They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. Last year my factory gold medallion remans were about 50 hours past TBO when the latest McCauley prop AD for this model left me with no realistic choice but to replace both props. Non-turbocharged models were on offer for around $200000. 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. 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. 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. The idea is to get as much of the fuel as far from the cabin as possible. Mistakes in purchasing a 310 can be huge. Ive also followed the advice of many to keep the gear properly rigged and lubricated. 91 or F.A.R 135. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. At the time of our last look at the 310 in 1996, the FAA was considering a stiff update to the AD that thankfully did not come to pass. General opinion of the IO-470 has always been good, and it seems the model has performed quite well in the 310. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. Make. Many early 310s suffer substantial corrosion at the aft spar and wing skins, and such trouble unnoticed during the prepurchase inspection can leave the new 310 owner feeling a bit blue. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. Greaser! All parts are stored in modern warehousing, to preserve their quality. The proboscis grew 32 inches, and housed a sizable baggage compartment. To support buyers I offer a 310 information package [Ed. System Emergency Procedures. Please login to continue enjoying members-only content. The other two U.S. Rubber types arent mentioned. But wait, theres more. During its early years, the Model 310 was sold for $59400. In fact, one of the prototypes was landed gear-up, and the tip tanks separated just as they were designed to do, with no post-crash fire. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. 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. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. 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. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. 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. The installation has an external filler neck and includes a new lightning-proof fuel cap. I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. These vents have top etched into the valve body. Find more About Us here! Spins and aerobatic maneuvers are not permitted in normal category airplanes. It is easy to load the airplane, and roughly the same luggage and people which will fit in a full size Chrysler Minivan will fit in the 310, although fuel must be sacrificed to avoid departing over gross. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. When vents are blocked its not unusual for the floor of the bladder to be pulled up. Cessna didnt stop there. Turbocharged 310s can do 225 at max cruise. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. At the other extreme of the line, the last models of the 310 can be counted on to perform transportation duties with the capability of newer models, and the prices reflect this ability. 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. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the 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. The RAM engines have settled in and have about 200 hours on them. Cessna entered the light-twin market a clear overdog in late 1954. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. Made o What started as a five-place twin became a six-placer with 1963's 310H. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. 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. The tip tanks became twin Cessna hallmark. It greatly eases the task of loading and arranging aft baggage. More than half of the reports target the main gear. Int. 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. Each of the latter can accommodate two sets of golf clubs. horsepower increased and so did demands for fuel. Thats not the only tricky thing about the 310s fuel system. In order to provide you with the best online experience this website uses cookies. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Alternator Failure (Dual) Flight Instruments. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. The result is that, at low speeds, a Cessna 310 equipped with them has a more gradual, smooth transition into a stall instead of snapping into it. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. The aircrafts service ceiling remained the same: 20000 ft for standard models and 25000 ft for units fitted with turbocharged versions of the O-470 or O-520 engines. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. FFC constructions meet the Technical Standard TSO-C80 . Vortex generators will give you a much greater return for one-tenth the cost. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. This should be a mandatory investment for all R owners. 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. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. 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. More than 5,400 were built, and there are several major variations. Cessna 310: Still the Sky King? Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. 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. Please click here to jointo view this part of the article. 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. 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. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. 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. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. For information about our privacy practices, please visit our website. The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. It is important to find a good A&P to help care for your 310. The more limited performance of Pipers offerings reflected positively on the price, however: the Apache and Twin Comanche were cheaper to both buy and operate, which made it more attractive than the Cessna for many pilots who did not necessarily need all the speed and range provided by the Model 310. I used a small block of wood as a pusher to get enough push to drive home one of the snaps located at the end of my reach. The gap for the turbo models is similar. The auxiliary tanks, in turn, are fuel bladders placed between the wing spars and the outboard part. 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. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. According to aviation insurance brokers BWI FLY, annual insurance costs for a standard Cessna 310 model total between $3456 and $5270, assuming a pilot with a PPL, 1500 hours of which 500 are in multi-engine aircraft, and 50 in the Model 310 family. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. 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. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. We're absolutely loaded! We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. The general Cessna group of choice is the Cessna Pilots Association (www.cessna.org, (805) 922-2580). Flying an aircraft with a weakened bladder negates this safety feature. Anything between that and maximum ramp weight has to be fuel. 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. 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. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. Included with the new bladder was an installation kit that included all new clips, a roll of bay tapeapplied inside the tank bay prior to tank installation to cushion any wear pointscork gaskets and nipple clamps. But the right one was leaking and it did have to be changed. During repair new nipples are installed and repaired tanks are guaranteed for two years. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. LH MAIN EXTENDED RANGE . According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. 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. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R.
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