Re: Cessna 180 fuel bladders. 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. The increase in weight came with a penalty in stall speeds: when clean, these went from 73 KIAS on the Cessna 310D to 79 KIAS on the Cessna 310R, while in landing configuration, they went from 64 KIAS to 72 KIAS. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. Flying an aircraft with a weakened bladder negates this safety feature. Turbocharged 310s can do 225 at max cruise. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. 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. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. 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. Use a very sharp pick to scratch the debris out of the screw head. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. 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. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. The RAM engines have settled in and have about 200 hours on them. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. The 310 is a hefty airplane, particularly in its later variants. 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 Another aspect of the gear that deserves mention is the brakes. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. 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. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. General opinion of the IO-470 has always been good, and it seems the model has performed quite well in the 310. . According to Larry Balls The Twin Cessna Flyer, nearly half of all twin Cessna accidents and incidents are directly related to the gear, and a quarter of all accidents and incidents are related to failure of the nose gear idler bellcrank under the pilots feet. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. 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. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Finally, the 285-hp versions will do just over 190 knots on 29 gph. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. We are a collective group of airline instructors, and pilots dedicated to all things aviation. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. The one problem is that Cessna advertises the 310 as a six-place airplane. Anything between that and maximum ramp weight has to be fuel. 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. 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. Learn more about Mailchimp's privacy practices here. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. The Apache was a commercial success as a trainer thanks to its docile handling and forgiving flight characteristics, but in the niche of business aviation, its engines stopped it from ever truly competing with only 150 hp per engine, the aircrafts top speed was a measly 157 knots, and its range was capped at 603 nautical miles. This is no Skyhawk. 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. Also the landing gear must be adjusted carefully and properly to insure smooth and dependable operation.The 310s fuel system has been unfairly criticized in the past. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); Handling on the Cessna 310 is in line with expectations for most Cessna aircraft pleasant, predictable handling, with certain aspects scaled up in line with the series larger dimensions compared to the Model 152 or 172 many learned to fly on. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. The popular 400 series followed in 1965 with the ill-fated 411. Long Range. Starting in 1961, the Model 310G replaced the original fuel tank design with the canted ones branded stabila-tip by Cessna, designed with the goal of improving stability. Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. 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 all tanks installed and full, on the other hand, it can haul a couple of people and some baggage more than 1200 NM, again at 65% power. Related Products for Cessna 310 1975. We noted several cases of full or partial gear collapse thanks to parts failures. 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. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. Many used parts are not listed on our web site partssearch, so please contact us to check stock. This coupled with the natural rolling tendencies caused by the tip-mounted fuel tanks, can make for a busy few moments immediately following engine failure. The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. If you hear an inrush of air its a signal that the vent system is blocked. 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 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. The manual states a Cessna 310R requires 1790 ft to land with a 50 ft obstacle clearance, while take-off in similar conditions takes 1700 ft. For comparison, a Beech Model 58 Baron needs 2498 ft to make the same landing and 2100 ft for the take-off. Parts availability has never been a problem. Send questions and comments to . Cessna entered the light-twin market a clear overdog in late 1954. 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. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. 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. Fuel flows at the rate of eight gallons per hour. 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. Dont fly again until the blockage is opened. PerformanceThis is a strong point of the 310. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. horsepower increased and so did demands for fuel. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. 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). Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. Long Range. The Twin Bonanza, in turn, had a rather short life in the market and lingered on primarily as a military trainer, but its performance and high operational costs made it unable to compete with the Cessna 310. Maintenance concerns and the inexorable march of time these first 310s are 40 years old now, after all can make the purchase of the 1950s and 1960s models chancy. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. This means in his day-to-day, he lives and breathes all things aviation. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. 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. A choice of IO-520 or Voyager IO-550s is offered. Thats not the only tricky thing about the 310s fuel system. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. He ran the mains dry. 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. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. LH Main Tank. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. UPJR740L). The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. The Cessna 310 grew up quickly. Local Pickup. All Listings filter applied; Delivery Options. Engine Driven Fuel Pump Failure. Long Range. 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. When we're not in the air, we're here helping others how to join us here at Aviator Insider. The gap for the turbo models is similar. Most shops either stock or can order whatever you require to keep it running within short notice. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. This group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. This is primarily because of the exhaust thrust augmenter tubes positioning. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. being added back to the mains. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. 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. 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. Second, is the locker-tank scheme. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. About every six hours I am on my back under the airplane cleaning the areas in the line of fire aft of the exhaust augmentors. 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. The nacelle lockers introduced on the 310I makes loading options even better. 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. 1975 Cessna T-310R airplane for sale located in Orlando, Florida. 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. In 1975 a big change occurred with the 310R II and T-310R II. The two largest clubs that cater for just about all Cessna models are the Cessna Owner Association and the Cessna Flyer Association. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. This disruption was not the end of the Model 310, however. Approach speeds are relatively high. View cart for details. Removal and replacement labor usually runs between 10 and 12 hours. 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. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. 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. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. 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. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. Spins and aerobatic maneuvers are not permitted in normal category airplanes. In 1964, the engine exhaust was changed to flow under the wing . I also had to remove the tank sump quick drain fittings and the fuel quantity transmitter and float. 91 or F.A.R 135. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. Other variations on the 310 theme will tip you off to the airplane's age. Call us today at 1-817-453-8829 for Fuel Bladder Repair! Delete cookies, By using our website, you agree to our use of cookies. All of the providers include installation kits. (We do not part out singles.). FFC constructions meet the Technical Standard TSO-C80 . Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. This has kept prices down over time. Hot refuel . Obstruction or Icing of Static Source. 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. 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. The Cessna 310 is not known to be a maintenance hog by most standards. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. Starting with pressure-carbureted 240-hp O-470 Continentals, the 310 gained real fuel injection and an additional 20 hp per side with the C model, in 1959. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. Vortex generators will give you a much greater return for one-tenth the cost. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. But there are things to be careful of when considering a 310. Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. This aircraft is not immune to the relatively high operational costs inherent to twin-engine aircraft and is combined with the advanced age of most units. The tanks are generally filled after each flight. 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. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. It is important to find a good A&P to help care for your 310. Overall, a good package of background information.]. 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. 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. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. At the time of our last look at the 310 in 1996, the FAA was considering a stiff update to the AD that thankfully did not come to pass. 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. 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. 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. top. The Cessna 310 saw plenty of experimentation in its design. 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. Other loading and operating considerations were introduced in the later models. 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. Something went wrong. 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. Greaser! Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. One of the earmarks of the line's changes concerns horsepower. The debate has gone on for many years. Owners of T310s who want engine upgrades can get them from RAM Aircraft. The excess is pumped back to the mains and overboard if there isnt room. Marc E. Cook, AOPA Pilot, May 1994. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . This listing was posted on Nov 10, 2022. This section of the article is only available for our members. It is broadly accepted that the true competition to the Cessna 310 came in 1970 when Beechcraft introduced their new twin-engine six-seater in the shape of the Beech 58 Baron. When the auxiliary tank runs empty, it automatically shuts off. 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. 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. My advice to 310 buyers: Treat the acquisition process seriously. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. All rights reserved. Crosswind landings are simple due to good aileron and rudder authority. The tip tanks became twin Cessna hallmark. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. the amount of weight you can put in the cabin; it has nothing to do with total load. https://www.cessnaflyer.org/cessna-twins/cessna-310/item/1315-the-cross-country-capable-cessna-310.html, https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/cessna-310, https://www.aviationconsumer.com/used-aircraft-guide/cessna-310-2/, https://www.risingup.com/planespecs/info/airplane399.shtml, https://bwifly.com/cessna-310-insurance-cost/, Bombardier Challenger 300 Guide and Specs. I used a small block of wood as a pusher to get enough push to drive home one of the snaps located at the end of my reach. 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. The resale value of Cessna 310 varies wildly based on the age of the aircraft, its physical state, adherence to maintenance schedules, and a lesser extent, the modifications installed by the parting owner. Still, the 310 is large and heavy enough that braking performance can be marginal. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. The speed vane housing the Hobbs meter on the bottom of the right wing is a small tab that is compressed by airflow, but due to its diminutive size and sleek profile, and many owners have accidentally snagged it into inoperability. . According to a report prepared for ASF by Aviation Consumer contributor Mike Busch (a 310 owner), two-thirds of the machine-caused accidents in 310s are gear-related. It is fairly long and spindly, and more delicate than that of some other airplanes. Maximum boost for a sea-level takeoff is a moderate 32 inches. Cleveland offers brake sets that can be retrofitted in lieu of the original Goodyear ones, which are more expensive to maintain on the long run. Climb rates were also slightly affected: earlier models met their best climb at 1800 fpm, which went down to 1650 fpm by the time production ended. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. According to Bill Thompson, author of Cessna Wings for the World and longtime Cessna test pilot, Cessna chose bladder tanks over integral tanks to decrease the likelihood of fire in the event of a crash. As the maximum weights increased, the single-engine climb rate decreased; the T310R, at its 5,500-pound maximum, is supposed to ascend at 390 fpm at sea level with one feathered. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. Surprisingly, very few people know what zero-fuel weight is. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. The airplane handles big and is a stable IFR platform. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; 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. 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. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. This includes both liability and hull coverage. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. More than 5,400 were built, and there are several major variations. 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. After checking for the type of bladder in my airplane, I knew it wasnt a candidate for repair, but repair can be an affordable option for some leaking bladders. 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. A T310R, for example, has a zero fuel weight of 5015 pounds. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. The 1956 model of the Cessna 310 has a cruise speed of 178 knots, a range of 870 nautical miles, a service ceiling of 20,000 feet, and a rate of climb of 1,700 feet per minute.
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