This post by Mainframe in 2003 says it all. The reference to Laminar flow wings applies to all C210s from the 1967 G model onwards. ie all the strutless models. If you rotate too soon and actually become airborne you can easily find yourself in the situation where the aircraft won't climb and won't accelerate. It's a very bad place to be especially when the reason for early rotation was because you were concerned that the end of the short strip was coming up fast. Note: Don't confuse the behaviour of a non laminar C206 wing with that of a C210 wing.
Mainframe
29th Mar 2003, 06:51
DOH The Cessna 210 is possibly one of the finest aircraft ever built.
Payload and performance are legendary, it has big shoulders and seven league boots.
The refinements toward the end of production made this one outstanding aircraft.
From the 210M onwards the ability to extend gear and / or flaps at very respectable airspeeds, the sheer pleasure of operating this machine will stay with you for life.
Yes, it is a serious machine. It suffers fools lightly, it is totally unforgiving when provoked in the wrong way, yet can please and perform as no other aircraft can when handled knowingly.
This is an 1100cc Road bike, NOT a 250cc trail bike.
The laminar flow wing, the secret of it's success, embodies all that you learnt in aerodynamics, slotted fowler flaps, frise ailerons, washout etc.
This wing will not perform very well if prematurely rotated, also the washout has the wing tips operating at slightly negative angles of attack at cruise, and if you are silly enough to venture into the yellow arc, in turbulence, the wings will fail, downwards and flap the sides of the fuselage, not upwards as one might expect.
The aircraft is capable of approaching Vne in level flight at sea level at full power, and even in a normal descent, will rapidly wind up to or past the yellow arc if not carefully managed.
However, it's most vicious characteristic is the "Power On " landing configuration stall.
Below 1,000 ft this stall is virtually unrecoverable without specialist training and this characteristic, ( the loss of 750' in recovery on the first attempt after being properly briefed is so sudden that shock delays recovery)
This is the characteristic, more than any other root cause, that has killed so many pilots doing beatups and pullup turns.
This aircraft will not tolerate being flown other than professionally and with extreme care.
If you rotate prior to the appropriate rotate speed, you will invariably run off the end of the runway in a nose up attitude, unable to accelerate or generate lift.
If you stall in the landing configuration with more than 17" MP and dont get corrective rudder in quick enough it will flick roll to the left and enter an inverted spiral dive that is not recoverable before hitting the ground, ( think about overshooting base to final at 500', tightening up the left turn and subconsciously or deliberately backsticking at the same time. It's going to roll left, yes you're already in a left turn, and lose 750' before you recover).
If you do a beatup at low level and pull up into a climbing turn to the left , below 1,000' and stall, you are DEAD.
This is a magnificent machine flown properly, DONT do anything dumb in it because , yes, it WILL kill you. If you feel the need for exuberance or showing off, get into a Citabria, Aerobat or Pitts Special, where you stand a better chance.
Don't fly into the yellow arc, don't get near a powered stall, don't show off in this professional aeroplane. Treat it like a B737, fly it accurately within it's performance envelope and you won't be the next one to make it into the Safety Digest, you will treasure for a lifetime the exquisite pleasure of an aircraft designed to please pilots and accountants