Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. Cessna fuel selector valve kit 0311070-1 Our PPFSV5 fuel selector valve kit for the 0311070-1 valve, which is common on the Cessna 180, 182, 190, 195, 310 and 320 models. 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. Theres a STOL kit available from Sierra Industries, but the cost is so high that its value is questionable. Some Cessna 310 owners have reported problems with the chrome cylinders originally provided by Continental on the O-470 family of engines. Naturally, the turbocharged 310s are the quickest, showing 198 knots at 10,000 feet (on 74 percent and 31 gph) and 220 knots at 20,000 feet with the same settings. 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. This includes both liability and hull coverage. These characteristics were a perfect match for business fliers, who needed to be across the country on short notice to do their thing. The keys to getting great bladder service life start with the installation. 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. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. All too often, the pilots or mechanics doing the prepurchase are simply not qualified, being unfamiliar with the details of the 310s systems and maintenance requirements. 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. Their investigation suggest the seepage is from the top of the bladder. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. 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. if(document.URL.indexOf("/register") > -1){ the amount of weight you can put in the cabin; it has nothing to do with total load. If you are already a member, please log in. If you need to get above weather or take advantage of winds at altitude, this plane still climbs well at 18- to 20000 feet, while the normally aspirated 310 runs out of steam at about 10- to 12000. One simple tool that every Cessna owner should use before every flight is a fuel quantity dipstickits a surefire way to determine if the floor of the bladder is out of position and to determine the actual fuel level in bladder tanks. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. The first step is to know which bladder your aircraft uses. 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. Three-ten shoppers (and pilots) would do well to sit down with a jug of coffee and a good reading lamp and bone up on this airplane's fuel system. The Cessna 310 grew up quickly. The pilot then takes off without checking, and with the fuel selectors on the main (tip) tanks as required in the POH. This group offers advice and knowledge sharing across all parts of the ownership process, from finding the right Cessna 310 to buy to maintenance or flying tips. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. Featured Refinements: Cessna 310 - Remove Filter; Featured Refinements. Compare this to the Beech light twins, which began with 180-hp Lycomings in the Travel Air and culminated (imploded, some say) with a pair of turbocharged 380-hp monsters in the 56TC. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. . Cruise speeds remained around 182 KIAS, while the maximum structural speed was gently bumped from 215 KIAS to 223 KIAS in late models. A welcome side-effect of their installation is that they are quieter than the original two-blade units installed. 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. Buying Format. Among the more noteworthy ones are the Riley Rocket 310 and Riley Turbostream 310, by aeronautical engineer Jack Riley. It is important to find a good A&P to help care for your 310. 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. Cessna 182. Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. Call (219) 749-2520. In 1964, the engine exhaust was changed to flow under the wing . Maximum boost for a sea-level takeoff is a moderate 32 inches. 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. After draining all the fuel from the right tank I started preparing the bladder for removal. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. Experienced owners report that its easily damped with proper technique, however. The weight of the fuel concentrated on the tip tanks adds a significant roll tendency, which can be exacerbated into pilot-induced oscillations if one does not take it easy on the ailerons. In fact, one of the prototypes was landed gear-up, and the tip tanks separated just as they were designed to do, with no post-crash fire. Two main traps await the unwary 310 driver. The early models can deliver cruise speeds of 175 KTAS, and the later ones better than 190 if needed. It was a time when many of the now-familiar Cessnas were first introduced: the earlier 140s and 170s were giving way to 172s and 182s. 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. 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. Starting in 1961, the Model 310G replaced the original fuel tank design with the canted ones branded stabila-tip by Cessna, designed with the goal of improving stability. This has caused accidents. In the event of a fuel pump or engine failure, the aux tank on that side becomes uselessno crossfeed from the aux tanks, and no transfer is possible. The next significant change was in 1962, with the 310G. A long-range airplane has six tanks and 10 fuel pumps. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. Classified Ad with Best Offer. As for advice, I strongly recommend membership in the Twin Cessna Flyer organization. This disruption was not the end of the Model 310, however. The most recent type-specific AD, 90-02-13, covers the main landing gear barrel inner bearings. 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. Flaps were of the split type for aerodynamic efficiency (no external flap brackets), and the gear was of electromechanical design. (Any penetrant type lubricant will do.). The Model 310Q and its turbocharged version, the T310Q, redesigned the cabins rear to include a new window design. 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. Much of it consists of Cessna Dealer Sales Manual material originally penned by him, with some additional supporting articles. In 1987 over Delta, Utah a pilot unfamiliar with the fuel system crashed because he thought the mains were in the wings and the auxes at the tips. LoadingUp through the 310G, the series is about average for baggage space (about average means frequently having to carry some in the cabin). 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. 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. Removing and replacing a bladder is not a difficult process. 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. All parts are stored in modern warehousing, to preserve their quality. The biggest gap is between the 310Q and 310R-the 1974 310Q averages $117000, while the 1975 310Q averages $139000. Delete cookies, By using our website, you agree to our use of cookies. Parts availability has never been a problem. Owners of T310s who want engine upgrades can get them from RAM Aircraft. Later model 310s have heavier main gear torque tubes and side brace support brackets. 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 airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. note: Mr. Temple sent us one of these packets. Flipping the bladder to expose the top and bottom surfaces while its spread out in sunlight on the top of the wing is an easy, safe, no-costand greenheating method. The optional wing locker fuel tanks are located in the forward portion of each wing locker baggage area. The R models have a zero-fuel weight limitation, i.e. His brother, father, and grandfather are all pilots. 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. It has a maximum take-off weight of 2,087 kg. 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. The Hints page of the Eagle Fuel Cells website suggests loosening all clamps and waiting to let the rubber relax. (Such nicknames come from the tank's fish-like profile.) The mains also are the receptacle for the contents of the wing locker tanks. The 310 was Cessnas first modern business twin, reflecting the companys strong growth in the 1950s. Wing locker tanks, each with 20 gallons total capacity, became options with the 1967 models. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. 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. Drop the wheels and 15 degrees of flap, and the pitch changes will cancel each other out. Dont fly again until the blockage is opened. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. Overall, a good package of background information.]. Depending on the option fitted, this could expand the aircrafts capacity from 102 gallons up to 207 in total. If you hear an inrush of air its a signal that the vent system is blocked. 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). Come join us! Call us at 1-800 . 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. RAP is an FAA Certified Repair Station (CRS no. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. Using a fuel level dipstick will lessen the possibility of ever hearing that silence. 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. 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. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. 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. You could say that it has substantial roll inertia. Another aspect of the gear that deserves mention is the brakes. First came 20-gallon wing-mounted bladders, followed by an additional 11.5-gallon . Not only did the 310 start out a strapping young twin, but it lived a long and fruitful life, finally surrendering to old age and declining market share in 1981. Climb, speed, and range performance on the 58 Baron was on par with the 310s. Wait until you have to manage the tanks. 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. More weight in later models about makes up for the extra power: A 260-hp-a-side Q model turns in 186 knots (71 percent at 7,500 feet, on 26.5 gph) and climbs at 1,495 fpm; not bad considering the Q's 600-pound higher maximum gross weight. Long, strong arms are required. //
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