Southern University Football Commits 2022, 1995 Ford F150 Bench Seat Replacement, Two Memorable Characters Created By Arthur Miller, Ics Trust Company Distribution, Articles C

Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. LH MAIN EXTENDED RANGE . I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Their investigation suggest the seepage is from the top of the bladder. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Cessna part 1200065-1 Produced until 1980 and still extremely popular today, the features that made it a great business aircraft in 1954 also upheld it in the leisure side of general aviation. Re: Cessna Fuel Bladder replacement, 180/182. Removing and replacing a bladder is not a difficult process. 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. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) 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. Zero fuel weight is a payload limitation that confuses some pilots. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. Use a very sharp pick to scratch the debris out of the screw head. Long, strong arms are required. According to Larry Balls The Twin Cessna Flyer, nearly half of all twin Cessna accidents and incidents are directly related to the gear, and a quarter of all accidents and incidents are related to failure of the nose gear idler bellcrank under the pilots feet. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. Noise level, engine wear, and fuel flow are all reduced. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. Cessna entered the light-twin market a clear overdog in late 1954. The increase in weight came with a penalty in stall speeds: when clean, these went from 73 KIAS on the Cessna 310D to 79 KIAS on the Cessna 310R, while in landing configuration, they went from 64 KIAS to 72 KIAS. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. 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. 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. (Such nicknames come from the tank's fish-like profile.) That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. 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. Pitch response is heavier, with light roll controls and good longitudinal stability. Flap deployment speeds were gradually raised, starting at 140 knots until the Model 310K increased it to 155, while the 310R could drop them at 160 knots. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. 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. The RAM engines have settled in and have about 200 hours on them. Most shops either stock or can order whatever you require to keep it running within short notice. It greatly eases the task of loading and arranging aft baggage. Please login to continue enjoying members-only content. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. It is important to find a good A&P to help care for your 310. The dawn of the jet age, fully realized during the Korean War, had signaled a major shift in the American militarys design requirements and procurement decisions. The popular 400 series followed in 1965 with the ill-fated 411. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. After removing the screws holding the filler neck plate in place and setting it aside, I worked through the access hole to remove the fuel tank air vent valve. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. 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. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. 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. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. To support buyers I offer a 310 information package [Ed. The airplane can cover roughly 500 NM in still air with max payload. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. 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. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. The Eagle website contains a long list of hints to make installation and removal easier, and I can tell you that making the bladder more flexible by heating it is a help. The Twin Bonanza, in turn, had a rather short life in the market and lingered on primarily as a military trainer, but its performance and high operational costs made it unable to compete with the Cessna 310. 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. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! Cessna 182. Instead, locker fuel must be pumped to the corresponding main tank. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. 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. 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. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. The manual states a Cessna 310R requires 1790 ft to land with a 50 ft obstacle clearance, while take-off in similar conditions takes 1700 ft. For comparison, a Beech Model 58 Baron needs 2498 ft to make the same landing and 2100 ft for the take-off. 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. Call us at 1-800-647-6148. C-310s with lots of avionics and other options compound the loading exercise. During the more critical phases of flight like take-offs and landings, these make for a much safer ride for the pilot, particularly in emergencies like a single-engine failure. Hot refuel . 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. Combined with the relative fragility of the gear, these can be a real problem. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. Also With This ArticleClick here to view the Cessna 310 features guide.Click here to view charts for Resale Values, Payload Compared and Prices Compared. An optional large baggage door was introduced on the 310P. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. My advice to 310 buyers: Treat the acquisition process seriously. 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. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. 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. It has a maximum take-off weight of 2,087 kg. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. tanks will result in about 8 gal. Maximum boost for a sea-level takeoff is a moderate 32 inches. When the auxiliary tank runs empty, it automatically shuts off. It is easy to load the airplane, and roughly the same luggage and people which will fit in a full size Chrysler Minivan will fit in the 310, although fuel must be sacrificed to avoid departing over gross. The 310 was built through the 1957 model year. 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. PROVEN IN THE JUNGLES OF PNG. Alternator Failure (Dual) Flight Instruments. Click here to view the Cessna 310 features guide, Click here to view charts for Resale Values, Payload Compared and Prices Compared, Composite Structures: Limits and Advantages. 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. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. His brother, father, and grandfather are all pilots. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. I think it would sure be worth putting those drains in while I'm changing the bladder. 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. Cessna part 1200065-5 Fuel Cell. 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. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. 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. 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. Removal and replacement labor usually runs between 10 and 12 hours. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. Int. if(document.URL.indexOf("/register") > -1){ Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. One of the earmarks of the line's changes concerns horsepower. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. The only real glitch involved sliding the vent tube onto its nipple. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. 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. The BTC-39 bladder cant be repaired and must be inspected every 100 hours for leakage in accordance with AD 78-05-06 until its removed from service. Cessna 310: Still the Sky King? At the other end of the airplane, the 310 nose grew, Pinocchio-like, through the decades, making a big leap with the 1975 R model. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. The idea is to get as much of the fuel as far from the cabin as possible. Whether the difference is worth it depends on the desired operational profile, which stands true today where the difference in used prices has kept the same proportions. 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 A choice of IO-520 or Voyager IO-550s is offered. Additionally, the company began offering three-blade propellers as a factory option. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. I find that burning about 20 gal. 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. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. 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. We used a Hartwick bladder, but the customer service was somewhat lacking. When we're not in the air, we're here helping others how to join us here at Aviator Insider. COST EFFECTIVE - UTILIZE THE AIRCRAFT OF OPPORTUNITY as Cessna 206 - Cessna 208 - DHC-2 Beaver- DHC-6 Twin Otter - P-750 - CASA 212 - Short 330 etc. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. Several variants of the IO-470 were used through the 1975 model year in the 310Q. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. These tanks are bladder-type cells located between the spars in the outboard wing. Fuel Burn at 75% power in standard conditions per hour. 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. Jamie comes from a long line of military and civilian pilots! Cessna didn't stop there. As far as pre-flights go, the main gear item to keep an eye out for is a bottomed-out nose gear strut: while it will retract normally, it then ends up jammed in the gear well and is unable to be extended from the cockpit. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Flying the Cessna 310 is, on the other hand, a pleasure. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. The one problem is that Cessna advertises the 310 as a six-place airplane. 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.