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!

Before you land?

What model?

They have different speeds.

Sorry forgot to mention, it'll be on the C210L, M or N model

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.

https://cimg9.ibsrv.net/gimg/pprune....e8ce700fae.png

You could always read the Pilots Operating Handbook

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.

Another lifetime ago when I was but a humble PPL I was checked out in a C210 (Thanks CB:ok:) 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.

Yep, as Tommy said on final do a final gear check using whatever method the company has in their SOPs. Most will get you to visually look down at both main wheels to confirm they're down and then use the little mirror on the RH wing to confirm the nosewheel is 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/

Circuit join clean(retractable) and 15" used to work for me - 20" anything with a turbo.

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.

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?

For many fresh CPL holders heading up north, it's likely the fastest and heaviest aeroplane they've flown. That combined with it being their first commercial job it's generally a steeper learning curve than transitioning from C310 to C402 for the same company.

Most CPL fresh ticket holders have not flown much outside of a 172 or Diamond. I am fairly sure under the current regs one needs to do a flight test in a CSU prop also, so perhaps they might have a few hours in a 182. Essentially they haven’t experienced much in the way of a heavier 6 cylinder.

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.

I really an intrigued now and want to fly this venerable C210.

Tell me though is the Cherokee 6 anything like a C210? Or is it chalk and cheese? I am so intrigued now!!!

It is NOT a 206 with retractable gear. It’s very different.

Cherokee 6 is very different to a C210. You sit IN Cherokee, you sit UP in a C210 - like a truck.