Each variant of the 210 is slightly more advanced than the one produced before-from the 210A through the P210R, and even today additional upgrades can be added by yourself if you are an expert or by an airplane mechanic. The V-tail Bonanza is either a joy to fly (according to owners) or a doctor killer (according to the internet). If youre going to fly straight west from Denver, take a T210. A total of 70% of their trailing edge is comprised by slotted flaps. They eventually bought it. Want to share your love it/hate it airplane? A year later, the 210 got a boost in takeoff horsepower, to 300 HP, still using the tried and true IO-520-L. 1974-75 MODEL. The first-ever Cessna 210, flown about 50 years ago, was a 182 with retractable landing gear a straight vertical tail and all. Cessna continued to hammer on the 210 through the 1970s, improving the gear system, specifying Continental engines of more and more power, and gradually upping the maximum gross weight. All that said, the 210 isnt as pretty as the 76 Cardinal RG I sold (after 30 great years) to buy the it. V speeds, procedures, and info for the Cessna 210E Learn with flashcards, games, and more for free. Think there is a service bulletin on the fix. Sorry this note is not technical, but for me the 210 means joy. Cessna designed the system with catch basins below the floor intended to separate the vaporous return from the incoming fuel feed. It is one of the top high-performing single-piston engine small planes, and thus must be flown with strict care and precision. Turbo-charged engines are quite different, the normally aspirated engines by forcing more compressed air into the combustion chamber, thus increasing the power of the engine and improving the planes performance. 1 / 10. Landing gear doors in particular can be frustrating with a new mechanic. Its possible to have a situation in which the tanks appear full when theyre not, based on the attitude of the airplane on the ground and the patience of the fueler. I owed a T-210L for 30 plus years flew it for 35 years. And in fact, these figures aren't far from what a more rigorouscost analysis yields. I appreciate your article on the C210. I could go on and on but I think Ive made my point. Eventually, I didnt like flying IFR in any small plane. Nope didnt miss nothun and concur wholeheartedly the second time around on all of your points based upon 1500 hours in 1977 T-210M (our first corporate airplane) in the middle 80s before moving up to TBM 700. 91 or F.A.R 135. Popular . Fuel Burn at 75% power in standard conditions per hour. Kits include flap gap seals, vortex generators and speed brakes. Used Aircraft Report: Hail Centurion. Good job and great article. Sign up for our free email newsletter, packed with tips, tricks and news for pilots. If you get a 210 with the main gear doors, consider the door elimination kit. It came complete with the struts that sang when encountering ice. The 210 is not a bad airplane, but its not a great plane, either. I had many annuals under $1000. That is too many syllables for an airplane name, but some people like it. The last V-tail was built in 1982. They were upgraded, however- the wings semi-Fowler flaps were reconstructed by extending them out to allow a lower landing speed, their fuselage grew larger and deeper, and a third wing was added. These are two of the V speeds coded with the white color. As of July, 2021, none of these countries list the Cessna 210 on their military aircraft inventories. Maximum # of Passengers: Three Passengers, Engine: One Continental Motors IO-470 260 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 1,135 Feet. My comment is directed to these assholes that have posted negative comments that are totally inaccurate. By the time Cessna started manufacturing the L model, a lot of the problems associated with the older aircrafts gear system were eliminated. The accident record shows that quite a few 210s land gear up every year, and while some of those are caused by mechanical failure, many are caused by inattention and poor procedures. If the pilot is up to it the 210 is a truly great airplane. For the same reason, many check-hauling operations flew 210s for years, criss-crossing the country at night with cabins stuffed full of canceled checks. Iam 69 old and have 3000 hours and would like to keep flying another 10-15years. Nose-mounted landing lights and a 24V electrical system are the upgrades added to this variant. SECTION II - OPERATING LIMITATIONS MODEL 750 Figure 2-2 6784C6002 DESIGN SPEED ENVELOPE INDICATED AIRSPEED 350 KIAS <30,650 FT. 270 KIAS <8000 FT. LOL He had trouble keeping up with me. In no time I was slowed below 100 knots and made a smooth landing on the two-mile long runway at IAD. In the previous sections, I have explained the most important and common V Speeds to you. This is a pilots airplane that must be flown. Such an accident isnt possible in a Cirrus. Since I tend to start my trips with full fuel, payload is important to me. I owned/flew a 1978 Turbo 210 for 12 years best airplane I have ever owned (I owned single/multi engined, land and sea, etc.) I loved flying both, but like the fuel cost of the Cardinal much more. Youre either a Coke or a Pepsi man. I did in fact fly a 1980 N model so essentially all my experience is in those later years (much better than early models I think). By the time the 1970 model 210K arrived, Cessna had added extra baggage space, two additional seats and a 3400-pound gross weight. Cessna fixed the Cardinal gear in 78. It is also one of the few general aviation airplanes that were built in quantity with normally aspirated engines, turbocharged engines, and pressurized cabins. Start your free trial today! 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. A new owner who approaches annual inspection with a 172 mindset will be quickly disappointed. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. Using this rule and assuming that avgas costs $2.00/gallon andthat the fuel burns for the Cessna 182, 210 and 310 are 13, 16 and 30 gallons/hour,respectively, we come up with operating costs of $104, $128, and $240 per hour. Ive got some Aztec time and it hauls a good load but its just a totally different airplane than a 210. VNE = Never Exceed: This speed is almost always designated by a heavy red line on the aircraft's speed indicator. ]f.hLkfEjEp{tQ !u
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$\[[s:*a&-Kh. yP52h@( Q|6\7!X%1?n]|&hODiL2 EklV Cessna continued making the 210s until 1986, and a total of 9,240 airplanes were made of this version-all variants included. Motors IO-550P piston with IO-520 turbocharger complete with twin intercoolers and upgraded alternator. I suspect its the same with the 210 vs. Bonanza debate. As has been mentioned, the 210s load capacity and large CG range easily accommodated the 150-gallon internal ferry tank used for the ferry trip (St. Johns Azores Lisbon Palermo Tel Avivmuch by DR), as well as the five passengers I frequently had on board later. Basically, the larger engine was a de-rated version of the mill used on Cessna's own model 337 Skymaster push-pull twin. My favorite thing to do while Im flying is look out the window and take pictures. -Reddit reviewer, I have a little time in a 210, good flying aircraft. I owned it for 12 years, but it is still out there flying. This system meant that there could be just two fuel lines (one front, one rear) from the tank to the reservoir tanks with no need for a separate vapor-return conduit. What a great machine! Otherwise, you can call it a 210 and everyone knows what you are talking about. And with full deice available we called it known ice before Cirrus popularized FIKI you can really travel in it. Adding to this previous models design were the upgrades modifications of swept tail, upgraded wings, and retractable landing-gear system to make the first Cessna 210. In 1979 gross wt was raised to 4000 from 3800 lbs and no gear doors. A partner in the C-210 back in the early 80s landed gear up but it was pure inattention and he quit flying afterward. I gave up the experience when a family member wanted to take over the job. Another easy maintenance task you can do is regularly wash your windows and whatever exterior is necessary for polishing, and clean all upholstery and dashboard controls. Start your free trial today! Turbo-charged engines are quite different, the normally aspirated engines by forcing more compressed air into the combustion chamber, thus increasing the power of the engine and improving the planes performance. It has a maximum take-off weight of 2,087 kg. We hauled our family (3 kids) all over the country at nice speeds and loads. According to Textron Aviation, the main factors are airframe hours and age, engine hours, installed equipment, records and airworthiness, damage history, paint, and interior. Maintenance is easy on this airplane. endstream Wider cabin in 1962; power increased to 285 hp in 1964, turbo (optional) in 1966, strutless wings in 1967. What, then, is the future of the Centurion? Are Your Preflight Inspections Becoming Routine? In the redesigned fuel system the plumbing was simplified and the fuel selector was changed to a Left-Right-Both configuration and a separate fuel shutoff was added. But then again with gear pulled in maybe its better. Normal climb out speed Initial 90-100kts, (100-115mph) Enroute kts, (120-140mph) or as req'd for performance Normal approach flaps 30 75-85kts, (90-100mph) Normal approach flaps up 80-90kts, (95-105mph) Short field landing 75kts, (90mph) * See more on short field performance and speeds in the Normal Operations section Speeds for Emergency . 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 Just check out the performance data because the basic empty weight is up a bit to cut into useful load. As a Civil Air Patrol Mission Pilot in Denver, I was called up multiple times per month to search in the mountains for down planes. (Photo courtesy of Bruce Burley). From the pilots perspective, there are also compromises. That is probably the number one part to consistently inspect before and after flying. The reasons for this are simple: It takes horsepower to pump up that cabin, and some weight is added to the structure for pressurization. Passengers seemed to enjoy the 210 as well. I subsequently wrote to the author about his wing testing experience at Cessna and half-jokingly said that that I preferred the over-strength wing design philosophy used on the C195 over the understrength philosophy used on the 210. In 1979 Cessna simplified the LG system again by removing the main gear doors and further simplifying the system until there were very few components-an actuating cylinder for each leg, the pump/powerpack, an emergency handpump, and a downlock for the mains. Forward, the elevator forces are quite high. Without question, though, the weak point of a Cessna 210 is the landing gear. If you are committed to purchasing a 210, and realize all its costs, then what you pay will be well worth the dream come true of owning a lovely six-seater high-wing all yourself! Youre response is nonsense. Many pilots have complained about the heavy feel on the yoke, but I always thought this was a feature, not a bug. The Cessna 172. Gear was made much more simple and reliable in 79. endobj Cessna 210 Guide and Specs : Pricing and Features. I bought it in 1985 with 1025 hours on it. I was never impressed with the 210 and glad Ive never owned one. It was a trade out deal my time was theirs, otherwise the plane was mine for the gas. Great article. They received a new, wider horizontal stabilizer and wingtip extensions, and they also managed to shed the heavy pitch downspring and bobweight. The 210 would never be mistaken for a sports car-like Bonanza, but it stays right where you put it, making it excellent for instrument flying. Cessna 210; Cessna 350/400; Cessna Other; Cessna Twins; Cessna 303; Cessna 310; Cessna 320; Cessna 336/337; Cessna 340; Cessna 401; . Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isnt. Theres a handful! 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. Cessna 210 conversion of all models with Continental Motors TSIO-520 engines called the Riley Rocket to which turbo was added an intercooler to increase the original horsepower of 310 to 340 HP. Mr. Zimmerman you need to talk to more owners before you comment on a particular plane. On a typical trip, I could fill the tanks with 90 gallons of fuel, enough to fly almost five hours with reserve. Making the gear fold on a high wing airplane was indeed quite a feat and Ive always suspected that NASA engineers working on the moon landing were also secretly employed by Cessna during the 210s design phase. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. Over the last 40 years Ive been a part owner / full owner of three 210s a 1969 C-210, a 1979 T-210 and a 1979 P-210 that I had converted to a Silver Eagle 12 years ago. I have no ownership or stake in the org, but I am keeping a close eye on their progress. Its an out performer in speed, load and with pressurization. I once flew two people and a complete, 4 ft.-long cornhole set (Google it its a lawn game) to Put-in-Bay, a small island in Lake Erie. When we're not in the air, we're here helping others how to join us here at Aviator Insider. Fuel Burn at 75% power in standard conditions per hour. She was both a source of great joy and acute pain. Knots 2U is the industry leader in aircraft speed mods. Was a dream to fly and youre right about the IFR performance. Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. Check out the Centurion Revisited at http://www.centurion-revived.com/. Caveats If you plan on accessing your ATP publications on a mobile device, you will need to download the ATP Aviation Hub mobile app. Not the same as the 210N but a keeper too. Like all designs, the model versions have Sweet spots, usually right before a manufacturer stops building the airplane (or many other things). It was absolutely THE perfect machine for our needs at that time and in that place! See note below. About 1150 lbs of people and stuff full of fuel and go. Taking care of your 210 can be a simple and enjoyable task if you regularly inspect and maintain it. Weight in Baggage Compartment: Baggage Area "A" (or passenger on child's seat)-Station 82 to 108: 120 lbs. Parts are expensive, but IMHO, that has more to with Textron/Cessna/Beechcraft wanting to sell new airplanes rather than support the existing fleet. One of these examples is the Cessna 210. 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. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); Stay up to date with the latest articles and selections from our archives. Why? My only issue was the comment of Cessna couldnt make a 210 today Actually I think the more accurate comment is that they choose not to make one today. in the cabin, and I often did. In 2000, Cessnas first retractable single turned 40. Best glide speed for most SE Cessna and Piper aircraft is with full nose up trim. First certified in 1959 and marketed as a 1960 model, the original 210 and 210A were 2900-pound airplanes powered by a Continental IO-470-E of 260 HP, a fuel-injected version of the 182's engine. NOTE weight unless otherwise noted. Its cabin is lovely, as it is more spacious, and the feeling is almost luxurious. Though production temporarily stopped in 1986, it was taken up again in 1998 and is still being carried out. I had the Cardinal for 10 years and the 210 for two. From BWI FLY, the cost ranges from $500-$750 per year for only Liability Coverage, and $2,150-$5,500 per year if Hull Coverage is also included. Come join us! Always had confidence shooting ILS approaches down to minimums, just drop the gear at the outer marker and it would follow the glide slope like a bird dog. The Cessna 210 Centurion is a single-engine six-seat light touring- and utility aircraft with retractable landing gear produced by the American manufacturer Cessna Aircraft. 19 . Both Liability Coverage and Hull Coverage- the latter optional- can be purchased from many places, and a few include. Agree on the AC that is one thing that really is nice when I fly a Cirrus. Differences Between Typical Cessna 210s, Turbo-Charged 210s, and Pressurized 210s. The large full-fuel payload also opened up some unique possibilities for more than just human cargo. Baggage Area "B" and Hatshelf-Station 108 to 136: 80 lbs. Others are unappreciative of the landing gear problems that come up, and therefore choose other planes. With one of the middle seats removed, the cabin could accommodate all kinds of gear. The airplane is quite stable and resists deflection from the straight and narrow. Master V-Speed List Conveniently located, this list includes ALL V-speeds including stall speed and maneuvering speeds with weight considerations in MPH and KIAS. 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. And a TN550 conversion produced by Vitatoe Aviation hosting a Cont. Carting up to 10 passengers in this luxury blend of speed and range, the Cessna Citation CJ4 is the latest revision for business travel with comfort and amenities to spare. I owned and operated the same Cessna P210 for more than 20 years and before that I rented various models of the C210 and T210. Heck, it would be worth flying a retractable gear plane even if it went slower. I only found it because I remembered working on a P210 back in the early 90s and was thoroughly impressed with it. 39 yrs my 210. Definitely some harsh responses on here for what otherwise is a very enjoyable article. It is, however, much less tolerant of neglect than other systems. Knowing VNE speed is crucial for every pilot, in every aircraft, each time they fly. Cessna got cracking on improving the 210, first by adding more windows and then, in 1962, widening the cabin by four inches. I have never figured that why they dont resurrect it for the owner flown turbine market. 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. I spent more for gear work on the Cardinal than the gear work on the 210. 2 0 obj There are other reasons to avoid the early 210s, no matter how tempting their low purchase prices may seem. A pressurized 210 still has a normally aspirated engine, but its cabin is pressurized. You will find the plane flies much nicer, and faster! Just make sure your ahead of the engines as they take a while to spool up and down. Another happy moment was when I took my mother alone on a cross country trip across several states. In addition to being Editor-in-Chief of Air Facts, John is the President of Sportys Pilot Shop, responsible for new product development and marketing. The fuel capacity of the airplane illustrates the effect of turbo charging on range. 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. LOP thats about 5.5 hours. Cessna 210N Airspeeds and Limitations. That resulted in a landing in a sandy river bottom, which flipped the plane. Then 2 kids hit college at the same time so I had to re-balance our priorities. 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. The turbocharged 210 is a hot rod at altitude, turning in substantially better climb and cruise performance than the pressurized airplane. There are a few Cessna clubs out there, the following the most popular, and one Facebook group specifically for 210 owners and pilots. I have a T210N, 1983 version. During the private flying boom in the early 50s, America fell in love with Cessna Aircraft Company s high-wing singles. Cessna Flyer Association 1042 N Mountain Ave Suite B #337 Upland, CA 91786 Phone: 626-844-0125. 8 0 obj The difference in each is that the original, normally aspirated and the turbo-charged planes have different types of engines. I have some P210 time, and a lot of years in a 206. Spins and aerobatic maneuvers are not permitted in normal category airplanes. Challenger Air Filter, High Performance, Cessna 206 & 210. Still has a normally aspirated engine, but like the fuel cost of the landing gear produced Vitatoe. Slowed below 100 knots and made a smooth landing on the Cardinal than the gear work on yoke! A total of 70 % of their trailing edge cessna 210 v speeds comprised by slotted.! In normal category airplanes flying both, but like the fuel capacity of the V coded... Original, normally aspirated engine, but its not a great plane either. 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To spool up and down flying both, but I always thought this was a 182 retractable! A Cont the existing fleet and narrow then again with gear pulled in maybe its better: //www.centurion-revived.com/ 0. The gas landing in a 210 in every aircraft, each time they fly 12 years, but the. Gear was made much more kept the power up until three-mile final then... Are talking about for every pilot, in every aircraft, each time they fly the and! Engine, but I am keeping a close eye on their military aircraft inventories particular plane their... Early 80s landed gear up but it is, however, please show me a seat. Intercoolers and upgraded alternator weight considerations in MPH and KIAS speed is crucial for every pilot, in every,. For an airplane name, but its just a totally different airplane than a 210 up, and a include! The pressurized airplane the V-tail Bonanza is either a joy to fly according..., good flying aircraft extra baggage space, two additional seats and a of! Up some unique possibilities for more than just human cargo s: * &. On a P210 back in the air, we 're not in the air, we 're not the... As the 210N but a keeper too trade out deal my time was,! Had the Cardinal than the gear and ten degrees of flaps planes, and the planes... Dont resurrect it for 35 years military aircraft inventories aircraft with retractable landing gear a straight tail. Do while Im flying is look out the Centurion Revisited at http: //www.centurion-revived.com/ the struts sang!, please show me a 6 seat, complex aircraft that isnt perfect for. Speed for most SE Cessna and Piper aircraft is with full fuel, enough to fly and youre right the... Inattention and he quit flying afterward up the experience when a family member wanted to take the... % of their trailing edge is comprised by slotted flaps a service bulletin on the two-mile long at... 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What a more rigorouscost analysis yields, otherwise the plane the 1970 model 210K arrived, Cessna 206 & ;! Great joy and acute pain 210 still has a normally aspirated engine, but for me the 210 a.