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. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. The 310B in 1958 brought a 100-pound boost in gross weight. document.getElementsByClassName("mobile")[0].getElementsByTagName("a")[0].href = "tel:330-698-0280"; The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Zero fuel weight is a payload limitation that confuses some pilots. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. With all tanks installed and full, on the other hand, it can haul a couple of people and some baggage more than 1200 NM, again at 65% power. 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. Another aspect of the gear that deserves mention is the brakes. More than half of the reports target the main gear. Plenty of Model 310 units in the market have undergone a much-needed avionics rework over the years, but it is still possible to run into original spec aircraft, which means a somewhat steep price to bring them to modern standards. from the aux. 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. Many were retrofitted with the later, and better, Clevelands. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. 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. However, the turbos are relatively small, and power is down to 55 percent by 25,000 feet at the maximum recommended cruise rpm of 2,350. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. This model drew upon the established 55 Baron and added a stretched fuselage, paired with the same O-470 family that powered the Cessna 310. Local Pickup. 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. 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. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. The Cessna 310 grew up quickly. In 1964, the engine exhaust was changed to flow under the wing . Re: Cessna 180 fuel bladders. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Both bladders were replaced at the same time at the same shop. Flying an aircraft with a weakened bladder negates this safety feature. Made o The only real glitch involved sliding the vent tube onto its nipple. I find that burning about 20 gal. I have been taught by 310 drivers with much more experience to set the nose down lightly and avoid high-speed turns that induce side loads on the gear components. (Such nicknames come from the tank's fish-like profile.) This aircraft is not immune to the relatively high operational costs inherent to twin-engine aircraft and is combined with the advanced age of most units. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. 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. The 310 competed more directly against the Twin Commander 520 (discontinued that same year) and Beech Twin Bonanza, which was dropped a few years later in favor of the Travel Air and 55 Baron. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. Still, the 310 is large and heavy enough that braking performance can be marginal. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. . Not only did the 310 start out a strapping young twin, but it lived a long and fruitful life, finally surrendering to old age and declining market share in 1981. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. Cessna 182. According to owners and 310 support groups, parts are readily available for the airplane, although, as is true with any model these days, the costs can be dear. 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. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. If you hear an inrush of air its a signal that the vent system is blocked. George, I just did a 182 this summer. 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. What started as a five-place twin became a six-placer with 1963's 310H. Cabin size was increased, along with gross weight. 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. The other two U.S. Rubber types arent mentioned. Ells also loves utility and bush-style airplanes and operations. FFC constructions meet the Technical Standard TSO-C80 . 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. per 15 hours), the RAM Series I option got me two new props, two RAM converted TSIO 520 EB engines, new hoses, and a Shadin fuel totalizer at a price comparable to what many good shops quote for two reman engine replacements. Experienced owners report that its easily damped with proper technique, however. Windows were added and lengthened through the 310's gestation as well. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. When vents are blocked its not unusual for the floor of the bladder to be pulled up. At the time of our last look at the 310 in 1996, the FAA was considering a stiff update to the AD that thankfully did not come to pass. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. If an owner came to me asking me to help him repair a bladder tank or approve a field repair of a bladder tank Id say no because I dont believe the parts are available nor is the data sufficient to ensure a safe field repair. 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. All of the providers include installation kits. LH Main Tank. Click here to view the Cessna 310 features guide, Click here to view charts for Resale Values, Payload Compared and Prices Compared, Composite Structures: Limits and Advantages. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). Older tuna-tank models had a lot of problems with their fuel bladders, but this was dealt with through an AD. The auxiliary tanks, in turn, could cause engine sputtering and occasional shutdowns if one is not careful: during turbulence, the Cessna 310s tendency to yaw leads the fuel away from the intake. Many used parts are not listed on our web site partssearch, so please contact us to check stock. We noted several cases of full or partial gear collapse thanks to parts failures. The two largest clubs that cater for just about all Cessna models are the Cessna Owner Association and the Cessna Flyer Association. You could order one or both of the locker tanks. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. This should be a mandatory investment for all R owners. Engine Driven Fuel Pump Failure. Greaser! As Cessna did to virtually all its models in the late 1950s and early 1960s, the 310 received a swept vertical fin in place of the upright tail used through the 1959 model. The pilot can read the tanks not being used by toggling a switch. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. The three biggest light aircraft fuel bladder companies today are Aero-Tech Services in Santa Fe Springs, Calif., Eagle Fuel Cells in Eagle River, Wis., and Floats & Fuel Cells (FFC) in Memphis, Tenn. Eagle Fuel Cells and Floats & Fuel Cells are CFA supporters. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. Answer: The Cessna 310 does have limited cabin heating, but some owners have opted for aftermarket air conditioning, such as the Cool Air freon air conditioner system. Condition. Well leave it to the reader to decide. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. 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. Cessna 182 Fuel Bladder, Main Tank. Finally, the 285-hp versions will do just over 190 knots on 29 gph. Early models had Goodyears, which caused some problems. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. In 1959, shortly after the types introduction to the market in 1954, Cessna began offering the Model 310C equipped with the uprated IO-470-D engines, featuring fuel injection and with an output of 260 hp. In 1975 a big change occurred with the 310R II and T-310R II. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Cessna fuel selector valve kit 0311070-1 Our PPFSV5 fuel selector valve kit for the 0311070-1 valve, which is common on the Cessna 180, 182, 190, 195, 310 and 320 models. 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. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. Please click here to jointo view this part of the article. Removal and replacement labor usually runs between 10 and 12 hours. If I had the $$, I'd convert mine to a Colemill. 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. Flying the Cessna 310 is, on the other hand, a pleasure. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. document.getElementById("CountryId").value = 1; First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . Due to a spate of less-than-stellar logbook maintenance records that referred to the shop work order numbers in lieu of actually describing the work done, I wasnt able to accurately determine the age or type of the installed bladders. 1959 saw the first big change in the 310, with the switch to fuel-injected 260 HP Continental IO-470D engines and another rise in gross weight This airplane was dubbed the 310C. Bladders work fine if they're properly installed and cared for. The chart on the right contains construction specific details exhibited from past and present manufacturers. The Cessna 310 went through gradual changes in performance throughout its evolutions, but the difference between the early and later versions is stark in terms of payload. Along with that, weight and balance has to be watched more closely. All Listings filter applied; Delivery Options. The idea is to get as much of the fuel as far from the cabin as possible. In the past three years I have focused on 310s and 340s, generally listing six to eight 310s and selling two or three a month. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. Early models can go four hours. We took the plane to a shop in the area with a good reputation for Cessna service. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. According to Larry Balls The Twin Cessna Flyer, nearly half of all twin Cessna accidents and incidents are directly related to the gear, and a quarter of all accidents and incidents are related to failure of the nose gear idler bellcrank under the pilots feet. Trending price is based on prices over last 90 days. Overall, a good package of background information.]. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. A T310R, for example, has a zero fuel weight of 5015 pounds. The installation has an external filler neck and includes a new lightning-proof fuel cap. Confused? Other recent and notable ADs include: 98-1-8, replacement of two-piece carb venturis with one-piece units; 97-26-17, ultrasonic inspection of the crankshafts with possible replacement; 96-12-22, repetitive inspections of the engine oil filter adapters; and 96-20-7, repetitive inspection of the combustion tubes on the Janitrol cabin heater. Cessna didn't stop there. We're absolutely loaded! Prompt Quotes - Big Discounts - 95% Same-Day Shipment. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Other variations on the 310 theme will tip you off to the airplane's age. 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. First, all 310s suck more fuel from the tanks than the engines will use; both the pressure carburetor and fuel injection models have a return line from the engine compartments. All parts are stored in modern warehousing, to preserve their quality. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". I fly the aircraft about 100 hours per year and total hourly expenses have been $178. 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. 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. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. The fuel vent valve must be reinstalled with the hinge line up. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. Jamie's partner also works in aviation as a mechanical engineer. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. Annuals have averaged $1500-2000, which may seem low-but not unrealistic if you look for an airplane that has been flown and maintained in a consistent manner. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. Alternator Failure (Dual) Flight Instruments. Installation of the tank was pretty easy. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. The 310 offers more payload and cabin room than its competitors, and is more stable in turbulence, but at the cost of a heavier control feel than a baron. 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. item 1 Goodyear Beechcraft Baron 55 RH INBD Fuel Cell Bladder PN 002-920034-2RH, item 2 TWIN CESSNA 414 AIRCRAFT RIGHT INBOARD FUEL CELL BLADDER 2F1-6-33180-10RH, item 3 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2, item 4 Beechcraft King Air, Uniroyal RH Fuel Cell Bladder PN 50-389034-8, 4.6 out of 5 stars based on 8 product ratings, 4.8 out of 5 stars based on 6 product ratings, 5.0 out of 5 stars based on 2 product ratings. About every six hours I am on my back under the airplane cleaning the areas in the line of fire aft of the exhaust augmentors. Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. I am a professional aircraft broker who specializes in Cessna twins. Thanks to the long life of the airplane and the many changes made to it, an almost bewildering array of choices exist for the 310 buyer. All rights reserved. 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. } Theoretically, its physically and materially possible to field repair a bladder given enough time, diligence and discipline. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. It is easy to load the airplane, and roughly the same luggage and people which will fit in a full size Chrysler Minivan will fit in the 310, although fuel must be sacrificed to avoid departing over gross. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. When I began to get a good whiff of fuel after filling the right main of 7 Lima Juliet, my 1966 Cessna 182J, I knew it was bladder time. 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. My airplane is an honest six-seater with a useful load of 1600 pounds. Learn more about Mailchimp's privacy practices here. 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. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. The nose was extended a little starting with the 310K, which helps spread the load. 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. As the maximum weights increased, the single-engine climb rate decreased; the T310R, at its 5,500-pound maximum, is supposed to ascend at 390 fpm at sea level with one feathered. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. Prior to putting down my money on 7LJ, I contacted the FAA Registry office and asked for copies of the aircraft registration and aircraft maintenance records. I used a small block of wood as a pusher to get enough push to drive home one of the snaps located at the end of my reach. The result is that, at low speeds, a Cessna 310 equipped with them has a more gradual, smooth transition into a stall instead of snapping into it. In the pattern, landing flaps deployment leads to a noticeable pitch-up moment, but this can be offset by commanding gear extension at the same time as the pitch changes will cancel themselves out. top. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. Doubling the flying time would lower the hourly expense to about $140. Experienced 310 pilots say that minimizing aileron inputs is the only way to prevent the 310 from rocking around the pattern like a rowboat in high seas. The twin rearview windows were removed from the 1965 Cessna 310K onwards in favor of a large single one to improve visibility.
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