cessna 310 fuel bladders

These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. Early production models up to 1964 are known to have a noisier cabin than other units. Along with that, weight and balance has to be watched more closely. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. 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. 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. This includes both liability and hull coverage. 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. 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. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Long Range. tens of thousands for twins. Long Range. Free shipping for many products! Call us at 1-800-647-6148. 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. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. The 310 was built through the 1957 model year. 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. 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. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Cessna has a kit available to retrofit earlier airplanes. The 310B in 1958 brought a 100-pound boost in gross weight. 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. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. Short field performance is great given the aircrafts size and weight. It starts with nomenclature. 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 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. Not so on the 310. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). The Cessna 310 saw plenty of experimentation in its design. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Cessna entered the light-twin market a clear overdog in late 1954. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Still, the 310 is large and heavy enough that braking performance can be marginal. This coupled with the natural rolling tendencies caused by the tip-mounted fuel tanks, can make for a busy few moments immediately following engine failure. Fuel capacity of 102 gallons Minimum octane fuel of 100 Average fuel burn of 28 gallons in an hour Takeout weight of 4,830 lbs Landing weight of 4,600 lbs The estimated standard weight of 3.125 lbs Estimated maximum load of 1,750 lbs Baggage capacity of 200 lbs The oil capacity of 12 quarts with each engine Cannot exceed the speed of 215 KIAS 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. A choice of IO-520 or Voyager IO-550s is offered. Early models had Goodyears, which caused some problems. The airplane handles big and is a stable IFR platform. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. FFC constructions meet the Technical Standard TSO-C80 . Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. But the right one was leaking and it did have to be changed. Gross weights eventually reached approximately 5500 pounds. FFC constructions meet the Technical Standard TSO-C80. Maximum boost for a sea-level takeoff is a moderate 32 inches. 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. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. Fuel systemAll of those responding to our request for feedback felt the need to point out that the 310s fuel system has gotten a bad rap, and that its not as tough to deal with as people think. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); After checking for the type of bladder in my airplane, I knew it wasnt a candidate for repair, but repair can be an affordable option for some leaking bladders. 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.. And although the system worked, exhaust gases, being quite corrosive, wreaked havoc on the wing structure. I knew it as soon as I saw the telltale stripes of blue dye on the metal fairing covering the gap between the bottom of the right wing and the fuselage. Zero fuel weight is a payload limitation that confuses some pilots. 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. Call us at 1-800-647-6148. 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. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. Together, this means that 310s came with total capacities of 100, 140, 163, 183, or 203 gallons. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. 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. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. 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. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. Parts availability has never been a problem. The next significant change was in 1962, with the 310G. 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 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. Then the transfer pumps are run until the idiot lights go on. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. 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. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. Send questions and comments to . When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Obstruction or Icing of Static Source. Depending on the option fitted, this could expand the aircraft's capacity from 102 gallons up to 207 in total. 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. This is primarily because of the exhaust thrust augmenter tubes positioning. The tanks are generally filled after each flight. 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. HIGH QUALITY FUEL CELLS Recognized Fuel Cell Authority FAA & EASA Certified Hours: Our Focus Is You Our goal through this website is to provide you with the information you need to make informed fuel cell decisions. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. Cessna didnt stop there. Since I was installing a new bladder I cut one side of each nipple on the old bladder and shot a little bit of LPS-1 into the cut; that helped release the tubing. We used a Hartwick bladder, but the customer service was somewhat lacking. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Please login to continue enjoying members-only content. 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. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. The proboscis grew 32 inches, and housed a sizable baggage compartment. In the pattern, landing flaps deployment leads to a noticeable pitch-up moment, but this can be offset by commanding gear extension at the same time as the pitch changes will cancel themselves out. Dont fly again until the blockage is opened. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. During repair new nipples are installed and repaired tanks are guaranteed for two years. The three biggest light aircraft fuel bladder companies today are Aero-Tech Services in Santa Fe Springs, Calif., Eagle Fuel Cells in Eagle River, Wis., and Floats & Fuel Cells (FFC) in Memphis, Tenn. Eagle Fuel Cells and Floats & Fuel Cells are CFA supporters. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. The competition for the Cessna 310 has changed from its introduction. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. In order to provide you with the best online experience this website uses cookies. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. We are a collective group of airline instructors, and pilots dedicated to all things aviation. note: Mr. Temple sent us one of these packets. It is fairly long and spindly, and more delicate than that of some other airplanes. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. This makes hard landings a real possibility, and the gear just cant take that much abuse. I have owned a 1968 310N for the past four yeas. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. Classified Ad with Best Offer. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. After draining all the fuel from the right tank I started preparing the bladder for removal. 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. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. This section of the article is only available for our members. 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. Local Pickup. The 310 makes for a good, stable IFR platform, according to owners, with excellent cruise stability. Several variants of the IO-470 were used through the 1975 model year in the 310Q. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. 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. If I had the $$, I'd convert mine to a Colemill. Trending price is based on prices over last 90 days. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. At maximum gross weight, earlier variants could still climb at 415 fpm. 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. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. More than half of the reports target the main gear. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. When fuel starvation shuts down an engine, the silence is mighty loud. 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. 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. At the other end of the airplane, the 310 nose grew, Pinocchio-like, through the decades, making a big leap with the 1975 R model. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. 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. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. 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. Removing and replacing a bladder is not a difficult process. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. 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. 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 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. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. 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. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. The first step is to know which bladder your aircraft uses. Owners of T310s who want engine upgrades can get them from RAM Aircraft. Cessna 210. In fact, the current owner of the third and final 310 used in the show (a 1967 D model), Songbird III, wrote to tell us that its being fully restored. Pitch response is heaviest, roll the lightest, with generally good stick force per G and longitudinal stability. All rights reserved. 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. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. 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. I think it would sure be worth putting those drains in while I'm changing the bladder. VGs are also available from Robertson. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. (Such nicknames come from the tank's fish-like profile.) Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. item 1 Goodyear Beechcraft Baron 55 RH INBD Fuel Cell Bladder PN 002-920034-2RH, item 2 TWIN CESSNA 414 AIRCRAFT RIGHT INBOARD FUEL CELL BLADDER 2F1-6-33180-10RH, item 3 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2, item 4 Beechcraft King Air, Uniroyal RH Fuel Cell Bladder PN 50-389034-8, 4.6 out of 5 stars based on 8 product ratings, 4.8 out of 5 stars based on 6 product ratings, 5.0 out of 5 stars based on 2 product ratings. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. A leaking fuel bladder. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. Please click here to jointo view this part of the article. 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. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. They are truly dedicated to spreading information vital to the preservation of the fleet. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. My advice to 310 buyers: Treat the acquisition process seriously.

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