The 210 is not a “bad” airplane, but its not a “great” plane, either. I had many annuals under $1000. It is beautiful and performs as described above, overall better than a new Bonanza, the Cirrus, or anything else commonly available, for less than half the price. It can cover so much of the common travel flight need spectrum with ease. Way back before my 210 days we had a 1966 Cherokee 6 and that’s the only single I know of that could carry a bigger load than our 210’s. I’m not sure I want to own one again, but I’d sure love to fly one again. The Cessna Centurion 210 is a performance airplane. 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 … ; Variants. That is a nicety that a bucket of money will solve one day. Great article. In 1979 gross wt was raised to 4000 from 3800 lbs and no gear doors. Compared to a Cirrus SR22, Cessna’s top-of-the-line single is complicated, with gear, prop, and cowl flap controls to manipulate. 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. 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. These posters must be democrats because no sane person would be so ignorant. ... designed, and installed avionics system upgrades on a variety of aircraft •Assisted Crownair and Avidyne Corporation in receiving Supplemental Type Certificate (STC) for retrofit installation of Entegra flight deck in Cessna 210 … You’re response is nonsense. ATC was nice, but it was clear that I needed to spend some time in the penalty box while the unbroken line of airliners blew past me. An inexperienced mechanic who misses a minor squawk can create a much bigger problem when one wheel doesn’t come down in flight. The Crownair "Centurion Edition" T210 will compete with new manufactured aircraft by offering more payload, faster speeds and more range. (Note that I’m excluding the pressurized P210 model, which is an entirely different animal, and exhaustively analyzed by Richard Collins here.). The only problems with the gear were mechanic-induced when I was not around for that part of the annual. The Cessna 210 was manufactured in 26 model variants. The result was failure and another shuttered production line, even though the airplane was a great performer. The back two seats in a 210 are not exactly spacious, but they work well for shorter flights or for kids. Compare price and specifications of all Cessna 210 models in our listings. You confirm what other operators have told me, that it is the best IFR platform in its class. A partner in the C-210 back in the early 80’s landed gear up but it was pure inattention and he quit flying afterward. I do love the way a Bonanza flies, but it’s always felt a little bit foreign to me. A typical after-takeoff flow for me in the 210 was to count 1-2-3 twice: three handles and three levers. Not the same as the 210N but a keeper too. The afternoon of the Friday after Thanksgiving in 2005 my little dog Stanley and…. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12 and a Robinson R44 helicopter. I’ve got some Aztec time and it hauls a good load but it’s just a totally different airplane than a 210. I’ve always admired and feared the 210. That normally aspirated 210D had a service ceiling of 21,000, and I found it could get there even with significant icing. William Thompson reassured me in a handwritten reply that the C210 wing can likely sustain a 6.5g load before it fails. (There are more than 2,000 on the FAA aircraft registry.) The Crownair "Centurion Edition" is the first all glass cockpit in a Centurion T210 in the world," says Grant Murray, owner of Crownair. Hi John, Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. © 2021 Metacafe, LLC. 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. You do not have to be Richard Collins or Ernest Gann--simply a GA pilot with a story you'd share with friends sitting in the hangar. Perhaps someone will resurrect the 210’s capability in that format. And many things the A36 could do that the 210 couldn’t. If you’re going to fly straight west from Denver, take a T210. We had a few of the gear problems mentioned, usually micro-switches/adjustment, never anything serious that was mechanical. Now retired with 1978 Cardinal FG – I still long for the days and cross-countries high above the Rockies circumventing weather with our StormScope in N4818Y. What a bloody joke! No problems and after 4 and5 yrs respectively they are incident free and still flying their own aircraft. The many times I flew different models of the 210 made me like my Beechcraft all the more. Every airplane model has a personality; some even have a stereotype. And it’s out of production. Once we were flying at 15,000 feet – the highest I have ever been in a general aviation plane. The Avidyne Entegra suite is part of Crownair's "Centurion Edition" refurbishment program that includes… 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. There’s a handful! I trained two student pilots from scratch on their own 210’s. Archived from the original on 2007-09-29. ; Variants. In addition to being Editor-in-Chief of Air Facts, John is a Vice President at Sporty’s Pilot Shop, responsible for new product development and marketing. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider and deeper, and a third side window was added. The insurer totaled it, and I have a nice settlement and am shopping for another early (1964 to 1969) 210. Then again; there's the retrofit game... and at AOPA Expo 2008, it was in full swing. My only issue was the comment of “Cessna couldn’t make a 210 today” Actually I think the more accurate comment is that they choose not to make one today. John- your article is well done and on the mark. So not really a belly landing. The drag was actually increased during the complex retraction process before it reached the gear up less drag configuration. Many 210s have also lived hard lives as freight airplanes and have the skimpy maintenance history to prove it. Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isn’t. I can’t think of another airplane that would deliver as much for the price. Beauty is most certainly in the eye of the beholder when it comes to airplanes. I learn early that it’s hard to find a comparable air plane haven’t yet. With the strut-free high wing, cargo loading was painless. We’ll never know, because Cessna took the opposite approach, buying the Columbia 350/400 series and trying to out-Cirrus Cirrus. Cessna has always been superior in customer support compared all the other manufacturers that’s why they’re still in business So if you can’t afford the Best aT210 M or N don’t buy one You have to pay to play. John – After encountering the few negative comments which I thought were petty and ignorant – I had to go back and reread your article to see what I might have missed? In a Cirrus the only thing to do is raise the flaps and enjoy the view. I felt much more confident in IFR in the 210. 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 owed a T-210L for 30 plus years flew it for 35 years. 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. As a Civil Air Patrol Mission Pilot in Denver, I was called up multiple times per month to search in the mountains for down planes. Thanks for any feedback you might have. Visit www.avidyne.com, www.southernstar.aero and www.crownairaviation.com. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. 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. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. My T210G did have an engine failure last year (cause still unknown until the NTSB finishes examining it). That meant four 200 lb. My father owned a turbo 210 with struts. Air Facts was first published in 1938 by Leighton Collins and relaunched in 2011 as an online journal by Richard Collins and Sporty's Pilot Shop. > O&N Aircraft offers a Rolls-Royce Model 250 turboprop conversion of the T210 and Pressurized Cessna P210N known as the "Silver Eagle". One thing you failed to mention is service ceiling, a pretty important consideration in the west. All that said, the 210 isn’t as pretty as the ’76 Cardinal RG I sold (after 30 great years) to buy the it. View all new & used Cessna 210 Single Engine Piston aircraft for sale at ASO.com. For now, the Centurion flies on as an older but still refined airplane. Cessna brought back the 172 and 182, but not the 210. I think the Cardinal RG is the best looking plane Cessna ever built. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. 5) Have you ever tried to take a picture from a “newer airplane”? In response to Kim Hunter (above), the last plane I owned before retiring was a Cardinal RG. Fuel tanks so you can get anywhere. I have never figured that why they don’t resurrect it for the owner flown turbine market. But like all machines it’s a compromise. Was a dream to fly and you’re right about the IFR performance. The C210 is one of a kind, a triple seven of the single piston engine, one could say. Is turbo necessary for over 15,000 altitude flying? It is a load hauler, not quite as fast as Bonanza, but at least everyone faces forward and passengers can either look out the window or fully recline their seats. I loved both. I owned and operated the same Cessna P210 for more than 20 years and before that I rented various models of the C210 and T210. Find and Compare CESSNA 210 for sale Also Consider. John Airplanes, like life, are all about compromises and the 210 is no exception. Once I had an instrument rating (later that year) I stopped using the airlines at all. The “solution” is for a modern company with great carbon-fiber skills (like pipistrel) to decide to create a high-wing “workhorse” airplane. Sorry this note is not technical, but for me the 210 means joy. Enjoyed your article and brought back many happy memories. About 1150 lbs of people and stuff full of fuel and go. Had a ’78 T210 which I sold a few years back and still miss it everyday. I once flew two people and a complete, 4 ft.-long cornhole set (Google it – it’s a lawn game) to Put-in-Bay, a small island in Lake Erie. A few years after acquiring my 210 I received a copy of William D. Thompson’s book, “Cessna Wings for the World, The Single-Engine Development Story.” In the book the author describes how the wing of the cantilever-winged Cessna 195 was found to be undesirably over-strength, somewhat overweight and almost unbreakable during testing. I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. And I can take the back doors off and have a fine photo platform. You do not have to be Richard Collins or Ernest Gann - simply a GA pilot with a story you'd share with friends sitting in the hangar. I have a T210N, 1983 version. I flew with John Frank in his 1967 T210 and we never had any problems with the gear system. Went back to school and didn’t fly again until 1976 when, with my…. Lots of us have shared your experience. Sorry. "We understand the dedicated owners and enthusiasts who fly Centurions, and our goal is to make their flying experience first class." Its carried just a bit less payload than the 210D despite the higher gross weight because the spar was so heavy. I’ve loved the other Cessnas I’ve owned and flown and they did a fine job. Did you know that most of the articles at Air Facts are written by readers like you? 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. Retrieved 1 October 2010. The large full-fuel payload also opened up some unique possibilities for more than just human cargo. 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. The TKS deice fluid kept the wing reasonably clean and the airplane stayed steady in the light to moderate turbulence. Those were the days my friend! Want to share your love it/hate it airplane? For more information on the EXP5000 Envision® STC call 888-855-9969. It brought me great satisfaction to be flying such a sophisticated plane with my mother having faith in me. Whether you have a precise requirement for a specific aircraft, or just a concept with an understanding of your needs, let the Aircraft Sales and Management Team at Crownair Aviation handle the time consuming and sometimes tedious aspects of buying, selling, or managing your valuable asset. Excellent! 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. An Extremely Disgusting Prank That Will Make You Want To Puke. All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldn’t seem to manufacture a cylinder. Twice I was called by the tower SCK & SDG that I was trailing black smoke, but never could find the reason. I suspect it is all about getting government subsidies. In fact, I’ve always thought the 210 is Cessna’s best looking single-engine airplane. (but saved by tower controllers twice) Another owner (his 210) did a touch-and-go that took a off few rivets and the strobe that was on the belly and curled the prop a bit, arriving home from his Flight Review!! It’s called the “Centurion Edition T210.” For $365,000, Crownair will overhaul your old T210 and spiff it up with a new engine and avionics. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider … adults and lots of baggage, something that isn’t possible with most Bonanzas or Saratogas. Another happy moment was when I took my mother alone on a cross country trip across several states. 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He said, “That’s impossible, we aren’t faster than a bonanza.” He paused and said, “Unless they don’t have a supercharger.” He then smiled the widest happiest smile I ever remember him having, slapped my knee, and exclaimed, “Well, we do!” He smiled for the next 20 minutes, the longest I remember him ever smiling on a flight. Check Out The Crownair T210 Centurion Edition With Aero-TV! 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. The last year it was made. The Cessna 210 was manufactured in 26 model variants. That said out of 16 aircraft in the GA field that I have flown, it was the best. BEECHCRAFT A36 Bonanza (1968 - 1983) Typical Price: $120,704.00 Total ... 2009 CESSNA AIRCRAFT CO LC41-550FG. You’re point could have been made if you knew how to speak English and punctuate accordingly. I gave up the experience when a family member wanted to take over the job. The standard tanks carry way more fuel than my bladder can tolerate. On the other hand, a “throw parts at it” mentality can quickly turn a minor inspection into a $30,000 event. SE-GMD Typ: Cessna F172M Skyhawk c/n: F172-1430 Tillverkad år 1975 i Reims, Frankrike Interimregistrering 1976-01 Crownair Flygtjänst AB Swedair, Bromma Registrerad 1976-03-11 Crownair Flygtjänst AB Swedair, Bromma 1976-06 Stockholms Flygklubb, Bromma 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. 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). The turbo in our unpressurized 210 seldom worked, but when it did it made a super good impression on me. Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. Having a shop that knows 210s is the best way to prevent problems. in the cabin, and I often did. But it requires high quality maintenance, without which things can go really wrong and get expensive! Eventually, I didn’t like flying IFR in any small plane. The Cardinal is by far the sexiest design Cessna produced. Crownair was formed this year in San Diego, CA. The V-tail Bonanza is either a joy to fly (according to owners) or a doctor killer (according to the internet). Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. Seats 4 comfortably. This list of popular articles is a great place to get started. Good job and great article. The fuel system is complicated, turbocharged models need a little extra TLC, and some parts are hard to find. 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The annual are totally inaccurate it would be so ignorant even with six adults and of... A quiet Company in South Africa which is doing exactly that on the yoke, but its not a bad! I took my mother alone on a P210 back in the west be frustrating with a IO-470! Reassured me in a Cirrus went back to school and didn ’ t say was!