I 've had my T210 38 yrs. put 20,000 hrs on it ..doing aerial photo. It's tired and worn but have made a good living with it. No other airplane can do what it does for the money.
Great information! Thanks. I think the 210 is dollar for dollar the best airplane out there ! Speed, payload, comfort. Two doors easy to get in and out, no need to climb over a wing to get in and then crawl to your seat! Simply a superb machine !
My RVS based T210L is perfect for our primary mission to Pagosa Springs. We often take our 150 lb Great Dane in his area where the middle seats would be, and he loves it. We usually fly in the teens and with Duke on board I don’t like to go above 15,000 since he doesn’t have oxygen. All T210s have factory oxygen BTW. My airplane loves to go high and it’s faster every thousand feet higher I go. It’s surprising how much you can stuff in the baggage compartment. CG is never an issue. We have flown with 7 on board (4 adults and 3 kids, one under age 2) and it hauls it with no problem. We have the “R” model engine and prop, Keith A/C and precise flight speed brakes. No gear problems. Really loved hearing from Paul and John, superb info on the 210. Thanks, Dan, for doing this segment.
The Cessna 210 a great aeroplane in good conditions.The Cessna 210 has amazing peformance when you can get a good run with the weather. I have found the 210 serves you best of all at 10,000 ft.
I loved 3 airplanes in my life more than any others. The king air 200-the B747-8 , and the C 210. I wonder how little i knew about the 210 , compare to specialists like you gentleman, anyway , I often think about him. Cheers from the French alps wonderful America. You gave to the world so many beautiful flying machines.
back in my early days I worked for a Cessna Dealer in NY, I did everything on the 210 that you could do. Engine changes, old style gear door replacement, re skinning belly skins after a gear up, gear rigging etc etc. That was many years ago. As far as the gear door style, the sequence valve is the source of gear failures. I haven't worked GA planes for over 26 yrs. I finished up my 45 yr career in aviation with my last 25 with Textron Aviation working Citations. Now retired and enjoying it.
I am learning so much about the 210. I look forward to continuing my education as I earn my private pilot certificate. I am really interested in the P210N Silver Eagle. I hope to see one of these talks about that model! Thanks to the creators of this channel!
I love my T210. I’ve flown other single engine aircraft types, and nothing has the same stable feel. This video was great, and it was nice to see all these folks in one place having such a good discussion.
I’ve own a 210 for 27 years and have made many trips and memories in it. Story: taxi out for t.o. at KRAP all my electronics flashed a few times then went blank. I grabbed my handheld and let ground know i needed to go back to the ramp. I as told the starter had failed to disengage and sent a charge back through the battery and alternator. Bottom line i needed a new starter. They ordered one “overnight” when it didn’t arrive on the 2nd day the mechanic (a very big guy) said he’d hand prop it to get us going but not to stop at an FBO that couldn’t hand prop it. We headed back to Illinois. Needing a fuel stop we checked in with Lincoln NB unicom. I asked if they could hand prop a 210. I was told they could. Landed and fueled i asked the line guy who was smaller than me where the guy was that was going to hand prop us. He said he was. Well after a few minutes of grunting and groaning and barely moving the prop he declared there must be something wrong with the engine! After all he had hand prop many cessna 150s from the flying club. 😂 “The rest of the story”: 3 big guys came walking up. One said he heard them tell me they could hand prop a 210 on the radio and knew that wasn’t true. They weren’t going to hand prop it but said they’d walk it to their shop and replace the bad starter! On a sunday afternoon! Which they did in a matter of a couple hours - great guys. I could write a book. Love that plane, its part of the family for sure. Great conversation guys 👍
I don’t have any experience with the 210 nor do I plan to ever own one but just from a mechanical standpoint I think I got a lot out of the video that can be applied to other models. Please keep the videos coming.
No mention for the non turbo 210! The best of the bunch! Unless you really need the turbo, the NA 210 is overlooked and a great performer. Go into flying magazine archives and look for the 210 comparison (210, T210 and P210).
In Australia (sorry to rant again) there is a legal document called the maintenance release. Any defect found by either the pilot or engineer has to be documented in it along with service schedules. Any defect can only be removed by a licensed engineer. So here in Australia John's suggestion that the pilot in command needs to be documenting defects is a legal requirement. The pic also needs to sign off the maintenance release for the first flight of the day stating they checked the schedules and defects
@@tomasnokechtesledger1786 it's part of our part 91 for private pilots that came into effect 2nd December 2021 but existed in previous regulations. Also the same for commercial operations. Not quite a one to one match to the US regs as we don't have a CFR 14 for example.
I very much enjoy my P210N and agree that the fatigue factor in other planes that are non-pressurized isn't realized until you fly with pressurization. I really like the Vitatoe upgrade in mine (replaces the engine with IO550) and solves the climb issues they spoke about as you can climb 800 to 1200 fpm all the way up to FL180 without issue and 500 to 800 up to FL220 without a huge clime penalty while keeping CHTs managed.
In 1975, my friends (the Farah Family) in El Paso bought a new T-210 to add to their stable of a 690-A, and Lear 25, and an A-20 Havoc (purchased from Howard Hughes). I was allowed to fly the T-210 if with a family member. Kenny Farah (my best friend at the time) had been complaining about a trait of the plane he found disturbing. So we went to the airport for my initiation to that particular 210 after having flown two other 210's with no issues. Kenny had me run the pattern at 100 knots and ask me to hold that speed on final along with full flaps. This was different from my other 210 flights where I might fly the pattern at 100 knots but slowed to 80 on final with full flaps. As I approached the flare, the nose fell abruptly (very scary). I had enough altitude margin to recover with no hard landing or prop strike. I insisted that we repeat the process using 80 knots on final, which yielded no issue. My only assessment is that the combination of excess speed while using full flaps served to affect air flow over the stabilizer and effectively "hide" the tail, thereby stalling the stabilizer. Thoughts ???
@@TakingOff New in 1975. When I say to you the nose fell, it was exactly like a departure stall. It shocked me. But using a final speed of 80 cured it. I can easily see that, with the flaps at "full" and 100 knots, the air flow would have been directed more downward instead of rearward. It's the only thing I can think of, especially since the older 210's I had flown just "settled" predictably toward the runway at 80. Kenny was accustomed to 100 knots in the 690A, and unaccustomed to 80 but he quickly saw the lower speed gave appropriate results. BTW, I don't recommend going out and replicating that maneuver unless you take a change of underwear.
When the day comes that a 210 enters the fleet, I want to run it down to wherever the North Texas FSDO Alumni gather and have one of these shops take a look at it. Good discussion!
Excellent video. It could be a ten hour session with all the knowledge and information these guys have. Personally I have been flying 210s for 40 years having owned a 1963 210C, ( my fathers which I soloed at the age of 16) a 1977 T210M and currently own a 1979 P210N. As Paul said about the comfort of the pressurization……..when you arrive at your destination you feel as if you were sitting in your living room. I personally have not seen a huge difference in maintenance between the T210 and the P210. Love the 210 family.
I was hoping the landing gear discussion would’ve gotten into the early vs later landing gear systems. I’ve talked to several guys that say stay away from the early models. I think 1964 and later was the general consensus.
This is great! John and Paul are a wealth of knowledge, as a 210 owner I really appreciate you putting this video together. I met John at the Cessnas2Oshkosh this year, he’s forgotten more things than most of us will ever know about the 210.
Ive had a 210 M for 27 years. Great plane have flown it everywhere in US and Canada but my “pickup in the sky” is a Zenair 801 IO360. The doors pin up under wings and have hauled all sorts of stuff sticking out both doors like boards, pipes, full size bikes etc. that just won’t go in the 210.
I am currently in the market for a 210, leaning towards a L, M or N model. Occasionally I think about the P and/or Turbo version, but then have people talk about the extra cost and difficultly servicing them (which I am not scared of other than making sure they are properly serviced). The down side of the P version seems to be the single door, but now hearing that someone might have poured sealant into areas to seal them up worries me (I like clean, easy to service, vehicles) I love the look of the original gear doors, but then got scared about them. Then I found out that including the gear weekly in your pre-flight (open the doors and look for leaks, broken wires, obvious stuff) would most likely mean you should never have a gear issue I also would prefer to have the IO-550 so I am considering if I get a 210 with a run out engine, or look for one that has the IO-550. Does the IO-550 come with a tuned exhaust similar to the Power Flow Systems Tuned exhaust as that also seems to have a lot of value? Since I plan on all long flights being above 12k, would being on Oxygen for the entire flight be similar to the Pressurized version in that you don't get fatigue? I am in Central Texas and plan on visiting John Efinger after getting it :) THANK YOU for this video, I really feel that this is timely as I have stepped up my search for a Cessna 210 and expect to have one in the next 6-8 months.
I enjoyed this video on the C210, very informative and entertaining. It would be great to continue with a series on many different aircraft (most common GA aircraft to start) with an expert guest panel covering type aircraft. Maybe call it an "In the Hangar Special addition Aircraft Series." 🤔 I would love to hear from the experts about the ins and out of the aircraft I fly. Have you ever considered doing a show with Mike Busch? That would be a good one!! 👍
I think this video was excellent and you are on to something with this “type” related content. So many models to choose from with so many potential viewers and future subscribers. Giving out real information from experts who don’t hold back would be nice to see. I’m not a 210 person but have studied them in the past and found this presentation very informative and interesting. The information could/should include more than just maintenance. Performance and flying by the numbers and other gotchas related to specific types would draw huge interest from the aviation community. Especially in this crazy seller’s market with many people wanting to change aircraft types.
Great video. I wish the topic of older 210 gear and flap issues was discussed. And which years were better. As I look at older 210s for sale I stay away from the 1960s because of those issues. Maybe on another show. Thanks
What’s your favorite thing about a 210, when I opened the side door on an A36 Bonanza and decided right then and there it was time for a trade in. No question, never looked back, much happier with a Bonanza.
I love the way Bonanzas fly, very nice flight controls, and I’ve got hundreds of hours in the A-36. Beechcraft has a quality feel. But if you want to haul anything the CG, useful load and baggage space is a big problem. I know. Plus only one door up front, which is awkward at times. A-36 club seating is nice for two people back there, I love those big doors as well, but 4 people in the back is tight and again where will you put the bags? It doesn’t work for my mission.
I have a Piper Dakota and found the discussion about owner responsibility and working with your mechanic to be very transferable. The plane is a 1980 serial number and the only person who has ever worked on this airplane is my current AP/AI and his father!
I like the 210, have been around them, though it is more airplane than I will ever need or want. But this discussion taught me more than about the 210 Centurions. That the discussion about how to approach aircraft maintenance itself was worthwhile is an understatement.
The 210 would be nice but I, not needing a flying pickup truck, would still choose a Mooney instead. The 210's are so expensive, and seems like after watching this, can be really expensive to service. An M20J costs much less to purchase, and burns much less fuel for similar speeds (disregarding the P210). An M20K 231 still costs less (even with glass panels), can give a much higher speed, still burning less fuel.
I own a Cessna 210d and I’ve had 3 mechanics all try to chase down a landing gear problem. I have to cycle my gear lever sometimes 2 or 3 times to get it to retract. I have replaced everything. Powerpak. Hydraulic Motor. Rebuilt everything else. Any suggestions?
you guys are no experts. i have owned my 1985 p210 since 1986 full glass panel i fly it about 15 hours a month. i have over 8000 hrs in 210s i also own a 77 p337 i wouldnt sell eother one. both have made the hop across the pond.i wouldnt own anything else.but the 210 is the best plane cessna ever made. i have owned everything from a 120 to a 182 to a 206 , never did like them too slow. but everyone has their own opinion.i listen to maybe 2 minutes and go on my way. i also have full deice. but mine is like new.i prefer to keep it like new
You right mate some of these plane should not be in the sky's. This how so many deaths in flying. And always the private pilot to blame but its the plane
210 owner. There is more unqualified mechanics out there than qualified. There are scrupulous mechanics out there ready to take advantage of someone. I’m getting out of aviation after 30 years. I have a hangar next to a college training mechanics and the kids in class scare me. They spend more time on their phone during class. I know of only 2 good mechanics out of a handful of mechanics. Mechanic shortage and pilot shortage. Disaster coming. Thanks Brandon.
This was fantastic, Dan! Learned a lot! In case someone gets scared about anything said, if you only knew these intricate details about your automobile, you'd be frightened away in a heartbeat, & would have never bought it! Automobiles are much, much worse in build quality, failure points, & accessibility for techs. People don't know the half of it. ;)
I 've had my T210 38 yrs. put 20,000 hrs on it ..doing aerial photo. It's tired and worn but have made a good living with it. No other airplane can do what it does for the money.
Had the Horizontal stabilizer spar done for cracks?
@@tomasnokechtesledger1786 replaced about 10 yrs ago.
@@williambroadway4074William, do you have time to talk about your photography and a way to contact you?
Great information! Thanks.
I think the 210 is dollar for dollar the best airplane out there ! Speed, payload, comfort. Two doors easy to get in and out, no need to climb over a wing to get in and then crawl to your seat! Simply a superb machine !
My RVS based T210L is perfect for our primary mission to Pagosa Springs. We often take our 150 lb Great Dane in his area where the middle seats would be, and he loves it. We usually fly in the teens and with Duke on board I don’t like to go above 15,000 since he doesn’t have oxygen. All T210s have factory oxygen BTW. My airplane loves to go high and it’s faster every thousand feet higher I go. It’s surprising how much you can stuff in the baggage compartment. CG is never an issue. We have flown with 7 on board (4 adults and 3 kids, one under age 2) and it hauls it with no problem. We have the “R” model engine and prop, Keith A/C and precise flight speed brakes. No gear problems. Really loved hearing from Paul and John, superb info on the 210. Thanks, Dan, for doing this segment.
I grew up in Pagosa Springs. I have a friend looking into a T210. Would love to pick your brain sometime and hear stories!
The Cessna 210 a great aeroplane in good conditions.The Cessna 210 has amazing peformance when you can get a good run with the weather. I have found the 210 serves you best of all at 10,000 ft.
I loved 3 airplanes in my life more than any others.
The king air 200-the B747-8 , and the C 210. I wonder how little i knew about the 210 , compare to specialists like you gentleman, anyway , I often think about him. Cheers from the French alps wonderful America. You gave to the world so many beautiful flying machines.
back in my early days I worked for a Cessna Dealer in NY, I did everything on the 210 that you could do. Engine changes, old style gear door replacement, re skinning belly skins after a gear up, gear rigging etc etc. That was many years ago. As far as the gear door style, the sequence valve is the source of gear failures. I haven't worked GA planes for over 26 yrs. I finished up my 45 yr career in aviation with my last 25 with Textron Aviation working Citations. Now retired and enjoying it.
Owned a 1974 210L for a dozen years and loved it! Really miss it now.
I am learning so much about the 210. I look forward to continuing my education as I earn my private pilot certificate. I am really interested in the P210N Silver Eagle. I hope to see one of these talks about that model! Thanks to the creators of this channel!
I love my T210. I’ve flown other single engine aircraft types, and nothing has the same stable feel. This video was great, and it was nice to see all these folks in one place having such a good discussion.
I’ve own a 210 for 27 years and have made many trips and memories in it. Story: taxi out for t.o. at KRAP all my electronics flashed a few times then went blank. I grabbed my handheld and let ground know i needed to go back to the ramp. I as told the starter had failed to disengage and sent a charge back through the battery and alternator. Bottom line i needed a new starter. They ordered one “overnight” when it didn’t arrive on the 2nd day the mechanic (a very big guy) said he’d hand prop it to get us going but not to stop at an FBO that couldn’t hand prop it. We headed back to Illinois. Needing a fuel stop we checked in with Lincoln NB unicom. I asked if they could hand prop a 210. I was told they could. Landed and fueled i asked the line guy who was smaller than me where the guy was that was going to hand prop us. He said he was. Well after a few minutes of grunting and groaning and barely moving the prop he declared there must be something wrong with the engine! After all he had hand prop many cessna 150s from the flying club. 😂
“The rest of the story”: 3 big guys came walking up. One said he heard them tell me they could hand prop a 210 on the radio and knew that wasn’t true. They weren’t going to hand prop it but said they’d walk it to their shop and replace the bad starter! On a sunday afternoon! Which they did in a matter of a couple hours - great guys. I could write a book. Love that plane, its part of the family for sure. Great conversation guys 👍
Wow, great story!!
Love love my P210N. Thanks for getting these top folks together!
I don’t have any experience with the 210 nor do I plan to ever own one but just from a mechanical standpoint I think I got a lot out of the video that can be applied to other models. Please keep the videos coming.
No mention for the non turbo 210! The best of the bunch! Unless you really need the turbo, the NA 210 is overlooked and a great performer. Go into flying magazine archives and look for the 210 comparison (210, T210 and P210).
In Australia (sorry to rant again) there is a legal document called the maintenance release. Any defect found by either the pilot or engineer has to be documented in it along with service schedules. Any defect can only be removed by a licensed engineer. So here in Australia John's suggestion that the pilot in command needs to be documenting defects is a legal requirement. The pic also needs to sign off the maintenance release for the first flight of the day stating they checked the schedules and defects
As a PP in a Part 91 CFR 14? Or Commercial operations plane?
@@tomasnokechtesledger1786 it's part of our part 91 for private pilots that came into effect 2nd December 2021 but existed in previous regulations. Also the same for commercial operations. Not quite a one to one match to the US regs as we don't have a CFR 14 for example.
I very much enjoy my P210N and agree that the fatigue factor in other planes that are non-pressurized isn't realized until you fly with pressurization. I really like the Vitatoe upgrade in mine (replaces the engine with IO550) and solves the climb issues they spoke about as you can climb 800 to 1200 fpm all the way up to FL180 without issue and 500 to 800 up to FL220 without a huge clime penalty while keeping CHTs managed.
In 1975, my friends (the Farah Family) in El Paso bought a new T-210 to add to their stable of a 690-A, and Lear 25, and an A-20 Havoc (purchased from Howard Hughes). I was allowed to fly the T-210 if with a family member. Kenny Farah (my best friend at the time) had been complaining about a trait of the plane he found disturbing. So we went to the airport for my initiation to that particular 210 after having flown two other 210's with no issues. Kenny had me run the pattern at 100 knots and ask me to hold that speed on final along with full flaps. This was different from my other 210 flights where I might fly the pattern at 100 knots but slowed to 80 on final with full flaps. As I approached the flare, the nose fell abruptly (very scary). I had enough altitude margin to recover with no hard landing or prop strike. I insisted that we repeat the process using 80 knots on final, which yielded no issue. My only assessment is that the combination of excess speed while using full flaps served to affect air flow over the stabilizer and effectively "hide" the tail, thereby stalling the stabilizer. Thoughts ???
Never heard of that. What year was that 210?
@@TakingOff New in 1975. When I say to you the nose fell, it was exactly like a departure stall. It shocked me. But using a final speed of 80 cured it. I can easily see that, with the flaps at "full" and 100 knots, the air flow would have been directed more downward instead of rearward. It's the only thing I can think of, especially since the older 210's I had flown just "settled" predictably toward the runway at 80. Kenny was accustomed to 100 knots in the 690A, and unaccustomed to 80 but he quickly saw the lower speed gave appropriate results. BTW, I don't recommend going out and replicating that maneuver unless you take a change of underwear.
When the day comes that a 210 enters the fleet, I want to run it down to wherever the North Texas FSDO Alumni gather and have one of these shops take a look at it. Good discussion!
Excellent video. It could be a ten hour session with all the knowledge and information these guys have. Personally I have been flying 210s for 40 years having owned a 1963 210C, ( my fathers which I soloed at the age of 16) a 1977 T210M and currently own a 1979 P210N. As Paul said about the comfort of the pressurization……..when you arrive at your destination you feel as if you were sitting in your living room. I personally have not seen a huge difference in maintenance between the T210 and the P210. Love the 210 family.
Nice Joe versus the Volcano reference there in regards to annuals
I was hoping the landing gear discussion would’ve gotten into the early vs later landing gear systems. I’ve talked to several guys that say stay away from the early models. I think 1964 and later was the general consensus.
Retracts...$$$$, insurance costs too
Great video!! Excellent panel. Always enjoy listening to Paul New talking about 210s.
This is great! John and Paul are a wealth of knowledge, as a 210 owner I really appreciate you putting this video together. I met John at the Cessnas2Oshkosh this year, he’s forgotten more things than most of us will ever know about the 210.
How about a video on the 182 next?
Ive had a 210 M for 27 years. Great plane have flown it everywhere in US and Canada but my “pickup in the sky” is a Zenair 801 IO360. The doors pin up under wings and have hauled all sorts of stuff sticking out both doors like boards, pipes, full size bikes etc. that just won’t go in the 210.
From Nova Scotia ca I have a 210 m head it for 31 years and a 1969 j love the 210
I am currently in the market for a 210, leaning towards a L, M or N model. Occasionally I think about the P and/or Turbo version, but then have people talk about the extra cost and difficultly servicing them (which I am not scared of other than making sure they are properly serviced). The down side of the P version seems to be the single door, but now hearing that someone might have poured sealant into areas to seal them up worries me (I like clean, easy to service, vehicles)
I love the look of the original gear doors, but then got scared about them. Then I found out that including the gear weekly in your pre-flight (open the doors and look for leaks, broken wires, obvious stuff) would most likely mean you should never have a gear issue
I also would prefer to have the IO-550 so I am considering if I get a 210 with a run out engine, or look for one that has the IO-550. Does the IO-550 come with a tuned exhaust similar to the Power Flow Systems Tuned exhaust as that also seems to have a lot of value?
Since I plan on all long flights being above 12k, would being on Oxygen for the entire flight be similar to the Pressurized version in that you don't get fatigue?
I am in Central Texas and plan on visiting John Efinger after getting it :)
THANK YOU for this video, I really feel that this is timely as I have stepped up my search for a Cessna 210 and expect to have one in the next 6-8 months.
Great video. I personally learned a bunch
I enjoyed this video on the C210, very informative and entertaining. It would be great to continue with a series on many different aircraft (most common GA aircraft to start) with an expert guest panel covering type aircraft. Maybe call it an "In the Hangar Special addition Aircraft Series." 🤔 I would love to hear from the experts about the ins and out of the aircraft I fly. Have you ever considered doing a show with Mike Busch? That would be a good one!! 👍
We actually invited Mike last time. We’ll try again.
I think this video was excellent and you are on to something with this “type” related content. So many models to choose from with so many potential viewers and future subscribers. Giving out real information from experts who don’t hold back would be nice to see. I’m not a 210 person but have studied them in the past and found this presentation very informative and interesting. The information could/should include more than just maintenance. Performance and flying by the numbers and other gotchas related to specific types would draw huge interest from the aviation community. Especially in this crazy seller’s market with many people wanting to change aircraft types.
Best plane I even flown as PIC, was a 1983 TURBO Centurion II... Then "Saratoga SP", called Embraer Sertanejo.
Great video. I wish the topic of older 210 gear and flap issues was discussed. And which years were better. As I look at older 210s for sale I stay away from the 1960s because of those issues. Maybe on another show. Thanks
I’m on my 3rd 210 they are great planes ..need to know the ins and outs of them ..before owning one ..
What’s your favorite thing about a 210, when I opened the side door on an A36 Bonanza and decided right then and there it was time for a trade in. No question, never looked back, much happier with a Bonanza.
Well almost immediately comes to mind something like “as soon as I opened the Pilot door on a 210, no question never looked back.”
I love the way Bonanzas fly, very nice flight controls, and I’ve got hundreds of hours in the A-36. Beechcraft has a quality feel. But if you want to haul anything the CG, useful load and baggage space is a big problem. I know. Plus only one door up front, which is awkward at times. A-36 club seating is nice for two people back there, I love those big doors as well, but 4 people in the back is tight and again where will you put the bags? It doesn’t work for my mission.
Something just isn’t right when a captain has to slide over into his seat😉
Great show and a lot of useful information, wish I'd known some of this information a year ago when I started doing maintenance on my 210.
Can you post information about the 3 day Cessna 210 class that was mentioned?
I have a Piper Dakota and found the discussion about owner responsibility and working with your mechanic to be very transferable. The plane is a 1980 serial number and the only person who has ever worked on this airplane is my current AP/AI and his father!
Great discussion . . .
Enjoyed the video!
Good information thanks Dan
Gentleman ,,I am A/p. How can I find out about to joining the 210 classes
Well done guys
2k hours T210
Best transporter in class.
Need a good relationship with your shop
My only complaint re a C210 is no rear door for loading the pax in the back, like a Bonanza or U206. Otherwise great plane.
Hey guys....what are you guys paying for insurance on your 210L? I heard some insurance companies will not cover the 210?
Don’t have to be a Cessna owner to learn from this discussion!! 👍👍
Hint re seats: i found i rarely if ever used the rear bench . Removed it, re did w&B and called my insurance co. for a reduced rate.
Interesting.
Really good video by the best in the business,
I need info how to attend 210 Cessna school
I like the 210, have been around them, though it is more airplane than I will ever need or want. But this discussion taught me more than about the 210 Centurions. That the discussion about how to approach aircraft maintenance itself was worthwhile is an understatement.
The 210 would be nice but I, not needing a flying pickup truck, would still choose a Mooney instead. The 210's are so expensive, and seems like after watching this, can be really expensive to service. An M20J costs much less to purchase, and burns much less fuel for similar speeds (disregarding the P210). An M20K 231 still costs less (even with glass panels), can give a much higher speed, still burning less fuel.
Great, informative episode Dan. Thank you. 🤘🇺🇸🛩️
Yes Sir ,,If you wish to make a small fortune in Aviation,,,,Be sure to start with a LARGE one.....
Looking at purchasing p210. Any advice
Get a good prebuy from a mechanic that specializes in the P210- even if you have to fly them in because of no one near you.
Love the 210!
Anyone on here have early model 210 64-69. Or one with the child seats???
After watching this Im left with “What’s the most economical 210 that money can buy today?” & Why?
Maybe I should add to that the 210 would be my dream plane to own so purely a plane for fun flying.
I just saw a 210D go on the market for $115K. That's half of what a lot other 210's are going for.
I own a Cessna 210d and I’ve had 3 mechanics all try to chase down a landing gear problem. I have to cycle my gear lever sometimes 2 or 3 times to get it to retract. I have replaced everything. Powerpak. Hydraulic Motor. Rebuilt everything else. Any suggestions?
if it happens, move aux gear pump a little, to much pressure buildup maybe
you guys are no experts. i have owned my 1985 p210 since 1986 full glass panel i fly it about 15 hours a month. i have over 8000 hrs in 210s i also own a 77 p337 i wouldnt sell eother one. both have made the hop across the pond.i wouldnt own anything else.but the 210 is the best plane cessna ever made. i have owned everything from a 120 to a 182 to a 206 , never did like them too slow. but everyone has their own opinion.i listen to maybe 2 minutes and go on my way. i also have full deice. but mine is like new.i prefer to keep it like new
You right mate some of these plane should not be in the sky's. This how so many deaths in flying. And always the private pilot to blame but its the plane
Boom!
I got a 210A great airplane besides the lack of knowledge of its systems I need to ferry my plane to one of these guys for annual and mx
210 owner.
There is more unqualified mechanics out there than qualified.
There are scrupulous mechanics out there ready to take advantage of someone.
I’m getting out of aviation after 30 years.
I have a hangar next to a college training mechanics and the kids in class scare me.
They spend more time on their phone during class.
I know of only 2 good mechanics out of a handful of mechanics.
Mechanic shortage and pilot shortage.
Disaster coming.
Thanks Brandon.
The biggest decision any of these guys make all day long is where to go eat.
So basically if your not rich stay away from the 210 lol jk
So don’t own a 210
Hmmm,... so owning a 210 is just like owning a Harley.
The Harley of the skies.
Funny you should say that... Have had & still do several models of Harley's. Only comparison is overpriced parts and finding parts.
Yep a pick up truck where everything has to be loaded from the drivers door. What a joke
?? My 210 has three doors. Not sure what 210’s you’ve been flying in.
This was fantastic, Dan! Learned a lot!
In case someone gets scared about anything said, if you only knew these intricate details about your automobile, you'd be frightened away in a heartbeat, & would have never bought it! Automobiles are much, much worse in build quality, failure points, & accessibility for techs. People don't know the half of it. ;)
Good point!
But upon failures, an automobile is usually closer to the ground.