I am an ATP with about 1200 hours in light twins. It requires inspections for cracks, including magnetic particle inspection every 1,000 hours or the replacement of the bearings with an improved part. The pilot can read the tanks not being used by toggling a switch. I think it would sure be worth putting those drains in while I'm changing the bladder. This has kept prices down over time. The Model 310Q and its turbocharged version, the T310Q, redesigned the cabins rear to include a new window design. 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. What started as a five-place twin became a six-placer with 1963s 310H. 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. RAP is a proud certified repair center for the following: RAP supports all branches of the United States Military through the repair of aircraft fuel cells / fuel bladders. 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 idea is to get as much of the fuel as far from the cabin as possible. It greatly eases the task of loading and arranging aft baggage. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. LH MAIN EXTENDED RANGE . When the auxiliary tank runs empty, it automatically shuts off. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the The tip tanks became twin Cessna hallmark. 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. Cleveland offers brake sets that can be retrofitted in lieu of the original Goodyear ones, which are more expensive to maintain on the long run. Hot refuel . It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. 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. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. The next significant change was in 1962, with the 310G. 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. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. And the 310 needed help in this department, what with 300 pounds of avgas way out there on the wing. Still, it can be said that the type is one of the most affordable twin-engine aircraft in the market as far as entry costs go. I have owned a 1968 310N for the past four yeas. The 310 competed more directly against the Twin Commander 520 (discontinued that same year) and Beech Twin Bonanza, which was dropped a few years later in favor of the Travel Air and 55 Baron. 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. Approach speeds are relatively high. 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. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. All rights reserved. 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. Maximum boost for a sea-level takeoff is a moderate 32 inches. 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 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. 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. Another aspect of the gear that deserves mention is the brakes. He ran the mains dry. Made o First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. 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. Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). 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. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. This website contains many older reviews. Then I renewed the bay tape where necessary. 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. 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). Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. These tanks are bladder-type cells located between the spars in the outboard wing. 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. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. Marc E. Cook, AOPA Pilot, May 1994. Combined with the relative fragility of the gear, these can be a real problem. Long Range. We're absolutely loaded! (We do not part out singles. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Jamie comes from a long line of military and civilian pilots! I bought the airplane for $48000 and if I can believe my insurance agent, it would sell today for around $70000. Anything between that and maximum ramp weight has to be fuel. 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. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. A long-range airplane has six tanks and 10 fuel pumps. 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. 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. 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. Please click here to jointo view this part of the article. 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. (Any penetrant type lubricant will do.). 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. Cessna didn't stop there. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. 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. Each engine is equipped with a mechanically driven fuel pump which provides fuel to the metering unit. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. 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. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. 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. I spoke with Aaron McCloskey, the senior sales representative at FFC who said that the repair cost for most tanks is between $200 and $400. In my opinion, the 310 is the ideal light twin, with reasonable single engine performance, safety, looks, comfort, and range. For example, a Cessna 310R with low-time engines, a Garmin cockpit, fresh paint, and a well-preserved interior can easily break the $200000 mark in asking price. In 1959, shortly after the types introduction to the market in 1954, Cessna began offering the Model 310C equipped with the uprated IO-470-D engines, featuring fuel injection and with an output of 260 hp. Confused? The auxiliary tanks, in turn, could cause engine sputtering and occasional shutdowns if one is not careful: during turbulence, the Cessna 310s tendency to yaw leads the fuel away from the intake. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. 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.. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". If time is critical, providers offer repaired bladders on an exchange basis. His brother, father, and grandfather are all pilots. 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. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. Cessna entered the light-twin market a clear overdog in late 1954. 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. 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. LH Main Tank. It is a bigger jump from the complex single into the 310 than it is for, say, a pilot moving from a Bonanza to a Baron. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Zero fuel weight is a payload limitation that confuses some pilots. 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. 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. 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. View cart for details. As the maximum weights increased, the single-engine climb rate decreased; the T310R, at its 5,500-pound maximum, is supposed to ascend at 390 fpm at sea level with one feathered. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. For comparison purposes, a 1981 Beech Baron 58 (same horsepower) fetches about $270,000. //