Those big tip tanks were originally designed as a safety feature. HIGH QUALITY FUEL CELLS Recognized Fuel Cell Authority FAA & EASA Certified Hours: Our Focus Is You Our goal through this website is to provide you with the information you need to make informed fuel cell decisions. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . The tip tanks became twin Cessna hallmark. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. Most shops either stock or can order whatever you require to keep it running within short notice. You could order one or both of the locker tanks. 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. 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. 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. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Two main traps await the unwary 310 driver. 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. Shade the top surface of the wings whenever possible and strive to top off the fuel tanks after each flight since the fuel will moderate bladder surface temperatures by acting as a heat sink. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). 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. Also With This ArticleClick here to view the Cessna 310 features guide.Click here to view charts for Resale Values, Payload Compared and Prices Compared. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. Int. 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. A leaking fuel bladder. . Power is provided by the Continental O-470 family of engines for most models, though not exclusively. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Still, the 310 is large and heavy enough that braking performance can be marginal. 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. Robertson Performance Systems (800 430-1585) provides a vortex generator kit which not only decreases the Vmc by 10 knots but it also increases the zero-fuel weight by 385 pounds and the gross takeoff weight by 185 pounds. Operators say the T310s work best in the high teens. The Model 310Q and its turbocharged version, the T310Q, redesigned the cabins rear to include a new window design. 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 locker tanks are placed in the wing baggage area at a capacity penalty. 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. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. The cabin on the Cessna 310 traditionally seats four passengers plus one pilot, however starting with the Model 310G, a factory option for six passengers was added. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. In 1975 a big change occurred with the 310R II and T-310R II. His brother, father, and grandfather are all pilots. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. 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. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. The auxiliary tanks, in turn, could cause engine sputtering and occasional shutdowns if one is not careful: during turbulence, the Cessna 310s tendency to yaw leads the fuel away from the intake. Removing and replacing a bladder is not a difficult process. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Confused? After the bladder is in and is deemed ready, I like to fill the tank in five-gallon stepswith the airplane on level ground and the landing gear struts and tires at normal inflationfor two reasons. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. Long, strong arms are required. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. 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. 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. A 1981 Piper Aztec (250 HP engines) about $157,000. In 1987 over Delta, Utah a pilot unfamiliar with the fuel system crashed because he thought the mains were in the wings and the auxes at the tips. 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. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. This section of the article is only available for our members. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. Payloads were a strong selling point of the Cessna 310, with a useful load of 2000 lbs or above depending on the model and fuel quantity. A choice of IO-520 or Voyager IO-550s is offered. Cessna 182 Fuel Bladder, Main Tank. 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. Approach speeds are relatively high. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. In order to provide you with the best online experience this website uses cookies. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. 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. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. Fuel Capacity: 130 Gallons 50 Gallon Mains 15 Gallon Aux Tanks Weight and Balance: Max Allowable: 4830 lbs Basic Empty Weight: 3287 lbs Useful Load: 1543 lbs Empty Arm: 35.19 inches aft datum Empty Moment: 115674 inch lbs Engine Specs: Right: Continental IO470D Serial Number 75850-0-D 1089.7 SMOH Compressions at May 2007 Annual: 72/73/72/75/73 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. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. If an owner came to me asking me to help him repair a bladder tank or approve a field repair of a bladder tank Id say no because I dont believe the parts are available nor is the data sufficient to ensure a safe field repair. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. The first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. The optional auxiliary tanks are available in two sizes. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. 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. 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. 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. 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. Early models had Goodyears, which caused some problems. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. 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. To support buyers I offer a 310 information package [Ed. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. The one problem is that Cessna advertises the 310 as a six-place airplane. It was a time when many of the now-familiar Cessnas were first introduced: the earlier 140s and 170s were giving way to 172s and 182s. Long Range. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. When fuel starvation shuts down an engine, the silence is mighty loud. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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. 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. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. 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. You can guess the rest. 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. Pilots report that real-world operations arent as good as these numbers would have you believe. We used a Hartwick bladder, but the customer service was somewhat lacking. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. COST EFFECTIVE - UTILIZE THE AIRCRAFT OF OPPORTUNITY as Cessna 206 - Cessna 208 - DHC-2 Beaver- DHC-6 Twin Otter - P-750 - CASA 212 - Short 330 etc. document.getElementsByClassName("mobile")[0].getElementsByTagName("a")[0].href = "tel:330-698-0280"; Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. 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. 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. The airplane can cover roughly 500 NM in still air with max payload. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). Another scenario goes like thisPilot: Top off the mains, please. Ells also loves utility and bush-style airplanes and operations. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. The attitude that its just another airplane can cost the buyer dearly. The single-engine ceiling, however, grew considerably in the turbocharged versions. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. More than 5,400 were built, and there are several major variations. Vortex generators will give you a much greater return for one-tenth the cost. Landing gearThe other 310 system that gets a lot of attention is the landing gear. tanks will result in about 8 gal. Put your ear down by the filler cap and open it. Theoretically, its physically and materially possible to field repair a bladder given enough time, diligence and discipline. I find that burning about 20 gal. Non-turbocharged models were on offer for around $200000. per 15 hours), the RAM Series I option got me two new props, two RAM converted TSIO 520 EB engines, new hoses, and a Shadin fuel totalizer at a price comparable to what many good shops quote for two reman engine replacements. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. 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. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. This should be a mandatory investment for all R owners. For one thing, the all-electric gear is not particularly quick to stow. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. During its early years, the Model 310 was sold for $59400. Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. The nacelle lockers introduced on the 310I makes loading options even better. 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. Designed for aisle fit in cabin class aircraft, bottom outlet will work with cabin pressure without transfer pump in most installations. Hot refuel . 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. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. 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. 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. On approach, some power has to be carried. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. FFC constructions meet the Technical Standard TSO-C80 . Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. 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: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. The first 310s, built in 1954, were sold as 1955 models. Other loading and operating considerations were introduced in the later models. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. This is no Skyhawk. This has caused accidents. The Cessna 310 saw plenty of experimentation in its design. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. Not so on the 310. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. Wait until you have to manage the tanks. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. Additionally, the company began offering three-blade propellers as a factory option. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. I am a professional aircraft broker who specializes in Cessna twins. 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. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system.
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