cessna 310 fuel bladders

Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. When cruising around 170 KTAS, it is possible to attain a fuel burn of 25 gph, which works out to around four hours in the air plus reserves. Long, strong arms are required. Construction - Extra grade fabric used most times best suited for Jet A. Another aspect of the gear that deserves mention is the brakes. 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. Removal and replacement labor usually runs between 10 and 12 hours. The attitude that its just another airplane can cost the buyer dearly. Maintenance concerns and the inexorable march of time these first 310s are 40 years old now, after all can make the purchase of the 1950s and 1960s models chancy. Learn more about Mailchimp's privacy practices here. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. 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. Cessna got up to the 310R (with a few gaps) before ending production in 1981. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. (We do not part out singles.). Related Products for Cessna 310 1975. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. Windows were added and lengthened through the 310's gestation as well. The optional auxiliary tanks are available in two sizes. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX Maximum boost for a sea-level takeoff is a moderate 32 inches. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. The result is an Belvoir Media Group, LLC. 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. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. (Such nicknames come from the tank's fish-like profile.) 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. 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 amount of weight you can put in the cabin; it has nothing to do with total load. 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. McCloskey said that some installers tape a pad onto the end of a broomstick or dowel and use it to push the bladder into position in the corners of the tank bay. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. 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? One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. 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. The fuel vent valve must be reinstalled with the hinge line up. A leaking fuel bladder. Confused? 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. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. This has caused accidents. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. 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 During its early years, the Model 310 was sold for $59400. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. 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. 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. Climb, speed, and range performance on the 58 Baron was on par with the 310s. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. 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. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. Their investigation suggest the seepage is from the top of the bladder. 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. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. Speed has always been a strong 310 selling point, for good reason. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. 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 310 is a hefty airplane, particularly in its later variants. 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. 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. The other two U.S. Rubber types arent mentioned. I recalled from my days as a tech rep that the most common failure of a light airplane fuel bladder is age-related deterioration of the top surface due to long-term exposure to heat. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. This means that using fuel from either the auxiliary tank on the same side, or the main tank on the opposite side, about half the fuel flow will be moving to the same-side main. Spins and aerobatic maneuvers are not permitted in normal category airplanes. By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. 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. 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. Well leave it to the reader to decide. All parts are stored in modern warehousing, to preserve their quality. } This not only renders the airplane officially unairworthy, its dangerous. Both bladders were replaced at the same time at the same shop. It has a maximum take-off weight of 2,087 kg. It greatly eases the task of loading and arranging aft baggage. Engine Driven Fuel Pump Failure. 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. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. 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. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. 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. Call us today at 1-817-453-8829 for Fuel Bladder Repair! The proboscis grew 32 inches, and housed a sizable baggage compartment. 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. We're absolutely loaded! While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market. Aircraft Owners & Pilots Association Find it free on the store. Re: Cessna 180 fuel bladders. 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. Removal and replacement labor usually runs between 10 and 12 hours. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. A new bladder should provide good service for at least 20 years and much longer if you take steps to keep the top surface of the bladder cool. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. top. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. The nose was extended a little starting with the 310K, which helps spread the load. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. Treated properly, the turbos will go beyond engine TBO. Cessna 210. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. One of the earmarks of the line's changes concerns horsepower. The competition for the Cessna 310 has changed from its introduction. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 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. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. It is true that 310s are not unduly prone to fuel mismanagement accidents, so despite the complexity of the system, pilots seem to have little trouble dealing with it. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. Collapsed fuel bladders have caused many incidents and a few accidents due to restricted fuel flow or to fuel exhaustion because a partially collapsed tank appears from the filler opening and on the gauge to be full of fuel, but in reality contains much less. The single-engine ceiling, however, grew considerably in the turbocharged versions. Plenty of Model 310 units in the market have undergone a much-needed avionics rework over the years, but it is still possible to run into original spec aircraft, which means a somewhat steep price to bring them to modern standards. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. Answer: The Cessna 310 does have limited cabin heating, but some owners have opted for aftermarket air conditioning, such as the Cool Air freon air conditioner system. Might as well do both right away! Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. The increase in weight came with a penalty in stall speeds: when clean, these went from 73 KIAS on the Cessna 310D to 79 KIAS on the Cessna 310R, while in landing configuration, they went from 64 KIAS to 72 KIAS. A 1981 Piper Aztec (250 HP engines) about $157,000. being added back to the mains. Cessna 210. 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. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. It is fairly long and spindly, and more delicate than that of some other airplanes. 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. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. Turbocharged 310s can do 225 at max cruise. // ]]>, Twin Cessna Articulating Crew Seat Pivot Arm, Our inventory of almost 100,000 part numbers of new surplus Cessna parts includes. Cessna 182. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. The airplane can also be a handful to fly, though pilots note that with proper training and due diligence, it can make a good IFR platform. Gross weights eventually reached approximately 5500 pounds. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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). The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. note: Mr. Temple sent us one of these packets. 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. Sturdy, low-hour airframes that had enjoyed their heyday during the Second World War and over the Korean peninsula had been struck from the military inventory, and many buyers were quick to snap them up on auctions for prices much below their valuation. I spoke with Aaron McCloskey, the senior sales representative at FFC who said that the repair cost for most tanks is between $200 and $400. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). 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. 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. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. 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. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. Several variants of the IO-470 were used through the 1975 model year in the 310Q. The Hints page of the Eagle Fuel Cells website suggests loosening all clamps and waiting to let the rubber relax. Send questions and comments to . The locker tanks are placed in the wing baggage area at a capacity penalty. 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. Come join us! 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 Twin Bonanza, in turn, had a rather short life in the market and lingered on primarily as a military trainer, but its performance and high operational costs made it unable to compete with the Cessna 310. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" How good an investment is a twin? Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. . 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. 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. Put your ear down by the filler cap and open it. 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. . The installation has an external filler neck and includes a new lightning-proof fuel cap. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. 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. Search more Cessna airplanes on Hangar67. The general Cessna group of choice is the Cessna Pilots Association (www.cessna.org, (805) 922-2580). When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Noise level, engine wear, and fuel flow are all reduced. Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. 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. These vents have top etched into the valve body. The normally aspirated models are happiest in the low teens, while the turbos have service ceilings in the mid-20s. 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. The 310B in 1958 brought a 100-pound boost in gross weight. 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 Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974;