Other upgrades included valve, ring and valve guide improvements and a TBO hiked 200 hours to 1600 hours; dual vacuum pumps and alternators available as options; improved cowl flaps to reduce chances of overcooling on descent; a TIT (turbine inlet temp.) Keeping up with the JonesesThe biggest change in the the P210 was due to the arrival of competition in the form of the Piper Malibu. Under more typical conditions-65 percent power at 20,000 feet with best economy mixture-book cruise is still a healthy 190 knots. It has a total baggage capacity of 26.00 ft^3; 14.00 ft^3 being internal and 12.00 ft^3 being external. ((805) 922-2580, www.cessna.org) supports the P210 and all other Cessnas. The airplane was equipped with a 310-horsepower Continental TSIO-520-P engine and a 3-blade McCauley propeller. Search Results By Date. It climbs like a beast and it flies as fast as a Cirrus with a 1500lb payload. Market ViewThe preferred airplane is the P210R model, although it commands a hefty price commensurate with its value, and its rare (only 40 built). Contact Sierra at www.sijet.com or 830-278-4481.As for clubs, the best one out there is the Cessna Pilots Association (805-922-2580, www.cessna.org) which supports the P210 and all other Cessnas. Naturally, the 1400-hour TBO on the earlier engines is nothing to boast about. 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. The 1982 model was going for about $225,000 at last glance at the Digest. Among these were a new slope turbo controller that maintains deck pressure at a steady two inches above manifold pressure, in the process eliminating a lot of unnecessary load on the turbo. As a result, all noted that their costs were high, but none complained that they were out of hand. The old fixed-point controller on 1978-1981 P210s was an economy measure that held an upper deck pressure of 35 inches, even when the engine needed only 25 inches. Surprisingly, the pressurization system with its heavier structure costs only about 100 pounds compared to the T210. Load more in the rear or youll need hefty tug to flare the airplane without a nose-first arrival. On the 1978 P210, gear lowering speed is 140 knots indicated, but with the 1979 models, it was raised to 165 knots, thanks to elimination of the gear doors. The airplane was configured to seat 4 individuals and had a maximum takeoff weight of 4,000 lbs. Although it wasn’t so in the beginning, the Cessna 210, eventually called Centurion, would become an alluring high-performance load-hauler. The cruise speed at 75% is 191 knots and the stall speed is 58 knots. But the most important comfort factor by far is the pressurization. Rough startCessna said that the P210 was a daring technological leap when it came out in 1978, and sold nearly 400 in the first two years. Condition. The extra wing span (more than two feet longer with some 10 feet of new wing area) allowed an extra 30 gallons of fuel in the tips and helped climb performance. Oil changes (at 50 hour intervals) are around $250 and include a bit of inspecting and maybe correction of a squawk or two. We think the R-model is worth the cost. And to do that, youll have to make a choice: stick an oxygen hose in your nose or pay for the convenience of pressurization. Inflatable door seals (Redhill Aviation, California) will solve most pressurization leaks, and are another must-have item. © Belvoir Media Group, LLC. The P210 was, in fact, the first pressurized single. So quiet that one can fly without headsets and talk to passengers sitting in the back row. You are interested in following the conversion process of building a Silver Eagle? Approaches are very pleasant. P210s with standard (90 gallon) fuel systems are somewhat limited in terms of range, however. Steve Ells provides facts and sings the praises of the Cessna 210. Instead, it was a derivative of nearly two decades of C-210 Centurions. The prices quoted are for average airplanes in average condition. Find and Compare CESSNA P210 for sale Also Consider. Engine reserves are hard to discuss since they infer a certain number of hours flown per year. Most of those who responded to our earlier surveys had installed extended-range tip tanks, reporting good endurance with them (as much as six hours). Cessna 210 Pressurized Series Aircraft Information. The FAA issued emergency ADs calling for extra-rich mixtures to cool the engines, along with other anti-detonation measures that reduced performance and, of course, boosted fuel burn significantly. In 1985 Cessna came out with the R model of the 210 line. High back pressure on the exhaust system and very hot induction air temperatures caused the engines to run hot and, sometimes, experience destructive detonation from the excessive heat. It had more power, longer wings and a redesigned horizontal tail giving it the lightest pitch forces of any 210. As a built-in speed brake, the landing gear extension speed and dive speeds with gear lowered are reassuringly high on this aircraft. As is true with many designs, the early airplanes are more pleasing in handling than the later, h… Still, the P210 was hardly a fresh, innovative design exercise. gauge, along with a restriction of 1650 degrees TIT to limit leaning and keep exhaust temps down. Cessna P210. Dual vacuum pumps should be standard, even if you dont have the full ice package. Although the landing gear works pretty well as a speed brake I have had one hydraulic power pack failure and intend to add Precise Flight Speed Brakes when they modify their kit to eliminate the need to repaint a large part of the wing. True to its aerial-minivan intents, the 210s handling qualities will not unlock the inner fighter jock in most pilots. When the club disbanded, I bought one of the P210s, a 1979 P210N with a Riley Rocket conversion that provided an intercooler and metal instrument panel. Its all in the numbers and when you compare virtually any piston single (or most light twins) to the possible mission profiles, utility, speed, comfort and cost of a P210, well, the numbers say it all. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. The earlier models carry more, and payload varies considerably depending on equipment. All reported occasionally moving up to as high as FL 230 to get over weather, however. As a built-in speed brake, the landing gear extension speed and dive speeds with gear lowered are reassuringly high on this aircraft. Consisting of a larger intake scoop and redesigned air plenum, it increased manifold pressure by up to seven inches at high altitude. The price of this airplane is within about 10 percent of the P210 for pre-1985 models. La cinématique de ce train, du moins sur les premières séries, est particulièrement complexe pour un avion de cette catégorie, les trappes de train se refermant après la sortie du train. In 1978, the Cessna P210 was a real landmark. Concerns apart, the P210 is the most wonderful single I have ever flown. Im continually amazed that 20 years later, no piston single really does what a P210 can do. Passionate about aviation. For those who desire pressurization, there really arent too many other choices. Flint long-range fuel tanks add 33 gallons of fuel capacity to the P210N and a couple of feet of wingspan for better climb performance. Next in rank is the Mark II model built in 1982 and 1983 (none were delivered in 1984). Fuel burns are substantial, however: 15-20 gph for early models and up to 23 GPH at 75 percent on the P210R. First flown in January 1957 and produced by Cessna until 1985, the Cessna 210 Series Centurion is a six-seat, high performance, retractable gear, single engine aircraft. And all this was accomplished under the certification standards of the old CAR Part 3 rather than the more stringent FAR 23 now in force. And finally, the last choice would be the Mark I models built between 1978 and 1981. Owners of earlier airplanes have told us that they recommend the installation of intercoolers, which help with the induction air temperature, although theres some dispute over whether its a worthwhile mod. Cessna P210N Aircraft Information. (See www.preciseflight.com or 800-547-2558.) Number of Seats. Cessna said that the P210 was a daring technological leap when it came out in 1978 and sold nearly 400 in the first two years. P0705042-3 - Escutcheon - LH Door Handle. With 1250 pounds of useful load, 149 gallons of fuel and 227 knots at 23,000 feet, I have options. With only one alternator, this allows me to shut off the master switch and run at least an hour on battery power alone in case of electrical failure. Unless a very light jet materializes at around $1 million, I cannot see what other airplane I would want. Pressurizing anything, let alone a single, is fraught with difficulty. Its not the cheapest aircraft in this category to operate, nor is it the most expensive. It is imperative that you fine a shop experienced with P210s or you will suffer severely. Also, the baggage compartment is separate from the cabin, so some loading flexibility is lost and passengers have to remember not to put certain items in their luggage. Having previously owned a 1976 T210, I knew what a great airplane could and should do. Unsave Save. A pair of P210s crashed after engine failures caused by detonation. Of course, heavy forces also mean an airplane that likes to stay where its put, and that means a solid IFR platform. Flight checks in the P210R showed a moderate pitch-up with 20 or 30 degrees of flap were suddenly extended, and a pitch down with flap retraction after takeoff. I now flight plan to use no more than 70 gallons, he warned. PerformanceThe original P210, which had gear doors, with no boots, could cruise in the mid-190s. It's available at aviation supply houses such as Aircraft Spruce and Specialty (www. Without them, the P210 system is regarded as quite troublesome and carries a 50-hour AD inspection for cracks. The cabin measures 04'00" high, 03'06" wide, and 08'08" long. My plane is powered by a Turbo Normalized 550F built by Western Skyways. A pair of P210s crashed after engine failures caused by detonation. Owners of earlier airplanes have told us that they recommend the installation of intercoolers, which help with the induction air temperature, though there is some dispute on whether its a worthwhile mod. You are interested in the Silver Eagle and want to know more about it? Curious George Learning to Fly Potential Aircraft Buyer Current Owner Other Pilot I Want to See The Results Submit and see results. MaintenanceAll owners who responded to our survey told us of the need for continuous and careful maintenance. Cessna realized in a hurry that the existing P210 wouldnt be able to compete with it, whereas a revised version would represent a less expensive, highly capable, proven alternative. One pilot complained that he found it impossible to actually load a full 89 gallons in his 79 P210N. But good use of the trim system is necessary and electric trim is a must-have item. While not literally the first pressurized single (the Mooney Mustang was the first real attempt), it was the first one that was truly viable. While most of our time and efforts have been focused on completing our FAA certification of the Turbo-normalized Cessna P/T 210, we are now in the process of upgrading our website. One of those exceptions is O&N Aircrafts re-engining of the Cessna P210 and 210 with the Rolls Royce (formerly Allison) 250-B17F/2 turbine engine, a powerplant thats been . No matter, though. Find and Compare CESSNA P210 for sale Also Consider. In fact, though, the P210 was hardly a fresh, innovative design exercise. Also With This Article“Cessna P210 Charts”. The result was the P210R. For the P210R, the Cessna is as much as $40,000 more expensive. But in summer, the airplane can be an oven if its not equipped with air conditioning. Year Interior. In 2002, business and family considerations made flying an obvious choice once again. Even though Cessna has designed a fairly efficient bleed air intercooler for the cabin air, one owner told us, the air still enters the cabin piping hot. These climb faster and go faster, however their superior performance is but a modest gilding on the P210 performance lily. The old fixed-point controller on 1978 to 1981 P210s was an economy measure that held an upper deck pressure of 35 inches, even when the engine needed only 25 inches. I would stay very far from it, I’ve gained quite a bit of insight into them and they are very fragile aircraft. Cessna 210, 210T Interior Decal Kit Note: **All Kits Ship Without Digital Watermark** Decal Pages Included: 3 This Decal Kit Fits the following Models/Part Numbers: Cessna 210 - Interior Decals Cessna 210T - Interior Decals Can't Find the Part You're... $80.50. State. We do not have boots, and I do not consider that a major drawback. But even that figures not etched in stone. Fuel capacity rose to a generous 120 gallons, eliminating the complaint by many P210 pilots that earlier models were a bit short-legged on range. Like other Cessnas, such as the first Cardinals, the early models had design flaws that had to be redressed after the fact. Air conditioning is essential, the extra fuel is really useful; the STOL kit and speed brakes are hardly necessary. All rights reserved. --Garth Bartlett, President Cessna Pilots Association of Australia. The first P210 was introduced in 1978, utilizing the push-pull P-Skymaster’s 3.35 psi pressurization system. PPL Training Courses: Sporty’s, MzeroA Top, Editor’s Choice Awards: Garmin An Easy Win. Surprisingly, the pressurization system with its heavier structure costs only about 100 pounds compared to the T210. Griggs Aircraft. The P210 is the absolute entry level to pressurization. Write CSS OR LESS and hit save. As is often the case, however, pilots prefer to break long trips into three-hour legs, since the endurance of the human bladder is typically less than that of the fuel system. ModificationsIntercoolers can be provided by several organizations. The Cessna P210 produced by Cessna. On top of that, the loading envelope is so broad and forgiving that its extremely difficult to louse up CG calculations. Good readings about the Cessna P210N Silver Eagle. I make a lot of trips from Texas to Acapulco, and there are few airports along the way. Over the last four years Ive had the airplanes interior and exterior completely redone, with a custom-designed interior by Bravo Three of Austin, Texas, and paint by A&A Airplane Refinishers in Big Springs, Texas. 288. around awhile and one that Rolls is trying to evolve into more GA applications with the advent of a new version, the RR500. Dual vacuum systems can be retrofitted to all P210s, and are mandated by AD for any equipped with the known-icing option. However, this is about as rudimentary as pressurization gets. HandlingBig singles like the 210 have heavy control forces as a rule, but the P210 is heavier still due to th routing of control cables through tight-fitting air seals where they pass through the pressure vessel. We perfomed hangar annuals for three years with an old salt who knew his business. We use cookies to help you get the best experience when using our website. They publish a slick monthly color magazine, and offer the best support and advice anywhere. On top of that, the system has no rate controller. We discovered we had a lousy induction system, a Cessna executive told The Aviation Consumer. (Upper deck pressure is the pressure between the turbo compressor and the throttle butterfly.) Said one owner: The new turbo has turned the airplane into a sick dog at altitude. On top of all that, the new P210R flies much faster than older P210s. (Upper deck pressure is the pressure between the turbo compressor and the throttle butterfly.) We routinely use it for trips of 300 to 800 NM in legs of from two to three and a half hours.. We operate most frequently in the mid- to high teens, where theres little traffic. This caused the turbo to work a lot harder than it had to, resulting in more exhaust back pressure and hotter induction air. May 25, 2010. My P210 has air conditioning, known icing equipment, radar, Flint tip tanks, a Horton STOL kit and Precise Flight speed brakes. The R/STOL Hi-Lift Systems kit is offered by Sierra Industries. Its ability to tote a serious load at speeds fully reasonable for the installed power has made the 210 a top seller when new and quite desirable as a used aircraft. It came with a Garmin GNS530, Sandel EFIS, STEC 65, radar altimeter, color radar, Stormscope, speed brakes and was less than half of a new Lancair or a third of a new Malibu Mirage. Next in rank is the Mark II model built in 1982 and 1983 (none were delivered in 1984). How To Use planephd. Thank you for visiting vitatoeaviation.com. As noted above, the combination of heavier structure, thicker windows, sealing of the pressure vessel and muffling effect of the turbocharger add up to less noise. Most P210s are adequately equipped by now. If you are tight for funds, however, dont even consider the P210. Featured Listing. The result was the P210R. For the P210R, the Cessna is as much as $40,000 more epensive. But even that figures not etched in stone. Part of it comes in the form of mechanical woes-the engines are short-lived, often dont make it to TBO and they cost a lot to overhaul. Other additions include a digital tach and standby DG. This website contains many older reviews. Along with engine compartment improvements came significant airframe upgrades like longer wings and a three-foot-longer horizontal stabilizer. Advertisement Cessna 1985 P210R Engine make/model: Cont. It is air conditioned and has full deice although I had the hot plane refinished and usually leave it off (I winter in Mexico and seldom really need it). Then, of course, theres the extra cost in the first place: a 1981 P210 costs about $20,000 more than a 1981 T210. My 190 Knot Cessna 210. "Whether you’re a high time Cessna 210 pilot or are just thinking about buying a 210, you’ll want to get a copy of Chuck McGill’s Flying the Cessna 210. Few do and in the single-engine realm, there are only two choices: Cessnas P210 and the Piper Malibu. My first aircraft was a 1980 Turbo 210N and I wish I … Country. We usually hand-fly them just to stay in practice. This caused the turbo to work a lot harder than it had to, resulting in more exhaust back pressure and hotter induction air. Adam and Don speak with the owner of a Cessna T210 during Sun N Fun 2018. Throw in a $20/hour engine reserve and it all works out to a bit over $100/hour, excluding hangaring, landing/parking fees, registration or other taxes. Write CSS OR LESS and hit save. Unpressurizied, turbocharged airplanes are a hybrid: they are advanced if you fly alone but best limited to simple operation for passengers, especially children. Theyre nice to have, but given the high gear speeds on the P210, not as necessary as they might be on some other airplanes. The P210 provides a quantum leap in flying experience from any other single except the Malibu and is also a leap ahead of any unpressurized twin. Fuel capacity rose to a generous 120 gallons, eliminating the complaint by many P210 pilots that earlier models were a bit short-legged on range. And finally, the last choice would be the Mark I models built between 1978 and 1981. “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.” —Richard Collins, Editor Emeritus of Air Facts Journal BELLANCA 17-31TC Turbo Super Viking (1969 - 1969) Best Cruise: 187 KIAS ( 28 ) Best Range: 661 NM ( 404 ) Fuelburn: 16.8 GPH ( 7.2 ) Learn more. Model HistoryCessna said that the P210 was a daring technological leap when it came out in 1978 and sold nearly 400 in the first two years. The airplane was a pressurized, single-engine Cessna P210N that was manufactured in 1979. Naturally, the 1,400-hour TBO on the earlier engines is nothing to boast about. P210 JAVELIN (1) P210 SILVER EAGLE (10) P210N (8) P210R (1) TURBO 210 (5) TURBO 210L (3) TURBO 210M (5) TURBO 210N (13) Year. (Interestingly, just about everyone said that my costs are probably above average, since Im so particular about maintenance, indicating that the owners as a group are a careful bunch.). 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. Contact www.onaircraft.com or 570-945-3769. This was supposed to eliminate the need for ultra-rich mixtures and provide improved range, performance and fuel economy. With the extended range tanks, 900 NM no-wind trips leave me nearly an hours reserve. This firm also can eliminate gear doors on early P210s. Sierra's update of the seminal Cessna retractable proves there's lots of life left in these old birds. What that means is that its very expensive, just not as bad as the other choices a prospective purchaser is faced with. However, this is about as rudimentary as pressurization gets. The Cessna P210N is powered by a Continental TSIO-520-AF engine of 285/310 hp. The P210 has only one door, so whatever goes in has to go through it. Flight checks in the P210R showed a moderate pitch-up when 20 or 30 degrees of flap were suddenly extended and a pitch down with flap retraction after takeoff. Ive had at least three pumps (two in one year), two alternators and several breakages. In 1980, I was an unlucky owner of a new P210 for a short time-litigation convinced Cessna to take it back. Smooth, fast (ish) and quiet. In 1961 the fuselage and wing were completely redesigned—the fuselage was made wider and deeper, and a third side window was added. Judging from Service Difficulty Reports, cylinder cracking is a matter to be reckoned with. Controls are truck-like but the P210 had 1350 hours, and we plan our for. Arent any other aircraft in question ClubsIntercoolers can be an oven if its equipped! Mass balanced to improve the flutter margin by O & N as well engines is nothing to about. Years with an old salt who knew his business turn the P210 was due to the maximum normal. Could make it faster if aircraft have Inconel exhaust systems many other choices it 's available at supply... You will suffer severely, but usually with one hand single-engine realm, there are few airports the! Other additions include a digital tach and standby DG and usuall fall in existing. That the two big trouble areas are alternators and several breakages doors on P210s. A full 89 gallons in his 1979 P210N outright alternator failure assume significant maintenance costs commensurate operating! Option below manufactured in 1979 induction air feet of wingspan for better performance... 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