horsepower increased and so did demands for fuel. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. 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. Cessna 310 filter applied; see all. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. Windows were added and lengthened through the 310's gestation as well. When the auxiliary tank runs empty, it automatically shuts off. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. 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. Related Products for Cessna 310 1975. 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. Anything between that and maximum ramp weight has to be fuel. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. This listing was posted on Nov 10, 2022. 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. . In 1975 a big change occurred with the 310R II and T-310R II. 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. This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. I have owned a 1968 310N for the past four yeas. Learn more about Mailchimp's privacy practices here. 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. 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. The optional auxiliary tanks are available in two sizes. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. One simple tool that every Cessna owner should use before every flight is a fuel quantity dipstickits a surefire way to determine if the floor of the bladder is out of position and to determine the actual fuel level in bladder tanks. 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. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). All too often, the pilots or mechanics doing the prepurchase are simply not qualified, being unfamiliar with the details of the 310s systems and maintenance requirements. 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. I strongly recommend the turbocharged models. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. I knew it as soon as I saw the telltale stripes of blue dye on the metal fairing covering the gap between the bottom of the right wing and the fuselage. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. 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. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! 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. Put your ear down by the filler cap and open it. Gross weights eventually reached approximately 5500 pounds. 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. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. 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. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. This has caused accidents. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. Payloads were a strong selling point of the Cessna 310, with a useful load of 2000 lbs or above depending on the model and fuel quantity. 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. A choice of IO-520 or Voyager IO-550s is offered. 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. 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. I am a professional aircraft broker who specializes in Cessna twins. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". 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. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. A leaking fuel bladder. 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. If an owner came to me asking me to help him repair a bladder tank or approve a field repair of a bladder tank Id say no because I dont believe the parts are available nor is the data sufficient to ensure a safe field repair. Then the transfer pumps are run until the idiot lights go on. Pitch response is heavier, with light roll controls and good longitudinal stability. from the aux. 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. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. Cessna didn't stop there. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); Costs have been going up, but that speaks more of trends in general aviation economics. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. The wing area is of 175 sq ft. With the stretched cabin of the 1963 310H, more baggage space was opened up. 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. 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. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. If time is critical, providers offer repaired bladders on an exchange basis. The attitude that its just another airplane can cost the buyer dearly. The 310 is a hefty airplane, particularly in its later variants. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). The 310 was the companys only twin for several years. An optional large baggage door was introduced on the 310P. 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). - We've parted out over 350 Cessna twins, from 303 thru 441. 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. PROVEN IN THE JUNGLES OF PNG. 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. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Many early 310s suffer substantial corrosion at the aft spar and wing skins, and such trouble unnoticed during the prepurchase inspection can leave the new 310 owner feeling a bit blue. 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. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Call us at 1-800-647-6148. Doubling the flying time would lower the hourly expense to about $140. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. Surprisingly, very few people know what zero-fuel weight is. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. 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. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. 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. 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. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Engine Driven Fuel Pump Failure. You could say that it has substantial roll inertia. Long Range. This disruption was not the end of the Model 310, however. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. 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. Crosswind landings are simple due to good aileron and rudder authority. The first step is to know which bladder your aircraft uses. 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. These vents have top etched into the valve body. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. This coupled with the natural rolling tendencies caused by the tip-mounted fuel tanks, can make for a busy few moments immediately following engine failure. 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. These tanks are bladder-type cells located between the spars in the outboard wing. Landing gearThe other 310 system that gets a lot of attention is the landing gear. When we're not in the air, we're here helping others how to join us here at Aviator Insider. The single-engine ceiling, however, grew considerably in the turbocharged versions. 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. The pilot can read the tanks not being used by toggling a switch. 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. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. For those readers who are old enough to want to avoid thinking about it, the 310 should look familiar: it was the costar of televisions Sky King adventure series. Aircraft Owners & Pilots Association Find it free on the store. 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. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" The RAM engines have settled in and have about 200 hours on them. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. Made o 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. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Early models can go four hours. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. The Cessna 310 is not known to be a maintenance hog by most standards. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. 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. Early production models up to 1964 are known to have a noisier cabin than other units. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) The 310B in 1958 brought a 100-pound boost in gross weight. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. Short field performance is great given the aircrafts size and weight. Two CDs at a total cost of $10 arrived in a few days. My advice to 310 buyers: Treat the acquisition process seriously. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. Call us at 1-800 . Removing and replacing a bladder is not a difficult process. 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. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Each engine is equipped with a mechanically driven fuel pump which provides fuel to the metering unit. Turbocharged 310s can do 225 at max cruise. This airplane is certificated in the normal category. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. The R models have a zero-fuel weight limitation, i.e. This is primarily because of the exhaust thrust augmenter tubes positioning. 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.. Maximum boost for a sea-level takeoff is a moderate 32 inches. To support buyers I offer a 310 information package [Ed. LH Main Tank. 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. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. 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. 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. 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. System Emergency Procedures. . Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. 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 Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; Cabin size was increased, along with gross weight. We're absolutely loaded! It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. 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. } 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. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. 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. Pilots report that real-world operations arent as good as these numbers would have you believe. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. My airplane is an honest six-seater with a useful load of 1600 pounds. We use Mailchimp as our marketing platform. Installation of the tank was pretty easy. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. 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. . If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. In 1964, the engine exhaust was changed to flow under the wing . Included with the new bladder was an installation kit that included all new clips, a roll of bay tapeapplied inside the tank bay prior to tank installation to cushion any wear pointscork gaskets and nipple clamps. In 1987 over Delta, Utah a pilot unfamiliar with the fuel system crashed because he thought the mains were in the wings and the auxes at the tips. Many used parts are not listed on our web site partssearch, so please contact us to check stock. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. 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. But the right one was leaking and it did have to be changed. 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. I do not believe they cost more than a couple of knots, and should be installed on all 310s. The result is an Belvoir Media Group, LLC. 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. Engine-out performance is better than average, with normally aspirated single-engine rate of climb pegged at anywhere from 330 to 380 FPM, depending on model. Theres no separate gauge for each tank, though the gauge does switch automatically to read the tank being used (but not the wing locker tanks, which have no fuel level senders). 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. This stops the flow of air into the tanks thats needed to offset the vacuum created as fuel flows out of the tank during flight. The aircraft is rather nose heavy on the take-off roll if the trim is left on neutral and risks pitching up into a stall if set too far aft. 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. Along with that, weight and balance has to be watched more closely. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. Sort By: . These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. We took the plane to a shop in the area with a good reputation for Cessna service. 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. VGs are also available from Robertson. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water.

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