C210 general flying procedures
C210 general flying procedures
Hey everyone,
I'm doing some C210 flying and need some advice. I've heard the 210 is a rather slippery aircraft - just wanting to know some tips and tricks with regards to flying the 210. Also a specific question, when joining for midfield X-wind at a remote aerodrome/base/downwind, when should I aim to have the landing gear down/begin descent etc?
Thanks in advance!
I'm doing some C210 flying and need some advice. I've heard the 210 is a rather slippery aircraft - just wanting to know some tips and tricks with regards to flying the 210. Also a specific question, when joining for midfield X-wind at a remote aerodrome/base/downwind, when should I aim to have the landing gear down/begin descent etc?
Thanks in advance!
I'm doing some C210 flying and need some advice. I've heard the 210 is a rather slippery aircraft - just wanting to know some tips and tricks with regards to flying the 210. Also a specific question, when joining for midfield X-wind at a remote aerodrome/base/downwind, when should I aim to have the landing gear down/begin descent etc?
It has been a while since I've been in the seat of a C210, but I imagine it would be something like this:
Descent: Bring MAP back from cruise power at a rate of 1" per minute to join the circuit at 18".
Circuit Join: 18" and cruise RPM setting.
Downwind (abeam landing runway threshold): 15" - Gear Down - Flaps 10.
Base: Same as DW but select flaps 20 about halfway through.
Final: Select flaps 30 and trend towards Vref over the fence.
Gear and Flaps speeds for each model are below.
Descent: Bring MAP back from cruise power at a rate of 1" per minute to join the circuit at 18".
Circuit Join: 18" and cruise RPM setting.
Downwind (abeam landing runway threshold): 15" - Gear Down - Flaps 10.
Base: Same as DW but select flaps 20 about halfway through.
Final: Select flaps 30 and trend towards Vref over the fence.
Gear and Flaps speeds for each model are below.
The following 5 users liked this post by Bog Down:
You could always read the Pilots Operating Handbook
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I've read through the 210L/M/N models which is helpful, however it doesn't tell you how to operate a 210 up in the top end. If someone could give me advice on operating a 210 or even a 206 (as I understand that they are pretty similar aircraft aside from the 210 being retractable), it would be much appreciated. Even better, if someone has the copy of the "how to be an arnhemland pilot" book or whatever it's called, could they please send me a message. Thanks!
Last edited by leocarp; 16th Feb 2024 at 05:07. Reason: Added info
Indeed, but as you know every operator these days knows better how to operate a C210 than dear old Mr. Cessna. And in the grand old tradition of Aussie GA, every wheel was reinvented and there could never be enough layers of overcomplication.
In my day, we never saw the POH, it had long been pilfered. We were just pointed at the aircraft, did a couple of circuits, told to be gentle with the aircraft, treat it with utmost respect and that was it. And against all odds, no one died and in the two years I was tooling around the north, all engines all made their TBO.
My advice to the OP… don’t overthink it. Just treat the aeroplane gently and with respect. This rule applies to every type he/she will ever fly.
In my day, we never saw the POH, it had long been pilfered. We were just pointed at the aircraft, did a couple of circuits, told to be gentle with the aircraft, treat it with utmost respect and that was it. And against all odds, no one died and in the two years I was tooling around the north, all engines all made their TBO.
My advice to the OP… don’t overthink it. Just treat the aeroplane gently and with respect. This rule applies to every type he/she will ever fly.
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Another lifetime ago when I was but a humble PPL I was checked out in a C210 (Thanks CB
) and something very similar, if not indentical to the chart by Bog Down was placed in front of me with instructions to 'Read and inwardly digest!'
'Nuff said.
Also, What Clare Prop said!
) and something very similar, if not indentical to the chart by Bog Down was placed in front of me with instructions to 'Read and inwardly digest!''Nuff said.
Also, What Clare Prop said!
2" per 5nm I think was what we used to do (10 years ago). Don't overthink, very basic machine. They are slippery if you try and join base at full power, otherwise they are not
Some of the best memories of my career involve flying the mighty tooten around the NT. The cadets will never understand what they missed out on.
I think Bog Down covered it pretty well. One thing though when you're fat, dumb and happy on finals and thinking eveyting is done. Double check the gears down.
I think Bog Down covered it pretty well. One thing though when you're fat, dumb and happy on finals and thinking eveyting is done. Double check the gears down.
Some of the best memories of my career involve flying the mighty tooten around the NT. The cadets will never understand what they missed out on.
I think Bog Down covered it pretty well. One thing though when you're fat, dumb and happy on finals and thinking eveyting is done. Double check the gears down.
I think Bog Down covered it pretty well. One thing though when you're fat, dumb and happy on finals and thinking eveyting is done. Double check the gears down.
C210 is not a hard or inherently slippery machine to fly.
Below is a pretty good write-up with some tips for operating the mighty IO-520/550 found in all C210s and older model C206s (the newer C206H models have the Lycoming, and I believe there's a few of them hanging around the top end).
Tips for Operating Big Bore Continentals
https://www.avweb.com/features_old/o...-continentals/
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Be nice. We were all new once! You don’t know what you don’t know. We were all clueless when we started and we know the CPL course from CASA is a licence to kill.
Leo: be conservative mate. Stay away from storms and bumps. Pick a number say 20nm then double it. Go on the ATSB and read every C210 accident report and build it in to you operation. They were effing old when we all flew them… PM if I can help with any advice.
Leo: be conservative mate. Stay away from storms and bumps. Pick a number say 20nm then double it. Go on the ATSB and read every C210 accident report and build it in to you operation. They were effing old when we all flew them… PM if I can help with any advice.
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I don’t know why such a fuss is made of flying a C210?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
I don’t know why such a fuss is made of flying a C210?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
The following users liked this post:
I don’t know why such a fuss is made of flying a C210?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
I, like many others, have worked our way up through most of the Cessna, Piper and Beechcraft single and twins as part of our GA careers, but I don’t recall any of those aircraft being put up there on a pedestal like the C210 has!
What have I missed?
Generally most employers will want someone with a few hours on a 200 series, talking NT or WA operations, they do state this in job advertisements. It is seen as an aircraft to ‘get ahead’ of the CPL job hunting queue and make oneself competitive.
I think it would wise to include the heavier 200 series aircraft as part of the hour building.
short flights long nights
I've read through the 210L/M/N models which is helpful, however it doesn't tell you how to operate a 210 up in the top end. If someone could give me advice on operating a 210 or even a 206 (as I understand that they are pretty similar aircraft aside from the 210 being retractable), it would be much appreciated. Even better, if someone has the copy of the "how to be an arnhemland pilot" book or whatever it's called, could they please send me a message. Thanks!
