Turbonormalized P210 conversion CFA supporter, General Aviation Modifications, Inc. (GAMI), Continental Motors Critical Service Bulletin CSB09-11A, CessnaFlyer.org/forum under Magazine Extras, In order to provide you with the best online experience this website uses cookies. They succeeded, but no one would call the results elegant. For both the 210B and 210C, MTOW upped to 3,000 pounds. Best Range (i): 640 NM. The bigger turbo was needed to provide enough bleed air to pump up the cabin while not restricting the airplanes climb or cruise performance. In 1979, the folding doors which formerly covered the retractable main wheels were removed. Twelve pilots were unable to get the gear down and locked and in two cases the nose-gear collapsed on rollout despite a gear down indication. GlobalAir.com is your partner in connecting you with relevant information and resources. Pitch forces are relatively heavy and although roll rate is adequate, the controls are not well harmonized when compared to, say, the 36-series Bonanzas. Prior models fuel tanks were flexible rubber-like bladders. Cessna Cessna P210 Technical Specifications Exterior Exterior Height: 9 ft 8 in Wing Span: 36 ft 9 in Length: 28 ft 2 in External Baggage: 12 cu ft Interior Cabin Volume: 104 cu ft Internal Baggage: 14 cu ft Occupancy Crew: 1 Passengers: 5 Operating Weights Max T/O Weight: 4000 Lb Max Landing Weight: 3800 Lb Operating Weight: 2606 Lb It is said of the Centurion that if you can close the doors it will fly. (KADS). The first time I went for a full overhaul to new limits. I can load 5.5 hours of fuel, 2.5 hours of deicing fluid and 900 pounds in the plane and fly within the weight and balance limitations. Dual instruction, export and worldwide delivery are available. Although production of 210s ended in 1986, owners report good parts availability, albeit with high prices. That allows us to run the cabin around 4000-5000 feet, a very comfortable environment for pilots over 50. ( Unless otherwise noted, these reviews carry product pricing from the time of the original review. Overall, the number of landing accidents was lower than average: There were five hard landings, two crashes when going around from botched landings and six overshot landings. Read another SDR entry: Nose landing gear failed to extend. They sold a bunch of them. - Aircraft specific reviews and articles. Its all there; its just not all in one place. The Cessna 210s were produced from 1957 to 1986 with a total of 9,240 aircraft built. The T210 Centurion is an airplane with incredible capabilities for a single-engine piston, but is not for the faint of wallet. Ive flown my Centurion 3000 hours since January 2000. When I asked Continental how common it was for the end to break off of a wrist pin, they answered me with studied silence. That means we averaged 168 knots. 0.0 Bye-bye, wing struts. While a repetitive AD from 1976 addresses the issue, it still crops up from time to time in the SDRs. When she gives me mechanical grief I could cry. Its not kidding. Electric Pitch Trim Someone in this market can easilyand perhaps mistakenlyget scared away from the Bonanza because of higher purchase and parts prices, and from the Lance/Saratoga because of the slower cruise speeds. These aircraft manuals are NOT FAA-approved replacements for your aircraft's POH. ( (2) Fluid flows to the door-control actuators and the doors open. The finished P210N was about 180 pounds heavier than the T210N, one of the inevitable costs of pressurization. No warranty of Davtron M811B Digital Timer In 1970, the Centurion II was introduced. Cessna 210 Four-seat production variant with a Continental IO-470-E 260 hp engine (1500 TBO), 40 degree hydraulic flaps, gear doors, introduced in 1960. (847) 331-3133, 5350 Total Hours since New Figures provided are averages for the more common models, and have been rounded to the safer side. Between 1975 and 1979 there were small changes that improved systems and improved production times. The takeoff weight was increased to 1,542 kg. Fewer than 175 R models were built. To satisfy the FAAs requirement for two exits on any six-place airplane, Cessna mounted a half-door emergency exit that folded up against the bottom of the wing. Weve seen plenty that are chewed up. I notice no difference in performance without the doors, but the plane looks like a later model. Although most Cessnas have an excellent reputation for short-field operation, an unmodified 210 doesnt shine in this category when compared with its peers. (10) gear handle release valve, and the handle returns to neutral. Put it somewhere and it stays there. Others have told us if you dont learn to trim precisely, hitting the airplanes target speeds for approach and landing will be like a workout in the gym, which is more in line with our own experience flying the 210. As mentioned above, the Cabots are dedicated Cessna fans. Maverick Publications, 1991; Cessna Service Newsletter SNL94-6, Propeller Airplanes Serial Number Listing, Cessna Aircraft Co., 1994; FAA TCDS 3A21, Revision 49; 210 Model History by John M. Frank, The Cessna Pilots Association; Used Aircraft Guide, Vol. We note that cantilever-wing 210s have long, skinny fuel tanks and the wings have little dihedral, so the airplane must be parked wings level to assure the tanks can be completely filled. Best Cruise Speed: 166 KIAS. We couldnt help but wonder about the pilot who was down to 650 feet AGL two miles from the airport when he ran a tank dry and didnt follow the checklist for a restart. Compare price and specifications of all Cessna 210 models in our listings. Disclaimer: Information on this site may not be accurate or current and is not valid for flight planning or any other aircraft operations. Big news came in 1964, with the 210D, which received not only Continentals IO-520-A, but a 1700-hour TBO and another 100-pounds gross weight . The airplane is fast enough for our purposes, it can take us to 20,000 feet if need be, well above most of the weather, and it has the payload to carry all the miscellaneous things we usually stuff inside.. Davtron Model 902A Digital VOR The 210 has the capability to haul a lot and go a long way, plus the ability to get over the mountainseven without a turbo. I have interviewed P210 owners that spoke of the need to keep a close eye on engine CHTs especially during hot days. John Frank, noted Cessna 210 expert, wrote this about the 1970 210: Cessna had finally reached the peak of the mountain after a decade of climbing and could now look down on all the competition. When its time to return to Earth, the P210R is, after all, a big-wing Cessna, and that means those huge flaps are available to give the airplane near-Skylane short field performance. ) The Cabots seem to agree. Cessna 140: The Last of Cessnas Little Taildraggers, 177RG Cardinal: Cessnas Airplane of the 70s. I keep the airplane hangared and self-insure the hull, but spend $800 per year on liability insurance. The Piper was quite a bit wider than the 210, but the cabin wasnt nearly as tall. The 210s lineage extends back to the late 1950s, when tricycle landing gearmuch less a retractablesignified a newly designed airplane. Most were pilots who had taken off with reduced fuel to start with, including a non-certificated pilot who decided to take a friend for a night joyride. DIY Beginners Checklist: Preparing to Do Some Maintenance Yourself. Condition: Used. Ventilation and heating are generally good except for the rear of the cabin. The Information Manual (IM) for a 1979 T210N cites a service ceiling of 27,000 feet, an as-delivered useful load of between 1,729 and 1,785 pounds, and the ability to leap the proverbial 50-foot obstacle in 2,160 feet. PS Engineering CD Player Since its one of the heaviest airplane in its class, it has to be handled with respect, especially on landing. That could make a 210 step-up more appealing. This is almost always true. The OEM 1970-vintage wire-wound potentiometers in the gauge control unit are susceptible to corrosion, which can lead to erratic readings. To help seal the cabin, the pilots door was fitted with multiple, heavy duty pins and the windows were rounded and reduced in size. In other words, reduced power settings allow 210 owners to save fuel and yet still haul a load. - Send us pictures of your plane. Also of interest is an IO-550 engine upgrade, which is generally done in conjunction with a prop upgrade. Login April 15, 10:46 AM US EDT It was running great when we installed a factory remanufactured IO-520 in 1994. It was designated as the 210G. The wingspan was extended by two feet to 38 feet, 10 inches (which made it a tight fit for a 40-foot-wide hangar door) and an additional three feet was added to the horizontal stabilizer. As mentioned earlier, the landing gear control system in 1960 and 61 210s used a poppet-valve type landing gear/flap system controller. Send questions and comments to . In 1970, the first full six-seat variant was developed. But, when shes working right, theres no airplane like a Turbo 210. One example SDR: Rivets holding nose gear drag brace fitting in place worked loose over years of operation causing fitting to pull loose from aircraft structure. Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Templeton, Calif. with his wife Audrey. The 2.5 hours of deicing is with the system running on the anti-ice setting. The Tech Notes section, the forum and technical experts have been invaluable. AirplanesUSA proudly presents this clean Cessna 210D to market. If I had the need and the cash, Id have a Vitatoe-modified P210 to fly my Audrey to and fro in the most comfortable, high-flying Cessna single ever built. IFR Cert Accomplished August, 2021, Continental IO520-A 0 Since the Cabots now do much of their flying in the Mountain West, a blower out front seemed a good idea. Speed is the 210s true forte. As an Amazon Associate I earn from qualifying purchases. In 1962 for the 210C, the fuselage was widened. Hangar flyers throughout the world still remark on the twist and tuck gear retraction design first developed for the 210 and later extended to all high-wing retractable Cessnas. The empty weight is 1735 lb and the gross weight is 2900 lb. Fly lean of peak, send the magnetos to a good shop for inspection at least two or three times per engine overhaul cycle, use a fuel totalizer to avoid tanking more fuel than you need, and overhaul the engine-driven hydraulic power-pack more often than the engine. Light on the controls, sports car-like handling, delightfully well-balanced are all adjectives used to describe how airplanes handle. I flight plan for 155 knots, hauling 90 gallons of fuel and burning 12.5 GPH lean of peak. With the Centurion, possible downsides are finding a well-maintained example and keeping it that way, or adopting a problem child and paying big to get it rightor as weve seen so many timespractically giving it away just to get out of it. I purchased N732AV, a 1976 C210L, in the fall of 1981. Thanks to limited elevator travel, the Centurion is tough to wrangle into a full-stall break, so theres nothing particularly nasty about them. Fuelburn: 15.0 GPH Related Specs: P210R pressurized; P210N II pressurized ('81 has less performance) T210R Turbo Centurion; T210N, Turbo Centurion; T 210 M Turbo; T 210 L . Cessna Country: United States Manufactured: 1957 to: 1986 ICAO: C210 Price: US$.044 million (1967) Performance Weights Dimensions Avionics: Engine: 1x Continental IO-520L Piston Power: 300 horsepower Max Cruise Speed: 204 knots 378 Km/h Approach Speed (Vref): 58 knots Travel range: 900 Nautical Miles 1,667 Kilometers Fuel Economy: Service Ceiling: By the time production ended with the 1986 model year, the turbocharged models had outsold the normally aspirated version by nearly two to one. Today, theyre retired in Mexico, and they fly back and forth to Texas, Arizona and California on a regular basis. As a result, many buyers purchased King radios and Cessna eventually responded by refusing to offer any competing avionics for a time. Cessna 210 G, H & J, K, L Centurion - Performance Data. Logs show repair to horizontal stabilizer ribs in 2007 For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. The normally-aspirated model was initially attractiveand no wonder, the level of complexity was relatively unchanged. The engine was upgraded to a Continental 325 hp TSIO-520-CE. Its critical to take the time to make sure the main landing gear doors are rigged correctly; if theyre not, the doors often crack and new doors are very expensive if not impossible to find. The 210 is a remarkably adaptable airplane. MTOW was again boosted to 3,100 pounds. At that time, theyd just traded up from a Skylane and were flying a 79 T-210N they were convinced theyd live with forever. A slightly larger cabin, a 100-pound gross weight increase and a different engine (IO-470-S) resulted in the 210B. Performance Specs. It normally burns a quart of oil every five hours. The turbocharged version outsold the normally aspirated 210F by a 3:1 margin. Landing gear extension speed was upped to a whopping 165 knots, and there was an option to up the fuel capacity by an additional 30 gallons to 115 usable. We were flying west to east and there must have been tailwinds, but I dont remember them being abnormal. Call Steve Feldman at AirplanesUSA! Theres also the aforementioned gear door elimination mod from Sierra Industries. The first turbocharged version was introduced in 1966, and there were scores of other, minor changes made throughout the 70s.