<> <> Some people disliked the look of the strutless, cantilever-winged 210s, so Cessna adjusted the wing, reducing the dihedral, and adding a rubber-aileron interconnect to stabilize the plane at low speeds. 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. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. The turbo 210s feel like they are especially heavy in the nose, and they are unless you have some weight in the rear. Cessna 150 V speeds. Answer: Supposedly, making These planes are too complex to make in modern times due to the high expenses Their production costs. 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. About 1150 lbs of people and stuff full of fuel and go. A Cessna 172 might glide at 8:1, so it could go 8000 feet forward for each 1000 feet it lost at a Vg of 65 knots indicated (KIAS). 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. The T210 was unsurpassed for that work. With one of the middle seats removed, the cabin could accommodate all kinds of gear. It came complete with the struts that sang when encountering ice. Terrible article couldnt be further from the truth written from ignorance from somebody who apparently doesnt have much time in the aircraft the Cessna T210M or N Is in a league by itself performance useful load the real true comparison would be more towards a twin Aircraft Even though there are no twin aircraft that have the same useful. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12, and a Cirrus SR22. It would be the perfect fit at the bottom end. Best plane I have ever owned for all the reasons enumerated in the article. With the CJ4 that works until say 500AGL (or you can do this earlier in the approach once stabilized). Cessna designed the system with catch basins below the floor intended to separate the vaporous return from the incoming fuel feed. Mr. Zimmerman you need to talk to more owners before you comment on a particular plane. Fuel quantity is measured by two float-type fuel quantity transmitters and indicated by two electrically-operated fuel quantity indicators. stream Sitting through the history of the Cessna 210 is a bit like having your college roommate re-spin the account of how he broke into the sorority house in his senior yearits a tale that doesnt get better with the retelling. 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. 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 . How much did the vapor-lock fix cost? Composite construction should reduce the manufacturing cost of that beautiful cantilever wing. Perhaps someone will resurrect the 210s capability in that format. 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. I could still put almost 1000 lbs. YR+MX8N {}0TNT/;x\^.)@MrPUjV}sYl<81J. The Cardinal is by far the sexiest design Cessna produced. I bought it in 1985 with 1025 hours on it. 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 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. On the other hand the 6 only did about 140 kts. In its stead, the Cessna 206 continues to be manufactured. 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. Vle and Vlo are both 140 KIAS on the C-210. 91 or F.A.R 135. He computed 6.5g from the 3.8g design limit load, the 1.5 (50%) safety factor required by the FAA and an additional factor of 1.15 (15%) because of the quality materials used by Cessna. With 26G seats and extra soundproofing, the post-1997 Cessna 172s and 182s have about 25% lower useful loads compared to pre-1986 models. Living in Michigan, a turbo is not needed for most of the flying I do. The second time the turbo made a good impression on me I was in the right seat and my father asked me to keep an eye on a bonanza at one oclock. Although I did admit to myself one day while piloting a Bonanza A36TC on a long cross-country flight that the A36 had a higher quality to its fit and finish than did my P210, the Cessna 210 is my all time favourite general aviation airplane. 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. I've liked the P210 ever since I first flew it in 1979. He is an ATP and also holds ratings for multiengine, seaplanes, gliders, and helicopters. Used Aircraft Report: Hail Centurion. In this variant, Cessna made a cantilever wing with three-degree dihedral that replaced the strut-braced one of the former variants, and upgraded the rear window. 9 terms. It is simple. Kits include flap gap seals, vortex generators and speed brakes. (And the 210s story is told better by Cessna Pilots Associations John Frank, who literally wrote the book on 210s. Compared to a Cirrus SR22, Cessnas top-of-the-line single is complicated, with gear, prop, and cowl flap controls to manipulate. Great airplanes, unfortunately the FAA saw fit to pull my medical, but thats another story. @dr0n$Kp0O1s{bIh2[= APhQGjJ!yNh+r{!V" V 7>%WJ+T'.%eiKg[e3a'G]u{2.LQds+z32C*l&-E? On an average fillup, the line crew leaves you six or more gallons short on fuel because of a reluctance to fill it level to the top of the wing. Its a big long tank, and an inch down is a lot of gas. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. Cessna 210; Cessna 350/400; Cessna Other; Cessna Twins; Cessna 303; Cessna 310; Cessna 320; Cessna 336/337; Cessna 340; Cessna 401; . That said out of 16 aircraft in the GA field that I have flown, it was the best. Your email address will not be published. The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single . And many things the A36 could do that the 210 couldnt. With less than full fuel, I could stay in the envelope even with six adults and bags. 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. Such an accident isnt possible in a Cirrus. To their credit, we can still get parts and aftermarket suppliers like Rob-Air, McFarlane, and others are filling in the gap. Retract the gear once obstacles are cleared, then the flaps after you accelerate through 80 knots. Cessna speed mods. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. The turbo in our unpressurized 210 seldom worked, but when it did it made a super good impression on me. The next year, Cessna revamped the cabin again, making the 210 a six-placer and switching from four side windows to two large ones. 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. Email: . Not the same as the 210N but a keeper too. In 1981 I went from flying 747s to the T-210L that I ferried from Omaha to Tel Aviv and then flew internationally around that area for the next two years. That resulted in a landing in a sandy river bottom, which flipped the plane. (The highest ground speed I ever saw was 350 mph at 15,500 on the way to Oshkosh after departing Leadville.) Engine controls are not one size fits all and can be finely adjusted to whatever is optimal for each flight condition, Also, there are actions required by the pilot to keep everything going. R,7je `~9y&p6,w1248uy"rxUB63x{Va9kJWx+|b3]_%a[kS>L>^$&Ef\%ptceqE'6Yt$P&'L,2FF*rH$BRA 39 yrs my 210. Youre either a Coke or a Pepsi man. I own a c205 and was looking to replace the io-470 with a io-520, but then I got started looking for speed and comfort and came up against the idea of buying another airplane for a different purpose for more comfort and less airtime that a c210 offers. {.B-nhz;nH0@L7^xE7BTNt /"tey!Ik\"L;[(zc4ADh#?p{vFNl uD-hK|q' (Z@s& I had the Cardinal for 10 years and the 210 for two. Have put 20,000hrs. Challenger Air Filter, High Performance, Cessna 206 & 210. LOL He had trouble keeping up with me. Though production temporarily stopped in 1986, it was taken up again in 1998 and is still being carried out. 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. 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. IMO, youll get better photos out of a cantilevered 210 than most any other airplane even the strutted Cessnas will usually have the strut in the way. Maintenance is easy on this airplane. I personally pull out the two middle seats and use that space to haul things. The airplane is powered by a horizontally opposed, six cylinder, direct drive, turbocharged, air cooled, fuel injected engine. The Yellow Arc Beyond the Green Arc, we see the Yellow Arc. Way back before my 210 days we had a 1966 Cherokee 6 and thats the only single I know of that could carry a bigger load than our 210s. Refer to Section IV, Performance General FAA APPROVED 75FMA-00 Configuration AA U.S. 2-7. Thanks for any feedback you might have. I appreciate your article on the C210. 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. Im not sure I want to own one again, but Id sure love to fly one again. Yeah, the turbo added some maintenance cost primarily overhauling every 1000 hours but the additional climb performance and speed at altitude paid for it. Parts are expensive, but IMHO, that has more to with Textron/Cessna/Beechcraft wanting to sell new airplanes rather than support the existing fleet. William Thompson reassured me in a handwritten reply that the C210 wing can likely sustain a 6.5g load before it fails. Engine: Continental Motors IO-520-A 285 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 1,110 Feet, Engine: One Continental Motors IO-520-A 285 HP Piston Engine, Takeoff Over 50 Feet Obstacle: 1,265 Feet, Landing Over 50 Feet Obstacle: 1,340 Feet. The T206 is a hauler, but only gets 150 knots. Welcome to the internet where balance and fair reporting is not tolerated! The second disappearance happened on August 9th, 1981, in which the. While many pilots obsess about cruise speed or short field takeoff length, I always found the 210s incredible load-hauling ability to be a breakthrough in performance. No doubt, the engineers employed by the Wichita manufacturer would be amazed to learn that their handiwork is prized as the model enters its fifth decade. Sets found in the same folder. Communication. Some friends in an Aztec and a 182 couldnt find a way to make it work, but it was easy in the Centurion. 4.9. My father owned a turbo 210 with struts. I loved both. In the 210, theres even a tube in the cockpit to emergency add fluid in flight -Reddit reviewer. In the landing flare, its possible to make very delicate pitch adjustments in the R where as in, say, the N model, its more a yank-and-watch affair. And I can take the back doors off and have a fine photo platform. NOTE weight unless otherwise noted. stream The reason the airplane has that reputation for truck-like flying qualities is that most pilots fly with two or three on board and never even get close to the aft CG limit. CESSNA AIRCRAFT CORPORATION: Models 1972 through 1978. endobj -See original article: :5vVp/5X^\/UA/,\[^@uNn.O'nt-d7o-\C,J)-{F/"UcqJ(_*M'-9)+.*.} U!WhW9@>GEg[?;m}8q'o%F[ngKvSwGdS{2)L}.T?5nnyd[gKl[nq26~S| \b=.i?+C8> M!}ZKoX]64~5Urpa]Co_wn!a9_N.o+. _f>&},!bjF}9R It is, however, much less tolerant of neglect than other systems. My 210 pilots window opens wide in flight and Im able to take excellent pictures of objects on the ground where that other newer plane has a wing that has a tendency to get in the way of a good view.