LH Main Tank. This has kept prices down over time. 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.. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. 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. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Vortex generators will give you a much greater return for one-tenth the cost. Buying Format. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2. These tanks are bladder-type cells located between the spars in the outboard wing. The other two U.S. Rubber types arent mentioned. 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. If you are already a member, please log in. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Removing and replacing a bladder is not a difficult process. 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. 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. Trending price is based on prices over last 90 days. Flipping the bladder to expose the top and bottom surfaces while its spread out in sunlight on the top of the wing is an easy, safe, no-costand greenheating method. It is important to find a good A&P to help care for your 310. The nose was extended a little starting with the 310K, which helps spread the load. 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. Search more Cessna airplanes on Hangar67. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. 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. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. The Twin Bonanza, in turn, had a rather short life in the market and lingered on primarily as a military trainer, but its performance and high operational costs made it unable to compete with the Cessna 310. This can be managed by either stabilizing the aircraft with rudder inputs or temporarily switching to the main (wingtip) tanks. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. These devices help by making the airflow more turbulent at high angles of attack, which in turn makes it stick better to the lift and control surfaces. The R models have a zero-fuel weight limitation, i.e. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). Engine-out performance is better than average, with normally aspirated single-engine rate of climb pegged at anywhere from 330 to 380 FPM, depending on model. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. 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. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. Crosswind landings are simple due to good aileron and rudder authority. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. With the 240-hp engines, the 310 will turn in cruise speeds of 183 knots (70-percent power at 7,500 feet, burning 25 gallons per hour total) and climb with both engines at better than 1,600 fpm from sea level. Cessna 210. 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. In order to provide you with the best online experience this website uses cookies. 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? Condition. 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. Cessna 310 Series; Cessna 320; Cessna 335; Cessna 340; Cessna 401/402 Series; Cessna 402; Cessna 411; Cessna 414 Series; Cessna 421; 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? Removal and replacement labor usually runs between 10 and 12 hours. More weight in later models about makes up for the extra power: A 260-hp-a-side Q model turns in 186 knots (71 percent at 7,500 feet, on 26.5 gph) and climbs at 1,495 fpm; not bad considering the Q's 600-pound higher maximum gross weight. With all tanks installed and full, on the other hand, it can haul a couple of people and some baggage more than 1200 NM, again at 65% power. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Early production models up to 1964 are known to have a noisier cabin than other units. PerformanceThis is a strong point of the 310. Cessna entered the light-twin market a clear overdog in late 1954. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. Many used parts are not listed on our web site partssearch, so please contact us to check stock. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. Windows were added and lengthened through the 310's gestation as well. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. Model Year. We're absolutely loaded! Not only did the 310 start out a strapping young twin, but it lived a long and fruitful life, finally surrendering to old age and declining market share in 1981. With the right operator profile, its ability to fly long distances while making good times in the process offset the relatively high ownership costs and given that acquisition is a lot more friendly than just about any twin-engine competitor with similar performance, the Cessna 310 has a share of the market resembling its hegemony in the business niche back in 1954. 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. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. Hot refuel . According to Larry Balls The Twin Cessna Flyer, nearly half of all twin Cessna accidents and incidents are directly related to the gear, and a quarter of all accidents and incidents are related to failure of the nose gear idler bellcrank under the pilots feet. I do not believe they cost more than a couple of knots, and should be installed on all 310s. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. Shade the top surface of the wings whenever possible and strive to top off the fuel tanks after each flight since the fuel will moderate bladder surface temperatures by acting as a heat sink. 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. Make. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. Free shipping for many products! Still, the 310 is large and heavy enough that braking performance can be marginal. Control Surfaces!Fresh repaired, exchange, no patches. 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. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. Also With This ArticleClick here to view the Cessna 310 features guide.Click here to view charts for Resale Values, Payload Compared and Prices Compared. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Long, strong arms are required. The tip tanks became twin Cessna hallmark. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. Along with that, weight and balance has to be watched more closely. I have owned a 1968 310N for the past four yeas. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . When cruising around 170 KTAS, it is possible to attain a fuel burn of 25 gph, which works out to around four hours in the air plus reserves. This is no Skyhawk. Many were retrofitted with the later, and better, Clevelands. 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. I think it would sure be worth putting those drains in while I'm changing the bladder. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. Those big tip tanks were originally designed as a safety feature. Short-field performance is quite good on paper. His brother, father, and grandfather are all pilots. The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. Combined with the relative fragility of the gear, these can be a real problem. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. It is true that 310s are not unduly prone to fuel mismanagement accidents, so despite the complexity of the system, pilots seem to have little trouble dealing with it. C-310s with lots of avionics and other options compound the loading exercise. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. 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. Treated properly, the turbos will go beyond engine TBO. As maximum operating weight increased, limits such as maximum landing weight and zero fuel weight became factors. At maximum gross weight, earlier variants could still climb at 415 fpm. Vacuum Pump Failure. Click here to view the Cessna 310 features guide, Click here to view charts for Resale Values, Payload Compared and Prices Compared, Composite Structures: Limits and Advantages. Unless otherwise noted, these reviews carry product pricing from the time of the original review. The effects on performance are noticeable: the aircrafts power ratio rose to 7.71 lb/hp, with a cruising speed of 260 knots at 18500 ft, and a rate of climb of 3000 fpm (feet per minute). Cessna got up to the 310R (with a few gaps) before ending production in 1981. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. tens of thousands for twins. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. More than 5,400 were built, and there are several major variations. This aircraft is not immune to the relatively high operational costs inherent to twin-engine aircraft and is combined with the advanced age of most units. The first step is to know which bladder your aircraft uses. // ]]>, Twin Cessna Articulating Crew Seat Pivot Arm, Our inventory of almost 100,000 part numbers of new surplus Cessna parts includes. 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 my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. The result is an Belvoir Media Group, LLC. Together, this means that 310s came with total capacities of 100, 140, 163, 183, or 203 gallons. 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. Maximum boost for a sea-level takeoff is a moderate 32 inches. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. The 310R was the final development of the airplane, and stayed in production until the line was closed down in 1981. 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. 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. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. the amount of weight you can put in the cabin; it has nothing to do with total load. //