I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. This means in his day-to-day, he lives and breathes all things aviation. This combination permits me to leave the power at 55% (my typical cruise setting) and still descend at 700 to 1000 fpm without exceeding 155 knots. Finally, the 285-hp versions will do just over 190 knots on 29 gph. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. Beyond the initial production models, fuel was distributed between the two main tip tanks, two optional auxiliary ones, and another optional pair in the wing lockers. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. 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. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. Still, the 310 is large and heavy enough that braking performance can be marginal. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. 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. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. Each of the latter can accommodate two sets of golf clubs. Cessna didn't stop there. The nacelle lockers introduced on the 310I makes loading options even better. The market treats the various 310s pretty evenly: theres no real marked jump with model changes as often happens. 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. 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. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. 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. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. This makes hard landings a real possibility, and the gear just cant take that much abuse. Control Surfaces!Fresh repaired, exchange, no patches. 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. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. Many used parts are not listed on our web site partssearch, so please contact us to check stock. 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. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. The IO-470s used on earlier airplanes are much less likely to develop cracks. The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. 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. We used a Hartwick bladder, but the customer service was somewhat lacking. It is important to find a good A&P to help care for your 310. C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. 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. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. 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. 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. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Spins and aerobatic maneuvers are not permitted in normal category airplanes. The mains also are the receptacle for the contents of the wing locker tanks. Hangaring an aircraft is the most effective method for preserving its fuel bladders. These tanks are bladder-type cells which supplement the main tank fuel quantity. Cessna Models - 210 Models - Fuel Cell/ Bladder - Knots 2U, Ltd. Home Cessna Models 210 Models Fuel Cell/ Bladder Fuel Cell/ Bladder Sort By: sku: EA-1200065-2E Fuel Cell, RH Main Tank. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. 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 310 was built through the 1957 model year. All of the providers include installation kits. 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. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. Their investigation suggest the seepage is from the top of the bladder. These tanks are bladder-type cells located between the spars in the outboard wing. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Anything between that and maximum ramp weight has to be fuel. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. The Cessna 310 saw plenty of experimentation in its design. I am an ATP with about 1200 hours in light twins. A new bladder should provide good service for at least 20 years and much longer if you take steps to keep the top surface of the bladder cool. This listing was posted on Nov 10, 2022. Long Range. 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. 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. At the other extreme of the line, the last models of the 310 can be counted on to perform transportation duties with the capability of newer models, and the prices reflect this ability. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. Gross weights eventually reached approximately 5500 pounds. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. Marc E. Cook, AOPA Pilot, May 1994. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. Aircraft Owners & Pilots Association Find it free on the store. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. 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. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market. Removal and replacement labor usually runs between 10 and 12 hours. 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. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. The airplane handles big and is a stable IFR platform. This is no Skyhawk. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. Additionally, the company began offering three-blade propellers as a factory option. 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. Zero fuel weight is a payload limitation that confuses some pilots. Cessna has a kit available to retrofit earlier airplanes. Buying Format. - We've parted out over 350 Cessna twins, from 303 thru 441. 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. 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. 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. 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. I do not believe they cost more than a couple of knots, and should be installed on all 310s. tens of thousands for twins. 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. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. 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. 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. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. 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. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. 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. A T310R, for example, has a zero fuel weight of 5015 pounds. } 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. Owner CommentsI have owned three turbocharged Cessna 310s. 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. 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. 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. Featured Refinements: Cessna 310 - Remove Filter; Featured Refinements. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Pitch response is heavier, with light roll controls and good longitudinal stability. Cessna 182 Fuel Bladder, Main Tank. 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. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. These vents have top etched into the valve body. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. PerformanceThis is a strong point of the 310. This should be a mandatory investment for all R owners. The wing area is of 175 sq ft. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". In the event of a fuel pump or engine failure, the aux tank on that side becomes uselessno crossfeed from the aux tanks, and no transfer is possible. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. 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. 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. Many were retrofitted with the later, and better, Clevelands. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport.

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