As far as pre-flights go, the main gear item to keep an eye out for is a bottomed-out nose gear strut: while it will retract normally, it then ends up jammed in the gear well and is unable to be extended from the cockpit. But the right one was leaking and it did have to be changed. This makes hard landings a real possibility, and the gear just cant take that much abuse. The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. Owners groupOwners of twin Cessnas have their own support organization in the form of The Twin Cessna Flyer, headed by Larry Ball. Local Pickup. 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. 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 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. . 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. Turbo models in particular have failure-prone exhaust systems, and are subject to a 50-hour visual inspection AD, 75-23-8. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. Aside from the nose gear idler bellcrank, the gear displays a variety of problems associated with torque tubes, support brackets and trunnions. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. 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. Smooth landings are the rule instead of the exception. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. These tanks are bladder-type cells which supplement the main tank fuel quantity. The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. According to owners and 310 support groups, parts are readily available for the airplane, although, as is true with any model these days, the costs can be dear. Zero fuel weight is a payload limitation that confuses some pilots. I also had to remove the tank sump quick drain fittings and the fuel quantity transmitter and float. For one thing, the all-electric gear is not particularly quick to stow. Spins and aerobatic maneuvers are not permitted in normal category airplanes. I think it would sure be worth putting those drains in while I'm changing the bladder. 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. 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. Ive also followed the advice of many to keep the gear properly rigged and lubricated. All overhauled or repaired aircraft fuel cells are returned to service with a current 8130 and carry a one year warranty. A 1981 Piper Aztec (250 HP engines) about $157,000. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. Fortunately, aside from the gear troubles noted earlier, there doesn't seem to be any one recurring trouble spot with the 310s. [CDATA[ Still, the 310 is large and heavy enough that braking performance can be marginal. The debate has gone on for many years. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. 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. Hes a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. 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. The Hartzell three-blade propellers have also been commonly installed in regular Cessna 310 units without further engine modifications. The single-engine ceiling, however, grew considerably in the turbocharged versions. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. Then the rubber of each nipple can be softened by wrapping it in a towel or rag thats been dipped in hot water. 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. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); 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. In line with many 1950s Cessna products, the cockpits were not originally arranged in the now-classic basic-T configuration, which can be ergonomically challenging for pilots used to it. With the stretched cabin of the 1963 310H, more baggage space was opened up. Installation of the tank was pretty easy. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. 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. Cessna part 1200065-1 Designed for aisle fit in cabin class aircraft, bottom outlet will work with cabin pressure without transfer pump in most installations. Bladders work fine if they're properly installed and cared for. The only real glitch involved sliding the vent tube onto its nipple. The keys to getting great bladder service life start with the installation. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). 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. Although my remans started immediately, ran smoothly, and used very little oil (about 1 qt. Trending price is based on prices over last 90 days. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. The tanks are generally filled after each flight. 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. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. Ph/Fax: 61 7 5598 1959 US Toll free Ph: 1 866 310 2992. 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. The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. . 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. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. 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. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. 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. The main purpose-built competitors at the time were the 1953 Piper PA-23 Apache, which was chronically underpowered, and Beechcrafts Twin Bonanza, introduced in 1951 but relatively unsuccessful in the market outside of military applications, which led to it being pulled from the market shortly after. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. The wing area is of 175 sq ft. Second, is the locker-tank scheme. According to Larry Balls The Twin Cessna Flyer, nearly half of all twin Cessna accidents and incidents are directly related to the gear, and a quarter of all accidents and incidents are related to failure of the nose gear idler bellcrank under the pilots feet. So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. A fuel flow gauge, fuel quantity gauge, and a fuel low level warning light are located in the cockpit. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Short field performance is great given the aircrafts size and weight. 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. All Listings filter applied; Delivery Options. Then Cessna installed auxiliary tanks in the wings, good for an extra 40 total gallons. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. I have owned a 1968 310N for the past four yeas. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. 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. Aircraft: Cessna 182B. Many early 310s suffer substantial corrosion at the aft spar and wing skins, and such trouble unnoticed during the prepurchase inspection can leave the new 310 owner feeling a bit blue. Calculating climb to cruise altitude of 12000 feet, this allows just under three hours of flight plus reserve at 65% power. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. Please click here to jointo view this part of the article. Alternator Failure (Dual) Flight Instruments. 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. Call (219) 749-2520. Ask any line person where the main tanks are on a given airplane, and its likely theyll point to the wing. The registration records showed that 7LJ had been based in Albuquerque, N.M. for at least 20 years. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. being added back to the mains. The airplane can also be a handful to fly, though pilots note that with proper training and due diligence, it can make a good IFR platform. 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 Then use valve grinding compound on the tip of a very well fitting, not worn out screwdriver to break the screw loose. Doubling the flying time would lower the hourly expense to about $140. 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. 91 or F.A.R 135. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. Use a very sharp pick to scratch the debris out of the screw head. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. ), Many used parts are not listed on our web site parts, We have a full-time sheet metal crew assigned. Parts availability has never been a problem. Cessna 182. RH MAIN STANDARD RANGE; 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? Starting on with the Cessna 310I, these were replaced by conventional exhaust plumbing. A new bladder should provide good service for at least 20 years and much longer if you take steps to keep the top surface of the bladder cool. if(document.URL.indexOf("/register") > -1){ 1975 Cessna T-310R airplane for sale located in Orlando, Florida. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. Then the transfer pumps are run until the idiot lights go on. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . Presumably, the canted tanks were to improve lateral stability by imparting additional wing dihedral. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. It starts with nomenclature. The latest is a 1976 T-310, purchased new. That's actually a bit amazing, considering the overall age of the fleet and the complexity of the machines. Your airplane parts headquarters for everymulti-engine Cessna Aircraft built since 1955! Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. Due to its popularity and longevity, many modifications and upgrade kits were designed around the Cessna 310 family. 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. Gross weights eventually reached approximately 5500 pounds. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. Climb, speed, and range performance on the 58 Baron was on par with the 310s. Speed has always been a strong 310 selling point, for good reason. When the auxiliary tank runs empty, it automatically shuts off. The wingtip fuel tanks on the original Cessna 310 carried a total of 100 gallons of fuel. When cruising around 170 KTAS, it is possible to attain a fuel burn of 25 gph, which works out to around four hours in the air plus reserves. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. Lineperson: Yes, sir, whereupon the auxiliaries get filled to the brim. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. RAP is an FAA Certified Repair Station (CRS no. 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. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. The aircraft is certified in the normal category, which means intentional spins and aerobatics are not permitted. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. FFC constructions meet the Technical Standard TSO-C80. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". 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. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. The shortcomings of the Apache were partially addressed with the Aztec series, but in 1963 it passed the torch onto the more powerful and maneuverable Twin Comanche. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. A fully equipped 310 with wing locker tanks can have up to ten fuel drain points, eight fuel pumps and a rather complex plumbing system. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. The IO-470s used on earlier airplanes are much less likely to develop cracks. 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. 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. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. 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.
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