Parts availability has never been a problem. Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. Something went wrong. Cessna has a kit available to retrofit earlier airplanes. 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. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Copyright 1995-2023 eBay Inc. All Rights Reserved. Instead, locker fuel must be pumped to the corresponding main tank. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. 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. VGs are also available from Robertson. You could order one or both of the locker tanks. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. Approach speeds are relatively high. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . An optional large baggage door was introduced on the 310P. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. For information about our privacy practices, please visit our website. Cessna didn't stop there. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. We took the plane to a shop in the area with a good reputation for Cessna service. A 1981 Cessna 310R II, average price new $234,000, now goes for $220,000. The locker tanks are placed in the wing baggage area at a capacity penalty. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. I flight plan for 175 knots and firmly believe in the highest recommended manifold pressure and lowest recommended RPM settings for the desired percentage of power. Aside from another bump in gross weight and the move to 285 HP Continental IO-520M engines on the normally aspirated model, the 310R got a whacking great nose job. Installation of the tank was pretty easy. If you hear an inrush of air its a signal that the vent system is blocked. The excess is pumped back to the mains and overboard if there isnt room. The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. Well leave it to the reader to decide. 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. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. This is primarily because of the exhaust thrust augmenter tubes positioning. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. Surprisingly, very few people know what zero-fuel weight is. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. The companys bet paid off: between 1954 and 1980, a total of 5449 Cessna 310 units were delivered to customers, including militaries at home and around the world. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. We stock parts for all Cessna Multi-engine airplanes: New and Used Cessna T303 Crusader Aircraft Parts, New and Used Cessna 310 Aircraft Parts, New and Used Cessna T310 Aircraft Parts, New and Used Cessna 320 Skyknight Aircraft Parts, New and Used Cessna 335 Aircraft Parts, New and Used Cessna 336 Skymaster Aircraft Parts, New and Used Cessna 337 Buying Format. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. 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. 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. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Free shipping for many products! In order to provide you with the best online experience this website uses cookies. horsepower increased and so did demands for fuel. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. 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. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. Zero fuel weight is a payload limitation that confuses some pilots. In 1975 a big change occurred with the 310R II and T-310R II. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. Learn more about Mailchimp's privacy practices here. Through its 28-year production span, the 310 evolved from a five-seater with pressure-carbureted engines to a high- flying turbocharged six-placer with known-icing certification. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. Call us today at 1-817-453-8829 for Fuel Bladder Repair! I have owned a 1968 310N for the past four yeas. Dont fly again until the blockage is opened. 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. A choice of IO-520 or Voyager IO-550s is offered. Sort By: . Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. 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? In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. 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. 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. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. This airplane is certificated in the normal category. The IO-470s used on earlier airplanes are much less likely to develop cracks. Speed has always been a strong 310 selling point, for good reason. 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. https://www.cessnaflyer.org/cessna-twins/cessna-310/item/1315-the-cross-country-capable-cessna-310.html, https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/cessna-310, https://www.aviationconsumer.com/used-aircraft-guide/cessna-310-2/, https://www.risingup.com/planespecs/info/airplane399.shtml, https://bwifly.com/cessna-310-insurance-cost/, Bombardier Challenger 300 Guide and Specs. Then I renewed the bay tape where necessary. Vacuum Pump Failure. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. Come join us! Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. 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. This website contains many older reviews. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. I strongly recommend the turbocharged models. 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. More than 5,400 were built, and there are several major variations. 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. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. the new twin were backed up by innovative features such as engine exhaust thrust augmenter tubes and the storage of all fuel in tip tanks in early models. 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. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. If time is critical, providers offer repaired bladders on an exchange basis. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. 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 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. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. During repair new nipples are installed and repaired tanks are guaranteed for two years. Make. 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. Construction - Extra grade fabric used most times best suited for Jet A. The popular 400 series followed in 1965 with the ill-fated 411. The wing area is of 175 sq ft. The proboscis grew 32 inches, and housed a sizable baggage compartment. 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 fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. An Aztec is a fine plane, but it is slower and the Aztec, Seneca, and Baron all have smaller, less comfortable interiors for people such as myself-I am 62, and probably need to read a good diet book instead of the aviation magazines I prefer. 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. FFC constructions meet the Technical Standard TSO-C80. This variant also swapped the engines family from the O-470 to the fuel injected version of the Continental O-520 line, producing 285 hp each. Their investigation suggest the seepage is from the top of the bladder. 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. The tip tanks became twin Cessna hallmark. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. This makes hard landings a real possibility, and the gear just cant take that much abuse. from the aux. Classified Ad with Best Offer. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). Flying an aircraft with a weakened bladder negates this safety feature. 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. All of the providers include installation kits. The chart on the right contains construction specific details exhibited from past and present manufacturers. The cabin on the Cessna 310 traditionally seats four passengers plus one pilot, however starting with the Model 310G, a factory option for six passengers was added. I do not believe they cost more than a couple of knots, and should be installed on all 310s. The 310R was the final development of the airplane, and stayed in production until the line was closed down in 1981. The optional auxiliary tanks are available in two sizes. 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. 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. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. The result is an Belvoir Media Group, LLC. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. The mains have to be run for 60 minutes if the airplane has 20-gallon aux tanks (or 90 minutes for 30-gallon aux tanks) because excess fuel is pumped back to the mains, and if there isnt room for it, it goes overboard. 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. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. 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. FFC constructions meet the Technical Standard TSO-C80 . The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Long Range. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. We're absolutely loaded! Many used parts are not listed on our web site partssearch, so please contact us to check stock. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. Early models can go four hours. Confused? The only real glitch involved sliding the vent tube onto its nipple. 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. Maximum boost for a sea-level takeoff is a moderate 32 inches. Jamie's partner also works in aviation as a mechanical engineer. 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. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. Call us at 1-800-647-6148. 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. One of the earmarks of the line's changes concerns horsepower. 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. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. 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. Cabin size was increased, along with gross weight. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. Pilots coming from other light twins will recognize the 310's as a large step up; it feels like a much larger, more substantial airplane than, say, an Apache or Travel Air. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. Hot refuel . 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. It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. The attitude that its just another airplane can cost the buyer dearly. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. top. (We do not part out singles. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. Another scenario goes like thisPilot: Top off the mains, please. This listing was posted on Nov 10, 2022. 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. Fri May 01, 2020 10:14 pm. He ran the mains dry. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . Put your ear down by the filler cap and open it. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. After the bladder is in and is deemed ready, I like to fill the tank in five-gallon stepswith the airplane on level ground and the landing gear struts and tires at normal inflationfor two reasons. This should be a mandatory investment for all R owners. Cessna 182 Fuel Bladder, Main Tank. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. . Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. It starts with nomenclature. - We've parted out over 350 Cessna twins, from 303 thru 441. If I had the $$, I'd convert mine to a Colemill. The one problem is that Cessna advertises the 310 as a six-place airplane. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. These tanks are bladder-type cells located between the spars in the outboard wing. [CDATA[ Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. 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. The first step is to know which bladder your aircraft uses. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. Handling310s have a reputation for Dutch roll in the hands of new pilots, caused in part by high rotational inertia due to the extra weight of fuel at the wingtips. This speedsters reputation is well-deserved, and it is likely to linger for many more years as older, low-hour Cessna 310s are finding their way back to the skies after restoration projects. However, this connection returns fuel only to the main tank on the same side as the engine. 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. Trending price is based on prices over last 90 days. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. What started as a five-place twin became a six-placer with 1963's 310H. Greaser! You can guess the rest. being added back to the mains. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. The 310 was the companys only twin for several years. Local Pickup. Mistakes in purchasing a 310 can be huge. 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. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. Two main traps await the unwary 310 driver. 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. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. Jamie comes from a long line of military and civilian pilots! Other variations on the 310 theme will tip you off to the airplane's age. 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. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. While these prices are only listed ones and can be negotiated down, there are also aircraft that exceed the bracket considerably, but not without good reason. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) This model drew upon the established 55 Baron and added a stretched fuselage, paired with the same O-470 family that powered the Cessna 310. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Handling on the Cessna 310 is in line with expectations for most Cessna aircraft pleasant, predictable handling, with certain aspects scaled up in line with the series larger dimensions compared to the Model 152 or 172 many learned to fly on. document.getElementById("CountryId").value = 1; We can make life a lot easier for you if you own a Twin Cessna! Aircraft Owners & Pilots Association Find it free on the store. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. Most shops either stock or can order whatever you require to keep it running within short notice. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Costs have been going up, but that speaks more of trends in general aviation economics. All rights reserved. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. I find that burning about 20 gal.

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