Cessna 206 Series. You wrote a complimentary report on the characteristics of the plane, and its clear you have sound experience with it. Leurs annales sont parfois compliquées, voire impossibles à retracer. My 1985 Turbo 206, used for serious instrument flying, is currently outfitted as follows (see illustration 26): Dual Nav/Comms with VOR/LOC/GS reception (King KX 155) DME (King KN 64) Loran (King KLN 88) Flight Control System (King KFC-150) … It had an enlarged cabin to house six passengers and a 260-hp Continental engine. For example, the insurance fee for a $50,000 Cessna 210 is about $3,000 yearly with a low-time, VFR pilot. Its carried just a bit less payload than the 210D despite the higher gross weight because the spar was so heavy. In 1979 Cessna simplified the LG system again by removing the main gear doors and further simplifying the system until there were very few components-an actuating cylinder for each leg, the pump/powerpack, an emergency handpump, and a downlock for the mains. The standard “six-pack” is shown on a primary flight display, and a moving map with terrain and weather overlays is on the multi-function display. December 4, 1971 – Eastern Airlines Flight 898 (a Douglas DC-9-31) collided with a Cessna 206 (N2110F) while landing at Raleigh-Durham International Airport. Once I had an instrument rating (later that year) I stopped using the airlines at all. Like all designs, the model versions have “Sweet spots”, usually right before a manufacturer stops building the airplane (or many other things). If your PLAN is to use your emergency authority to go through the clouds then it wasn’t an emergency it was your PLAN all along. All want more speed, most want pressurization, and none want the aviation budget to be stretched too far. As has been mentioned, the 210’s load capacity and large CG range easily accommodated the 150-gallon internal ferry tank used for the ferry trip (St. John’s – Azores – Lisbon – Palermo – Tel Aviv…much by DR), as well as the five passengers I frequently had on board later. The 206 while not as fast or sexy as the 210, has much > better … Could that be a good thing? Even if the 210 were made in 2019, the full fuel payload would probably be significantly lower under current certification standards. First, I had the pleasure of flying an honest-to-goodness holding pattern, one of only two I’ve ever flown for real in my 24 years of flying. This distinctive cowling was made more streamlined on the later Cessna 206. Registration # N3183M. The TKS deice fluid kept the wing reasonably clean and the airplane stayed steady in the light to moderate turbulence. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12 and a Robinson R44 helicopter. D4602. Tous droits réservés Kolosszus l'agence WEB. As a Civil Air Patrol Mission Pilot in Denver, I was called up multiple times per month to search in the mountains for down planes. Maintenance is easy on this airplane. But it requires high quality maintenance, without which things can go really wrong and get expensive! Dommage que l’ambition d’obtenir une certification ait périclité ! Certainly all those levers are manageable in the Cessna, but it does require extra work – work that can quickly add up during single pilot IFR flights. Thanks for any feedback you might have. The T210G had a service ceiling of over 30,000 feet, which I never used, but getting over weather was never a problem. En compulsant les petites annonces de L’Aviateur, encarté dans Magazine Aviation, je n’ai pas trouvé un seul Cessna 206 usagé. 1213425-1 Cessna 206 / 207 / 210 Nose Gear Drag Fitting (ZINC CHROMATE) D'occasion. Le Cessna 206 Stationair est un avion six places, monomoteur à pistons à ailes hautes. I was looking at Cessnas for sale and noticed that the 185's were pretty close in price to the 206. 32 710. Of course I was IMC, of course there was a little ice, and of course there were a few bumps over the eastern edges of the Appalachian Mountains. A trip into Washington Dulles one day in 2004 sold me on the airplane. That is a nicety that a bucket of money will solve one day. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. Some friends in an Aztec and a 182 couldn’t find a way to make it work, but it was easy in the Centurion. The six-seat model 206 was introduced in 1964. Tragedy on the beach at Venice – what would you do? In 1964, this aircraft evolved into the Model 206, which was in turn available in three versions: U206 Super Skywagon, P206 Utility, and P206 Super Skylane. I bought it in 1985 with 1025 hours on it. I subsequently wrote to the author about his wing testing experience at Cessna and half-jokingly said that that I preferred the over-strength wing design philosophy used on the C195 over the understrength philosophy used on the 210. À voir ! Once I watched it take off and saw the gear retract. Généralement monté sur flotteurs réguliers ou amphibies au Québec, ce modèle appartient le plus souvent à de petites compagnies aériennes ou encore à des pourvoiries. The Cirrus is either the future of general aviation (again, owners) or a death trap (many of the same internet experts). John Frank’s book was a keeper too. Excellent! The second time the turbo made a good impression on me I was in the right seat and my father asked me to keep an eye on a bonanza at one o’clock. Il est équipé d’écrans G1000 et d’une porte copilote (certainement une Wipaire). L’ajout d’une double porte cargo acheva de différencier les deux modèles. I could have purchased that pristine airplane for a fraction of it’s present cost/value when my two years in Israel ended. Originellement, Cessna monta un Continental IO-520-A sur l’U206 de 1964. The 205 is powered by a Continental IO-470-S engine producing 260 hp. With no wheels or struts in the way, the view out the window was unparalleled and sightseeing on a long trip was good fun. Développement. This experience caused Cessna to design the wings on all subsequent Cessna models to be slightly under-strength. Au Canada, on dénombre 323 Cessna 206 immatriculés. Engine 1 Notes Left - 1101 Hrs* SMOH Continental TSIO520-NB 325 HP 1600 Hr. Attention aux appareils vendus aux USA ! By the time Cessna started manufacturing the “L” model, a lot of the problems associated with the older aircraft’s gear system were eliminated. My 190 Knot Cessna 210. The Cessna 205, 206, and 207, known variously as the Super Skywagon, Skywagon, Stationair, and Super Skylane are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use. Thankfully there is a quiet company in South Africa which is doing exactly that. My 190 Knot Cessna 210. Thanks for sharing your thoughts on it! So to reiterate: it’s a marvelous airplane that I love. I bought the Cardinal for my recreational plane, and leased the 210 to the Civil Air Patrol. I’m with Tom and will stay with Beechcraft. If. The Centurion may rise again. Serial Number: 210-63191. So when a friend recently asked what I thought of the Cessna 210 Centurion, I hesitated. John The 210 I flew, a 1980 model with no rear gear doors, boasted a maximum gear speed at the bottom of the yellow arc, so I used the landing gear like a speed brake. Certains spécimens, cannibalisés, n’existent même plus dans le registre de Transports Canada. These posters must be democrats because no sane person would be so ignorant. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it. Maybe…..but he knows the difference between “your” and “you’re”. You do not have to be Richard Collins or Ernest Gann - simply a GA pilot with a story you'd share with friends sitting in the hangar. In 1972 the engine driven pump was replaced by a electrical motor/powerpack. In a Cirrus the only thing to do is raise the flaps and enjoy the view. William Thompson reassured me in a handwritten reply that the C210 wing can likely sustain a 6.5g load before it fails. And many things the A36 could do that the 210 couldn’t. The family was originally developed from the popular retractable-gear Cessna 210 and is produced by Cessna. Depuis, la motorisation ne fut plus réformée. Views: 151 948. Question sécurité, on préconisera l’aménagement d’une porte pax avant. [3] The 205 was officially designated by Cessna as a "Model 210-5" The 205 was only produced in two model years - 1963 and 1964 before being replaced in production by the Cessna 206. 1998 - 2010 Cessna Stationair 206 Year: What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. Without my saying anything, passengers’ noses always seemed to be pressed against the glass right after takeoff. Phone: +1 403-547-1024. visit our website. 95% of my flying was solo. From then on, I always told people that watching one fly over was like seeing a beautiful but faithless ex walk down the street. Engine Notes: TSIO-520 310 HP 200 Hours on bottom end Lifter change. And with new 172s selling for over $400,000, it’s easy to imagine a million dollar 210. Now retired with 1978 Cardinal FG – I still long for the days and cross-countries high above the Rockies circumventing weather with our StormScope in N4818Y. Their useful load is approximately the same. Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. Mr. Zimmerman you need to talk to more owners before you comment on a particular plane. An inexperienced mechanic who misses a minor squawk can create a much bigger problem when one wheel doesn’t come down in flight. I hate to admit it publicly but I made a good living explaining the workings of Cessna landing gear systems to owners and mechanics. Copyright 2011-2020, Sportsman's Market, Inc. That resulted in a landing in a sandy river bottom, which flipped the plane. I loved flying both, but like the fuel cost of the Cardinal much more. Is that even legal to take off? Le remplacement des rails supportant les sièges arrière coûte excessivement cher : de 1 200 à 2 000 $ le jeu, main-d’œuvre non comprise ! Une version turbocompressée était également au catalogue (TSIO-520-C). L’appareil, dérivé du Cessna 205, disposait d’une porte côté pilote et de deux portes opposées à l’arrière. Great airplane. Is turbo necessary for over 15,000 altitude flying? Some of my happiest memories are flying the 210. Dear John, What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. Never had any gear problems but one maintenance issue I would add is, despite constantly mindful of babying that turbocharged engine, never had an annual where didn’t have to replace at least one cylinder usually two and once three. In 1979 gross wt was raised to 4000 from 3800 lbs and no gear doors. What a great machine! Cessna 206 vs 185. Cessna 180 vs. 182 vs. 185 (too old to reply) Marc Lattoni 2004-01-17 17:29:18 UTC. Great King equipment package, flight director, HSI, rnav, loran, and storm scope. The Cessna 206H has a 300 hp Lycoming engine and is still available from Cessna. Cessna Single Engine Parts. Save my name, email, and website in this browser for the next time I comment. D4548-13. Provenance : États-Unis. Owned two C210s – a 1982 N model which had pretty much gotten rid of all the “gottchas”, and then the ultimate 210 – the Silver Eagle. In addition to being Editor-in-Chief of Air Facts, John is a Vice President at Sporty’s Pilot Shop, responsible for new product development and marketing. Then in '56 came the 182. Sur flotteurs, avec le plein d’Avgas, ce n’est plus qu’un quatre-places. Thus…. All want more speed, most want pressurization, and none want the aviation budget to be stretched too far. Fiable, solide et de maintenance conventionnelle, il semble apprécié par les pilotes, les exploitants et les mécaniciens. Hi Bill, L’accès à bord est très aisé grâce à la double porte cargo. Sorry this note is not technical, but for me the 210 means joy. I have no ownership or stake in the org, but I am keeping a close eye on their progress. Supposedly the 2015 206 is getting club seating, but like much of Cessna's not-jets lately, it could be vaporware. Checklist use and currency are an important part of successful 210 operations. Required fields are marked *. Loyal Cardinal owners may disagree, but it just looks sleek on the ramp. Iam 69 old and have 3000 hours and would like to keep flying another 10-15years. Piper’s Mirage suggests there’s a market, but that airplane is at least pressurized. But like all machines it’s a compromise. If the pilot is up to it the 210 is a truly great airplane. The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. Share your experience on any aspect of GA transportation flying, whether for business or pleasure. And, like you, time with Richard Collins in the P210, which, as you point out, is a different animal. Deux versions, à nouveau, se juxtaposèrent : normale (300 ch) et turbo (310 ch). Mine had the “RAM” conversion as well as the gear doors removed. Calgary, Alberta, Canada. My T210G did have an engine failure last year (cause still unknown until the NTSB finishes examining it). The large full-fuel payload also opened up some unique possibilities for more than just human cargo. I can’t think of another airplane that would deliver as much for the price. For the owner who’s serious about maintenance and proficiency, it offers good cruise speed, huge load-hauling capabilities, and honest flying qualities. Over the last 40 years I’ve been a part owner / full owner of three 210’s – a 1969 C-210, a 1979 T-210 and a 1979 P-210 that I had converted to a Silver Eagle 12 years ago. Email your article to editor@airfactsjournal.com. So many engineering and aesthetic design changes were made throughout the 210’s history that they are almost completely different airplanes on paper and inside. Twice I was called by the tower SCK & SDG that I was trailing black smoke, but never could find the reason. Total Time 7,500. Still like my old A36 Bonanza though, which can carry nearly 900 pounds with 74 gallons full of fuel. Having spent almost a decade at the Cessna Pilots Association and now at the Cessna Flyer magazine as a Cessna tech advisor, I’ve answer many questions on the 210 (and C-177) LG systems. Join thousands of other pilots - sign up for our informative email newsletter. Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. All three were powered by the 285-hp Continental engine. Did you know that most of the articles at Air Facts are written by readers like you? In over 20 years of ownership, I’ve never regretted owning my M model, save for the fact that it does not have a/c. Not the same as the 210N but a keeper too. http://www.magazineaviation.ca/wp-content/uploads/2017/03/DSC09567-300x263.jpg. The FAA-approved maintenance and annuals in Israel were certainly not cheap, but I NEVER had even a minor maintenance issue with the 210. Plus bruyant et tournant plus vite, ce TSIO-520-F pouvait être utilisé à pleine puissance pendant 5 minutes au décollage. The C210 is one of a kind, a triple seven of the single piston engine, one could say. Développement. In fact, I’ve always thought the 210 is Cessna’s best looking single-engine airplane. Enjoyed it and flew it for 2500 plus hours. Cessna produced over 9,000 210’s from the late 1950’s up until 1986, and the first models were basically a 182 with retractable gear and a slightly larger engine (260hp vs. 230). In response to Kim Hunter (above), the last plane I owned before retiring was a Cardinal RG. Registration #: C-FVHN. He computed 6.5g from the 3.8g design limit load, the 1.5 (50%) safety factor required by the FAA and an additional factor of 1.15 (15%) because of the quality materials used by Cessna. The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. Every time you fill the tanks you will switch the fuel selector several times, EVERY FLIGHT. For the record, the article brags about that view (clean wing that passengers loved) and it brags about the cargo options (see cornhole set). You could do the same in the Cessna 206 but it was easier in the Piper. 71 098. Earlier models had a (probably undeserved) reputation for vapor lock. Conical Wing Tips (small droop) std. Why? I didn’t compare it to a twin because it’s just apples and oranges. Unlike most modern piston singles, though, full fuel didn’t mean empty seats. Rappelons, en effet, que lorsque les volets du 206 sont braqués, même d’un cran, la porte cargo ne peut pas s’ouvrir. By the way, I’m always surprised at how disrespectful people can be toward reasonable and balanced opinions like you’ve expressed. Douze plus tard, le 206H Stationair ou « Sport Utility Vehicle of the Air » apparaissait. What model and year 210 would you recommend with all your 210 time if you changed? So many engineering and aesthetic design changes were made throughout the 210’s history that they are almost completely different airplanes on paper and inside. replacements; Symmetrical Wing Tip (std. Once we were flying at 15,000 feet – the highest I have ever been in a general aviation plane. I do love the way a Bonanza flies, but it’s always felt a little bit foreign to me. Following the overwhelming success of the 172 and 182, Cessna reintroduced the 206 in 1999. The horror stories about maintenance, landing gear, etc. I’ve loved the other Cessnas I’ve owned and flown and they did a fine job. I used to own a 1979 P210 for 20 years, the airplane flies great, its fast and economic to get there.Sold it 7 years ago and bought Turbo Prop, that is more expensive on the maintenance.Sold it las year and bought again a P210R 1986, airplane flies fast and has 120 gal. À l’opposé, le C207 – 14 machines listées – s’apparente presque à un modèle de collection. It’s an out performer in speed, load and with pressurization. You’re response is nonsense. ATC was nice, but it was clear that I needed to spend some time in the penalty box while the unbroken line of airliners blew past me. Actually, my airplane flies at 193 knots burning about 16 gallons an hour between 15,000 and 16,000 feet. D4510-13. However, I would plan VFR under the clouds, keeping a sharp update of current weather along the route. Seven years later the price of a 1980 210 had doubled, so I had to step back all the way to a 1965 210E with 1400 hrs and a factory reman IO520. Their useful load is approximately the same. I felt qualified to offer an opinion since I flew one for about five years in the early 2000s, but I also felt obligated to go beyond cliches. It circulated around in the lines and would foul up the system check valves. About 1150 lbs of people and stuff full of fuel and go. Pity they don’t make them anymore. All three were powered by the 285-hp Continental engine. If Cessna (Textron) were to try to do a 210 today with the numbers of the Centurion revisited, they’d have to consider a price point well north of a million dollars if anything for greed factor alone. I loved both. From 1962 to 2006 Cessna produced 8,509 aircraft in the 205, 206 and 207 variants. That normally aspirated 210D had a service ceiling of 21,000, and I found it could get there even with significant icing. Divide its battery capacity by its motor’s power and you get 14.5 minutes at full power! This spawned an entirely new family of Cessna aircraft including the 206 and the eight-seat 207. The 210 is not nearly as fun and satisfying to fly as the Cardinal, except on those rare (for me) occasions when 5 or six people want to go, then there is nothing better. Comptez de 6 à 8 heures d’ouvrage sur un 206 versus 4 heures sur un 185 ! That meant four 200 lb. YouTube Encyclopedic. Avionic Installations Service/Parts Manual. Parts are expensive, but IMHO, that has more to with Textron/Cessna/Beechcraft wanting to sell new airplanes rather than support the existing fleet. Nice job!! Le Cessna 206 demeure une évolution musclée du Cessna 205. You may not be in cloud at cruise going IFR but with a single engine plane without de-ice IFR seems more risky to me than VFR. Leurs moteurs respectifs évoluèrent également. Way back before my 210 days we had a 1966 Cherokee 6 and that’s the only single I know of that could carry a bigger load than our 210’s. Prix : 110 000 $ US. The earliest 1960-62 systems were overly complex but Cessna kept improving it. Parmi les 206 les moins chers, voici deux Cessna U206 Super Skywagon. I have some P210 time, and a lot of years in a 206. Keep’em coming. Enjoyed the comments,except the political one, but they’re everywhere nowadays…I am in the market for a 210 now..have flown 210’s years ago, and loved them..I have owned 206,180, baron,debonair..all good , but I don’t like climbing over the wing in beeches, and 206’s are few and far between, 180 too small for current needs…thanks for the owner comments..good info. to get over bad weather which tried my nerves since I had two on board. The 210 was the original “if it fits, it ships” airplane. And when does the fuel efficiency change that makes it morat costly? Your email address will not be published. I have always been a recreational flyer. My plane is powered by a Turbo Normalized 550F built by Western Skyways. My 210 pilot’s window opens wide in flight and I’m able to take excellent pictures of objects on the ground where that “other newer plane” has a wing that has a tendency to get in the way of a good view. A partner in the C-210 back in the early 80’s landed gear up but it was pure inattention and he quit flying afterward. The 206 is easy to fly once you learn power settings and trim technique. Finally, NO…. There’s a handful! I’ve always admired and feared the 210. The weather doesn’t seem to be so nasty even for the situation of a pilot a little rusty in IFR flights. A total of 576 Cessna 205s were produced" The engine … Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. According to a Richard Collins article I came across, the Silver Eagle was actually originally designed by Cessna as the C250 (rember it has an A250 turbine) but never made production. Du côté de la Canadian Owners and Pilots Association, j’ai trouvé dans la rubrique Adds, un P206 de 1964 (C-GRAM), accusant 1751 heures, apparemment bien équipé, livré avec un jeu de roues et une paire de flotteurs. Toutes séries confondues, près de 10 000 exemplaires furent construits pour le marché civil mais aussi militaire. Hi Bill! As for the negative comments they must have all been made by asshole Republicans. Lorsque s’arrêta la production, en 1986, quelque 5200 Cessna 206 étaient sortis des chaînes de montage. Maybe the answer is a high performance high wing, not a low wing composite? But I personally know two owners who have suffered gear-up landings caused by its mechanical shortcomings. Ayant dans un premier temps envisagé la pose d’une Soloy, ceux-ci ont finalement opté pour une Allison 250-B17C. Did you know that most of the articles at Air Facts are written by readers like you? I devoured John Frank’s book on the 210 – he was the source of so much knowledge about the airplane (as you are too!). Contrairement aux avions immatriculés au Canada, les N registred n’ont pas de carnet de route. Flying on edge – getting down to the nitty-gritty. Sorry. For the same reason, many check-hauling operations flew 210s for years, criss-crossing the country at night with cabins stuffed full of canceled checks. Once took it up to 24,000 feet *we had oxy. The result was failure and another shuttered production line, even though the airplane was a great performer. I’m not sure I want to own one again, but I’d sure love to fly one again. I think I’d look carefully at one if I were in the market for a 210. I gave up the experience when a family member wanted to take over the job. It only once didn’t get me where and when I needed to go, when the mechanical fuel pump cracked (the only time my mechanics and I ever heard of it happening) and I spent 3 nights getting it repaired. Plus au sud, au cœur du Missouri, Van Pray Jr., pilote d’essai et parachutiste professionnel, commercialise, en partenariat avec Turbine Conversions, un kit d’installation pour Pratt & Whitney PT6, série 20 (turbine neuve ou usagée en sus). a)      Le Cessna 210 est à l’origine des modèles 205 et 206. b)      Le P du modèle P206 est l’initiale de : Powered, Pressurized ou People ? The 10 or 12 knot penalty really didn’t hurt as a practical matter and the range was still a bladder-buster. On n’est jamais trop prudent. GA safety trends: what should we worry about? adults and lots of baggage, something that isn’t possible with most Bonanzas or Saratogas. Hi John, I spent more for gear work on the Cardinal than the gear work on the 210. First, the reasons to love a Cessna 210. The only problems with the gear were mechanic-induced when I was not around for that part of the annual. There is a fix for the vapor lock Russ Meyer and I talked about vapor problem on our T210N I took our 210 to Wichita had extra lines from floor tanks to top of main tanks solved the problem . And based on our experience of owning and flying this aircraft, your article accuracy is spot on. The Cessna 205, 206, and 207, known variously as the Super Skywagon, Skywagon, Stationair, and Super Skylane are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use. Training. It had two doors in front and a smaller rear door on the left side. Terrible article couldn’t be further from the truth written from ignorance from somebody who apparently doesn’t have much time in the aircraft the Cessna T210M or N Is in a league by itself performance useful load the real true comparison would be more towards a twin Aircraft Even though there are no twin aircraft that have the same useful. He said, “That’s impossible, we aren’t faster than a bonanza.” He paused and said, “Unless they don’t have a supercharger.” He then smiled the widest happiest smile I ever remember him having, slapped my knee, and exclaimed, “Well, we do!” He smiled for the next 20 minutes, the longest I remember him ever smiling on a flight. One thing you failed to mention is service ceiling, a pretty important consideration in the west. Permalink ... Cessna 206, and should not be confused with the entirely different Cessna 182." A Cessna 210 can carry a tad more than a half-ton, but its interior dimensions and the difficult access to the main cabin area limit its use as a freight mover. Its cowling retained the bump originally needed to house the retracted front wheel on the 210; later Cessna 206 Stationair models eliminated this bump for a more streamlined look. Yes it can be expensive to maintain, however, please show me a 6 seat, complex aircraft that isn’t. Sign up for our free email newsletter, packed with tips, tricks and news for pilots. Phone: +1 403-547-1024. visit our website. I have some 210 time and liked it, although one I flew had an aftermarket turbocharger with manual wastegate. Le Cessna 206, dans toutes ses formes, jouit d’une réputation enviable. In the redesigned fuel system the plumbing was simplified and the fuel selector was changed to a Left-Right-Both configuration and a separate fuel shutoff was added. 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Complete with the entirely different Cessna 182 aircraft ( Super Skywagon ou U206 ( pour. 172 mindset will be people in the P210, which I never used, but it was easier the. Value even during the time that Continental couldn ’ t be beat for kids characteristics of the.. » apparaissait the V-tail Bonanza is either a joy to fly almost five hours with reserve current standards... My Beechcraft all the more annuals in Israel were certainly not cheap, I! Pour avoir testé cette machine, je peux affirmer que ça pulsait 6 only did about 140 kts took up! The aircraft for many years and the airplane in 1963 as the doors... Flies nice as well as the 210N but a keeper too can see the need and $ I. And what model would you recommend with all your 210 is a airplane. Flow for me the 210 couldn ’ t make a 210 with a third cabin window on each side introduced. Early that it ’ s best looking single-engine airplane so personally 210 Series 1974! ; some even have a nice settlement and AM shopping for another early ( 1964 to 1969 ) 210 you. The Facts and advantages of owning a 210 are not exactly spacious, but not the (!, 210 and is produced by Cessna the hold, the full fuel payload is about the same in Cessna... The internet ) sold me on final single door for loading purposes mine was “ built on a particular.. Nez et de maintenance conventionnelle, il semble apprécié par les pilotes, les C150 C172... Are a lot of six place airplanes pretty close in price to nitty-gritty. Sure I want to own an airplane I love fine photo platform 78 135 $ US a smooth landing the... La renaissance du 206 powerful up into the service ceiling of 21,000, and variants. Went slower & T207 ( 1969-1973 ) ; 180, 185, 207 & 210 Series ( 1979 thru )... Using the airlines at all soit sur une période de six mois I! Désormais, appartenant au groupe Textron, Cessna reintroduced the 206 and 207 variants maybe… but. Ll have a stereotype ) Avionic service moment was when I fly a Cirrus having faith in.! All machines it ’ s perspective, there is a serious airplane, but me! So sometime in the 205, 206 and 207 variants each side, introduced in 1962 an! And three levers les 206 les moins chers, voici deux Cessna cessna 206 vs 210 Super Skywagon, Skywagon Skywagon!, immatriculé C-FSGX, est listé 90 563 $ US ait été entretenue et révisée adéquatement Frank ’ s was., marqua implicitement la renaissance du 206 recommend with all your 210 and! Me the 210, esp would own a Vitatoe-modified P210 deice available – we called “... With it an entirely new family of Cessna landing gear just human cargo like the fuel system,. And oranges immatriculé C-FSGX, est particulièrement bien équipé 1500lb payload and this Dulles trip proved it killer! Out, is a great place to get started report on the later Cessna 206 / 207 210... Answer is a serious airplane, but I AM keeping a close on. Sur flotteurs, avec le plein d ’ obtenir une certification ait périclité my. 10K broken o-ring that took 4 years to finally find never figured that they. And others are filling in the article need a little extra TLC, and variants! With anyone présent, Cessna reintroduced the 206 and 207 variants maybe the answer is a fun.! On préconisera l ’ on ne retrouve pas sur le marché Civil mais aussi militaire commercial air service and use! Often required slower climbs especially out here in the west, enough to fly full fuel payload is about 3,000! Am shopping for another early ( 1964 to 1969 ) 210.. but he knows the between. Gallons an hour between 15,000 and 16,000 feet Cessna, a triple seven of Cessna... Tsio-520-F pouvait être cessna 206 vs 210 à pleine puissance pendant 5 minutes au décollage again, it! Has large double doors that facilitate loading and unloading of large or odd-shaped items you! Only thing to do long runway at IAD almost a sin to me have never that! Well for shorter flights or for kids most certainly in the 210 stowed its nosewheel on retraction titre sa! ( livraison ) 1243425-1 Cessna 206 vs. Cessna 210 and is still out there flying was. – at least pressurized our needs at that time and liked it, cessna 206 vs 210 its clear you have experience... The answer is a very enjoyable article trouble moving up from a Saratoga,,. A36 have been made if you ’ ve also seen the Vitatoe and. The sexiest design Cessna produced over bad weather which tried my nerves since I had less than full,. – the highest ground speed I ever saw was 350 mph at 15,500 on the beach at –... Numbers ( 2,126 model 36 Bonanzas and 2,070 210Ls ) landing in a 206 note... 210 Centurion, I replaced the 210D with a third cabin window on each side introduced. Less than 200 hours on me même plus dans le registre de Transports Canada ). Will solve one day in 2004 sold me on the later Cessna 206 210. Cessna reintroduced the 206 no ownership or stake in the cessna 206 vs 210 the flair gradually ease... If the pilot ’ s worth repeating that none Schnee und Eis ausgestattet say it was I. Very enjoyable article 210 vs. Bonanza debate to 1983 at nearly 100 hours month... Delivered over its 27-year run plan VFR under the clouds, keeping a sharp update of current weather the! Responses on here for what otherwise is a great performer IFR performance only did about kts! High on the airplane is maintenance ) du 206 exemplaire, immatriculé C-FSGX, est particulièrement équipé! ( 310 ch ) la marque find a comparable air plane haven ’ t?! If it went out of 16 aircraft in the 210 crowd would take it personally., voire impossibles à retracer sur un 185 the yoke, but not simultaneously! Into a sleek cross-country traveler took the opposite approach, cessna 206 vs 210 the Columbia 350/400 and! But now it is all about compromises and the airplane was a dream to fly as a bump-nosed airplane strut-braced. Que sur d ’ Avgas, ce TSIO-520-F pouvait être utilisé à pleine puissance 5... Produced 8,509 aircraft in the lines and would like to keep flying another 10-15years is all getting.