Features. They sold a bunch of them. Some notable ADs include: AD 91-22-1, which calls for replacing cracked and chafing wires in the nosegear tunnel on all 210s; AD 94-12-8, regarding calibration and labeling of the fuel system; and AD 93-13-9, concerning replacement of the air induction hose on T210s. Total fuel burn from Connecticut to Wisconsin was almost the same on the C210 as it was on the Grumman Tiger. The P210R suits us well, says Michelee. GlobalAir.com is your partner in connecting you with relevant information and resources. If you want a lot of 210 for your money and dont mind the chin bump and a little less room in the cabin, any 1964 to 69 210 is a good choice; the 1968 or 1969 T210 had pneumatic de-ice boots and a hot prop as options, which further upped the utility of this very capable airplane. Yet, the 210 generically, and the P210R specifically, will always have a certain appeal to pilots who appreciate the types rock-solid stability in cross country mode. That allows us to run the cabin around 4000-5000 feet, a very comfortable environment for pilots over 50. I just completed the installation of a new Airtex interiora huge job when done correctly. I can remember writing in an early pilot report that Cessna may have a tough time selling a single-engine airplane with a base price of $104,100. Wrong! Theres one more thing to be aware of about the 210, a trait that could bring the pilot who pushes the limits of range to grief. Best Range: 680 NM CESSNA 210D Single Engine Piston for sale located in Anderson IN from 2413325. 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. Overhauled November 2008 by Northwest Propeller Service Puyallup, WA, Garmin GNS 430W NAV/COM/GPS with GPSS Its a testament to the 210s basic good performance that this is not the case. ( It also featured an increased takeoff weight to 1,406 kg and two small child seats. Although most Cessnas have an excellent reputation for short-field operation, an unmodified 210 doesnt shine in this category when compared with its peers. Send questions and comments to . By almost any measure, the Cessna 210 is a flexible, successful airplane. Big news came in 1964, with the 210D, which received not only Continentals IO-520-A, but a 1700-hour TBO and another 100-pound gross weight increase. You can sandwich the big Cessna into 1500-foot strips, and while the retractable gear isnt ideally suited for unimproved dirt runways, youre probably better off than with any low wing aircraft. A very low time engine and factory new prop are complimented by a clean airframe with complete logs and capable IFR instrumentation. In 1972 the electrical system on the 210L was upgraded to 28 volts, and the landing gear extension/retraction system was changed from one powered by an engine-mounted hydraulic pump to one which the pump was powerpack-mounted and electrically powered. It is said of the Centurion that if you can close the doors it will fly. Centurion maintenance is not trivial, especially the landing gear. Its not difficult to land, mind youespecially when theres some weight in the backbut it suffers its share of hard landings, swerves, runway overruns and gear collapses. In 1977, the 210M came out, with a 3800-pound gross weight, to be followed in 1979 by removing the gear doors for the 210N. Serial Number 910074 MAC 1700 2'nd NAV/COMM Plus, the Piper and Beech had single cabin doors, making it necessary for me to board before the other front seater. Since the Cabots now do much of their flying in the Mountain West, a blower out front seemed a good idea. Thirty-one of these improved P210s were produced in 1985, and seven in 1986 prior to the end of production. In 1972, the 210L version was developed. Its not kidding. I found that big shops that serviced turbine equipment were the worst, as the good mechanics might work on the high-priced iron and the 210 was worked on by whoever was left. Performance specifications Horsepower: 1 x 260 HP Best Cruise Speed: 160 KIAS Best Range (i): 680 NM Fuel Burn @ 75%: 15.0 GPH Stall Speed: 52 KIAS Rate of climb: 1,270 FPM Ceiling: 20,300 FT Takeoff distance: 625 FT Landing distance: 725 FT Takeoff distance over 50ft obstacle: 1,210 FT Landing distance over 50ft obstacle: 1,110 FT Weights The turbocharged models were also retired with the 1986 T210R, by then sporting a 325-HP TSIO-520-CE with a 1600-hour TBO and a 4100-pound gross. Early models relied on an engine-driven hydraulic pump, which was later upgraded to an electrohydraulic system. Beautiful, Well Maintained 1964 Cessna 210D. Bose Ship Mounted Headset Connector/Adapter. Minimum runway required to clear a 50-foot obstacle is a little over 2000 feet, which is close to the figure given for the A36 Bonanza, but longer by several hundred feet than those posted by the other Bonanzas and Pipers PA-32R. It was also lighter and less expensive to build. Read another SDR entry: Nose landing gear failed to extend. step-up aircraft. 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. (2) Fluid flows to the door-control actuators and the doors open. If not, repetitive inspections at 1000-hour intervals are called for. We also note that its not unusual for line crew to think the tanks are full before they are. Various components get blamed for gear problems but the overall issue is sheer complexity: Theres a lot going on when the gear is cycled. I have interviewed P210 owners that spoke of the need to keep a close eye on engine CHTs especially during hot days. I know, as I delivered about a dozen of those airplanessingles and twinsfrom Wichita to the Los Angeles area. The later engine-pump driven and electrically-powered pump versions are available in overhauled condition from more than one source. Since pressurization remained at 3.35 psi, pilots and crew would have needed supplemental oxygen, as the cabin would have been above 12,500 feet. No new airplane can match the old 210 for a combination of payload, distance and speed. The empty weight is 1735 lb and the gross weight is 2900 lb. 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. . As with any modern high-performance aircraft engine, an engine monitor and the understanding and application of proper powerplant management are the keys to long-term engine health. Child seats in the baggage compartment were optional. Activate My Web Access . Its a great choice for a pilot that is qualified to fly complex airplanes, can comply with the requirements supplied by his insurance adjusteror can pay for the required dual instructionand has a need for a fast, capable heavy hauler. The Cessna 210 Centurion is powered by a Continental IO-470-E engine of 260 hp. Whatever would fit in the car would fit in the 210 and we would always be within weight and balance limits. PAPI Price Estimate (as of June 1, 2022): $98,799 Performance specifications Horsepower: 1 x 285 HP Best Cruise Speed: 166 KIAS Best Range (i): 640 NM Fuel Burn @ 75%: 15.0 GPH Stall Speed: 53 KIAS Rate of climb: 1,210 FPM Ceiling: 21,000 FT Takeoff distance: 590 FT Landing distance: 700 FT For both the 210B and 210C, MTOW upped to 3,000 pounds. Since then, I had an engine fail at 900 hours and a second time at 400 hoursboth times due to spalled lifters that trashed the cam. To view the various models currently available, please check out our Cessna aircraft for sale for descriptions and photos or . Sun n Fun 2023: Superior Custom Instrument Panels. This, in turn, caused nose gear to retract on ground.. Unless otherwise noted, these reviews carry product pricing from the time of the original review. (15.0 gallons/hr @ $5.40/gal), Misc: landing, parking, supplies,catering, etc, Typical Price: $126,134.00 Chief among them: Cessna engineers had to devise a way to hide its landing gear in the belly. Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Templeton, Calif. with his wife Audrey. To help seal the cabin, the pilots door was fitted with multiple, heavy duty pins and the windows were rounded and reduced in size. Fuel-injected Continental engines such as the ones in 210s are very good candidates for operation on the lean side of peak, provided they are equipped with GAMIjectors and a modern engine monitor. Fuel cost per hour: Dual Push to Talk Cessna C210 Centurion aircraft specifications history and performance. ( When all-out payload and speed are important, the 210 is hard to beat. Fuelburn: 15.0 GPH DIY Beginners Checklist: Preparing to Do Some Maintenance Yourself. Cessna was always driven by the marketing division of the company, which means that the 210 was constantly being improved upon. Pre-1962 Cessna single-engine service manuals suggested that wheel bearings be cleaned and greased at the first 100 hours time-in-service, and thereafter at 500-hour intervals, unless operated in extremely dusty or sandy conditions. Stepping up from a Piper Dakota, I considered the 210, Bonanza and a Saratoga. PS Engineering CD Player Figures provided are averages for the more common models, and have been rounded to the safer side. We note that some models of the T210 can be at risk of vapor lock. Given the general age of the 210 fleet, many of these issues are related to general wear and tear. Speed is the 210s true forte. The full cantilever, laminar flow wing came along in 1967, and power was bumped up again in 1970 to 300 hp. TruAtlanticformerly Atlantic Aeroand Texas Skyways offer upgrades to the TCM 550-series engine. Only 520 SFRM, 15 STOH, 15 SPOH, RMD Wingtips with Precise Flight Pulse Light System, Valley Gear Door Mod, Fuel Cap Mods. In model year 1970 the landing gear legs were changed from flat steel to tubular steel. Too, the historic nemesis of older Centurionsfatigue cracks in landing gear saddleshas apparently not abated completely. They jetted out from Massachusetts the following day, bought the airplane on the spot and have lived happily ever after. Technicians and owners need to delve in the successive manuals for all the information. Search 1000's of Aircraft listings updated daily from 100's of dealers & private sellers. By continuing to use this website, you are agreeing to our Cookie Policy. These aircraft manuals are NOT FAA-approved replacements for your aircraft's POH. Fuel cost per hour: If your mission is flying in the mid-teen altitudes and you struggle with the inconvenience of the additional expense of the periodic recertification and filling of the onboard oxygen bottle(s), cleaning cannulas and crimped oxygen hoses, you should consider flying in the quiet and comfort of a pressurized 210. Cessnas specs suggest the R model ascended at 1150 fpm200 fpm better than the N Centurions. I found that all the answers needed to understand and maintain the 210 landing gear systems are in the Cessna service manualshowever, not all the information is in any one manual. The Cessna 210D is powered by a Continental IO-520-A engine of 285 hp. 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. The second was when a gear door actuator blew apart because of incorrect assembly by an incompetent mechanic. 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. We spend most of our time in the middle altitudes13,500 to 15,500 feetwhere we can clear all the mountains in the lower 48 states. The aircraft was developed into 26 model variants. (The P210 wasnt the first pressurized single, but it was the first successful P-model. In 1962 for the 210C, the fuselage was widened. Davtron Model 902A Digital VOR That translates into a useful load of between 1,580 and 1,620 pounds. The first time I went for a full overhaul to new limits. - 5175 Airframe Total Time - 1620 Engine. ), Best rate of climb, SL (fpm): 1145, Max operating altitude (ft): 25,000, Stall (Vso kts): 58, TO over 50 ft (ft): 2110, Ldg over 50 ft (ft): 1600, Bill Cox took his first flight in a Piper J-3 Cub in 1953 and has logged some 15,000 hours in 311 different types of aircraft since. 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