cessna 310 fuel bladders

Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. 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 proboscis grew 32 inches, and housed a sizable baggage compartment. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. What started as a five-place twin became a six-placer with 1963's 310H. 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. Put your ear down by the filler cap and open it. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. - We've parted out over 350 Cessna twins, from 303 thru 441. The effects on performance are noticeable: the aircrafts power ratio rose to 7.71 lb/hp, with a cruising speed of 260 knots at 18500 ft, and a rate of climb of 3000 fpm (feet per minute). [CDATA[ Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. 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. 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). 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. 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. Cessna didnt stop there. Find many great new & used options and get the best deals for Goodyear Aerospace Corp Cessna 310 RH Fuel Cell Bladder PN 0823343-6 0823343-4 at the best online prices at eBay! And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. McCloskey said that repair is a good option since even the most extensive repair is less than half the cost of buying a new tank. Most shops either stock or can order whatever you require to keep it running within short notice. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. In 1964, the engine exhaust was changed to flow under the wing . Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. 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. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. The tip tanks became twin Cessna hallmark. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. The only real glitch involved sliding the vent tube onto its nipple. 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. 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. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market. But there are things to be careful of when considering a 310. 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. During repair new nipples are installed and repaired tanks are guaranteed for two years. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. Several variants of the IO-470 were used through the 1975 model year in the 310Q. Cessna part 1200065-5 Fuel Cell. The main purpose-built competitors at the time were the 1953 Piper PA-23 Apache, which was chronically underpowered, and Beechcrafts Twin Bonanza, introduced in 1951 but relatively unsuccessful in the market outside of military applications, which led to it being pulled from the market shortly after. All parts are stored in modern warehousing, to preserve their quality. 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. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. Crosswind landings are simple due to good aileron and rudder authority. 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. As the maximum weights increased, the single-engine climb rate decreased; the T310R, at its 5,500-pound maximum, is supposed to ascend at 390 fpm at sea level with one feathered. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. VGs are also available from Robertson. Cleveland offers brake sets that can be retrofitted in lieu of the original Goodyear ones, which are more expensive to maintain on the long run. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. Vacuum Pump Failure. It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. Along with that, weight and balance has to be watched more closely. The props are subject to a couple of ADs: these include the infamous McCauley prop inspection AD (95-24-05) and 94-17-3, repetitive inspection of the prop hub grease fittings. 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. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Bladders work fine if they're properly installed and cared for. The fuel vent valve must be reinstalled with the hinge line up. . Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. Additionally, the company began offering three-blade propellers as a factory option. 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. It has a maximum take-off weight of 2,087 kg. When I began to get a good whiff of fuel after filling the right main of 7 Lima Juliet, my 1966 Cessna 182J, I knew it was bladder time. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. Cessna 182. 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. Three-ten shoppers (and pilots) would do well to sit down with a jug of coffee and a good reading lamp and bone up on this airplane's fuel system. 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 Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Two CDs at a total cost of $10 arrived in a few days. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. The result is an Belvoir Media Group, LLC. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. With the stretched cabin of the 1963 310H, more baggage space was opened up. We took the plane to a shop in the area with a good reputation for Cessna service. Int. The 310 offers more payload and cabin room than its competitors, and is more stable in turbulence, but at the cost of a heavier control feel than a baron. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Hes a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. 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. 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. Well leave it to the reader to decide. With the right operator profile, its ability to fly long distances while making good times in the process offset the relatively high ownership costs and given that acquisition is a lot more friendly than just about any twin-engine competitor with similar performance, the Cessna 310 has a share of the market resembling its hegemony in the business niche back in 1954. Other variations on the 310 theme will tip you off to the airplane's age. RAP is a proud certified repair center for the following: RAP supports all branches of the United States Military through the repair of aircraft fuel cells / fuel bladders. 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. 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. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. This has kept prices down over time. The bigger Continental came aboard in the 1975 model, the R. It's interesting to note that through the life of the 310, engine power was increased only 45 hp a side. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. After draining all the fuel from the right tank I started preparing the bladder for removal. According to aviation insurance brokers BWI FLY, annual insurance costs for a standard Cessna 310 model total between $3456 and $5270, assuming a pilot with a PPL, 1500 hours of which 500 are in multi-engine aircraft, and 50 in the Model 310 family. 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. Removal and replacement labor usually runs between 10 and 12 hours. When fuel starvation shuts down an engine, the silence is mighty loud. The other two U.S. Rubber types arent mentioned. Maximum boost for a sea-level takeoff is a moderate 32 inches. Cessna 310 filter applied; see all. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. 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. A year later, this family underwent a modification common to almost all Cessna piston-powered aircraft at the time: the blocky, straight-ended vertical stabilizer and rudder were swapped for the now-iconic swept version with the Cessna 310D. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; 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. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. This includes both liability and hull coverage. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. 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. Fri May 01, 2020 10:14 pm. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. I believe the 310 is easier to fly IFR, particularly in bumpy conditions, than a Baron even though the Baron may please a pilot on a VFR day with a lighter control feel. Due to a spate of less-than-stellar logbook maintenance records that referred to the shop work order numbers in lieu of actually describing the work done, I wasnt able to accurately determine the age or type of the installed bladders. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. With so much to choose from, any serious buyer should be able to find an airplane that fits the bill. Then I used a mirror and flashlight to make sure I had freed all the clips holding the topand the bottomcorners of the tank in position before removing the bladder. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Pilots report that real-world operations arent as good as these numbers would have you believe. RAP is an FAA Certified Repair Station (CRS no. Learn more about Mailchimp's privacy practices here. Marc E. Cook, AOPA Pilot, May 1994. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. One of the earmarks of the line's changes concerns horsepower. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). Overall, a good package of background information.]. LH MAIN EXTENDED RANGE . 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Cessna didn't stop there. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. . Each of the latter can accommodate two sets of golf clubs. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. 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. Prior to putting down my money on 7LJ, I contacted the FAA Registry office and asked for copies of the aircraft registration and aircraft maintenance records. 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 airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. 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. Then the transfer pumps are run until the idiot lights go on. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. 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. When we're not in the air, we're here helping others how to join us here at Aviator Insider. 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. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. Shade the top surface of the wings whenever possible and strive to top off the fuel tanks after each flight since the fuel will moderate bladder surface temperatures by acting as a heat sink. You could order one or both of the locker tanks. 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. Prices have a very smooth increase between variants, starting at a mere $30000 for early aircraft and going up to $148000 for a turbocharged Cessna T310R, according to the 2019 issue of the Aircraft Bluebook. Engine Driven Fuel Pump Failure. 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. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. 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. We noted several cases of full or partial gear collapse thanks to parts failures. 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. For the baseline model, the aircraft has a length of 27 ft, with a wingspan of 35 ft and a height of 10 ft 6 in with the landing gear extended. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. I do not believe they cost more than a couple of knots, and should be installed on all 310s. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. The Cessna 310 grew up quickly. Cabin size was increased, along with gross weight. 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. Owners of T310s who want engine upgrades can get them from RAM Aircraft. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. (Such nicknames come from the tank's fish-like profile.) Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. A fully equipped 310 with wing locker tanks can have up to ten fuel drain points, eight fuel pumps and a rather complex plumbing system. 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. 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. Approach speeds are relatively high. 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. Model Year. Sort By: . Jamie's partner also works in aviation as a mechanical engineer. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. 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. 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. We are a collective group of airline instructors, and pilots dedicated to all things aviation. 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. It can be a way to cut back on labor costs if an owner/pilot is comfortable in their technical abilities and savvy about working on one of the most important systems on their Cessna. 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. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Learn more about Mailchimp's privacy practices here. His brother, father, and grandfather are all pilots. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. About every six hours I am on my back under the airplane cleaning the areas in the line of fire aft of the exhaust augmentors. Smooth landings are the rule instead of the exception. 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. Another scenario goes like thisPilot: Top off the mains, please. 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. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. Those big tip tanks were originally designed as a safety feature. Payload in a lightly equipped 310C with auxiliary tanks might exceed 700 pounds, while it could be as low as 400 pounds in a 310R. The gap for the turbo models is similar. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. 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. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. 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. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. 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. The 310R also boasted an improved landing gear, though it was still not as rugged as many would like. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. Doubling the flying time would lower the hourly expense to about $140. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. For example, a Cessna 310R with low-time engines, a Garmin cockpit, fresh paint, and a well-preserved interior can easily break the $200000 mark in asking price. Experienced owners report that its easily damped with proper technique, however. Classified Ad with Best Offer. The 310 is a hefty airplane, particularly in its later variants. Please click here to jointo view this part of the article. They are truly dedicated to spreading information vital to the preservation of the fleet. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. LH Main Tank. Aircraft: Cessna 182B. 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. For information about our privacy practices, please visit our website. According to owners and 310 support groups, parts are readily available for the airplane, although, as is true with any model these days, the costs can be dear. 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 reputation for Dutch roll and yaw problems is, in my opinion, undeserved. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. 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.