Turbo 210

[Flyin Tony]

Well the Twin Comanche is out of the question. My Dad is tryin to get his medical back, after 16 years without flying. We are thinking of selling the Comanche we have buying a Turbo 210. My Dad had one back in 1981-1986 it was a 81 T210N. He bought the plane new for 100 and some odd grand sold it for 50 grand and now look what they are going for. He says he would love to get another one, within the next 6 months after I get my commerical and CFI.

Who here has flown the T210?

I live on the west in socal and some of the MEA's are high, and the Comanche will pull it (been to 15,000) Its slow up there, and takes awhile to get there.

What are some of the cruise speeds that you would get at 060 090 011 013, and up into the FL's?
Fuel burn? I bet it takes alot
Could you fit 6 Adults? 1970 models and up (most of the time its just me and my Dad but sometimes my brothers go)
We would like to get a 75 or newer.
Price range 150,000
It could be higher if the plane is worth the money

Also I dont think we would buy a plane without a GPS and Auto Pilot, and a nice panel again.

Any other things to look at when buying on of these?

Thanks for all your help
Tony

Also if anyone is looking into buying a 1964 PA24-250 within the next 6months to a year PM me

 

[FracCapt]

Expect about 160-170KTAS down below 6000, and 180+KTAS anything around or above 10,000. IIRC, critical altitude is somewhere around 17-19,000'. Anything up to that and you can carry a high cruise power setting. 6 adults? No. 4 adults and 2 kids? Probably. Plan on an average of about 15-17gph fuel burn, depending on what kind of power settings you use. Look for one without the gear doors on the mains - those don't allow any higher speed but they can be a maintenance nightmare(plus it reduces gear speed from I think 165KIAS to 140KIAS). The T210 is a good airplane - just be sure to baby that engine. No rapid power changes. 2"MAP a minute reduction MAX.

It's been nearly 10 years since I've flown one, so these numbers may not be exact...but very close at least.

 

[Snakum]

When one reads "XYZ Company gear mods" in T210 adverts, are they most likely referring to a modification that amounts to removal of the main doors, or are there other popular mods for 210 gear? Are there specific models/years that might pose special problems in other areas? Are there any 'gotchas' for the P210?

I was putting together some info on a light twin for my employer pre-9/11, and as we slowly recover I'm thinking we may yet wind up with something. However, as much as I'd like the twin time, a C210, Cherokee Six, or Lance might actually be closer to our needs if we are eventually in a position to buy (or share) an aircraft.

Minh
Corporate Skyhawk Captain

 

[SkyWestCRJPilot]

I've got about 250 hours in the 210, about half in the T210 which I liked better. Maintenance-wise though the turbos are a pain. It's a fast fun plane to fly and relatively simple. I flew freight in them and I remember the airplane was divided up into sections showing its total weight allowable per section. I think it added up to something like 1500 lbs! Incredible, but I always volumed out before maxing out in weight. The gear don't have much give so it was always hard to get a greaser. If you're going to fly it IFR I'd reccomend getting one with full known itce protection, either boots or the STC'd ones with weeping wing TKS.

 

[avbug]

Keep the 210 out of the clouds and ice. Particularly the ice. Keep any single engine airplane out of the clouds, and especially the ice.

Are you really going to fill it up all the time? Probably not. The rear seats are a squeeze to get into...better off going with a 206 if that's your goal; at least it has the back door. The rear seats amount to kiddie seats anyway. I've flown with it full quite a bit...but it's stuffy back there and uncomfortable, and doesn't have good egress in the event someone needs to get out fast.

When you add performance enhancing features to an airplane, the cost goes up considerably. The purchase price increases somewhat, but the maintenance and upkeep costs increase substantially. Adding retractable gear, a turbocharger, and pressurization mean increased inspections, increased parts costs, and more maintenance. That means more dollars spent. Also plan on higher insurance costs.

Learn your fuel flow fluctuation proceedure, applicable to all 200 series Cessna's, except the 208. Then re-learn it by switching tanks first (don't turn on the boost pump first)...the way it should have been written.

The 210 is as easy or hard to land as you make it, but it's a nice flying airplane with no bad habits or difficulties. Getting good landings in the 210 are the same as any other airplane, though the airplane isn't mechanically tolerant of rough landing technique...treat it like you own it (sounds like you will).

Treat all airplanes like you own them.

 

[U of I Tweak]

I'm a big 210 fan. My dad has an 81 T-210. My experience is that you burn about 18 gallons/hr in cruise. Someone else mentioned speeds that seem accurate. If you climb high (high teens, low twenties) you can see speeds around 190-195 KTAS. One thing that we've found essential is extra fuel. We got the plane with flint wing tip tanks. Each take holds 16 gallons, so we get almost two more hours of cruise with the tanks. At high speed cruise we can usually get right around 1000nm. All in all I have to say it's a great airplane.