That hot, dry climate went a long way in allaying my concerns about corrosion in the airframe. 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. 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. Second, is the locker-tank scheme. Those big tip tanks were originally designed as a safety feature. The fuel burn isn't much different than 470's to the 550's since whatever fuel gallons extra you burn, you usually are flying faster to make up the difference if we compared MPG. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. 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. More than half of the reports target the main gear. 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. All rights reserved. Find many great new & used options and get the best deals for Goodyear Aerospace Corp Cessna 310 RH Fuel Cell Bladder PN 0823343-6 0823343-4 at the best online prices at eBay! On approach, some power has to be carried. Shortly after I purchased my 310, I put on vortex generators, which are a must with this airplane. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. Bladders work fine if they're properly installed and cared for. I am an ATP with about 1200 hours in light twins. 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. The tanks are generally filled after each flight. C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2. This not only renders the airplane officially unairworthy, its dangerous. Engine-out performance is better than average, with normally aspirated single-engine rate of climb pegged at anywhere from 330 to 380 FPM, depending on model. George, I just did a 182 this summer. Cabin size was increased, along with gross weight. When the main reaches capacity from the return fuel, any excess is sent overboard, and you can't cross-feed auxiliary fuel. Installation of the tank was pretty easy. Some Cessna owners solve this tank porosity problem by never completely filling the tank, thereby eliminating the fuel smell. A 1981 Piper Aztec (250 HP engines) about $157,000. Might as well do both right away! Money talks, though, and the true cost of a twin is doubled engine maintenance and fuel bills. document.getElementsByClassName("phone")[0].getElementsByTagName("a")[0].href = "tel:800-433-0814"; 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. being added back to the mains. 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. FFC constructions meet the Technical Standard TSO-C80. 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. The next significant change was in 1962, with the 310G. Aircraft: Cessna 182B. Jamie's partner also works in aviation as a mechanical engineer. But wait, theres more. The twin rearview windows were removed from the 1965 Cessna 310K onwards in favor of a large single one to improve visibility. Owners of T310s who want engine upgrades can get them from RAM Aircraft. Contains fuel resistant O-rings as called out in the manual and the valve plate gasket. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. The RAM engines have settled in and have about 200 hours on them. Surprisingly, very few people know what zero-fuel weight is. This 310, with bladderless all-metal canted tanks, swept fin and short nose, is often said to be one of the most attractive light twins ever built. The T-310P had 285 HP Continental TSIO-520-B engines, standard three-bladed props and a 5400-pound gross weight, compared to the 310Ps 260-HP IO-470V Continentals, optional three-bladed props and 5200-pound gross. Confused? So-called "Stabila Tips," with an upward cant, arrived with the 1963 G model. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. Thats not the only tricky thing about the 310s fuel system. Designed to shear off in the event of a crash, the tips were the only tanks until the 1958 B model. Since I was installing a new bladder I cut one side of each nipple on the old bladder and shot a little bit of LPS-1 into the cut; that helped release the tubing. Re: Cessna Fuel Bladder replacement, 180/182. PROVEN IN THE JUNGLES OF PNG. 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. We took the plane to a shop in the area with a good reputation for Cessna service. Turbocharged 310s can do 225 at max cruise. Landing over a 50-foot obstacle in a 310R will consume 1790 feet, compared to a 58 Barons 2498. An Aztec is a fine plane, but it is slower and the Aztec, Seneca, and Baron all have smaller, less comfortable interiors for people such as myself-I am 62, and probably need to read a good diet book instead of the aviation magazines I prefer. Sort By: . The props are subject to a couple of ADs: these include the infamous McCauley prop inspection AD (95-24-05) and 94-17-3, repetitive inspection of the prop hub grease fittings. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. This includes both liability and hull coverage. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. This airplane is certificated in the normal category. The 1956 model of the Cessna 310 has a cruise speed of 178 knots, a range of 870 nautical miles, a service ceiling of 20,000 feet, and a rate of climb of 1,700 feet per minute. 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 caveat is that this figure came about after extensive work to restore the aircraft after some years of abandon prior to Cawleys ownership. Each of the latter can accommodate two sets of golf clubs. The nearly identical 320 came out in 1962, followed by the pushme-pullyou Skymaster in 1964. Long, strong arms are required. It is important to find a good A&P to help care for your 310. Part # Aircraft Capacity Weight Dimensions 115100 AA-5, -5A, -5B 18 gal 20 lbs 29" 17.5" 9" What started as a five-place twin became a six-placer with 1963's 310H. Another scenario goes like thisPilot: Top off the mains, please. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. Vortex generators will give you a much greater return for one-tenth the cost. I used a small block of wood as a pusher to get enough push to drive home one of the snaps located at the end of my reach. Call us at 1-800-647-6148. One of my bladders was replaced in 2002, and my other one is just starting to leak a bit now. The Apache was a commercial success as a trainer thanks to its docile handling and forgiving flight characteristics, but in the niche of business aviation, its engines stopped it from ever truly competing with only 150 hp per engine, the aircrafts top speed was a measly 157 knots, and its range was capped at 603 nautical miles. Smooth landings are the rule instead of the exception. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. We used a Hartwick bladder, but the customer service was somewhat lacking. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. 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. It can be a way to cut back on labor costs if an owner/pilot is comfortable in their technical abilities and savvy about working on one of the most important systems on their Cessna. Occasionally I consider trading up to a 414 or a 421, but the marginal benefits of the air-stair door and pressurization compared with the tremendous cost differential dont make them worth it. Cessna's landmark twin also begat a larger turbocharged model, the 320, in 1963, and provided the basis for the pressurized 340. However, this connection returns fuel only to the main tank on the same side as the engine. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. 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. Cessna part 1200065-5 Fuel Cell. 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. 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. 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 means that using fuel from either the auxiliary tank on the same side, or the main tank on the opposite side, about half the fuel flow will be moving to the same-side main. Instead, locker fuel must be pumped to the corresponding main tank. (Any penetrant type lubricant will do.). 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. The Cessna 310 is an American four-to-six-seat, low-wing, twin-engine monoplane produced by Cessna between 1954 and 1980. . The effects on performance are noticeable: the aircrafts power ratio rose to 7.71 lb/hp, with a cruising speed of 260 knots at 18500 ft, and a rate of climb of 3000 fpm (feet per minute). Twins are popular with some pilots because of the perceived safety advantage of having an extra engine. These vents have top etched into the valve body. Marc E. Cook, AOPA Pilot, May 1994. I elected to have this done at RAM in Waco, Texas, because of their reputation, which is deserved. Finally, the 285-hp versions will do just over 190 knots on 29 gph. 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. The pilot must remember to fly about 1 hour of fuel out of the mains before switching to aux. Something went wrong. Cessna SKYMASTER 336 1964; Cessna SKYMASTER 337H; Cessna 310K; Cessna 337 Skymaster; Cessna 150 1968; Cessna 150 1969; Cessna 150 1974; ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. The fact that theres a lot of fuel hanging out on the wingtips tends to exacerbate the side loads on the gear, as well. First and foremost is the gear, which is relatively delicate and sensitive to proper rigging and maintenance. We noted several cases of full or partial gear collapse thanks to parts failures. 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. Cessna has a kit available to retrofit earlier airplanes. 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. 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. With the right operator profile, its ability to fly long distances while making good times in the process offset the relatively high ownership costs and given that acquisition is a lot more friendly than just about any twin-engine competitor with similar performance, the Cessna 310 has a share of the market resembling its hegemony in the business niche back in 1954. This has caused accidents. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. The Cessna 310 grew up quickly. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. 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. Prices have a very smooth increase between variants, starting at a mere $30000 for early aircraft and going up to $148000 for a turbocharged Cessna T310R, according to the 2019 issue of the Aircraft Bluebook. The attitude that its just another airplane can cost the buyer dearly. Fuel burn varies with model, but figure about 31 GPH for the later versions. In practical terms, the wingtip tanks cannot be used to their full volume: topping them up until the caps lead to fuel being vented out during take-off due to the pressure in the tanks. Owner CommentsI have owned three turbocharged Cessna 310s. Then the transfer pumps are run until the idiot lights go on. The increase in weight came with a penalty in stall speeds: when clean, these went from 73 KIAS on the Cessna 310D to 79 KIAS on the Cessna 310R, while in landing configuration, they went from 64 KIAS to 72 KIAS. Two CDs at a total cost of $10 arrived in a few days. 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. 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. Engine Driven Fuel Pump Failure. Cessna didnt stop there. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. It is straightforward: Mains (which are the tip tanks), Auxiliary, Crossfeed, and Off. 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. 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. If time is critical, providers offer repaired bladders on an exchange basis. 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. (Such nicknames come from the tank's fish-like profile.) I am a professional aircraft broker who specializes in Cessna twins. Learn more about Mailchimp's privacy practices here. If I had the $$, I'd convert mine to a Colemill. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. All Listings filter applied; Delivery Options. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. 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. It applies to the 310, 340 and all piston-powered 400 series Cessnas except those with trailing link main gear. A choice of IO-520 or Voyager IO-550s is offered. 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. If I ever get the STC to run AGE85 (88% ethanol) that part of the equation is taken care of. Cessna part 1200065-2 $1,485.00 Choose Options sku: EA-1200065-1E Fuel Cell, LH Main Tank. 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. This has kept prices down over time. Both bladders were replaced at the same time at the same shop. This makes hard landings a real possibility, and the gear just cant take that much abuse. At the time of our last look at the 310 in 1996, the FAA was considering a stiff update to the AD that thankfully did not come to pass. Cessna service manuals refer to BTC-39 cells by Goodyear and US-907, US-943 and US-932 bladders by U.S. Rubber. View cart for details. Most airplanes have just one of these, and its contents cannot be consumed directly by the engines. The main reason I went with Eagle fuel cells is because they are made from Nitrile that is happy with ethanol. The 310 is a hefty airplane, particularly in its later variants. 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. After draining all the fuel from the right tank I started preparing the bladder for removal. Also worth noting are exhaust-related corrosion problems, particularly on early airplanes with over-the-wing augmentor exhaust systems. In the meantime, Jamie passes all of his knowledge about flying, planes, and flight simulators on to the readers at Aviator Insider. Copyright 1995-2023 eBay Inc. All Rights Reserved. Also available are engine and prop upgrades from Colemill Enterprises for the 310F through Q, which carry with them gross weight increases. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. Dont fly again until the blockage is opened. 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. I have avoided the two big 310 bugaboos: gear problems and exhaust-related corrosion. 1975 Cessna T-310R airplane for sale located in Orlando, Florida. Search more Cessna airplanes on Hangar67. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. The airplane can cover roughly 500 NM in still air with max payload. In 1969, Cessna consolidated its model line, offering a turbocharged variant of the 310 alongside the normally aspirated 310P instead of the 320. Answer: The Cessna 310 does have limited cabin heating, but some owners have opted for aftermarket air conditioning, such as the Cool Air freon air conditioner system. 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. Cessna 182. The nacelle lockers introduced on the 310I makes loading options even better. 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.. 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. As for those moving up through the Cessna line, a 210 pilot will most definitely notice the 310's heavier controls, higher wing loading, and greater approach and landing speeds. 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. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. A long-range airplane has six tanks and 10 fuel pumps. Where some versions of the TSIO-520 have been pushed to 325 hp, the 310's engines are practically loafing at 285 hp. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). Other loading and operating considerations were introduced in the later models. 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. 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. Short field performance is great given the aircrafts size and weight. The gap for the turbo models is similar. 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. Hangaring an aircraft is the most effective method for preserving its fuel bladders. 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. According to a report prepared for ASF by Aviation Consumer contributor Mike Busch (a 310 owner), two-thirds of the machine-caused accidents in 310s are gear-related. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. Maintenance concerns and the inexorable march of time these first 310s are 40 years old now, after all can make the purchase of the 1950s and 1960s models chancy. 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. Long Range. I knew that I would be replacing the engines, and decided that the spoilers would help assure making it to TBO. Also, new threadless blade propellers were standard; each is six pounds lighter than the previous prop, for a total of 12 pounds per aircraft. 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. Cessna was moving aggressively into the business market, and the 310 was a key part, and first element, of that plan. The 1960 Model 310D had a useful load of 1750 lbs, compared to the 2153 lbs achievable in the 1978 Cessna 310R. Handling on the Cessna 310 is in line with expectations for most Cessna aircraft pleasant, predictable handling, with certain aspects scaled up in line with the series larger dimensions compared to the Model 152 or 172 many learned to fly on. The nose was extended a little starting with the 310K, which helps spread the load. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. Fuel Burn at 75% power in standard conditions per hour. 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. // ]]>, Twin Cessna Articulating Crew Seat Pivot Arm, Our inventory of almost 100,000 part numbers of new surplus Cessna parts includes. This position is set for what Cessna believed to be the most common weight settings for normal operations, and thus most take-offs will be made with trim set slightly ahead or behind it but never too far from it. 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. Early models can go four hours. Payload with full fuel varies depending upon the model, equipment and fuel tank arrangement. Its also possible for the pilot to have as much as 30 gallons of fuel that cant be used. The aircraft is rather nose heavy on the take-off roll if the trim is left on neutral and risks pitching up into a stall if set too far aft. Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. We're absolutely loaded! The typical buyer is coming out of a high performance single, and the 310 is to be their first twin. This combination permits me to leave the power at 55% (my typical cruise setting) and still descend at 700 to 1000 fpm without exceeding 155 knots. A Model 310B tops off at 7700 ft, whereas a Model T310R can reach a whopping 17200 ft with an engine feathered. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. Cessna 310 filter applied; see all. 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 amount of weight you can put in the cabin; it has nothing to do with total load. Through its 28-year production span, the 310 evolved from a five-seater with pressure-carbureted engines to a high- flying turbocharged six-placer with known-icing certification. Gross weights eventually reached approximately 5500 pounds. 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. Maladies include broken or cracked mounts, support structures, actuator rods, door hinges and actuators, shock struts, and bellcranks. The excess is pumped back to the mains and overboard if there isnt room. Cessna 310 pilots have instruments displaying fuel flow, quantity, and low-level light. Please click here to jointo view this part of the article. Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. Parts availability has never been a problem. 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. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. Model Year. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. 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. Marine Boat Fuel Bladders; Flexible Water Diesel Holding Yacht Tanks; . HOME | ABOUT | REPAIR | WARRANTY | DOCUMENTS | REQUEST FOR QUOTE. At the other end of the airplane, the 310 nose grew, Pinocchio-like, through the decades, making a big leap with the 1975 R model. An AOPA analysis of 225 service difficulty reports (SDRs) from a sample of 150 units from different Model 310 families showed that 40 of these were related to the landing gear. As with most structural work, this is a very costly problem to address, but the alternative is retiring the aircraft. 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. The almighty dollarAs expected, prices for the 310 vary widely based on age and condition. LH MAIN EXTENDED RANGE . Fuel systemAll of those responding to our request for feedback felt the need to point out that the 310s fuel system has gotten a bad rap, and that its not as tough to deal with as people think. His brother, father, and grandfather are all pilots. The Cessna 310's full-fuel payload varies depending upon the model, equipment and fuel tank arrangement. 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. One of the earmarks of the line's changes concerns horsepower. The time between overhaul for the Continental OI-520 engines fitted on the Cessna 310R is of 1400 hours. For one thing, the all-electric gear is not particularly quick to stow. I knew it as soon as I saw the telltale stripes of blue dye on the metal fairing covering the gap between the bottom of the right wing and the fuselage. The bladder I purchased was a much smoother and a much more flexible tank than the removed tank, which was stiff and felt semi-rigid by comparison. The Cessna 310 is not known to be a maintenance hog by most standards. 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. Fuel Capacity: 130 Gallons 50 Gallon Mains 15 Gallon Aux Tanks Weight and Balance: Max Allowable: 4830 lbs Basic Empty Weight: 3287 lbs Useful Load: 1543 lbs Empty Arm: 35.19 inches aft datum Empty Moment: 115674 inch lbs Engine Specs: Right: Continental IO470D Serial Number 75850-0-D 1089.7 SMOH Compressions at May 2007 Annual: 72/73/72/75/73