cessna 310 fuel bladders

It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. The twin-engine aircraft was fitted with engine exhaust thrust augmenter tubes, and on top of using its now-characteristic tip tanks, the early models stored all fuel in them. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. horsepower increased and so did demands for fuel. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. A T310R, for example, has a zero fuel weight of 5015 pounds. Of course I dont push the engines to the maximum, and find that I can cruise at 25.5 to 26 inches, 2200 RPM, with a fuel flow at altitudes in the low teens of about 13.5 to 14 GPH and still keep the EGTs below 1520 degrees. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. The airplane can also be a handful to fly, though pilots note that with proper training and due diligence, it can make a good IFR platform. 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. 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. With the stretched cabin of the 1963 310H, more baggage space was opened up. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. Please login to continue enjoying members-only content. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. The tip tanks became twin Cessna hallmark. Cessna 182. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. Its not unusual for the actual fuel capacity of a bladder and the capacity written in the owners manual or the aircraft flight manual (AFM) to differ. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. The single-engine ceiling, however, grew considerably in the turbocharged versions. Might as well do both right away! Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. 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. Free shipping for many products! 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. PROVEN IN THE JUNGLES OF PNG. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. More than 5,400 were built, and there are several major variations. It is broadly accepted that the true competition to the Cessna 310 came in 1970 when Beechcraft introduced their new twin-engine six-seater in the shape of the Beech 58 Baron. The fuel vent valve must be reinstalled with the hinge line up. Still, the 310 is large and heavy enough that braking performance can be marginal. C-310s with lots of avionics and other options compound the loading exercise. Short field performance is great given the aircrafts size and weight. Call us at 1-800-647-6148. Long Range. I recommend them. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. We service fuel cells for aircraft including, but not limited to Lear Jet, Gulfstream, Cessna, Citation, Falcon Jet, Astra, BeechJet, Westwind, Hawker, Bombardier, Challenger, Boeing and countless others. Pilots coming from other light twins will recognize the 310's as a large step up; it feels like a much larger, more substantial airplane than, say, an Apache or Travel Air. 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. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Pitch response is heavier, with light roll controls and good longitudinal stability. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. Other loading and operating considerations were introduced in the later models. During repair new nipples are installed and repaired tanks are guaranteed for two years. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. Operators say the T310s work best in the high teens. Flying an aircraft with a weakened bladder negates this safety feature. Fuel capacity of 102 gallons Minimum octane fuel of 100 Average fuel burn of 28 gallons in an hour Takeout weight of 4,830 lbs Landing weight of 4,600 lbs The estimated standard weight of 3.125 lbs Estimated maximum load of 1,750 lbs Baggage capacity of 200 lbs The oil capacity of 12 quarts with each engine Cannot exceed the speed of 215 KIAS The first step is to know which bladder your aircraft uses. [CDATA[ Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. Cessna 310: Still the Sky King? Re: Cessna 180 fuel bladders. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. This makes hard landings a real possibility, and the gear just cant take that much abuse. 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. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. 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. This speedsters reputation is well-deserved, and it is likely to linger for many more years as older, low-hour Cessna 310s are finding their way back to the skies after restoration projects. The RAM engines have settled in and have about 200 hours on them. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. The 310R was the final development of the airplane, and stayed in production until the line was closed down in 1981. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. 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. I do not believe they cost more than a couple of knots, and should be installed on all 310s. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. (We do not part out singles.). The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. After all the nipples were free and all the hangar clips were removed, I rolled the tank into a tube and slid it out the hole in the top of the wing. 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. This combination permits me to leave the power at 55% (my typical cruise setting) and still descend at 700 to 1000 fpm without exceeding 155 knots. Jamie's partner also works in aviation as a mechanical engineer. Three-ten shoppers (and pilots) would do well to sit down with a jug of coffee and a good reading lamp and bone up on this airplane's fuel system. This position is set for what Cessna believed to be the most common weight settings for normal operations, and thus most take-offs will be made with trim set slightly ahead or behind it but never too far from it. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Overall, a good package of background information.]. I believe the 310 is easier to fly IFR, particularly in bumpy conditions, than a Baron even though the Baron may please a pilot on a VFR day with a lighter control feel. When fuel starvation shuts down an engine, the silence is mighty loud. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the I recalled from my days as a tech rep that the most common failure of a light airplane fuel bladder is age-related deterioration of the top surface due to long-term exposure to heat. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. The Cessna 310 grew up quickly. Learn more about Mailchimp's privacy practices here. Cessna fuel selector valve kit 0311070-1 Our PPFSV5 fuel selector valve kit for the 0311070-1 valve, which is common on the Cessna 180, 182, 190, 195, 310 and 320 models. 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. He ran the mains dry. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Not so on the 310. Cessna part 1200065-5 $1,485.00 SKU: EA-1200065-5E Add Installation Kit For This Fuel Cell: The 310 makes for a good, stable IFR platform, according to owners, with excellent cruise stability. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. I also had to remove the tank sump quick drain fittings and the fuel quantity transmitter and float. 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. Two CDs at a total cost of $10 arrived in a few days. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. After the bladder is in and is deemed ready, I like to fill the tank in five-gallon stepswith the airplane on level ground and the landing gear struts and tires at normal inflationfor two reasons. When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" As with most companies products, sourcing spare parts for the Cessna 310 is a relatively painless affair. Ironically, the aircrafts success in the business niche was rather short: around a decade after its introduction, the shadow of the jet age came after the Cessna 310 in its own home, in the shape of the iconic Learjet and Cessnas own Citation series. An optional large baggage door was introduced on the 310P. Hot refuel . Fri May 01, 2020 10:14 pm. The fuel system consists of two main tanks, two optional auxiliary tanks, two optional wing locker tanks, fuel selectors for selection of main, auxiliary or crossfeed and other necessary components to complete the system. Aircraft Owners & Pilots Association Find it free on the store. HIGH QUALITY FUEL CELLS Recognized Fuel Cell Authority FAA & EASA Certified Hours: Our Focus Is You Our goal through this website is to provide you with the information you need to make informed fuel cell decisions. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. The nose was extended a little starting with the 310K, which helps spread the load. 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. 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. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. 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. If you hear an inrush of air its a signal that the vent system is blocked. Second, is the locker-tank scheme. 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. 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. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. For one thing, the all-electric gear is not particularly quick to stow. Send questions and comments to . Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. Control Surfaces!Fresh repaired, exchange, no patches. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Cessna didnt stop there. (Before my time at the club) Aircraft has been hangered the entire time. I have been taught by 310 drivers with much more experience to set the nose down lightly and avoid high-speed turns that induce side loads on the gear components. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. Long Range. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. Commercial Beechcraft Bonanza Bell 222 Cessna Skymaster Eurocopter HH 65 King Air Lear-35 Beechjet 400 Cessna 182 Cessna-152 Gulfstream G150 Lear 60 MD 500 Robinson R44 Bell 206 Cessna 310 Aircraft DHC-6 Gulfstream-G200 Lear 75 Piper M600 Military F-18 Hornet T-38 Sea-Hawk F-18 Super Hornet 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. I strongly recommend the turbocharged models. About every six hours I am on my back under the airplane cleaning the areas in the line of fire aft of the exhaust augmentors. This group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. What started as a five-place twin became a six-placer with 1963s 310H. When we're not in the air, we're here helping others how to join us here at Aviator Insider. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. Cabin size was increased, along with gross weight. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); item 1 Goodyear Beechcraft Baron 55 RH INBD Fuel Cell Bladder PN 002-920034-2RH, item 2 TWIN CESSNA 414 AIRCRAFT RIGHT INBOARD FUEL CELL BLADDER 2F1-6-33180-10RH, item 3 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2, item 4 Beechcraft King Air, Uniroyal RH Fuel Cell Bladder PN 50-389034-8, 4.6 out of 5 stars based on 8 product ratings, 4.8 out of 5 stars based on 6 product ratings, 5.0 out of 5 stars based on 2 product ratings. Maximum boost for a sea-level takeoff is a moderate 32 inches. After draining all the fuel from the right tank I started preparing the bladder for removal. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Each engine is equipped with a mechanically driven fuel pump which provides fuel to the metering unit. At the other end of the airplane, the 310 nose grew, Pinocchio-like, through the decades, making a big leap with the 1975 R model. Removal and replacement labor usually runs between 10 and 12 hours. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. Installation of the tank was pretty easy. The first 310s, built in 1954, were sold as 1955 models. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. 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 debate has gone on for many years. Well leave it to the reader to decide. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. Answer: The Cessna 310 does have limited cabin heating, but some owners have opted for aftermarket air conditioning, such as the Cool Air freon air conditioner system. Turbocharged 310s can do 225 at max cruise. However, the turbos are relatively small, and power is down to 55 percent by 25,000 feet at the maximum recommended cruise rpm of 2,350. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. Whether the difference is worth it depends on the desired operational profile, which stands true today where the difference in used prices has kept the same proportions. Vortex generators will give you a much greater return for one-tenth the cost. We noted several cases of full or partial gear collapse thanks to parts failures. Starting in 1961, the Model 310G replaced the original fuel tank design with the canted ones branded stabila-tip by Cessna, designed with the goal of improving stability. 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. Gross weights eventually reached approximately 5500 pounds. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is often said to be one of the most attractive light twins ever built. 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. In practical terms, the wingtip tanks cannot be used to their full volume: topping them up until the caps lead to fuel being vented out during take-off due to the pressure in the tanks. The only real glitch involved sliding the vent tube onto its nipple. The airplane handles big and is a stable IFR platform. Seeing a gap in the market wide open, Cessna Aircraft Company, at the time led by Dwane L. Wallace, made its move with the Cessna 310. It was a time when many of the now-familiar Cessnas were first introduced: the earlier 140s and 170s were giving way to 172s and 182s. The proboscis grew 32 inches, and housed a sizable baggage compartment. (Such nicknames come from the tank's fish-like profile.) The two largest clubs that cater for just about all Cessna models are the Cessna Owner Association and the Cessna Flyer Association. An Aztec is a fine plane, but it is slower and the Aztec, Seneca, and Baron all have smaller, less comfortable interiors for people such as myself-I am 62, and probably need to read a good diet book instead of the aviation magazines I prefer. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. 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. Fuel Burn at 75% power in standard conditions per hour. Removing and replacing a bladder is not a difficult process. Depending on the option fitted, this could expand the aircraft's capacity from 102 gallons up to 207 in total. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. But the right one was leaking and it did have to be changed. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. Noise level, engine wear, and fuel flow are all reduced. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. Remember, also, that the cost of maintaining an airplane like the 310 is keyed more to its health and the price of parts than the purchase price. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. In 1960, Cessna put a swept tail on the airplane, calling it the 310D. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. 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. My advice to 310 buyers: Treat the acquisition process seriously. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. Payloads were a strong selling point of the Cessna 310, with a useful load of 2000 lbs or above depending on the model and fuel quantity. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. While Cessna president Dwane Wallace built an aircraft for the business flier, the actual demographic taking the Model 310 to the skies today has changed a lot since then. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. More than 5,400 were built, and there are several major variations. The mains also are the receptacle for the contents of the wing locker tanks. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Pilots report that real-world operations arent as good as these numbers would have you believe. 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. 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. 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.