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. 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. I’m not sure I want to own one again, but I’d sure love to fly one again. Every time you fill the tanks you will switch the fuel selector several times, EVERY FLIGHT. My favorite is obviously the Silver Eagle. I think the Cardinal RG is the best looking plane Cessna ever built. 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. 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. The package is aimed at breathing new life into the popular, though aging, fleet of Cessna 210s. It circulated around in the lines and would foul up the system check valves. One of the more significant announcements to come from the expo didn't come from aerospace giants Cessna or Cirrus... but from the comparatively diminutive Crownair Companies, a new aviation maintenance and avionics provider in the Southwest United States. It would be the perfect fit at the bottom end. I also took a demo flight with Larry Vitatoe in his P210 he modified by removing the original TSIO 520 and replacing it with a turbo normalized IO-550 and my conclusion is that the Vitatoe mod turned the P210 into the airplane Cessna wanted it to be. Sorry you didn’t like it Rob but I thought it was mostly complimentary. And based on our experience of owning and flying this aircraft, your article accuracy is spot on. First, the reasons to love a Cessna 210. Nice job!! Certainly all those levers are manageable in the Cessna, but it does require extra work – work that can quickly add up during single pilot IFR flights. The drag was actually increased during the complex retraction process before it reached the gear up less drag configuration. Landing gear doors in particular can be frustrating with a new mechanic. 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. in the cabin, and I often did. It looked so cool. With the strut-free high wing, cargo loading was painless. 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. No problems and after 4 and5 yrs respectively they are incident free and still flying their own aircraft. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. I’ve always admired and feared the 210. It's getting harder and harder to come ... Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 I have a T210N, 1983 version. 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. never played out, but the speed and payload sure did. The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). Beauty is most certainly in the eye of the beholder when it comes to airplanes. In the late 80’s early 90’s, I owned both a 74 Cardinal RG and a 76 T210. I thought I wrote a fairly positive article about an airplane I love. Compared to a Cirrus SR22, Cessna’s top-of-the-line single is complicated, with gear, prop, and cowl flap controls to manipulate. Maybe…..but he knows the difference between “your” and “you’re”. 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. Join thousands of other pilots - sign up for our informative email newsletter. The earliest 1960-62 systems were overly complex but Cessna kept improving it. My first 210 was a 1964 210D, the first year with the IO-520. The Tech Notes section, the forum and technical experts have been invaluable. Many 210s have also lived hard lives as freight airplanes and have the skimpy maintenance history to prove it. I invested stupid amounts of money on my 210 installing a glass panel, storm scope (took the radar off), engine analyzer, and interior, with overhauls of the engine and Q tip prop. 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. [7] I could have purchased that pristine airplane for a fraction of it’s present cost/value when my two years in Israel ended. Smart Girl Scouts smoking the rest of the competition! I devoured John Frank’s book on the 210 – he was the source of so much knowledge about the airplane (as you are too!). Camelia and I bought a 1979 T210N new 4 hours on it we have 5100hrs on it now when we have all ways been the pic since 4 hours. If you don’t have an old 210 in your hangar, Crownair will help you find one. If the pilot is up to it the 210 is a truly great airplane. The Centurion may rise again. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. Many pilots have complained about the heavy feel on the yoke, but I always thought this was a feature, not a bug. Eventually, I didn’t like flying IFR in any small plane. Heck, it would be worth flying a retractable gear plane even if it went slower. Love the 210N . Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. I thought it was a good plane at the time; the more I think about it, the more I think it’s one of the best single-engine planes I ever had the privilege of turning a wrench on. High on the list of reasons to hate the airplane is maintenance. And it’s out of production. Once took it up to 24,000 feet *we had oxy. Gear was made much more simple and reliable in 79. Your analysis of the potential issues associated with the gear system seems to be based on the OWT’s associated with the earlier models of the aircraft. Did you know that most of the articles at Air Facts are written by readers like you? The family was originally developed from the popular retractable-gear Cessna 210 and produced by the Cessna Aircraft Company. A 1980 210N (normally aspirated 300hp for 5 minutes IO520) turned up on the airport for sale, and one flight in it meant that I was hooked. 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. I loved both. 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. You confirm what other operators have told me, that it is the best IFR platform in its class. The many times I flew different models of the 210 made me like my Beechcraft all the more. Piper’s Mirage suggests there’s a market, but that airplane is at least pressurized. I have never figured that why they don’t resurrect it for the owner flown turbine market. 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. The post-1982 210’s come with an “improved” fuel system. 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 210 I flew, a 1980 model with no rear gear doors, boasted a maximum gear speed at the bottom of the yellow arc, so I used the landing gear like a speed brake. Then again; there's the retrofit game... and at AOPA Expo 2008, it was in full swing. If Cessna (Textron) were to try to do a 210 today with the numbers of the Centurion revisited, they’d have to consider a price point well north of a million dollars if anything for greed factor alone. Temperamental and marginal reading skills. From the pilot’s perspective, there are also compromises. With less than full fuel, I could stay in the envelope even with six adults and bags. 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. I owned a 210N for a short time in the 1980s and sold it when I realized I wasn’t using an airplane enough to make economic sense. Making the gear fold on a high wing airplane was indeed quite a feat and I’ve always suspected that NASA engineers working on the moon landing were also secretly employed by Cessna during the 210’s design phase. An Extremely Disgusting Prank That Will Make You Want To Puke. The company displayed its first Crownair "Centurion Edition" Cessna T210 during the upcoming show in San Jose, CA, November 6 through 8. Hi Bill, Not only a nice looking aircraft, it flies nice as well. ; Variants. The Cardinal had a $10K broken o-ring that took 4 years to finally find. Japanese anime frequently show retractable gear in spaceships operating in a vacuum because it just looks so darn cool. All the information is in the manuals but for some reason, you need both the preceding and next manual to suss it all out. I have a T-210L model which is the envy of most of the pilots at my airport including owning “those newer airplanes with fewer levers to move upon take off.” Facts that Mr. Zimmerman neglected to research are – 1) I can sleep in my plane if needed, 2) I can carry golf clubs along with four passengers if needed, 3) I can land in the distance of a football field if needed, 4) My plane would probably cost $185k to a new buyer whereas the airplane with fewer levers go from $450k to $850k. 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”. 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. Retrieved 1 October 2010. All that said, the 210 isn’t as pretty as the ’76 Cardinal RG I sold (after 30 great years) to buy the it. Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. The turbo and exhaust were expensive on the T 210. I suspect it is all about getting government subsidies. Mental note. Photos are an added bonus. I have some P210 time, and a lot of years in a 206. It came complete with the struts that sang when encountering ice. The C210 is one of a kind, a triple seven of the single piston engine, one could say. I flew the Turbo L model for four years, much of it out of California and into Utah and Montana. 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 You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. 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