C210 Endo/typecheck
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C210 Endo/typecheck
Hi all, This may have been asked before (I haven't seen it in 09's section for this board) but I'm looking for a C 210 endorsement/typecheck in either YPPH or YPJT
Does anybody know a private owner that would allow me to hire for an endorsement/typecheck and private hire for a few hours?
So far I've hit brick walls with ACFT and JFC as they either lost the X-hire contact or have 210's operating in the eastern states, any info to point me in the right direction would be greatly appreciated.
Thanks in advance! =)
Does anybody know a private owner that would allow me to hire for an endorsement/typecheck and private hire for a few hours?
So far I've hit brick walls with ACFT and JFC as they either lost the X-hire contact or have 210's operating in the eastern states, any info to point me in the right direction would be greatly appreciated.
Thanks in advance! =)
Hot tip. (For the upteenth time!
)
You have a Manual Pitch Control and Retractable Undercarriage Design Feature ENDORSEMENT. This combined with all SE <5700kg allows you to fly a C210.
There is no such thing as a 210 endorsement.
Do not list on your resume that you have one. It shows;
a) Ignorance of the Regs
or
b) You are a Kiwi who is ignorant of the Australian rules.
Either way, it doesn't help your prospects.
All said and done, I can't help you with one on the west coast, but best of luck finding one.
)You have a Manual Pitch Control and Retractable Undercarriage Design Feature ENDORSEMENT. This combined with all SE <5700kg allows you to fly a C210.
There is no such thing as a 210 endorsement.
Do not list on your resume that you have one. It shows;
a) Ignorance of the Regs
or
b) You are a Kiwi who is ignorant of the Australian rules.
Either way, it doesn't help your prospects.
All said and done, I can't help you with one on the west coast, but best of luck finding one.
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210 Endo
Yeah what you said is true but most employers want to see if you have had any 210 experience because if you havent then chances are you will bounce it down the runway first time. I have seen it so many times before and sometimes it can be pretty ugly.:P
Actually, they want you to meet insurance requirements. There should be no reason the landing technique for a 210 is any different to a 172.
You will get ICUS time to fine tune things before you get let loose anyway.
You will have more difficulty controlling the swing on take-off due to 300hp and managing the CSU, power settings and cowls than landing it.
Passengers are the ones who judge 95% of the flight based on the landing.
You will get ICUS time to fine tune things before you get let loose anyway.
You will have more difficulty controlling the swing on take-off due to 300hp and managing the CSU, power settings and cowls than landing it.
Passengers are the ones who judge 95% of the flight based on the landing.
No need to be nasty
Wish you the best of luck with your type check. Having flown about twenty different 210s and five or six different models I can only say that I love them. Watch it with flap 20 and power even in your check because if it bites, you're on your back! Also, the fuel pump is a three stage pump contrary to popular belief with the high position having two stages linked to the rocker switch on the starboard side of the firewall. This also controls the gear warning horn and from memory is meant to be set around about fifteen inches. Lastly, it doesn't land at eighty knots like half the gumbies say. Read the manual and trim it on final for the correct approach speed and you'll find it a delight. Enjoy!
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Either way, it doesn't help your prospects.
Join Date: Jul 2007
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Make it Happen........pull your head in, he wants a 210.
What a beautiful aircraft, I hope you get one. I love them. Its been 25 years since i flew one. The single commanche is also awesome.
Keep flying!!
Hey Zapp, you must be important!!!
What a beautiful aircraft, I hope you get one. I love them. Its been 25 years since i flew one. The single commanche is also awesome.
Keep flying!!
Hey Zapp, you must be important!!!
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Hey Zapp, you must be important!!!
Anyway I'll shut up, don't want to hijack this thread into a resume-bashing exercise.
The C210 is a joy to fly. The only reason it will bounce is if you're to fast. I used to watch a certain Kununurra operator who encouraged their Pilots to hold off as long as possible for a smooth landing. They usually touched down half way down a strip flying a ridiculously fast approach. The other operator encouraged the first Taxi way. At one time there was a certain person filming approaches by the said operator and sending it to CASA. 
Contrary to popular belief once the gear and flap is out on a C210 it lands, performs and behaves like a C172 plus 5 knots. Once it is cleaned up it is a slippery little beast and a delight to fly. A bad Pilot will feel very comfortable in one after a 100 or so hours. A good Pilot with plenty of prior Cessna experience should be able to fly it well from the get go.
Contrary to popular belief once the gear and flap is out on a C210 it lands, performs and behaves like a C172 plus 5 knots. Once it is cleaned up it is a slippery little beast and a delight to fly. A bad Pilot will feel very comfortable in one after a 100 or so hours. A good Pilot with plenty of prior Cessna experience should be able to fly it well from the get go.
Hey 40,
If this isn't a clue as to what will give you dramas (read as HELPFUL ADVICE), I don't know what is.
REALITY CHECK GUYS,
Not everyone will think a fresh CPL is God's gift to aviation. Ever met Arthur Morris? (Search for him, you'll see what I mean.) You might think I'm being a little harsh (yeah, had a bad week), but if you actually read between the lines and get past the chance to have a snipe at someone, you can see I am actually giving these guys some valid advice. By giving a little tough love out here, maybe WWP and others reading this thread will look a little more credible when they hand out a resume.
Other good one is to be careful of pulling the throttle too far back before the gear is out. The warning horn gets the pax's attention very well.
You will have more difficulty controlling the swing on take-off due to 300hp and managing the CSU, power settings and cowls than landing it.
REALITY CHECK GUYS,
Not everyone will think a fresh CPL is God's gift to aviation. Ever met Arthur Morris? (Search for him, you'll see what I mean.) You might think I'm being a little harsh (yeah, had a bad week), but if you actually read between the lines and get past the chance to have a snipe at someone, you can see I am actually giving these guys some valid advice. By giving a little tough love out here, maybe WWP and others reading this thread will look a little more credible when they hand out a resume.
Other good one is to be careful of pulling the throttle too far back before the gear is out. The warning horn gets the pax's attention very well.
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The type endorsement for every aircraft is a kiwi thing I think.
Your all soft - dam soft, First time I flew a 210 I just read the bloody book figured out how to do a manual gear extension picked a few power settings did a pre flight and off we go, It's not a space shuttle it's a god dam **** box old Cessna.
Your all soft - dam soft, First time I flew a 210 I just read the bloody book figured out how to do a manual gear extension picked a few power settings did a pre flight and off we go, It's not a space shuttle it's a god dam **** box old Cessna.
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Not the space shuttle, enjoyable aircraft to fly indeed. Need to be considerate of Vb when flying in turbulence on models without the wing struts. Also find a good amount of back trim on finals leads to a good landing sequence.
I made the jump from the C172 and got my head around the extra knots, size and characteristics in a few hours.
I made the jump from the C172 and got my head around the extra knots, size and characteristics in a few hours.
Need to be considerate of Vb when flying in turbulence on models without the wing struts.
The only one that I know of ( on descent into Cloncurry back in the 70s) failed outboard of where the struts would be - if it had them.
Dr
The 210 has a very low Va compared to it's its cruise speed. On descent it can go through Vne real quick in the bumps if you're pushing it.
Having said that they usually fly in the very thermal rich parts of the country and have done so in many cases over 20,000 hours. Most are holding together very well and I never had any doubt about their structural integrity.
All in all, it's a good ship.
Having said that they usually fly in the very thermal rich parts of the country and have done so in many cases over 20,000 hours. Most are holding together very well and I never had any doubt about their structural integrity.
All in all, it's a good ship.
If I recall the C210 had a Turb Pen speed of 119kts? Obviously I shall be corrected if wrong but when I used to fly 'em (about a 100 yrs ago) I didn't much like staying above that speed in the ruff stuff as I also used to work on them, the piddly few skinny bolts holding the wings on would make a grown man cry!:-)
Nice ship to fly though & lands fabulous flap-less as long as the rwy stretches around the globe!:-) I found this out once at TW years ago, dead battery & a plane load of bikies up for a joy flight, bunch of sooks they where when they found out I had to make some sort of an emergency ldg
I flew in a pressurized C210 only once, could carry about 2.347 people & full fuel!!!!
Felt a lot more solid though.
Wmk2
Nice ship to fly though & lands fabulous flap-less as long as the rwy stretches around the globe!:-) I found this out once at TW years ago, dead battery & a plane load of bikies up for a joy flight, bunch of sooks they where when they found out I had to make some sort of an emergency ldg
I flew in a pressurized C210 only once, could carry about 2.347 people & full fuel!!!!
Felt a lot more solid though.Wmk2
Need to be considerate of Vb when flying in turbulence on models without the wing
The piddly few skinny bolts holding the wings on would make a grown man cry!:-)
WTF is all this crap about people being worried about cantilever wings clapping over the top???
Does anyone stress about a warrior or bonza?
Guess what? NO STRUTS!
As always, check specific model speeds in the POH.
1978 C210M 119 KIAS @ 3800lbs
1979 C210N 125 KIAS @ 3800lbs
Does anyone stress about a warrior or bonza?
Guess what? NO STRUTS!
If I recall the C210 had a Turb Pen speed of 119kts?
1978 C210M 119 KIAS @ 3800lbs
1979 C210N 125 KIAS @ 3800lbs