I saw an advertisement for a P210 with a Javelin conversion-apparently Air America did 12 conversions before going out of business sometime in the early 1980s. Consisting of a larger intake scoop and redesigned air plenum, it increased manifold pressure by up to seven inches at high altitude. A lot of readings, but also some interesting videos. I have a scan of my POH from N731PJ 1980 P210N Serial 523. Add to Cart Compare. HandlingBig singles like the 210 have heavy control forces as a rule, but the P210 is heavier still due to th routing of control cables through tight-fitting air seals where they pass through the pressure vessel. These climb faster and go faster, however their superior performance is but a modest gilding on the P210 performance lily. As noted above, the combination of heavier structure, thicker windows, sealing of the pressure vessel and muffling effect of the turbocharger add up to less noise. Buyers are more likely to compare the P210 to a high-performance turbocharged single, such as the Beech B36TC. Suffice to say that most operators will have replaced a couple of cylinders by 800 to 1000 hours, so plan for it. 25 likes. 288. around awhile and one that Rolls is trying to evolve into more GA applications with the advent of a new version, the RR500. The 1,400-hour engines will make TBO, said one owner, but usually with one top overhaul. Naturally, the 1400-hour TBO on the earlier engines is nothing to boast about. MOONEY M22 (1967 - 1970) Typical Price: $58,372.00 Total Cost of ... Are you sure you want to delete your review? Loading, CabinAll the Centurions are renowned for their load-hauling and the P210 is no exception. Cancel Delete. If youre able to find a decent specimen, equip it correctly, learn to fly it correctly (like most complex machines it doesnt like inconsistent operating techniques) and keep it maintained, you will probably be in bed with it for a long time. Other upgrades included valve, ring and valve guide improvements and a TBO hiked 200 hours to 1600 hours; dual vacuum pumps and alternators available as options; improved cowl flaps to reduce chances of overcooling on descent; a TIT (turbine inlet temp.) Show listings added in the last Days. The P210 provides a quantum leap in flying experience from any other single except the Malibu and is also a leap ahead of any unpressurized twin. I definitely recommend their P210 systems courses for the technical information they offer which will help you evaluate the capabilities of your mechanic and the shop that you use. La cinématique de ce train, du moins sur les premières séries, est particulièrement complexe pour un avion de cette catégorie, les trappes de train se refermant après la sortie du train. It loves the high teens, but we will occasionally go up as high as FL 230 eastbound to catch the jetstream in winter. The cruise speed at 75% is 191 knots and the stall speed is 58 knots. Even though Cessna has designed a fairly efficient bleed air intercooler for the cabin air, one owner told us, the air still enters the cabin piping hot. (See Aviation Consumer, March 15, 1983) and me to stop flying for the next 22 years. All reported occasionally moving up to as high as FL 230 to get over weather, however. Flight checks in the P210R showed a moderate pitch-up when 20 or 30 degrees of flap were suddenly extended and a pitch down with flap retraction after takeoff. My only surprises in five years have been a failed vacuum pump-who is surprised by this?-an exhaust leak, and an alternator needing replacement. The pressurized Skymaster can be had for about the same price as the P210, but it adds its own set of problems along with the extra maintenance of an additional engine. And here were talking about $290,000 or so retail for an average-equipped 85 model, according to the Aircraft Bluebook Price Digest. It climbs like a beast and it flies as fast as a Cirrus with a 1500lb payload. We have operated a 1979 P210 for eight years. Among them are Riley International Corp. and Turboplus. May 25, 2010. Keeping up with the JonesesThe biggest change in the the P210 was due to the arrival of competition in the form of the Piper Malibu. The result was the P210R. (Upper deck pressure is the pressure between the turbo compressor and the throttle butterfly.) 1978 P210N, 3600 TT, 950 SMOH, 472 SNEW Prop, 1427 uuseful load, Aircraft is flown regularly and well maintained, Fly in pressurized comfort at … Needless to say, this might come in handy on a speedy descent if pressurization were lost. Since the tips feed by gravity into the mains, theres no pumping or switching required, so from the pilots standpoint the aircraft seems to have one big tank. For comparison purposes, the 1983 Piper Turbo Saratoga SP retails for $195,500, more than $50,000 less than a same-year P210N. We perfomed hangar annuals for three years with an old salt who knew his business. ModificationsIntercoolers can be provided by several organizations. But in summer, the airplane can be an oven if its not equipped with air conditioning. No matter. Riley also can turn a P210 into a Riley Rocket by installing a new engine and intercoolers. Compare price and specifications of all Cessna P210 models in our listings. Chuck is a great teacher with years of experience in the P210. LoadingAll the Centurions are renowned for their load-hauling, and the P210 is no exception. Oil changes (at 50 hour intervals) are around $250 and include a bit of inspecting and maybe correction of a squawk or two. Fuel capacity rose to a generous 120 gallons, eliminating the complaint by many P210 pilots that earlier models were a bit short-legged on range. Annuals have run from $1350 to $4200. ): 4100 Empty … Read More "Cessna 1985 P210R" Ive had to spend some bucks to get everything working just right, but now its a dream and everything works great. The installation is already certified by EASA STC 10060053. This will always result in the discovery of a few missed items, and is well worth the additional expense. The airplane was a pressurized, single-engine Cessna P210N that was manufactured in 1979. Contact Sierra at www.sijet.com or 830-278-4481.As for clubs, the best one out there is the Cessna Pilots Association (805-922-2580, www.cessna.org) which supports the P210 and all other Cessnas. Inflatable door seals (Redhill Aviation, California) will solve most pressurization leaks, and are another must-have item. Its also nice to have the capability to slow down without shock-cooling the engine, if you subscribe to that theory. Fuel burns are substantial, however: 15 to 20 GPH for early models and up to 23 GPH at 75 percent on the P210R. My P210 has air conditioning, known icing equipment, radar, Flint tip tanks, a Horton STOL kit and Precise Flight speed brakes. Pressurizing anything, let alone a single, is fraught with difficulty. Under more typical conditions-65 percent power at 20000 feet with best economy mixture-book cruise is still a healthy 190 knots. 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