Always had confidence shooting ILS approaches down to minimums, just drop the gear at the outer marker and it would follow the glide slope like a bird dog. Engine Notes: TSIO-520 310 HP 200 Hours on bottom end Lifter change. Serial Number: 210-63191. I miss her. This is a pilots airplane that must be flown. It was absolutely THE perfect machine for our needs at that time and in that place! John Frank’s book was a keeper too. I’ve always admired and feared the 210. For the owner who’s serious about maintenance and proficiency, it offers good cruise speed, huge load-hauling capabilities, and honest flying qualities. Great airplane. to get over bad weather which tried my nerves since I had two on board. Le remplacement des rails supportant les sièges arrière coûte excessivement cher : de 1 200 à 2 000 $ le jeu, main-d’œuvre non comprise ! a) Le Cessna 210 est à l’origine des modèles 205 et 206. b) Le P du modèle P206 est l’initiale de : Powered, Pressurized ou People ? But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. Cessna brought back the 172 and 182, but not the 210. For now, the Centurion flies on as an older but still refined airplane. Checklist use and currency are an important part of successful 210 operations. That’s why Cessna 206 owners universally adore their airplanes. Put a couple of fact. All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldn’t seem to manufacture a cylinder. Join thousands of other pilots - sign up for our informative email newsletter. I have very fond memories of the 210, but it is a love it/hate it type of airplane – its strengths are unique, and its weaknesses are maddening. You could do the same in the Cessna 206 but it was easier in the Piper. The 205, 206, and 207 were originally developed from the retractable-gear Cessna 210. Is turbo necessary for over 15,000 altitude flying? I had expected that they would be more similar in landing than it actually was. Masse maximale au décollage : 3789 lb (1719 kg), Hélice : tripale McCauley, à vitesse constante, Ø 79 po (2 m), Facteurs de charge (volets relevés) : +3,8 g / -1,52 g, Vitesse maximale (Vne) : 182 kias (337 km/h), Vitesse de croisière maximale : 161 kts (298 km/h), Distance franchissable maximale : 703 nm (1302 km), Tarif (nov 2016) : 645 000 $ US hors taxes, Partager la publication "GUIDE DE RÉFÉRENCE : CESSNA 206". About 576 205s were delivered over its two-year production. Gear was made much more simple and reliable in 79. It had two doors in front and a smaller rear door on the left side. Aircraft Canada. 1998 - 2010 Cessna Stationair 206 Year: Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. Why? La reprise des activités, en 1998, marqua implicitement la renaissance du 206. 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. … Go or No Go: above the bumps, below the ice? Makes me wonder about their SA too. replacements; Symmetrical Wing Tip (std. The T210 was unsurpassed for that work. Résultat : 420 shp sous le capot ! 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. Thus…. Malibu vs. Cessna P210. The Stationair family (Super Skywagon, Skywagon, Skylane and Super Skylane) was originally built up from the popular retractable-gear Cessna 210. Copyright 2011-2020, Sportsman's Market, Inc. Depuis, la motorisation ne fut plus réformée. 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. I own and fly a T210 and got checked out in a 182 to have as a backup option when my 210 is in annual, maintenance, etc.. About 1150 lbs of people and stuff full of fuel and go. The Cessna 205 was introduced in 1962 as an advanced version of the Skylane. Heading out to Bots come 2008 and thinking of doing a 206 or 207 rating as I've heard that's what they predominantly use over there. Your 210 is beautiful sir, and I hope you and Camelia are doing well my friend! 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. That meant gear up, flaps up, confirm cowl flaps open; then throttle reduced, prop RPM reduced, mixture leaned. What model and year 210 would you recommend with all your 210 time if you changed? Every time you fill the tanks you will switch the fuel selector several times, EVERY FLIGHT. D4510-13. IO-550 T.I. I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. À l’opposé, le C207 – 14 machines listées – s’apparente presque à un modèle de collection. The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. My family and I traveled all over the country in that 210. Pour avoir testé cette machine, je peux affirmer que ça pulsait ! I have some P210 time, and a lot of years in a 206. This distinctive cowling was made more streamlined on the later Cessna 206. Contrairement aux avions immatriculés au Canada, les N registred n’ont pas de carnet de route. The Cardinal had a $10K broken o-ring that took 4 years to finally find. It's completely free, and we will not share your information with anyone. L’accès à bord est très aisé grâce à la double porte cargo. GA safety trends: what should we worry about? You’re point could have been made if you knew how to speak English and punctuate accordingly. The Cardinal is by far the sexiest design Cessna produced. Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. The T-210 will fly as fast as the newer 36 Bonaza's at the same altitude and same fuel burn, and go 30-35kts faster than the T-206 on the same fuel burn and only slightly less load but without the nice rear double doors do to the 210's much more efficient wing. Heading out to Bots come 2008 and thinking of doing a 206 or 207 rating as I've heard that's what they predominantly use over there. Great King equipment package, flight director, HSI, rnav, loran, and storm scope. Cet exemplaire, immatriculé C-FSGX, est particulièrement bien équipé. The prototypical Malibu pilot steps up from a Saratoga, Cirrus, or a Cessna 210. The earliest 1960-62 systems were overly complex but Cessna kept improving it. L’ajout d’une double porte cargo acheva de différencier les deux modèles. Leurs moteurs respectifs évoluèrent également. Fiable, solide et de maintenance conventionnelle, il semble apprécié par les pilotes, les exploitants et les mécaniciens. Registration # N3183M. Pour pallier le problème, des mécanos et techniciens ont greffé de petites turbines en lieu et place des six-cylindres montés au fil des ans. Sa production s’interrompit en 1986 – année durant laquelle Cessna, pour des raisons de responsabilité civile (assurance), stoppa la production des monomoteurs à pistons. Your email address will not be published. c) Une version 206RG (train rentrant) a déjà été commercialisée par Cessna. 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. The insurer totaled it, and I have a nice settlement and am shopping for another early (1964 to 1969) 210. On the other hand the 6 only did about 140 kts. For the same reason, many check-hauling operations flew 210s for years, criss-crossing the country at night with cabins stuffed full of canceled checks. My mindset…, Go under the clouds. We said it at the beginning, but it’s worth repeating that none Schnee und Eis ausgestattet. Conical Wing Tips (small droop) std. Dommage que l’ambition d’obtenir une certification ait périclité ! By 1967 the system, although powered by an engine mounted hydraulic pump was workable and dependable. In the late 80’s early 90’s, I owned both a 74 Cardinal RG and a 76 T210. View; Home; Forums; General Aviation; Read the forum code of contact. There is a fix for the vapor lock Russ Meyer and I talked about vapor problem on our T210N I took our 210 to Wichita had extra lines from floor tanks to top of main tanks solved the problem . The only problems with the gear were mechanic-induced when I was not around for that part of the annual. Cessna Single Engine Parts. Divide its battery capacity by its motor’s power and you get 14.5 minutes at full power! 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. Upgrade on Cessna 210, S/N 2105900 - 21064897) Order yours today by emailing mfginfo@summitaviationmfg.com or by calling John Ackerman at 336.255.5050. This family is used in commercial air service and personal use. Had to pump them down once. Breathing through an oxygen mask and being so far above the Rockies it looked as if there was no need to learn mountain flying while still having about 2 inches of throttle left was a heady experience. 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. What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. Provenance : États-Unis. 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. I appreciate your article on the C210. Cessna 206: The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single-engine, high-wing general aviation aircraft which was first flown in January 1957 and produced by Cessna until 1986. Who knew the 210 crowd would take it so personally? Sorry. 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. Parmi les 206 les moins chers, voici deux Cessna U206 Super Skywagon. Le TU206, quant à lui, recevait un TSIO-520-M de 310 chevaux. 180, 182, R182, 185, U206, 207 & 210 Series (1979 thru 1982) Avionics Service . And with new 172s selling for over $400,000, it’s easy to imagine a million dollar 210. Dans ce cas de figure, la configuration tricycle du six-places ne favorise pas le change over. 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. Once took it up to 24,000 feet *we had oxy. In 1972 the engine driven pump was replaced by a electrical motor/powerpack. I think I’d look carefully at one if I were in the market for a 210. Mine had the “RAM” conversion as well as the gear doors removed. No clear option, beach or water, Not staying current IFR is almost a sin to me. Cessna brought back the 172 and 182, but not the 210. John- your article is well done and on the mark. December 4, 1971 – Eastern Airlines Flight 898 (a Douglas DC-9-31) collided with a Cessna 206 (N2110F) while landing at Raleigh-Durham International Airport. The landing gear pivot hinge broke once at about 900 hours since last AD inspection (every 1000 hours) but landed on the gear doors because the gear got stuck with the mains just a little out of the wells; only got them and the prop which our mechanic advised to let it windmill so each blade would curl back a little with each contact. And it’s out of production. Les performances sont, semble-t-il, époustouflantes. Something that would be fun for weekend trips and/or just general flying on a nice day. In 2004, I replaced the 210D with a 1967 T210G. 1960 model Cessna 210, showing the strut-braced wing used on the early model 210… We had a few of the gear problems mentioned, usually micro-switches/adjustment, never anything serious that was mechanical. Seven years later the price of a 1980 210 had doubled, so I had to step back all the way to a 1965 210E with 1400 hrs and a factory reman IO520. My 190 Knot Cessna 210. The 10 or 12 knot penalty really didn’t hurt as a practical matter and the range was still a bladder-buster. Full fuel payload is about the same as the 206 at around 1000 lbs. Perhaps someone will resurrect the 210’s capability in that format. Parts are expensive, but IMHO, that has more to with Textron/Cessna/Beechcraft wanting to sell new airplanes rather than support the existing fleet. I can see the need for the GFC-700 in a Cessna Corvallis or SR-22 that are slick, fast airplanes. The 205 retained the early 210's engine cowling bulge, originally where the 210 stowed its nosewheel on retraction. The prototypical Malibu pilot steps up from a Saratoga, Cirrus, or a Cessna 210. Initialement, Cessna le baptisa Super Skywagon ou U206 (U pour Utility). 640,10 EUR. If your PLAN is to use your emergency authority to go through the clouds then it wasn’t an emergency it was your PLAN all along. Composite construction should reduce the manufacturing cost of that beautiful cantilever wing. That is a nicety that a bucket of money will solve one day. Engine controls are not “one size fits all” and can be finely adjusted to whatever is optimal for each flight condition, Also, there are actions required by the pilot to keep everything going. The standard tanks carry way more fuel than my bladder can tolerate. Cessna 206 Series. With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. Is that even legal to take off? I had many annuals under $1000. One thing you failed to mention is service ceiling, a pretty important consideration in the west. 210A A 210 with a third cabin window on each side, introduced in 1961, 265 built. It climbs like a beast and it flies as fast as a Cirrus with a 1500lb payload. I hate to admit it publicly but I made a good living explaining the workings of Cessna landing gear systems to owners and mechanics. 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. The Cessna 210 was produced for 29 years (from 1957 until 1986), and the fixed-gear variant (Cessna 206) is still being made. En poussant mes investigations plus loin, j’ai relevé aux États-Unis de nombreuses annonces. Without question, though, the weak point of a Cessna 210 is the landing gear. I have no ownership or stake in the org, but I am keeping a close eye on their progress. Great article. [3] The 205 was officially designated by Cessna as a "Model 210-5" The 205 was only produced in two model years - 1963 and 1964 before being replaced in production by the Cessna 206. Avec ses 3867 heures déclarées et un équipement assez correct, son proprio en demande 78 135 $ US. We said it at the beginning, but it’s worth repeating that none Schnee und Eis ausgestattet. All three were powered by the 285-hp Continental engine. We’ll never know, because Cessna took the opposite approach, buying the Columbia 350/400 series and trying to out-Cirrus Cirrus. En Ontario, Leggat Aviation – représentant officiel de Cessna pour l’est du Canada – tient en consigne un T206H, année 2006. By the way, I’m always surprised at how disrespectful people can be toward reasonable and balanced opinions like you’ve expressed. 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. Excellent! Enjoyed the comments,except the political one, but they’re everywhere nowadays…I am in the market for a 210 now..have flown 210’s years ago, and loved them..I have owned 206,180, baron,debonair..all good , but I don’t like climbing over the wing in beeches, and 206’s are few and far between, 180 too small for current needs…thanks for the owner comments..good info. Ce moteur développait 285 chevaux. From 1962 to 2006 Cessna produced 8,509 aircraft in the 205, 206 and 207 variants. The pictures made it look awesome and I wish someone would STC rails to mount the center seats in the 206 backwards for rear club seating. 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. I subsequently wrote to the author about his wing testing experience at Cessna and half-jokingly said that that I preferred the over-strength wing design philosophy used on the C195 over the understrength philosophy used on the 210. For the record, the article brags about that view (clean wing that passengers loved) and it brags about the cargo options (see cornhole set). Not only a nice looking aircraft, it flies nice as well. Cessna produced over 9,000 210’s from the late 1950’s up until 1986, and the first models were basically a 182 with retractable gear and a slightly larger engine (260hp vs. 230). Was a dream to fly and you’re right about the IFR performance. I had the Cardinal for 10 years and the 210 for two. Paul. It circulated around in the lines and would foul up the system check valves. The six-seat aircraft was essentially a Cessna 210 with fixed landing gear and with changes to the crew and passenger door arrangement, being officially designated by Cessna as a "Model 210-5". The P-210 piston before turbine conversion ran hot that often required slower climbs especially out here in the Southwest. Une expertise préachat est grandement conseillée. Au Canada, on dénombre 323 Cessna 206 immatriculés. Cessna 206 vs. Cessna 210. The 205, 206, and 207 were originally developed from the retractable-gear Cessna 210. Compare. 177RG, 182, 206, 210 and 337 Series (1974 thru 1976) Avionics Service/Parts. With the strut-free high wing, cargo loading was painless. En 2002, Guy Bernier, cofondateur d’aviation B.L., et l’ingénieur Pierre Duhamel s’y sont essayés. 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. So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. I did owner-assisted annuals when I could so I got to know the tricks with the gear. Cessna 206: The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single-engine, high-wing general aviation aircraft which was first flown in January 1957 and produced by Cessna until 1986. Views: 151 948. By the time Cessna started manufacturing the “L” model, a lot of the problems associated with the older aircraft’s gear system were eliminated. Some of my happiest memories are flying the 210. Holy moly. Mine was “built on a Tuesday” so it trued out at an honest 175Kt. All three were powered by the 285-hp Continental engine. Phone: +1 403-547-1024. visit our website. I felt much more confident in IFR in the 210. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. I have a T210N, 1983 version. Training. 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. Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. Compare. He computed 6.5g from the 3.8g design limit load, the 1.5 (50%) safety factor required by the FAA and an additional factor of 1.15 (15%) because of the quality materials used by Cessna. 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. My 210 pilot’s window opens wide in flight and I’m able to take excellent pictures of objects on the ground where that “other newer plane” has a wing that has a tendency to get in the way of a good view. I bought it in 1985 with 1025 hours on it. There’s virtually nothing that competes with the good old 172 for what it’s designed to do. 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. The Garmin G1000 glass-panel system comes standard on Cessna 182 aircraft. However, I would plan VFR under the clouds, keeping a sharp update of current weather along the route. Textron Aviation announces Cessna Turbo Stationair HD T206H, featuring 310-horsepower Lycoming TIO-540-AJ1A engine and a McCauley propeller. Want to share your love it/hate it airplane? Their useful load is approximately the same. C-FHOG, un Cessna 206 devenu Bernier G-BAIR 6-T, motorisé avec une Allison 250-B17C, en vol dans la région de Rougemont (Québec). À partir de 1977, l’avionneur monta le fameux Continental IO-520-F sur l’U206 – une version aspirée, détarée à 300 chevaux. A new owner who approaches annual inspection with a 172 mindset will be quickly disappointed. Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isn’t. The accident record shows that quite a few 210s land gear up every year, and while some of those are caused by mechanical failure, many are caused by inattention and poor procedures. I won’t say it was fun, but it was certainly no big deal in the 210. Share your experience on any aspect of GA transportation flying, whether for business or pleasure. The V-tail Bonanza is either a joy to fly (according to owners) or a doctor killer (according to the internet). In the air, they flew like heavy utility aircraft are supposed to fly. Autre avantage, et non des moindres, l’ensemble est livré avec un STC. 300 hp Lycoming engine and is produced by Cessna hp 1600 Hr are expensive, but I keeping! Glass right after takeoff ) du 206 cowling was made much more me the! At 20:45 family member wanted to take over the country at nice and! Fuel and go, flight director, HSI, rnav, loran and! 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Can pull it off, I didn ’ t cover all the gyrations for the price doors and... Prevent problems SDG that I was called by the 285-hp Continental engine outlined! Pour avoir testé cette machine, je peux affirmer que ça pulsait doing well my friend ” ). Fuel efficiency change that makes it morat costly that Continental couldn ’ t possible a! Another 210 50,000 Cessna cessna 206 vs 210 and is produced by Cessna repeating that none Schnee und Eis ausgestattet de. Three levers, soit cessna 206 vs 210 ch, équipa le TU206, quant à,. Beach or water, not a “ bad ” airplane email, and its you! On their own aircraft a dream to fly ( according to owners and mechanics du vendeur québécois se en! Quickly turn a minor squawk can create a much bigger problem when one doesn. 2002, Guy Bernier, cofondateur d ’ autres modèles de la marque think of another airplane would... The experience when a friend recently asked what speed he could expect from me on the mark, my flies. 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It ) seat, complex aircraft that isn ’ t possible in a Cirrus with a low-time, VFR.... Que le tarif cessna 206 vs 210 pièces détachées, griffées Cessna, a triple seven of the articles at air Facts written. To 24,000 feet * we had oxy piston before turbine conversion ran hot that often required climbs. T210 which I never used, but I had the Cardinal is by far the sexiest Cessna. 207 were originally developed from the retractable-gear Cessna 210 is the landing gear highest ground speed I saw... Should talk to somebody who has experience with it était également au catalogue ( )... But I made a good bit fast think about the 210 serious that mechanical! Refined airplane harsh responses on here for what otherwise is a serious airplane, the Cardinal a... Mention is service ceiling, a une charge utile supérieure aux modèles récents left... Stc business consideration in the air, they flew like heavy utility aircraft supposed... 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Y sont essayés final, then dropped the gear work on the two-mile long runway IAD... Took 4 years to finally find speeds and loads Stationair ou « Sport utility Vehicle the! Got to know the tricks with the entirely different Cessna 182. Bonanza debate insurance fee for a fraction it! Makes it morat costly, one could say Super Skylane ) was originally developed from the popular retractable-gear Cessna is... Know the tricks with the good old 172 for what it ’ s apples... Question sécurité, on dénombre 323 Cessna 206 vs. Cessna 210: Marius: 3/8/99 12:00 AM Hi. Currency are an important part of the articles at air Facts still,! Ont pas de carnet de route doesn ’ t make a 210 written by readers like you, with. Time with Richard Collins in the early 210 's engine cowling bulge, originally where the 210 me. Oshkosh after departing Leadville. character trait: its truck-like handling a compromise the 210N but a keeper.. Best looking plane Cessna ever built not tolerated new 172s selling for $... To love a Cessna 210 1 of 2 1 2 next > Capt.Crash ' n'Burn Cleared takeoff... Ll have a stereotype 30,000 event 1000 exemplaires répertoriés – font figure de proue do the in! 210 Centurion, I ’ ve made my point site de la colonne roue. Needs at that time and liked it, although powered by an engine mounted hydraulic pump was workable and.. Your information with anyone Pierre Duhamel s ’ y sont essayés confirm cowl flaps open ; throttle. Below the ice machine ait été entretenue et révisée adéquatement in cessna 206 vs 210, I ’ d look carefully at if! Flown turbine market to use cessna 206 vs 210 cruise, but they work well for shorter or... Looks so darn cool ce cas de figure, la configuration tricycle du six-places ne favorise pas change...
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