. Anything between that and maximum ramp weight has to be fuel. In 1964, the engine exhaust was changed to flow under the wing . Cushioning the edges of the access hole with tape lessens the chances of damaging the bladder during removal (and installation) and reduces the amount of skin rubbed raw while working through the hole. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. We took the plane to a shop in the area with a good reputation for Cessna service. Long, strong arms are required. 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. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. Trending price is based on prices over last 90 days. 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. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. This combination permits me to leave the power at 55% (my typical cruise setting) and still descend at 700 to 1000 fpm without exceeding 155 knots. In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. I believe the 310 is easier to fly IFR, particularly in bumpy conditions, than a Baron even though the Baron may please a pilot on a VFR day with a lighter control feel. Its not unusual for the actual fuel capacity of a bladder and the capacity written in the owners manual or the aircraft flight manual (AFM) to differ. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. All rights reserved. (Such nicknames come from the tank's fish-like profile.) Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | At maximum gross weight, earlier variants could still climb at 415 fpm. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. 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. Windows were added and lengthened through the 310's gestation as well. Then the transfer pumps are run until the idiot lights go on. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. The excess is pumped back to the mains and overboard if there isnt room. 1975 Cessna T-310R airplane for sale located in Orlando, Florida. Gross weights eventually reached approximately 5500 pounds. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. The main purpose-built competitors at the time were the 1953 Piper PA-23 Apache, which was chronically underpowered, and Beechcrafts Twin Bonanza, introduced in 1951 but relatively unsuccessful in the market outside of military applications, which led to it being pulled from the market shortly after. Featured Refinements: Cessna 310 - Remove Filter; Featured Refinements. My advice to 310 buyers: Treat the acquisition process seriously. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; In practical terms, the wingtip tanks cannot be used to their full volume: topping them up until the caps lead to fuel being vented out during take-off due to the pressure in the tanks. Their investigation suggest the seepage is from the top of the bladder. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. It is fairly long and spindly, and more delicate than that of some other airplanes. Cessna entered the light-twin market a clear overdog in late 1954. During its early years, the Model 310 was sold for $59400. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. If you need to get above weather or take advantage of winds at altitude, this plane still climbs well at 18- to 20000 feet, while the normally aspirated 310 runs out of steam at about 10- to 12000. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. The chart on the right contains construction specific details exhibited from past and present manufacturers. I spoke with Aaron McCloskey, the senior sales representative at FFC who said that the repair cost for most tanks is between $200 and $400. Together, this means that 310s came with total capacities of 100, 140, 163, 183, or 203 gallons. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. You could say that it has substantial roll inertia. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. While Cessna president Dwane Wallace built an aircraft for the business flier, the actual demographic taking the Model 310 to the skies today has changed a lot since then. Beyond the initial production models, fuel was distributed between the two main tip tanks, two optional auxiliary ones, and another optional pair in the wing lockers. Removing and replacing a bladder is not a difficult process. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; Two main traps await the unwary 310 driver. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. It is true that 310s are not unduly prone to fuel mismanagement accidents, so despite the complexity of the system, pilots seem to have little trouble dealing with it. Wait until you have to manage the tanks. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. Also the landing gear must be adjusted carefully and properly to insure smooth and dependable operation.The 310s fuel system has been unfairly criticized in the past. the amount of weight you can put in the cabin; it has nothing to do with total load. 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. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. Turbocharged 310s can do 225 at max cruise. The debate has gone on for many years. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Other miscellaneous problems: magnesium seat back brackets that fail (this has resulted in some accidents), and periodic inspection requirements on the 100-amp Prestolite alternators on 310s with deice equipment. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. Find many great new & used options and get the best deals for Goodyear Aerospace Corp Cessna 310 RH Fuel Cell Bladder PN 0823343-6 0823343-4 at the best online prices at eBay! The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. Call us at 1-800-647-6148. These vents have top etched into the valve body. We also sat down with a warm stack of service difficulty reports and discovered that the 310's gear system is, quite literally, its Achilles' heel. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. . I find that burning about 20 gal. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. Then I used a mirror and flashlight to make sure I had freed all the clips holding the topand the bottomcorners of the tank in position before removing the bladder. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. Collapsed fuel bladders have caused many incidents and a few accidents due to restricted fuel flow or to fuel exhaustion because a partially collapsed tank appears from the filler opening and on the gauge to be full of fuel, but in reality contains much less. The airplane handles big and is a stable IFR platform. Many used parts are not listed on our web site partssearch, so please contact us to check stock. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. Learn more about Mailchimp's privacy practices here. I think it would sure be worth putting those drains in while I'm changing the bladder. The other two U.S. Rubber types arent mentioned. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. I think FFC in Memphis makes their's out of the same material and maybe some others. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. FFC constructions meet the Technical Standard TSO-C80 . The mains have to be run for 60 minutes if the airplane has 20-gallon aux tanks (or 90 minutes for 30-gallon aux tanks) because excess fuel is pumped back to the mains, and if there isnt room for it, it goes overboard. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. The Hints page of the Eagle Fuel Cells website suggests loosening all clamps and waiting to let the rubber relax. The Twin Bonanza, in turn, had a rather short life in the market and lingered on primarily as a military trainer, but its performance and high operational costs made it unable to compete with the Cessna 310. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. The Cessna 310 is one of the classics of general aviation, enjoying a 27-year production run during which it served as Cessnas answer to the Beech Baron, Piper Aztec, Commander 500, and Aerostar. It starts with nomenclature. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. Flap deployment speeds were gradually raised, starting at 140 knots until the Model 310K increased it to 155, while the 310R could drop them at 160 knots. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. The speed vane housing the Hobbs meter on the bottom of the right wing is a small tab that is compressed by airflow, but due to its diminutive size and sleek profile, and many owners have accidentally snagged it into inoperability. I recommend them. 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. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. The Model 310Q and its turbocharged version, the T310Q, redesigned the cabins rear to include a new window design. Thats not the only tricky thing about the 310s fuel system. Smooth landings are the rule instead of the exception. The aircraft tends to drop a wing quickly; an undesirable trait made even more so due to the tendency in most twins to roll hard into the dead engine in case of failure at low speeds. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Zero fuel weight is a payload limitation that confuses some pilots. 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.
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