(K)STS Santa Rosa, CA. Cessna was always driven by the marketing division of the company, which means that the 210 was constantly being improved upon. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Engine(s) – make/model:                Cont TSIO-520CF, Horsepower@altitude:                    325 @ SL to 17,000’, TBO-hours:                                       1600, Fuel type:                                          100LL, Propeller:                                          McCauley 3-blade CS, Landing gear type:                           Tri/retr, Gross weight (lbs):                           4100, Std empty weight (lbs):                   2471, Useful load–std (lbs):                      1629, Usable fuel–std (gal):                      115, Payload–full fuel (lbs):                   939, Wingspan:                                         38’ 10”, Overall length:                                 28’ 4”, Height:                                              9’ 8”, Wing area (sq ft):                             185.5, Wing loading (lbs/sq ft:                  22.1, Power loading (lbs/hp):                 12.6, Wheel size:                                       6.00 x 6, Seating capacity:                             6, Cabin doors:                                    1 1/2, Cabin width (in):                            44, Cruise speed (kts–75%):                190, Fuel burn (gph-75%):                     20/21 (est. ADS-B Compliant. Their previous experience with a 182 was excellent—not a surprise since the Skylane has always been one of general aviation’s most popular airplanes. I can remember writing in an early pilot report that “Cessna may have a tough time selling a single-engine airplane with a base price of $104,100.” Wrong! In 1969 the dihedral angle was reduced and the engine oil sump was changed to allow the nosegear to retract further into the fuselage. Cessna Hawk XP: A Skyhawk with Enthusiasm! I know, as I delivered about a dozen of those airplanes—singles and twins—from Wichita to the Los Angeles area. So much so that pilots with large families and a penchant for speed may want to take this opportunity to face the general direction of Kansas and salute. As a built-in speed brake, the landing gear extension speed and dive speeds with gear lowered are reassuringly high on this aircraft. The ‘67 210/T210 is easy to identify due to the unusually high dihedral angle of its strutless wings. MTOW was again upped to 3,300 pounds for the 210F/T210F. Aviation Consumer’s 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, it’s 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.” You’ll see early 1960 and 1961 210s out there priced lower than a 182. A standard 210F/T210F held 65 gallons, but it would be hard to find a 65-gallon version since most were delivered with the optional 84-gallon tanks. Yes, you could put the wheels to bed and there were no struts under the full cantilever wing, but other than that, the basic 210 flew very much the same as a heavier Skylane, but with more power, better climb and a considerably sexier profile at cruise. 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. The P210 is much quieter than a T210 of the same year due to the thicker, smaller windows and the beefed-up structure required to withstand the pressurization. One unexpected result was that literally hundreds of new Cessnas were delivered totally naked of any avionics at all. Advertisement 1983 Cessna Turbo 210N Centurion II Used Price: $207,000 Engine make/model: Continental TSIO-520-R Horsepower@rpm, 35-in. From a manufacturer’s point of view, those are powerful reasons not to resurrect a discontinued model. That decided us in favor of the P210R.”. There were some teething problems with the 1978–1980 P210s until Cessna announced its Performance Plus Program in 1981. For instance, in 1961 the optional fuel capacity was increased to a whopping 84 gallons for the 210B. They decided pressurization was a better way to go and asked if I could sell their turbo model and find them a nice P210R—both the last and the best of the Centurions. Cessna P210 Market Comparison Most of the new design high performance piston singles are based on the Continental tuned induction 550 series engine. 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. detailed technical data, specifications and photos of Touring / Utility Aircraft Cessna 210 Centurion Flugzeuginfo.net is the comprehensive civil and military aircraft encyclopedia with photogallery, airport-codes, airline-codes, aircraft-codes, country-codes, NATO-codes, aviation museums and much more. We spend most of our time in the middle altitudes—13,500 to 15,500 feet—where we can clear all the mountains in the lower 48 states. That allows us to run the cabin around 4000-5000 feet, a very comfortable environment for pilots over 50. Technicians and owners need to delve in the successive manuals for all the information. I once rode shotgun in a 1968 T210 from Santa Maria, Calif. (KSMX) to Addison, Tex. (The P210 wasn’t the first pressurized single, but it was the first successful P-model. John Frank, noted Cessna 210 expert, wrote this about the 1970 210: “Cessna had finally reached the peak of the mountain after a decade of climbing and could now look down on all the competition. Accordingly, the P210’s system wasn’t nearly as stout as the Mirage’s 5.5 psi. Technical Data It’s hard to believe when looking back, but the standard “sacred six” flight instrument panel configuration wasn’t standard in the 210 until 1975. 1982 CESSNA P210 SILVER EAGLE - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation The performance tables show that a more reasonable 71 percent power setting (15.5 gph) at 16,000 feet will yield a true airspeed of 179 knots. For both the 210B and 210C, MTOW upped to 3,000 pounds. The T210N was also the first single, along with the P210N, to be certified for flight into known icing (FIKI) conditions. It is basically the same system which is installed in the pressurised Cessna twins as well (C421, C340…). This beautiful 1980 Cessna P210 Silver Eagle features Garmin GTN 750, GTN 650, and G500 PFD/MFD. (KADS). The most popular of the Centurions was probably the turbo model. Aircraft: Cessna P210 Injuries: 1 Minor Flight Conducted Under: Part 91: General Aviation - Personal On May 17, 2019, about 1515 eastern daylight time, a Cessna P210N airplane, N4861P, ditched in the Gulf of Mexico after a loss of electrical power and engine power near Yankeetown, Florida. The 210 is a remarkably adaptable airplane. MTOW was again boosted to 3,100 pounds. First, the reasons to love a Cessna 210. By 1983, base tab for a P210N had risen a full $100,000—enough so that Piper’s introduction of the world-beater, 1984 Malibu caused Cessna to shelve the P210 for a year while they rethought the design. Cessna 182 vs 210. 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. We use Mailchimp as our marketing platform. (2) Fluid flows to the door-control actuators and the doors open. ), Best rate of climb, SL (fpm):         1145, Max operating altitude (ft):           25,000, Stall (Vso – kts):                              58, TO over 50 ft (ft):                            2110, Ldg over 50 ft (ft):                           1600. Disclaimer: Information on this site may not be accurate or current and is not valid for flight planning or any other aircraft operations. The new gear legs provided an additional six inches of tread and allowed the MTOW to zoom up to 3,800 pounds. The 1985 210R/T210R was upgraded again. When Cessna restarted producing propeller airplanes in 1996 the offerings were limited to fixed-gear single engine airplanes. As a result, many buyers purchased King radios and Cessna eventually responded by refusing to offer any competing avionics for a time. There were quite a few significant improvements in the P210R. 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. 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 ability to tote … That can be a big help if you’re flying in the proper direction.”, One area where the 210 still had an advantage over the Malibu was vertical cabin space. Once the doors are fully closed, pressure again builds up and, (9) activates a three- to nine-second time delay valve. A gain in horsepower to 185 increased the top speed by five mph, but it was not until 1966, when a turbocharged engine was made available, and 1967, when the strutless wing was installed, that the Centurion became a truly hig… Once the gear legs are fully up. No retractable gear singles nor twins are in Cessna’s future. Today, they’re retired in Mexico, and they fly back and forth to Texas, Arizona and California on a regular basis. Stall Speed: 55 KIAS. The Cruise Performance tables in the IM lists a cruise speed of 180 knot cruise speeds (80 percent power/17.8 gph) at 10,000 feet and 196 knots for the same power setting/fuel burn at 20,000 feet. ), a total distance over a 50-foot obstacle of 1,365 feet and an as-delivered useful load of 1,340 pounds. The first major change took place for model year 1964 with the 210D. Both Michellee and Hal Cabot are pilots with time in a variety of competing models, so they understand the market, but they say they’re extremely pleased with their current big Cessna and the one before it. The bigger turbo was needed to provide enough bleed air to pump up the cabin while not restricting the airplane’s climb or cruise performance. In other words, reduced power settings allow 210 owners to save fuel and yet still haul a load. The horizontal stabilizer offered a wider elevator to lend more pitch response to what had been a ponderous regime, and the wing sported three feet more span to improve climb. Mooney’s M22 Mustang preceded the P210 by a decade, though it was overweight, ran hot and offered disappointing performance. proved climb, cruise and handling, but the bid failed. If your mission is flying in the mid-teen altitudes and you struggle with the inconvenience of the additional expense of the periodic recertification and filling of the onboard oxygen bottle(s), cleaning cannulas and crimped oxygen hoses, you should consider flying in the quiet and comfort of a pressurized 210. I was able to sell their turbo and found them a pristine 1985 P210R in Phoenix. 1980 CESSNA P210 SILVER EAGLE. A small paragraph says book fuel burn figures can be reduced by one gallon per hour below 70 percent power. ), Pressurization doesn’t take kindly to large openings in the fuselage, and for that reason, the first P-210’s left door was significantly reinforced to help seal the cabin, and the beloved right door had to be excluded. “The Piper was quite a bit wider than the 210, but the cabin wasn’t nearly as tall. The 260 hp IO-470-E (on the 210A) and IO-470-S (210B and 210C)—while excellent engines—proved to be a little anemic and were replaced with a 285 hp IO-520-A. “The P210R suits us well,” says Michelee. “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.”. Cessna fitted an airtight bulkhead behind the rear seats. While many pilots obsess about cruise speed or short field takeoff length, I always found the 210’s incredible load-hauling ability to be a breakthrough in performance. MTOW was upped again, this time to 3,400 pounds. Steve Ells has been an A&P/IA for 44 years and is a commercial pilot with instrument and multi-engine ratings. 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). The new airplane had a service ceiling of 25,000 feet. On a little dial one sets the desired cruise altitude before takeoff or early in the climb and the landing airfield elevation when starting descent. Although it wasnt so in the beginning, the Cessna 210, eventually called Centurion, would become an alluring high-performance load-hauler. 873 serial numbers were issued for pressurized 210s. ... Find and Compare CESSNA P210 for sale Also Consider. Cessna 140: The Last of Cessna’s Little Taildraggers. The Cruise Performance tables in the IM lists a cruise speed of 180 knot cruise speeds (80 percent power/17.8 gph) at 10,000 feet and 196 knots for the same power setting/fuel burn at 20,000 feet. Airplanes such as Mike Busch’s magnificently restored T310R will obviously demand a premium price, but that’s perhaps only appropriate for Cessna’s piston-powered Learjet with props. The normally-aspirated model was initially attractive—and no wonder, the level of complexity was relatively unchanged. The P210 SILVER EAGLE seats up to 6 passengers plus 1 pilot. With the standard/optional 115-gallon tanks full, the Cabots can fly for about 4.5 hours plus reserve—enough for cross country trips of 800 nm. If the time to drive, park, pass through TSA security checkpoints, and connections are factored in, we beat the airlines that day in a 40-year-old Cessna T210. The Cessna 182 has a typical cruise speed of 130-140 KTAS and a MGW of around 3,000 lbs depending on year and model. The Cabots seem to agree. At the same time the MTOW for the turbocharged T210N jumped to 4,000 pound. This eliminated the chin “bump” in earlier models. Between 1957 and 1985, 9240 Cessna 210s were built. The 210 has a typical cruise speed of 160 KTAS and a MGW of 3,800 lbs. Guide + free newsletter made the trip—1,178 nm in a straight line—with stop! More `` 1983 Cessna turbo 210N Centurion II '' Cessna P210 - AOP:! And Answers ” on page 18 in this issue send Questions and Answers ” on 18... 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Be prohibitively high in order to turn a profit lengthened, the Cessna 182 has a typical cruise of... Tread and allowed the MTOW to zoom up to 6 passengers plus 1 pilot flight planning or other... Finished P210N was immediately recognizable by its rounded windows, again a concession to pressurization five... Is easy to install in earlier models of pressurization as-delivered useful load of 1,340 pounds purchased. A load its Vref for approach is 65-70 KIAS, and stall speed with flaps 45. Again in 1970 to 300 hp tail, and seven in 1986 side... As the Mirage ’ s M22 Mustang preceded the P210 by a 3:1 margin 210s had a top of! Flying west to east and there must have been tailwinds, but bid! Power settings allow 210 owners to save fuel and yet still haul a load again. A radio shop install King radios and Cessna eventually responded by refusing to offer any avionics. In other words, reduced power settings allow 210 owners to save fuel and yet still haul a.!