The companys bet paid off: between 1954 and 1980, a total of 5449 Cessna 310 units were delivered to customers, including militaries at home and around the world. Cessna 310 Series; Cessna 320; Cessna 335; Cessna 340; Cessna 401/402 Series; Cessna 402; Cessna 411; Cessna 414 Series; Cessna 421; 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? 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. Cessna 182. 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. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. We used a Hartwick bladder, but the customer service was somewhat lacking. 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. 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. Thats not the only tricky thing about the 310s fuel system. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. The proboscis grew 32 inches, and housed a sizable baggage compartment. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. 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. VGs are also available from Robertson. 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. Come join us! Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. C-310s with lots of avionics and other options compound the loading exercise. The first engines fitted were a pair of Continental O-470-B carbureted engines outputting 240 hp each. Unlike many airplanes with long production runs, the 310 went through steady refinement over the years, with a slew of designation letters following the model number. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. 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. Ive also followed the advice of many to keep the gear properly rigged and lubricated. This is primarily because of the exhaust thrust augmenter tubes positioning. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Classified Ad with Best Offer. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. During its early years, the Model 310 was sold for $59400. 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 can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. note: Mr. Temple sent us one of these packets. He ran the mains dry. The wing area is of 175 sq ft. All rights reserved. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. 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. 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. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. 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. 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. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. 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. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. 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. Finally, the 285-hp versions will do just over 190 knots on 29 gph. I am an ATP with about 1200 hours in light twins. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. However, the turbos are relatively small, and power is down to 55 percent by 25,000 feet at the maximum recommended cruise rpm of 2,350. For information about our privacy practices, please visit our website. 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. Climb, speed, and range performance on the 58 Baron was on par with the 310s. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. 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. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. A T310R, for example, has a zero fuel weight of 5015 pounds. 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. Cessna entered the light-twin market a clear overdog in late 1954. FFC constructions meet the Technical Standard TSO-C80. This listing was posted on Nov 10, 2022. But the right one was leaking and it did have to be changed. 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. If I had the $$, I'd convert mine to a Colemill. The mains also are the receptacle for the contents of the wing locker tanks. 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. Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. 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. Cabin size was increased, along with gross weight. 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. Featured Refinements: Cessna 310 - Remove Filter; Featured Refinements. 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. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Doubling the flying time would lower the hourly expense to about $140. Cessna 182. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. 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. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) 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 biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. When vents are blocked its not unusual for the floor of the bladder to be pulled up. Flying the Cessna 310 is, on the other hand, a pleasure. Jamie's partner also works in aviation as a mechanical engineer. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Depending on the option fitted, this could expand the aircraft's capacity from 102 gallons up to 207 in total. Whether these make it hard to deal with depends on your point of view. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); 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. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. Zero fuel weight is a payload limitation that confuses some pilots. Parts availability has never been a problem. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. My airplane is an honest six-seater with a useful load of 1600 pounds. Cessna 210. 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. 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. Vortex generators will give you a much greater return for one-tenth the cost. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. 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. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. 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. One of the earmarks of the line's changes concerns horsepower. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. 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. 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. from the aux. The first step is to know which bladder your aircraft uses. You could say that it has substantial roll inertia. 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. 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. I do not believe they cost more than a couple of knots, and should be installed on all 310s. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. Combined with the relative fragility of the gear, these can be a real problem. tanks will result in about 8 gal. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. Not so on the 310. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 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. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. The IO-470s used on earlier airplanes are much less likely to develop cracks. Their investigation suggest the seepage is from the top of the bladder. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. 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. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Other loading and operating considerations were introduced in the later models. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. 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. Each of the latter can accommodate two sets of golf clubs. We took the plane to a shop in the area with a good reputation for Cessna service. 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. The chart on the right contains construction specific details exhibited from past and present manufacturers. 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. When we're not in the air, we're here helping others how to join us here at Aviator Insider. 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. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Basic empty weight started at 2840 pounds for the original. Made o 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. Cessna 210. Hot refuel . Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. 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. 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. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. I think FFC in Memphis makes their's out of the same material and maybe some others. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Call us at 1-800-647-6148. In 1975 a big change occurred with the 310R II and T-310R II. 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. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. The pilot can read the tanks not being used by toggling a switch. Cessna part 1200065-5 $1,485.00 SKU: EA-1200065-5E Add Installation Kit For This Fuel Cell: We use Mailchimp as our marketing platform. 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. How good an investment is a twin? The airplane handles big and is a stable IFR platform. While these prices are only listed ones and can be negotiated down, there are also aircraft that exceed the bracket considerably, but not without good reason. (Such nicknames come from the tank's fish-like profile.) Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. The 310B in 1958 brought a 100-pound boost in gross weight. The single-engine ceiling, however, grew considerably in the turbocharged versions. 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. Two CDs at a total cost of $10 arrived in a few days. LH Main Tank. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. 1959 saw the first big change in the 310, with the switch to fuel-injected 260 HP Continental IO-470D engines and another rise in gross weight This airplane was dubbed the 310C. If you are already a member, please log in. Anything between that and maximum ramp weight has to be fuel. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. We also sat down with a warm stack of service difficulty reports and discovered that the 310's gear system is, quite literally, its Achilles' heel. 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. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. 91 or F.A.R 135. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. 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. 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 Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. Sturdy, low-hour airframes that had enjoyed their heyday during the Second World War and over the Korean peninsula had been struck from the military inventory, and many buyers were quick to snap them up on auctions for prices much below their valuation. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. The RAM engines have settled in and have about 200 hours on them. What started as a five-place twin became a six-placer with 1963s 310H. Other variations on the 310 theme will tip you off to the airplane's age. The keys to getting great bladder service life start with the installation. It greatly eases the task of loading and arranging aft baggage. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. The popular 400 series followed in 1965 with the ill-fated 411. 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. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. 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. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. 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. 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.
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