During its early years, the Model 310 was sold for $59400. We use Mailchimp as our marketing platform. Ells also loves utility and bush-style airplanes and operations. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Come join us! Radio navigation initially included LORAN gear, but the networks demise with the emergence of satellite navigation systems has made it little more than ballast for most pilots. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. The IO-470s used on earlier airplanes are much less likely to develop cracks. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. The nacelle lockers introduced on the 310I makes loading options even better. 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. 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. Commercial Beechcraft Bonanza Bell 222 Cessna Skymaster Eurocopter HH 65 King Air Lear-35 Beechjet 400 Cessna 182 Cessna-152 Gulfstream G150 Lear 60 MD 500 Robinson R44 Bell 206 Cessna 310 Aircraft DHC-6 Gulfstream-G200 Lear 75 Piper M600 Military F-18 Hornet T-38 Sea-Hawk F-18 Super Hornet Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! This website contains many older reviews. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. All rights reserved. } 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 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. 91 or F.A.R 135. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. Something went wrong. 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. Basic empty weight started at 2840 pounds for the original. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. Cessna 310 filter applied; see all. It is important to find a good A&P to help care for your 310. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. The popular 400 series followed in 1965 with the ill-fated 411. 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. The weight of the fuel concentrated on the tip tanks adds a significant roll tendency, which can be exacerbated into pilot-induced oscillations if one does not take it easy on the ailerons. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Plenty of Model 310 units in the market have undergone a much-needed avionics rework over the years, but it is still possible to run into original spec aircraft, which means a somewhat steep price to bring them to modern standards. The Hints page of the Eagle Fuel Cells website suggests loosening all clamps and waiting to let the rubber relax. 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. Buying Format. It has a maximum take-off weight of 2,087 kg. It greatly eases the task of loading and arranging aft baggage. 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. Re: Cessna Fuel Bladder replacement, 180/182. It is fairly long and spindly, and more delicate than that of some other airplanes. 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. Owner CommentsI have owned three turbocharged Cessna 310s. Learn more about Mailchimp's privacy practices here. Speed has always been a strong 310 selling point, for good reason. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. Handling310s have a reputation for Dutch roll in the hands of new pilots, caused in part by high rotational inertia due to the extra weight of fuel at the wingtips. 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. His brother, father, and grandfather are all pilots. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. 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. Remember, also, that the cost of maintaining an airplane like the 310 is keyed more to its health and the price of parts than the purchase price. 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. 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. document.getElementById("CountryId").value = 1; The fuel burn isn't much different than 470's to the 550's since whatever fuel gallons extra you burn, you usually are flying faster to make up the difference if we compared MPG. Operators say the T310s work best in the high teens. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. Check with your mechanic to see if he or she is willing to supervise as you take on the through-the-hole job of bladder R&R. Combined with the relative fragility of the gear, these can be a real problem. General opinion of the IO-470 has always been good, and it seems the model has performed quite well in the 310. Cessna didn't stop there. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. The Cessna 310 saw plenty of experimentation in its design. 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. Send questions and comments to . MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. Mistakes in purchasing a 310 can be huge. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. 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. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. 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. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. Flipping the bladder to expose the top and bottom surfaces while its spread out in sunlight on the top of the wing is an easy, safe, no-costand greenheating method. Short field performance is great given the aircrafts size and weight. 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. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the More than half of the reports target the main gear. Approach speeds are relatively high. Pilots report that real-world operations arent as good as these numbers would have you believe. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. 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. 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 recommend them. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. C-310s with lots of avionics and other options compound the loading exercise. This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. Several variants of the IO-470 were used through the 1975 model year in the 310Q. 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. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. First, all 310s suck more fuel from the tanks than the engines will use; both the pressure carburetor and fuel injection models have a return line from the engine compartments. This section of the article is only available for our members. The tanks are generally filled after each flight. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Single-engine service ceiling went up with the turbo models, to 17,200 feet in the T310R; a 310B could hold 7,700 feet on one engine. I have never noticed any real difference in flight characteristics regardless of loads, other than the to-be-expected slower rate of climb at gross vs. at light weights. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. Theoretically, its physically and materially possible to field repair a bladder given enough time, diligence and discipline. 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. Local Pickup. With so much to choose from, any serious buyer should be able to find an airplane that fits the bill. All rights reserved. Pitch response is heavier, with light roll controls and good longitudinal stability. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. I have owned a 1968 310N for the past four yeas. All parts are stored in modern warehousing, to preserve their quality. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX 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.. 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. tanks will result in about 8 gal. 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. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. A T310R, for example, has a zero fuel weight of 5015 pounds. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. 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. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. Greaser! This is the perfect time to make up a fuel tank quantity dipstick (I know I sound like a dipstick salesman, but they work and they are a simple safety tool) and to make sure you know exactly how much fuel your new bladder holds. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. The last development in the Cessna 310 family came in the shape of the Model 310R and T310R, which added a baggage compartment to the lengthened nose section. 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. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. - We've parted out over 350 Cessna twins, from 303 thru 441. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. 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. 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. Cessna 182. I do not believe they cost more than a couple of knots, and should be installed on all 310s. from the aux. 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. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Make. Much like the parts supply, finding technicians with experience in this aircraft is very common thanks to the sheer number of units delivered and still airworthy. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. Removing and replacing a bladder is not a difficult process. Call us at 1-800 . All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. This airplane is certificated in the normal category. Cessna Models - 205 / 206 / 207 Models - Fuel Cell/Bladder - Knots 2U, Ltd. (262) 763-5100 Wishlist The Aviator Collection Aero Commander Models Aeronca Models American Champion Models Beechcraft Models Brake and Wheel Parts Cessna Models Cirrus Design Electronics Hardware Lighting Luscomb Models Maintenance Supplies Maule Aircraft Models 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). All Listings filter applied; Delivery Options. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. Depending on the option fitted, this could expand the aircraft's capacity from 102 gallons up to 207 in total. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. 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. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Windows were added and lengthened through the 310's gestation as well. 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. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. 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. As Cessna did to virtually all its models in the late 1950s and early 1960s, the 310 received a swept vertical fin in place of the upright tail used through the 1959 model. We're absolutely loaded! Noise level, engine wear, and fuel flow are all reduced. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Costs have been going up, but that speaks more of trends in general aviation economics. We used a Hartwick bladder, but the customer service was somewhat lacking. Removing and replacing a bladder is not a difficult process. 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. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; 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. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated 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. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. (Any penetrant type lubricant will do.). The RAM engines have settled in and have about 200 hours on them. Experienced owners report that its easily damped with proper technique, however. 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. This is primarily because of the exhaust thrust augmenter tubes positioning. 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.