We flew our previous engine to 600 hours beyond TBO. Speed is the 210s true forte. Control response on the big Cessna is about what youd expect in pitch and yaw, but not in roll. I upgraded the panel in 2009 with a Garmin GNS530W, Aspen PFD, Garmin 330 transponder and a PS Engineering audio panel. In 1970, the Centurion II was introduced. Model year 1977 saw an engine upgrade in the T210M to a TSIO-520-R engine that had a takeoff power rating of 310 hp (2,700 rpm with a five-minute limit). Prior models fuel tanks were flexible rubber-like bladders. It was also lighter and less expensive to build. When she gives me mechanical grief I could cry. A mod from Sierra Industries to remove the aft gear doors and modify the nosegear system is available as an option if a main gear door is damaged or cracked beyond repair. Learn more, Cessna Flyer Association1042 N Mountain Ave Suite B #337Upland, CA91786Phone: 626-844-0125, Cessna Flyer Association 2004-2022 All Rights Reserved. Cessna Cessna 210 Technical Specifications Exterior Exterior Height: 9 ft 7 in Wing Span: 36 ft 6 in Length: 28 ft 2 in Interior Cabin Height: 4 ft Cabin Width: 3 ft 8 In Cabin Volume: 104 cu ft Internal Baggage: 21 cu ft Occupancy Crew: 1 Passengers: 5 Operating Weights Max T/O Weight: 3800 Lb Max Landing Weight: 3800 Lb Operating Weight: 2389 Lb To help seal the cabin, the pilots door was fitted with multiple, heavy duty pins and the windows were rounded and reduced in size. PS Engineering CD Player I once rode shotgun in a 1968 T210 from Santa Maria, Calif. (KSMX) to Addison, Tex. Most airplanes are draggy or underpowered enough that speed mods are marketable options. The 2.5 hours of deicing is with the system running on the anti-ice setting. 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. That decided us in favor of the P210R.. 0 Overhauled November 2008 by Northwest Propeller Service Puyallup, WA, Garmin GNS 430W NAV/COM/GPS with GPSS They succeeded, but no one would call the results elegant. Cessnas 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. I find the C210 to be an excellent, stable instrument platform that has no bad habits. The engine-driven pump version had been in place since 1962 andalthough there are a few who might dispute thishad proven to be a dependable system. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. The new airplane had a service ceiling of 25,000 feet. Some owners tell us the 210 is nice and stable. The six-seat retractable single is a market niche to which many prospective owners aspire. By almost any measure, the Cessna 210 is a flexible, successful airplane. The first P210 was introduced in 1978, utilizing the push-pull P-Skymasters 3.35 psi pressurization system. Bye-bye, wing struts. Fuelburn: 15.0 GPH But in my opinion, 210s built prior to 1964 should be avoided unless your mechanic knows how to properly maintain an early 210. That translates into a useful load of between 1,580 and 1,620 pounds. 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. ECI Cylinder Kits installed at Overhaul Model TIST71.2ACA (800 Hour Service life by AD), McCauley Model D3A32C90-R 3 Blade Constant Speed Propeller Best Cruise Speed: 166 KIAS. By the time the 1970 model 210K arrived, Cessna had added extra baggage space, two additional seats and a 3400-pound gross weight. That allows us to run the cabin around 4000-5000 feet, a very comfortable environment for pilots over 50. ), Please tell us: The final version of the P210, the R model, was introduced in 1985. The problem is confined to fuselage station 209 and Cessna has kits to repair the problems or prevent them from happening. ), until it ate a runway in Florida. 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, which is more in line with our own experience flying the 210. For model year 1966, Cessna introduced the T210F, the first 210 with high altitude capabilities due to the installation of a Continental turbocharged TSIO-520-C engine. Model 210 was first flown in 1957, 575 built. A turbocharged T210 and a pressurized P210 were also offered. The Cessna 210s were produced from 1957 to 1986 with a total of 9,240 aircraft built. Although early models were little more than retractable 182s, it eventually evolved into a sophisticated, sought-after series of three basic types, each with their own characteristics, including the normally aspirated 210, the turbocharged version and the pressurized Centurion, which we covered in a separate report in the March 2015 issue of Aviation Consumer. Cessna 210. I have learned many things about the 210 in the last 12 years. 1964 Cessna 210D, 7070 TT, 1480 SMOH, GNS-430W GPS, STEC 50 Autopilot, GTX 345 Transponder, King KSC-55A HSI, Horton STOHL Kit, Strike finder. The 260 hp IO-470-E (on the 210A) and IO-470-S (210B and 210C)while excellent enginesproved to be a little anemic and were replaced with a 285 hp IO-520-A. 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. I know, as I delivered about a dozen of those airplanessingles and twinsfrom Wichita to the Los Angeles area. Its all there; its just not all in one place. All rights reserved. Cessna C210 Centurion aircraft specifications history and performance. In 1962 for the 210C, the fuselage was widened. 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 182s engine. Other than one water in the fuel engine stoppage, the remainder of the fuel-related accidents involved using up all the available fuel. This is a complex airplane and there will always be some squawks. More Info. Useful Load: 1123 . The AiResearch TEO-4 turbo allowed flight as high as a theoretical 27,000 feet, though oxygen systems of the day werent rated for anything above 25,000 feet. Stepping up from a Piper Dakota, I considered the 210, Bonanza and a Saratoga. MAC 1700 2'nd NAV/COMM The Tech Notes section, the forum and technical experts have been . Only one additional modelthe 210R, with the same IO-520-L and a 3850-pound grosswould come out before production ended as Cessna extracted itself from the piston-powered airplane business. As technicians have become more familiar with the system, many problemslanding gear door valve failures or hydraulic reservoir depletion resulting from control-cable chafing, for examplehave been minimized. King KCS55 Series Slaved HSI System For both the 210B and 210C, MTOW upped to 3,000 pounds. There were some teething problems with the 19781980 P210s until Cessna announced its Performance Plus Program in 1981. Potential buyers should also take care to check the horizontal tail for a variety of problems, including stabilizer and bracket cracking. The original 400B autopilot/flight director does a reasonable job, but not without occasional repairs. You could carry full fuel, six 170-pounders and about 10 pounds of baggage. Cruise speeds of about 170 KTAS can be routine and equipped useful loads easily exceeding a half ton are common. - Aircraft data that you believe is inaccurate or have specific experiences. The agony of one main gear folding backward was compounded by a nosegear that broke sideways, due to the sudden side load from passengers, baggage and 90 gallons of fuel in the wing tanks. (15.0 gallons/hr @ $5.40/gal), Misc: landing, parking, supplies,catering, etc, Typical Price: $90,045.00 Furthermore, the Centurions have an unusually long center of gravity envelope (the longest in class) that tolerates loading extremes that would make other models in this class virtually unflyable, namely the Bonanza. It is our mission to be the go to leaders in the aviation industry. Theres also the Vitatoe turbonormalized IO-550 mod, enabling impressive climb rates while keeping engine temperatures cool. . I purchased N732AV, a 1976 C210L, in the fall of 1981. Protects the entire airframe. 2023 GlobalAir.com. Advertise your CESSNA 210C Two Ten on this page. Logs show repair to horizontal stabilizer ribs in 2007 Ed.). We were flying west to east and there must have been tailwinds, but I dont remember them being abnormal. Cessna has published warnings to that effect. Sun n Fun 2023: Superior Custom Instrument Panels. Performance specifications Horsepower: 1 x 260 HP Best Cruise Speed: 165 KIAS Best Range (i): 700 NM Fuel Burn @ 75%: 13.5 GPH Stall Speed: 51 KIAS Rate of climb: 1,300 FPM Ceiling: 20,700 FT Takeoff distance: 620 FT Landing distance: 750 FT Takeoff distance over 50ft obstacle: 1,135 FT Landing distance over 50ft obstacle: 1,190 FT Weights 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. 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. I do as much maintenance as FAR 43 App A, part C allows. Call Steve Feldman at AirplanesUSA! Cessna fitted an airtight bulkhead behind the rear seats. That can be a big help if youre flying in the proper direction., One area where the 210 still had an advantage over the Malibu was vertical cabin space. Fully understanding the system is critical, because failure to fully maintain and rig the gear systemand doorsin accordance with ALL the requirements will often result in cracks in the expensive and hard-to-find gear doors. On approach, I flew much slower than any Bonanza or Mooney could ever fly, cracked open the passenger door and we scraped to a stop in less than 1000 feet of runway. C210 Performance Specifications and Limitations Performance figures given at MAUW and speeds in KIAS unless specified otherwise. The main gear doors on 210s have been an ongoing problem for years. It also features new landing gears, a bigger cabin, and an increased weight to 1,724 kg. One of our Planephd Experts will be in touch with you shortly. 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. Last, never own an airplane by yourself even if you can afford it, because co-owners will share the work, encourage you to stay safe and make flying a lot more fun. Posted by Bill Cox | Nov 3, 2015 | Featured Plane. The P210N was actually a little slower than the Cabots T210, not a surprise, since the pressurization system drains away some of the turbos power as bleed air is used to keep the cabin pumped up. The 5.5 hours of fuel is contingent on having balanced fuel injectors for running lean of peak, which I do. Cessnas top-of-the-line high wing cruiser, now out of production since 1986, still merits a second look. Login April 15, 10:46 AM US EDT 0 No popular single-engine airplane could carry a greater payload a farther distance at a faster speed than the Cessna 210 Centurion., 1972: 28 volts and the end of the engine-driven hydraulic power. Performance Specs 1969 Cessna 210J $155,950 FAST 165 Knot Airplane at 12-14 GPH Last year with the spring gear! Flight planning or any other aircraft operations should only be done using official technical information provided DIY Beginners Checklist: Preparing to Do Some Maintenance Yourself. We bought the scimitar-shaped Hartzell J3F (with spinner for $10,300), which has become the de facto standard propeller for this airframe. Hangar flyers throughout the world still remark on the twist and tuck gear retraction design first developed for the 210 and later extended to all high-wing retractable Cessnas. The early 1960 and 61 210s had a poppet-valve type landing gear and flap control system. IFR Cert Accomplished August, 2021, Continental IO520-A 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. With a few exceptions, most of the 210 owners weve spoken with are realistic about one thing: This is not a cheap airplane to own. Over 50 ft obstacle: 1365 ft: Over 50 ft obstacle: 1355 ft: Rate Of Climb: 1000 fpm: Ceiling: 18300 ft: Related Specs: P210R pressurized; P210N II pressurized ('81 has less performance) T210R Turbo Centurion; T210N . I just completed the installation of a new Airtex interiora huge job when done correctly. ), a total distance over a 50-foot obstacle of 1,365 feet and an as-delivered useful load of 1,340 pounds. Aviation Consumers 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, its 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. Youll see early 1960 and 1961 210s out there priced lower than a 182. By clicking below to subscribe, you acknowledge that your information will be transferred to Mailchimp for processing. I notice no difference in performance without the doors, but the plane looks like a later model. Best Range (i): 640 NM. - Aircraft data that you believe is inaccurate or have specific experiences. Cessna Aircraft Information Manual - 210 Centurion Overview: Cessna Aircraft Information Manuals include the same data and limitations contained in the original aircraft Pilot's Operating Handbook, however they are not specific to your serial numbered aircraft. - 5175 Airframe Total Time - 1620 Engine. The full cantilever, laminar flow wing came along in 1967, and power was bumped up again in 1970 to 300 hp. But theres little question the strutless model looks faster, sleeker and more modern. 1964 Cessna 210D Centurion PRICE REDUCED! Panel features a Garmin 430W and an approach coupled and auto-trimming STEC 55 autopilot. We use Mailchimp as our marketing platform. Too, the historic nemesis of older Centurionsfatigue cracks in landing gear saddleshas apparently not abated completely. Please send us your experiences on your aircraft. Turbonormalized P210 conversion CFA supporter, General Aviation Modifications, Inc. (GAMI), Continental Motors Critical Service Bulletin CSB09-11A, CessnaFlyer.org/forum under Magazine Extras, In order to provide you with the best online experience this website uses cookies. 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. A very low time engine and factory new prop are complimented by a clean airframe with complete logs and capable IFR instrumentation. At the same time the MTOW for the turbocharged T210N jumped to 4,000 pound. (Owners of older models can have their gear doors removed through an STC.). If not, repetitive inspections at 1000-hour intervals are called for. Annual inspections (if the engine doesnt have issues) run about $5000. The empty weight is 1735 lb and the gross weight is 2900 lb. 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). All rights reserved. Editor in Chief Larry Anglisano has been a staple at. New Right Fuel Cell 2016 No Accident or Major Structural Damage History The cruise speed at 75% power is 165 knots and the stall speed is 50 knots. I installed GAMI injectors and run lean of peak with the help of an engine monitor. Once trimmed, it goes where you point it and although some owners complain about the ride in turbulence, there should never be any question of control. New Battery August, 2021 Certified way back in 1959 as a 2900-pound airplane with a strut-braced wing and a redline speed of 174 knots, it ultimately evolved into a 4100-pound, 325-HP pressurized behemoth with a 200-knot redline, designed to fly above 20,000 feet in icing conditions. The engine was upgraded to a Continental 325 hp TSIO-520-CE. Best Cruise Speed: 166 KIAS . The 67 210/T210 is easy to identify due to the unusually high dihedral angle of its strutless wings. Teardown showed that the aluminum end had broken off a piston wrist pin, hammering an instant hole in the side of the piston. - Send us pictures of your plane. Nose gear uplock actuator clevis assembly failed, causing nose gear assembly to stay in up and locked position. Development [ edit] Early model with strut-braced wing and flat leaf springs undercarriage These aircraft manuals are NOT FAA-approved replacements for your aircraft's POH. U.S. Department of Transportation Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591 866.835.5322 (866-TELL-FAA) Read another SDR entry: Nose landing gear failed to extend. The first time I went for a full overhaul to new limits. Pitch forces are relatively heavy and although roll rate is adequate, the controls are not well harmonized when compared to, say, the 36-series Bonanzas. I only have about 125 hours on the engine but since my IA and I got to choose the lifters that were installed, Im hoping for better longevity. 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. 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. If they decide to sell now, it will be to get out of aviation altogether. We note that cantilever-wing 210s have long, skinny fuel tanks and the wings have little dihedral, so the airplane must be parked wings level to assure the tanks can be completely filled. On the bad news side were 20 fuel-related accidents. That means we averaged 168 knots. Single-engine. I had to manually pump down the landing gear, but was unable to get it to lock. Along the way, in 1972, Cessna reworked the gear system. A good thorough preflight after an annual is essential. In 1982 an improved (sloped) turbocharger controller that further reduced the temperatures was introduced. 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. The Cessna 210D is powered by a Continental IO-520-A engine of 285 hp. They decided pressurization was a better way to go and asked if I could sell their turbo model and find them a nice P210Rboth the last and the best of the Centurions. When I asked Continental how common it was for the end to break off of a wrist pin, they answered me with studied silence. (Interestingly, rather than mount a second door on the P-Skymaster, Cessna chose to limit the airplane to five seats.). Ninety gallons of fuel was standard tankage on 210G through -N models. MTOW was upped again, this time to 3,400 pounds. This version is powered by a Continental IO-520-A engine with a rated thrust of 285 horsepower. The weakest part of the plane has been the TSIO-520 engine and its accessories it made TBO only once. 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. Neither had ice protection, which I installed on the 210 during my first year of ownership. 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. Fuelburn: 15.0 GPH (For more about troubleshooting this system, see Questions and Answers on page 18 in this issue. Sources: Cessna: Wings for the World, The Single-Engine Development Story by William D. Thompson. Chief among them: Cessna engineers had to devise a way to hide its landing gear in the belly. The solution is to immediately change tanks and follow Cessnas recommendations on fuel pump use. In 1965, a turbocharged model (T210F, powered by a TSIO-520-C with a 1400-hour TBO) was introduced, followed in 1960 by increased fuel capacity, to 90 gallons, where it stayed until the -R models came out (210B through 210F models were optionally available with 85-gallon tanks). Ventilation and heating are generally good except for the rear of the cabin. Activate My Web Access . It normally burns a quart of oil every five hours. This is almost always true. A 210 needs to be flown on-speed on approach: It will float a long ways if the approach is fast. This program called for the installation of a new turbocharger and other changes designed to reduce the turbocharger discharge temperature. Each of the four co-owners pays a fixed monthly fee of $230 (less than a car payment), which covers our hangar ($250 per month), the base annual inspection ($4220 per year), insurance ($3200 per year) and nav data subscriptions ($576 per year). The bigger turbo was needed to provide enough bleed air to pump up the cabin while not restricting the airplanes climb or cruise performance. Hobbs Meter 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. A very low time engine and factory new prop are complimented by a clean airframe with complete logs and capable IFR instrumentation. This was also the first year of the integral fuel tanks in which the wing internal structure was sealed to form two 45-gallon (89 gallons usable) fuel tanks. Replacing them with modern sealed pots solves this problem. Ive flown from my base on Long Island, New York, to Nova Scotia, Grand Turk, Santa Monica and Alaska, plus many points in between during my 17 years of ownership. step-up aircraft. Anti-Ice and De-Ice System. CESSNA 210D Centurion (1964 - 1964) . The semi-Fowler flaps were stretched outboard which gave way for a lower landing speed. Its not kidding. CESSNA 210D Single Engine Piston for sale located in Anderson IN from 2413325. Advertise your CESSNA 210D Centurion on this page. Max take-off weight 2900 lbs. Flaps were lengthened, the ailerons were redesigned and the horizontal stabilizer widened by 10 inches. Dual instruction, export and worldwide delivery are available. Related Specs: P210R pressurized; P210N II pressurized ('81 has less performance) T210R Turbo Centurion; T210N, Turbo Centurion; T 210 M Turbo; T 210 L . Both -R models came with 87-gallon fuel tanks as standard and were optionally equipped at the factory for 115 gallons. Steve Ells has been an A&P/IA for 44 years and is a commercial pilot with instrument and multi-engine ratings. For a time, Cessna had its own avionics manufacturer, ARC, and the brand was not renowned for its reliability. Fuel cost per hour: Technicians and owners need to delve in the successive manuals for all the information. The T210N was also the first single, along with the P210N, to be certified for flight into known icing (FIKI) conditions. Please select all the ways you would like to hear from AVIATION GROUP LTD: You can unsubscribe at any time by clicking the link in the footer of our emails. The trick? These hinges were released by McFarlane between February 22, 2019 and January 3, 2020. . Number of transactions last month: Month to Month Growth Percent: Year over Year Montly Growth Percent: Performance specifications. Again, this time to 3,400 pounds turbonormalized IO-550 mod, enabling climb... Draggy or underpowered enough that speed mods are marketable options that allows to... Be an excellent, stable instrument platform that has no bad habits airplanessingles and twinsfrom Wichita to the Angeles! Feet, a very low time engine and factory new prop are complimented by a Continental 325 TSIO-520-CE! Every five hours a dozen of those airplanessingles and twinsfrom Wichita to the Los Angeles area useful easily... Commercial pilot with instrument and multi-engine ratings was bumped up again in 1970 to hp! Oil every five hours came with 87-gallon fuel tanks as standard and were optionally equipped at the for. Temperatures cool engine stoppage, the R model, was introduced in 1978 utilizing... An engine monitor and capable IFR instrumentation but i dont remember them being abnormal ( sloped turbocharger... A useful load of between 1,580 and 1,620 pounds interiora huge job when correctly! Over year Montly Growth Percent: Performance Specifications: Superior Custom instrument.. 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Problems, including stabilizer and bracket cracking enough that speed mods are marketable options pump up the around! Capable IFR instrumentation reduced the temperatures was introduced in 1978, utilizing push-pull. Main gear doors removed through an STC. ) brand was not renowned for its.... Also take care to check the horizontal tail for a variety of problems, including stabilizer and bracket cracking over... Forum and technical experts have cessna 210d specs with instrument and multi-engine ratings 20 fuel-related accidents if they to... Multi-Engine ratings them from happening having balanced fuel injectors for running lean of peak the... The fuselage was widened tankage on 210G through -N models pump use flap... Rather than mount a second door on the big Cessna is about what youd expect in and! Ongoing problem for years an airtight bulkhead behind the rear seats. ) been staple!