"it always does that!"
Thread Starter
"it always does that!"
The Cessna 210 had five on board. My estimate was that four pax and pilot plus bags weighed about 474 kg. Not much fuel on board.
it was about 25C and no wind. Our dirt strip sloped uphill but rather than taxi to the other end, our pilot gunned it up the hill. Flaps ten. At about half way, I noted our speed as barely 40 kt. Towards the end, at about Sixty the pilot rotated and the stall warning sounded immediately and continued to sound.
We seemed to be stuck in ground effect I thought, stall warning continued. Is this how it ends? We didn't seem to be climbing. Wheels up and we barely cleared the trees.
On arrival at our city destination I asked if it was normal for the C210 stall warning to sound on take off. "It always does that" was the response.
Does it? Am I a panic merchant or did we just dodge a bullet?
it was about 25C and no wind. Our dirt strip sloped uphill but rather than taxi to the other end, our pilot gunned it up the hill. Flaps ten. At about half way, I noted our speed as barely 40 kt. Towards the end, at about Sixty the pilot rotated and the stall warning sounded immediately and continued to sound.
We seemed to be stuck in ground effect I thought, stall warning continued. Is this how it ends? We didn't seem to be climbing. Wheels up and we barely cleared the trees.
On arrival at our city destination I asked if it was normal for the C210 stall warning to sound on take off. "It always does that" was the response.
Does it? Am I a panic merchant or did we just dodge a bullet?
Man Bilong Balus long PNG
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Sunfish; I have bugger all 210 time but probably 300+ hrs in a 206 albeit logged over 20 years ago so you may consider my comment any way you wish, but....
Don`t ever fly with that
again!!
Oh, go buy a lottery ticket.
Don`t ever fly with that
again!!Oh, go buy a lottery ticket.
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I'm echoing Pinky Sunfish, I enjoy your posts & prefer you don't step foot in that aircraft again. You may want to warn your friends. Let this particular pilot get a Darwin Award with one POB. 
Having been in a take off incident in a 210 nearly ending my life by the hands of another individual I'm wary these days. If I ever end up in a single again with an unknown pilot I'm going to flat out ask what his go/no-go point on the strip is. I used to brief it if I ever flew with another pilot and think its good practice.
C'mon you guys you all missed it. It is a scenario. First clue: Sunny is from Melbourne. When was the last time Melbourne had 25C temperature? About 30 years ago when they discovered El Nino. Second: It's always windy in Vic. Third: No runway lenght.
Should I go on?
Should I go on?
Suppose he learned his lesson and next time he will remember to sticky tape the stall warning
Thread Starter
SMS, not a scenario but reality. I wasn't in Melbourne last week but won't identify the location further. Can a commercial C210 driver tell me this is normal?
Strip is about 3500ft. The manager has cut back trees for another Two hundred yards at the uphill end.
Strip is about 3500ft. The manager has cut back trees for another Two hundred yards at the uphill end.
I can tell you in all seriousness that at or near to gross, the stall warning in 206, 207 and 210 will be on for a long time after take off from a short strip. I have seen them made inoperable by sane pilots to avoid passenger distraction. Perhaps they needed adjusting, I am just saying what I have seen and experienced.
PPRuNe Handmaiden
I used to occasionally fly a C210 in the Kimberley in the 90's from Kununurra (Mainly flew C206 and C207s). It was a bit warm there occasionally and no, never had the stall warning go off like that on take off.
For sure, would get the occasional chirp because of the turbulence but not go off continuously.
For sure, would get the occasional chirp because of the turbulence but not go off continuously.
I've got plenty of 210 time. The stall horn going off is not necessarily a big deal - it may just be a bit ambitious. Of greater concern for me would be the poor risk management and lack of familiarity with proper operation of the aeroplane.
It would require a BIG tailwind downhill to get me to take-off up hill rather than down (has never happened!) and you leave the gear down for max short field performance in the Cessna retractable singles. One look at the gear cycling will tell you why.
I have taken a 210 at MTOW off a 600m one-way downhill strip many times at 30o+C temps!
Interestingly, it's actually better to leave the gear down to clear the trees even in Bo - which has a very quick retraction cycle.
Dr
PS - and you DON'T 'rotate' a 210!
It would require a BIG tailwind downhill to get me to take-off up hill rather than down (has never happened!) and you leave the gear down for max short field performance in the Cessna retractable singles. One look at the gear cycling will tell you why.
I have taken a 210 at MTOW off a 600m one-way downhill strip many times at 30o+C temps!
Interestingly, it's actually better to leave the gear down to clear the trees even in Bo - which has a very quick retraction cycle.
Dr
PS - and you DON'T 'rotate' a 210!
Hey Love Doctor, I can empathise, we had a fleet of 210s and one of them did that to me one day, clawing around a circuit with no abnormal indications is no fun at all is it.
Its been years now but I remember being able to drag 210s into the air with takeoff power and full backstick, they get airborne with no real ASI reading then you would let them accelerate in ground effect, all the high wing Cessnas will do it. I cant remember if the stall horn was going off then, I guess it must have. In any event I don't think you used less runway, it just got u off the ground quickly.
Its been years now but I remember being able to drag 210s into the air with takeoff power and full backstick, they get airborne with no real ASI reading then you would let them accelerate in ground effect, all the high wing Cessnas will do it. I cant remember if the stall horn was going off then, I guess it must have. In any event I don't think you used less runway, it just got u off the ground quickly.
If I ever end up in a single again with an unknown pilot I'm going to flat out ask what his go/no-go point on the strip is.
But a limiting strip? A professional KNOWS. An amateur guesses - and then spends the rest of the time until clearing the trees desperately hoping they are right and haven't killed everyone by stuffing it up.
(The professional does the calculation so often they can whip through it in 30 seconds - the amateur hasn't done one since the PPL exam they cheated on, and knows they would take an hour and a half to get a decent answer.)
Airliners have one of the highest safety records for transport on the planet - and guess what? They run take off distance and weight and balance calculations as a matter of course for EVERY take-off.