Also belying its 182 roots were a strut-braced wing and seating for four. I felt much more confident in IFR in the 210. Went to school on pc 12, king air 200, A100, B90, Cessna 421, 414, all in same year and still love the T210N, will be glad to visit about 210 if any one would like. I owned two 210s, flew them for over 30 years and 5000 hours. We didnt have one at our FOB or even on the field; I only did simple maintenance procedures ( burnt out bulb, weak latch) on a couple transients. It has nothing to do with the type of engine. It is not fully automated like some small general aircraft, but with practice and continued experience, it should come easier. In response to Kim Hunter (above), the last plane I owned before retiring was a Cardinal RG. The 10 or 12 knot penalty really didnt hurt as a practical matter and the range was still a bladder-buster. The last V-tail was built in 1982. N-suffix 210s were built from 1979 to 1984 and form the largest pool of Centurions extant. First, I had the pleasure of flying an honest-to-goodness holding pattern, one of only two Ive ever flown for real in my 24 years of flying. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. Your analysis of the potential issues associated with the gear system seems to be based on the OWTs associated with the earlier models of the aircraft. In two instances, the Cessna 210 has mysteriously disappeared. Finally, NO. (Photo courtesy of Bruce Burley). Composite construction should reduce the manufacturing cost of that beautiful cantilever wing. endobj Vapor and excess fuel from the engine-driven fuel pump and fuel/air control unit are returned by way of the selector valve to the reservoir tank of the wing fuel tank system being used. 95% of my flying was solo. Its an out performer in speed, load and with pressurization. Would you go pressurized and what model would you think would be best? The Centurion may rise again. That resulted in a landing in a sandy river bottom, which flipped the plane. I had the pleasure to fly above my hometown in one of those babies previously . Once I had an instrument rating (later that year) I stopped using the airlines at all. A trip into Washington Dulles one day in 2004 sold me on the airplane. A pressurized 210 has a system that pumps conditioned air into the cabin, thus making everyones flight safe while flying in unusually high altitudes, especially at 10,000 feet or more. Of course I was IMC, of course there was a little ice, and of course there were a few bumps over the eastern edges of the Appalachian Mountains. I wont say it was fun, but it was certainly no big deal in the 210. Keepem coming. Great article. I found out a year after it happened that five years down the road that the engine seized right after a major, killing 3 people. Theres virtually nothing that competes with the good old 172 for what its designed to do. They are real problematic. Highly advanced in many ways, and even more modified in some ways than the T210N, the 210R in all its engine forms is considered by some to be the best in its own right. The safety window Raytheon Premier accident analysis, Sleeping on the job a lesson in staying alert. It has nothing to do with the type of engine. Anyway who knows. Publications Publications Included FAA/DOT Scope Type Issue Small Associated SI for ADs Service Informati. With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. {.B-nhz;nH0@L7^xE7BTNt /"tey!Ik\"L;[(zc4ADh#?p{vFNl uD-hK|q' (Z@s& Had to pump them down once. It brought me great satisfaction to be flying such a sophisticated plane with my mother having faith in me. Steve Ells, from the Cessna Flyer Association, has a lot to say about owner-performed maintenance, as well as rules regarding who can perform what tasks legally. In 1964, the IO-470 was replaced by an IO-520 of 285 hp, while a turbo version came online in 1966. Pity they dont make them anymore. After reading Cessna Wings for the World I became somewhat more connected to my P210 and willing to accept its deficiencies and smile at its idiosyncrasies. Put a couple of fact. Flap extension speeds 15 degrees 160Full 140 11 Q Vno A Normal operating range top of green 210 12 Q Vne A Never exceed 245 Red line at top of yellow arc 13 Q Vcc A Cruise climb 130-140 Decks in Flight TrainingClass (29): Commercial Pts Maneuvers Multi Engine Sequence (Cessna 310) Weather Inoperative Equipment Aeromedical Factors ]f.hLkfEjEp{tQ !u shjaDGh $\[[s:*a&-Kh. yP52h@( Q|6\7!X%1?n]|&hODiL2 EklV Roll forces are light, with yaw response in between. % The 210 is an all metal, six place, high wing, single engine airplane equipped with retractable tricycle landing gear and is designed for general utility purposes. The post-1982 210s come with an improved fuel system. https://airfactsjournal-images.s3.amazonaws.com/wp-content/uploads/2019/05/06152657/Cessna-210-in-flight.jpg, https://airfactsjournal-images.s3.amazonaws.com/wp-content/uploads/2021/04/06142440/Air-Facts-Logo340.jpg. A lot of hangar talk centers on the 210s fuel system; two main issues should be considered. In the 210, theres even a tube in the cockpit to emergency add fluid in flight -Reddit reviewer. Prices will change according to any modifications added, the condition of the engine, the appearance of both interior and exterior, any loss history known, and avionics. The T206 is a hauler, but only gets 150 knots. I also took a demo flight with Larry Vitatoe in his P210 he modified by removing the original TSIO 520 and replacing it with a turbo normalized IO-550 and my conclusion is that the Vitatoe mod turned the P210 into the airplane Cessna wanted it to be. 1974-75 MODEL. The difference in each is that the original, normally aspirated and the turbo-charged planes have different types of engines. If best glide speed is a little slower, the rate would be a little excessive, but not bad, and could easily be a transient fluctuation. I thought I wrote a fairly positive article about an airplane I love. I had the Cardinal for 10 years and the 210 for two. Spins and aerobatic maneuvers are not permitted in normal category airplanes. Cessna Turbo Stationair HD Overview Avionics Specifications Maximum Range 703 nm Maximum Cruise Speed 161 ktas Maximum Passengers 6 Useful Load 1,441 lb Takeoff Ground Roll 1,060 ft Equal Parts Utility and Comfort Forward, the elevator forces are quite high. Living in Michigan, a turbo is not needed for most of the flying I do. Many pilots thought that these first strutless 210s looked funny, so Cessna reduced the dihedral angle by half for the 1969 model, necessitating a rudder-aileron interconnect to maintain suitable directional stability at low speeds. I _m3qK$t\- 2AS\x!$D/\Ib|R,]dx^!2-#5Y:Je&a{_sGHi#wx NzIq5 e>[:BAQ[9(z0"*BFDY_x+"ia2+[seB/.vjPBIoa`RZ)Q8Qb}cEY!16ghNG NeC\l:+A/+|^b186]%C_)BvtRF&H(@V!4_e#JX@*Flb5u;(s-rk&f)fvut]Ish }T]n^SI?aa^-zd OAe7 #tna7!%|#. I loved flying both, but like the fuel cost of the Cardinal much more. Youre response is nonsense. The early 210s were basically four-seat 182s with 260 hp, and a funky Rube-Goldberg-inspired hydraulic landing gear and flap setup. Always make sure to have a full tank of gas before taking off, for you never know what will come your way that will prevent you from returning in the time you anticipate. 3 0 obj Kits include flap gap seals, vortex generators and speed brakes. Definitely some harsh responses on here for what otherwise is a very enjoyable article. A good cloth and cleaner- perhaps from Real Clean Aviation Products will do wonders to both your interior and exterior. And a TN550 conversion produced by Vitatoe Aviation hosting a Cont. It is a load hauler, not quite as fast as Bonanza, but at least everyone faces forward and passengers can either look out the window or fully recline their seats. You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. Is turbo necessary for over 15,000 altitude flying? Keep track of the outside temperatures, and do not ascend or descend too rapidly. Great King equipment package, flight director, HSI, rnav, loran, and storm scope. Check out the Centurion Revisited at http://www.centurion-revived.com/. It is widely accepted that a properly rigged and maintained Centurion gear system is no less reliable than what youd find under one of those fork-feathered wiggle-tail machines. Our 182 at best glide shows around 900fpm and the 210 is a lot heavier and not a lot more wing. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. };iZX#'rg 0jY6%.tBzm^Mg!m6fw_ h872B`L*6]la bZa?* ^0V+V>8:|o*iO9`E6h7yd_d.c;l0n}\g j`o0LLi,A|~lfB,>PA_=MJY,)|:& Cessna 207 Skywagon, Stationair 7 & 8 (US military designation U-26) Cessna 208 Caravan (US military designation C-16 and U-27) Cessna 210 Centurion; Cessna P260 (US military designation C-106 Loadmaster) Cessna T240 marketed as the TTx; Cessna 303 Crusader; Cessna 305 Bird Dog (US military designation O-1, L-19 and OE-1) Cessna 308; Cessna 309 The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. Cessna continued making the 210s until 1986, and a total of 9,240 airplanes were made of this version-all variants included. According to a Richard Collins article I came across, the Silver Eagle was actually originally designed by Cessna as the C250 (rember it has an A250 turbine) but never made production. Engine: One Continental Motors TSIO-520-R Turbo-Charged 310 HP Piston Engine, Takeoff Over 50 Feet Obstacle:2,160 Feet, Engine: One Continental Motors 310 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 2,160 Feet. It looked so cool. And with full deice available we called it known ice before Cirrus popularized FIKI you can really travel in it. The Cessna 210 could obviously trace its ancestry back to the Comet, its high-wing construction and size being quite similar to the 1917 sports monoplane. Controlling the gear, prop, and cowl flaps when you take off can be very hard to remember, as three handles and levers each are required to manipulate them. Distances Balanced Field Length: 2160 ft Landing Distance: 2575 ft Performance Rate of Climb: 950 fpm Max Speed: 174 kts Normal Cruise: 170 kts Economy Cruise: 130 kts Cost per Hour: $ 295.18 Stall Speed: 65 kts Power Plant Engines: 1 Engine Mfg: Continental Engine Model: IO-520-L Marketplace Information But it is useful to understand that there are several iterations of 210s to fit a wide range of budgets and maintenance temperaments. That is probably the number one part to consistently inspect before and after flying. Heck, it would be worth flying a retractable gear plane even if it went slower. She was both a source of great joy and acute pain. I want one! This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. 2023 Aircraft Owners and Pilots Association, Avg. Vitatoe Aviation's turbonormalized P210 conversion may just have turned the Cessna P210 into the airplane it should have been all along. LOP thats about 5.5 hours. I loved both. xZ6ueCc"Y,M~?,[o0^UNQG}:('tsOpQ}/'}av't}e3 l@Y9sRyM{i:MU91dK^0^Bg}>}8_;YGq:bl `YBo@y'%DH4Pr d OYo'MHY?29ua>bHk15}%hMJyLaSWJ &~Py!Vs=,1A12evv(l.sf]l5cke!S 4,pd-~ ]U2t? Was a dream to fly and youre right about the IFR performance. I suspect its the same with the 210 vs. Bonanza debate. A total of 70% of their trailing edge is comprised by slotted flaps. In the beginning, the typical cruise speed of the 210 was around 189 MPH, and fluctuated thereafter between 184 to 201 in the Normally aspirated 210 line, starting with 210B and ending with 210R, and between 219 and 243 starting with T210F and ending with P210R in the Turbo-Charged and Pressurized cabin lines. Ive got some Aztec time and it hauls a good load but its just a totally different airplane than a 210. If they can pull it off, Id say theyll have a winner that cant be beat. A naturally aspirated 210 is fine unless you are in big mountains. Until 1961, the 210As wing and fuselage were smaller. Cessna 210 Centurion: What is This Little Plane Like? In a Cirrus the only thing to do is raise the flaps and enjoy the view. Twice I was called by the tower SCK & SDG that I was trailing black smoke, but never could find the reason. Without question, though, the weak point of a Cessna 210 is the landing gear. Aft, the elevator forces become quite light. This versions cabin was made to be four inches wider than its predecessors. The V-tail Bonanza is either a joy to fly (according to owners) or a doctor killer (according to the internet). Shipping speed. Insurance prices are based on a few things: namely, how experienced you are as a pilot, if the engine is turbo-charged or not, what the value of the hull is, and if the plane is used commercially or privately. However, the buying price is reasonable, for, just like with cars, when an airplane becomes popular and production is increased, the sale price drops significantly. 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