Obstruction or Icing of Static Source. Crosswind landings are simple due to good aileron and rudder authority. Might as well do both right away! The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. If you have a hankering for old and complex airplanes, the 310 might well fit the bill, so long as you know that the initial maintenance bills can be thrilling. Call us today at 1-817-453-8829 for Fuel Bladder Repair! 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. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. 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. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. We used a Hartwick bladder, but the customer service was somewhat lacking. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. Jamie's partner also works in aviation as a mechanical engineer. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. One mod that got good reviews from owners are spoilers, which allow pilots to keep the controllers happy with rapid descents without killing the engines in the process. The RAM engines have settled in and have about 200 hours on them. More than half of the reports target the main gear. Each of the latter can accommodate two sets of golf clubs. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. if(document.URL.indexOf("/register") > -1){ Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. Maximum boost for a sea-level takeoff is a moderate 32 inches. Control Surfaces!Fresh repaired, exchange, no patches. 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. The nose was extended a little starting with the 310K, which helps spread the load. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. . 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. Early models can go four hours. The Cessna 310 grew up quickly. If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. Pilots report that real-world operations arent as good as these numbers would have you believe. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. Another scenario goes like thisPilot: Top off the mains, please. It is fairly long and spindly, and more delicate than that of some other airplanes. Cessna 182. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. 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. Call (219) 749-2520. 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. Owner CommentsI have owned three turbocharged Cessna 310s. 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. In 1964, the engine exhaust was changed to flow under the wing . 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. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. In order to provide you with the best online experience this website uses cookies. 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. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. A 1981 Piper Aztec (250 HP engines) about $157,000. Alternator Failure (Dual) Flight Instruments. 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. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. The fuel vent valve must be reinstalled with the hinge line up. 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. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. 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. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. 1975 Cessna T-310R airplane for sale located in Orlando, Florida. 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. 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. Short field performance is great given the aircrafts size and weight. The aircraft tends to drop a wing quickly; an undesirable trait made even more so due to the tendency in most twins to roll hard into the dead engine in case of failure at low speeds. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. I find that burning about 20 gal. 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. When vents are blocked its not unusual for the floor of the bladder to be pulled up. 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. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. 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. With the stretched cabin of the 1963 310H, more baggage space was opened up. Two main traps await the unwary 310 driver. UPJR740L). This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. 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. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. You can guess the rest. 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. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. So, Cessna provided continuous-duty fuel pumps that move fuel from the front to the back of the tank. 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? The Hints page of the Eagle Fuel Cells website suggests loosening all clamps and waiting to let the rubber relax. Call us at 1-800-647-6148. Learn more about Mailchimp's privacy practices here. Parts availability has never been a problem. The popular 400 series followed in 1965 with the ill-fated 411. You could order one or both of the locker tanks. Second, is the locker-tank scheme. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. 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. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Cessna 210. The excess is pumped back to the mains and overboard if there isnt room. Climb, speed, and range performance on the 58 Baron was on par with the 310s. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. All Listings filter applied; Delivery Options. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. Owners of T310s who want engine upgrades can get them from RAM Aircraft. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. It greatly eases the task of loading and arranging aft baggage. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. I think FFC in Memphis makes their's out of the same material and maybe some others. The debate has gone on for many years. 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. 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. At that point the mains may or may not be full, depending on whether the aux tanks have been used and whether the transfer was done with room to spare in the mains. An optional large baggage door was introduced on the 310P. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. The airplane can cover roughly 500 NM in still air with max payload. Still, the 310 is large and heavy enough that braking performance can be marginal. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. The avionics suite fitted on most Cessna 310s has been found to be on the lacking side by modern standards. // ]]>, Twin Cessna Articulating Crew Seat Pivot Arm, Our inventory of almost 100,000 part numbers of new surplus Cessna parts includes. They are truly dedicated to spreading information vital to the preservation of the fleet. Pulsing exhaust gases in the augmenters were supposed to create a suction of cooling air through the cowling, on the premise that at high power, more suction would be created and therefore cooling would be improved. Combined with the relative fragility of the gear, these can be a real problem. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. 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. 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. Zero fuel weight is a payload limitation that confuses some pilots. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Vacuum Pump Failure. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Search more Cessna airplanes on Hangar67. During repair new nipples are installed and repaired tanks are guaranteed for two years. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. But the right one was leaking and it did have to be changed. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. He ran the mains dry. Operators say the T310s work best in the high teens.
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