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There were some teething problems with the 1978–1980 P210s until Cessna announced its Performance Plus Program in 1981. This program called for the installation of a new turbocharger and other changes designed to reduce the turbocharger discharge temperature. In 1982 an improved (sloped) turbocharger controller that further reduced the temperatures was introduced. The engine-driven pump version had been in place since 1962 and—although there are a few who might dispute this—had proven to be a dependable system. Although I do not consider this an ice-capable machine, it does have the power to get you out of some situations.
The Centurion: What Is The Cessna 210 Cruise Speed? - Simple Flying
The Centurion: What Is The Cessna 210 Cruise Speed?.
Posted: Mon, 08 Apr 2024 07:00:00 GMT [source]
Electric Tow Bars: Hand-Tool Powered
Using the 1980 model year as the benchmark, a Cessna 310R typically retails for $214,000 versus $156,000 for the equivalent year Cessna 210N, a price difference of 37 percent in favor of the single. Among our comparison group, its the only used twin that sells for substantially more than a single that might logically be considered an alternative choice. Three ComparisonsThanks to so-called parts-bin engineering, the manufacturers made stepping up to a twin somewhat logical.
Lightspeed Delta Zulu: Good Utility, Reliability
And if useful load is less of a concern, certain Beechcraft Musketeers and Sierras are equipped with a third row of small seats primarily suitable for children. The passenger-biased P206 models provide three separate entry points to the cabin. Each front seat has its own door, and a third smaller door provides access to the left-side back seat. Opinions vary based on spryness and flexibility, but one P206 owner with whom we spoke describes this rear door as somewhat more difficult to utilize than that of a Cessna 150. The door lacks a footrest to assist ingress and egress, and the door opening is relatively small. For many, it’s a feature best utilized for children and baggage.
Mysteries Of Flight: The Curious Case Of Pan Am Flight 914
That solidity and predictability may be one of the reasons the airplane has long been popular. All power controls are moved full forward at the beginning of the takeoff roll and left there until leveling off in cruise. I did not have to touch anything until leveling off at FL220, which, in my opinion, is how power management should be—there are enough demands on the pilot’s attention, particularly when departing from a terminal area.
FAA Fit? Wingman Med Backstops
Fuel quantity is measured by two float-type fuel quantity transmitters and indicated by two electrically-operated fuel quantity indicators. The Cruise Performance tables in the IM lists a cruise speed of 180 knot cruise speeds (80 percent power/17.8 gph) at 10,000 feet and 196 knots for the same power setting/fuel burn at 20,000 feet. The performance tables show that a more reasonable 71 percent power setting (15.5 gph) at 16,000 feet will yield a true airspeed of 179 knots. The main gear doors were removed (theyd been troublesome on the 210), which cost some of the original 196-knot cruise speed and a little climb rate.
Cessna 210D Centurion
The Bonanza lacked the payload and loading flexibility, and the Saratoga was slower than either. Neither had ice protection, which I installed on the 210 during my first year of ownership. Plus, the Piper and Beech had single cabin doors, making it necessary for me to board before the other front seater. These qualities also make the 210 an excellent IFR aircraft, perhaps one of the best available.
A Cessna 310s published single-engine climb varies with model but is in the 330 to 380 FPM range; turbocharged models do better, especially at higher altitudes. Given the vagaries of airplanes and pilot proficiency, a new owner could probably expect 250 FPM on one engine. The 55 Baron is about on par with those figures, while the Seneca has a published single-engine climb rate of 235 FPM. The P210 is an all metal, six place, high wing, single engine airplane equipped with retractable tricycle landing gear, and a cabin pressurization system. Spins and aerobatic maneuvers are not permitted in normal category airplanes. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 91 or F.A.R 135.
Turbonormalized P210: Fast, Efficient, Quieter
The turbocharged version will true at 190 to 200 knots, especially if high and light. For a well-trained and competent pilot, a properly loaded twin probably is a safer airplane to fly. In reality and as the accident record shows, many pilots simply arent well trained and if an engine crumps after takeoff in a twin, they find themselves in serious trouble. A consistent point from owners is the high cost of owning a 210. Annual inspections can run around $3000 on the low end to $10,000 or more depending on the overall condition and engine times.
CESSNA 210 "CENTURION" - Plane & Pilot
CESSNA 210 "CENTURION".
Posted: Tue, 06 Feb 2024 08:00:00 GMT [source]
We think a serious session of multi-engine recurrency at least once a year and no fewer than 80 to 100 hours of twin time is the bare minimum. But the Cessna 210 and 310 will likely yield a two-to-one ratio-they share the same engine- and thats what you should budget for. True, the 310 will make the trip a bit faster, shaving the edge off the two-to-one ratio block-to-block. And with avgas prices inching toward a decade high, fuel costs over a years time are significantly higher than they were two years ago.
For model year 1985 and ’86, Cessna introduced the vastly upgraded P210R. Like the 210R/T210R, the tail surfaces were larger and optional fuel tanks (in the outer wing panels) boosted the total usable fuel to 115 gallons. Thirty-one of these improved P210s were produced in 1985, and seven in 1986 prior to the end of production. Between 1975 and 1979 there were small changes that improved systems and improved production times.
For families on the fly, child seats in the baggage area were optional. The 210’s lineage extends back to the late 1950s, when tricycle landing gear—much less a retractable—signified a newly designed airplane. First certified in 1959 and marketed as a 1960 model, the original 210 and 210A were 2900-pound airplanes powered by a Continental IO-470-E of 260 HP, a fuel-injected version of the 182’s engine. Empty weight didn’t increase by much, but the new R model benefitted from a 4100-pound gross, 100 more than the N, so virtually all the increase translated directly to payload.
With a 4016-pound maximum ramp weight, its useful load is 1245 pounds. Loaded, with full standard tanks—89 gallons usable, 534 pounds—711 pounds can be carried in the cabin, three 200 pounders plus over 100 pounds of stuff. 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. Once trimmed, it goes where you point it and although some owners complain about the ride in turbulence, theres never any question of control. The flaps extend a full 18.9 feet, and are electrically operated Fowler type and contribute to a marked increase to lift when extended. Shortening the ailerons was made necessary by the broad span of the flaps, but this has been offset by increasing their chord.
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