VGs are also available from Robertson. In 1975 a big change occurred with the 310R II and T-310R II. Designed for aisle fit in cabin class aircraft, bottom outlet will work with cabin pressure without transfer pump in most installations. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. 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. Cessna 182. Zero fuel weight is a payload limitation that confuses some pilots. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. 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. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. An additional cabin window was introduced with the Model 310F. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. This includes both liability and hull coverage. The tip tanks became twin Cessna hallmark. It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. When fuel starvation shuts down an engine, the silence is mighty loud. The airplane can also be a handful to fly, though pilots note that with proper training and due diligence, it can make a good IFR platform. Whether these make it hard to deal with depends on your point of view. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . In 1964, the engine exhaust was changed to flow under the wing . Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. 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. With so much to choose from, any serious buyer should be able to find an airplane that fits the bill. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. I have never noticed any real difference in flight characteristics regardless of loads, other than the to-be-expected slower rate of climb at gross vs. at light weights. LH Main Tank. Cessna didn't stop there. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. 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. Engine Driven Fuel Pump Failure. The tanks are generally filled after each flight. Wait until you have to manage the tanks. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. Cessna 182 Fuel Bladder, Main Tank. My airplane is an honest six-seater with a useful load of 1600 pounds. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; 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. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. 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. Free shipping for many products! A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. 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. Classified Ad with Best Offer. 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. When the auxiliary tank runs empty, it automatically shuts off. The optional auxiliary tanks are available in two sizes. 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. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. The R models have a zero-fuel weight limitation, i.e. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. The fuel burn isn't much different than 470's to the 550's since whatever fuel gallons extra you burn, you usually are flying faster to make up the difference if we compared MPG. Both bladders were replaced at the same time at the same shop. For one thing, the all-electric gear is not particularly quick to stow. Since I was installing a new bladder I cut one side of each nipple on the old bladder and shot a little bit of LPS-1 into the cut; that helped release the tubing. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. 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. All of the providers include installation kits. Aside from another bump in gross weight and the move to 285 HP Continental IO-520M engines on the normally aspirated model, the 310R got a whacking great nose job. 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). This has kept prices down over time. Owners of T310s who want engine upgrades can get them from RAM Aircraft. 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. 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. The companys bet paid off: between 1954 and 1980, a total of 5449 Cessna 310 units were delivered to customers, including militaries at home and around the world. 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. 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. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. UPJR740L). . The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. A choice of IO-520 or Voyager IO-550s is offered. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. 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. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. FFC constructions meet the Technical Standard TSO-C80 . After draining all the fuel from the right tank I started preparing the bladder for removal. Hot refuel . Other loading and operating considerations were introduced in the later models. Call us at 1-800 . Power is provided by the Continental O-470 family of engines for most models, though not exclusively. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. But there are things to be careful of when considering a 310. Experienced owners report that its easily damped with proper technique, however. We took the plane to a shop in the area with a good reputation for Cessna service. Cessna didnt stop there. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. The keys to getting great bladder service life start with the installation. Later model 310s have heavier main gear torque tubes and side brace support brackets. Find more About Us here! We stock parts for all Cessna Multi-engine airplanes: New and Used Cessna T303 Crusader Aircraft Parts, New and Used Cessna 310 Aircraft Parts, New and Used Cessna T310 Aircraft Parts, New and Used Cessna 320 Skyknight Aircraft Parts, New and Used Cessna 335 Aircraft Parts, New and Used Cessna 336 Skymaster Aircraft Parts, New and Used Cessna 337 Short field performance is great given the aircrafts size and weight. 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. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. 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 tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Noise level, engine wear, and fuel flow are all reduced. document.getElementById("CountryId").value = 1; Cessna 182. An optional large baggage door was introduced on the 310P. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. 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. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . Ive also followed the advice of many to keep the gear properly rigged and lubricated. Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. Theoretically, its physically and materially possible to field repair a bladder given enough time, diligence and discipline. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); All Listings filter applied; Delivery Options. Costs have been going up, but that speaks more of trends in general aviation economics. The mains also are the receptacle for the contents of the wing locker tanks. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. In fact, one of the prototypes was landed gear-up, and the tip tanks separated just as they were designed to do, with no post-crash fire. 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 Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. Flying an aircraft with a weakened bladder negates this safety feature. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX 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. 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. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. 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. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. Fri May 01, 2020 10:14 pm. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. Early models can go four hours. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. 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 is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. 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. Come join us! 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. Local Pickup. 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. This means in his day-to-day, he lives and breathes all things aviation. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. 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. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. Installation of the tank was pretty easy. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. All rights reserved. The competition for the Cessna 310 has changed from its introduction. 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. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. 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 An Aztec is a fine plane, but it is slower and the Aztec, Seneca, and Baron all have smaller, less comfortable interiors for people such as myself-I am 62, and probably need to read a good diet book instead of the aviation magazines I prefer. It starts with nomenclature. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. 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. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. 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. 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. I think FFC in Memphis makes their's out of the same material and maybe some others. Cessna 210. 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? These vents have top etched into the valve body. This variant also swapped the engines family from the O-470 to the fuel injected version of the Continental O-520 line, producing 285 hp each. I am an ATP with about 1200 hours in light twins. Control Surfaces!Fresh repaired, exchange, no patches. His brother, father, and grandfather are all pilots. 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. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. The airplane can cover roughly 500 NM in still air with max payload. Removal and replacement labor usually runs between 10 and 12 hours. Trending price is based on prices over last 90 days. (Any penetrant type lubricant will do.). 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. We use Mailchimp as our marketing platform. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Something went wrong. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. Long Range. Cessna got up to the 310R (with a few gaps) before ending production in 1981. Flying the Cessna 310 is, on the other hand, a pleasure. According to aviation insurance brokers BWI FLY, annual insurance costs for a standard Cessna 310 model total between $3456 and $5270, assuming a pilot with a PPL, 1500 hours of which 500 are in multi-engine aircraft, and 50 in the Model 310 family. 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. 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. being added back to the mains. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. Cessna has a kit available to retrofit earlier airplanes. 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. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. Model Year. 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. The Cessna 310 grew up quickly. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. Thats not the only tricky thing about the 310s fuel system. Each engine is equipped with a mechanically driven fuel pump which provides fuel to the metering unit. 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. If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. The airplane handles big and is a stable IFR platform. The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. Operators say the T310s work best in the high teens. The nose was extended a little starting with the 310K, which helps spread the load. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. The installation has an external filler neck and includes a new lightning-proof fuel cap. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. [CDATA[ 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. Fuel capacity of 102 gallons Minimum octane fuel of 100 Average fuel burn of 28 gallons in an hour Takeout weight of 4,830 lbs Landing weight of 4,600 lbs The estimated standard weight of 3.125 lbs Estimated maximum load of 1,750 lbs Baggage capacity of 200 lbs The oil capacity of 12 quarts with each engine Cannot exceed the speed of 215 KIAS Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. 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. 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. 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. Use a very sharp pick to scratch the debris out of the screw head. Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. Sturdy, low-hour airframes that had enjoyed their heyday during the Second World War and over the Korean peninsula had been struck from the military inventory, and many buyers were quick to snap them up on auctions for prices much below their valuation. 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. Several variants of the IO-470 were used through the 1975 model year in the 310Q. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. 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 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. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. Then I renewed the bay tape where necessary. PROVEN IN THE JUNGLES OF PNG. The latest is a 1976 T-310, purchased new. 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. Additionally, the company began offering three-blade propellers as a factory option. This airplane is certificated in the normal category. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Still, it can be said that the type is one of the most affordable twin-engine aircraft in the market as far as entry costs go. They are truly dedicated to spreading information vital to the preservation of the fleet. Anything between that and maximum ramp weight has to be fuel. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. 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. Through its 28-year production span, the 310 evolved from a five-seater with pressure-carbureted engines to a high- flying turbocharged six-placer with known-icing certification. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. I think it would sure be worth putting those drains in while I'm changing the bladder. Combined with the relative fragility of the gear, these can be a real problem. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. For conversions, a favorite among them were small transport, bomber, and liaison aircraft, as they filled a niche no private company had fully established themselves in since 1945: cross-country capable aircraft with good payload, speed, and IFR equipment. Landing gearThe other 310 system that gets a lot of attention is the landing gear. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. Greaser! Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. 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. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. It greatly eases the task of loading and arranging aft baggage.