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. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. The one problem is that Cessna advertises the 310 as a six-place airplane. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. 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. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. top. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. 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. Each of the latter can accommodate two sets of golf clubs. Delete cookies, By using our website, you agree to our use of cookies. 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. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the The pilot can read the tanks not being used by toggling a switch. Not so on the 310. This is no Skyhawk. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. Removing and replacing a bladder is not a difficult process. Then the transfer pumps are run until the idiot lights go on. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. Another aspect of the gear that deserves mention is the brakes. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. 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. The installation has an external filler neck and includes a new lightning-proof fuel cap. Theoretically, its physically and materially possible to field repair a bladder given enough time, diligence and discipline. 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. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. 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). With the 240-hp engines, the 310 will turn in cruise speeds of 183 knots (70-percent power at 7,500 feet, burning 25 gallons per hour total) and climb with both engines at better than 1,600 fpm from sea level. 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. Turbocharged 310s can do 225 at max cruise. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). A choice of IO-520 or Voyager IO-550s is offered. (Any penetrant type lubricant will do.). 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. 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. George, I just did a 182 this summer. 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. [CDATA[ For those readers who are old enough to want to avoid thinking about it, the 310 should look familiar: it was the costar of televisions Sky King adventure series. I do not believe they cost more than a couple of knots, and should be installed on all 310s. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. Cessna entered the light-twin market a clear overdog in late 1954. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. For conversions, a favorite among them were small transport, bomber, and liaison aircraft, as they filled a niche no private company had fully established themselves in since 1945: cross-country capable aircraft with good payload, speed, and IFR equipment. Removal and replacement labor usually runs between 10 and 12 hours. RAP is an FAA Certified Repair Station (CRS no. By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. Please click here to jointo view this part of the article. 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. 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. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Cessna part 1200065-5 Fuel Cell. 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. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. Experienced and diligent first time installers must strive to achieve a tank installation where the tank bay is clean and prepped to provide an abrasion-free home for the bladder; where steps are taken to insure that any wrinkles in the bladders bottom surface are minimized and where the nipples arent pulled out of position or stretched during installation. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. A 310 might not be the most expensive (yet) or high-tech airplane you can own, but in my mind flying one is like cruising in one of Detroits vintage big-block V8s: Shes easy to repair, sounds mean, goes fast, and flat-out looks good. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. 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. On approach, some power has to be carried. Then I used a mirror and flashlight to make sure I had freed all the clips holding the topand the bottomcorners of the tank in position before removing the bladder. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. 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. Landing gearThe other 310 system that gets a lot of attention is the landing gear. Also using spoilers to produce a drop in airspeed to permit landing gear operation is a nice option to have when too high or hot for normal gradual speed reductions or while descending. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. Advertised as at least five years ahead of its competitors, the headline of the Flying magazine article about its introduction was Business Asked For It.. However, this connection returns fuel only to the main tank on the same side as the engine. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Cessna got up to the 310R (with a few gaps) before ending production in 1981. The idea is to get as much of the fuel as far from the cabin as possible. As for those moving up through the Cessna line, a 210 pilot will most definitely notice the 310's heavier controls, higher wing loading, and greater approach and landing speeds. The 310 is a hefty airplane, particularly in its later variants. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. Find more About Us here! MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. The RAM engines have settled in and have about 200 hours on them. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. The keys to getting great bladder service life start with the installation. 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. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Long Range. The landing gear retraction mechanism is electrically actuated, with no pneumatic or hydraulic aids, which increases travel time and thus keeps the airframe draggier for longer while the pilot handles the emergency. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. 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. Free shipping for many products! The 310 competed more directly against the Twin Commander 520 (discontinued that same year) and Beech Twin Bonanza, which was dropped a few years later in favor of the Travel Air and 55 Baron. 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. 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. All rights reserved. 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. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. Gross weights eventually reached approximately 5500 pounds. Pilots report that real-world operations arent as good as these numbers would have you believe. C-310s with lots of avionics and other options compound the loading exercise. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Seeing a gap in the market wide open, Cessna Aircraft Company, at the time led by Dwane L. Wallace, made its move with the Cessna 310. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. The 310s system on airplanes with all the optional tanks is certainly more complicated than most, and it does have a number of idiosyncrasies not shared by other airplanes. According to owners and 310 support groups, parts are readily available for the airplane, although, as is true with any model these days, the costs can be dear. 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. It can be a way to cut back on labor costs if an owner/pilot is comfortable in their technical abilities and savvy about working on one of the most important systems on their Cessna. We use Mailchimp as our marketing platform. The 310 offers more payload and cabin room than its competitors, and is more stable in turbulence, but at the cost of a heavier control feel than a baron. Marc E. Cook, AOPA Pilot, May 1994. We service fuel cells for aircraft including, but not limited to Lear Jet, Gulfstream, Cessna, Citation, Falcon Jet, Astra, BeechJet, Westwind, Hawker, Bombardier, Challenger, Boeing and countless others. The bladder I purchased was a much smoother and a much more flexible tank than the removed tank, which was stiff and felt semi-rigid by comparison. 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 first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. When fuel starvation shuts down an engine, the silence is mighty loud. The latest is a 1976 T-310, purchased new. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin).