It was designated as the 210G. Performance specifications Horsepower: 1 x 260 HP Best Cruise Speed: 165 KIAS Best Range (i): 700 NM Fuel Burn @ 75%: 13.5 GPH Stall Speed: 51 KIAS Rate of climb: 1,300 FPM Ceiling: 20,700 FT Takeoff distance: 620 FT Landing distance: 750 FT Takeoff distance over 50ft obstacle: 1,135 FT Landing distance over 50ft obstacle: 1,190 FT Weights The engine was upgraded to a Continental 325 hp TSIO-520-CE. Getting into the rear seats can require the agility of a gymnast, so that area is usually reserved for extra baggage. We spend most of our time in the middle altitudes13,500 to 15,500 feetwhere we can clear all the mountains in the lower 48 states. The differential is fairly low, and just as with the Skymaster, Cessna had to find a way to pressurize what was essentially a pre-existing boxnot an ideal shape for enclosing air. Sierra also makes STOL kits, as does Horton. Although early models were little more than retractable 182s, it eventually evolved into a sophisticated, sought-after series of three basic types, each with their own characteristics, including the normally aspirated 210, the turbocharged version and the pressurized Centurion, which we covered in a separate report in the March 2015 issue of Aviation Consumer. The capacitive fuel gauges are incredibly accurate if you keep them calibrated. All data presented is for entertainment purposes and should not be used operationally. Click HERE to choose your FREE download: 172 Owners Guide, 182 Owners Guide, or Digital Magazine. It was also lighter and less expensive to build. The biggest issue I found was mechanics who were not familiar with the planecreating maintenance-induced problems. A very low time engine and factory new prop are complimented by a clean airframe with complete logs and capable IFR instrumentation. Owners also complain of water and air leaks, and Royalite interior panels that crack and come apart with age. Big news came in 1964, with the 210D, which received not only Continental's IO-520-A, but a 1700-hour TBO and another 100-pound gross weight increase. The wingspan was extended by two feet to 38 feet, 10 inches (which made it a tight fit for a 40-foot-wide hangar door) and an additional three feet was added to the horizontal stabilizer. - Aircraft data that you believe is inaccurate or have specific experiences. We use cookies to help you get the best experience when using our website. I found that big shops that serviced turbine equipment were the worst, as the good mechanics might work on the high-priced iron and the 210 was worked on by whoever was left. The AiResearch TEO-4 turbo allowed flight as high as a theoretical 27,000 feet, though oxygen systems of the day werent rated for anything above 25,000 feet. Prior models fuel tanks were flexible rubber-like bladders. Performance Specs 1969 Cessna 210J $155,950 FAST 165 Knot Airplane at 12-14 GPH Last year with the spring gear! Empty weight didnt increase by much, but the new R model benefitted from a 4100-pound gross, 100 more than the N, so virtually all the increase translated directly to payload. He can be contacted via email at flybillcox@aol.com. But theres no free lunch. Overhauled by Gills Engines, Reno NV December, 2008 These days, major avionics upgrades include sourcing a new instrument panel to accommodate large flight displays. (7) a switch on each gear is closed which causes the solenoid-controlled door control valve to move to the door-closed position, (8) causing fluid pressure to flow to the door closed side of the door-actuating cylinders to close the doors. As a result, many buyers purchased King radios and Cessna eventually responded by refusing to offer any competing avionics for a time. ECI Cylinder Kits installed at Overhaul Model TIST71.2ACA (800 Hour Service life by AD), McCauley Model D3A32C90-R 3 Blade Constant Speed Propeller This version is powered by a Continental IO-520-A engine with a rated thrust of 285 horsepower. Child seats in the baggage compartment were optional. When all-out payload and speed are important, the 210 is hard to beat. Finally, we couldnt help but scratch our heads over the pilot who decided to drag the left main in the snow covering a dry lake bed to better assess the surface conditions. Unfortunately, drag rapidly increased and sucked the aircraft down. Full power didnt helpthe airplane sunk into the snow and nosed up. The Cessna 210s were produced from 1957 to 1986 with a total of 9,240 aircraft built. Single-engine. The aircraft was developed into 26 model variants. Various components get blamed for gear problems but the overall issue is sheer complexity: Theres a lot going on when the gear is cycled. MTOW was again upped to 3,300 pounds for the 210F/T210F. Home > Aircraft Specs > Manufacturers > Cessna Aircraft > 210 D & E Centurion Performance Information. The Tech Notes section, the forum and technical experts have been invaluable. The Cessna Pilots Association is a great asset for Cessna owners. Sun n Fun 2023: Superior Custom Instrument Panels. We noticed a definite improvement in takeoff power with the new propeller (or was it the engine? Ventilation and heating are generally good except for the rear of the cabin. Someone in this market can easilyand perhaps mistakenlyget scared away from the Bonanza because of higher purchase and parts prices, and from the Lance/Saratoga because of the slower cruise speeds. Buyers should check the saddles and replacement times on these aircraft. Its a testament to the 210s basic good performance that this is not the case. step-up aircraft. Its all there; its just not all in one place. We bought the scimitar-shaped Hartzell J3F (with spinner for $10,300), which has become the de facto standard propeller for this airframe. For information about our privacy practices, please visit our website. In Cessna: Wings for the World, Bill Thompson writes, In 1979 a cost-reduction program led to the elimination of the main gear doors and associated actuators and priority valves.. They jetted out from Massachusetts the following day, bought the airplane on the spot and have lived happily ever after. I found that all the answers needed to understand and maintain the 210 landing gear systems are in the Cessna service manualshowever, not all the information is in any one manual. Bye-bye, wing struts. - Aircraft data that you believe is inaccurate or have specific experiences. Another Used Aircraft Guide from Aviation Consumer critiques the Cessna 210 Centurion. First certified in 1959 and marketed as a 1960 model, the original 210 and 210A were 2900-pound airplanes powered by a Continental IO-470-E of 260 HP, a fuel-injected version of the 182s engine. 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.. Still, there were major differences. Later, 1968 and 1969 models came with improved saddles as original equipment, but they must be inspected at 1200 hours and annually thereafter and still run the risk of eventual cracking. More Info. Panel features a Garmin 430W and an approach coupled and auto-trimming STEC 55 autopilot. Unless otherwise noted, these reviews carry product pricing from the time of the original review. While it was later determined that airframe break-up rate of the cantilever models was the same as the faster strutted ones, some critics question the wisdom of this redesign. In 1970, the Centurion II was introduced. Cessna 210 G, H & J, K, L Centurion - Performance Data. ), Please tell us: Since pressurization remained at 3.35 psi, pilots and crew would have needed supplemental oxygen, as the cabin would have been above 12,500 feet. A very low time engine and factory new prop are complimented by a clean airframe with complete logs and capable IFR instrumentation. Once the doors are fully closed, pressure again builds up and, (9) activates a three- to nine-second time delay valve. Cessna Country: United States Manufactured: 1957 to: 1986 ICAO: C210 Price: US$.044 million (1967) Performance Weights Dimensions Avionics: Engine: 1x Continental IO-520L Piston Power: 300 horsepower Max Cruise Speed: 204 knots 378 Km/h Approach Speed (Vref): 58 knots Travel range: 900 Nautical Miles 1,667 Kilometers Fuel Economy: Service Ceiling: GlobalAir.com is your partner in connecting you with relevant information and resources. The 210 is a remarkably adaptable airplane. One of our Planephd Experts will be in touch with you shortly. The Cessna 210 Centurion is powered by a Continental IO-470-E engine of 260 hp. It also featured an increased takeoff weight to 1,406 kg and two small child seats. Specifications. For both the 210B and 210C, MTOW upped to 3,000 pounds. After three to nine seconds, fluid flows to the. Big news came in 1964, with the 210D, which received not only Continentals IO-520-A, but a 1700-hour TBO and another 100-pound gross weight increase. A combination of large control surfaces and high aerodynamic loads make for an unusually fast ability to maneuver. I just completed the installation of a new Airtex interiora huge job when done correctly. The first was when the rubber plunger in the gascolator failed and a spare wasnt available. Electric Pitch Trim Performance specifications Horsepower: 1 x 260 HP Best Cruise Speed: 160 KIAS Best Range (i): 680 NM Fuel Burn @ 75%: 15.0 GPH Stall Speed: 52 KIAS Rate of climb: 1,270 FPM Ceiling: 20,300 FT Takeoff distance: 625 FT Landing distance: 725 FT Takeoff distance over 50ft obstacle: 1,210 FT Landing distance over 50ft obstacle: 1,110 FT Weights There is also the non-pressurized, cabin-class Piper Matrix, but its price point may not make many prospective purchasers lists. A mod from Sierra Industries to remove the aft gear doors and modify the nosegear system is available as an option if a main gear door is damaged or cracked beyond repair. Two additional seats were an option but the two in the aft-most seats had to be pretty small due to the wheel wells in the aft fuselage. Dual instruction, export and worldwide delivery are available. In 1961, the fuselage and wing were entirely restructured; the fuselage became wider and deeper, and there was an added third window on the side. It was smooth except for the new propeller pounding into the pavement by the brand-new engine (recently replaced because of another incident), which I had momentarily throttled forward, vainly trying to save the airframe when I first felt the left main start to waffle. (The P210 wasnt the first pressurized single, but it was the first successful P-model. . The six-seat retractable single is a market niche to which many prospective owners aspire. Cessna 210B ), until it ate a runway in Florida. When Cessna restarted producing propeller airplanes in 1996 the offerings were limited to fixed-gear single engine airplanes. It didnt turn out that way. Activate My Web Access . (Interestingly, rather than mount a second door on the P-Skymaster, Cessna chose to limit the airplane to five seats.). 118 Hours SPOH Fewer than 175 R models were built. Send questions and comments to . The lighter gear system had a reliability tradeoff, and it bit me on a family vacation to Florida. In late 2014 I was a passenger during a demonstration flight of a P210 that had been upgraded with a turbo-normalized IO-550 engine in accordance with an STC owned by Vitatoe Aviation in Circleville, Ohio. With three men and three women, the average weight was less than 170 pounds per seat, so we could carry baggage for a weekend trip. When everything is working correctly on our P210R, we see a cabin altitude of between 10,000 and 11,000 at 20,000 feet, but in fact, we rarely fly that high. In late 1959, the Cessna 210 was introduced to the aviation market. This is a complex airplane and there will always be some squawks. Cessna 140: The Last of Cessnas Little Taildraggers, 177RG Cardinal: Cessnas Airplane of the 70s. Protects the entire airframe. Given the general age of the 210 fleet, many of these issues are related to general wear and tear. Both -R models came with 87-gallon fuel tanks as standard and were optionally equipped at the factory for 115 gallons. ( If fixed landing gear is more to your liking, then Piper, Cirrus and Cessna have other offerings making the cut. By 1983, base tab for a P210N had risen a full $100,000enough so that Pipers introduction of the world-beater, 1984 Malibu caused Cessna to shelve the P210 for a year while they rethought the design. MTOW was again upped to 3,300 pounds for the 210F/T210F. The Centurion is, at best, a truck. Neither the original Skymaster nor the Cessna 210 was ever intended to be inflatable. These two will mix in a plenum above the rudder pedals and youll have a rush of warm air that will easily reach the baggage area. It also features new landing gears, a bigger cabin, and an increased weight to 1,724 kg. From a manufacturers point of view, those are powerful reasons not to resurrect a discontinued model. 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