Annuals have averaged $1500-2000, which may seem low-but not unrealistic if you look for an airplane that has been flown and maintained in a consistent manner. This, of course, must be balanced against the extra hazard posed by single-engine operations when low and slow. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. Cessna 310 Series; Cessna 320; Cessna 335; Cessna 340; Cessna 401/402 Series; Cessna 402; Cessna 411; Cessna 414 Series; Cessna 421; Looking for an aircraft fuel tank repair, a helicopter fuel cell to buy, or have a rotorcraft fuel cell that needs repairing, or maybe you need to purchase a Cessna, Beech or Piper fuel bladder? Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. 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. 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. What started as a five-place twin became a six-placer with 1963s 310H. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. 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. Shade the top surface of the wings whenever possible and strive to top off the fuel tanks after each flight since the fuel will moderate bladder surface temperatures by acting as a heat sink. The tip tanks became twin Cessna hallmark. Bladders work fine if they're properly installed and cared for. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. 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 Maintenance concerns and the inexorable march of time these first 310s are 40 years old now, after all can make the purchase of the 1950s and 1960s models chancy. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. 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. He ran the mains dry. 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. I think it would sure be worth putting those drains in while I'm changing the bladder. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. 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. Anything between that and maximum ramp weight has to be fuel. Control Surfaces!Fresh repaired, exchange, no patches. Noise level, engine wear, and fuel flow are all reduced. 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. Buying Format. 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. 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. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. 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. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. It is a challenge to grease the landings, but I make every effort to protect that long, spindly gear. The nose was extended a little starting with the 310K, which helps spread the load. Experienced owners report that its easily damped with proper technique, however. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. With the stretched cabin of the 1963 310H, more baggage space was opened up. The Cessna 310 grew up quickly. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. The fuel vent valve must be reinstalled with the hinge line up. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. We're absolutely loaded! The speed vane housing the Hobbs meter on the bottom of the right wing is a small tab that is compressed by airflow, but due to its diminutive size and sleek profile, and many owners have accidentally snagged it into inoperability. Later model 310s have heavier main gear torque tubes and side brace support brackets. 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. Prior to installing the new tank I spent quite a bit of time cleaning the bay to remove any fuel stains and dirt. At maximum gross weight, earlier variants could still climb at 415 fpm. The latest is a 1976 T-310, purchased new. You could order one or both of the locker tanks. being added back to the mains. Several variants of the IO-470 were used through the 1975 model year in the 310Q. Installation of the tank was pretty easy. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. 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. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. Most shops either stock or can order whatever you require to keep it running within short notice. 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). Another significant change came with the 1964 I model: The overwing augmenter tubes gave way to conventional exhaust plumbing. The torque specs for the 10-32 and -28 screws and bolts used to complete the installation were printed on the bladder and are on the suppliers websites. 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. All Listings filter applied; Delivery Options. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Included with the new bladder was an installation kit that included all new clips, a roll of bay tapeapplied inside the tank bay prior to tank installation to cushion any wear pointscork gaskets and nipple clamps. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. Search more Cessna airplanes on Hangar67. Last year my factory gold medallion remans were about 50 hours past TBO when the latest McCauley prop AD for this model left me with no realistic choice but to replace both props. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. 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. 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. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase. Other loading and operating considerations were introduced in the later models. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. New Parts- Our inventory of almost 100,000 part numbers of new surplus Cessna parts includestens of thousands for twins. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" 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. 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. 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. Use a very sharp pick to scratch the debris out of the screw head. During the more critical phases of flight like take-offs and landings, these make for a much safer ride for the pilot, particularly in emergencies like a single-engine failure. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. Cessna has a kit available to retrofit earlier airplanes. VGs are also available from Robertson. 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. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. Average normally aspirated 310s run from $40000 for the earliest models up to $191000 for the newest 310R. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. The two largest clubs that cater for just about all Cessna models are the Cessna Owner Association and the Cessna Flyer Association. These vents have top etched into the valve body. 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. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. 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. Thats not the only tricky thing about the 310s fuel system. Then the transfer pumps are run until the idiot lights go on. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. 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. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. The next significant change was in 1962, with the 310G. The one problem is that Cessna advertises the 310 as a six-place airplane. 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. The debate has gone on for many years. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). 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. 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. Fri May 01, 2020 10:14 pm. 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. Wait until you have to manage the tanks.