cessna 310 fuel bladders

The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. Fri May 01, 2020 10:14 pm. All too often, the pilots or mechanics doing the prepurchase are simply not qualified, being unfamiliar with the details of the 310s systems and maintenance requirements. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. The auxiliary tanks, in turn, could cause engine sputtering and occasional shutdowns if one is not careful: during turbulence, the Cessna 310s tendency to yaw leads the fuel away from the intake. Also high up on the list was the fuel system; not for any particular design issue, but simply because theres a lot of plumbing involved. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. My airplane is an honest six-seater with a useful load of 1600 pounds. Obstruction or Icing of Static Source. Construction - Extra grade fabric used most times best suited for Jet A. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. 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. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. 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. Local Pickup. 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. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. Second, is the locker-tank scheme. 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. Ells also loves utility and bush-style airplanes and operations. Prices have a very smooth increase between variants, starting at a mere $30000 for early aircraft and going up to $148000 for a turbocharged Cessna T310R, according to the 2019 issue of the Aircraft Bluebook. The Model 310Q and its turbocharged version, the T310Q, redesigned the cabins rear to include a new window design. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. This means that using fuel from either the auxiliary tank on the same side, or the main tank on the opposite side, about half the fuel flow will be moving to the same-side main. Additionally, the company began offering three-blade propellers as a factory option. This makes hard landings a real possibility, and the gear just cant take that much abuse. Cabin size was increased, along with gross weight. I recommend them. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. But wait, theres more. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. The Insight GEM is a valuable addition and permits more accurate leaning by far than a single probe system. Each of the latter can accommodate two sets of golf clubs. VGs are also available from Robertson. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). More than 5,400 were built, and there are several major variations. FFC constructions meet the Technical Standard TSO-C80 . The popular 400 series followed in 1965 with the ill-fated 411. Cessna got up to the 310R (with a few gaps) before ending production in 1981. if(document.URL.indexOf("/register") > -1){ I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. Along with that, weight and balance has to be watched more closely. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. Cessna 182. top. It has a maximum take-off weight of 2,087 kg. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Many were retrofitted with the later, and better, Clevelands. The installation has an external filler neck and includes a new lightning-proof fuel cap. Micro Aerodynamics makes a kit, and also offers nacelle strakes that reportedly improve stall behavior. 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. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. PerformanceThis is a strong point of the 310. Long Range. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. 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. Installation of the tank was pretty easy. More than 5,400 were built, and there are several major variations. The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. 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. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. The proboscis grew 32 inches, and housed a sizable baggage compartment. 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. 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. Pitch response is heavier, with light roll controls and good longitudinal stability. Learn more about Mailchimp's privacy practices here. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. 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. During repair new nipples are installed and repaired tanks are guaranteed for two years. 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. the amount of weight you can put in the cabin; it has nothing to do with total load. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. 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. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. tanks will result in about 8 gal. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. Might as well do both right away! The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. The landing gear retraction mechanism is electrically actuated, with no pneumatic or hydraulic aids, which increases travel time and thus keeps the airframe draggier for longer while the pilot handles the emergency. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. Smooth landings are the rule instead of the exception. Early models had Goodyears, which caused some problems. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. Fuel Burn at 75% power in standard conditions per hour. Noise level, engine wear, and fuel flow are all reduced. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! 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. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. Long Range. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. A 310 might not be the most expensive (yet) or high-tech airplane you can own, but in my mind flying one is like cruising in one of Detroits vintage big-block V8s: Shes easy to repair, sounds mean, goes fast, and flat-out looks good. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. 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. 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. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. 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. Most shops either stock or can order whatever you require to keep it running within short notice. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. Condition. The 310 makes for a good, stable IFR platform, according to owners, with excellent cruise stability. Re: Cessna Fuel Bladder replacement, 180/182. Hot refuel . 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. Cessna 310: Still the Sky King? 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. Fuel burn varies with model, but figure about 31 GPH for the later versions. Wait until you have to manage the tanks. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. 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. 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. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. My advice to 310 buyers: Treat the acquisition process seriously. 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. 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. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. 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. Experienced 310 pilots say that minimizing aileron inputs is the only way to prevent the 310 from rocking around the pattern like a rowboat in high seas. All parts are stored in modern warehousing, to preserve their quality. Thats not the only tricky thing about the 310s fuel system. 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. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. As Cessna did to virtually all its models in the late 1950s and early 1960s, the 310 received a swept vertical fin in place of the upright tail used through the 1959 model. The idea is to get as much of the fuel as far from the cabin as possible. Anything between that and maximum ramp weight has to be fuel. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. If you hear an inrush of air its a signal that the vent system is blocked. If you are already a member, please log in. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. 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. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. The Cessna 310 grew up quickly. Greaser! 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. Removal and replacement labor usually runs between 10 and 12 hours. The gap for the turbo models is similar. Early models can go four hours. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. 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. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. 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. Cessna 182. The attitude that its just another airplane can cost the buyer dearly. The first 310s, built in 1954, were sold as 1955 models. The single-engine ceiling, however, grew considerably in the turbocharged versions. I think it would sure be worth putting those drains in while I'm changing the bladder. All rights reserved. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. 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. 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. 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. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. Hes a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Classified Ad with Best Offer. We are a collective group of airline instructors, and pilots dedicated to all things aviation. Climb rates were also slightly affected: earlier models met their best climb at 1800 fpm, which went down to 1650 fpm by the time production ended. All parts are stored in modern warehousing, to preserve their quality. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. 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. Cabin size was increased, along with gross weight. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. For the baseline model, the aircraft has a length of 27 ft, with a wingspan of 35 ft and a height of 10 ft 6 in with the landing gear extended. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. The mains also are the receptacle for the contents of the wing locker tanks. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models. By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. Long Range. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. We use Mailchimp as our marketing platform. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. Call us at 1-800 . Finally, the 285-hp versions will do just over 190 knots on 29 gph. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. 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. The last development in the Cessna 310 family came in the shape of the Model 310R and T310R, which added a baggage compartment to the lengthened nose section. The dawn of the jet age, fully realized during the Korean War, had signaled a major shift in the American militarys design requirements and procurement decisions. The next significant change was in 1962, with the 310G. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Though the PA-23 would later be a direct competitor to the 310, the original Apache was far down the scale on power. 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. Payload in a lightly equipped 310C with auxiliary tanks might exceed 700 pounds, while it could be as low as 400 pounds in a 310R. These vents have top etched into the valve body. The fuel vent valve must be reinstalled with the hinge line up. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. It greatly eases the task of loading and arranging aft baggage. 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. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. being added back to the mains. 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 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. The pilot can read the tanks not being used by toggling a switch. We're absolutely loaded! FFC constructions meet the Technical Standard TSO-C80. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Costs have been going up, but that speaks more of trends in general aviation economics. The Cessna 310 went through gradual changes in performance throughout its evolutions, but the difference between the early and later versions is stark in terms of payload. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. Overall, a good package of background information.]. The same caveat applies-there has to be room enough for the fuel, so the pilot waits until theres 180 pounds or less in the mains before transferring fuel from the locker tanks. It can be a way to cut back on labor costs if an owner/pilot is comfortable in their technical abilities and savvy about working on one of the most important systems on their Cessna.