My Dad and I thoroughly enjoy and learn from your videos, Mark. Many years ago, the late Richard Collins would feature a different GA aircraft each month in Flying magazine. Your videos remind my dad of these feature reads. Keep up the great work! We’re subscribed!
Hi Mark! Brought back memories....I had access to 78 T210 and flew it alot....sure miss it! I always loved the gear arraignment....other pilots always stop to watch gear retraction when they see a 210 or a 337 departing....it's just not the same with the gear door mod!
G'day guys. Love the videos. The information you provide is the best I've found anywhere. Great work. As far as sound goes, great to see you working on it. But might I suggest a simple option that will be much better, rode lavalier mic to a phone or mp3 recorder. Keep up the great work
Hi Will! Thanks for the tip! We just purchased Rode Wireless Go II and are happy with the results we are seeing. We also bought a Tascam D10L (Two is one and one is none). We'll be testing both and use whichever gives us the best results. Nobody disliked our sound issues more than we do. - Don the camera guy.
@@skywagonuniversity5023 oh, great choice. You won't go wrong with that setup 👍 I'll be looking forward to the next video, and the new sound recording. Keep up the great work. "Both of you" 😁
It's a bit of a long comparison, but basically the 210 is a true turbo with the turbo running all the time. Also they run "over square" with higher manifold pressure than RPM. There is more heat and wear and the TBO is less because of the turbo. In a 182 RG it is never "over-square" and it is manual and optional and the TBO is the same on the engine with or without the turbo.
Did you say the cardinal NOW has an AD for the wing? I thought it was for corrosion due to a seal leak at the upper windscreen and wing strut. I am guessing aluminum corrosion. Thanks from KSAC.
Enjoying the videos, your knowledge is very impressive. Was reading earlier today 2020 was a big year for aircraft sales, assuming due to the Covid effect and that most of them were used, did you see an uptick in your business as well?
Ref Oz in flight fatal. Note past multiple instance in Oz of outer plane failure @ inner station aileron end. Rear seat position: maybe later models remedied, but all I operated had no heating outlet for rear pax. Really uncomfortable even in moderate temps. TBO'S are a disappointment: as supervisory engineer, we normally had top overhauls done approx 1,000 to 1,200 to reach either base OH life or extension of a few hundred hours. Worst cyclinder cracking variant of Contintals, the 285 hp and up: high intolerance to shock cooling compared to Lycoming equivalent. *Main gear crutch: ESPECIALLY earlier spring leaf ~ careful, thorough inspection required ref crutch cracking, causing gear fail, or complete separation. I would not buy any with this gear, unless the fuse was opened up, legs removed ~ have experienced new CofA issue ship with 80% critical location fracture both sides.
I owned a210 h for my use as a bush aircraft the location of the mainwheels is further forward and thus had less weight on the nose wheel than an 210 N for example. thus taxi in heavy grass etc the chance of prop strike greatly reduced. 165kts 53lph double glazing oh so quite. Was cheaper to operate than my 182p per mile
Yes, it is a bit involved, especially in the pre1967 planes. All these later Centurions have 84 gallons capacity in two tanks. Tip tanks can be added and there was no "standard" fuel option once there were no struts under the wings.
@@skywagonuniversity5023 , Hi Mark. Love your channel and the thorough technical content and knowledge you have.. I was watching a 177 channel video just recently and one of the comments for the 210 AD was because there was an adhesive used somewhere behind the headliner, which could be a moisture trap leading to potential corrosion in and around the spar, whereas the 177 didn't use adhesive so no compulsory AD inspection. Not sure the accuracy as I'm not an airframe engineer, but just a stale low-time pilot who loves strut-less Cessnas! Cheers from NZL, David
Did I hear Mark say that this plane now has perfect TITs (@ 8:44) thanks to some "work it's had done"? Sorry my juvenile humor seems to be regressing with age. Seriously though do they call it a boob job by chance? Sorry, there I go again. Some jokes just write themselves. Very nice plane though, natural or original or not. ;)
My Dad and I thoroughly enjoy and learn from your videos, Mark. Many years ago, the late Richard Collins would feature a different GA aircraft each month in Flying magazine. Your videos remind my dad of these feature reads. Keep up the great work! We’re subscribed!
Thank you, we will.
Hi Mark! Brought back memories....I had access to 78 T210 and flew it alot....sure miss it! I always loved the gear arraignment....other pilots always stop to watch gear retraction when they see a 210 or a 337 departing....it's just not the same with the gear door mod!
Is on my bucket list blessings
I love the information you share in these videos! Thanks for putting them together!
Thanks for watching!
Mark this is one nice Turbo 210 and I’ve flown them and that was the year of those models
Excellent video - well done!
Thank you.
I'm slowly working my way through every one of these videos
We hope to keep you occupied for some time. We are making a new video tomorrow.
@@skywagonuniversity5023 Awesome! Your video on turbonormalizing is part of what helped me decide to purchase a TR182.
Great video! 1964 was the first year it was called a Centurion.
Enjoyable. Cessna's greatest single.
Wow this is some detailed knowledge!
RESPECT ✊
Appreciate that!
G'day guys. Love the videos. The information you provide is the best I've found anywhere. Great work. As far as sound goes, great to see you working on it. But might I suggest a simple option that will be much better, rode lavalier mic to a phone or mp3 recorder. Keep up the great work
Hi Will! Thanks for the tip! We just purchased Rode Wireless Go II and are happy with the results we are seeing. We also bought a Tascam D10L (Two is one and one is none). We'll be testing both and use whichever gives us the best results. Nobody disliked our sound issues more than we do. - Don the camera guy.
@@skywagonuniversity5023 oh, great choice. You won't go wrong with that setup 👍
I'll be looking forward to the next video, and the new sound recording. Keep up the great work. "Both of you" 😁
Very much enjoy your informative videos!!
Glad you like them!
Nice, straightforward video
Yes, Thanks. I like to get straight to the point and bang out all the facts without a lot of wasted time.
As always, great video Mark. Would you please explain how the turbo works, and compare it to a normally aspirated system? Thanks!!!!!
It's a bit of a long comparison, but basically the 210 is a true turbo with the turbo running all the time. Also they run "over square" with higher manifold pressure than RPM. There is more heat and wear and the TBO is less because of the turbo. In a 182 RG it is never "over-square" and it is manual and optional and the TBO is the same on the engine with or without the turbo.
Yeah, great video. I LEARNED A LOT...
Glad it was helpful!
Did you say the cardinal NOW has an AD for the wing? I thought it was for corrosion due to a seal leak at the upper windscreen and wing strut. I am guessing aluminum corrosion. Thanks from KSAC.
No, The 210 has the AD and the cardinal might get it too. They are working on if it needs to.
I'd like to see a 177 vs 182 comparison.
Enjoying the videos, your knowledge is very impressive. Was reading earlier today 2020 was a big year for aircraft sales, assuming due to the Covid effect and that most of them were used, did you see an uptick in your business as well?
Yes, we had a huge uptick in demand all through 2020 and continuing today.
Question: Would you get a 1978 or later T210 or a more recent 2012 T182 ? Assume the panel was upgraded with some glass on the 210.
If I had the choice, probably the 2012 182 because there is no Spar AD and there is a Lycoming engine in it.
Ref Oz in flight fatal. Note past multiple instance in Oz of outer plane failure @ inner station aileron end.
Rear seat position: maybe later models remedied, but all I operated had no heating outlet for rear pax. Really uncomfortable even in moderate temps.
TBO'S are a disappointment: as supervisory engineer, we normally had top overhauls done approx 1,000 to 1,200 to reach either base OH life or extension of a few hundred hours. Worst cyclinder cracking variant of Contintals, the 285 hp and up: high intolerance to shock cooling compared to Lycoming equivalent.
*Main gear crutch: ESPECIALLY earlier spring leaf ~ careful, thorough inspection required ref crutch cracking, causing gear fail, or complete separation. I would not buy any with this gear, unless the fuse was opened up, legs removed ~ have experienced new CofA issue ship with 80% critical location fracture both sides.
I don't know why cessna stopped the production of this wonder its numbers are outstanding even for nowadays standards
They stopped production because idiots sued them when they crashed.
I bought a turbo 182 from this fellow ! 🍺
Hi.
I know if a couple engine failures on 210's broken crank shaft. Is this common?
No I don’t think so because they share the engine options with a lot of other planes.
Very nice!
Thank you.
Owned a few different models of the T210 a great airplane, fast and can haul a load.
Yes indeed!
Last one I had was a 1983 N model, they changed the fuel system I believe in 82 so it made it easier to start when engine was hot
I owned a210 h for my use as a bush aircraft the location of the mainwheels is further forward and thus had less weight on the nose wheel than an 210 N for example. thus taxi in heavy grass etc the chance of prop strike greatly reduced. 165kts 53lph double glazing oh so quite. Was cheaper to operate than my 182p per mile
Interesting. Thanks. 210's are great back country planes and are used a lot in Idaho.
The best plane for Africa.
Nice.
Any differences in the fuel systems or how fuel quantities are calculated throughout the different models?
Yes, it is a bit involved, especially in the pre1967 planes. All these later Centurions have 84 gallons capacity in two tanks. Tip tanks can be added and there was no "standard" fuel option once there were no struts under the wings.
Hi Mark. It true that the 210 has an AD on the wing spar but the Cardinal 177 only has a SB (Service Bulletin) not an AD.
I understood that it was an AD on both, but that may not be correct. What did you hear?
@@skywagonuniversity5023 I own a 1973 C-177B FG. So far it is still a SEL. SEL-57-09
@@skywagonuniversity5023 , Hi Mark. Love your channel and the thorough technical content and knowledge you have.. I was watching a 177 channel video just recently and one of the comments for the 210 AD was because there was an adhesive used somewhere behind the headliner, which could be a moisture trap leading to potential corrosion in and around the spar, whereas the 177 didn't use adhesive so no compulsory AD inspection. Not sure the accuracy as I'm not an airframe engineer, but just a stale low-time pilot who loves strut-less Cessnas! Cheers from NZL, David
Have a soft spot for 210s great aeroplanes.
They are a great range of planes.
Buenas Tienes el Avion Ala Venta ?
No vendemos piezas.
😎👍🏼
The Bonanza in Montana and type is it?
Were these stock without an intercooler?
Love the Bentley
You've made the Austin feel lonely and unwanted!
@@skywagonuniversity5023 Austins are nice but would you have a Riley laying around? I'm particularly fond of the early 50s Dropheads.
I'd like a Riley 1740 or 1470 or whatever they are called.
cool Cool COOL!
Somebody get that man a blanket!
Did I hear Mark say that this plane now has perfect TITs (@ 8:44) thanks to some "work it's had done"? Sorry my juvenile humor seems to be regressing with age. Seriously though do they call it a boob job by chance? Sorry, there I go again. Some jokes just write themselves. Very nice plane though, natural or original or not. ;)
I too was amused by that.
If you could give the model letters, that would help.