More than half of the reports target the main gear. Experienced and diligent first time installers must strive to achieve a tank installation where the tank bay is clean and prepped to provide an abrasion-free home for the bladder; where steps are taken to insure that any wrinkles in the bladders bottom surface are minimized and where the nipples arent pulled out of position or stretched during installation. 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. 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. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). In 1964, the engine exhaust was changed to flow under the wing . 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. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. According to a report prepared for ASF by Aviation Consumer contributor Mike Busch (a 310 owner), two-thirds of the machine-caused accidents in 310s are gear-related. 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. 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. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. The Apache was a commercial success as a trainer thanks to its docile handling and forgiving flight characteristics, but in the niche of business aviation, its engines stopped it from ever truly competing with only 150 hp per engine, the aircrafts top speed was a measly 157 knots, and its range was capped at 603 nautical miles. Two CDs at a total cost of $10 arrived in a few days. Vortex generators will give you a much greater return for one-tenth the cost. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. 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. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. Int. Costs have been going up, but that speaks more of trends in general aviation economics. For one thing, the all-electric gear is not particularly quick to stow. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. RH MAIN STANDARD RANGE; 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? All Listings filter applied; Delivery Options. Cessna Models - 210 Models - Fuel Cell/ Bladder - Knots 2U, Ltd. Home Cessna Models 210 Models Fuel Cell/ Bladder Fuel Cell/ Bladder Sort By: sku: EA-1200065-2E Fuel Cell, RH Main Tank. After draining all the fuel from the right tank I started preparing the bladder for removal. The 310 was the companys only twin for several years. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Maximum boost for a sea-level takeoff is a moderate 32 inches. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. The 310 competed more directly against the Twin Commander 520 (discontinued that same year) and Beech Twin Bonanza, which was dropped a few years later in favor of the Travel Air and 55 Baron. 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. Many were retrofitted with the later, and better, Clevelands. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. 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. 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. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. Please login to continue enjoying members-only content. In 1959, shortly after the types introduction to the market in 1954, Cessna began offering the Model 310C equipped with the uprated IO-470-D engines, featuring fuel injection and with an output of 260 hp. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. You could order one or both of the locker tanks. 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. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. This has caused accidents. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. Both bladders were replaced at the same time at the same shop. The wing area is of 175 sq ft. 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). FFC constructions meet the Technical Standard TSO-C80 . 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. Flap deployment speeds were gradually raised, starting at 140 knots until the Model 310K increased it to 155, while the 310R could drop them at 160 knots. Joined: Jan 13, 2010 Messages: 20,655 Location: Denton, TX Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. LH Main Tank. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. 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. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. How good an investment is a twin? 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. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. The 310 is a hefty airplane, particularly in its later variants. 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. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. According to owners and mechanics, the 470s live a long and happy life under 310 cowls, and the number of service difficulty reports slated for the 470-powered airplanes is proportionally lower than for the IO-520 and TSIO-520 versions. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. Then I renewed the bay tape where necessary. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. Later model 310s have heavier main gear torque tubes and side brace support brackets. 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 If the pulled up section is near the wing root the float part of the fuel level sensor will also be pulled up, and the fuel gauge readings will be wrong. Second, is the locker-tank scheme. Produced until 1980 and still extremely popular today, the features that made it a great business aircraft in 1954 also upheld it in the leisure side of general aviation. 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. Radio navigation initially included LORAN gear, but the networks demise with the emergence of satellite navigation systems has made it little more than ballast for most pilots. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. The Cessna 310 saw plenty of experimentation in its design. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. The 310s system on airplanes with all the optional tanks is certainly more complicated than most, and it does have a number of idiosyncrasies not shared by other airplanes. A long-range airplane has six tanks and 10 fuel pumps. Non-turbocharged models were on offer for around $200000. tens of thousands for twins. 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. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. 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. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Bladders work fine if they're properly installed and cared for. George, I just did a 182 this summer. The shortcomings of the Apache were partially addressed with the Aztec series, but in 1963 it passed the torch onto the more powerful and maneuverable Twin Comanche. Removing and replacing a bladder is not a difficult process. Instead, locker fuel must be pumped to the corresponding main tank. Starting in 1961, the Model 310G replaced the original fuel tank design with the canted ones branded stabila-tip by Cessna, designed with the goal of improving stability. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. During repair new nipples are installed and repaired tanks are guaranteed for two years. Additionally, the company began offering three-blade propellers as a factory option. 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. Other variations on the 310 theme will tip you off to the airplane's age. Long, strong arms are required. I believe the 310 is easier to fly IFR, particularly in bumpy conditions, than a Baron even though the Baron may please a pilot on a VFR day with a lighter control feel. The 1956 model of the Cessna 310 has a cruise speed of 178 knots, a range of 870 nautical miles, a service ceiling of 20,000 feet, and a rate of climb of 1,700 feet per minute. Windows were added and lengthened through the 310's gestation as well. The tip tanks became twin Cessna hallmark. Put your ear down by the filler cap and open it. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. I am an ATP with about 1200 hours in light twins. 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. Another scenario goes like thisPilot: Top off the mains, please. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) 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. If an owner came to me asking me to help him repair a bladder tank or approve a field repair of a bladder tank Id say no because I dont believe the parts are available nor is the data sufficient to ensure a safe field repair. In 1975 a big change occurred with the 310R II and T-310R II. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. The only real glitch involved sliding the vent tube onto its nipple. These tanks are bladder-type cells located between the spars in the outboard wing. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. We're absolutely loaded! Maximum boost for a sea-level takeoff is a moderate 32 inches. Spins and aerobatic maneuvers are not permitted in normal category airplanes. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. Crosswind landings are simple due to good aileron and rudder authority. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. When we're not in the air, we're here helping others how to join us here at Aviator Insider. The Cessna 310 is not known to be a maintenance hog by most standards. The one problem is that Cessna advertises the 310 as a six-place airplane.
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