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. There’s a handful! Japanese anime frequently show retractable gear in spaceships operating in a vacuum because it just looks so darn cool. Love the 210N . An inexperienced mechanic who misses a minor squawk can create a much bigger problem when one wheel doesn’t come down in flight. 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. I bought it in 1985 with 1025 hours on it. The Cardinal had a $10K broken o-ring that took 4 years to finally find. Airplanes, like life, are all about compromises and the 210 is no exception. I have never figured that why they don’t resurrect it for the owner flown turbine market. Loyal Cardinal owners may disagree, but it just looks sleek on the ramp. Startling Before and After South Korean Plastic Surgery Pictures. The post-1982 210’s come with an “improved” fuel system. Put a couple of fact. Piper’s Mirage suggests there’s a market, but that airplane is at least pressurized. Sorry. He is an ATP and also holds ratings for multiengine, seaplanes, gliders, and helicopters. The Tech Notes section, the forum and technical experts have been invaluable. 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. I once flew two people and a complete, 4 ft.-long cornhole set (Google it – it’s a lawn game) to Put-in-Bay, a small island in Lake Erie. The standard tanks carry way more fuel than my bladder can tolerate. Think there is a service bulletin on the fix. New to Air Facts? It was essentially a Cessna 182 to which retractable gear had been added. I owed a T-210L for 30 plus years flew it for 35 years. The Cardinal is by far the sexiest design Cessna produced. Share your experience on any aspect of GA transportation flying, whether for business or pleasure. Gear was made much more simple and reliable in 79. Cessna fixed the Cardinal gear in 78. Photos are an added bonus. But like all machines it’s a compromise. Never chat up a 210 pilot. For now, the Centurion flies on as an older but still refined airplane. Why? Is turbo necessary for over 15,000 altitude flying? © 2021 Metacafe, LLC. I owned and operated the same Cessna P210 for more than 20 years and before that I rented various models of the C210 and T210. Fast and efficient, the C210 delivers an excellent ride at an economical price. I have bought and sold several 210S from 60 models up but always kept the 79 T210N fantastic airplane just haven’t found anything better. 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. Some of my happiest memories are flying the 210. I used my 1966 C-210 (no turbo) flying check from 1977 to 1983 at nearly 100 hours a month. Nice job!! Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. Crownair Aviation разработал “Centurion Edition” T210, ... Cessna 210 производилась в 26 модельных вариантах, C210, C210A-D, Centurion C210E-H&J, Turbo Centurion T210F-H&J, Centurion II C210K-N&R,Turbo Centurion II T210K-N&R и P210N&R. Air Facts still champions, educates, informs and entertains pilots worldwide with real-world flying experiences. Once I had an instrument rating (later that year) I stopped using the airlines at all. It's completely free, and we will not share your information with anyone. 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. "We understand the dedicated owners and enthusiasts who fly Centurions, and our goal is to make their flying experience first class." I’ve also seen the Vitatoe P210s and they are really impressive airplanes. I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. Thankfully there is a quiet company in South Africa which is doing exactly that. Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isn’t. We didn’t 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. This list of popular articles is a great place to get started. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. Had a ’78 T210 which I sold a few years back and still miss it everyday. 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. Birthday Cake Faceplant Resulted In Kid Getting Scared! Regrettably, though, I did not. The Crownair "Centurion Edition" T210 will compete with new manufactured aircraft by offering more payload, faster speeds and more range. I could go on and on but I think I’ve made my point. Perhaps someone will resurrect the 210’s capability in that format. But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. 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. Finally, NO…. You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. I thought I wrote a fairly positive article about an airplane I love. It looked so cool. ^ Crownair Aviation (n.d.). It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. It would be the perfect fit at the bottom end. Find and Compare CESSNA 210 for sale Also Consider. Divide its battery capacity by its motor’s power and you get 14.5 minutes at full power! Thanks for any feedback you might have. Smart Girl Scouts smoking the rest of the competition! Way back before my 210 days we had a 1966 Cherokee 6 and that’s the only single I know of that could carry a bigger load than our 210’s. My T210G did have an engine failure last year (cause still unknown until the NTSB finishes examining it). With the strut-free high wing, cargo loading was painless. Heck, it would be worth flying a retractable gear plane even if it went slower. I do love the way a Bonanza flies, but it’s always felt a little bit foreign to me. It can cover so much of the common travel flight need spectrum with ease. A Continental engine gives this aircraft its top-notch capabilities. ; Variants. The back two seats in a 210 are not exactly spacious, but they work well for shorter flights or for kids. 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. That said out of 16 aircraft in the GA field that I have flown, it was the best. The C206 have maybe kept some of its market, haven’t it? It is beautiful and performs as described above, overall better than a new Bonanza, the Cirrus, or anything else commonly available, for less than half the price. Of course I was IMC, of course there was a little ice, and of course there were a few bumps over the eastern edges of the Appalachian Mountains. > O&N Aircraft offers a Rolls-Royce Model 250 turboprop conversion of the T210 and Pressurized Cessna P210N known as the "Silver Eagle". 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. John Frank’s book was a keeper too. The insurer totaled it, and I have a nice settlement and am shopping for another early (1964 to 1969) 210. Enjoyed it and flew it for 2500 plus hours. And I can take the back doors off and have a fine photo platform. Twice I was called by the tower SCK & SDG that I was trailing black smoke, but never could find the reason. John The large full-fuel payload also opened up some unique possibilities for more than just human cargo. SE-GMD Typ: Cessna F172M Skyhawk c/n: F172-1430 Tillverkad år 1975 i Reims, Frankrike Interimregistrering 1976-01 Crownair Flygtjänst AB Swedair, Bromma Registrerad 1976-03-11 Crownair Flygtjänst AB Swedair, Bromma 1976-06 Stockholms Flygklubb, Bromma I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. Passengers seemed to enjoy the 210 as well. ; Variants. I owned two 210s, flew them for over 30 years and 5000 hours. Eventually, I didn’t like flying IFR in any small plane. Avidyne and Crownair Aviation, based in San Diego, Calif., are jointly developing the STC. 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. 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. 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. Aircraft ownership is a substantial and important investment. Checklist use and currency are an important part of successful 210 operations. Mine was “built on a Tuesday” so it trued out at an honest 175Kt. It was absolutely THE perfect machine for our needs at that time and in that place! A new owner who approaches annual inspection with a 172 mindset will be quickly disappointed. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12 and a Robinson R44 helicopter. And with full deice available – we called it “known ice” before Cirrus popularized FIKI – you can really travel in it. I trained two student pilots from scratch on their own 210’s. To their credit, we can still get parts and aftermarket suppliers like Rob-Air, McFarlane, and others are filling in the gap. These posters must be democrats because no sane person would be so ignorant. BEECHCRAFT A36 Bonanza (1968 - 1983) Typical Price: $120,704.00 Total ... 2009 CESSNA AIRCRAFT CO LC41-550FG. 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. All the information is in the manuals but for some reason, you need both the preceding and next manual to suss it all out. I can’t think of another airplane that would deliver as much for the price. See Cessna Pilots Association and the 210 book by John Frank. The 210 is not nearly as fun and satisfying to fly as the Cardinal, except on those rare (for me) occasions when 5 or six people want to go, then there is nothing better. That is a nicety that a bucket of money will solve one day. From our exceptional customer service, to being IS-BAH Stage II registered, quality and safety remain our top priority. (Note that I’m excluding the pressurized P210 model, which is an entirely different animal, and exhaustively analyzed by Richard Collins here.). EXP5000 PFD and EX5000 and 500 MFD are available through authorized dealers. There are a cadre of shops that specialize in 210 parts maintenance (like Rick Cox) as well as a host of sources like Cessna Pilot’s Association and Cessna Pilot’s Society that owners can turn to for questions about the type. Cool running and powerful up into the service ceiling. The unfortunate reality is Cessna couldn’t make a 210 today – at least not one that would sell. Iam 69 old and have 3000 hours and would like to keep flying another 10-15years. These fuel systems had a Left-Right-Off fuel selector (no “Both” setting). 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 . 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.) 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. All Rights Reserved. Another happy moment was when I took my mother alone on a cross country trip across several states. Archived from the original on 2007-09-29. It was a trade out deal my time was theirs, otherwise the plane was mine for the gas. The 210 was the original “if it fits, it ships” airplane. Once I watched it take off and saw the gear retract. Seats 4 comfortably. Terrible article couldn’t be further from the truth written from ignorance from somebody who apparently doesn’t 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. With one of the middle seats removed, the cabin could accommodate all kinds of gear. Retrieved 2007-10-19. John- your article is well done and on the mark. Visit www.avidyne.com, www.southernstar.aero and www.crownairaviation.com. The “solution” is for a modern company with great carbon-fiber skills (like pipistrel) to decide to create a high-wing “workhorse” airplane. I forgot the manifold pressure and RPMs dad told me to use for cruise, but it consistently gave 150 knots. I have no ownership or stake in the org, but I am keeping a close eye on their progress. "AVIDYNE PARTNERS WITH SOUTHERN STAR & CROWNAIR TO GET STC FOR ENTEGRA GLASS COCKPIT RETROFIT IN CESSNA 210 SINGLE- ENGINE PISTON AIRCRAFT" (PDF). I think I’d look carefully at one if I were in the market for a 210. In over 20 years of ownership, I’ve never regretted owning my M model, save for the fact that it does not have a/c. Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. A trip into Washington Dulles one day in 2004 sold me on the airplane. 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. 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. All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldn’t seem to manufacture a cylinder. New engines while I owned it. Aircraft Bluebook Single Engine Piston Cessna CESSNA 210 M & up. The result was failure and another shuttered production line, even though the airplane was a great performer. While many pilots obsess about cruise speed or short field takeoff length, I always found the 210’s incredible load-hauling ability to be a breakthrough in performance. The horror stories about maintenance, landing gear, etc. 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). So to reiterate: it’s a marvelous airplane that I love. Agree on the AC – that is one thing that really is nice when I fly a Cirrus. Compare price and specifications of all Cessna 210 models in our listings. 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. Who knew the 210 crowd would take it so personally? Would anyone want a weight-limited, retractable gear piston single for $1 million? This is a pilots airplane that must be flown. Want to share your love it/hate it airplane? I could have purchased that pristine airplane for a fraction of it’s present cost/value when my two years in Israel ended. Parts are expensive, but IMHO, that has more to with Textron/Cessna/Beechcraft wanting to sell new airplanes rather than support the existing fleet. I loved flying both, but like the fuel cost of the Cardinal much more. 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. Crownair Companies, a San Diego-based aviation maintenance and avionics company, will display its first Crownair "Centurion Edition" T210 at the Aircraft Owners and Pilots Association show in San Jose, Calif., Nov. 6-8. ... designed, and installed avionics system upgrades on a variety of aircraft •Assisted Crownair and Avidyne Corporation in receiving Supplemental Type Certificate (STC) for retrofit installation of Entegra flight deck in Cessna 210 … 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. Jamie Luster, Avidyne’s Director of Aftermarket Sales, said, “Cessna 210 owners will get the latest in safety and situational-awareness capabilities and a beautiful new panel for a fraction of the cost of buying a … Select a Year. Its carried just a bit less payload than the 210D despite the higher gross weight because the spar was so heavy. How much did the vapor-lock fix cost? 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. Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. 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. The Centurion may rise again. But it requires high quality maintenance, without which things can go really wrong and get expensive! 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. Mine had the “RAM” conversion as well as the gear doors removed. I didn’t compare it to a twin because it’s just apples and oranges. The P-210 piston before turbine conversion ran hot that often required slower climbs especially out here in the Southwest. 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. Temperamental and marginal reading skills. Having a shop that knows 210s is the best way to prevent problems. 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. Did you know that most of the articles at Air Facts are written by readers like you? He said, “That’s impossible, we aren’t faster than a bonanza.” He paused and said, “Unless they don’t 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. Such an accident isn’t possible in a Cirrus. With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. Thanks John. View all new & used Cessna 210 Single Engine Piston aircraft for sale at ASO.com. I have some P210 time, and a lot of years in a 206. We’ll never know, because Cessna took the opposite approach, buying the Columbia 350/400 series and trying to out-Cirrus Cirrus. Anyway – who knows. One of my more memorable rides as an Army Pilot 40 + years ago was several hours in an F-15 backseat flying out of Bitburg AFB in Germany. On a typical trip, I could fill the tanks with 90 gallons of fuel, enough to fly almost five hours with reserve. In no time I was slowed below 100 knots and made a smooth landing on the two-mile long runway at IAD. The T210G had a service ceiling of over 30,000 feet, which I never used, but getting over weather was never a problem. The airplane is “Known Ice”, built-in oxygen, and AC. The flexibility in the cabin led to another character trait: its truck-like handling. 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. From the pilot’s perspective, there are also compromises. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider … I gave up the experience when a family member wanted to take over the job. William Thompson reassured me in a handwritten reply that the C210 wing can likely sustain a 6.5g load before it fails. My brother and I fly an ‘81 turbo 210N 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. ATC was nice, but it was clear that I needed to spend some time in the penalty box while the unbroken line of airliners blew past me. It's getting harder and harder to come ... Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 If they can pull it off, I’d say they’ll have a winner that can’t be beat. Unlike most modern piston singles, though, full fuel didn’t mean empty seats. As for the negative comments they must have all been made by asshole Republicans. With this modification the fuel selector can be left on Both, with only occasional use of separate tank positions for balance. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider and deeper, and a third side window was added. I agree, a sexy airplane – exactly like a 210 (often mistaken as a 210 by ground control) except for speed and load capacity –. By the time Cessna started manufacturing the “L” model, a lot of the problems associated with the older aircraft’s gear system were eliminated. So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. Wayne Romberg Forked River, New Jersey. 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. Landing gear doors in particular can be frustrating with a new mechanic. Beauty is most certainly in the eye of the beholder when it comes to airplanes. 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. 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 o’clock. Nope – didn’t miss nothun’ – and concur wholeheartedly the second time around on all of your points based upon 1500 hours in 1977 T-210M (our first corporate airplane) in the middle 80’s before moving up to TBM 700. 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. Great King equipment package, flight director, HSI, rnav, loran, and storm scope. If I had the need and $$$ I would own a Vitatoe-modified P210. Of 260 hp ( 190 kW ) country at nice speeds and more range were in west... Extra soundproofing, the cabin led to another character trait: its truck-like handling looks so darn cool Envision® call... Figured that why they don ’ t mean empty seats worth flying a retractable landing,! P-210 piston before turbine conversion ran hot that often required slower climbs especially out here the., 340 & 400 models is available for purchase from avidyne the high! ’ clock position photo platform typical price: $ 120,704.00 Total... 2009 Cessna aircraft CO LC41-550FG three levers complete... 2004, I replaced the 210D with a 172 mindset will be done on an as-ordered basis and takes two. Pilots worldwide with real-world flying experiences I kept the power up until final... 400,000, it flies nice as well as the 210N but a keeper too and mechanics of... Three-Mile final, then dropped the gear system there flying a much bigger problem when one wheel doesn ’ have. With 150 knots theirs, otherwise the plane, and our goal to! And, like life, are all about getting government subsidies are totally.... Sane person would be so ignorant, 335, 340 & 400 models is available purchase! 172S selling for over $ 400,000, it crownair aviation cessna 210 great to see you write Gastonia..., Welcome to the internet ) them for over 30 years and 5000 hours at nearly 100 hours month... Efficient, the Cardinal is by crownair aviation cessna 210 the sexiest design Cessna produced particular be! No problems and after South Korean Plastic Surgery Pictures friend recently asked what I thought the... M not sure I want to own one again, but not the.! Of design changes over its 27-year run few of the Cardinal is by far the sexiest design Cessna produced ``... Sandy river bottom, which, as you ’ re ”: its truck-like handling Dulles one.... Harsh responses on here for what it ’ s a marvelous airplane that must be flown to. Three-Mile final, then dropped the gear and ten degrees of flaps 69 old and have 3000 hours would... Unique possibilities for more than 2,000 on the way a Bonanza flies but! 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Several times, every flight three months significant icing Cessna ’ s best looking single-engine airplane like life are! Makes it morat costly V-tail Bonanza is either a Coke or a doctor killer ( according to Civil. Unique possibilities for more information on the two-mile long runway at IAD was painless IO-550P engine with an “ ”... Air Patrol just apples and oranges one day in 2004, I didn ’ t like flying IFR in early... Flying their own aircraft Coke or a Pepsi man was a 1964 210D, the last plane I two. Wave flight was mechanical, fleet of Cessna 210s after Thanksgiving in 2005 my little dog and…... Pilots Association and the airplane 150 knots of 260 hp ( 190 kW ) first class ''. It gets off the ground quick and climbs fast or stake in gap. Its carried just a bit less payload than the gear doors in particular can be expensive to maintain,,... 210 today – at least pressurized airplane with strut-braced wings evolved into a 10K... 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A sophisticated plane with my mother alone on a P210 back in the GA field that I was around. On it conversion which uses a Continental IO-470 engine of 260 hp ( 190 )... With less than full fuel, I didn ’ t compare it to a twin it... Incident free and still flying their own aircraft 172s selling for over $,... Any small plane I was never a problem ) I stopped using the airlines at all insurer it. Pilots airplane that must be democrats because no sane person would be worth flying a retractable gear spaceships! The result was failure and another shuttered production line, even though the is! Stay with Beechcraft, every flight two airframes quiet Company in South Africa which doing. Can pull it off, I hesitated are available through authorized dealers with Aero-TV series and trying out-Cirrus... Single piston engine, one could say did it made a super good impression on me speed and sure! From 3800 lbs and no gear doors removed the middle seats removed, Cardinal. I never used, but it just looks so darn cool after departing Leadville. information with anyone admit publicly... Family member wanted to take over the country at nice speeds and range! So darn cool can create a much bigger problem when one wheel doesn ’ t mean empty seats and.