Retrieved 1 October 2010. The horror stories about maintenance, landing gear, etc. A partnership between Avidyne Corp., Southern Star Avionics of Mobile, Ala., and Crownair Aviation, Inc. of San Diego, has received an STC for the retrofit installation of Avidyne's Entegra integrated flight deck in Cessna 210 and T210 Series single-engine piston aircraft. I can’t think of another airplane that would deliver as much for the price. Finally, NO…. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. All Rights Reserved. Once I had an instrument rating (later that year) I stopped using the airlines at all. So not really a belly landing. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12 and a Robinson R44 helicopter. 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. High on the list of reasons to hate the airplane is maintenance. The earliest 1960-62 systems were overly complex but Cessna kept improving it. Rob, So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. Want to share your love it/hate it airplane? 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. I have a T210N, 1983 version. The Cirrus is either the future of general aviation (again, owners) or a death trap (many of the same internet experts). I specifically like the 210’s response to choppy air – it has a big airplane feel to it which makes for good handling on instruments. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. I felt qualified to offer an opinion since I flew one for about five years in the early 2000s, but I also felt obligated to go beyond cliches. Although I did admit to myself one day while piloting a Bonanza A36TC on a long cross-country flight that the A36 had a higher quality to its “fit and finish” than did my P210, the Cessna 210 is my all time favourite general aviation airplane. Went to school on pc 12, king air 200, A100, B90, Cessna 421, 414, all in same year and still love the T210N, will be glad to visit about 210 if any one would like. Excellent! I used to own a 1979 P210 for 20 years, the airplane flies great, its fast and economic to get there.Sold it 7 years ago and bought Turbo Prop, that is more expensive on the maintenance.Sold it las year and bought again a P210R 1986, airplane flies fast and has 120 gal. In the late 80’s early 90’s, I owned both a 74 Cardinal RG and a 76 T210. 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. From our exceptional customer service, to being IS-BAH Stage II registered, quality and safety remain our top priority. I’m not sure I want to own one again, but I’d sure love to fly one again. So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. I left that great experience to eventually fly MD-80s back in the U. S. However, I will never forget the amazingly useful and great-flying 210. I have videos of doing rolls with a glass of water on top of the instrument panel – perfectly level throughout the rolls – what a stable platform…… I had a guy who wanted me to take aerial pics of him flyimg his P-51 Mustang but was afraid I couldn’t keep up with him. Composite construction should reduce the manufacturing cost of that beautiful cantilever wing. I’ve loved the other Cessnas I’ve owned and flown and they did a fine job. I felt qualified to offer an opinion since I flew one for about five years in the early 2000s, but I also felt obligated to go beyond cliches. 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. The family was originally developed from the popular retractable-gear Cessna 210 and produced by the Cessna Aircraft Company. Sign up for our free email newsletter, packed with tips, tricks and news for pilots. The engine lasted full term (before required overhauls). From spinner to tail cone, the upgraded 1977 aircraft features all new and state-of-the-art amenities including a glass cockpit with Electronic Flight Instrument System, new classic blue paint scheme, RAM engine, tinted glass, wingtips with recognition lights, Super Quiet cabin soundproofing and gray leather seats with sheepskin inserts. It's getting harder and harder to come ... Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 It circulated around in the lines and would foul up the system check valves. And based on our experience of owning and flying this aircraft, your article accuracy is spot on. I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. World Record! To their credit, we can still get parts and aftermarket suppliers like Rob-Air, McFarlane, and others are filling in the gap. Enjoyed it and flew it for 2500 plus hours. Like all designs, the model versions have “Sweet spots”, usually right before a manufacturer stops building the airplane (or many other things). In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider … The Cessna Pilots Association is a great asset for Cessna owners. All the information is in the manuals but for some reason, you need both the preceding and next manual to suss it all out. Smart Girl Scouts smoking the rest of the competition! I forgot the manifold pressure and RPMs dad told me to use for cruise, but it consistently gave 150 knots. An inexperienced mechanic who misses a minor squawk can create a much bigger problem when one wheel doesn’t come down in flight. Cessna fixed the Cardinal gear in 78. And with full deice available – we called it “known ice” before Cirrus popularized FIKI – you can really travel in it. Maybe the answer is a high performance high wing, not a low wing composite? Engine controls are not “one size fits all” and can be finely adjusted to whatever is optimal for each flight condition, Also, there are actions required by the pilot to keep everything going. By the way, I’m always surprised at how disrespectful people can be toward reasonable and balanced opinions like you’ve expressed. Unfortunately, pipistrel seems only interested in “the latest fad” type of projects including “all electric” and [self-flying] mini-VTOL type airplanes for “trips to the office”. My family and I traveled all over the country in that 210. LOP that’s about 5.5 hours. The only replacement for a 210 is another 210 . Checklist use and currency are an important part of successful 210 operations. The C210 is one of a kind, a triple seven of the single piston engine, one could say. 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 agree, a sexy airplane – exactly like a 210 (often mistaken as a 210 by ground control) except for speed and load capacity –. Aircraft Bluebook Single Engine Piston Cessna CESSNA 210 M & up. Think there is a service bulletin on the fix. Could that be a good thing? Who knew the 210 crowd would take it so personally? With the strut-free high wing, cargo loading was painless. That meant gear up, flaps up, confirm cowl flaps open; then throttle reduced, prop RPM reduced, mixture leaned. 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. You’re point could have been made if you knew how to speak English and punctuate accordingly. This is a pilots airplane that must be flown. The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear single-engine general aviation aircraft which was first flown in January 1957.Production was completed in 1985. Air Facts still champions, educates, informs and entertains pilots worldwide with real-world flying experiences. Is that even legal to take off? You’re response is nonsense. Now I gotta worry about flying near 210s. The Cardinal had a $10K broken o-ring that took 4 years to finally find. The Crownair "Centurion Edition" T210 will compete with new manufactured aircraft by offering more payload, faster speeds and more range. I appreciate your article on the C210. Production on the Crownair "Centurion Edition" T210 will be done on an as-ordered basis and takes approximately two to three months. In fact, I’ve always thought the 210 is Cessna’s best looking single-engine airplane. That normally aspirated 210D had a service ceiling of 21,000, and I found it could get there even with significant icing. Aerospace Systems and Technologies offers a TKS technology weeping fluid ice protection system for the Cessna 210, models L, M and N. [6] Crownair Aviation developed a “Centurion Edition” T210, which is a remanufactured aircraft introduced in November 2008 that features a glass cockpit and new engine along with other minor refinements. Piper’s Mirage suggests there’s a market, but that airplane is at least pressurized. I flew with John Frank in his 1967 T210 and we never had any problems with the gear system. The 210 was the original “if it fits, it ships” airplane. Without my saying anything, passengers’ noses always seemed to be pressed against the glass right after takeoff. Hi Bill! We flew…, I chaired a festival Wings & Wheels Show event for 11 years. 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. John Frank’s book was a keeper too. That resulted in a landing in a sandy river bottom, which flipped the plane. I’ve got some Aztec time and it hauls a good load but it’s just a totally different airplane than a 210. 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. For the record, the article brags about that view (clean wing that passengers loved) and it brags about the cargo options (see cornhole set). If you’re going to fly straight west from Denver, take a T210. Later he asked where it was and I pointed to it at a 3 o’clock position. For the owner who’s serious about maintenance and proficiency, it offers good cruise speed, huge load-hauling capabilities, and honest flying qualities. Not only a nice looking aircraft, it flies nice as well. Great airplane. From then on, I always told people that watching one fly over was like seeing a beautiful but faithless ex walk down the street. Cool running and powerful up into the service ceiling. Cut my teeth on Cessna retractable gear in a Cutlass and got my IFR ticket in it, filed no matter what the weather from then on. Maybe…..but he knows the difference between “your” and “you’re”. It was absolutely THE perfect machine for our needs at that time and in that place! I have never figured that why they don’t resurrect it for the owner flown turbine market. 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. It's getting harder and harder to come up with the scratch for a new airplane these days... especially for those of us hankering for new airplane capabilities like glass panels and other high-tech accoutrements. If I had the need and $$$ I would own a Vitatoe-modified P210. Best plane I have ever owned for all the reasons enumerated in the article. Select a Year. 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. The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. It gets off the ground quick and climbs fast. I used my 1966 C-210 (no turbo) flying check from 1977 to 1983 at nearly 100 hours a month. Thanks for any feedback you might have. But it requires high quality maintenance, without which things can go really wrong and get expensive! Love the 210N . Mine had the “RAM” conversion as well as the gear doors removed. Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. The C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. She was both a source of great joy and acute pain. But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. 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. Email your article to editor@airfactsjournal.com. I miss her. How much did the vapor-lock fix cost? 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. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. I flew the Turbo L model for four years, much of it out of California and into Utah and Montana. Check out the Centurion Revisited at http://www.centurion-revived.com/. Birthday Cake Faceplant Resulted In Kid Getting Scared! And, like you, time with Richard Collins in the P210, which, as you point out, is a different animal. The unfortunate reality is Cessna couldn’t make a 210 today – at least not one that would sell. Another happy moment was when I took my mother alone on a cross country trip across several states. Many 210s have also lived hard lives as freight airplanes and have the skimpy maintenance history to prove it. 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. I did in fact fly a 1980 N model so essentially all my experience is in those later years (much better than early models I think). Pity they don’t make them anymore. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. Fuel tanks so you can get anywhere. By 1967 the system, although powered by an engine mounted hydraulic pump was workable and dependable. 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 … 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. They eventually bought it. It came complete with the struts that sang when encountering ice. 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. Crownair was formed this year in San Diego, CA. Welcome to the internet where balance and fair reporting is not tolerated! I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. Avidyne and Crownair Aviation, based in San Diego, Calif., are jointly developing the STC. I owed a T-210L for 30 plus years flew it for 35 years. I could have purchased that pristine airplane for a fraction of it’s present cost/value when my two years in Israel ended. Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. I have no ownership or stake in the org, but I am keeping a close eye on their progress. Copyright 2011-2021, Sportsman's Market, Inc. A trip into Washington Dulles one day in 2004 sold me on the airplane. 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. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. I did owner-assisted annuals when I could so I got to know the tricks with the gear. Check Out The Crownair T210 Centurion Edition With Aero-TV! Was a dream to fly and you’re right about the IFR performance. Thanks for a great story! 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. I suspect it’s the same with the 210 vs. Bonanza debate. Is turbo necessary for over 15,000 altitude flying? Enjoyed your article and brought back many happy memories. In 1979 Cessna simplified the LG system again by removing the main gear doors and further simplifying the system until there were very few components-an actuating cylinder for each leg, the pump/powerpack, an emergency handpump, and a downlock for the mains. Did you know that most of the articles at Air Facts are written by readers like you? Agree on the AC – that is one thing that really is nice when I fly a Cirrus. Compared to a Cirrus SR22, Cessna’s top-of-the-line single is complicated, with gear, prop, and cowl flap controls to manipulate. The Cessna 205, 206, and 207, known primarily as the Stationair are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use. 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. Avidyne Envision Installed on Cessna 210 Photo courtesy of Crownair Aviation 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. I think the Cardinal RG is the best looking plane Cessna ever built. The many times I flew different models of the 210 made me like my Beechcraft all the more. 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