Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. Other loading and operating considerations were introduced in the later models. After draining all the fuel from the right tank I started preparing the bladder for removal. Delete cookies, By using our website, you agree to our use of cookies. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. Most shops either stock or can order whatever you require to keep it running within short notice. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). Removal and replacement labor usually runs between 10 and 12 hours. Surprisingly, very few people know what zero-fuel weight is. The 310R also boasted an improved landing gear, though it was still not as rugged as many would like. 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. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. Cessna 182. Non-turbocharged models were on offer for around $200000. Many operators have reported the problems to be gone after overhauls while keeping the chrome cylinders, while others found solutions by installing steel cylinders during teardown work. Aircraft: Cessna 182B. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. Many early 310s suffer substantial corrosion at the aft spar and wing skins, and such trouble unnoticed during the prepurchase inspection can leave the new 310 owner feeling a bit blue. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. 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. Many used parts are not listed on our web site partssearch, so please contact us to check stock. 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. At maximum gross weight, earlier variants could still climb at 415 fpm. The keys to getting great bladder service life start with the installation. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. 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. 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. Sort By: . 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 RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. Long Range. 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. 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. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. Vortex generators will give you a much greater return for one-tenth the cost. 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. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. PerformanceThis is a strong point of the 310. Owners of T310s who want engine upgrades can get them from RAM Aircraft. 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. Theres no separate gauge for each tank, though the gauge does switch automatically to read the tank being used (but not the wing locker tanks, which have no fuel level senders). Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. Two CDs at a total cost of $10 arrived in a few days. 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. Prices have a very smooth increase between variants, starting at a mere $30000 for early aircraft and going up to $148000 for a turbocharged Cessna T310R, according to the 2019 issue of the Aircraft Bluebook. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. In line with many 1950s Cessna products, the cockpits were not originally arranged in the now-classic basic-T configuration, which can be ergonomically challenging for pilots used to it. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. Fuel Burn at 75% power in standard conditions per hour. All parts are stored in modern warehousing, to preserve their quality. Doubling the flying time would lower the hourly expense to about $140. Model Year. Buying Format. The manual states a Cessna 310R requires 1790 ft to land with a 50 ft obstacle clearance, while take-off in similar conditions takes 1700 ft. For comparison, a Beech Model 58 Baron needs 2498 ft to make the same landing and 2100 ft for the take-off. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. With the stretched cabin of the 1963 310H, more baggage space was opened up. Cessna 210. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. The tanks are generally filled after each flight. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. The attitude that its just another airplane can cost the buyer dearly. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. 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. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . An AOPA analysis of 225 service difficulty reports (SDRs) from a sample of 150 units from different Model 310 families showed that 40 of these were related to the landing gear. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. A leaking fuel bladder. Pilots coming from other light twins will recognize the 310's as a large step up; it feels like a much larger, more substantial airplane than, say, an Apache or Travel Air. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. 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. It was a time when many of the now-familiar Cessnas were first introduced: the earlier 140s and 170s were giving way to 172s and 182s. This listing was posted on Nov 10, 2022. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX LH MAIN EXTENDED RANGE . Hes a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. document.getElementsByClassName("mobile")[0].getElementsByTagName("a")[0].href = "tel:330-698-0280"; I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. This website contains many older reviews. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. LH Main Tank. One of the earmarks of the line's changes concerns horsepower. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. Experienced and diligent first time installers must strive to achieve a tank installation where the tank bay is clean and prepped to provide an abrasion-free home for the bladder; where steps are taken to insure that any wrinkles in the bladders bottom surface are minimized and where the nipples arent pulled out of position or stretched during installation. 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. The chart on the right contains construction specific details exhibited from past and present manufacturers. 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. The IO-470s used on earlier airplanes are much less likely to develop cracks. The other two U.S. Rubber types arent mentioned. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. Confused? I have an Insight Gemini 1200 Graphic Engine Monitor, and the cylinder head temperatures never exceed 350 degrees on the hottest day, leanest mixture, and highest settings used. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. 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. The props are subject to a couple of ADs: these include the infamous McCauley prop inspection AD (95-24-05) and 94-17-3, repetitive inspection of the prop hub grease fittings. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. 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 Thats not the only tricky thing about the 310s fuel system. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. It starts with nomenclature. A new bladder should provide good service for at least 20 years and much longer if you take steps to keep the top surface of the bladder cool. Dont fly again until the blockage is opened. Put your ear down by the filler cap and open it. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. The twin-engine aircraft was fitted with engine exhaust thrust augmenter tubes, and on top of using its now-characteristic tip tanks, the early models stored all fuel in them. It is a bigger jump from the complex single into the 310 than it is for, say, a pilot moving from a Bonanza to a Baron. My advice to 310 buyers: Treat the acquisition process seriously. Short-field performance is quite good on paper. being added back to the mains. A fully equipped 310 with wing locker tanks can have up to ten fuel drain points, eight fuel pumps and a rather complex plumbing system. Starting with pressure-carbureted 240-hp O-470 Continentals, the 310 gained real fuel injection and an additional 20 hp per side with the C model, in 1959. Send questions and comments to . Even without radar, some 310s with full fuel push the forward CG limit with just a pilot in front, so there are times when seating has to be assigned. 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. (Such nicknames come from the tank's fish-like profile.) Long Range. Greaser! The bladder I purchased was a much smoother and a much more flexible tank than the removed tank, which was stiff and felt semi-rigid by comparison. 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. document.getElementById("CountryId").value = 1; This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. 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. In fact, the current owner of the third and final 310 used in the show (a 1967 D model), Songbird III, wrote to tell us that its being fully restored. I also had to remove the tank sump quick drain fittings and the fuel quantity transmitter and float. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. I think FFC in Memphis makes their's out of the same material and maybe some others. Fuel burn varies with model, but figure about 31 GPH for the later versions. The general Cessna group of choice is the Cessna Pilots Association (www.cessna.org, (805) 922-2580). Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. 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. Additionally, the company began offering three-blade propellers as a factory option. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. The first 310s, built in 1954, were sold as 1955 models. The Eagle website contains a long list of hints to make installation and removal easier, and I can tell you that making the bladder more flexible by heating it is a help. The next significant change was in 1962, with the 310G. We're absolutely loaded! The fuel system consists of two main tanks, two optional auxiliary tanks, two optional wing locker tanks, fuel selectors for selection of main, auxiliary or crossfeed and other necessary components to complete the system. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. horsepower increased and so did demands for fuel. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. VGs are also available from Robertson. The excess is pumped back to the mains and overboard if there isnt room. 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. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. General opinion of the IO-470 has always been good, and it seems the model has performed quite well in the 310. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. (We do not part out singles. McCloskey said that some installers tape a pad onto the end of a broomstick or dowel and use it to push the bladder into position in the corners of the tank bay. Spins and aerobatic maneuvers are not permitted in normal category airplanes. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. Remember, also, that the cost of maintaining an airplane like the 310 is keyed more to its health and the price of parts than the purchase price. Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. 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. Cessna 182. As for those moving up through the Cessna line, a 210 pilot will most definitely notice the 310's heavier controls, higher wing loading, and greater approach and landing speeds. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. Flying an aircraft with a weakened bladder negates this safety feature. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2. This group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. All parts are stored in modern warehousing, to preserve their quality. 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. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. Operators say the T310s work best in the high teens. 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. What started as a five-place twin became a six-placer with 1963s 310H. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. Climb rates were also slightly affected: earlier models met their best climb at 1800 fpm, which went down to 1650 fpm by the time production ended. the amount of weight you can put in the cabin; it has nothing to do with total load. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. Crosswind landings are simple due to good aileron and rudder authority. The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. 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. Long Range. A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. The only real glitch involved sliding the vent tube onto its nipple. 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. The 310B in 1958 brought a 100-pound boost in gross weight. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . Zero fuel weight is a payload limitation that confuses some pilots. More weight in later models about makes up for the extra power: A 260-hp-a-side Q model turns in 186 knots (71 percent at 7,500 feet, on 26.5 gph) and climbs at 1,495 fpm; not bad considering the Q's 600-pound higher maximum gross weight. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. Engine-out performance is better than average, with normally aspirated single-engine rate of climb pegged at anywhere from 330 to 380 FPM, depending on model. On approach, some power has to be carried. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. 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. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. 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. This coupled with the natural rolling tendencies caused by the tip-mounted fuel tanks, can make for a busy few moments immediately following engine failure. LH Main Tank. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. Related Products for Cessna 310 1975. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. Short field performance is great given the aircrafts size and weight. Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. 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. 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. They are truly dedicated to spreading information vital to the preservation of the fleet. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! 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. The result is an Belvoir Media Group, LLC. If time is critical, providers offer repaired bladders on an exchange basis. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries.
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