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However, Ive never seen this done nor was I able to find any information about the repair kits and adhesives referred to in the manuals. His brother, father, and grandfather are all pilots. Condition. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Speed has always been a strong 310 selling point, for good reason. 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. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. My advice to 310 buyers: Treat the acquisition process seriously. The idea is to get as much of the fuel as far from the cabin as possible. 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. 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. We used a Hartwick bladder, but the customer service was somewhat lacking. Whether these make it hard to deal with depends on your point of view. RAP is a proud certified repair center for the following: RAP supports all branches of the United States Military through the repair of aircraft fuel cells / fuel bladders. Other recent and notable ADs include: 98-1-8, replacement of two-piece carb venturis with one-piece units; 97-26-17, ultrasonic inspection of the crankshafts with possible replacement; 96-12-22, repetitive inspections of the engine oil filter adapters; and 96-20-7, repetitive inspection of the combustion tubes on the Janitrol cabin heater. In order to provide you with the best online experience this website uses cookies. The 1976 T-310 with most options can only hold four normal-sized passengers. 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. I strongly recommend the turbocharged models. I find that burning about 20 gal. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. 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 lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. 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. 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. Alternator Failure (Dual) Flight Instruments. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. Both bladders were replaced at the same time at the same shop. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. Two main traps await the unwary 310 driver. 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. To support buyers I offer a 310 information package [Ed. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. Turbocharged 310s can do 225 at max cruise. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. This not only renders the airplane officially unairworthy, its dangerous. document.getElementsByClassName("mobile")[0].getElementsByTagName("a")[0].href = "tel:330-698-0280"; Use a very sharp pick to scratch the debris out of the screw head. 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. 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. The 310B in 1958 brought a 100-pound boost in gross weight. 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. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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 T-310P had 285 HP Continental TSIO-520-B engines, standard three-bladed props and a 5400-pound gross weight, compared to the 310Ps 260-HP IO-470V Continentals, optional three-bladed props and 5200-pound gross. 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. The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. Something went wrong. Pitch response is heavier, with light roll controls and good longitudinal stability. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. 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. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. 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. The proboscis grew 32 inches, and housed a sizable baggage compartment. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. All rights reserved. Trending price is based on prices over last 90 days. This is primarily because of the exhaust thrust augmenter tubes positioning. 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. 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. An optional large baggage door was introduced on the 310P. Smooth landings are the rule instead of the exception. 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. 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. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. All Listings filter applied; Delivery Options. Engine Driven Fuel Pump Failure. Model Year. 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. Other variations on the 310 theme will tip you off to the airplane's age. Jamie's partner also works in aviation as a mechanical engineer. 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. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Additionally, the company began offering three-blade propellers as a factory option. More than half of the reports target the main gear. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. Climb, speed, and range performance on the 58 Baron was on par with the 310s. I am a professional aircraft broker who specializes in Cessna twins. 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. Long, strong arms are required. But wait, theres more. Re: Cessna Fuel Bladder replacement, 180/182. The Cessna 310 went through gradual changes in performance throughout its evolutions, but the difference between the early and later versions is stark in terms of payload. Another scenario goes like thisPilot: Top off the mains, please. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 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 IO-470s used on earlier airplanes are much less likely to develop cracks. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. When vents are blocked its not unusual for the floor of the bladder to be pulled up. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light.