One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. The 310 was the companys only twin for several years. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. The wing area is of 175 sq ft. 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. An additional cabin window was introduced with the Model 310F. If you are already a member, please log in. I do not believe they cost more than a couple of knots, and should be installed on all 310s. 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. . Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). The 310 is a hefty airplane, particularly in its later variants. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. According to aviation insurance brokers BWI FLY, annual insurance costs for a standard Cessna 310 model total between $3456 and $5270, assuming a pilot with a PPL, 1500 hours of which 500 are in multi-engine aircraft, and 50 in the Model 310 family. Then the transfer pumps are run until the idiot lights go on. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. In an interview with Cessna Flyer, pilot Gale Cawley of USAF, Indiana ANG, and American Airlines experience described his scheduled annual maintenance costs at around $3600 during his 15-year ownership period. The effects on performance are noticeable: the aircrafts power ratio rose to 7.71 lb/hp, with a cruising speed of 260 knots at 18500 ft, and a rate of climb of 3000 fpm (feet per minute). Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. The first step is to know which bladder your aircraft uses. Long Range. Come join us! Classified Ad with Best Offer. But wait, theres more. The 310B in 1958 brought a 100-pound boost in gross weight. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. Early models can go four hours. 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. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. These vents have top etched into the valve body. Aircraft: Cessna 182B. For one thing, the all-electric gear is not particularly quick to stow. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. The gap for the turbo models is similar. 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? If you hear an inrush of air its a signal that the vent system is blocked. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. The 310 makes for a good, stable IFR platform, according to owners, with excellent cruise stability. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. I am a professional aircraft broker who specializes in Cessna twins. Removal and replacement labor usually runs between 10 and 12 hours. 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. Costs have been going up, but that speaks more of trends in general aviation economics. 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. Cessna didnt stop there. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. 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. 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. The idea is to get as much of the fuel as far from the cabin as possible. It is fairly long and spindly, and more delicate than that of some other airplanes. In order to provide you with the best online experience this website uses cookies. 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. Fuel Burn at 75% power in standard conditions per hour. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. Alternator Failure (Dual) Flight Instruments. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. In the pattern, landing flaps deployment leads to a noticeable pitch-up moment, but this can be offset by commanding gear extension at the same time as the pitch changes will cancel themselves out. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. Cessna 210. 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 310R was the final development of the airplane, and stayed in production until the line was closed down in 1981. 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. System Emergency Procedures. The shortcomings of the Apache were partially addressed with the Aztec series, but in 1963 it passed the torch onto the more powerful and maneuverable Twin Comanche. This listing was posted on Nov 10, 2022. Marc E. Cook, AOPA Pilot, May 1994. These devices help by making the airflow more turbulent at high angles of attack, which in turn makes it stick better to the lift and control surfaces. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Cessna got up to the 310R (with a few gaps) before ending production in 1981. Unless otherwise noted, these reviews carry product pricing from the time of the original review. 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. Cessna fuel selector valve kit 0311070-1 Our PPFSV5 fuel selector valve kit for the 0311070-1 valve, which is common on the Cessna 180, 182, 190, 195, 310 and 320 models. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. My advice to 310 buyers: Treat the acquisition process seriously. Flying the Cessna 310 is, on the other hand, a pleasure. In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. 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. The first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. If time is critical, providers offer repaired bladders on an exchange basis. 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. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. Cessna 182. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. 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. 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 result is an Belvoir Media Group, LLC. Re: Cessna 180 fuel bladders. C-310s with lots of avionics and other options compound the loading exercise. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. 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. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. Long Range. 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. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. The Cessna 310 saw plenty of experimentation in its design. The first 310s, built in 1954, were sold as 1955 models. 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. The nose was extended a little starting with the 310K, which helps spread the load. 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. 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. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. Vacuum Pump Failure. Bladders work fine if they're properly installed and cared for. We noted several cases of full or partial gear collapse thanks to parts failures. The proboscis grew 32 inches, and housed a sizable baggage compartment. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. [CDATA[
Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Learn more about Mailchimp's privacy practices here. 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. Additionally, the company began offering three-blade propellers as a factory option. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. 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. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. Not so on the 310. 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. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. if(document.URL.indexOf("/register") > -1){
I find that burning about 20 gal. The excess is pumped back to the mains and overboard if there isnt room. Vortex generators will give you a much greater return for one-tenth the cost. Please login to continue enjoying members-only content. Fuel burn varies with model, but figure about 31 GPH for the later versions. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Both bladders were replaced at the same time at the same shop. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. However, Ive never seen this done nor was I able to find any information about the repair kits and adhesives referred to in the manuals. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. 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. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. 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. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. All rights reserved. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. 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. RAP is an FAA Certified Repair Station (CRS no. Flying an aircraft with a weakened bladder negates this safety feature. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. AOPA Members DO more LEARN more SAVE more - Get MORE out of being a pilot -, 2023 Aircraft Owners and Pilots Association, Available with 102/143/166/184/207 gallon systems, Avg. 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. Made o In 1959, shortly after the types introduction to the market in 1954, Cessna began offering the Model 310C equipped with the uprated IO-470-D engines, featuring fuel injection and with an output of 260 hp. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. 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. Ells also loves utility and bush-style airplanes and operations. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! Short-field performance is quite good on paper. The props are subject to a couple of ADs: these include the infamous McCauley prop inspection AD (95-24-05) and 94-17-3, repetitive inspection of the prop hub grease fittings. 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. In the past three years I have focused on 310s and 340s, generally listing six to eight 310s and selling two or three a month. 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. 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. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. Cessna 210. 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. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. This not only renders the airplane officially unairworthy, its dangerous. Two CDs at a total cost of $10 arrived in a few days.