cessna 310 fuel bladders cessna 310 fuel bladders

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. Noise level, engine wear, and fuel flow are all reduced. Still, the 310 is large and heavy enough that braking performance can be marginal. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. 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.. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Answer: It is considered one of the best in the twin-engine general aviation category due to its good handling and performance. I knew it as soon as I saw the telltale stripes of blue dye on the metal fairing covering the gap between the bottom of the right wing and the fuselage. 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. Second, is the locker-tank scheme. For the budget-minded, an early 310 can be a (relatively) inexpensive entry to the world of twin engines. In fact, the current owner of the third and final 310 used in the show (a 1967 D model), Songbird III, wrote to tell us that its being fully restored. Hartzell three-blade propellers are installed in a counter-rotating configuration to cancel out the torque, improve single-engine safety, and allow for the best performance out of the engines. 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. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. We stock parts for all Cessna Multi-engine airplanes: Copyright 2023 Preferred Airparts. 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. Trending price is based on prices over last 90 days. Cabin size was increased, along with gross weight. This website contains many older reviews. The resale value of Cessna 310 varies wildly based on the age of the aircraft, its physical state, adherence to maintenance schedules, and a lesser extent, the modifications installed by the parting owner. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. The tip tanks became twin Cessna hallmark. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. Check with your mechanic to see if he or she is willing to supervise as you take on the through-the-hole job of bladder R&R. Call us today at 1-817-453-8829 for Fuel Bladder Repair! Additionally, the company began offering three-blade propellers as a factory option. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. being added back to the mains. Most shops either stock or can order whatever you require to keep it running within short notice. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. Find more About Us here! The mains also are the receptacle for the contents of the wing locker tanks. Mistakes in purchasing a 310 can be huge. Long Range. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. Two CDs at a total cost of $10 arrived in a few days. All parts are stored in modern warehousing, to preserve their quality. 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 310 is a hefty airplane, particularly in its later variants. 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. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. 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. Paul pointed out a major advantage of Eagle's STC'd fuel drains/test ports. Cessna introduced their canted Stabila-Tip tanks, said to be more aerodynamically efficient than the old tanks. The 310 offers more payload and cabin room than its competitors, and is more stable in turbulence, but at the cost of a heavier control feel than a baron. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. 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. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. The original tubes were designed to bring cool air through the cowling to improve cooling at high power settings, but the engine exhaust gases brought about corrosion on the rear wing spars over time. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. 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. A 1981 Piper Aztec (250 HP engines) about $157,000. Thanks to the long life of the airplane and the many changes made to it, an almost bewildering array of choices exist for the 310 buyer. 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. Several variants of the IO-470 were used through the 1975 model year in the 310Q. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. 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. Please login to continue enjoying members-only content. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. Dont fly again until the blockage is opened. When I began to get a good whiff of fuel after filling the right main of 7 Lima Juliet, my 1966 Cessna 182J, I knew it was bladder time. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Next time, Ill polish the outside surface of each tube with a scouring pad and lube the tube with a little light oil to lessen friction. UPJR740L). New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Use a very sharp pick to scratch the debris out of the screw head. Cessna has a kit available to retrofit earlier airplanes. The one problem is that Cessna advertises the 310 as a six-place airplane. These tanks are bladder-type cells located between the spars in the outboard wing. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. Then the transfer pumps are run until the idiot lights go on. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. Made o George, I just did a 182 this summer. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. Much like the parts supply, finding technicians with experience in this aircraft is very common thanks to the sheer number of units delivered and still airworthy. 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. 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). When it happens, this is a relatively simple fix but requires some attention during pre-flight inspections. 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. 1959 saw the first big change in the 310, with the switch to fuel-injected 260 HP Continental IO-470D engines and another rise in gross weight This airplane was dubbed the 310C. (The tuna tanks also had a fuel-pickup problem and an AD mandated a hefty increase in unusable fuel.) Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. 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. Cessna entered the light-twin market a clear overdog in late 1954. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. The proboscis grew 32 inches, and housed a sizable baggage compartment. 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. Long Range. I also had to remove the tank sump quick drain fittings and the fuel quantity transmitter and float. A choice of IO-520 or Voyager IO-550s is offered. I strongly recommend the turbocharged models. 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. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. 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. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" Cessna part 1200065-5 Fuel Cell. When the Cessna 310 was first introduced in 1954, the aviation industry was immersed in the aftermath of two major wars. Installation of the tank was pretty easy. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. I am a professional aircraft broker who specializes in Cessna twins. Designed for aisle fit in cabin class aircraft, bottom outlet will work with cabin pressure without transfer pump in most installations. We are a collective group of airline instructors, and pilots dedicated to all things aviation. Piper's Apache had come onto the scene about a year earlier, but with only 150 horsepower a side. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. tens of thousands for twins. As mentioned above, the long gear legs make the airplane sit much higher than some pilots are used to. 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. These tanks are bladder-type cells which supplement the main tank fuel quantity. 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. 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 Figuring a maximum ramp weight of 5534 pounds, 519 pounds of fuel can be put in the main tanks. 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. AOPA Members DO more LEARN more SAVE more - Get MORE out of being a pilot -, 2023 Aircraft Owners and Pilots Association, Available with 102/143/166/184/207 gallon systems, Avg. Spins and aerobatic maneuvers are not permitted in normal category airplanes. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. Another aspect of the gear that deserves mention is the brakes. 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. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. Condition. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. Removing and replacing a bladder is not a difficult process. 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. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. (We do not part out singles. The first 310s, built in 1954, were sold as 1955 models. 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. A proper check during the pre-buy is sufficient for prospective buyers to avoid surprises, while current owners should keep close attention during inspections and do preventive work whenever issues are found. Vacuum Pump Failure. 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. The tanks are generally filled after each flight. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. Marc E. Cook, AOPA Pilot, May 1994. This has caused accidents. Whether these make it hard to deal with depends on your point of view. 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. If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. Turbocharged 310s can do 225 at max cruise. In 1964, the engine exhaust was changed to flow under the wing . Fuel Burn at 75% power in standard conditions per hour. Obstruction or Icing of Static Source. All rights reserved. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. Related Products for Cessna 310 1975. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. For those readers who are old enough to want to avoid thinking about it, the 310 should look familiar: it was the costar of televisions Sky King adventure series. 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. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. 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. Other variations on the 310 theme will tip you off to the airplane's age. The latest is a 1976 T-310, purchased new. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. I think it would sure be worth putting those drains in while I'm changing the bladder. 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. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. 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. Copyright 1995-2023 eBay Inc. All Rights Reserved. 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. Owners of T310s who want engine upgrades can get them from RAM Aircraft. The fuel vent valve must be reinstalled with the hinge line up. One of the earmarks of the line's changes concerns horsepower. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. His brother, father, and grandfather are all pilots. Ells is the owner of Ells Aviation and lives in Paso Robles, Calif. with his wife Audrey. 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. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Cessna 210. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. Many were retrofitted with the later, and better, Clevelands. If you hear an inrush of air its a signal that the vent system is blocked. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. FFC constructions meet the Technical Standard TSO-C80 . Cessna 182. Cessna 182. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. Buying Format. 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. Make. The locker tanks are placed in the wing baggage area at a capacity penalty. Not so on the 310. 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. More than 5,400 were built, and there are several major variations. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. Older tuna-tank models had a lot of problems with their fuel bladders, but this was dealt with through an AD. 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. 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. 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. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. 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. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. The 310 makes for a good, stable IFR platform, according to owners, with excellent cruise stability. 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 Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. .