The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Used Goodies!We have a nice supply ofthese systems and parts: Engine accessories of all types are in stock, along with many other rotables. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. 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. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. Older tuna-tank models had a lot of problems with their fuel bladders, but this was dealt with through an AD. The were some fiberglass tanks made to replace bladders in some Cessnas, but the wing has to come off and the root rib removed to get it into the wing. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. If you have a hankering for old and complex airplanes, the 310 might well fit the bill, so long as you know that the initial maintenance bills can be thrilling. McCloskey said that repair is a good option since even the most extensive repair is less than half the cost of buying a new tank. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. Pitch response is heavier, with light roll controls and good longitudinal stability. being added back to the mains. Also With This ArticleClick here to view the Cessna 310 features guide.Click here to view charts for Resale Values, Payload Compared and Prices Compared. In 1954, Cessnas entire model line consisted of the 170, 180 and 195; so, the 310 represented a giant leap forward for the company. 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. Then I renewed the bay tape where necessary. . Cessna flyers are part of the largest general aviation family in the world and have access to massive clubs as a result. LH Main Tank. It is important to find a good A&P to help care for your 310. The Barons cabin seating and additional door is a plus that I wish the 310 could match, but six passengers can ride in my 310 much more comfortably than in a Baron or a Seneca with club seating. 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. 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. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. 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. Aside from another bump in gross weight and the move to 285 HP Continental IO-520M engines on the normally aspirated model, the 310R got a whacking great nose job. 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. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" His brother, father, and grandfather are all pilots. It has a maximum take-off weight of 2,087 kg. Sturdy, low-hour airframes that had enjoyed their heyday during the Second World War and over the Korean peninsula had been struck from the military inventory, and many buyers were quick to snap them up on auctions for prices much below their valuation. 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. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Included with the new bladder was an installation kit that included all new clips, a roll of bay tapeapplied inside the tank bay prior to tank installation to cushion any wear pointscork gaskets and nipple clamps. This not only renders the airplane officially unairworthy, its dangerous. Removing and replacing a bladder is not a difficult process. Additionally, the company began offering three-blade propellers as a factory option. The debate has gone on for many years. This 310, with canted tanks, swept fin and short nose, is one of the most attractive light twins ever built. 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. 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. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Classified Ad with Best Offer. Second, is the locker-tank scheme. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | 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. You could say that it has substantial roll inertia. Most shops either stock or can order whatever you require to keep it running within short notice. For some reason, Cessna decided to designate the tip tanks as the mains, and the wing tanks as the auxiliaries. 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). The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. Their investigation suggest the seepage is from the top of the bladder. Learn more about Mailchimp's privacy practices here. A recurring minor squawk is minor oil leakage from the rocker covers; a problem that has lessened since replacing the cork gaskets with silicone. Whether you are looking for maintenance and inspection tips, overhaul and replacement options, or researching the In 1960, Cessna put a swept tail on the airplane, calling it the 310D. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. According to owners and mechanics, the 470s live a long and happy life under 310 cowls, and the number of service difficulty reports slated for the 470-powered airplanes is proportionally lower than for the IO-520 and TSIO-520 versions. . Also using spoilers to produce a drop in airspeed to permit landing gear operation is a nice option to have when too high or hot for normal gradual speed reductions or while descending. The tanks are generally filled after each flight. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. 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. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. The resale value of Cessna 310 varies wildly based on the age of the aircraft, its physical state, adherence to maintenance schedules, and a lesser extent, the modifications installed by the parting owner. These are managed via a fuel flow selector with main, auxiliary, and crossfeed positions. 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. HistoryThe 310 was introduced in 1954, a year after Pipers PA-23 Apache. Find more About Us here! 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. Ive also followed the advice of many to keep the gear properly rigged and lubricated. For those who experienced them, whether the problems have been rectified or not seems to depend on the shops responsible for scheduled maintenance. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; The tip tanks are made from aluminum and contain two pumps, auxiliary and transfer. In 1975 a big change occurred with the 310R II and T-310R II. The reputation for Dutch roll and yaw problems is, in my opinion, undeserved. The Cessna 310 is one of the classics of general aviation, enjoying a 27-year production run during which it served as Cessnas answer to the Beech Baron, Piper Aztec, Commander 500, and Aerostar. Might as well do both right away! The early Cessna 100 series and 200 series service manuals do contain parts and procedure information for field repairing leaking fuel tanks. I am an ATP with about 1200 hours in light twins. Commit to excellent maintenance and pilot proficiency and youll enjoy one of general aviations great airplanes. The 310 is an all metal, four/six-place, low wing, twin engine airplane and is equipped with retractable tricycle landing gear. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. All parts are stored in modern warehousing, to preserve their quality. The engines are Continental Model IO-520-Ms and are rated at 285 horsepower each. 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. The Cessna 310 is known for its speed, but owners use this ability sparingly due to the high fuel consumption required. note: Mr. Temple sent us one of these packets. (We do not part out singles. The installation has an external filler neck and includes a new lightning-proof fuel cap. More than 5,400 were built, and there are several major variations. Over the years, Jamie has gained an incredible amount of knowledge and hopes to start his PPL as soon as his degree is finished. Still, the target audience had not changed, and thus it never quite managed to rival the Cessna 310 at home turf. setTimeout(function(){document.getElementById("CountryId").dispatchEvent(new Event("change"));},50); The 310 is a hefty airplane, particularly in its later variants. tanks because the engine driven fuel pumps feed more fuel to the engines than they can use except at the highest power settings. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. 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. Finally, the 285-hp versions will do just over 190 knots on 29 gph. 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. 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. (Before my time at the club) Aircraft has been hangered the entire time. Two major downsides of the Beechcraft offering were the narrow cabin, a holdover from the much smaller Beech 36 Bonanza, and the considerably higher price: in 1980, the base price for the Cessna 310R was $200000, compared to $300000 for a standard-fit Baron. Something went wrong. This lesson ought to be clear: Carefully and thoroughly inspect the gear system on any 310 considered for purchase.