C210 vs C206
 

Anyone willing to discuss the differences and nuisances in handling, comfort etc between the 206 and the 210?

They are very different - the use would be required to answer.

And you would probably need to decide between P206 and U206. The different door positions would be significant for some operations.

Should of mentioned I have been flying a U206G, I am just asking cause when I head north maybe I should fly the 210 before I start knocking on doors?

210 - Fast! Carries a decent load but pain to load.

206 - Slow! Load it up and if the tail ain’t on the ground she’s in W & B.

Both great aircraft, if only they made new 210’s.

If you can fly one you can fly the other.

only time I flew a 206 was after landing in Gove in the 210. The phone rang and I got told by someone (who was that again 😉 ) to swap planes and take a 206 back to Darwin for unscheduled maintenance. I’d never been in one before.
grab the keys, open the flight manual, memorise some speeds and go. Slowly.

princex compressor stall
Agreed.

Folding wheels makes the transition a little more nuanced from the 206.

princex
You will want to

• be very disciplined about handling the gear, don’t rush
• know the system really well
• be all over the correct turbulence penetration technique.

I had bunch of recent 180/185, 206 and BN2 time when I finally got to fly a 210. Retractable undercarriage was not part of my world then, and I had nightmares about those fold away 210 wheels until I reestablished necessesary habits.

You’ll need a smoother surface and more runway up North in a 210 than down South in a 206.

This old bus was great for flogging around the West coast of Tassie and islands 40+ years ago. It had a Robertson STOL kit and a cool proprietary engine mod: Engine Auto Rough, which kicked in whenever flying over water.

https://cimg4.ibsrv.net/gimg/pprune....8ac103c2c.jpeg
VH-ERM, Tasmania, early 1980s

In PNG perhaps?

Re subject; Also agree, Although I actually have very limited C210 time, when I was checked out in one, particular stress was made on the Turbulence Penetration Speeds etc.

They fly the same, one goes faster.

Understand how the 210 gear works. Pay attention to the alternator load after retraction. If the gear doesn’t completely cycle the hydraulic pump motor will keep running until it fails and often catches fire. On the walk around look for hydraulic leaks. If all the fluid leaks out there is no way to get the gear down. Make a mental note of how long the gear takes to retract and extend. If the gear transit time starts to increase something is wrong and needs to be looked at by maintenance.

Have a mental check to make sure you don’t forget to put the gear down. Mine is 500 ft or wings level on final gear handle down 3 green. 15 years after I first started flying retractables that check, which I did every time, saved me from landing gear up

I can't believe no one's mentioned the venerable 209 - the perfect combination of the 206 and 210.

Coz their is a time & a place for stupid comments - the OP had a valid question.