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 other two U.S. Rubber types arent mentioned. 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. 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. (We do not part out singles. 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. Other loading and operating considerations were introduced in the later models. I've flown mine 4.5 hours but I have IO-470's. You'll hit bladder limits before airplane range limits. 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. Long, strong arms are required. It is easy to load the airplane, and roughly the same luggage and people which will fit in a full size Chrysler Minivan will fit in the 310, although fuel must be sacrificed to avoid departing over gross. So if you have a right-side locker, you will have to draw down the right main by at least 20 gallons to make room for the locker fuel and then crossfeed the left engine to minimize lateral imbalance from those extra 120 pounds now out on the right wing tip. In the midst of all this, the cabin was enlarged, and the model became a six-seater with the 1963 310H. The 310 was the companys only twin for several years. All parts are stored in modern warehousing, to preserve their quality. With a little experience you learn to stay light on the ailerons and ride both rudder pedals in turbulence to smooth any untoward tendencies. These pumps are wired to the landing light circuit breaker, so if the landing light shorts the mains can unport. The fuel pickup from the mains is at the rear of the tank, which means that it wont get picked up properly during descent. Fuel burn varies with model, but figure about 31 GPH for the later versions. Eagle's fuel bladders are designed not to wrinkle, and they move the port back to its original location. Noise level, engine wear, and fuel flow are all reduced. Early production models up to 1964 are known to have a noisier cabin than other units. Obstruction or Icing of Static Source. Surprisingly, very few people know what zero-fuel weight is. 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. the amount of weight you can put in the cabin; it has nothing to do with total load. This airplane is certificated in the normal category. 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. By the 310I, cubic feet available certainly began to exceed the lifting and weight-and-balance capacity of the airplane. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Save on Parts, Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- You may also like. The Cessna 310 saw plenty of experimentation in its design. 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. For information about our privacy practices, please visit our website. I did have some difficulty loosening the nipples connecting the tank to the fuel outlet and the fuel cell vent. Fuel feeds to the engines from either the mains or the aux tanks (but not the wing locker tanks). 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. Anyone interested in the airplane or the show is invited to call Ed Lachendro at (414) 475-2544. The wing locker fuel tanks now have tear-resistant bladders and a new metal containment canister. The first 310s, built in 1954, were sold as 1955 models. Power is provided by the Continental O-470 family of engines for most models, though not exclusively. 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. 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. Related Products for Cessna 310 1975. 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. Cessna got up to the 310R (with a few gaps) before ending production in 1981. Call us at 1-800-647-6148. Total usable fuel capacity can be 100, 132, 142, 183 or 203 gallonsfrom 600 to 1218 pounds of fuel. Use a very sharp pick to scratch the debris out of the screw head. 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. It all started innocently enough, with those 50-gallon tip tanks as the only containers of fuel. Fuel flows at the rate of eight gallons per hour. This listing was posted on Nov 10, 2022. Membership gets you a newsletter and the right to attend well-worthwhile seminars on operations. 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. Eagle Fuel Cells notes recommend grounding the airframe to lessen the possibility of generating a static electricity-generated fire. If this is done properly, trouble can be avoided, but failure to treat the gear right increases the odds of failure dramatically. The main tanks are integrally sealed aluminum tanks mounted on each wing tip and each contain an auxiliary fuel pump and transfer pump. I am a professional aircraft broker who specializes in Cessna twins. RAP provides a fast response time with very extensive aircraft fuel cell repair capabilities. The chart on the right contains construction specific details exhibited from past and present manufacturers. 1976 Cessna 182P in very good condition located in Southern California presently at KAJO Corona, CA Airport. Windows were added and lengthened through the 310's gestation as well. When fuel starvation shuts down an engine, the silence is mighty loud. Hence the following fascinating tidbit: a 1981 Beech A36 Bonanza, average price new $160,000, now goes for about $200,000. Tanks collapse because the air vent valve tubes and vents get plugged by insects or dirt and dust. 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. Call us at 1-800 . Baggage capacity grew according to the aircrafts capabilities, going from 200 lbs to 600 lbs. Please click here to jointo view this part of the article. Replaces Cessna 1200065-5 Home Cessna Models 182 Models Fuel Cells / Bladders S/N 18253599 & Up Fuel Cell. For pilots who do not meet this experience threshold, the number goes up from $4980 to $7400. All parts are stored in modern warehousing, to preserve their quality. Empty weight is of 2850 lbs, while gross weight sits at 4600 lbs. The 310B in 1958 brought a 100-pound boost in gross weight. More than 5,400 were built, and there are several major variations. Approved repair for all makes and models of: Bladder type fuel cells One Year Warranty, Crash-resistant fuel cells One Year Warranty. Older tuna-tank models had a lot of problems with their fuel bladders, but this was dealt with through an AD. Engine Driven Fuel Pump Failure. These brought marginal gains in cruise and top speed but became extremely popular due to the advantages incurred during take-offs and climbs. This is primarily because of the exhaust thrust augmenter tubes positioning. The tip tanks became twin Cessna hallmark. Something went wrong. Cessna 210. The spoilers can be deployed at any speed, and the POH permits using 15 degrees of flaps below 160 knots. The original tubes were designed to bring cool air through the cowling to improve cooling at high power settings, but the engine exhaust gases brought about corrosion on the rear wing spars over time. 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. RAP is an FAA Certified Repair Station (CRS no. Finally, theres the 310s somewhat unusual fuel system, though pilots report that its no big deal. If time is critical, providers offer repaired bladders on an exchange basis. Many callers are desperate for 310 information, with questions about the exhaust, landing gear, engine models and fuel system. With all tanks installed and full, on the other hand, it can haul a couple of people and some baggage more than 1200 NM, again at 65% power. Jamie comes from a long line of military and civilian pilots! Dont fly again until the blockage is opened. Single-engine service ceiling is about 7000 to 7500 feet, or 17,000-18,000 for the turbo. The last development in the Cessna 310 family came in the shape of the Model 310R and T310R, which added a baggage compartment to the lengthened nose section. 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. Operators say the T310s work best in the high teens. By the time the last Cessna 310, a Model T310R, left the production line, it had a base price of $259915. LH MAIN EXTENDED RANGE . 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. Preheating on cold days, a cool climb speed and slow descent along with 50-hour oil and filter changes will save downtime and money. 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. This makes hard landings a real possibility, and the gear just cant take that much abuse. 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. Buying Format. The most common mistakes are failure to conduct a prepurchase inspection or evaluation flight. Other miscellaneous problems: magnesium seat back brackets that fail (this has resulted in some accidents), and periodic inspection requirements on the 100-amp Prestolite alternators on 310s with deice equipment. For one thing, the all-electric gear is not particularly quick to stow. Takeoff over that same obstacle will take 1700 feet in the 310, while the Baron will want 2100 feet. A new bladder for our sample Cessna 182 was quoted at $850, however their Website catalog listed it at over $1000. Removal and replacement labor usually runs between 10 and 12 hours. However, this connection returns fuel only to the main tank on the same side as the engine. The locker tanks are placed in the wing baggage area at a capacity penalty. Cessna didnt stop there. Because the gear makes the airplane sit up high, new pilots are cautioned to be careful of hard landings. Distinguishing marks of these early models are multiple rear windows, a straight tail, and tuna tanks, so-called for their shape. Current slide {CURRENT_SLIDE} of {TOTAL_SLIDES}- Best Selling in Parts. 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). FFC constructions meet the Technical Standard TSO-C80. 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. AOPAs Air Safety Foundation further subdivides accidents and incidents into pilot-caused and machine-caused accidents. Another aspect of the gear that deserves mention is the brakes. The mains also are the receptacle for the contents of the wing locker tanks. The one problem is that Cessna advertises the 310 as a six-place airplane. Yes, we're talking tuna tanks, those slightly clunky vessels at the ends of the wings, slated to hold 50 gallons of fuel each. Cessna 182 Fuel Bladder, Main Tank. Not so on the 310. Another tip from the 310 experts: To offset the nose-up pitching moment upon deploying the split flaps, select gear-down simultaneously. Other variations on the 310 theme will tip you off to the airplane's age. You could say that it has substantial roll inertia. I recommend them. Cells are evaluated, repaired, and returned to service in accordance with US AIRFORCE TO-1-1-3 or NAVAIR 01-1A-35. These tanks are bladder-type cells located between the spars in the outboard wing. } 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 more limited performance of Pipers offerings reflected positively on the price, however: the Apache and Twin Comanche were cheaper to both buy and operate, which made it more attractive than the Cessna for many pilots who did not necessarily need all the speed and range provided by the Model 310. I acquired a 1975 Cessna turbo 310 R model in 1991, and have never regretted it. Seeing a gap in the market wide open, Cessna Aircraft Company, at the time led by Dwane L. Wallace, made its move with the Cessna 310. In the pattern, landing flaps deployment leads to a noticeable pitch-up moment, but this can be offset by commanding gear extension at the same time as the pitch changes will cancel themselves out. It exceeds 3000 pounds by the 310C, nears 3200 in the 310P and exceeds 3600 in the 310R (turbo models are heavier still). To support buyers I offer a 310 information package [Ed. About two years ago I installed Power-Pac Spoilers, and likewise have never regretted it. This opened a niche for the Cessna 310 as an ideal ride for a cross-country lover on a tight acquisition budget. 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. 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. 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. PerformanceThis is a strong point of the 310. The main purpose-built competitors at the time were the 1953 Piper PA-23 Apache, which was chronically underpowered, and Beechcrafts Twin Bonanza, introduced in 1951 but relatively unsuccessful in the market outside of military applications, which led to it being pulled from the market shortly after. 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. The cockpit features an elevator trim indication with a mark noting the take-off setting, and for a good reason. 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. Newer model 310s benefited from a one-year warranty on the airframe, the avionics, and the engine. Turbocharged 310s can do 225 at max cruise. Answer: Today, a Cessna 310 typically costs anywhere between $30000 and $150000 depending on the aircrafts age, state, and fit. Two CDs at a total cost of $10 arrived in a few days. Prompt Quotes - Big Discounts - 95% Same-Day Shipment. 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. The Cessna 310 grew up quickly. To improve low-speed handling and stall behavior, the company MicroAero offers vortex generators that are attached to the wings and vertical stabilizers. The landing gear system has been said to be the most common source of trouble for Cessna 310 operators. 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. If you are already a member, please log in. The airplane is powered by two horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engines. The cabin on the Cessna 310 traditionally seats four passengers plus one pilot, however starting with the Model 310G, a factory option for six passengers was added. Experienced 310 pilots say that minimizing aileron inputs is the only way to prevent the 310 from rocking around the pattern like a rowboat in high seas. Landing gearThe other 310 system that gets a lot of attention is the landing gear. 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 filter applied; see all. All overhauled or repaired helicopter floatation devices are returned to service with a current 8130 and a six-month warranty. 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. 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. Crosswind landings are simple due to good aileron and rudder authority. Hartzell three-blade propellers are installed in a counter-rotating configuration to cancel out the torque, improve single-engine safety, and allow for the best performance out of the engines. When I began to get a good whiff of fuel after filling the right main of 7 Lima Juliet, my 1966 Cessna 182J, I knew it was bladder time. It starts with nomenclature. The gear has a number of critical components that must be attended to and properly rigged during annual inspections. Free shipping for many products! Early 310s could manage 415 feet per minute on one engine at maximum gross weight (4,700 pounds in the 310B). Cessna 310 / Model Prices During its early years, the Model 310 was sold for $59400. Together, this means that 310s came with total capacities of 100, 140, 163, 183, or 203 gallons. We typically remove the aft two seats (very easy to do), leaving a cavernous baggage area along with the two wing lockers. Experienced and diligent first time installers must strive to achieve a tank installation where the tank bay is clean and prepped to provide an abrasion-free home for the bladder; where steps are taken to insure that any wrinkles in the bladders bottom surface are minimized and where the nipples arent pulled out of position or stretched during installation. 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. Beyond the broader clubs, a popular option among Model 310 owners is The Twin Cessna Flyers. Vacuum Pump Failure. The flap and engine exhaust configuration makes corrosion a problem which must be monitored continuously and treated when necessary. Basic empty weight started at 2840 pounds for the original. 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. All the T310s come with Garrett turbochargers and automatic wastegates and are conservatively boosted. Of course I dont push the engines to the maximum, and find that I can cruise at 25.5 to 26 inches, 2200 RPM, with a fuel flow at altitudes in the low teens of about 13.5 to 14 GPH and still keep the EGTs below 1520 degrees. Cessna 210. Made o 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. 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. The shortcomings of the Apache were partially addressed with the Aztec series, but in 1963 it passed the torch onto the more powerful and maneuverable Twin Comanche. Then I used a mirror and flashlight to make sure I had freed all the clips holding the topand the bottomcorners of the tank in position before removing the bladder. A 1981 Piper Aztec (250 HP engines) about $157,000. 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 Removing and replacing a bladder is not a difficult process. This was considered a middle-ground price at the time, but certainly, a jump from the Piper Apache sold for $40000. This involved replacing the Continental IO-470 engines with the turbocharged intercooled Lycoming TIO-540, with an output of 350 hp. We took the plane to a shop in the area with a good reputation for Cessna service. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. New bladders cost between $800 and $1,000 apiece; refurbishing costs one-quarter to half as much as new. A long-range airplane has six tanks and 10 fuel pumps. While Cessna president Dwane Wallace built an aircraft for the business flier, the actual demographic taking the Model 310 to the skies today has changed a lot since then. If replacing the gaskets on the filler plate and quantity transmitter dont solve the problem, its bladder time. note: Mr. Temple sent us one of these packets. 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. Call us at 1-800-647-6148. Breaking with its practice of tacking on a different letter each year, Cessna stuck with the 310Q and T-310Q for five years. Used parts- We've parted out over 350 Cessna twins, from 303 thru 441. The Eagle website contains a long list of hints to make installation and removal easier, and I can tell you that making the bladder more flexible by heating it is a help. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. Learn more about Mailchimp's privacy practices here. 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. Parts availability has never been a problem. Dan Dan Thomas, Dec 29, 2013 #2 AggieMike88 Touchdown! Each of the latter can accommodate two sets of golf clubs. 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. The debate has gone on for many years. item 1 Goodyear Beechcraft Baron 55 RH INBD Fuel Cell Bladder PN 002-920034-2RH, item 2 TWIN CESSNA 414 AIRCRAFT RIGHT INBOARD FUEL CELL BLADDER 2F1-6-33180-10RH, item 3 UniRoyal, Beechcraft King Air C90, C90A, C90GT, E90 RH Fuel Cell PN 100-381002-2, item 4 Beechcraft King Air, Uniroyal RH Fuel Cell Bladder PN 50-389034-8, 4.6 out of 5 stars based on 8 product ratings, 4.8 out of 5 stars based on 6 product ratings, 5.0 out of 5 stars based on 2 product ratings. Overall, a good package of background information.]. 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. Pitch response is heavier, with light roll controls and good longitudinal stability. They had 240 HP Continental O-470 engines housed in very tight and aerodynamic (for the time) cowlings. Answer: With a cruise speed of 183 knots at 7500 ft, the Cessna 310 burns around 25 gph. View cart for details. Looking for an aircraft fuel tank repair, a helicopter fuel cell to buy, or have a rotorcraft fuel cell that needs repairing, or maybe you need to purchase a Cessna, Beech or Piper fuel bladder? Unique angled tie downs secure bladder tanks for airplanes to fwd 9G plus force safely. Although the engine-compartment systems of the various 310s are fairly straightforward, the same cannot be said for the fuel system. ModsAs with all twins for which they are available, we highly recommend the installation of vortex generators. In the single-engine category, the 310 also performs reasonably well, however few light twins are truly spectacular with one engine inoperative. The 310R was the final development of the airplane, and stayed in production until the line was closed down in 1981. Out of 225 SDRs (for about 150 different airplanes), we counted more than 40 regarding the gear alone. Fuel capacity of 102 gallons Minimum octane fuel of 100 Average fuel burn of 28 gallons in an hour Takeout weight of 4,830 lbs Landing weight of 4,600 lbs The estimated standard weight of 3.125 lbs Estimated maximum load of 1,750 lbs Baggage capacity of 200 lbs The oil capacity of 12 quarts with each engine Cannot exceed the speed of 215 KIAS The marketplaces answer to the single-vs.-twin question seems to be go for the singleyour wallet will thank you. Trending price is based on prices over last 90 days. Climb, speed, and range performance on the 58 Baron was on par with the 310s. 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. All those tanks can carry a great deal of fuel, making for six-hour endurance in later models. 91 or F.A.R 135. 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. Early models had Goodyears, which caused some problems. Long Range. In general terms, the 310's a sweetheart, a veritable immovable object on instruments and a good, if somewhat stiff, rider in turbulence. Aero Tech does custom work for ferry tanks, off-road vehicles and marine applications. The next significant change was in 1962, with the 310G. A 310 might not be the most expensive (yet) or high-tech airplane you can own, but in my mind flying one is like cruising in one of Detroits vintage big-block V8s: Shes easy to repair, sounds mean, goes fast, and flat-out looks good. Thanks to the long life of the airplane and the many changes made to it, an almost bewildering array of choices exist for the 310 buyer. Annuals have averaged $1500-2000, which may seem low-but not unrealistic if you look for an airplane that has been flown and maintained in a consistent manner. 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. 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. ATSs Danielle Murphy told us that they try to apply some sort of discount on every sale. Doubling the flying time would lower the hourly expense to about $140. Installation requires approximately 25 man hours; dimensions 29" 17.5" 9". Call (219) 749-2520. Production ran from 1954 to 1980, with a total of 5449 Model 310 units produced, plus 577 of the Cessna 320. I think FFC in Memphis makes their's out of the same material and maybe some others. After all the nipples were free and all the hangar clips were removed, I rolled the tank into a tube and slid it out the hole in the top of the wing. Most of these problems can be traced to a lack of proper maintenance and/or hard usage. . When we're not in the air, we're here helping others how to join us here at Aviator Insider. Delete cookies, By using our website, you agree to our use of cookies. Lower power settings (60 to 65 percent) result in 170 to 180 KTAS in the normally aspirated models.
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