MTOW was again upped to 3,300 pounds for the 210F/T210F. The turbocharged version outsold the normally aspirated 210F by a 3:1 margin. Two additional seats were an option but the two in the aft-most seats had to be pretty small due to the wheel wells in the aft fuselage.įor model year 1966, Cessna introduced the T210F, the first 210 with high altitude capabilities due to the installation of a Continental turbocharged TSIO-520-C engine. Flaps were lengthened, the ailerons were redesigned and the horizontal stabilizer widened by 10 inches.
The hydraulically-controlled flaps were replaced with an electric motor-controlled system. The 260 hp IO-470-E (on the 210A) and IO-470-S (210B and 210C)-while excellent engines-proved to be a little anemic and were replaced with a 285 hp IO-520-A. The first major change took place for model year 1964 with the 210D. For both the 210B and 210C, MTOW upped to 3,000 pounds. In 1962 for the 210C, the fuselage was widened. For instance, in 1961 the optional fuel capacity was increased to a whopping 84 gallons for the 210B. Ed.) Constant improvementsĬessna was always driven by the marketing division of the company, which means that the 210 was constantly being improved upon. ( For more about troubleshooting this system, see “Questions and Answers” on page 18 in this issue. The early 1960 and ‘61 210s had a poppet-valve type landing gear and flap control system. But in my opinion, 210s built prior to 1964 should be avoided unless your mechanic knows how to properly maintain an early 210. It’s a great choice for a pilot that is qualified to fly complex airplanes, can comply with the requirements supplied by his insurance adjuster-or can pay for the required dual instruction-and has a need for a fast, capable heavy hauler.Īviation Consumer’s Used Airplane Guide says this about the 210/T210 airplane: “Certified way back in 1959 as a 2,900-pound airplane with a strut-braced wing and a redline speed of 174 knots, it’s evolved into a 4,100-pound 325 hp pressurized behemoth with a 200-knot redline, designed to fly above 20,000 feet in icing conditions.” You’ll see early 19 210s out there priced lower than a 182.
The 210 is a remarkably adaptable airplane. “The 210 was, simply, an airframe that was adaptable to a lot of different things and it offered a lot of utility and performance at a relatively reasonable price.” Steve Ells provides facts and sings the praises of the Cessna 210.
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