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.
Interesting. I started taking flying lessons, then covid hit, then my kids went to college, so I need to get back and get my license. I was aiming at getting a P210. One, because it's pressurized, and you don't need to bring oxygen canisters if you want to go above 13,000 feet, two, it's faster, three, I like the boots, which allows you to get out of icing conditions. I don't think anyone would fly INTO known icing conditions with a P210. Do my thoughts make sense here?
I flew the 206 and 210 for years as a commercial pilot, swapping between the types on a daily basis. From a pilot’s perspective, I slightly preferred the (strutless) 210, chiefly because it was significantly (~20kts) faster for almost the same carrying capacity. It was also slightly easier to do a nice landing in. Where the 206 shone was when you took the passenger seats out of the back and loaded it up with cargo/equipment. Capable of massive payload for its size and nearly impossible to load out of its CG limit, the 206 was an absolute workhorse. Similarly, despite the 210 also being a six seat aeroplane, it was a more realistic prospect CG-wise to actually put six adults in a 206. Even though it was a bit trickier to land (especially with the STOL kit fitted), it was incredibly rugged so it didn’t matter if you happened to arrive a little firmly from time to time. Even though I loved the 210 when I was being paid to fly it, if I was paying the bill and had to pick between the two, I’d pick the 206 hands down. Great comparison video and a very reasonable conclusion to draw.
The P210 is what I want one day, probably within the next 7 years. Money isn't the issue. I started getting my pilot's license. I took two weeks off from work and had lessons scheduled back to back to back. I thought that would get me a good start toward getting it. Unfortunately, the entire two weeks I took off, it rained, so I was trying to get in as many lessons as I could. Then...covid! After that, both of my kids were in college, so money was tight. I want to take a month off straight from work and knock out my license. I always wanted to one day own a Piper Meridian, but the cost to run it...let's just say my wife already is upset that I want to fly at all and has no plans of ever flying with me (I'll change her mind!). I've also thought the Piper Malibu/Mirage would be a great plane to consider along with the P210, but from what I've read, the insurance is a lot higher.
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.
But the 210 is faster and has pressurized models with boots, allowing for a service ceiling of 25,000 feet, which allows you to get above the weather more and also fly out of icing conditions. But sure, if speed isn't your concern and you're worried about the added cost of taking care of that landing gear during an annual, the 206 is a great option. The 177RG also has the same landing gear as the 210 (I believe) and is a pain to maintain as well.
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.
hello every one and Bryce, would you recommend the 206 for a trip around the globe, and think about the leg from Hawaii to Ca is 2450nm, thanks for your help
A new one just showed up in my hangar. I haven’t looked very closely yet, but I am curious, with the engine on a cradle rather than a motor mount, where is the oil filter located? I’ve been searching TH-cam for a 206 oil change demo, but can’t find anything. Also, do you know what the filter is? There’s certainly a quick drain, right?
Depending on model it's on the back of the engine, either next to oil cooler upside down or facing the firewall below the vacuum pump. It's probably a 48-110 but I don't know for sure
Bryce, thank you so much. Very informative video. Yeah, I thought the same thing regarding the maintenance costs when it comes to ownership. Curious why you chose the Cherokee-6 over the C-206…?
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
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 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.
the C210 is very good, a 172 on steriods. but more complex, retractable and faster. 160kts KTAS easy at FL120 you can drop land it from 4000ft like a 172 all versions even if ATC s not too happy even in USA. cessna allows for cowboy flying a bit of torque on TO I flew many singles and multi and this is really one of the best from cessna single line.
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
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
206 and 210 really share nothing. Your evaluation is wrong. The “real” 210’s with the cantilever wings are based off the 205 type cerificate. The wings are no where near the same along with the ailerons. Both the 206 and 210 are great planes but really share nothing!
for an entry level (price) 6 seater I would go with the Cherokee Six. For a high wing all around airplane I'd go with the 182. If those are all to expensive, I'd go with a Cessna 172.
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.
Interesting. I started taking flying lessons, then covid hit, then my kids went to college, so I need to get back and get my license. I was aiming at getting a P210. One, because it's pressurized, and you don't need to bring oxygen canisters if you want to go above 13,000 feet, two, it's faster, three, I like the boots, which allows you to get out of icing conditions. I don't think anyone would fly INTO known icing conditions with a P210. Do my thoughts make sense here?
I flew the 206 and 210 for years as a commercial pilot, swapping between the types on a daily basis. From a pilot’s perspective, I slightly preferred the (strutless) 210, chiefly because it was significantly (~20kts) faster for almost the same carrying capacity. It was also slightly easier to do a nice landing in.
Where the 206 shone was when you took the passenger seats out of the back and loaded it up with cargo/equipment. Capable of massive payload for its size and nearly impossible to load out of its CG limit, the 206 was an absolute workhorse. Similarly, despite the 210 also being a six seat aeroplane, it was a more realistic prospect CG-wise to actually put six adults in a 206. Even though it was a bit trickier to land (especially with the STOL kit fitted), it was incredibly rugged so it didn’t matter if you happened to arrive a little firmly from time to time.
Even though I loved the 210 when I was being paid to fly it, if I was paying the bill and had to pick between the two, I’d pick the 206 hands down.
Great comparison video and a very reasonable conclusion to draw.
From a T210 and P210 owner of 30+ yrs--LOVE THEM.
The P210 is what I want one day, probably within the next 7 years. Money isn't the issue. I started getting my pilot's license. I took two weeks off from work and had lessons scheduled back to back to back. I thought that would get me a good start toward getting it. Unfortunately, the entire two weeks I took off, it rained, so I was trying to get in as many lessons as I could. Then...covid! After that, both of my kids were in college, so money was tight.
I want to take a month off straight from work and knock out my license. I always wanted to one day own a Piper Meridian, but the cost to run it...let's just say my wife already is upset that I want to fly at all and has no plans of ever flying with me (I'll change her mind!).
I've also thought the Piper Malibu/Mirage would be a great plane to consider along with the P210, but from what I've read, the insurance is a lot higher.
this is very cool, thank you for making this
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)
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.
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.
But the 210 is faster and has pressurized models with boots, allowing for a service ceiling of 25,000 feet, which allows you to get above the weather more and also fly out of icing conditions. But sure, if speed isn't your concern and you're worried about the added cost of taking care of that landing gear during an annual, the 206 is a great option. The 177RG also has the same landing gear as the 210 (I believe) and is a pain to maintain as well.
For me, my Cessna R172k Hawke xp2 is a great all round aircraft 🫡from AUSTRALIA 🇦🇺
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.
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
hello every one and Bryce, would you recommend the 206 for a trip around the globe, and think about the leg from Hawaii to Ca is 2450nm, thanks for your help
A new one just showed up in my hangar. I haven’t looked very closely yet, but I am curious, with the engine on a cradle rather than a motor mount, where is the oil filter located? I’ve been searching TH-cam for a 206 oil change demo, but can’t find anything.
Also, do you know what the filter is? There’s certainly a quick drain, right?
Depending on model it's on the back of the engine, either next to oil cooler upside down or facing the firewall below the vacuum pump. It's probably a 48-110 but I don't know for sure
@@brycebuildsitthank you 🙏
Bryce, thank you so much. Very informative video. Yeah, I thought the same thing regarding the maintenance costs when it comes to ownership. Curious why you chose the Cherokee-6 over the C-206…?
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
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.
206 is work horse....great all around bird
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 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.
I’d be willing to bet both the 210 and 206 arrived on the scene with constant speed propellers…
Depends on what you want to do with it.
Very true.
the C210 is very good, a 172 on steriods. but more complex, retractable and faster. 160kts KTAS easy at FL120
you can drop land it from 4000ft like a 172 all versions even if ATC s not too happy even in USA. cessna allows for cowboy flying
a bit of torque on TO
I flew many singles and multi and this is really one of the best from cessna single line.
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
Where's the top 5 airplane video??
I have not been able to make it as of yet
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 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
206 and 210 really share nothing. Your evaluation is wrong. The “real” 210’s with the cantilever wings are based off the 205 type cerificate. The wings are no where near the same along with the ailerons.
Both the 206 and 210 are great planes but really share nothing!
for an entry level (price) 6 seater I would go with the Cherokee Six. For a high wing all around airplane I'd go with the 182. If those are all to expensive, I'd go with a Cessna 172.
Get a life! the 205 is the better aircraft! Early 210's were jacked up 182 RGs.