Cessna 210 Hire
 

Hello Everyone
First time poster. Just wanted to ask , where will be the closest place to Melbourne where I can do few hours in a 210 ?
Can't seem to find any place that has one, I know YMMB has 2 x 205s.
Thank you

G'day Mate,

Been Looking for the past year, short answer is, you'll have to look interstate for any sort of 210 up for hire. Lilydale used to have one, but that was the last i know of.

Cheers,

Mach 1

I’m not aware of any C210 in the Melbourne area for hire.

Flight Standards can offer C210 type training in Brisbane, Perth and Darwin - not that this assists right now with current border issues, but if I assume that you are looking for this as part of a strategy to get a start in the industry, then speaking with them and heading up north is a potentially solid option…

C210 hire
 

Tried to PM you but apparently your inbox is full. I have an early IFR C210A available. PM for info.

Here are my 2 cents worth of advice:
-don't waste money on renting a C205. I've flown one of those and they're very different from C210 or even C206;
-if you're approached by private owners offering to rent you their C210, I strongly suggest you run a simple Google search of their full name.
There's a particular individual who was, not long ago, involved in shady aviation related stuff.

If you are prepared to throw money at getting time on type, spend the money wisely and make sure it’s invested in good training on type, particularly if you have ambitious flying the 210 as a green horn CPL. I was in the same position in early 1993, I certainly know what it’s like.

I can validate Pooh Bear’s advice!

A Cessna 210A is the equivalent of a C182RG is it not? The northerners are probably more interested in time on the six seat heavier versions?

I would even go further and say the C182RG has more room and can carry more weight than a C210A. There seems to be a lack of later model machines available so the 210A is a good step up over your typical fresh CPL holder with very little complex machine time. Talking complex, the gear system in the 210A is in my opinion the most complicated system you will ever find.

Having said that, operators up north are more interested in your ability to handle Continental IO-520 engines (hot start? shock cooling?) than they are about the number of seats or whether the wheels go up and down.

Having the wheels go up and down makes a big difference to shock cooling the engine as well as arriving at your destination with a steady descent at the right altitude You'd be surprised how many pilots have trouble doing this basic manouevour. You can't simply lower the nose and expect to descend and slow down at the same time.

Yes despite it's age the C210A is a good old bird, nice and quick but only a 4 seater and really just a C182 retract as others have said but pretty slippery when flying clean so good practice for what Cessna 200 is talking about. Maybe some time in a C206 would be better even tho fixed undercarriage..? PAC at Tyabb have one on line. VH-PQC. Has an IO-520. Harder to handle (properly) than the C210A and hours in a C206 would carry more weight than C210A with operators up Nth as Checkboard says.

Didn't realise the old C210 was such a tricky beast to fly.

Must be very different to the 210's I have flown :eek:

it’s the fly by wire engine and flight controls

Well said, S8, FL and swh.

Shock cooling? Wheels up or down makes a difference to 'shock cooling'?

FFS. It's just an ordinary IO520 in an ordinary C210 and shock cooling is an old wives' tale.

Agree with Leadie…

The real issue with C210 for the novice pilot is that it is the first airplane they are likely to have flown which is less forgiving of mishandling at “high speed”.

There are several of the type that haven’t made it home and the wreckage would infer that the aircraft was inappropriately handled/managed in the conditions it was allowed to fly into.

it has little to do with the engine - more to do with the wing and aerodynamics. I can’t see how you can break a C172 in flight without heaps of effort, but rolling and pulling a C210 at 160 KIAS - well…

Yes the wheels play a big part in speed especially on descent. If you have a high rate of descent and speed, the rate of change of temp in your big bore Continental is not going to like you. If you want to test the theory that there is no such thing of shock cooling, do it in your own aircraft. I doubt many owners will approve of your engine handling practices. If there is no such thing as shock cooling, then why is it that all the Continental piston engined jump ships that I know, never make TBO without pulling a cylinder?

I have, over many hundreds of hours. Presumably, then, those owners never fly into rain? You're mixing up causation and correlation. I know plenty of people who operate big Contis in 'ordinary' operations who've had cylinders replaced before TBO.

The build quality of TCM cylinders these days is sh*t. They've forgotten how to do it properly.

That's why I bailed out of TCM into Lycoming.

Thanks for the Reply mate . Still trying to find a place somewhere in VIC where I can hire a 210. Bit hard to go interstate with all the lockdowns.

Why specifically a C210? Why not also look at any of the Beech or Piper variants?

I’m not sure your intended future employer would place a lower value on B36 or PA-24 time. Same speeds, complexities and engine handling.