C210 Endo/typecheck
"MIHC" seeing as I only flew the M model then my memory ain't too fuzzy yet
"GB" yes I recall the massive carry thru spar under the of lining of the 210 but remember something is only as strong as the weakest link, where the wings attach to that unit is where I believe failure would happen. My opinion only of course:-)
I recall not too long ago legend Astronaut Scott Crossfield died due to his C210 after having an in-flight breakup due wx. I read though it was an 'A" model meaning it had struts but all the same whenever I flew a C210 I often wondered:-)
I'd hate to imagine the cost of hiring one these days to get 'endorsed'
Wmk2
"GB" yes I recall the massive carry thru spar under the of lining of the 210 but remember something is only as strong as the weakest link, where the wings attach to that unit is where I believe failure would happen. My opinion only of course:-)
I recall not too long ago legend Astronaut Scott Crossfield died due to his C210 after having an in-flight breakup due wx. I read though it was an 'A" model meaning it had struts but all the same whenever I flew a C210 I often wondered:-)
I'd hate to imagine the cost of hiring one these days to get 'endorsed'
Wmk2
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Very interesting reading the comments so far, seems like a nice bird to fly.. albeit hard to get a hold of.
I took a walk up to the northern apron of YPJT and managed to find 3 that are usually hidden away in hangars.
I sent a few letters expressing interest in hiring out to the owner's PO Box's but so far i'm not having too much luck =\.
Also had a poke around in some of the maintenance hangars and found that 2 are in YABA and 1 in Collie.
Last i checked the going dual rate for a C210 was around $450 an hour with a wet hire rate of around $340ish depending on who you see.
So if you don't do the whole 6 hour "Endorsement" similar to a certain company (names not mentioned) i know of that does that with Mooney's; you would be looking 1-3 hours; racking up a little over 1k.
But if anyone has any contacts in WA around YPJT/YPPH that are interested in perhaps doing a X-hire agreement a PM would be much appreciated =)
On the topic of resume's (touching just briefly) What wording or layout when displaying the hours you have on certain makes/models would be looked upon most favourably when handing in a resume for your first job? (i'm getting my CPL hopefully in DEC this year; all going well)
I took a walk up to the northern apron of YPJT and managed to find 3 that are usually hidden away in hangars.
I sent a few letters expressing interest in hiring out to the owner's PO Box's but so far i'm not having too much luck =\.
Also had a poke around in some of the maintenance hangars and found that 2 are in YABA and 1 in Collie.
Last i checked the going dual rate for a C210 was around $450 an hour with a wet hire rate of around $340ish depending on who you see.
So if you don't do the whole 6 hour "Endorsement" similar to a certain company (names not mentioned) i know of that does that with Mooney's; you would be looking 1-3 hours; racking up a little over 1k.
But if anyone has any contacts in WA around YPJT/YPPH that are interested in perhaps doing a X-hire agreement a PM would be much appreciated =)
On the topic of resume's (touching just briefly) What wording or layout when displaying the hours you have on certain makes/models would be looked upon most favourably when handing in a resume for your first job? (i'm getting my CPL hopefully in DEC this year; all going well)
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On the topic of resume's (touching just briefly) What wording or layout when displaying the hours you have on certain makes/models would be looked upon most favourably when handing in a resume for your first job? (i'm getting my CPL hopefully in DEC this year; all going well)
If you're a fresh CPL/MECIR holder who's looking for their first job, I'd say what your resume says about you as a person is probably more important than specific hours on specific types, which obviously becomes more important as you apply for more advanced jobs in the future. I'm not saying that a few hours on C210s, for example, is not a good thing if you're applying to an operator where you'll start on that type... but I've seen guys with 250 TT give very long winded accounts of the exact hours they've flown on every single type - C150, 152, 172 etc. - which is ok, but 98% of fresh CPL/MECIR holders out there will have flown a small handful of piston single types, with the usual initial multi endorsement and MECIR training time on a BE76 or similar. My point is, these details don't really make you stand out, unless it's specific time on a specific type (like the 210).
If you've got some 210 time, then of course state that. But by definition, if you're applying for your first job (and it's a suitable position for your first), then nobody expects you to have lots of hours on many types. Probably more important is how well you're going to learn how to fly safely, efficiently and professionally for the company - and you need to get this across in your application.
People can feel free to tell me this is crap.
I read though it was an 'A" model meaning it had struts but all the same whenever I flew a C210 I often wondered:-)
Having flown the Cirrus quite a bit over the last couple of years, I was rather surprised at the sound that greeted me when I tapped/knocked on the spar carry through structure on one of those recently. It sounded rather like a hollow cardboard box. I did wonder about that one and how much 'meat' there was in the airframe. More than enough I suppose.
But give me a 210 any day. Just as fast with an extra hour of fuel in the tanks and another two seats way down the back.
It's been suggested above that the 210's are a relatively easy aeroplane to fly and they are. Just remember though, a fully loaded 210 with the C of G sitting on the aft limit is a different machine to fly than one with a lighter load and a forward C of G.
Any excuse to post a nice shot of the fabulous 210 (sourced from elsewhere on the web I might add).
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....and I never had any doubt about their structural integrity.
That's a great shot there "GB", I guess the pilot was searching for the rwy, hard to see when it's in yr face that close! It's a slick machine but typical Cessna, felt "cheap" The Beech always felt quality:-)
I really make ref to being somewhat concerned about the wings integrity when in nasty turbulence but that's just how I felt we each have our limits reasons as to why we do anything in aviation. I recall one day going to do a flight Nth of Broome up along the coast towards the Bonaparte Achaphiligo (chk spelling) in an old C210M (owned by the famous or is that infamous Bishop Jobst actually, what a character!) but the wind was howling so elected not to go purely as I didn't trust the wings, my choice Besides half doz sickies is not too much fun in a confined space
Wmk2
It's a slick machine but typical Cessna, felt "cheap" The Beech always felt quality:-)I really make ref to being somewhat concerned about the wings integrity when in nasty turbulence but that's just how I felt we each have our limits reasons as to why we do anything in aviation. I recall one day going to do a flight Nth of Broome up along the coast towards the Bonaparte Achaphiligo (chk spelling) in an old C210M (owned by the famous or is that infamous Bishop Jobst actually, what a character!) but the wind was howling so elected not to go purely as I didn't trust the wings, my choice
Besides half doz sickies is not too much fun in a confined spaceWmk2
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An update on my search for a C210 for hire!
I took a stroll up jandakot airport and chatted to some people in the hangars and came back with a few callsigns and phone numbers/PO boxes
i phoned up 2 bloke asking if they were hiring their c210 out and the response i got was "Love to help you.. but No"
To give you an idea (for those who aren't clued in) the answers for minimums i got so far are:
a.) 1000hrs TT with 50 on type
b.) 200hrs TT with 50 Retractable undercarriage
I've got a few other numbers and places to try out and i'll post results when i get them =)
I think the deal with finding them down south is not so much finding the aircraft sitting there... its moreover securing private hire/use
I took a stroll up jandakot airport and chatted to some people in the hangars and came back with a few callsigns and phone numbers/PO boxes
i phoned up 2 bloke asking if they were hiring their c210 out and the response i got was "Love to help you.. but No"
To give you an idea (for those who aren't clued in) the answers for minimums i got so far are:
a.) 1000hrs TT with 50 on type
b.) 200hrs TT with 50 Retractable undercarriage
I've got a few other numbers and places to try out and i'll post results when i get them =)
I think the deal with finding them down south is not so much finding the aircraft sitting there... its moreover securing private hire/use
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If the wings are the weak points on 210s, then why is it the tailplane front attach point that gives all the trouble??
Whowasphone, you prob walked past my 210 out there on your stroll and I would love to help you out with some hours in the old girl but sadly my engine is timed. It'll be a few weeks until I get the new one in but if you are still looking for a plane then we might be able to sort something out.
Whowasphone, you prob walked past my 210 out there on your stroll and I would love to help you out with some hours in the old girl but sadly my engine is timed. It'll be a few weeks until I get the new one in but if you are still looking for a plane then we might be able to sort something out.
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WhoWasPhone,
I think you will find most owners wont let you near their 210 unless you have at least 200hrs TT + 5 hrs on type due to insurance. But good luck trying to find one
I think you will find most owners wont let you near their 210 unless you have at least 200hrs TT + 5 hrs on type due to insurance. But good luck trying to find one
If the wings are the weak points on 210s, then why is it the tailplane front attach point that gives all the trouble??
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Probably from people putting their fat arses on it to lift the nosewheel off the ground so they can spin it around out of a tight parking spot.
I supect in-flight stresses may have more to do with it but I cant imagine tail-sitting is all that beneficial
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Aerodude
Yeah its very much heading in that direction unfortunately =\
but i suppose like renting houses... there has to be at least someone stupid enough to let you in for ur first rental xD (i can hope right? haha =P )
Is it the same story with 6 seater BE35's? and possibly piper lance/saratoga/Cherokee six?
Yeah its very much heading in that direction unfortunately =\
but i suppose like renting houses... there has to be at least someone stupid enough to let you in for ur first rental xD (i can hope right? haha =P )
Is it the same story with 6 seater BE35's? and possibly piper lance/saratoga/Cherokee six?
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C210 Loading ...
Hi There seems to be a lot of C210 knowledge lurking on this thread - so here goes...
I am a relatively inexperienced C210 pilot - only been flying 210's for one year, but have clocked up 200hrs on my C210k (normally aspirated) over the last 12 months - mostly into bush strips. When my Cessna Centurion is fully laden but within W&B graph limits, I run out of nose forward trim in the descent, and either have to apply quite a lot of forward pressure on the yoke, or reduce power considerably, right to the bottom of the green arc (15mp) or below, slow the aircraft down considerably from say 160 to say 135 to get the aircraft to descend. This is not necessarily a problem as I prefer to descend down through turbulent air levels slowly, well within Va manoevering speed but I was wondering whether this is normal and if anyone else had had this experience. (need to plan descent carefully - slow up gently , close cowl flaps - keep engine warm). More recently I have been loading the heavier bags behind the pilots seats to get the weight forward to avoid the problem.
In all other phases of flight (Take-off and cruise), trim is fine, and forward trim problem only arises when the C210 is fully laden (5 on board + luggage). Forward trim problem when loaded manifests irrespective of fuel loads/burn.
My aircraft has a Horton STAL kit, and I was wondering if the HORTON moves CoG moment forward under heavy load on descent relative to the normal . (Horton STAL = great mod for Hot, High, Heavy bush strips by the way)
I also recently fitted an STEC55X AP and was wondering whether the mechanics had altered the rigging on installation (they say not).
Is this forward trim limit a problem or merely a safety feature?? (Although Va should, in theory increase with loading).
I also notice that my 210 flies up to 10kts slower when fully laden compared to when empty.
Bush Pilot C210 tricks from Sefofane pilots in Okavango Delta / Namibia: For short rough dirt strip take-offs under hot high heavy conditions: Follow short take-off POH. In addition: 13 degrees flap (same deflection as max aileron control surface deflection), full breaks, full power, check FULL fuel flow, MP before releasing brakes. For initial stage of ground roll, apply back pressure, slowly releasing up to 60mph (to relieve weight from landing gear, and rolling drag). Rotate at 80mph but stay low (forward yoke pressure required) , on the deck in ground effect till 90 - fly at the trees. Dont climb until 90. Thereafter climb at exactly 90. Gear away at 90 BUT ONLY AFTER positive rate of climb established. Flaps away at 100, AFTER trees VERY SLOWLY in 1 degree increments to avoid sink.
kind regards
Warwick
I am a relatively inexperienced C210 pilot - only been flying 210's for one year, but have clocked up 200hrs on my C210k (normally aspirated) over the last 12 months - mostly into bush strips. When my Cessna Centurion is fully laden but within W&B graph limits, I run out of nose forward trim in the descent, and either have to apply quite a lot of forward pressure on the yoke, or reduce power considerably, right to the bottom of the green arc (15mp) or below, slow the aircraft down considerably from say 160 to say 135 to get the aircraft to descend. This is not necessarily a problem as I prefer to descend down through turbulent air levels slowly, well within Va manoevering speed but I was wondering whether this is normal and if anyone else had had this experience. (need to plan descent carefully - slow up gently , close cowl flaps - keep engine warm). More recently I have been loading the heavier bags behind the pilots seats to get the weight forward to avoid the problem.
In all other phases of flight (Take-off and cruise), trim is fine, and forward trim problem only arises when the C210 is fully laden (5 on board + luggage). Forward trim problem when loaded manifests irrespective of fuel loads/burn.
My aircraft has a Horton STAL kit, and I was wondering if the HORTON moves CoG moment forward under heavy load on descent relative to the normal . (Horton STAL = great mod for Hot, High, Heavy bush strips by the way)
I also recently fitted an STEC55X AP and was wondering whether the mechanics had altered the rigging on installation (they say not).
Is this forward trim limit a problem or merely a safety feature?? (Although Va should, in theory increase with loading).
I also notice that my 210 flies up to 10kts slower when fully laden compared to when empty.
Bush Pilot C210 tricks from Sefofane pilots in Okavango Delta / Namibia: For short rough dirt strip take-offs under hot high heavy conditions: Follow short take-off POH. In addition: 13 degrees flap (same deflection as max aileron control surface deflection), full breaks, full power, check FULL fuel flow, MP before releasing brakes. For initial stage of ground roll, apply back pressure, slowly releasing up to 60mph (to relieve weight from landing gear, and rolling drag). Rotate at 80mph but stay low (forward yoke pressure required) , on the deck in ground effect till 90 - fly at the trees. Dont climb until 90. Thereafter climb at exactly 90. Gear away at 90 BUT ONLY AFTER positive rate of climb established. Flaps away at 100, AFTER trees VERY SLOWLY in 1 degree increments to avoid sink.
kind regards
Warwick
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210 hire at JT?
Rather than start a new thread I thought Id drag up this old one to ask if anyone knows of any 210's available for hire at YPJT?
JFC have given me a price but I am looking for another one to compare costs. I found Flentri Aviation in another old thread on here but their website doesn't seem to have been updated in quite a while and I haven't had any luck getting in contact with them so am assuming they're no longer around.
If anyone could steer me in the direction of any others at JT it would be appreciated
JFC have given me a price but I am looking for another one to compare costs. I found Flentri Aviation in another old thread on here but their website doesn't seem to have been updated in quite a while and I haven't had any luck getting in contact with them so am assuming they're no longer around.
If anyone could steer me in the direction of any others at JT it would be appreciated
You guys are on the wrong side of the country. If you were in Sydney I could give you contact details for three. Indeed one bloke was constantly calling me to fly his 200 series Cessnas, despite the fact that I had no experience on them (though plenty on other types at the time). I only ended up doing about six hours on his 210, but had the chance to fly 206s and a Soloy. I'm too busy flying other stuff now.
If you ever come over to civilization, PM me and Ill hook you up.
If you ever come over to civilization, PM me and Ill hook you up.
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210 hire at JT?
Rather than start a new thread I thought Id drag up this old one to ask if anyone knows of any 210's available for hire at YPJT?
JFC have given me a price but I am looking for another one to compare costs. I found Flentri Aviation in another old thread on here but their website doesn't seem to have been updated in quite a while and I haven't had any luck getting in contact with them so am assuming they're no longer around.
If anyone could steer me in the direction of any others at JT it would be appreciated
Rather than start a new thread I thought Id drag up this old one to ask if anyone knows of any 210's available for hire at YPJT?
JFC have given me a price but I am looking for another one to compare costs. I found Flentri Aviation in another old thread on here but their website doesn't seem to have been updated in quite a while and I haven't had any luck getting in contact with them so am assuming they're no longer around.
If anyone could steer me in the direction of any others at JT it would be appreciated
ACFT should still have access to one.
Going rate is around $350-$380/hr wet pvt hire. Add the instructor rate on that, then 1hr 'ground breifing' and you will be looking at around $500-$600 for one hour of flying.
