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. Vacuum Pump Failure. 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. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. Cabin size was increased, along with gross weight. These vents have top etched into the valve body. Second, is the locker-tank scheme. 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. Buying Format. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". from the aux. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. This makes hard landings a real possibility, and the gear just cant take that much abuse. 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 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. Well leave it to the reader to decide. 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. 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. Gross weights eventually reached approximately 5500 pounds. Removal and replacement labor usually runs between 10 and 12 hours. What started as a five-place twin became a six-placer with 1963s 310H. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. tens of thousands for twins. Dont fly again until the blockage is opened. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. 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. 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. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. One of Cessna's great triumphs through the decades has been the success in making transitions up through the line relatively painless for pilots. These consisted of damage to mounts, supporting structures, actuators, and doors, several of which led to partial or full landing gear failure. If there's an aspect of the 310's handling qualities likely to catch a novice pilot out, it is single-engine procedures near the runway. The attitude that its just another airplane can cost the buyer dearly. Obstruction or Icing of Static Source. The 1976 T-310 with most options can only hold four normal-sized passengers. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. Finally, the 285-hp versions will do just over 190 knots on 29 gph. This has caused accidents. 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. Those big tip tanks were originally designed as a safety feature. Hot refuel . I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. Reliance AeroProducts International is a FAA Certified Repair Station and provider of fuel cell repairs and re-certifications. 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. The optional auxiliary tanks are available in two sizes. If you are already a member, please log in. 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. 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. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. 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. 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. How good an investment is a twin? 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. During repair new nipples are installed and repaired tanks are guaranteed for two years. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. 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. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Experienced and diligent first time installers must strive to achieve a tank installation where the tank bay is clean and prepped to provide an abrasion-free home for the bladder; where steps are taken to insure that any wrinkles in the bladders bottom surface are minimized and where the nipples arent pulled out of position or stretched during installation. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. 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. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! 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. 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. The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. Stalls on the Cessna 310 are not described as particularly nasty but are still not quite as gentle as on Cessnas high-wing singles. 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. 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. He ran the mains dry. Cessna got up to the 310R (with a few gaps) before ending production in 1981. . Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. 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. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. The RAM engines have settled in and have about 200 hours on them. 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. 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. George, I just did a 182 this summer. Theres no separate gauge for each tank, though the gauge does switch automatically to read the tank being used (but not the wing locker tanks, which have no fuel level senders). being added back to the mains. A long-range airplane has six tanks and 10 fuel pumps. 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. Whether these make it hard to deal with depends on your point of view. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . (We do not part out singles. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. 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. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. Spins and aerobatic maneuvers are not permitted in normal category airplanes. When the auxiliary tank runs empty, it automatically shuts off. 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. Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. The proboscis grew 32 inches, and housed a sizable baggage compartment. Older tuna-tank models had a lot of problems with their fuel bladders, but this was dealt with through an AD. The 310 was the companys only twin for several years. VMC and stall speeds are very close, and the low speed handling characteristics are very benign as a result. Cessna 182. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. Both bladders were replaced at the same time at the same shop. RAP is an FAA Certified Repair Station (CRS no. PerformanceThis is a strong point of the 310. Later model 310s have heavier main gear torque tubes and side brace support brackets. 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. The competition for the Cessna 310 has changed from its introduction. You can guess the rest. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. The one problem is that Cessna advertises the 310 as a six-place airplane. 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. Sort By: . An optional large baggage door was introduced on the 310P. 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. Cessna part 1200065-5 $1,485.00 SKU: EA-1200065-5E Add Installation Kit For This Fuel Cell: 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. Center frequently leaves me high and then assumes that I can make a turbo-prop/jet type descent. 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. 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. 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. (Such nicknames come from the tank's fish-like profile.) Removing and replacing a bladder is not a difficult process. 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. 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. Two CDs at a total cost of $10 arrived in a few days. One mod that got good reviews from owners are spoilers, which allow pilots to keep the controllers happy with rapid descents without killing the engines in the process. Single-engine service ceiling went up with the turbo models, to 17,200 feet in the T310R; a 310B could hold 7,700 feet on one engine. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; Please click here to jointo view this part of the article. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. Come join us! (We do not part out singles.). Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. Certain traits on the Model 310 can catch an inexperienced pilot off-guard in case of single engine failure during take-off or landing. The first step is to know which bladder your aircraft uses. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. 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. Produced until 1980 and still extremely popular today, the features that made it a great business aircraft in 1954 also upheld it in the leisure side of general aviation. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | A leaking fuel bladder. 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 props are subject to a couple of ADs: these include the infamous McCauley prop inspection AD (95-24-05) and 94-17-3, repetitive inspection of the prop hub grease fittings. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. 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. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. 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. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. The Cessna 310 saw plenty of experimentation in its design. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. A T310R, for example, has a zero fuel weight of 5015 pounds. Cessna part 1200065-5 Fuel Cell. According to a report prepared for ASF by Aviation Consumer contributor Mike Busch (a 310 owner), two-thirds of the machine-caused accidents in 310s are gear-related. We noted several cases of full or partial gear collapse thanks to parts failures. Please login to continue enjoying members-only content. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. 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 time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. 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. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries.

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