1963 Cessna 210C Two Ten Specifications Crew#: One (Pilot) Maximum # of Passengers: Three Passengers Engine: One Continental Motors IO-470 260 HP Piston Engine Length: 27 Feet, 3 Inches Height: 9 Feet, 7 Inches Wingspan: 36 Feet, 6 Inches Empty Weight: 1,780 Pounds Maximum Gross Weight: 3,000 Pounds Fuel Capacity: 65 Gallons Performance @dr0n$Kp0O1s{bIh2[= APhQGjJ!yNh+r{!V" V 7>%WJ+T'.%eiKg[e3a'G]u{2.LQds+z32C*l&-E? The airplane is powered by a horizontally opposed, six cylinder, direct drive, normally aspirated, air cooled, fuel injected engine. When I was released after four turns in the hold, the controller asked what speed he could expect from me on final. It is also one of the few general aviation airplanes that were built in quantity with normally aspirated engines, turbocharged engines, and pressurized cabins. Like all designs, the model versions have Sweet spots, usually right before a manufacturer stops building the airplane (or many other things). Horsepower: 285 Gross Weight: 3300 lbs Top Speed: 200 kts Empty Weight: 1965 lbs Cruise Speed: 191 kts Fuel Capacity: 65 gal Stall Speed (dirty): 54 kts Range: 539 nm Takeoff: Landing: Ground Roll: 675 ft Ground Roll 735 ft: Over 50 ft obstacle: 1265 ft Over 50 ft obstacle: 1340 ft Rate Of Climb: 1280 fpm Ceiling: 31300 ft I have very fond memories of the 210, but it is a love it/hate it type of airplane its strengths are unique, and its weaknesses are maddening. The last year it was made. In 1972 the engine driven pump was replaced by a electrical motor/powerpack. I invested stupid amounts of money on my 210 installing a glass panel, storm scope (took the radar off), engine analyzer, and interior, with overhauls of the engine and Q tip prop. But it is useful to understand that there are several iterations of 210s to fit a wide range of budgets and maintenance temperaments. Aft, the elevator forces become quite light. With this modification the fuel selector can be left on Both, with only occasional use of separate tank positions for balance. The model brings a . 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. Its ability to tote a serious load at speeds fully reasonable for the installed power has made the 210 a top seller when new and quite desirable as a used aircraft. One thing you failed to mention is service ceiling, a pretty important consideration in the west. A year later, the 210 got a boost in takeoff horsepower, to 300 HP, still using the tried and true IO-520-L. The post-1982 210s come with an improved fuel system. Regrettably, though, I did not. 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. It was in the midst of a violently cold storm, but no one ever found the 5 passengers or the planes remains. When we're not in the air, we're here helping others how to join us here at Aviator Insider. At lower speeds, the plane loses its altitude drastically, so the throttle must be kept at a regular speed at all times, as it is very hard to regain that altitude once gained. I felt much more confident in IFR in the 210. Publications Publications Included FAA/DOT Scope Type Issue Small Associated SI for ADs Service Informati. All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldnt seem to manufacture a cylinder. in the cabin, and I often did. The 36 offered a lot more utility for a little more money and won out. Although I see the same 210s sold over and over because I hear the gear system is a maintenance atrocity. -Reddit reviewer, I never paid for the maintenance on it, but I love T210s. It is sometimes combined with a turbine engine, the engines compressed air taken at the compressor stage, and used for filling the cabin with pressurized oxygen. Its strongest point though, is instrument flying. 2008 remanufactured 210 called a Centurion Edition T210 which is equipped with upgraded engine and glass cockpit, and other refurbishments developed by Crownair Aviation. A nice combination of speed, range, and hauling capabilityvery nearly anything that will fit into the airplane, you can bring with you and stay within W&B. Still going strong. A trip into Washington Dulles one day in 2004 sold me on the airplane. Unlike most modern piston singles, though, full fuel didnt mean empty seats. In its stead, the Cessna 206 continues to be manufactured. {.B-nhz;nH0@L7^xE7BTNt /"tey!Ik\"L;[(zc4ADh#?p{vFNl uD-hK|q' (Z@s& Engine: One Continental IO-520-L 285 HP Piston Engine, Engine:One Continental Motors TSIO-520-H 285 HP Turbo-Charged Piston Engine, Engine: One Continental Motors 300 HP Piston Engine, Engine: One Continental Motors 310 HP TSIO-520-R Turbo-Charged Piston Engine, Takeoff Over 50 Feet Obstacle: 1,900 Feet, Engine: Continental Motors 300 HP Piston Engine. Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. Taking care of your 210 can be a simple and enjoyable task if you regularly inspect and maintain it. : All airspeeds shown are expressed in Knots Indicated Airspeed (KIAS) and are based on the aircraft . Want to share your love it/hate it airplane? 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). 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. Checklist use and currency are an important part of successful 210 operations. One thing the 210 is not renowned for is its handling qualities. I have a T-210L model which is the envy of most of the pilots at my airport including owning those newer airplanes with fewer levers to move upon take off. Facts that Mr. Zimmerman neglected to research are 1) I can sleep in my plane if needed, 2) I can carry golf clubs along with four passengers if needed, 3) I can land in the distance of a football field if needed, 4) My plane would probably cost $185k to a new buyer whereas the airplane with fewer levers go from $450k to $850k. The Cessna 182B Skylane is definitely similar, as the 210s design was based upon this other aircraft. By then, the 210 had the large cabin, cantilever wing, and a revised landing-gear hydraulic system that relied on an electric power pack; this replaced the old engine-driven pump. The last V-tail was built in 1982. 8 0 obj Jack Thompsonsays March 11, 2017 at 2:03 pm Ask for a quote from Van Bortal or Sell My Plane Now! 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.) Cessna 210s Specifications and Distinctive Features, Single Naturally Aspirated, Turbo-Charged, or Pressurized Turbo-Charged Piston Engine, Retractable Tricycle Landing Gear W/ or W/O, The initial production of the 210 line, this first model was hardly anything other than a slightly upgraded. The 210 is not a bad airplane, but its not a great plane, either. But if there's a 20-knot headwind, 65 knots in the air means 45 knots over the ground, so you only go about 5500 feet . The second disappearance happened on August 9th, 1981, in which the. :v>-%}7tZkZ" &+}} &7nKbq %]\p|s8bYj]'>@RK"aEMp?RYf#~:-",NER Here are some of the things people are saying about the Cessna 210: Ive owned a 1979 T210N for 6 years, and I love it. The 210Ravailable in 310-hp nonturbo, 325-hp turbocharged, and 325-hp pressurized iterationsis high on the desirability scale, although also depressingly rare. With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. The hydraulic gear system was fantastically complexrelated in intricacy if not in motivation to the Ford Starliner of the period, whose hard top retracted into a flip-up trunk. Aircraft Owners & Pilots Association Find it free on the store. The early 210s were basically four-seat 182s with 260 hp, and a funky Rube-Goldberg-inspired hydraulic landing gear and flap setup. Living in Michigan, a turbo is not needed for most of the flying I do. Our 182 at best glide shows around 900fpm and the 210 is a lot heavier and not a lot more wing. But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. Published V-Speeds. Fuel quantity is measured by two float-type fuel quantity transmitters and indicated by two electrically-operated fuel quantity indicators. `~9y&p6,w1248uy"rxUB63x{Va9kJWx+|b3]_%a[kS>L>^$&Ef\%ptceqE'6Yt$P&'L,2FF*rH$BRA A typical after-takeoff flow for me in the 210 was to count 1-2-3 twice: three handles and three levers. Enjoyed the comments,except the political one, but theyre everywhere nowadaysI am in the market for a 210 now..have flown 210s years ago, and loved them..I have owned 206,180, baron,debonair..all good , but I dont like climbing over the wing in beeches, and 206s are few and far between, 180 too small for current needsthanks for the owner comments..good info. 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. 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. The base price of a Cessna 210 was found to be the 1960-era ones at an average cost of $36,000. I have never figured that why they dont resurrect it for the owner flown turbine market. Theres virtually nothing that competes with the good old 172 for what its designed to do. Pity they dont make them anymore. In 2004, I replaced the 210D with a 1967 T210G. These fuel systems had a Left-Right-Off fuel selector (no Both setting). Details Airframe Textron Aviation Inc. 120, 140, 140A, 150, 150A, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L. Certainly all those levers are manageable in the Cessna, but it does require extra work work that can quickly add up during single pilot IFR flights. Mental note. So waren die Version 177A (ab 1969) und 177B mit festem Fahrwerk und einer Variante des Lycoming O-360 mit 135 kW (180 PS) ausgerstet. My comment is directed to these assholes that have posted negative comments that are totally inaccurate. 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. Maybe the answer is a high performance high wing, not a low wing composite? The Cardinal had a $10K broken o-ring that took 4 years to finally find. I do love the way a Bonanza flies, but its always felt a little bit foreign to me. A total of 70% of their trailing edge is comprised by slotted flaps. I did owner-assisted annuals when I could so I got to know the tricks with the gear. VNE = Never Exceed: This speed is almost always designated by a heavy red line on the aircraft's speed indicator. R,7je Mr. Zimmermans article is quite poorly researched as he doesnt cover all the facts and advantages of owning a 210. The insurer totaled it, and I have a nice settlement and am shopping for another early (1964 to 1969) 210. Once I had an instrument rating (later that year) I stopped using the airlines at all. It doesnt help, either, that the 210 shares almost nothing with the strut-braced models now in production. Its a big long tank, and an inch down is a lot of gas. Ive loved the other Cessnas Ive owned and flown and they did a fine job. And with new 172s selling for over $400,000, its easy to imagine a million dollar 210. It was a trade out deal my time was theirs, otherwise the plane was mine for the gas. Camelia and I bought a 1979 T210N new 4 hours on it we have 5100hrs on it now when we have all ways been the pic since 4 hours. All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | In 1979, the 210 reached its height of popularity and, coincidentally, shed its clamshell main gear doors for open slots in the aft fuselage. Retract the gear once obstacles are cleared, then the flaps after you accelerate through 80 knots. Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isnt. It needs fluid to extend, so theres no fail safe like other manufacturers. Equipped with upgraded landing gear. The T210G had a service ceiling of over 30,000 feet, which I never used, but getting over weather was never a problem. Cessna 210E. Best Cruise Speed: 135 KIAS . (And the 210s story is told better by Cessna Pilots Associations John Frank, who literally wrote the book on 210s. By the time the 1970 model 210K arrived, Cessna had added extra baggage space, two additional seats and a 3400-pound gross weight. Are Your Preflight Inspections Becoming Routine? i would think it would be over 1000fpm. Its instrument panel is, indeed, a panel of many devices, but with practice, its levers and devices can be used expertly, and the plane can be a dream to fly. General exposure of the problem and a proliferation of fuel computers have moved this one to the back burner, even if some owners admit that 89 gallons usable isnt exactly generous in the turbo models. That meant four 200 lb. It would be the perfect fit at the bottom end. Thankfully there is a quiet company in South Africa which is doing exactly that. If. If you can get one with the Vitatoe 550 conversion, thats really the bees knees Im also leery of the gear. Required fields are marked *. 5.0. The reasons for this are simple: It takes horsepower to pump up that cabin, and some weight is added to the structure for pressurization. The flexibility in the cabin led to another character trait: its truck-like handling. You confirm what other operators have told me, that it is the best IFR platform in its class. I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. 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. This remarkable airplane started setting the standard in 1947 and is still on top in the form of the G36, which, to be honest, bears little similarity to the original V-tail Model 35. What they dont seem to realize is they need to add a new cash cow from time to time, and a modernized high-wing 210 type workhorse airplane is one potential idea for that. That is too many syllables for an airplane name, but some people like it. As is true with many designs, the early airplanes are more pleasing in handling than the later, heavier models, with the exception of the last-of-line Rs. Excellent! The airplane is powered by a horizontally opposed, six cylinder, direct drive, turbocharged, air cooled, fuel injected engine. Although it wasn't so in the beginning, the Cessna 210, eventually called Centurion, would become an alluring high-performance load-hauler. <> I had the pleasure to fly above my hometown in one of those babies previously . 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. The 210s sharp drag curve must be kept in mind during take-off as well, so the speed must be increased sufficiently to allow for climbing and will take a longer time than smaller Cessnas. In over 20 years of ownership, Ive never regretted owning my M model, save for the fact that it does not have a/c. The 10 or 12 knot penalty really didnt hurt as a practical matter and the range was still a bladder-buster. Cruise Speed: 306 km/h: 165 kts 190 mph: max . That is a nicety that a bucket of money will solve one day. Save my name, email, and website in this browser for the next time I comment. The turbocharged 210 is a hot rod at altitude, turning in substantially better climb and cruise performance than the pressurized airplane. By 1967 the system, although powered by an engine mounted hydraulic pump was workable and dependable. Most Bonanza will cruise at 160 knots, if you want to put the fuel in. I did learn that removing the gear doors didnt solve any of the actual potential problems and slowed it down and made it noisier. 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