The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. When the auxiliary tank runs empty, it automatically shuts off. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. 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. Noise level, engine wear, and fuel flow are all reduced. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is often said to be one of the most attractive light twins ever built. It greatly eases the task of loading and arranging aft baggage. document.getElementById("CountryId").value = 1; I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. 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. [CDATA[ Come join us! 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. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. 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. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. 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. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. Many were retrofitted with the later, and better, Clevelands. Payload in a lightly equipped 310C with auxiliary tanks might exceed 700 pounds, while it could be as low as 400 pounds in a 310R. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. 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. I recommend them. I do not believe they cost more than a couple of knots, and should be installed on all 310s. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. Short field performance is great given the aircrafts size and weight. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. These vents have top etched into the valve body. 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. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. At that point the mains may or may not be full, depending on whether the aux tanks have been used and whether the transfer was done with room to spare in the mains. According to owners and mechanics, the 470s live a long and happy life under 310 cowls, and the number of service difficulty reports slated for the 470-powered airplanes is proportionally lower than for the IO-520 and TSIO-520 versions. Aircraft: Cessna 182B. In 1975 a big change occurred with the 310R II and T-310R II. 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. 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. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. Thats not the only tricky thing about the 310s fuel system. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. The market treats the various 310s pretty evenly: theres no real marked jump with model changes as often happens. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. Each of the latter can accommodate two sets of golf clubs. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. Marc E. Cook, AOPA Pilot, May 1994. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Last year my factory gold medallion remans were about 50 hours past TBO when the latest McCauley prop AD for this model left me with no realistic choice but to replace both props. Its not unusual for the actual fuel capacity of a bladder and the capacity written in the owners manual or the aircraft flight manual (AFM) to differ. 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. He ran the mains dry. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. 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. Cessna 310: Still the Sky King? 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. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. The next significant change was in 1962, with the 310G. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. . Alternator Failure (Dual) Flight Instruments. The latest is a 1976 T-310, purchased new. Putting the main tanks all the way out on the wing tips means long fuel lines, and the large number of tanks, drains and pumps means a lot of fittings that can leak. We are a collective group of airline instructors, and pilots dedicated to all things aviation. Vacuum Pump Failure. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. When cruising around 170 KTAS, it is possible to attain a fuel burn of 25 gph, which works out to around four hours in the air plus reserves. 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? Collapsed fuel bladders have caused many incidents and a few accidents due to restricted fuel flow or to fuel exhaustion because a partially collapsed tank appears from the filler opening and on the gauge to be full of fuel, but in reality contains much less. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. the new twin were backed up by innovative features such as engine exhaust thrust augmenter tubes and the storage of all fuel in tip tanks in early 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. Model Year. 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. Cabin size was increased, along with gross weight. If you have a hankering for old and complex airplanes, the 310 might well fit the bill, so long as you know that the initial maintenance bills can be thrilling. Aircraft Owners & Pilots Association Find it free on the store. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. At the other end of the airplane, the 310 nose grew, Pinocchio-like, through the decades, making a big leap with the 1975 R model. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Early production models up to 1964 are known to have a noisier cabin than other units. 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. Long Range. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. The airplane can cover roughly 500 NM in still air with max payload. 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 Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. 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. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. I am an ATP with about 1200 hours in light twins. 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. Gross weights eventually reached approximately 5500 pounds. 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. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. It starts with nomenclature. Turbo single-engine performance is even more impressive: from 390 to 440 FPM-thats up in turboprop territory, and very impressive for a piston twin. The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. During its early years, the Model 310 was sold for $59400. Together, this means that 310s came with total capacities of 100, 140, 163, 183, or 203 gallons. Windows were added and lengthened through the 310's gestation as well. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Also, consider it a bonus if the airplane is fitted with retrofit Cleveland brakes; the original Goodyears are known to be somewhat troublesome and expensive to maintain. Maximum boost for a sea-level takeoff is a moderate 32 inches. Cessna part 1200065-1 The bigger Continental came aboard in the 1975 model, the R. It's interesting to note that through the life of the 310, engine power was increased only 45 hp a side. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. When you smell fuel outside the airplane for an hour or two after topping off the fuel but not when the fuel level is down, the most likely cause is age-related deterioration of the top of your bladder. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. The only real glitch involved sliding the vent tube onto its nipple. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. Also high up on the list was the fuel system; not for any particular design issue, but simply because theres a lot of plumbing involved. 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. Put your ear down by the filler cap and open it. 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. LH Main Tank. Engine Driven Fuel Pump Failure. Classified Ad with Best Offer. Most shops either stock or can order whatever you require to keep it running within short notice. The Cessna 310 is not known to be a maintenance hog by most standards. 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 The 310B in 1958 brought a 100-pound boost in gross weight. All of the providers include installation kits. 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. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. . MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. 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. The twin rearview windows were removed from the 1965 Cessna 310K onwards in favor of a large single one to improve visibility. 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 other two U.S. Rubber types arent mentioned. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Call (219) 749-2520. 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. 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. Not so on the 310. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . } Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. 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 fully equipped 310 with wing locker tanks can have up to ten fuel drain points, eight fuel pumps and a rather complex plumbing system. Delete cookies, By using our website, you agree to our use of cookies. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. 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. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. Unlike many airplanes with long production runs, the 310 went through steady refinement over the years, with a slew of designation letters following the model number. 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. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. Vortex generators will give you a much greater return for one-tenth the cost. During repair new nipples are installed and repaired tanks are guaranteed for two years. 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. The airplane handles big and is a stable IFR platform. Cessna has a kit available to retrofit earlier airplanes. If there's an aspect of the 310's handling qualities likely to catch a novice pilot out, it is single-engine procedures near the runway. 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. The proboscis grew 32 inches, and housed a sizable baggage compartment. 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. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. This includes both liability and hull coverage. Jamie comes from a long line of military and civilian pilots! The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. More refinements followed: increases in cabin size, further increases in gross weight, various increases in auxiliary tank size and the availability of three-bladed props. Combined with the relative fragility of the gear, these can be a real problem. 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. An additional cabin window was introduced with the Model 310F. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. (Such nicknames come from the tank's fish-like profile.) This section of the article is only available for our members. 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. Instead, locker fuel must be pumped to the corresponding main tank. top. I find that burning about 20 gal. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. UPJR740L). 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. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. This should be a mandatory investment for all R owners. 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. The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. 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. Find more About Us here! Then I renewed the bay tape where necessary. The debate has gone on for many years. All rights reserved. The weight of the fuel concentrated on the tip tanks adds a significant roll tendency, which can be exacerbated into pilot-induced oscillations if one does not take it easy on the ailerons. 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. 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. The one problem is that Cessna advertises the 310 as a six-place airplane. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. More than half of the reports target the main gear. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. While these prices are only listed ones and can be negotiated down, there are also aircraft that exceed the bracket considerably, but not without good reason. 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. We used a Hartwick bladder, but the customer service was somewhat lacking. 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. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! 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. I am a professional aircraft broker who specializes in Cessna twins. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. 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. They are truly dedicated to spreading information vital to the preservation of the fleet. 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. 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. For one thing, the all-electric gear is not particularly quick to stow. When we're not in the air, we're here helping others how to join us here at Aviator Insider. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. If the pulled up section is near the wing root the float part of the fuel level sensor will also be pulled up, and the fuel gauge readings will be wrong. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. Mistakes in purchasing a 310 can be huge. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. Along with that, weight and balance has to be watched more closely. Hangaring an aircraft is the most effective method for preserving its fuel bladders. A 1981 Piper Aztec (250 HP engines) about $157,000. Removing and replacing a bladder is not a difficult process. being added back to the mains. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. Turbocharged 310s can do 225 at max cruise. 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. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. Parts availability has never been a problem. You could order one or both of the locker tanks. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. 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. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles.
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