The first step is to know which bladder your aircraft uses. . 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. Operators say the T310s work best in the high teens. 1975 Cessna T-310R airplane for sale located in Orlando, Florida. During repair new nipples are installed and repaired tanks are guaranteed for two years. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. Pitch response is heavier, with light roll controls and good longitudinal stability. By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. Marc E. Cook, AOPA Pilot, May 1994. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. 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. 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. 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. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. 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. In one aircraft, maximum payload is 1059 pounds, which can handle six FAA adults (170 pounds) and 39 pounds of baggage. These vents have top etched into the valve body. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. LH Main Tank. Due to a spate of less-than-stellar logbook maintenance records that referred to the shop work order numbers in lieu of actually describing the work done, I wasnt able to accurately determine the age or type of the installed bladders. A T310R, for example, has a zero fuel weight of 5015 pounds. Answer: The nominal range for an early Cessna 310 is 870 nautical miles, but this can be significantly expanded with additional fuel tank options. 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 The other two U.S. Rubber types arent mentioned. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. . 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. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. When the auxiliary tank runs empty, it automatically shuts off. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. 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. . the new twin were backed up by innovative features such as engine exhaust thrust augmenter tubes and the storage of all fuel in tip tanks in early models. The result is that, at low speeds, a Cessna 310 equipped with them has a more gradual, smooth transition into a stall instead of snapping into it. About every six hours I am on my back under the airplane cleaning the areas in the line of fire aft of the exhaust augmentors. All Filters; 1974 Cessna 310Q Twin Engine Aircraft 5970TT Fresh Annual With Sale. Pulsing exhaust gases in the augmenters were supposed to create a suction of cooling air through the cowling, on the premise that at high power, more suction would be created and therefore cooling would be improved. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. George, I just did a 182 this summer. 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. You can guess the rest. The single-engine ceiling, however, grew considerably in the turbocharged versions. This includes both liability and hull coverage. 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. Basic empty weight started at 2840 pounds for the original. A 1981 Piper Aztec (250 HP engines) about $157,000. 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. When vents are blocked its not unusual for the floor of the bladder to be pulled up. (We do not part out singles. The wing area is of 175 sq ft. 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. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. Whether these make it hard to deal with depends on your point of view. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. The caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. 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. The aircrafts service ceiling remained the same: 20000 ft for standard models and 25000 ft for units fitted with turbocharged versions of the O-470 or O-520 engines. This is no Skyhawk. 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. That means the 310 flies like other Cessnas, with the caveats about its greater weight and speed taken into account. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . 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. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. For one thing, the all-electric gear is not particularly quick to stow. More than half of the reports target the main gear. Flying the Cessna 310 is, on the other hand, a pleasure. 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. 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. The installation has an external filler neck and includes a new lightning-proof fuel cap. 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. the amount of weight you can put in the cabin; it has nothing to do with total load. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. 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. //