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. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. 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 biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. The IO-470s used on earlier airplanes are much less likely to develop cracks. The 310 was built through the 1957 model year. 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? When fuel starvation shuts down an engine, the silence is mighty loud. 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. The competition for the Cessna 310 has changed from its introduction. One of the earmarks of the line's changes concerns horsepower. However, this connection returns fuel only to the main tank on the same side as the engine. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. The 310R also boasted an improved landing gear, though it was still not as rugged as many would like. 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. But the right one was leaking and it did have to be changed. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. The 310 is a hefty airplane, particularly in its later variants. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. Cessna part 1200065-5 Fuel Cell. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. [CDATA[ I think it would sure be worth putting those drains in while I'm changing the bladder. I am a professional aircraft broker who specializes in Cessna twins. 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. 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. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. Mistakes in purchasing a 310 can be huge. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. 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. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. The twin rearview windows were removed from the 1965 Cessna 310K onwards in favor of a large single one to improve visibility. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. 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. Non-turbocharged models were on offer for around $200000. 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. 91 or F.A.R 135. 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. Thats not the only tricky thing about the 310s fuel system. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. Cessna has a kit available to retrofit earlier airplanes. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. The other two U.S. Rubber types arent mentioned. 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. How good an investment is a twin? Cessna got up to the 310R (with a few gaps) before ending production in 1981. Cessna 182. Additionally, the company began offering three-blade propellers as a factory option. The fuel vent valve must be reinstalled with the hinge line up. Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. The proboscis grew 32 inches, and housed a sizable baggage compartment. This not only renders the airplane officially unairworthy, its dangerous. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. The one problem is that Cessna advertises the 310 as a six-place airplane. Two CDs at a total cost of $10 arrived in a few days. You could order one or both of the locker tanks. 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. 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 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. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. 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. Please login to continue enjoying members-only content. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. Two main traps await the unwary 310 driver. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. 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? The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. A long-range airplane has six tanks and 10 fuel pumps. Costs have been going up, but that speaks more of trends in general aviation economics. 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. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. Turbo single-engine performance is even more impressive: from 390 to 440 FPM-thats up in turboprop territory, and very impressive for a piston twin. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. Alternator Failure (Dual) Flight Instruments. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. if(document.URL.indexOf("/register") > -1){ 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. The R models have a zero-fuel weight limitation, i.e. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. Surprisingly, very few people know what zero-fuel weight is. Speed has always been a strong 310 selling point, for good reason. With so much to choose from, any serious buyer should be able to find an airplane that fits the bill. A 1981 Piper Aztec (250 HP engines) about $157,000. The mains also are the receptacle for the contents of the wing locker tanks. document.getElementById("CountryId").value = 1; 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. One mod that got good reviews from owners are spoilers, which allow pilots to keep the controllers happy with rapid descents without killing the engines in the process. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. All parts are stored in modern warehousing, to preserve their quality. Several variants of the IO-470 were used through the 1975 model year in the 310Q. I was pleased to observe about 8 to 10 knots increased speed at comparable power settings, a greater rate of climb, and stabilized oil consumption of about 1 quart per 20 hours. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. The nose was extended a little starting with the 310K, which helps spread the load. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. In order to provide you with the best online experience this website uses cookies. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. Hartzell three-blade propellers are installed in a counter-rotating configuration to cancel out the torque, improve single-engine safety, and allow for the best performance out of the engines. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. The airplane can cover roughly 500 NM in still air with max payload. Most shops either stock or can order whatever you require to keep it running within short notice. 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. The Insight GEM is a valuable addition and permits more accurate leaning by far than a single probe system. Send questions and comments to . When vents are blocked its not unusual for the floor of the bladder to be pulled up. //