Next time, Ill polish the outside surface of each tube with a scouring pad and lube the tube with a little light oil to lessen friction. 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. 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. What started as a five-place twin became a six-placer with 1963's 310H. The aircrafts service ceiling remained the same: 20000 ft for standard models and 25000 ft for units fitted with turbocharged versions of the O-470 or O-520 engines. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. - We've parted out over 350 Cessna twins, from 303 thru 441. System Emergency Procedures. Long Range. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. 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. The attitude that its just another airplane can cost the buyer dearly. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . 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. 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 avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. Cessna 310: Still the Sky King? The first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. tanks will result in about 8 gal. It is important to find a good A&P to help care for your 310. 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 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. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Call us at 1-800 . 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. 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. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. The installation has an external filler neck and includes a new lightning-proof fuel cap. I knew it as soon as I saw the telltale stripes of blue dye on the metal fairing covering the gap between the bottom of the right wing and the fuselage. Non-turbocharged models were on offer for around $200000. The only real glitch involved sliding the vent tube onto its nipple. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. Short field performance is great given the aircrafts size and weight. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. Hartzell three-blade propellers are installed in a counter-rotating configuration to cancel out the torque, improve single-engine safety, and allow for the best performance out of the engines. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. It has a maximum take-off weight of 2,087 kg. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. 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. The single-engine ceiling, however, grew considerably in the turbocharged versions. 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. Whether these make it hard to deal with depends on your point of view. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. Many were retrofitted with the later, and better, Clevelands. Cessna part 1200065-5 Fuel Cell. Finally, the 285-hp versions will do just over 190 knots on 29 gph. Come join us! Early production models up to 1964 are known to have a noisier cabin than other units. 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? from the aux. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". A 310 might not be the most expensive (yet) or high-tech airplane you can own, but in my mind flying one is like cruising in one of Detroits vintage big-block V8s: Shes easy to repair, sounds mean, goes fast, and flat-out looks good. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. When vents are blocked its not unusual for the floor of the bladder to be pulled up. The fuel vent valve must be reinstalled with the hinge line up. 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. Experienced owners report that its easily damped with proper technique, however. 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. Doubling the flying time would lower the hourly expense to about $140. The wing area is of 175 sq ft. One mod that got good reviews from owners are spoilers, which allow pilots to keep the controllers happy with rapid descents without killing the engines in the process. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Other loading and operating considerations were introduced in the later models. 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. Engine Driven Fuel Pump Failure. I am a professional aircraft broker who specializes in Cessna twins. 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. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. 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. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. How good an investment is a twin? We're absolutely loaded! The R models have a zero-fuel weight limitation, i.e. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. An additional cabin window was introduced with the Model 310F. 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. This is the perfect time to make up a fuel tank quantity dipstick (I know I sound like a dipstick salesman, but they work and they are a simple safety tool) and to make sure you know exactly how much fuel your new bladder holds. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. During repair new nipples are installed and repaired tanks are guaranteed for two years. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. What started as a five-place twin became a six-placer with 1963s 310H. Later model 310s have heavier main gear torque tubes and side brace support brackets. The 1976 T-310 with most options can only hold four normal-sized passengers. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. The one problem is that Cessna advertises the 310 as a six-place airplane. 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. Made o note: Mr. Temple sent us one of these packets. (We do not part out singles. Mistakes in purchasing a 310 can be huge. 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. Model Year. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. 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. Another scenario goes like thisPilot: Top off the mains, please. Costs have been going up, but that speaks more of trends in general aviation economics. Those big tip tanks were originally designed as a safety feature. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. The last development in the Cessna 310 family came in the shape of the Model 310R and T310R, which added a baggage compartment to the lengthened nose section. 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. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. 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. This should be a mandatory investment for all R owners. Windows were added and lengthened through the 310's gestation as well. Pitch response is heavier, with light roll controls and good longitudinal stability. Short-field performance is quite good on paper. Landing gearThe other 310 system that gets a lot of attention is the landing gear. An optional large baggage door was introduced on the 310P. 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. I think it would sure be worth putting those drains in while I'm changing the bladder. More than half of the reports target the main gear. After all the nipples were free and all the hangar clips were removed, I rolled the tank into a tube and slid it out the hole in the top of the wing. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. 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 it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. 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. Jamie comes from a long line of military and civilian pilots! 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). Call us at 1-800-647-6148. A choice of IO-520 or Voyager IO-550s is offered. Re: Cessna 180 fuel bladders. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. 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. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. Call us at 1-800-647-6148. In order to provide you with the best online experience this website uses cookies. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. 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. 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. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. Installation of the tank was pretty easy. Many used parts are not listed on our web site partssearch, so please contact us to check stock. 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. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). Fri May 01, 2020 10:14 pm. Second, is the locker-tank scheme. I do not believe they cost more than a couple of knots, and should be installed on all 310s. 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. 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 managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. 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. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. 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. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. 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. 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. The first 310s, built in 1954, were sold as 1955 models. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). Condition. This is no Skyhawk. Buying Format. It greatly eases the task of loading and arranging aft baggage. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. Then the transfer pumps are run until the idiot lights go on. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. 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. Local Pickup. Cabin size was increased, along with gross weight. 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. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. In 1964, the engine exhaust was changed to flow under the wing . So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. The mains also are the receptacle for the contents of the wing locker tanks. In an interview with Cessna Flyer, pilot Gale Cawley of USAF, Indiana ANG, and American Airlines experience described his scheduled annual maintenance costs at around $3600 during his 15-year ownership period. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. 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. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. Jamie's partner also works in aviation as a mechanical engineer. I recommend them. 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. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. 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. The debate has gone on for many years. I strongly recommend the turbocharged models. 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. 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. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. 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. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically.