A significant development of the T210 was the high performance, pressurised P210 which first appeared in 1978. Cessna Aircraft Company has delivered more than 43,000 Cessna 172 airplanes to date. It’s all there; it’s just not all in one place. The aircraft was a remarkably high-performing load-hauler with its ability to carry serious loads at reasonable speeds and for its ability to fly almost five hours with its 90 gallons of fuel. Its ability to tote … The first major change took place for model year 1964 with the 210D. Description. Do Not Exceed Speed : 200 KIAS : 200 KIAS : Max. 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. Fifty-one serial numbers were issued to 210R/T210Rs in 1985, while 59 serial numbers were issued in 1986, before production ceased. I found that all the answers needed to understand and maintain the 210 landing gear systems are in the Cessna service manuals—however, not all the information is in any one manual. Cessna P210 - AOP . A standard 210F/T210F held 65 gallons, but it would be hard to find a 65-gallon version since most were delivered with the optional 84-gallon tanks. Even so, the T210 was a great high flyer, capable of topping everything but the most aggressive of thunderstorms. Alpha Taxiway, Take Off Rwy 14 Hotrod Silver Eagle 450 shp Best Rate Climb-Out 2200fpm. As a built-in speed brake, the landing gear extension speed and dive speeds with gear lowered are reassuringly high on this aircraft. It featured a 325-hp version of the N model’s, 310-hp, TSIO-520 Continental, flying behind twin intercoolers and rated for a 1600-hour TBO. My friends, the Cabots, formerly of Princeton, Massachusetts, have had a predilection for 210s since I met them in the early 1990s. The previous generation of high performance piston singles typically used the Continental 520 series, which had a similar maximum power output of […] 1” by Aviation Consumer, used-a­ircraft-guide.com; AOPA.org. When Cessna restarted producing propeller airplanes in 1996 the offerings were limited to fixed-gear single engine airplanes. On the 78 P210, gear lowering speed is 140 knots/161 MPH indicated, but with the 79 models it was raised to 165 knots/195 MPH, thanks to … The Centurion was introduced in 1960, and the early versions had a top speed of about 195 mph. A combination of large control surfaces and high aerodynamic loads make for an unusually fast ability to maneuver. It felt strange to fly a 340 or 414 one thousand miles west with a panel bare of everything except basic flight instruments. To satisfy the FAA’s 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. This eliminated the chin “bump” in earlier models. Max cruise is given as 213 knots at 23,000 feet, at best power mixture and mid-cruise weights. When Cessna elected not to return the 210 to production in 1996 after the ten-year hiatus, the primary reason was that the airplane was highly labor intensive to build, and it would have been too expensive to produce. That original airplane was certified for a gross weight of only 2900 pounds (a number that would increase to 4100 pounds by the close of production in 1986). 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 most popular of the Centurions was probably the turbo model. Its Vref for approach is 65-70 KIAS, and stall speed with flaps is 45 KIAS. Increasing product liability costs put a halt to piston engine Cessna production in 1986. The Cessna 310 remains one of the top non-cabin class twins you can buy, and usually for less than $150,000. 1982 CESSNA P210 SILVER EAGLE - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Templeton, Calif. with his wife Audrey. Various models of the 210 include the Cessna Pressurized 210 series, and the Cessna Turbo 210 series. The 210 is a remarkably adaptable airplane. On a typical trip, I could fill the tanks with 90 gallons of fuel, enough to … Aviation Consumer’s Used Airplane Guide says this about the 210/T210 airplane: “Certified way back in 1959 as a 2,900-pound airplane with a strut-braced wing and a redline speed of 174 knots, it’s evolved into a 4,100-pound 325 hp pressurized behemoth with a 200-knot redline, designed to fly above 20,000 feet in icing conditions.” You’ll see early 1960 and 1961 210s out there priced lower than a 182. When it’s 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. First, the reasons to love a Cessna 210. The final version of the P210, the R model, was introduced in 1985. The P210 is at the low end of advanced operations with a relatively slow climb rate and modest speed (at 70 percent, I see 160 knots at 5000 feet, rising to about 180 knots at 17,500 feet), but it is still a world of difference to push Nav and Alt at 17,500 feet and cruise in quiet comfort, compared with bumping along noisily below. Designed by Elegant Themes | Powered by WordPress. The P210 SILVER EAGLE seats up to 6 passengers plus 1 pilot. The price would have needed to be prohibitively high in order to turn a profit. These options show that a high-powered load hauler such as the 210 can also be operated at reduced power (and better economy) while hauling quite a load. The P210N was immediately recognizable by its rounded windows, again a concession to pressurization. Technical Data The P210 (turbine) is a modified version with a turbine engine. In 1969 the dihedral angle was reduced and the engine oil sump was changed to allow the nosegear to retract further into the fuselage. manifold … Read More "1983 Cessna Turbo 210N Centurion II" proved climb, cruise and handling, but the bid failed. At 65 percent power at 16,000 feet the IM cites speeds of 170 knots at 14.3 gph. Engine(s) – make/model:                Cont TSIO-520CF, Horsepower@altitude:                    325 @ SL to 17,000’, TBO-hours:                                       1600, Fuel type:                                          100LL, Propeller:                                          McCauley 3-blade CS, Landing gear type:                           Tri/retr, Gross weight (lbs):                           4100, Std empty weight (lbs):                   2471, Useful load–std (lbs):                      1629, Usable fuel–std (gal):                      115, Payload–full fuel (lbs):                   939, Wingspan:                                         38’ 10”, Overall length:                                 28’ 4”, Height:                                              9’ 8”, Wing area (sq ft):                             185.5, Wing loading (lbs/sq ft:                  22.1, Power loading (lbs/hp):                 12.6, Wheel size:                                       6.00 x 6, Seating capacity:                             6, Cabin doors:                                    1 1/2, Cabin width (in):                            44, Cruise speed (kts–75%):                190, Fuel burn (gph-75%):                     20/21 (est. We made the trip—1,178 nm in a straight line—with one stop in seven hours. Two additional seats were an option but the two in the aft-most seats had to be pretty small due to the wheel wells in the aft fuselage. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. In other words, reduced power settings allow 210 owners to save fuel and yet still haul a load. He has authored more than 2,200 magazine articles and was the on-camera host of the 1980s TV series “ ABC’s Wide World of Flying.” Bill is currently rated Commercial/Multi/Instrument/Seaplane/Glider/Helicopter. The 210 has a typical cruise speed of 160 KTAS and a MGW of 3,800 lbs. This beautiful 1980 Cessna P210 Silver Eagle features Garmin GTN 750, GTN 650, and G500 PFD/MFD. Prior models’ fuel tanks were flexible rubber-like bladders. Cruise speed is 193 knots (222mph, 358 km/h), the stall speed is 58 knots (67 mph, 108 km/h), and the Cessna 210 should never exceed a speed of 204 knots (235 mph, 378 km/h). Accordingly, the P210’s system wasn’t nearly as stout as the Mirage’s 5.5 psi. ... Find and Compare CESSNA P210 for sale Also Consider. ), a total distance over a 50-foot obstacle of 1,365 feet and an as-delivered useful load of 1,340 pounds. Get Insurance Operating Costs Apply for Financing. This change made it possible to enlarge the cabin interior space. That allows us to run the cabin around 4000-5000 feet, a very comfortable environment for pilots over 50. Between 1975 and 1979 there were small changes that improved systems and improved production times. They sold a bunch of them. 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. Disclaimer: Information on this site may not be accurate or current and is not valid for flight planning or any other aircraft operations. Yes, you could put the wheels to bed and there were no struts under the full cantilever wing, but other than that, the basic 210 flew very much the same as a heavier Skylane, but with more power, better climb and a considerably sexier profile at cruise. This more powerful turbocharged engine is relatively easy to install in earlier T210s via an STC held by RAM Aircraft of Waco, Tex. Figures for a 1969 T210J show a service ceiling of 30,200 feet (! I believe this figure is still on the rich side of the peak EGT. Once the gear legs are fully up. For instance, in 1961 the optional fuel capacity was increased to a whopping 84 gallons for the 210B. ft. 22.1 lbs./sq. Max Speed: 210 kts; Normal Cruise: 179 kts; Economy Cruise: 150 kts; Cost per Hour: $ 356.07 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. Riley International is attempting to The ‘67 210/T210 is easy to identify due to the unusually high dihedral angle of its strutless wings. Sources: “Cessna: Wings for the World, The Single-Engine Development Story” by William D. Thompson. In late 2014 I was a passenger during a demonstration flight of a P210 that had been upgraded with a turbo-normalized IO-550 engine in accordance with an STC owned by Vitatoe Aviation in Circleville, Ohio. CESSNA P210 Pressurized Centurion. MTOW was again boosted to 3,100 pounds. Structural Cruising Speed : 167 KIAS : 167 KIAS : Stall Speed Clean : 67 Knots : 65 Knots : Stall Speed Landing Configuration : 58 Knots : 55 Knots : Climb Best Rate : 945 FPM : 1150 FPM : Wing Loading : 22.9 lbs./sq. Send questions and comments to emailProtector.addCloakedMailto("ep_28b9e1de", 1);. If you want a lot of 210 for your money and don’t 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. In 1961 the fuselage and wing were completely redesigned—the fuselage was made wider and deeper, and a third side window was added. The AiResearch TEO-4 turbo allowed flight as high as a theoretical 27,000 feet, though oxygen systems of the day weren’t rated for anything above 25,000 feet. 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. Aircraft: Cessna P210 Injuries: 1 Minor Flight Conducted Under: Part 91: General Aviation - Personal On May 17, 2019, about 1515 eastern daylight time, a Cessna P210N airplane, N4861P, ditched in the Gulf of Mexico after a loss of electrical power and engine power near Yankeetown, Florida. Learn more about Mailchimp's privacy practices here. The engine was upgraded to a Continental 325 hp TSIO-520-CE. The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). A 210 was an obvious next choice. Cessna’s top-of-the-line high wing cruiser, now out of production since 1986, still merits a second look. The Cessna P210R is rare and fast, with a total of 42 units produced of the ultimate model of the Pressurized Cessna P210 line, this aircraft was number 40. Back in 1960, the first 210s began life with four seats, struts and 260 hp, but the latter only lasted until 1964 when Cessna upped power to 285 and increased seating capacity to six. (6) The gear legs move to the up position. Another reason for leaving the P210R on the shelf was that the model represented old technology, no matter how talented. (K)STS Santa Rosa, CA. Fully understanding the system is critical, because failure to fully maintain and rig the gear system—and doors—in accordance with ALL the requirements will often result in cracks in the expensive and hard-to-find gear doors. The new gear legs provided an additional six inches of tread and allowed the MTOW to zoom up to 3,800 pounds. Cessna’s project engineer on the P-210 program, Phillip Hedrick, had his work cut out for him in attempting to sandwich a larger capacity turbo under the bonnet of the 210. “The Piper was quite a bit wider than the 210, but the cabin wasn’t nearly as tall. The Cabots report typical cruise speeds of 170 to 180 knots at middle altitudes, burning 20-21 gph. That’s more than 20 knots faster than the earlier model. On a little dial one sets the desired cruise altitude before takeoff or early in the climb and the landing airfield elevation when starting descent. 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. Cessna’s project engineer on the P-210 program, Phillip Hedrick, had his work cut out for him in attempting to sandwich a larger capacity turbo under the bonnet of the 210. So much so that pilots with large families and a penchant for speed may want to take this opportunity to face the general direction of Kansas and salute. The normally-aspirated model was initially attractive—and no wonder, the level of complexity was relatively unchanged. The early 1960 and ‘61 210s had a poppet-valve type landing gear and flap control system. The pressure to move the door actuator pistons is less than the pressure to unlock and move the landing gear, so when the door-control pistons reach the door-open limit of travel in the cylinders, pressure builds, and, (3) opens the gear-priority valve allowing fluid to flow to. (The P210 wasn’t the first pressurized single, but it was the first successful P-model. Mainly automatic. Cruise speed: 165-180 kts: Fuel flow: 70 ltr/h: Seats: 5: Usable fuel: 89 USG/336 ltr: Max load full fuel: 395 kg: Range: 800 Nm (2) Fluid flows to the door-control actuators and the doors open. BEECHCRAFT B36TC Bonanza (1982 - 2002) Typical Price: $144,538.00 ... 2009 CESSNA AIRCRAFT CO LC41-550FG. Mooney shelved the Mustang after only three years of production. If they decide to sell now, it will be to get out of aviation altogether. Between 1957 and 1985, 9240 Cessna 210s were built. Hal Cabot feels the 210R’s pressurization system is the principal benefit. “The 210 was, simply, an airframe that was adaptable to a lot of different things and it offered a lot of utility and performance at a relatively reasonable price.”. Today, they’re retired in Mexico, and they fly back and forth to Texas, Arizona and California on a regular basis. Control response on the big Cessna is about what you’d expect in pitch and yaw, but not in roll. 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. We were flying west to east and there must have been tailwinds, but I don’t remember them being abnormal. Cruise speed is 193 knots (222mph, 358 km/h), the stall speed is 58 knots (67 mph, 108 km/h), and the Cessna 210 should never exceed a speed of 204 knots (235 mph, 378 km/h). The full cantilever, laminar flow wing came along in 1967, and power was bumped up again in 1970 to 300 hp. While Cessna couldn’t turn the P210 into a cabin-class airplane, it could make it faster. Cox Airparts in Wichita can overhaul these controllers. This program called for the installation of a new turbocharger and other changes designed to reduce the turbocharger discharge temperature. Getting into the rear seats can require the agility of a gymnast, so that area is usually reserved for extra baggage. , see “ Questions and Answers ” on page 18 in this issue the IM speeds... Handling, but the most popular of the 210 include the Cessna 210, eventually called,... 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