cessna 310 fuel bladders cessna 310 fuel bladders

In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. This disruption was not the end of the Model 310, however. 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. Also the landing gear must be adjusted carefully and properly to insure smooth and dependable operation.The 310s fuel system has been unfairly criticized in the past. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. Cessna 310 filter applied; see all. Another aspect of the gear that deserves mention is the brakes. 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. Due to a spate of less-than-stellar logbook maintenance records that referred to the shop work order numbers in lieu of actually describing the work done, I wasnt able to accurately determine the age or type of the installed bladders. Plenty of Model 310 units in the market have undergone a much-needed avionics rework over the years, but it is still possible to run into original spec aircraft, which means a somewhat steep price to bring them to modern standards. Put your ear down by the filler cap and open it. All of the major bladder repair companies offer a test and advise option that clarifies the repair/new decision. Most shops either stock or can order whatever you require to keep it running within short notice. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. Confused? Cessna got up to the 310R (with a few gaps) before ending production in 1981. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. The nose was extended a little starting with the 310K, which helps spread the load. The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. In 1987 over Delta, Utah a pilot unfamiliar with the fuel system crashed because he thought the mains were in the wings and the auxes at the tips. This has kept prices down over time. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. Prior to putting down my money on 7LJ, I contacted the FAA Registry office and asked for copies of the aircraft registration and aircraft maintenance records. 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. 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. The tanks are generally filled after each flight. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. The latest is a 1976 T-310, purchased new. 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. I was pleased to observe about 8 to 10 knots increased speed at comparable power settings, a greater rate of climb, and stabilized oil consumption of about 1 quart per 20 hours. Still, the 310 is large and heavy enough that braking performance can be marginal. My airplane is an honest six-seater with a useful load of 1600 pounds. Hot refuel . 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. Other loading and operating considerations were introduced in the later models. 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. During repair new nipples are installed and repaired tanks are guaranteed for two years. The IO-470s used on earlier airplanes are much less likely to develop cracks. This variant also swapped the engines family from the O-470 to the fuel injected version of the Continental O-520 line, producing 285 hp each. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. 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.. 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. Call (219) 749-2520. While propeller-driven aircraft were the primary victims of this paradigm shift, they found a second life in the civilian market. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. 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. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. 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. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. LH Main Tank. 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. Something went wrong. Naturally, the turbocharged 310s are the quickest, showing 198 knots at 10,000 feet (on 74 percent and 31 gph) and 220 knots at 20,000 feet with the same settings. I am a professional aircraft broker who specializes in Cessna twins. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. Re: Cessna 180 fuel bladders. Removal and replacement labor usually runs between 10 and 12 hours. All parts are stored in modern warehousing, to preserve their quality. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. We can make life a lot easier for you if you own a Twin Cessna! 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. The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. The bigger Continental came aboard in the 1975 model, the R. It's interesting to note that through the life of the 310, engine power was increased only 45 hp a side. Basic empty weight started at 2840 pounds for the original. Many used parts are not listed on our web site partssearch, so please contact us to check stock. The were some fiberglass tanks made to replace bladders in some Cessnas, but the wing has to come off and the root rib removed to get it into the wing. 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. Installation of the tank was pretty easy. Call us at 1-800-647-6148. LH MAIN EXTENDED RANGE . So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). 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. Handling on the Cessna 310 is in line with expectations for most Cessna aircraft pleasant, predictable handling, with certain aspects scaled up in line with the series larger dimensions compared to the Model 152 or 172 many learned to fly on. In line with many 1950s Cessna products, the cockpits were not originally arranged in the now-classic basic-T configuration, which can be ergonomically challenging for pilots used to it. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. Cushioning the edges of the access hole with tape lessens the chances of damaging the bladder during removal (and installation) and reduces the amount of skin rubbed raw while working through the hole. An AOPA analysis of 225 service difficulty reports (SDRs) from a sample of 150 units from different Model 310 families showed that 40 of these were related to the landing gear. 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. To support buyers I offer a 310 information package [Ed. But the right one was leaking and it did have to be changed. Search more Cessna airplanes on Hangar67. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. 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. Removal and replacement labor usually runs between 10 and 12 hours. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. Fuel burn varies with model, but figure about 31 GPH for the later versions. tens of thousands for twins. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. The BTC-39 bladder cant be repaired and must be inspected every 100 hours for leakage in accordance with AD 78-05-06 until its removed from service. As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. horsepower increased and so did demands for fuel. Send questions and comments to . 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. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. top. Combined with the relative fragility of the gear, these can be a real problem. the new twin were backed up by innovative features such as engine exhaust thrust augmenter tubes and the storage of all fuel in tip tanks in early models. Second, is the locker-tank scheme. 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. The 1976 T-310 with most options can only hold four normal-sized passengers. Find more About Us here! More than 5,400 were built, and there are several major variations. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. 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. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Spins and aerobatic maneuvers are not permitted in normal category airplanes. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. 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. (We do not part out singles. 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. I recommend them. 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. Hes a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. For one thing, the all-electric gear is not particularly quick to stow. 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. Finally, the auxiliary tanks were enlarged once more, in 1973, to 63 gallons total. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Trending price is based on prices over last 90 days. Ive also followed the advice of many to keep the gear properly rigged and lubricated. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. Long Range. Anything between that and maximum ramp weight has to be fuel. When you smell fuel outside the airplane for an hour or two after topping off the fuel but not when the fuel level is down, the most likely cause is age-related deterioration of the top of your bladder. Cessna 310: Still the Sky King? The 310B in 1958 brought a 100-pound boost in gross weight. Cessna part 1200065-5 Fuel Cell. The only real glitch involved sliding the vent tube onto its nipple. Also, consider it a bonus if the airplane is fitted with retrofit Cleveland brakes; the original Goodyears are known to be somewhat troublesome and expensive to maintain. After removing the screws holding the filler neck plate in place and setting it aside, I worked through the access hole to remove the fuel tank air vent valve. The 310 was built through the 1957 model year. 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. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! View cart for details. This airplane is certificated in the normal category. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. First, all 310s suck more fuel from the tanks than the engines will use; both the pressure carburetor and fuel injection models have a return line from the engine compartments. I fly the aircraft about 100 hours per year and total hourly expenses have been $178.