I’d say the same thing for the Cessna 182 and the Cessna 182RG. Over at the flying club I work at we have two 182s, one is a fixed gear, the other is retractable gear. I’ve helped with three 100 hour inspections on the RG model, and every time we have to jack that thing up three feet in the air like you said just to swing the gear. I always say the plane I want to own the most is a Cessna 182 fixed gear, because they’re descent on speed, they’re great on useful load, real jack of all trades airplane as many owners say. I’ve considered maybe owning an RG 182, but my boss told me once that he had to replace one of the main gear swivels on the 182RG because it was severely corroded, and ceased to the airframe. And when he called up Textron to see how much a new swivel would cost, they wanted $17,000 for that one part. My boss managed to find a used one, but was still $9,000. So both as a pilot, and a mechanic myself, I just finished A&P school and will be testing soon, I prefer the fixed gear model 182s. Because they’re easier to work on, and a great plane to fly as well as own.
The undercarriage system on the Jet Provost & Strikemaster operates on three lock up units, one jack, cables and chains. I personally, having worked on it, think it is a thing of beauty
I had both for years. The 206 was a great airplane for sure but if you were flying any longer distances regularly the 210 was unequaled! It was much faster than our 206 and more than made up for the maintenance cost by burning less fuel. If the gear system was maintained by a competant person regularly it really wasn't much extra.
I think you raised an important point maintenance is KEY. You can not ignore the gear and expect it to never have issues. It's really not that much effort to just stay on top of things.
I actually do like the early 210s and find myself wondering what a TSIO 550 turbonormalized to 350 HP would do in one of the early models. It would be a short-field monster, for one thing.
I've had two T-210s and their cantilevered wing is unique, not shared with the 206. Only the oldest 210s have a wing similar to the 206, and earlier than those, the first 210s had a wing most like contemporaneous 182s
A con of the 210 is that they don't make them anymore. You would have to buy an older model. You can still get a brand new or late model 206. In my humble opinion that important. To get into an aircraft that is still being produced.
That's a great point, actually. The PA-28 Apache has entered the chat. Out of production for almost 60 years is still one of the most beloved aircraft. I've had to try and source parts for one and it was a nightmare
I am interested in your comment about buying a Cherokee 6 as an A&P. I am heavily researching this plane at the moment, looking to purchase a plane next spring. I am hoping your comment is because they are easy (i.e cheaper) to work on? Would love your opinion on Cherokee 6's from an A&P perspective.
Difficulty to work on, I'd put the Cherokee 6 at a 6 out of 10 and the 206 also a 6 out of 10. But that's because it's a big motor with a lot packed into the cowling. I like the Cherokee 6 more because it just feels more robust. With gap seals and some aerodynamic fairings, you can easily get 160Kts out of a Cherokee 6 and if you have the budget for it the XR6 is basically a fixed gear Saratoga with a turbo.
Hi, Loving your channel. It is inspiring me to work towards my A&P.... I would vote FOR a series on your top 5 or top 10 planes you would purchase as an IA. These could be separate 10 min segments on each with some details into each type and why, pro's / con's, etc.
Fixed gear wins always. I have a 205 (odd ball Cessna) and looked for a P206. Never wanted a U206 and didn't like the 4 tanks of the 6/260 or 6/300 Cherokee. What do you think of the older Cessna (pre-'64?)
I still like the pre '64 kinda like I had mentioned in the video. I'm a hammer, so everything is a nail, and I really don't think the earlier ones with the 470 have enough power. Still great aircraft though
I’d say the same thing for the Cessna 182 and the Cessna 182RG. Over at the flying club I work at we have two 182s, one is a fixed gear, the other is retractable gear. I’ve helped with three 100 hour inspections on the RG model, and every time we have to jack that thing up three feet in the air like you said just to swing the gear.
I always say the plane I want to own the most is a Cessna 182 fixed gear, because they’re descent on speed, they’re great on useful load, real jack of all trades airplane as many owners say.
I’ve considered maybe owning an RG 182, but my boss told me once that he had to replace one of the main gear swivels on the 182RG because it was severely corroded, and ceased to the airframe. And when he called up Textron to see how much a new swivel would cost, they wanted $17,000 for that one part. My boss managed to find a used one, but was still $9,000.
So both as a pilot, and a mechanic myself, I just finished A&P school and will be testing soon, I prefer the fixed gear model 182s. Because they’re easier to work on, and a great plane to fly as well as own.
I had a client a wiel back with a 182 that had a Texas Skyways O-520 and 3 blade prop on it. Absolutely incredible aircraft.
From a T210 and P210 owner of 30+ yrs--LOVE THEM.
You say no one is asking this question but I have asked this constantly!
Lol, well, I appreciate that. I think I might run a whole series of the best aircraft from every manufacturer. ( in my humble opinion)
this is very cool, thank you for making this
The undercarriage system on the Jet Provost & Strikemaster operates on three lock up units, one jack, cables and chains. I personally, having worked on it, think it is a thing of beauty
Sounds fun to work on.
Loved my Stationair 9803G. Solid and tough as nails off airport. 210 not so much. I was doing air ambulance/ checks loved it.
Great bush planes for sure
I had both for years. The 206 was a great airplane for sure but if you were flying any longer distances regularly the 210 was unequaled! It was much faster than our 206 and more than made up for the maintenance cost by burning less fuel. If the gear system was maintained by a competant person regularly it really wasn't much extra.
I think you raised an important point maintenance is KEY. You can not ignore the gear and expect it to never have issues. It's really not that much effort to just stay on top of things.
Depends on what you want to do with it.
Very true.
206 is work horse....great all around bird
I actually do like the early 210s and find myself wondering what a TSIO 550 turbonormalized to 350 HP would do in one of the early models. It would be a short-field monster, for one thing.
I've had two T-210s and their cantilevered wing is unique, not shared with the 206. Only the oldest 210s have a wing similar to the 206, and earlier than those, the first 210s had a wing most like contemporaneous 182s
Very true, the first few years of 210 were not all that impressive, and the gear system was even more complicated than the later variations
A con of the 210 is that they don't make them anymore. You would have to buy an older model. You can still get a brand new or late model 206. In my humble opinion that important. To get into an aircraft that is still being produced.
That's a great point, actually. The PA-28 Apache has entered the chat. Out of production for almost 60 years is still one of the most beloved aircraft. I've had to try and source parts for one and it was a nightmare
I am interested in your comment about buying a Cherokee 6 as an A&P. I am heavily researching this plane at the moment, looking to purchase a plane next spring. I am hoping your comment is because they are easy (i.e cheaper) to work on? Would love your opinion on Cherokee 6's from an A&P perspective.
Difficulty to work on, I'd put the Cherokee 6 at a 6 out of 10 and the 206 also a 6 out of 10. But that's because it's a big motor with a lot packed into the cowling. I like the Cherokee 6 more because it just feels more robust. With gap seals and some aerodynamic fairings, you can easily get 160Kts out of a Cherokee 6 and if you have the budget for it the XR6 is basically a fixed gear Saratoga with a turbo.
Hi, Loving your channel. It is inspiring me to work towards my A&P.... I would vote FOR a series on your top 5 or top 10 planes you would purchase as an IA. These could be separate 10 min segments on each with some details into each type and why, pro's / con's, etc.
I have decided to make a serious about just that, but it's my favorite aircraft from every manufacturer.
Fixed gear wins always. I have a 205 (odd ball Cessna) and looked for a P206. Never wanted a U206 and didn't like the 4 tanks of the 6/260 or 6/300 Cherokee. What do you think of the older Cessna (pre-'64?)
I still like the pre '64 kinda like I had mentioned in the video. I'm a hammer, so everything is a nail, and I really don't think the earlier ones with the 470 have enough power. Still great aircraft though
Should i wait to take my O&P,s( after i graduate) , or should i do it while im in school? I need your take please ( i got 6 months until i graduate)
Can you put the discord links in your videos? I can't copy nor click on thr link from your page
I think the Cessna Citation III is better than either of them.
208
Also, a banger, but out of a lot of people's price range. There is a good reason the 208 is so popular in Alaska
Get a life! the 205 is the better aircraft! Early 210's were jacked up 182 RGs.