cessna 310 fuel bladders

I strongly recommend the turbocharged models. 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. 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. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. 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? I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. The engines on many 310s are Continental 520s, which have a well-known propensity for case cracking. FFC constructions meet the Technical Standard TSO-C80. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. At maximum gross weight, earlier variants could still climb at 415 fpm. Their investigation suggest the seepage is from the top of the bladder. Call (219) 749-2520. COST EFFECTIVE - UTILIZE THE AIRCRAFT OF OPPORTUNITY as Cessna 206 - Cessna 208 - DHC-2 Beaver- DHC-6 Twin Otter - P-750 - CASA 212 - Short 330 etc. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. If you hear an inrush of air its a signal that the vent system is blocked. Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. tanks will result in about 8 gal. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. 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. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). During its early years, the Model 310 was sold for $59400. HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. MaintenanceA scan of Service Difficulty Reports shows, not surprisingly, that the majority of squawks arise from the landing gear. The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. CESSNA 310 - Plane & Pilot Magazine As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. Weight gain from upgrades brought this down to 390 fpm at sea level by the time production ended. It starts with nomenclature. 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. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. 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. Please login to continue enjoying members-only content. Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. Occasionally I consider trading up to a 414 or a 421, but the marginal benefits of the air-stair door and pressurization compared with the tremendous cost differential dont make them worth it. 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. 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. Along with that, weight and balance has to be watched more closely. 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. Climb, speed, and range performance on the 58 Baron was on par with the 310s. Control Surfaces!Fresh repaired, exchange, no patches. Int. 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. Pilots report that real-world operations arent as good as these numbers would have you believe. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. I fly the aircraft about 100 hours per year and total hourly expenses have been $178. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. 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. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. the amount of weight you can put in the cabin; it has nothing to do with total load. 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. Use a very sharp pick to scratch the debris out of the screw head. 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. 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. According to information on both Eagles and FFCs websites, only the US-943 is a candidate for repair. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. Float & Fuel Cells - Cessna 310 Series We use Mailchimp as our marketing platform. Long, strong arms are required. from the aux. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. However, Ive never seen this done nor was I able to find any information about the repair kits and adhesives referred to in the manuals. 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. 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. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. 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. Turbocharged 310s can do 225 at max cruise. Marc E. Cook, AOPA Pilot, May 1994. After removing the screws holding the filler neck plate in place and setting it aside, I worked through the access hole to remove the fuel tank air vent valve. 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. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. 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. Two CDs at a total cost of $10 arrived in a few days. Many used parts are not listed on our web site partssearch, so please contact us to check stock. Flap deployment speeds were gradually raised, starting at 140 knots until the Model 310K increased it to 155, while the 310R could drop them at 160 knots. FFC constructions meet the Technical Standard TSO-C80 . Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. The aux tanks feed directly to the engines, so the only pump that serves these tanks is the engine-driven one. General opinion of the IO-470 has always been good, and it seems the model has performed quite well in the 310. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. (Any penetrant type lubricant will do.). This disruption was not the end of the Model 310, however. Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. Cessna didnt stop there. If an owner came to me asking me to help him repair a bladder tank or approve a field repair of a bladder tank Id say no because I dont believe the parts are available nor is the data sufficient to ensure a safe field repair. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. A year later, this family underwent a modification common to almost all Cessna piston-powered aircraft at the time: the blocky, straight-ended vertical stabilizer and rudder were swapped for the now-iconic swept version with the Cessna 310D. This means in his day-to-day, he lives and breathes all things aviation. Free shipping for many products! Despite its recent appreciation, I believe the 310 remains one of the best values on the used aircraft market. LH MAIN EXTENDED RANGE . Other miscellaneous problems: magnesium seat back brackets that fail (this has resulted in some accidents), and periodic inspection requirements on the 100-amp Prestolite alternators on 310s with deice equipment. Initially, the two major civilian twin-engine general aviation offers on the market were the Beechcraft Twin Bonanza and the Piper Apache. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. 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. Another aspect of the gear that deserves mention is the brakes. My advice to 310 buyers: Treat the acquisition process seriously. . 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. Cessna got up to the 310R (with a few gaps) before ending production in 1981. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. I can count on one hand the significant expenditures over the past four years: autopilot overhaul ($2500), starter adapter replacement, both engines ($700 each), three-blade prop overhaul including boots ($3500 each). The 310 doesnt glide well, with big props blanking out much of the wing and flaps that produce a lot more drag than lift. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. 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. The Cessna 310 saw plenty of experimentation in its design. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. 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. While these prices are only listed ones and can be negotiated down, there are also aircraft that exceed the bracket considerably, but not without good reason. 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. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. Copyright 1995-2023 eBay Inc. All Rights Reserved. Bladders work fine if they're properly installed and cared for. It is important to find a good A&P to help care for your 310. The tip tanks became twin Cessna hallmark. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. If I had the $$, I'd convert mine to a Colemill. Cessna part 1200065-5 $1,485.00 SKU: EA-1200065-5E Add Installation Kit For This Fuel Cell: The chart on the right contains construction specific details exhibited from past and present manufacturers. Cabin size was increased, along with gross weight. 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. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . I do not believe they cost more than a couple of knots, and should be installed on all 310s. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. Doubling the flying time would lower the hourly expense to about $140. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! The new FAA certified 900-HP Daher Kodiak 900 turboprop single combines TBM 960 and Kodiak 100 DNA into one airplane. According to Bill Thompson, author of Cessna Wings for the World and longtime Cessna test pilot, Cessna chose bladder tanks over integral tanks to decrease the likelihood of fire in the event of a crash. Fuel Cells / Bladders; S/N 18253599 & Up; S/N 18253599 & Up. 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. Beyond the initial production models, fuel was distributed between the two main tip tanks, two optional auxiliary ones, and another optional pair in the wing lockers. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. Buying Format. Other variations on the 310 theme will tip you off to the airplane's age. The 1976 T-310 with most options can only hold four normal-sized passengers. 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. 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. At the time of our last look at the 310 in 1996, the FAA was considering a stiff update to the AD that thankfully did not come to pass. 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 wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. 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. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Early models can go four hours. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. Send questions and comments to . In the past three years I have focused on 310s and 340s, generally listing six to eight 310s and selling two or three a month. Then the transfer pumps are run until the idiot lights go on. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. 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. Cessna 182 Fuel Bladder, Main Tank. Replaces Cessna 1200065-5 Trending price is based on prices over last 90 days. Fuel Capacity: 130 Gallons 50 Gallon Mains 15 Gallon Aux Tanks Weight and Balance: Max Allowable: 4830 lbs Basic Empty Weight: 3287 lbs Useful Load: 1543 lbs Empty Arm: 35.19 inches aft datum Empty Moment: 115674 inch lbs Engine Specs: Right: Continental IO470D Serial Number 75850-0-D 1089.7 SMOH Compressions at May 2007 Annual: 72/73/72/75/73 Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. 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. An additional cabin window was introduced with the Model 310F. 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? Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. Anything between that and maximum ramp weight has to be fuel. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. I think FFC in Memphis makes their's out of the same material and maybe some others. Still, for a twin-engine aircraft, the Cessna 310 performs reasonably with only one running. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. If the pulled up section is near the wing root the float part of the fuel level sensor will also be pulled up, and the fuel gauge readings will be wrong. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. This airplane is certificated in the normal category. Cessna 210. McCloskey said that some installers tape a pad onto the end of a broomstick or dowel and use it to push the bladder into position in the corners of the tank bay. (Such nicknames come from the tank's fish-like profile.) 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. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. The result is an Belvoir Media Group, LLC. One significant difference was the switch from overwing from underwing exhaust on the 310I, and the accompanying introduction of wing lockers. Early models had Goodyears, which caused some problems. The 310 is a hefty airplane, particularly in its later variants. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. My airplane is an honest six-seater with a useful load of 1600 pounds. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). Installation of the tank was pretty easy. 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. That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. Come join us! Find more About Us here! In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. 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. top. Zero fuel weight is a payload limitation that confuses some pilots. The single-engine ceiling, however, grew considerably in the turbocharged versions. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Cessna Fuel Bladder replacement, 180/182 - Backcountry Pilot 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. All rights reserved. What started as a five-place twin became a six-placer with 1963s 310H. 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. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. Usable fuel capacity can be 100, 132, 142, 182 or 203 gallons-from 600 to 1218 pounds of fuel. This can be avoided by minimizing aileron inputs and balancing the aircraft with rudder. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. 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. Related Products for Cessna 310 1975. 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.

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