The reasons for this are simple: It takes horsepower to pump up that cabin, and some weight is added to the structure for pressurization. Gear was made much more simple and reliable in 79. 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 All Cessna Aircraft Cessna 150 | Cessna 152 | Cessna 162 Skycatcher | Cessna 165 Airmaster | Cessna 170 | Cessna 172 Skyhawk | As of July, 2021, none of these countries list the Cessna 210 on their military aircraft inventories. Communication. &~Py!Vs=,1A12evv(l.sf]l5cke!S 4,pd-~ ]U2t? 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. Hi Bill, Many pilots have complained about the heavy feel on the yoke, but I always thought this was a feature, not a bug. I have a T210N, 1983 version. High on the list of reasons to hate the airplane is maintenance. Kits include flap gap seals, vortex generators and speed brakes. Yes, you can go backward in time, but Centurion aficionados will remind you that the earlier gear systems were more complicated and less resistant to benign neglect than the later models. I loved flying both, but like the fuel cost of the Cardinal much more. Cessna speed mods. Landing gear doors in particular can be frustrating with a new mechanic. In 1979, the 210 reached its height of popularity and, coincidentally, shed its clamshell main gear doors for open slots in the aft fuselage. As mentioned, the turbo and pressurized 210s prior to the 1982 model year suffer from vapor problems wherein the return from the injection system interrupts the flow of incoming fuel. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. Published V-Speeds. The turbocharged 210 is a hot rod at altitude, turning in substantially better climb and cruise performance than the pressurized airplane. But like all machines its a compromise. Click on the Airspeed Indicator for a larger view. My brother and I fly an 81 turbo 210N We had a few of the gear problems mentioned, usually micro-switches/adjustment, never anything serious that was mechanical. 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. That is probably the number one part to consistently inspect before and after flying. If, however, you do fly on a partially filled tank, be sure of your flight plan, and that you will be flying over flat ground in case of the need for a forced landing, or will almost certainly return to the hangar you flew out from in a reasonable time in regards to the amount of fuel in your tank. Regrettably, though, I did not. Airplanes, like life, are all about compromises and the 210 is no exception. 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. So much so that pilots with large families and a penchant for speed may want to take this opportunity to face the general direction of Kansas and salute. The engine lasted full term (before required overhauls). It would be the perfect fit at the bottom end. I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. But my friends with their 210s have way more maintenance than Ive had with my A36 and Ive found no mission the 210 could do that the A36 couldnt. 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. Ironically, Cessna finished in 1985 and 1986 with the 210R models, a substantially modified airplane that would have suited the company well into the 1990s, had it elected to keep the 210 line open. 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. (Photo courtesy of Bruce Burley). First, the reasons to love a Cessna 210. This civil-aircraft monoplane was designed and crafted in the late 1950s by the famous Cessna Aircraft Corporation, and took its first flight in January of 1957. And its out of production. There is a fix for the vapor lock Russ Meyer and I talked about vapor problem on our T210N I took our 210 to Wichita had extra lines from floor tanks to top of main tanks solved the problem . Also, the turbine drives more fuel into the chamber than any atmospheric-aspirated engine can. Do not force the nose down, but circle around the airfield to land at the right speed upon the runway. My first 210 was a 1964 210D, the first year with the IO-520. Wider cabin in 1962; power increased to 285 hp in 1964, turbo (optional) in 1966, strutless wings in 1967. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. Cessna has always been superior in customer support compared all the other manufacturers thats why theyre still in business So if you cant afford the Best aT210 M or N dont buy one You have to pay to play. Mental note. 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 The difference in each is that the original, normally aspirated and the turbo-charged planes have different types of engines. Mr. Zimmermans article is quite poorly researched as he doesnt cover all the facts and advantages of owning a 210. The unfortunate reality is Cessna couldnt make a 210 today at least not one that would sell. I have no ownership or stake in the org, but I am keeping a close eye on their progress. chris_carlson1. It was also the first single offered with factory-installed weather radar, with the receiver/transmitter and antenna mounted in a pod slung beneath the right wing. 2 0 obj 4.9. ]f.hLkfEjEp{tQ !u shjaDGh $\[[s:*a&-Kh. yP52h@( Q|6\7!X%1?n]|&hODiL2 EklV 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. xZK6s`:*IlhCn9K~TIeK{v-[RW_1g8LNxN/?g{zNb`zcWw1nk?{J3x67O9028[2v-B(;?/pu.^ . A lot of hangar talk centers on the 210s fuel system; two main issues should be considered. With the CJ4 that works until say 500AGL (or you can do this earlier in the approach once stabilized). 8 0 obj By the time the 1970 model 210K arrived, Cessna had added extra baggage space, two additional seats and a 3400-pound gross weight. Ive flown P210s and yes they are nice. Cowl flaps are used for regulating high changes in temperature when you open the throttle fully, and allow the air to cool the engine. Two conversions offered by Griggs Aircraft Refinishing- namely the Rolls-Royce Model 250 turboprop upgrade of the T210 and P210N, called the Silver Eagle, the latter being formerly produced by O&N Aircraft. 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). Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. Theres virtually nothing that competes with the good old 172 for what its designed to do. Theres a handful! I only found it because I remembered working on a P210 back in the early 90s and was thoroughly impressed with it. 55. 2023 Aircraft Owners and Pilots Association, Avg. {.B-nhz;nH0@L7^xE7BTNt /"tey!Ik\"L;[(zc4ADh#?p{vFNl uD-hK|q' (Z@s& 12 terms. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12, and a Cirrus SR22. This configuration featured a fuel-injected, Continental IO-360K (later IO-360KB) derated to 195 hp (145 kW) with a two-bladed, constant-speed propeller. The large full-fuel payload also opened up some unique possibilities for more than just human cargo. Its strongest point though, is instrument flying. in the cabin, and I often did. Call 805/922-2580 or visit www.cessna.org to order.) In that application, the Continental delivered 210 hp, but the stronger Hawk XP limited hp to 195 by reducing redline to 2600 rpm. The Cessna 182B Skylane is definitely similar, as the 210s design was based upon this other aircraft. What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. I could still put almost 1000 lbs. Caveats If you plan on accessing your ATP publications on a mobile device, you will need to download the ATP Aviation Hub mobile app. Anyway who knows. Horsepower: 285 Gross Weight: 3400 lbs Top Speed: 174 kts Empty Weight: 1960 lbs Cruise Speed: 167 kts Fuel Capacity: 90 gal Stall Speed (dirty): 55 kts Range: 760 nm Takeoff: Landing: Ground Roll: 800 ft Ground Roll 625 ft: Over 50 ft obstacle: 1365 ft Over 50 ft obstacle: 1355 ft Rate Of Climb: 1000 fpm Ceiling: 18300 ft Maintenance is easy on this airplane. 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. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. New engines while I owned it. See the original article: Fortunately, factory and aftermarket support remains strong for the later airplanes, so obtaining happiness in owning one remains a matter of staying atop the maintenance. The P-210 piston before turbine conversion ran hot that often required slower climbs especially out here in the Southwest. Agree on the AC that is one thing that really is nice when I fly a Cirrus. :v>-%}7tZkZ" &+}} &7nKbq %]\p|s8bYj]'>@RK"aEMp?RYf#~:-",NER It is, however, much less tolerant of neglect than other systems. But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. Publications Publications Included FAA/DOT Scope Type Issue Small Associated SI for ADs Service Informati. In the late 80s early 90s, I owned both a 74 Cardinal RG and a 76 T210. Owned it 40 yrs next March have put 20,000 hrs on it doing Aerial photography. 1968 endobj 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. Cessna 210E. John Some friends in an Aztec and a 182 couldnt find a way to make it work, but it was easy in the Centurion. (You get the idea that in the late 1950s we thought we could accomplish any engineering task by throwing more stuff at it?). The 210 is a serious airplane, the Cardinal is a fun airplane. He said, Thats impossible, we arent faster than a bonanza. He paused and said, Unless they dont have a supercharger. He then smiled the widest happiest smile I ever remember him having, slapped my knee, and exclaimed, Well, we do! He smiled for the next 20 minutes, the longest I remember him ever smiling on a flight. The Cardinal had a $10K broken o-ring that took 4 years to finally find. I gave up the experience when a family member wanted to take over the job. It has nothing to do with the type of engine. . V: S1 . With one of the middle seats removed, the cabin could accommodate all kinds of gear. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. Also, it is the first variant to hold a total of six people (including the pilot). And when does the fuel efficiency change that makes it morat costly? Save my name, email, and website in this browser for the next time I comment. On the other hand the 6 only did about 140 kts. What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. Engine: One Continental Motors IO-520-J 285 HP Piston Engine, Engine: One Continental Motors TSIO-520-H 285 HP Turbo-Charged Piston Engine. Engine: One Continental Motors TSIO-520-C 285 HP Turbo-Charged Piston Engine. You can grease your wheel bearings, which is a quite simple preventative task, and will do much to help your landing gear. I had less than 200 hours on me, but I had little trouble moving up from my 150. Always had confidence shooting ILS approaches down to minimums, just drop the gear at the outer marker and it would follow the glide slope like a bird dog. RMa$M6!U/&a) U|lXx[6tB*X 7s3/Zocbl( Xem FAA certification regulations state that a single-engined aircraft must have a flaps-down, power-off stall speed no greater than 70 miles per . Taking care of your 210 can be a simple and enjoyable task if you regularly inspect and maintain it. Also, the four windows in previous models were replaced by two extra-large windows, Engine: One Continental Motors IO-520-L 285 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 2,030 Feet, Landing Over 50 Feet Obstacle: 1,500 Feet. Engine: One Continental Motors IO-520-L 300 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 2,050 Feet, Landing Over 50 Feet Obstacle: 1,585 Feet, Engine: One Continental Motors TSIO-520-CE Turbo-Charged 325 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 2,110 Feet, Landing Over 50 Feet Obstacle: 1,600 Feet, Engine: One Continental Motors TSIO-520-CE 325 HP Piston Engine, Wingspan: 38 Feet, 10 InchesEmpty Weight: 2,471 Pounds. Rob, Though production temporarily stopped in 1986, it was taken up again in 1998 and is still being carried out. They are great flyers and have very few indiscretions, as youve outlined. At that point reverse the above rules, use pitch to control angle of attack and thrust to control speed. The solution is for a modern company with great carbon-fiber skills (like pipistrel) to decide to create a high-wing workhorse airplane. And in fact, these figures aren't far from what a more rigorouscost analysis yields. 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