Table Of Content
Dual vacuum systems can be retrofitted to all P210s, and are mandated by AD for any equipped with the known-icing option. Also, buyers should check to see if aircraft have Inconel exhaust systems. Without them, the P210 system is regarded as quite troublesome and carries a 50-hour AD inspection for cracks. Naturally, the 1,400-hour TBO on the earlier engines is nothing to boast about. The 1,400-hour engines will make TBO, said one owner, but usually with one top overhaul. Judging from Service Difficulty Reports, cylinder cracking is a matter to be reckoned with.
Cessna 210E Centurion
On the other hand, if you lay the lash to the turbo or pressurized model, the fuel gauges will suggest that you are doing something foolish if you fly for more than three and a half or four hours. It’s all a matter of maintaining horsepower in the climb and at cruising altitude. Few people would ever find a reason to add auxiliary fuel tanks to a regular 210, but a brisk business is done adding auxiliary fuel to the turbocharged airplanes. It is also an airplane on which you need to check the fuel level visually before a maximum-range trip.
Owner Feedback
We flew circles around Niagara Falls, and later my children were thrilled as we circled the Statue of Liberty on the 4th of July. The trips cost was considerably less than paying for six airline tickets, and by eliminating some hotel stays it was cheaper than driving my minivan. Since the Centurions were-and are-highly desired as instrument aircraft, Cessna pioneered electrical redundancy in singles with optional dual alternators and vacuum pumps.
LANDING GEAR
The airplane has excellent manners on the ground, although it will enter PIO after a hard, nosewheel or excess speed touchdown if the pilot tries to force it onto the ground. Any 210 owner who maintains it properly will attest that this is not a cheap airplane to own. Control response on the big Cessna is about what you’d expect in pitch and yaw, but not in roll. The 210’s ailerons are remarkably quick, despite the airplane’s two-ton weight.
I also did a check at 8000 feet, as it is often asserted that turbos are a liability below 10,000 feet. With the lower exhaust backpressure of turbonormalizing versus ground boosting, I am not convinced that cruising at lower altitudes hurts economy. My observations, again at 262 HP, were a TAS of 175 knots at 17.4 GPH and a highest CHT of 297.
Maintenance
Horsepower of the turbocharged engine remained at 285, but the normally aspirated engine is now rated at 300 hp for a maximum five minutes continuous takeoff. Like other Cessna models employing the turbocharged version of the basic 285-hp Continental, the Turbo Centurion makes use of 310 hp on takeoff. Overall, the 1977 T210 climbs and cruises faster and more efficiently than its 1976 counterpart.
Unknown Fuel System Problem Leads to Unfortunate Ending - FLYING
Unknown Fuel System Problem Leads to Unfortunate Ending.
Posted: Thu, 10 Sep 2020 07:00:00 GMT [source]
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. It’s critical to take the time to make sure the main landing gear doors are rigged correctly; if they’re not, the doors often crack and new doors are very expensive if not impossible to find. 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. Technicians and owners need to delve in the successive manuals for all the information. In 1969 the dihedral angle was reduced and the engine oil sump was changed to allow the nosegear to retract further into the fuselage. Figures for a 1969 T210J show a service ceiling of 30,200 feet (!), a total distance over a 50-foot obstacle of 1,365 feet and an as-delivered useful load of 1,340 pounds.
Cessna 210L Centurion
The Cessna Flyer Association (CFA) enhances your experience as a Cessna© owner and pilot with monthly learning resources, technical support, and a vibrant flying community. Join CFA for expert insights and a fulfilling aviation journey. The MTOW for the normally aspirated 210R was reduced down to 3,850 pounds while the T210R could take off and fly at 4,100 pounds but was restricted to 3,900 pounds for landing. Fifty-one serial numbers were issued to 210R/T210Rs in 1985, while 59 serial numbers were issued in 1986, before production ceased.
This made pitch forces much lighter, so takeoff rotation, steep turns and the landing flare could finally be managed with one hand. Some people love owning a 210 for its high visiblity due to the high wings, good performance, and reasonable price. Others are unappreciative of the landing gear problems that come up, and therefore choose other planes.
While it was later determined that airframe break-up rate of the cantilever models was the same as the faster strutted ones, some critics question the wisdom of this redesign. In about half of the accidents, the tail broke before the wing did, which is pretty common for inflight breakups. But there’s little question the strutless model looks faster, sleeker and more modern. The 210 lost its wing struts in 1967 when the strutless cantilever wing made its first appearance.
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. Both -R models came with 87-gallon fuel tanks as standard and were optionally equipped at the factory for 115 gallons. Only one additional model—the 210R, with the same IO-520-L and a 3850-pound gross—would come out before production ended as Cessna extracted itself from the piston-powered airplane business.
The 1986 model year, the turbocharged models had outsold the normally aspirated version by nearly two to one. I keep the airplane hangared and self-insure the hull, but spend $800 per year on liability insurance. The Cessna Pilots Association is a great asset for Cessna owners. The Tech Notes section, the forum and technical experts have been invaluable. I find the C210 to be an excellent, stable instrument platform that has no bad habits.
I think the 210 is one of the easiest planes to fly, plus it’s a stable instrument platform with a well-designed wing. Deploy the landing gear and 10 degrees of flaps anywhere under 160 knots indicated airspeed. When descending, put in 10 degrees of flaps where it pitches up, then balance it by putting the landing gear down and then it pitches down. In the traffic pattern, reduce power and it pitches down, deploy flaps to 30 degrees and it pitches up.
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