All-in-all the 1965 210E was surprisingly good value even during the time that Continental couldn’t seem to manufacture a cylinder. Wayne Romberg Forked River, New Jersey. Wilmington, DE. 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. Cessna has always been superior in customer support compared all the other manufacturers that’s why they’re still in business So if you can’t afford the Best aT210 M or N don’t buy one You have to pay to play. The Cardinal is by far the sexiest design Cessna produced. Production on the Crownair "Centurion Edition" T210 will be done on an as-ordered basis and takes approximately two to three months. Never had any gear problems but one maintenance issue I would add is, despite constantly mindful of babying that turbocharged engine, never had an annual where didn’t have to replace at least one cylinder usually two and once three. A typical after-takeoff flow for me in the 210 was to count 1-2-3 twice: three handles and three levers. Mine had the “RAM” conversion as well as the gear doors removed. Line Staff members are ramp-side-ready to marshal your aircraft to a secured location, whether it be in one of our various hangars, or on our spacious ramp. Would anyone want a weight-limited, retractable gear piston single for $1 million? So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. The flexibility in the cabin led to another character trait: its truck-like handling. Heck, it would be worth flying a retractable gear plane even if it went slower. Aircraft Bluebook Single Engine Piston Cessna CESSNA 210 M & up. Birthday Cake Faceplant Resulted In Kid Getting Scared! It's getting harder and harder to come ... Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 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. Crownair Unveils Glass Cockpit-Equipped T210 During AOPA Expo 2008 One of the more significant announcements to come from the expo didn't come from aerospace giants Cessna or Cirrus... but from the comparatively diminutive Crownair Companies, a new aviation maintenance and avionics provider in the Southwest United States. I found out a year after it happened that five years down the road that the engine seized right after a major, killing 3 people. They eventually bought it. One of my more memorable rides as an Army Pilot 40 + years ago was several hours in an F-15 backseat flying out of Bitburg AFB in Germany. Sorry this note is not technical, but for me the 210 means joy. Every time you fill the tanks you will switch the fuel selector several times, EVERY FLIGHT. The standard tanks carry way more fuel than my bladder can tolerate. I once flew two people and a complete, 4 ft.-long cornhole set (Google it – it’s a lawn game) to Put-in-Bay, a small island in Lake Erie. Divide its battery capacity by its motor’s power and you get 14.5 minutes at full power! 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. High on the list of reasons to hate the airplane is maintenance. For the owner who’s serious about maintenance and proficiency, it offers good cruise speed, huge load-hauling capabilities, and honest flying qualities. I too was given the gift of a remarkable wave flight. Aerospace Systems and Technologies offers a TKS technology weeping fluid ice protection system for the Cessna 210, models L, M and N.  Crownair Aviation developed a “Centurion Edition” T210, which is a remanufactured aircraft introduced in November 2008 that features a glass cockpit and new engine along with other minor refinements. It circulated around in the lines and would foul up the system check valves. Every airplane model has a personality; some even have a stereotype. Once took it up to 24,000 feet *we had oxy. Gear was made much more simple and reliable in 79. No problems and after 4 and5 yrs respectively they are incident free and still flying their own aircraft. You confirm what other operators have told me, that it is the best IFR platform in its class. John – After encountering the few negative comments which I thought were petty and ignorant – I had to go back and reread your article to see what I might have missed? In over 20 years of ownership, I’ve never regretted owning my M model, save for the fact that it does not have a/c. Loyal Cardinal owners may disagree, but it just looks sleek on the ramp. The Centurion was in production from 1957 to 1985 and approximately 9,240 were manufactured. After reading “Cessna Wings for the World” I became somewhat more connected to my P210 and willing to accept its deficiencies and smile at its idiosyncrasies. Was a dream to fly and you’re right about the IFR performance. The 210 is a serious airplane, the Cardinal is a fun airplane. 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. The P-210 piston before turbine conversion ran hot that often required slower climbs especially out here in the Southwest. It looked so cool. First, the reasons to love a Cessna 210. We flew…, I chaired a festival Wings & Wheels Show event for 11 years. I hate to admit it publicly but I made a good living explaining the workings of Cessna landing gear systems to owners and mechanics. The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). adults and lots of baggage, something that isn’t possible with most Bonanzas or Saratogas. Not only a nice looking aircraft, it flies nice as well. Vitatoe Aviation offers the TN550 conversion which uses a Continental IO-550P engine with an IO-520 turbocharger with dual intercoolers and a larger alternator. Every airplane model has a personality; some even have a stereotype. Would you go pressurized and what model would you think would be best? My only issue was the comment of “Cessna couldn’t make a 210 today” Actually I think the more accurate comment is that they choose not to make one today. The airplane is “Known Ice”, built-in oxygen, and AC. I have owned a Cessna 210 with three partners for 12 years, three engines, three propellers and two airframes. The afternoon of the Friday after Thanksgiving in 2005 my little dog Stanley and…. Now retired with 1978 Cardinal FG – I still long for the days and cross-countries high above the Rockies circumventing weather with our StormScope in N4818Y. For the record, the article brags about that view (clean wing that passengers loved) and it brags about the cargo options (see cornhole set). World Record! Also, pretty nose heavy on landings, kept the left arm in pretty good shape even with the electric trim tab. Maybe…..but he knows the difference between “your” and “you’re”. You’re response is nonsense. Soloed with 5 hours. The C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. These fuel systems had a Left-Right-Off fuel selector (no “Both” setting). LOL He had trouble keeping up with me. 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. 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. If you don’t have an old 210 in your hangar, Crownair will help you find one. Sign up for our free email newsletter, packed with tips, tricks and news for pilots. My family and I traveled all over the country in that 210. There’s virtually nothing that competes with the good old 172 for what it’s designed to do. The Crownair "Centurion Edition" T210 will compete with new manufactured aircraft by offering more payload, faster speeds and more range. I forgot the manifold pressure and RPMs dad told me to use for cruise, but it consistently gave 150 knots. So Crownair, a San Diego-based FBO and aircraft modification firm, has come up with a way to freshen old 210s while adding an Avidyne Entegra glass panel. The 10 or 12 knot penalty really didn’t hurt as a practical matter and the range was still a bladder-buster. Certainly all those levers are manageable in the Cessna, but it does require extra work – work that can quickly add up during single pilot IFR flights. The result was failure and another shuttered production line, even though the airplane was a great performer. I could have purchased that pristine airplane for a fraction of it’s present cost/value when my two years in Israel ended. Cessna fixed the Cardinal gear in 78. Crownair was formed this year in San Diego, CA. Smart Girl Scouts smoking the rest of the competition! With the strut-free high wing, cargo loading was painless. From spinner to tail cone, the upgraded 1977 aircraft features all new and state-of-the-art amenities including a glass cockpit with Electronic Flight Instrument System, new classic blue paint scheme, RAM engine, tinted glass, wingtips with recognition lights, Super Quiet cabin soundproofing and gray leather seats with sheepskin inserts. If. Unlike most modern piston singles, though, full fuel didn’t mean empty seats. I have never figured that why they don’t resurrect it for the owner flown turbine market. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. 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. 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. Yeah, the turbo added some maintenance cost — primarily overhauling every 1000 hours — but the additional climb performance and speed at altitude paid for it. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. 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