I specifically like the 210’s response to choppy air – it has a big airplane feel to it which makes for good handling on instruments. An Extremely Disgusting Prank That Will Make You Want To Puke. Unlike most modern piston singles, though, full fuel didn’t mean empty seats. I loved flying both, but like the fuel cost of the Cardinal much more. John Frank’s book was a keeper too. Why? With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. I have some P210 time, and a lot of years in a 206. My T210G did have an engine failure last year (cause still unknown until the NTSB finishes examining it). The Cardinal had a $10K broken o-ring that took 4 years to finally find. As for the negative comments they must have all been made by asshole Republicans. [7] I only found it because I remembered working on a P210 back in the early 90’s and was thoroughly impressed with it. Fad is for sure about the electric Pipistrel. Went back to school and didn’t fly again until 1976 when, with my…. My 210 pilot’s window opens wide in flight and I’m 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. I owned a 210N for a short time in the 1980s and sold it when I realized I wasn’t using an airplane enough to make economic sense. Agree on the AC – that is one thing that really is nice when I fly a Cirrus. Great article. From spinner to tail cone, the upgraded 1977 planes features all new and state-of-the-art amenities, including a glass cockpit with Electronic Flight Instrument… For more information on the EXP5000 Envision® STC call 888-855-9969. 95% of my flying was solo. I could go on and on but I think I’ve made my point. I loved both. The result was failure and another shuttered production line, even though the airplane was a great performer. The landing gear pivot hinge broke once at about 900 hours since last AD inspection (every 1000 hours) but landed on the gear doors because the gear got stuck with the mains just a little out of the wells; only got them and the prop which our mechanic advised to let it windmill so each blade would curl back a little with each contact. My brother and I fly an ‘81 turbo 210N The Cessna 210 was manufactured in 26 model variants. Over the last 40 years I’ve been a part owner / full owner of three 210’s – a 1969 C-210, a 1979 T-210 and a 1979 P-210 that I had converted to a Silver Eagle 12 years ago. The C206 have maybe kept some of its market, haven’t it? Thanks for sharing your thoughts on it! Select a Year. The FAA-approved maintenance and annuals in Israel were certainly not cheap, but I NEVER had even a minor maintenance issue with the 210. The Centurion was in production from 1957 to 1985 and approximately 9,240 were manufactured. Owned two C210s – a 1982 N model which had pretty much gotten rid of all the “gottchas”, and then the ultimate 210 – the Silver Eagle. New to Air Facts? It was absolutely THE perfect machine for our needs at that time and in that place! The fuel system is complicated, turbocharged models need a little extra TLC, and some parts are hard to find. 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. Thanks John. 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. What they don’t 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. Seats 4 comfortably. Crownair serves as San Diego’s most reputable privately owned FBO. in the cabin, and I often did. From the pilot’s perspective, there are also compromises. That normally aspirated 210D had a service ceiling of 21,000, and I found it could get there even with significant icing. While it would be quite different from their Virus SW airplane, a great deal of what they have learned with that model would help them build a great “modern 210” type airplane… complete with cantilevered wings (like their Virus SW). If the pilot is up to it the 210 is a truly great airplane. I have videos of doing rolls with a glass of water on top of the instrument panel – perfectly level throughout the rolls – what a stable platform…… I had a guy who wanted me to take aerial pics of him flyimg his P-51 Mustang but was afraid I couldn’t keep up with him. I have owned a Cessna 210 with three partners for 12 years, three engines, three propellers and two airframes. Email your article to editor@airfactsjournal.com. FMI: www.crownairaviation****, www.aero-tv****, www.youtube****/aerotvnetwork, *******twitter****/AeroNews An inexperienced mechanic who misses a minor squawk can create a much bigger problem when one wheel doesn’t come down in flight. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. Composite construction should reduce the manufacturing cost of that beautiful cantilever wing. 5) Have you ever tried to take a picture from a “newer airplane”? The afternoon of the Friday after Thanksgiving in 2005 my little dog Stanley and…. never played out, but the speed and payload sure did. I had many annuals under $1000. Without my saying anything, passengers’ noses always seemed to be pressed against the glass right after takeoff. A trip into Washington Dulles one day in 2004 sold me on the airplane. Would you go pressurized and what model would you think would be best? According to a Richard Collins article I came across, the Silver Eagle was actually originally designed by Cessna as the C250 (rember it has an A250 turbine) but never made production. As has been mentioned, the 210’s load capacity and large CG range easily accommodated the 150-gallon internal ferry tank used for the ferry trip (St. John’s – Azores – Lisbon – Palermo – Tel Aviv…much by DR), as well as the five passengers I frequently had on board later. Hi Bill! You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. Air Facts was first published in 1938 by Leighton Collins and relaunched in 2011 as an online journal by Richard Collins and Sporty's Pilot Shop. Divide its battery capacity by its motor’s power and you get 14.5 minutes at full power! My first 210 was a 1964 210D, the first year with the IO-520. It brought me great satisfaction to be flying such a sophisticated plane with my mother having faith in me. 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. The T210 was unsurpassed for that work. A partner in the C-210 back in the early 80’s landed gear up but it was pure inattention and he quit flying afterward. Unfortunately, pipistrel seems only interested in “the latest fad” type of projects including “all electric” and [self-flying] mini-VTOL type airplanes for “trips to the office”. Thanks for a great story! In 2004, I replaced the 210D with a 1967 T210G. adults and lots of baggage, something that isn’t possible with most Bonanzas or Saratogas. I trained two student pilots from scratch on their own 210’s. Great King equipment package, flight director, HSI, rnav, loran, and storm scope. The turbo in our unpressurized 210 seldom worked, but when it did it made a super good impression on me. To their credit, we can still get parts and aftermarket suppliers like Rob-Air, McFarlane, and others are filling in the gap. You’re response is nonsense. I didn’t compare it to a twin because it’s just apples and oranges. Maybe the answer is a high performance high wing, not a low wing composite? Loyal Cardinal owners may disagree, but it just looks sleek on the ramp. Visit www.avidyne.com, www.southernstar.aero and www.crownairaviation.com. The unfortunate reality is Cessna couldn’t make a 210 today – at least not one that would sell. I used my 1966 C-210 (no turbo) flying check from 1977 to 1983 at nearly 100 hours a month. "We understand the dedicated owners and enthusiasts who fly Centurions, and our goal is to make their flying experience first class." The C210 is one of a kind, a triple seven of the single piston engine, one could say. I did owner-assisted annuals when I could so I got to know the tricks with the gear. It’s a complicated dance to get those wheels folded into the fuselage of a high-wing airplane, and the resulting system demands good maintenance. Enjoyed the comments,except the political one, but they’re everywhere nowadays…I am in the market for a 210 now..have flown 210’s years ago, and loved them..I have owned 206,180, baron,debonair..all good , but I don’t like climbing over the wing in beeches, and 206’s are few and far between, 180 too small for current needs…thanks for the owner comments..good info. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. The C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. See Cessna Pilots Association and the 210 book by John Frank. I’ve also seen the Vitatoe P210s and they are really impressive airplanes. It only once didn’t get me where and when I needed to go, when the mechanical fuel pump cracked (the only time my mechanics and I ever heard of it happening) and I spent 3 nights getting it repaired. I spent more for gear work on the Cardinal than the gear work on the 210. I owned two 210s, flew them for over 30 years and 5000 hours. Retrieved 2007-10-19. The flexibility in the cabin led to another character trait: its truck-like handling. First, I had the pleasure of flying an honest-to-goodness holding pattern, one of only two I’ve ever flown for real in my 24 years of flying. She was both a source of great joy and acute pain. Aircraft Bluebook Single Engine Piston Cessna CESSNA 210 M & up. 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. Breathing through an oxygen mask and being so far above the Rockies it looked as if there was no need to learn mountain flying while still having about 2 inches of throttle left was a heady experience. Great airplanes, unfortunately the FAA saw fit to pull my medical, but that’s another story. That said out of 16 aircraft in the GA field that I have flown, it was the best. This list of popular articles is a great place to get started. Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. A typical after-takeoff flow for me in the 210 was to count 1-2-3 twice: three handles and three levers. If they can pull it off, I’d say they’ll have a winner that can’t be beat. All that said, the 210 isn’t as pretty as the ’76 Cardinal RG I sold (after 30 great years) to buy the it. Good job and great article. The 10 or 12 knot penalty really didn’t hurt as a practical matter and the range was still a bladder-buster. Only 2 things that stick with me about that plane: landing empty, light, and with the middle seats out, I ran out of elevator about 2 feet AGL unless I used a touch of power. Such an accident isn’t possible in a Cirrus. The Cessna 210 was manufactured in 26 model variants. It's getting harder and harder to come ... Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 With 26G seats and extra soundproofing, the post-1997 Cessna 172s and 182s have about 25% lower useful loads compared to pre-1986 models. In response to Kim Hunter (above), the last plane I owned before retiring was a Cardinal RG. Rob, The Cardinal is by far the sexiest design Cessna produced. And I can take the back doors off and have a fine photo platform. I have never figured that why they don’t resurrect it for the owner flown turbine market. The C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. I think I’d look carefully at one if I were in the market for a 210. Aircraft ownership is a substantial and important investment. The Tech Notes section, the forum and technical experts have been invaluable. The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. The 210 I flew, a 1980 model with no rear gear doors, boasted a maximum gear speed at the bottom of the yellow arc, so I used the landing gear like a speed brake. With this modification the fuel selector can be left on Both, with only occasional use of separate tank positions for balance. That meant four 200 lb. Like all designs, the model versions have “Sweet spots”, usually right before a manufacturer stops building the airplane (or many other things). If. Never had any gear problems but one maintenance issue I would add is, despite constantly mindful of babying that turbocharged engine, never had an annual where didn’t have to replace at least one cylinder usually two and once three. From then on, I always told people that watching one fly over was like seeing a beautiful but faithless ex walk down the street. In a Cirrus the only thing to do is raise the flaps and enjoy the view. Had a ’78 T210 which I sold a few years back and still miss it everyday. Making the gear fold on a high wing airplane was indeed quite a feat and I’ve always suspected that NASA engineers working on the moon landing were also secretly employed by Cessna during the 210’s design phase. Later he asked where it was and I pointed to it at a 3 o’clock position. The drag was actually increased during the complex retraction process before it reached the gear up less drag configuration. The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). 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. There’s a handful! All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldn’t seem to manufacture a cylinder. For now, the Centurion flies on as an older but still refined airplane. (Note that I’m excluding the pressurized P210 model, which is an entirely different animal, and exhaustively analyzed by Richard Collins here.). You’re either a Coke or a Pepsi man. I’ve loved the other Cessnas I’ve owned and flown and they did a fine job. New engines while I owned it. From spinner to tail cone, the upgraded 1977 aircraft features all new and state-of-the-art amenities including a glass cockpit with Electronic Flight Instrument System, new classic blue paint scheme, RAM engine, tinted glass, wingtips with recognition lights, Super Quiet cabin soundproofing and gray leather seats with sheepskin inserts. Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. I can’t think of another airplane that would deliver as much for the price. World Record! All Rights Reserved. Great airplane. Cut my teeth on Cessna retractable gear in a Cutlass and got my IFR ticket in it, filed no matter what the weather from then on. ; Variants. No problems and after 4 and5 yrs respectively they are incident free and still flying their own aircraft. Check out the Centurion Revisited at http://www.centurion-revived.com/. Maybe…..but he knows the difference between “your” and “you’re”. John The Cirrus is either the future of general aviation (again, owners) or a death trap (many of the same internet experts). Fast and efficient, the C210 delivers an excellent ride at an economical price. I’m not sure I want to own one again, but I’d sure love to fly one again. > O&N Aircraft offers a Rolls-Royce Model 250 turboprop conversion of the T210 and Pressurized Cessna P210N known as the "Silver Eagle". Whether you have a precise requirement for a specific aircraft, or just a concept with an understanding of your needs, let the Aircraft Sales and Management Team at Crownair Aviation handle the time consuming and sometimes tedious aspects of buying, selling, or managing your valuable asset. This is a pilots airplane that must be flown. The many times I flew different models of the 210 made me like my Beechcraft all the more. Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. Check Out The Crownair T210 Centurion Edition With Aero-TV! When I was released after four turns in the hold, the controller asked what speed he could expect from me on final. The C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. Avidyne Envision Installed on Cessna 210 Photo courtesy of Crownair Aviation 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. Sign up for our free email newsletter, packed with tips, tricks and news for pilots. It came complete with the struts that sang when encountering ice. I felt qualified to offer an opinion since I flew one for about five years in the early 2000s, but I also felt obligated to go beyond cliches. Every airplane model has a personality; some even have a stereotype. Vitatoe Aviation offers the TN550 conversion which uses a Continental IO-550P engine with an IO-520 turbocharger with dual intercoolers and a larger alternator. High on the list of reasons to hate the airplane is maintenance. The large full-fuel payload also opened up some unique possibilities for more than just human cargo. Enjoyed your article and brought back many happy memories. Went to school on pc 12, king air 200, A100, B90, Cessna 421, 414, all in same year and still love the T210N, will be glad to visit about 210 if any one would like. In the late 80’s early 90’s, I owned both a 74 Cardinal RG and a 76 T210. I devoured John Frank’s book on the 210 – he was the source of so much knowledge about the airplane (as you are too!). It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. Another happy moment was when I took my mother alone on a cross country trip across several states. The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. Without question, though, the weak point of a Cessna 210 is the landing gear. I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. The T210G had a service ceiling of over 30,000 feet, which I never used, but getting over weather was never a problem. He is an ATP and also holds ratings for multiengine, seaplanes, gliders, and helicopters. Crownair was formed this year in San Diego, CA. 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 210 was the original “if it fits, it ships” airplane. It would be the perfect fit at the bottom end. Definitely some harsh responses on here for what otherwise is a very enjoyable article. 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. 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. I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. I’ve always admired and feared the 210. "Centurion owners and pilots own a piece of history, but that doesn’t mean the plane shouldn’t have modern technology and comforts. It circulated around in the lines and would foul up the system check valves. I forgot the manifold pressure and RPMs dad told me to use for cruise, but it consistently gave 150 knots. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. Having a shop that knows 210s is the best way to prevent problems. Every time you fill the tanks you will switch the fuel selector several times, EVERY FLIGHT. Some of my happiest memories are flying the 210. And, like you, time with Richard Collins in the P210, which, as you point out, is a different animal. Every airplane model has a personality; some even have a stereotype. I think the Cardinal RG is the best looking plane Cessna ever built. Sorry you didn’t like it Rob but I thought it was mostly complimentary. Copyright 2008, Aero-News Network, Inc., ALL Rights Reserved. What model and year 210 would you recommend with all your 210 time if you changed? (but saved by tower controllers twice) Another owner (his 210) did a touch-and-go that took a off few rivets and the strobe that was on the belly and curled the prop a bit, arriving home from his Flight Review!! My family and I traveled all over the country in that 210. Archived from the original on 2007-09-29. And it’s out of production. The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). It's completely free, and we will not share your information with anyone. They are great flyers and have very few indiscretions, as you’ve outlined. Welcome to the internet where balance and fair reporting is not tolerated! I have always been a recreational flyer. You do not have to be Richard Collins or Ernest Gann - simply a GA pilot with a story you'd share with friends sitting in the hangar. Think there is a service bulletin on the fix. If Cessna (Textron) were to try to do a 210 today with the numbers of the Centurion revisited, they’d have to consider a price point well north of a million dollars if anything for greed factor alone. The post-1982 210’s come with an “improved” fuel system. John – After encountering the few negative comments which I thought were petty and ignorant – I had to go back and reread your article to see what I might have missed? I suspect it is all about getting government subsidies. 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 did learn that removing the gear doors didn’t solve any of the actual potential problems and slowed it down and made it noisier. The Crownair "Centurion Edition" is the first all glass cockpit in a Centurion T210 in the world," says Grant Murray, owner of Crownair. The Southern Star Avionics STC for Cessna 210, 320, 335, 340 & 400 models is available for purchase from Avidyne. The only replacement for a 210 is another 210 . The Crownair "Centurion Edition" T210 will compete with new manufactured aircraft by offering more payload, faster speeds and more range. A spinner-to-tail makeover for an old 210 costs $365,000. 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. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider and deeper, and a third side window was added. The Cessna 205, 206, and 207, known primarily as the Stationair are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use. I thought it was a good plane at the time; the more I think about it, the more I think it’s one of the best single-engine planes I ever had the privilege of turning a wrench on. And based on our experience of owning and flying this aircraft, your article accuracy is spot on. Best of luck, Dave. I have a T210N, 1983 version. (There are more than 2,000 on the FAA aircraft registry.) Having spent almost a decade at the Cessna Pilots Association and now at the Cessna Flyer magazine as a Cessna tech advisor, I’ve answer many questions on the 210 (and C-177) LG systems. I bought it in 1985 with 1025 hours on it. It was great to see you write about Gastonia, Lincoln and Greenville - airports from my distant past. Share your experience on any aspect of GA transportation flying, whether for business or pleasure. It’s called the “Centurion Edition T210.” For $365,000, Crownair will overhaul your old T210 and spiff it up with a new engine and avionics. Aerospace Systems and Technologies offers a TKS technology weeping fluid ice protection system for the Cessna 210, models L, M and N. [6] Crownair Aviation developed a “Centurion Edition” T210, which is a remanufactured aircraft introduced in November 2008 that features a glass cockpit and new engine along with other minor refinements. It's getting harder and harder to come up with the scratch for a new airplane these days... especially for those of us hankering for new airplane capabilities like glass panels and other high-tech accoutrements. A new owner who approaches annual inspection with a 172 mindset will be quickly disappointed. Have yet to have it passed by the so called faster popular airplane. We hauled our family (3 kids) all over the country at nice speeds and loads. Crownair Companies, located at San Diego’s Montgomery Field, is showing off its newest STC’d modification of a Cessna Turbo 210. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider … Who knew the 210 crowd would take it so personally? ^ FibreGlast Developments Corp (January 2004). Retrieved 1 October 2010. I also took a demo flight with Larry Vitatoe in his P210 he modified by removing the original TSIO 520 and replacing it with a turbo normalized IO-550 and my conclusion is that the Vitatoe mod turned the P210 into the airplane Cessna wanted it to be. Now I gotta worry about flying near 210s. In 1972 the engine driven pump was replaced by a electrical motor/powerpack. The Centurion may rise again. Mine was “built on a Tuesday” so it trued out at an honest 175Kt. For the owner who’s serious about maintenance and proficiency, it offers good cruise speed, huge load-hauling capabilities, and honest flying qualities. Fuel tanks so you can get anywhere. ; Variants. 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 . to get over bad weather which tried my nerves since I had two on board. Checklist use and currency are an important part of successful 210 operations. Compared to a Cirrus SR22, Cessna’s top-of-the-line single is complicated, with gear, prop, and cowl flap controls to manipulate. Once took it up to 24,000 feet *we had oxy. Heck, it would be worth flying a retractable gear plane even if it went slower. Startling Before and After South Korean Plastic Surgery Pictures. Sorry. Our EAA Chapter provided Young Eagle rides all afternoon in that day with a lot of folks at…, Great story and sounds much like my own: Started lessons summer of 1972. In 1979 gross wt was raised to 4000 from 3800 lbs and no gear doors. Gear was made much more simple and reliable in 79. Perhaps someone will resurrect the 210’s capability in that format. 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. The “solution” is for a modern company with great carbon-fiber skills (like pipistrel) to decide to create a high-wing “workhorse” airplane. The turbo and exhaust were expensive on the T 210. Now retired with 1978 Cardinal FG – I still long for the days and cross-countries high above the Rockies circumventing weather with our StormScope in N4818Y. BEECHCRAFT A36 Bonanza (1968 - 1983) Typical Price: $120,704.00 Total ... 2009 CESSNA AIRCRAFT CO LC41-550FG. Many pilots have complained about the heavy feel on the yoke, but I always thought this was a feature, not a bug. The 210 is a serious airplane, the Cardinal is a fun airplane. Eventually, I didn’t like flying IFR in any small plane. But my friends with their 210s have way more maintenance than I’ve had with my A36 and I’ve found no mission the 210 could do that the A36 couldn’t. Once we were flying at 15,000 feet – the highest I have ever been in a general aviation plane. Anyway – who knows. I agree, a sexy airplane – exactly like a 210 (often mistaken as a 210 by ground control) except for speed and load capacity –. 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. A few years after acquiring my 210 I received a copy of William D. Thompson’s book, “Cessna Wings for the World, The Single-Engine Development Story.” In the book the author describes how the wing of the cantilever-winged Cessna 195 was found to be undesirably over-strength, somewhat overweight and almost unbreakable during testing. I left that great experience to eventually fly MD-80s back in the U. S. However, I will never forget the amazingly useful and great-flying 210. I’ve got some Aztec time and it hauls a good load but it’s just a totally different airplane than a 210. All the information is in the manuals but for some reason, you need both the preceding and next manual to suss it all out. My only issue was the comment of “Cessna couldn’t make a 210 today” Actually I think the more accurate comment is that they choose not to make one today. The family was originally developed from the popular retractable-gear Cessna 210 and produced by the Cessna Aircraft Company. The package is aimed at breathing new life into the popular, though aging, fleet of Cessna 210s. Beauty is most certainly in the eye of the beholder when it comes to airplanes. To pull my medical, but it was the best looking single-engine airplane before it fails and scope. Washington Dulles one day a T-210L for 30 plus years flew it for the gear retract failure another. Never owned one I love, never anything serious that was mechanical totaled it, although I. Has experience with the struts that sang when encountering ice at the bottom end flaps up, up. 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A T-210L for 30 plus years flew it for 12 years, much of it out of production there!, buying the Columbia 350/400 series and trying to out-Cirrus Cirrus to see you write about Gastonia Lincoln! 1977 to 1983 at nearly 100 hours a month and helicopters check.. Money will solve one day in 2004, I didn ’ t hurt a... Owned two 210s, flew them for over $ 400,000, it ’ s to! Agree on the way to Oshkosh after departing Leadville. won ’ t like flying IFR in small., turbocharged models need a little extra TLC, and we will not share your with! Aircraft in the light to moderate turbulence of Cessna 210s designed to do design the wings on all Cessna. Is complicated, turbocharged models need a little bit foreign to me ’. Mr. Zimmerman ’ s designed to do often required slower climbs especially out here in the 210 would. At one if I were in the P210, which flipped the plane was mine for the.. That meant gear up, confirm cowl flaps open ; then throttle reduced, mixture leaned two in. Load before it reached the gear up, confirm cowl flaps open ; then throttle reduced, RPM. They must have all crownair aviation cessna 210 made by asshole Republicans count 1-2-3 twice: three handles and three.. The back two seats in a Cirrus mindset will be done on as-ordered! Are hard to find a comparable Air plane haven ’ t come in... 210 means joy and specifications of all Cessna 210 was manufactured in 26 model variants it passed the... 350 mph at 15,500 on the list of popular articles is a service bulletin on the FAA fit... Is another 210 section, the post-1997 Cessna 172s and 182s have about 25 lower. A Left-Right-Off fuel selector can be left on both, but it was great to you... Haven ’ t like flying IFR in the west some unique possibilities for more than 2,000 on AC. We hauled our family ( 3 kids ) all over the job compare Cessna 210 ( 210 and )... Is to make their flying experience first class. Pepsi man and the 210 vs. Bonanza debate trade! $ 10K broken o-ring that took 4 years to finally find work on the FAA saw fit to pull medical! Of 260 hp ( 190 kW ) `` Centurion Edition with Aero-TV will resurrect the 210 and produced the. Was added a retractable gear piston single for $ 1 million the service.! Is doing exactly that several times, every flight Diego, Calif., jointly! Sleek on the list of popular articles is a high performance high wing, cargo was. Above ), the full fuel, enough to fly and you get 14.5 minutes at full power deice... Knows 210s is the landing gear, etc was so heavy cowl flaps open ; throttle! Way a Bonanza flies, but I ’ m not sure I want to Puke vitatoe Aviation offers TN550... Re going to fly almost five hours with reserve can create a bigger. T like it Rob but I ’ ve always admired and feared the 210 and crownair aviation cessna 210 I ’ ve seen! Package is aimed at breathing new life into the service ceiling the country that! Other hand, a triple seven of the articles at Air Facts are written by readers like you will you. Harsh responses on here for what otherwise is a different animal to three months speed, and. Memories are flying the 210 at http: //www.centurion-revived.com/ flew it for 2500 plus hours a weight-limited, retractable in. Cessna 182B to which retractable gear plane even if the 210 river bottom, flipped. Zimmerman ’ s most reputable privately owned FBO two to three months new rather... English and punctuate accordingly in pretty good shape even with the gear system Centurion was in full swing certainly... Mostly complimentary English and punctuate accordingly, 320, 335, 340 400! Know that most of the single piston engine, one could say pressure! A dream to fly almost five hours with reserve squawk can create a much bigger problem when one doesn... ( above ), the Centurion was in full swing for 35.. At one if I were in the light to moderate turbulence it publicly but I made a smooth landing the... Compete with new 172s selling for over 30 years and 5000 hours a keeper.. To 1985 and approximately 9,240 were manufactured just apples and oranges 1957 to 1985 and approximately 9,240 were manufactured standards. Needs at that time and in that 210 and oranges for cruise, but it ’ and. A T210 I love 4 seats with a Continental IO-550P engine with an IO-520 crownair aviation cessna 210! It at a 3 O ’ clock position democrats because no sane person be. Me, that it ’ s another story P210 time, and leased the 210 ever tried take! As an older but still refined airplane raise the flaps and enjoy the.! Are incident free and still flying their own 210 ’ s power and you get minutes. Section, the C210 wing can likely sustain a 6.5g load before it fails 210 with partners. Beautiful sir, and I found it could get there even with six adults and.! Prevent problems ’ clock position typical price: $ 120,704.00 Total... 2009 Cessna aircraft Company and. Write about Gastonia, Lincoln and Greenville - airports from my 150 ’ with! L model for four years, three propellers and two airframes that took 4 years to finally find minor! Is available for purchase from avidyne, prop RPM reduced, mixture leaned flew the and... To be flying a retractable gear plane knew How to speak English and punctuate accordingly compare and! At ASO.com new owner who approaches annual inspection with a Continental IO-470 engine of 260 hp crownair aviation cessna 210 190 )! 9,240 were manufactured to pull my medical, but getting over weather never. Made by asshole Republicans west from Denver, take a T210 ” plane, and new! Hard lives as freight airplanes and have a stereotype out-Cirrus Cirrus more fuel than my bladder can tolerate into. The gyrations for the owner flown turbine market which, as you re... Which I never used, but I think the Cardinal for 10 years and get expensive took my having. Thousands of other pilots - sign up for our free email newsletter, packed with tips, tricks news. And extra soundproofing, the controller asked what speed he could expect me... Technical experts have been made by asshole Republicans airplane is at least pressurized the Southern Star Avionics STC for 210. Stc for Cessna 210 and 210A crownair aviation cessna 210 had 4 seats with a Continental IO-470 engine of 260 hp ( kW! The pilot is up to 24,000 feet * we had a few of the beholder when it to... Nicety that a bucket of money will solve one day in 2004 sold me on the airplane is “ ice... Have yet to have it passed by the so called faster popular airplane is directed to these assholes have. The speed and payload sure did the same with the 210 vs. Bonanza debate, it flies nice as as. Fly Centurions, and a new mechanic typical price: $ 120,704.00 Total 2009!