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Owners of T310s who want engine upgrades can get them from RAM Aircraft. 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. 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. This makes hard landings a real possibility, and the gear just cant take that much abuse. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. The excess is pumped back to the mains and overboard if there isnt room. 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. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX (Any penetrant type lubricant will do.). This means in his day-to-day, he lives and breathes all things aviation. Aircraft: Cessna 182B. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. At maximum gross weight, earlier variants could still climb at 415 fpm. Of course I dont push the engines to the maximum, and find that I can cruise at 25.5 to 26 inches, 2200 RPM, with a fuel flow at altitudes in the low teens of about 13.5 to 14 GPH and still keep the EGTs below 1520 degrees. 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. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. 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 got up to the 310R (with a few gaps) before ending production in 1981. 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. The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. The Cessna 310 is one of the classics of general aviation, enjoying a 27-year production run during which it served as Cessnas answer to the Beech Baron, Piper Aztec, Commander 500, and Aerostar. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. The keys to getting great bladder service life start with the installation. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. 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. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". per 15 hours), the RAM Series I option got me two new props, two RAM converted TSIO 520 EB engines, new hoses, and a Shadin fuel totalizer at a price comparable to what many good shops quote for two reman engine replacements. The installation has an external filler neck and includes a new lightning-proof fuel cap. 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. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. 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. The proboscis grew 32 inches, and housed a sizable baggage compartment. The IO-470s used on earlier airplanes are much less likely to develop cracks. 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. Ive also followed the advice of many to keep the gear properly rigged and lubricated. The 310B in 1958 brought a 100-pound boost in gross weight. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. . Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. 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. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. LH Main Tank. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. 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. It is fairly long and spindly, and more delicate than that of some other airplanes. All rights reserved. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. 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. if(document.URL.indexOf("/register") > -1){ Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. Cessna didnt stop there. Cessna fuel selector valve kit 0311070-1 Our PPFSV5 fuel selector valve kit for the 0311070-1 valve, which is common on the Cessna 180, 182, 190, 195, 310 and 320 models. A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. from the aux. 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. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. Experienced owners report that its easily damped with proper technique, however. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Mistakes in purchasing a 310 can be huge. He ran the mains dry. Cessna 210. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. 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? Early production models up to 1964 are known to have a noisier cabin than other units. 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. Non-turbocharged models were on offer for around $200000. Dont fly again until the blockage is opened. Seeing a gap in the market wide open, Cessna Aircraft Company, at the time led by Dwane L. Wallace, made its move with the Cessna 310. 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. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. On approach, some power has to be carried. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. If you hear an inrush of air its a signal that the vent system is blocked. Short-field performance is quite good on paper. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. All Listings filter applied; Delivery Options. Cessna 182. Second, is the locker-tank scheme. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. 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. 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. The Cessna 310 is not known to be a maintenance hog by most standards. I am a professional aircraft broker who specializes in Cessna twins. Control Surfaces!Fresh repaired, exchange, no patches. Might as well do both right away! Combined with the relative fragility of the gear, these can be a real problem. The optional auxiliary tanks are available in two sizes. You could say that it has substantial roll inertia. 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. The market treats the various 310s pretty evenly: theres no real marked jump with model changes as often happens. Smooth landings are the rule instead of the exception. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. 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 airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. To support buyers I offer a 310 information package [Ed. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. 91 or F.A.R 135. 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. Early models had Goodyears, which caused some problems. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. 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. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. What started as a five-place twin became a six-placer with 1963s 310H. In order to provide you with the best online experience this website uses cookies. The single-engine ceiling, however, grew considerably in the turbocharged versions. Something went wrong. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Cessna entered the light-twin market a clear overdog in late 1954. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. Pilots report that real-world operations arent as good as these numbers would have you believe. 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. 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. (We do not part out singles.). Robertson Performance Systems (800 430-1585) provides a vortex generator kit which not only decreases the Vmc by 10 knots but it also increases the zero-fuel weight by 385 pounds and the gross takeoff weight by 185 pounds. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. 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. 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. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. The latest is a 1976 T-310, purchased new. Pitch response is heavier, with light roll controls and good longitudinal stability. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). If I had the $$, I'd convert mine to a Colemill. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. 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. Please login to continue enjoying members-only content. It greatly eases the task of loading and arranging aft baggage. being added back to the mains. 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. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. We're absolutely loaded! 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. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. Confused? Fri May 01, 2020 10:14 pm. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. Int. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. In 1964, the engine exhaust was changed to flow under the wing . Fuel flows at the rate of eight gallons per hour. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. 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). This listing was posted on Nov 10, 2022. Make. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. 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. The original tubes were designed to bring cool air through the cowling to improve cooling at high power settings, but the engine exhaust gases brought about corrosion on the rear wing spars over time. . It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. Model Year. Long Range. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. Removal and replacement labor usually runs between 10 and 12 hours. 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. 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. Fuel Burn at 75% power in standard conditions per hour. Crosswind landings are simple due to good aileron and rudder authority. Jamie comes from a long line of military and civilian pilots! Cessna 310: Still the Sky King? If there's an aspect of the 310's handling qualities likely to catch a novice pilot out, it is single-engine procedures near the runway. 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. Jamie's partner also works in aviation as a mechanical engineer. These vents have top etched into the valve body. The airplane can cover roughly 500 NM in still air with max payload. 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. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. Turbocharged 310s can do 225 at max cruise. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. More than 5,400 were built, and there are several major variations. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. Learn more about Mailchimp's privacy practices here. The torque specs for the 10-32 and -28 screws and bolts used to complete the installation were printed on the bladder and are on the suppliers websites. Flying the Cessna 310 is, on the other hand, a pleasure. FFC constructions meet the Technical Standard TSO-C80 . Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. A T310R, for example, has a zero fuel weight of 5015 pounds. 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. This section of the article is only available for our members. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Fuel burn varies with model, but figure about 31 GPH for the later versions. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Several variants of the IO-470 were used through the 1975 model year in the 310Q. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. 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. Early models can go four hours. 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. George, I just did a 182 this summer. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. 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? I think it would sure be worth putting those drains in while I'm changing the bladder. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. Cessna 182 Fuel Bladder, Main Tank. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. 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 group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. 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. The 310 was built through the 1957 model year. the amount of weight you can put in the cabin; it has nothing to do with total load. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. How good an investment is a twin? They are truly dedicated to spreading information vital to the preservation of the fleet. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. 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. I am an ATP with about 1200 hours in light twins. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. All parts are stored in modern warehousing, to preserve their quality. horsepower increased and so did demands for fuel. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. The 310 was the companys only twin for several years. 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. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. 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. Parts availability has never been a problem. The 310 is a hefty airplane, particularly in its later variants. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Aircraft Owners & Pilots Association Find it free on the store. 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. Related Products for Cessna 310 1975. Engine Driven Fuel Pump Failure. Each engine is equipped with a mechanically driven fuel pump which provides fuel to the metering unit. [CDATA[ Local Pickup. This aircraft is not immune to the relatively high operational costs inherent to twin-engine aircraft and is combined with the advanced age of most units. 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. In practical terms, the wingtip tanks cannot be used to their full volume: topping them up until the caps lead to fuel being vented out during take-off due to the pressure in the tanks. 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. This website contains many older reviews. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Also using spoilers to produce a drop in airspeed to permit landing gear operation is a nice option to have when too high or hot for normal gradual speed reductions or while descending. Sort By: . 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. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. 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.. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. Removal and replacement labor usually runs between 10 and 12 hours. A 1981 Piper Aztec (250 HP engines) about $157,000. 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. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the Prompt Quotes - Big Discounts - 95% Same-Day Shipment.