Cessna 310 - 26 Years of Consistency - General Aviation Combined with the relative fragility of the gear, these can be a real problem. 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. All rights reserved. The idea is to get as much of the fuel as far from the cabin as possible. This not only renders the airplane officially unairworthy, its dangerous. 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. Handling310s have a reputation for Dutch roll in the hands of new pilots, caused in part by high rotational inertia due to the extra weight of fuel at the wingtips. Other variations on the 310 theme will tip you off to the airplane's age. 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. Fuel Bladder Leaks: Why Repairs Make Sense - Aviation Consumer 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. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. Griggs Aircraft Refinishing | Aux Fuel System STCs The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. Owners of T310s who want engine upgrades can get them from RAM Aircraft. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. The 310 was the companys only twin for several years. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. With so much to choose from, any serious buyer should be able to find an airplane that fits the bill. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. 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. An additional cabin window was introduced with the Model 310F. 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. Cessna 310 Series; Cessna 320; Cessna 335; Cessna 340; Cessna 401/402 Series; Cessna 402; Cessna 411; Cessna 414 Series; Cessna 421; 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? 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. Flying an aircraft with a weakened bladder negates this safety feature. 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 . Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. 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 optional auxiliary tanks are available in two sizes. Pulsing exhaust gases in the augmenters were supposed to create a suction of cooling air through the cowling, on the premise that at high power, more suction would be created and therefore cooling would be improved. Many were retrofitted with the later, and better, Clevelands. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. The twin rearview windows were removed from the 1965 Cessna 310K onwards in favor of a large single one to improve visibility. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. 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 first step is to know which bladder your aircraft uses. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. Buying Format. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). document.getElementById("CountryId").value = 1; First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. . HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. 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. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. 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. Flipping the bladder to expose the top and bottom surfaces while its spread out in sunlight on the top of the wing is an easy, safe, no-costand greenheating method. Use a very sharp pick to scratch the debris out of the screw head. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. Approach speeds are relatively high. The excess is pumped back to the mains and overboard if there isnt room. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. I am an ATP with about 1200 hours in light twins. Early models had Goodyears, which caused some problems. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. Surprisingly, very few people know what zero-fuel weight is. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. 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. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. It can be a way to cut back on labor costs if an owner/pilot is comfortable in their technical abilities and savvy about working on one of the most important systems on their Cessna. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Dont fly again until the blockage is opened. Sort By: . I am a professional aircraft broker who specializes in Cessna twins. At maximum gross weight, earlier variants could still climb at 415 fpm. 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. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Well leave it to the reader to decide. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. Fuel Burn at 75% power in standard conditions per hour. Fuel Bladders vs Wet Wing | Pilots of America Cleveland offers brake sets that can be retrofitted in lieu of the original Goodyear ones, which are more expensive to maintain on the long run. 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. Along with that, weight and balance has to be watched more closely. 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. While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. 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. Single-engine service ceiling went up with the turbo models, to 17,200 feet in the T310R; a 310B could hold 7,700 feet on one engine. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. The next significant change was in 1962, with the 310G. Please login to continue enjoying members-only content. It is fairly long and spindly, and more delicate than that of some other airplanes. note: Mr. Temple sent us one of these packets. (Before my time at the club) Aircraft has been hangered the entire time. Two CDs at a total cost of $10 arrived in a few days. RH MAIN STANDARD RANGE; 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? This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. Second, is the locker-tank scheme. Anything between that and maximum ramp weight has to be fuel. 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. 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). One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. I was pleased to observe about 8 to 10 knots increased speed at comparable power settings, a greater rate of climb, and stabilized oil consumption of about 1 quart per 20 hours. It has a maximum take-off weight of 2,087 kg. Included with the new bladder was an installation kit that included all new clips, a roll of bay tapeapplied inside the tank bay prior to tank installation to cushion any wear pointscork gaskets and nipple clamps. Maximum boost for a sea-level takeoff is a moderate 32 inches. All parts are stored in modern warehousing, to preserve their quality. 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. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. Produced until 1980 and still extremely popular today, the features that made it a great business aircraft in 1954 also upheld it in the leisure side of general aviation. We noted several cases of full or partial gear collapse thanks to parts failures. (Any penetrant type lubricant will do.). Other loading and operating considerations were introduced in the later models. 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. 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. 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! Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. 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. A year later, this family underwent a modification common to almost all Cessna piston-powered aircraft at the time: the blocky, straight-ended vertical stabilizer and rudder were swapped for the now-iconic swept version with the Cessna 310D. 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. You can guess the rest. Those big tip tanks were originally designed as a safety feature. Call us at 1-800-647-6148. 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. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. 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. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. 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. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. Unless otherwise noted, these reviews carry product pricing from the time of the original review. 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. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. 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. 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.

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