Is a C210 a dangerous plane?
Yes - Lots of them.
Not really a replacement.
CAsA have 267 of the 210 L,M&N variants on the register - my guess is about 2/3 are in the outback flying gig, or more.
Not really a replacement.
CAsA have 267 of the 210 L,M&N variants on the register - my guess is about 2/3 are in the outback flying gig, or more.
Last edited by Bend alot; 26th Jan 2024 at 05:25.
Join Date: Jan 2024
Location: Cowra
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
Age: 69
Posts: 2,971
Received 97 Likes
on
56 Posts
Just thought that I'd have a look at the summary from Log book #1 and found that I last flew a C210 on 27/8/84.
IIRC it was VH-TEV which had gear doors, and I was told by the Instructor who checked me out on it (Chris B) that it was then reputedly the fastest C210 in Australia!
From memory we were at 3,500' in smooth air and I was told to set 25"/2500rpm in level flight.
I think we achieved 175KIAS. A bit too long ago to say definitely.
IIRC it was VH-TEV which had gear doors, and I was told by the Instructor who checked me out on it (Chris B) that it was then reputedly the fastest C210 in Australia!
From memory we were at 3,500' in smooth air and I was told to set 25"/2500rpm in level flight.
I think we achieved 175KIAS. A bit too long ago to say definitely.
The following users liked this post:
Short answer: No.
If you are looking for a job then first get a dozen hours PIC on both, and get your short field t/off and landing techniques down pat.
The in flight breakups of late seem to have been in convective weather, which can create two outcomes; the wings come off in controlled wings-level flight due to turbulence or control has been lost and the thing is over stressed while trying to recover. Either way, the first problem was getting into a really small bit of cloud that wasn't actually a really small bit of cloud.
C172's are less likely to be found flying around in cloud in remote tropical areas up north, that's why.
"If you can fly a C206, you can fly a C210 ?" You can fly a C210 as well and lots more, but I think you are asking about differences.
I'll try to find a C210 cheat sheet I made up in a different century, but basically:
1. don't overestimate what you can do in a 206 or underestimate what you can do in a 210.
2. the 210 wants to float if a couple of knots too fast on final, and will float along in ground effect until it drops like a wet beach towel, assumes a banana shape, and needs to be dragged off behind a tractor while leaving deep ruts in the ground. Fly finals using correct airspeed for weight and correct aimpoint and this won't happen.
3. figure out why there is a 4kt difference in stall speed between front and rear CG limits and use it.
4. the best concept I've ever heard about the C210 was years ago on PPRune - 'the C210 is like a big fast 1000cc road bike, it's not a trail bike. Treat it like a trail bike and it will kill you'. You need to fly it. The 206 will kill you for the same reason, just not quite so soon.
5. keep the gear mechanisms clean and with a lubed greasy feel.
6. read again what Compressor Stall wrote above, the thing wears many layers of clothing.
If you are looking for a job then first get a dozen hours PIC on both, and get your short field t/off and landing techniques down pat.
The in flight breakups of late seem to have been in convective weather, which can create two outcomes; the wings come off in controlled wings-level flight due to turbulence or control has been lost and the thing is over stressed while trying to recover. Either way, the first problem was getting into a really small bit of cloud that wasn't actually a really small bit of cloud.
C172's are less likely to be found flying around in cloud in remote tropical areas up north, that's why.
"If you can fly a C206, you can fly a C210 ?" You can fly a C210 as well and lots more, but I think you are asking about differences.
I'll try to find a C210 cheat sheet I made up in a different century, but basically:
1. don't overestimate what you can do in a 206 or underestimate what you can do in a 210.
2. the 210 wants to float if a couple of knots too fast on final, and will float along in ground effect until it drops like a wet beach towel, assumes a banana shape, and needs to be dragged off behind a tractor while leaving deep ruts in the ground. Fly finals using correct airspeed for weight and correct aimpoint and this won't happen.
3. figure out why there is a 4kt difference in stall speed between front and rear CG limits and use it.
4. the best concept I've ever heard about the C210 was years ago on PPRune - 'the C210 is like a big fast 1000cc road bike, it's not a trail bike. Treat it like a trail bike and it will kill you'. You need to fly it. The 206 will kill you for the same reason, just not quite so soon.
5. keep the gear mechanisms clean and with a lubed greasy feel.
6. read again what Compressor Stall wrote above, the thing wears many layers of clothing.
The following users liked this post:
Short answer: No.
If you are looking for a job then first get a dozen hours PIC on both, and get your short field t/off and landing techniques down pat.
The in flight breakups of late seem to have been in convective weather, which can create two outcomes; the wings come off in controlled wings-level flight due to turbulence or control has been lost and the thing is over stressed while trying to recover. Either way, the first problem was getting into a really small bit of cloud that wasn't actually a really small bit of cloud.
C172's are less likely to be found flying around in cloud in remote tropical areas up north, that's why.
"If you can fly a C206, you can fly a C210 ?" You can fly a C210 as well and lots more, but I think you are asking about differences.
I'll try to find a C210 cheat sheet I made up in a different century, but basically:
1. don't overestimate what you can do in a 206 or underestimate what you can do in a 210.
2. the 210 wants to float if a couple of knots too fast on final, and will float along in ground effect until it drops like a wet beach towel, assumes a banana shape, and needs to be dragged off behind a tractor while leaving deep ruts in the ground. Fly finals using correct airspeed for weight and correct aimpoint and this won't happen.
3. figure out why there is a 4kt difference in stall speed between front and rear CG limits and use it.
4. the best concept I've ever heard about the C210 was years ago on PPRune - 'the C210 is like a big fast 1000cc road bike, it's not a trail bike. Treat it like a trail bike and it will kill you'. You need to fly it. The 206 will kill you for the same reason, just not quite so soon.
5. keep the gear mechanisms clean and with a lubed greasy feel.
6. read again what Compressor Stall wrote above, the thing wears many layers of clothing.
If you are looking for a job then first get a dozen hours PIC on both, and get your short field t/off and landing techniques down pat.
The in flight breakups of late seem to have been in convective weather, which can create two outcomes; the wings come off in controlled wings-level flight due to turbulence or control has been lost and the thing is over stressed while trying to recover. Either way, the first problem was getting into a really small bit of cloud that wasn't actually a really small bit of cloud.
C172's are less likely to be found flying around in cloud in remote tropical areas up north, that's why.
"If you can fly a C206, you can fly a C210 ?" You can fly a C210 as well and lots more, but I think you are asking about differences.
I'll try to find a C210 cheat sheet I made up in a different century, but basically:
1. don't overestimate what you can do in a 206 or underestimate what you can do in a 210.
2. the 210 wants to float if a couple of knots too fast on final, and will float along in ground effect until it drops like a wet beach towel, assumes a banana shape, and needs to be dragged off behind a tractor while leaving deep ruts in the ground. Fly finals using correct airspeed for weight and correct aimpoint and this won't happen.
3. figure out why there is a 4kt difference in stall speed between front and rear CG limits and use it.
4. the best concept I've ever heard about the C210 was years ago on PPRune - 'the C210 is like a big fast 1000cc road bike, it's not a trail bike. Treat it like a trail bike and it will kill you'. You need to fly it. The 206 will kill you for the same reason, just not quite so soon.
5. keep the gear mechanisms clean and with a lubed greasy feel.
6. read again what Compressor Stall wrote above, the thing wears many layers of clothing.
thanks for this!
someone told me that this thing stalls easily on short final? and that it will go into a unrecoverable spin? is that true or just internet heresay?
in any case i think i will take a few lessons in a C210 just for fun - i doubt anyone will let me solo it with my low hours at the moment - I'm just a PPL(A) and not looking for work. but i seem to have this addiction in wanting to find new planes to fly and heard so much about the C200 series of planes. also interestingly, i have a chance to take the IR course in a C206 and may just do that...
Think back to when you learnt to fly before the high and mighty pfft it’s just an aeroplane (yes I know it is).
There are a few things I remember from waaaayyyyy back. The first was when a C401 rocked up at the flying school and we all thought it was a space shuttle. A while later jumped in a C210 and the same wow what a machine.
No they are not unsafe but that’s only if you treat em right, pretty much like any aircraft. I fly a small private jet at the moment that demands the same kinda respect, I may have a ****e ton of hours but still, respect the jet!
Now talk about a fast 210, ya ever fly one with the IO550 installed!
As for replacements, as has been stated there are not really any.
The 210 be it on tourist ops, black fella runs or full of cargo, what a beast…
Newbies follow the advice of Stall and Wawa and then talk to your peers who still fly the beast.
There are a few things I remember from waaaayyyyy back. The first was when a C401 rocked up at the flying school and we all thought it was a space shuttle. A while later jumped in a C210 and the same wow what a machine.
No they are not unsafe but that’s only if you treat em right, pretty much like any aircraft. I fly a small private jet at the moment that demands the same kinda respect, I may have a ****e ton of hours but still, respect the jet!
Now talk about a fast 210, ya ever fly one with the IO550 installed!
As for replacements, as has been stated there are not really any.
The 210 be it on tourist ops, black fella runs or full of cargo, what a beast…
Newbies follow the advice of Stall and Wawa and then talk to your peers who still fly the beast.
The following users liked this post:
I last flew a C210 in 1988 and a C206 in 1999. The C206 has struts which hold the wings to the fuselage and fixed landing gear, it’s therefore a more solid aircraft.
Even if you’re instrument rated and the aircraft is certified for IFR, be very careful about what you actually fly into. Even with weather radar you can still get caught out. A solid bank of cumulus can give you a good shake up and a towering cumulus is a CB without water. I’ve had to descend urgently due to heavy icing in an aircraft which was certified for icing conditions and had lightning strikes in cloud well away from CBs.
My present aircraft is jet powered, pressurised, radar equipped and certified for known or forecast icing conditions. I’m still very careful about what I go into.
Even if you’re instrument rated and the aircraft is certified for IFR, be very careful about what you actually fly into. Even with weather radar you can still get caught out. A solid bank of cumulus can give you a good shake up and a towering cumulus is a CB without water. I’ve had to descend urgently due to heavy icing in an aircraft which was certified for icing conditions and had lightning strikes in cloud well away from CBs.
My present aircraft is jet powered, pressurised, radar equipped and certified for known or forecast icing conditions. I’m still very careful about what I go into.
The following users liked this post:
The 210 was the workhorse for the mob I flew for in the Territory in the 80s. We had at least a dozen of them across a number of bases doing mail runs and general charter, skipping along at a good pace meaning they could earn lots of dollars more quickly than the 206, with almost the same payload capacity.
They handled the dirt strips, even some of the rougher ones, with a firmer ride but just as adequately as the 'Duck' - the 206 with a pod.
Ours were well maintained and provided you treated them as if they were your own, they were a safe, reliable and comfortable aircraft.
They handled the dirt strips, even some of the rougher ones, with a firmer ride but just as adequately as the 'Duck' - the 206 with a pod.
Ours were well maintained and provided you treated them as if they were your own, they were a safe, reliable and comfortable aircraft.
[QUOTE=C441;11584926]The 210 was the workhorse for the mob I flew for in the Territory in the 80s. We had at least a dozen of them across a number of bases doing mail runs and general charter, skipping along at a good pace meaning they could earn lots of dollars more quickly than the 206, with almost the same payload capacity.
No doubt many of those exact ones still doing the same thing 40 years later!
No doubt many of those exact ones still doing the same thing 40 years later!
The following 2 users liked this post by Global Aviator:
All that said, the most dangerous 210 is in the hands of an early 20's CPL holder with 500 hours in a remote NT base with minimal supervision a few seconds after saying "watch this!".
Two that spring to mind.
https://www.atsb.gov.au/publications.../aair200201100
https://www.atsb.gov.au/publications.../aair200100591
Two that spring to mind.
https://www.atsb.gov.au/publications.../aair200201100
https://www.atsb.gov.au/publications.../aair200100591
The following users liked this post:
No doubt many of those exact ones still doing the same thing 40 years later!
The following users liked this post:
if i learn and do a course say 20hours on the c206, is it a trivial thing to transition to a c210 in future? or should i just learn on a c210 from day one? cost is obviousoy more for the latter...
