Cessna 210

Cessna 210


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Home Page > Business > International Business > Cessna 210

Cessna 210

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Posted: Jul 24, 2010 |Comments: 0
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Development

1960 model Cessna 210, showing the strut-braced wing used on the early model 210.

A Cessna T210L shows the later model's strutless cantilever wing

Cessna T210L

A Cessna P210N Pressurized Centurion with its distinctive small windows

An updated Cessna T210 instrument panel.

A 1967 Cessna 210G modified with a leading edge cuff and flaperons for improved low speed performance characteristics

The early Cessna 210 (210 and 210A) had 4 seats with a Continental IO-470 engine of 260 hp (190 kW). It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. In 1961 the fuselage and wing were completely redesigned - the fuselage was made wider and deeper, and a third side window was added. The wing planform remained the same (constant 64" chord from centerline to 100 inches (2,500 mm) out, then straight taper to 44" chord at 208 inches from centerline), but the semi-Fowler flaps (slotted, rear-moving) were extended outboard, from Wing Station 100 to Wing Station 122, which allowed a lower landing speed (FAA certification regulations state that a single-engine aircraft must have a flaps-down, power-off stall speed no greater than 70 miles/hour). To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged. The 1964 model 210D introduced a 285 hp (213 kW) engine and 2 small child seats, set into the cavity which contained the mainwheels aft of the passengers.

In 1967 the model 210G introduced a cantilever wing replacing the strut-braced wing. Its planform changed to a constant taper from root chord to tip chord. In 1970 the 210K became the first full 6-seat model; this was achieved by replacing the flat-leaf main gear springs with tapered tubular steel springs of greater tread width (which allowed the tires to be nested farther back in the fuselage). In 1979 the 210N model eliminated the folding doors which previously covered the retracted main gears; the retracted tubular springs lie in shallow channels along the bottom of the fuselage and the wheels fit snugly into a closed depression on the fuselage bottom. Some models featured de-icing boots as an option.

The aircraft was offered in a normally aspirated version, designated the model 210, as well as the turbocharged T210 and the pressurized P210 versions.

Succession

Cessna re-introduced three single engine models in 1998 that had been out of production since 1986 - the Cessna 172, 182 and 206. The 210 was not reintroduced at that time as it was company policy that all re-introduced aircraft would be recertified to the latest FAR Part 23 standards instead of the original CAR-3 standards. Due to its single spar wing structure, the 210 could not meet the current certification standards. This left a gap in the Cessna line for a high-performance single engine aircraft that was quickly filled by competitors such as the Cirrus SR22 and Columbia 400. In 2006 Cessna announced that it would produce a new aircraft, known while under development as the Cessna NGP. The intention was that this new aircraft would fill the gap left in the Cessna line when the 210 went out of production in 1986.

In November, 2007, Cessna acquired the assets of Columbia Aircraft Company. The Columbia 350 and 400 models were integrated into the Cessna single engine range and redesignated as the Cessna 350 and Cessna 400. These aircraft replace the Cessna 210 at the top end of the Cessna single-engine model line.

Modifications

O&N Aircraft offers a turboprop conversion of the Pressurized Cessna P210N known as the "Silver Eagle". This conversion includes an airframe overhaul, airframe modifications, new avionics, new paint and installation of a Rolls-Royce Model 250 powerplant.

The converted 210 will produce climb rates of 2100 ft/min, cruise speeds of 200 - 210 knots and shorter take-off and landing distances, while consuming 20 - 28 gallons of Jet A per hour depending on altitude and air temperature. Range with a full 147 gallons of Jet A is over 1350 nm (1566 miles). The conversion costs USD$600,000, including USD$350,000 for the engine, plus the cost of the used Cessna 210.

Aerospace Systems and Technologies offers an ice protection system for the Cessna 210, models L, M and N. This system is a TKS technology that "weeps" chemicals which depress the freezing point of water and will both remove accumulated ice and then prevent ice formation. The TKS panels are installed on the leading edges of the wings, horizontal stabilizers and vertical stabilizer. They are complemented by a slinger ring on the propellers and a windshield spray bar.

Introduced in November 2008, the Crownair enturion Edition T210 is a remanufactured aircraft featuring a glass cockpit and new engine along with other minor refinements. The company claims increased payload, cruise speed and range.

Cessna 210s are used in outback Australia for light passenger and cargo charter as well as aerial survey work. Many have suffered as a result of these harsh conditions and have been found to have extensive corrosion on the wing spar carry-through beam. Aeronautical Engineers Australia has consequently conducted an in-depth fatigue analysis to determine safe limits for the salvage of the carry-through, preventing the expensive replacement of the part. This is now available as a CASA approved generic repair.

Variants

The Cessna 210 was manufactured in 26 model variants, 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. The 210N, T210N (turbocharged), and P210N (pressurized) versions were produced in the greatest quantity. The rarest and most expensive models were the T210R and P210R, which were produced only in small quantities in 1985-86.

Several modifications and optional fittings are also available including different engine installations, wing tip tanks, speed brakes, STOL kits and gear door modifications.

The early strut-winged Cessna 210B was developed into a fixed-gear aircraft known as the Cessna 205. This spawned an entirely new family of Cessna aircraft including the 206 and the eight seat 207.

210

Four-seat production variant with a Continental IO-470-E engine, 40 degrees hydraulic flap, gear doors, introduced in 1960., first flown in 1957, 575 built.

210A

A 210 with a third cabin window on each side, introduced in 1961, 265 built.

210B

A 210A with a cut-down rear fuselage, a rear vision window and a Continental IO-470-S engine, introduced in 1962, 245 built.

210C

A 210B with some minor changes, introduced in 1963, 135 built.

210D Centurion

A 210C fitted with a 285 hp (213 kW) Continental IO-520-A engine and increased take-off weight to 3,100 lb (1,406 kg), introduced in 1964, 290 built.

210E Centurion

A 210D with some minor changes, introduced in 1965, 205 built.

210F Centurion / Turbo Centurion

A 210E with some minor changes and optional 285 hp (213 kW) turbocharged Continental TSIO-520-C engine, introduced in 1966, 300 built.

210G Centurion / Turbo Centurion

A 210F with a strutless cantilver wing and modified rear window, increased take-off weight to 3,300 lb (1,497 kg), introduced in 1967, 228 built.

210H Centurion / Turbo Centurion

A 210G with a new flap system and instrument panel, 210 built. Flap range decreased to 30 degrees, fuel capacity increased from 65 to 90 USgal (246 to 341 l). Introduced in 1968.

210J Centurion / Turbo Centurion

A 210H with reduced wing dihederal, different nose profile and a Continental IO-520-J (or TSIO-520H) engine, introduced in 1969, 200 built.

210K Centurion / Turbo Centurion

A 210J with rear changed to full seat to provide six seats, a IO-520-L engine with 300 hp (224 kW) limited to 5 minutes, landing gear changed, enlarged cabin with a single rear side window, weight increased to 33,800 lb (1,724 kg), produced 1970-71, 303 built.

210L Centurion / Turbo Centurion

A 210K with nose-mounted landing lights, the electrical system changed to 24 volt, the engine driven hydraulic pump replaced with an electrical pump and a three bladed prop fitted. Improved aerodynamics led to an increase in approximately 8 kn (15 km/h) in cruise speed. Produced 1972-76, 2070 built.

210M Centurion / Turbo Centurion

A 210L with an optional 310 hp (231 kW) TSIO-520-R engine and minor changes, produced 1977-80, 1381 built.

210N Centurion / Turbo Centurion

A 210M with open wheel wells for main landing gear and minor changes. Although this change appeared only on the C210N, most early models have had gear doors removed due to extensive maintenance and handling problems, leaving them similar to the "N". Produced 1981-84, 1943 built.

210R Centurion / Turbo Centurion

A 210N with longer span stabiliser and minor changes, produced 1985-86, 112 built.

P210N Pressurised Centurion

A Turbo 210N with pressurized cabin, four windows each side, with a 310 hp (231 kW) Continental TSIO-520-AF engine, produced 1978-83, 834 built.

P210R Pressurised Centurion

A P210N with longer span stabiliser increased take-off weight and a 325 hp (242 kW) Continental GTSIO-520-CE engine, produced 1985-86, 40 built.

Operators

Military

 Bolivia

 Dominican Republic

 Croatia

 El Salvador

 Jamaica

Jamaica Defence Force

 Mexico

 Philippines

 Panama

 Paraguay

Paraguayan Air Force - 2 210N

Paraguayan Naval Aviation - 2 210N

Civil

 Australia

King Leopold Air, Broome, Western Australia - 7

Slingair, Kununurra, Western Australia - 6.

 Costa Rica

Air Surveillance Service

 United States

Flight Express (US air carrier), Orlando, Florida - 59

Accidents and incidents

While flying N6579X, an early model 210A, famed test pilot Scott Crossfield crashed and died in the woods of Georgia on April 19, 2006. The National Transportation Safety Board established the probable cause as "The pilot's failure to obtain updated en route weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller's failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives, both of which led to the airplane's encounter with a severe thunderstorm and subsequent loss of control."

Specifications (T210N Turbo Centurion II)

Data from Janes' All The World's Aircraft 1982-83

General characteristics

Crew: One

Capacity: Five passengers

Length: 28 ft 2 in (8.59 m)

Wingspan: 36 ft 9 in (11.20 m)

Height: 9 ft 8 in (2.95 m)

Wing area: 175 ft (16.23 m)

Empty weight: 2,303 lb (1,045 kg)

Max takeoff weight: 4,000 lb (1,814 kg)

Powerplant: 1 Continental Motors TSIO-520-R air-cooled turbocharged flat-six, 310 hp (231 kW)

Performance

Maximum speed: 204 knots (235 mph, 378 km/h) at 17,000 ft (5,200 m)

Cruise speed: 193 knots (222 mph, 358 km/h) at 20,000 ft (6,100 m)

Stall speed: 58 knots (67 mph, 108 km/h) CAS, flaps down, power off

Range: 900 nmi (1,036 mi, 1,668 km) econ cruise at 10,000 ft (3,050 m)

Service ceiling: 27,000 ft (8,230 m)

Rate of climb: 930 ft/min (4.7 m/s)

Wing loading: 22.9 lb/ft (111.8 kg/m)

Power/mass: 0.078 hp/lb (0.13 kW/kg)

See also

Related development

Cessna 182

Cessna 206

Comparable aircraft

Beechcraft Bonanza

Cessna 206

Piper Saratoga

Piper Malibu

References

Notes

^ a b Taylor 1982, p. 345346

^ a b c d e f g h i j k l m n o p q r Simpson 1991, p. 103-104

^ Textron (November 2007). "Textron's Cessna Aircraft Company to Acquire Assets of Columbia Aircraft". http://investor.textron.com/phoenix.zhtml?c=110047&p=irol-newsArticle&ID=1081833&highlight=. Retrieved 2007-11-28. 

^ FibreGlast Developments Corp (January 2004). "January 2004: O&N Aircraft". http://www.fibreglast.com/contentpages-aircraft-346.html. Retrieved 2007-10-19. 

^ Crownair Aviation (undated). "New Centurion Edition T210 by Crownair Aviation". http://www.crownairaviation.com/upgrade-centurion.html. Retrieved 2008-11-13. 

^ Aeronautical Engineers AUstralia (March 2009). "Aeronautical Engineers Australia - Modifications". http://www.aeroengaus.com.au/mods.htm. Retrieved 2009-03-03. 

^ a b c d e f g Danielle Bruckert and Oleg Roud (2008). Cessna 210 Training Manual. ISBN 978-0-557-01418-7.

^ Australian civil aircraft register search using "210" and "King Leopold Air" as search parameters. Search conducted 2008-12-12.

^ Australian civil aircraft register search using "210" and "Slingair" as search parameters. Search conducted 2007-10-31.

^ Flight Express (2005). "Cessna 210". http://www.flightexpress.com/flight_express_fleet_cessna_210.htm. Retrieved 2007-10-20. 

^ NTSB (September 2007). "NTSB Probable Cause, Report CHI06MA115[2007"]. http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060501X00494&key=1. Retrieved 2008-06-02. 

Bibliography

Taylor, John W. R. (1982). Jane's All The World's Aircraft 1982-32. London: Jane's Yearbooks. ISBN 0 7106-0748-2. 

Simpson, R.W. (1991). Airlife's General Aviation. England: Airlife Publishing. ISBN 1 85310 104 X. 

External links

Wikimedia Commons has media related to: Cessna 210

Cessna Pilots Association

Cessna Owner Organization

FAA Type Certificate Data Sheet 3A21 Type Certificate Data Sheet for Cessna 210 models.

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Categories: Cessna aircraft | United States civil utility aircraft 1950-1959Hidden categories: Articles needing additional references from October 2007 | All articles needing additional references | High wing aircraft | Propeller aircraft | Single engine aircraft

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