when you think dont need more info in old cessnas, you open our universe so good info,i was scared when you mess whit the retractable sistem,you learned the hard way thanks again for the video
my first ride in a GA aircraft was in '67 at age 11 in a '66 T210 owned by the founder of Safariland leather products/holsters Neale Perkins...he was a buddy of my stepdad and i worked that summer at the factory sweeping/cleaning bathrooms etc...we had a awesome afternoon of flying around socal and catalina ...it inspired me to become a pilot later and eventually buy a L model with a 550 stc ...loved that plane and enjoyed passing Bonanzas while waving....HUGE thanks Neale
Thank you. I wish kids today would sweep factory floors and clean bathrooms as first jobs, knowing that hard work and perseverance would get them where they wanted to go in the end.
Mark you know your Aircraft and give well information on all of them and now you made a difference for buyers who are looking for their first Retractable Aircraft.
My cousin ronald has a 86 t210r, sweet airplane and fast and the last year they were made, hes been offered big bucks for it but said he will fly it till he cant anymore than keep it as an orniment, love your show..
Man i wish i could buy this C210, it has everything i'd need and is so close to where I live, love stopping by Placerville airport to always see these beautiful planes!
Very Neat, thanks Mark! I have long been confused by these on the occasion I have seen these on the ramp. I had thought ALL 210s were RG, but the mains on this appear fixed/straight down from a distance, like my old 172, but the nosegear had the retractable doors. Interesting plane indeed!
Nice video as usual. My father used to fly one like this in the 70s there in Argentina. He told me about the great performance and problems with the landing gear extention system.
Very interesting like all your videos. A lot of information but you make it easy to follow along, especially for a non pilot old guy who is just a plane buff. Take care and have A Merry Christmas.
I presume that the gear down and locked indicator is ONE light. The micro-switches on the three locks are a series connection to the light. so if any of the three are mis adjusted (closed) you get a false light. you should drop the gear, and restrain one gear and ensure no light until the restrained gear is released and finally locks down. Do this for each of the three gear (three gear drops). under stand that a mis adjusted micro-switch can give you a light even if that gear is not truely down and locked. / any of the three.
As always Mark, love your videos. People might think that the 210 came from the 206, but Cessna realized that there was a market for the fixed gear, strutted 210 version and split the line, creating the 206 with minimul changes over the years, and continue updating the 210. With the 206 coming back after the small plane hiatus, and in 1998 starting the line again, but not doing that with the 210. Imagine if the 210 had come back in 1998 with that utility door on the newer 206's With the majority of 210s gear system, there is an electrical system and a hydraulic system. If the Gear Up or Down Lights are not on, you have a bad switch, wire, or connection, and it is limited to the electrical system. If the doors don't operate correctly, then you have a hydraulic problem, especially if you walk out to the plane and notice that the doors are hanging open. If you turn on the master and hear the pump running for a long time (and you still have the doors), turn off the master and call a mechanic. With the 67 to 77 models, if the hydraulic system has a hole and you have lost hydraulic oil, the doors will open on the ground and Low and Behold, you KNOW you have a hydraulic problem just walking out to the plane. Remove the doors, and you could take off without hydraulic oil or a hydraulic system problem. Removing the doors takes away this system problem indicator. With the 1978 210N model and later, the gear is held up by hydraulic pressure. As the uplocks being misadjusted is the probably the biggest reason the gear doesn't come down, other than the 90%+ of the time being the pilot forgot to put the handle down, then blaimed it on the doors. I had someone ask me about moving from a 152 to a 172 and I told them to look at the 177B or one of the early 210's as you get a massive amount of plane and features for as much as a 172. I will point him to your website. This one you showed is a lot of plane for a surprising low price, but that is what you find normally for a pre-72 Cessna 210, especially without the Turbo
Greatings from Cape Town. I have 2 Cessna 206, 1976 and 1977, an F and a G model, with the IO550N56 crossflow engine installed, as per Atlantic Aero STC. Enjoy your videos.
Great video again, one that’s helpful to the community indeed. I get that the gear is fine if “well maintained”, but good mechanics don’t grow on trees. Here on the East coast, it can be weeks to get a shop appointment. For now, I’d rather have a plane without ten microswitches to debug, adjust or replace.
that opening was an interesting choice but the video was great overall. would still be neat to see a video with a 64-66 parked side by side with one of these earlier planes for the compare and contrast. Though I guess I've just had my interest in the 64-66s piqued
Market price is not entirely out of line. Acquisition cost is low but upkeep and insurance is high. Gear saddle AD has 1000 hour time in service limitation on early 210s. It's a very invasive and expensive job. Finding experienced A&Ps is a problem for these older models. Many shops don't have expertise, time, or any desire to touch them. It's more expensive to insure than a Bonanza or Mooney with higher time requirements too. Get an insurance quote before you go any further. Buying a 210 is like buying a house in an unfavorable location. You can buy it cheap but if crime and property taxes are high you lose in the end. You get your home equity back when you sell but not your taxes. Same with airplane equity vs. insurance/maintenance. That said, I live in Chicago, so to each their own, but I wouldn't recommend it (Chicago that is). I like the 210 but prudence won in this case and I ended up with a 172S. Keep up the great videos!
The difference between a plane with potential high maintenance issues and an undesirable suburb is you can't fly the undesirable suburb some where desirable.
@@skywagonuniversity5023 Couldn’t agree more. Sounds like a great reason to buy less house and more (an) airplane. I’m happy to make that trade off. The old adage is true…a mile of runway can take us anywhere.
@@skywagonuniversity5023 In the research phase at the moment. I have a a 63 182F. I'm getting the speed bug and considering something a bit faster (Bonanza, 210, 182RG, etc.). Would love a Mooney, but they are just a bit tight for me. I really appreciate your videos.
I thought the same thing about Mooneys until I flew one across the country, CA to VT. Ended up sleeping in the plane. Now I own one. - Don the Camera Guy.
17:55 the owner of this plane LOVES their pencils :) do all of the 205/206/210s have the split window on the doors? I don't remember seeing those on other models.
@@skywagonuniversity5023 I love your level of knowledge. If there's room in my brain I'll impress someone with that fact, but most likely the penguins will fall off the iceburg.
All that extra complexity, maintenance and 2-3 times the insurance just to go 15 kts faster than a 182 of the same vintage? That's why early 210s are so cheap.
Merry Christmas Mark from Sydney Australia. The presented plane Cessna 1960 210 with 100K in price difference from 1966 forward. Is that because of only retractable nose wheel and no A/C? 🌟 🌲
Hi. All three wheels retract on all 210's and on this one. Did you see the gear doors open on the video? Very very few 210's have AC. The only reason this plane is so much cheaper than a 182 RG is because of the inaccurate perception on it. They are an undiscovered secret. Well, It is discovered now....
A baking tin with Pterodactyl tech. Also minimal bang for buck. People buy this because they trained on these, replete with 1960 Ford Anglia Yokes. These marginally kill less people than the 310.
when you think dont need more info in old cessnas, you open our universe so good info,i was scared when you mess whit the retractable sistem,you learned the hard way thanks again for the video
Glad you enjoyed it!
my first ride in a GA aircraft was in '67 at age 11 in a '66 T210 owned by the founder of Safariland leather products/holsters Neale Perkins...he was a buddy of my stepdad and i worked that summer at the factory sweeping/cleaning bathrooms etc...we had a awesome afternoon of flying around socal and catalina ...it inspired me to become a pilot later and eventually buy a L model with a 550 stc ...loved that plane and enjoyed passing Bonanzas while waving....HUGE thanks Neale
Thank you. I wish kids today would sweep factory floors and clean bathrooms as first jobs, knowing that hard work and perseverance would get them where they wanted to go in the end.
It's not a Skywagon U video until his phone rings.
Ha ha ha sorry, yes.
@@skywagonuniversity5023U look like Oscar Goldman, Steve Austin’s boss….😎
@@BigOleWhatchamacallit A "man barely alive, we can rebuild him"
Great video. I really like those more “rare” planes.
Same here!
Great video!!! Thanks for pointing out all those details!!!
Glad it was helpful!
Mark, a pleasure to listen to someone with product knowledge you provide. I hate the old " works good, last a long time" line.
Mark you know your Aircraft and give well information on all of them and now you made a difference for buyers who are looking for their first Retractable Aircraft.
My cousin ronald has a 86 t210r, sweet airplane and fast and the last year they were made, hes been offered big bucks for it but said he will fly it till he cant anymore than keep it as an orniment, love your show..
Those last two years of 210 in 85 and 86 were unique. 40 ft wingspan and 325 HP and 4000 Lbs GW. VERY expensive planes.
Love the early Cessna. Excellent presentation thoroughly enjoy your videos
Glad you like them!
Owned a 63 put 500 hrs on it in the 80's still miss it today.
Man i wish i could buy this C210, it has everything i'd need and is so close to where I live, love stopping by Placerville airport to always see these beautiful planes!
Thank you, but I have a deposit on the 210 at the moment. Come by anytime.
Another fantastic video, thanks Mark
Very welcome
Love the older models Mark
Very Neat, thanks Mark! I have long been confused by these on the occasion I have seen these on the ramp. I had thought ALL 210s were RG, but the mains on this appear fixed/straight down from a distance, like my old 172, but the nosegear had the retractable doors. Interesting plane indeed!
ALL 210's ARE retractable. Did you watch the video I really go into it.
@@skywagonuniversity5023 Yes, Sir. I fully understand it now. Very good video!
Nice video as usual. My father used to fly one like this in the 70s there in Argentina. He told me about the great performance and problems with the landing gear extention system.
Thanks for the info!
Always great to see you in your element with a Cessna model and all the minute changes
Thanks. I like those.
Super interesting I now know more about the early ones thanks.
Glad you enjoyed!
Very interesting like all your videos. A lot of information but you make it easy to follow along, especially for a non pilot old guy who is just a plane buff. Take care and have A Merry Christmas.
Thank you and Merry Christmas.
Excellent video and you certainly dispelled some of the myths associated with the 210. Thank you for taking the time to make this video
Glad it was helpful!
Very well done Mark, I enjoyed this video immensely. Thank you! 🙂
Glad you enjoyed it
Nice plane; but I made the mistake of watching the Debonair video first.......oops. I'd take the Beech. :D
Yes, True.
I presume that the gear down and locked indicator is ONE light. The micro-switches on the three locks are a series connection to the light. so if any of the three are mis adjusted (closed) you get a false light. you should drop the gear, and restrain one gear and ensure no light until the restrained gear is released and finally locks down. Do this for each of the three gear (three gear drops). under stand that a mis adjusted micro-switch can give you a light even if that gear is not truely down and locked. / any of the three.
Yes, any gear that does not lock there will be no light.
As always Mark, love your videos.
People might think that the 210 came from the 206, but Cessna realized that there was a market for the fixed gear, strutted 210 version and split the line, creating the 206 with minimul changes over the years, and continue updating the 210. With the 206 coming back after the small plane hiatus, and in 1998 starting the line again, but not doing that with the 210. Imagine if the 210 had come back in 1998 with that utility door on the newer 206's
With the majority of 210s gear system, there is an electrical system and a hydraulic system. If the Gear Up or Down Lights are not on, you have a bad switch, wire, or connection, and it is limited to the electrical system. If the doors don't operate correctly, then you have a hydraulic problem, especially if you walk out to the plane and notice that the doors are hanging open. If you turn on the master and hear the pump running for a long time (and you still have the doors), turn off the master and call a mechanic.
With the 67 to 77 models, if the hydraulic system has a hole and you have lost hydraulic oil, the doors will open on the ground and Low and Behold, you KNOW you have a hydraulic problem just walking out to the plane. Remove the doors, and you could take off without hydraulic oil or a hydraulic system problem.
Removing the doors takes away this system problem indicator.
With the 1978 210N model and later, the gear is held up by hydraulic pressure. As the uplocks being misadjusted is the probably the biggest reason the gear doesn't come down, other than the 90%+ of the time being the pilot forgot to put the handle down, then blaimed it on the doors.
I had someone ask me about moving from a 152 to a 172 and I told them to look at the 177B or one of the early 210's as you get a massive amount of plane and features for as much as a 172. I will point him to your website.
This one you showed is a lot of plane for a surprising low price, but that is what you find normally for a pre-72 Cessna 210, especially without the Turbo
Thank you, sir.
You're welcome
Greatings from Cape Town. I have 2 Cessna 206, 1976 and 1977, an F and a G model, with the IO550N56 crossflow engine installed, as per Atlantic Aero STC. Enjoy your videos.
Thanks.
Great video again, one that’s helpful to the community indeed. I get that the gear is fine if “well maintained”, but good mechanics don’t grow on trees. Here on the East coast, it can be weeks to get a shop appointment. For now, I’d rather have a plane without ten microswitches to debug, adjust or replace.
1961 C-210's actually have a third side window. They also did away with the little pilot window on the 1961 models.
Thanks for the info. You are right.
Always learn something.. Great video, Thanks
Thanks for watching!
That plane looks new, Mark. But then I am not familiar light plane models.
Got here via your stock making videos.
Another super video - thanks. Merry Xmas!
Thanks, you too!
your bloody phone! always makes me smile
Sorry. I always forget.
Those gear doors can be some issues and to replace them are harder and harder to find
that opening was an interesting choice but the video was great overall. would still be neat to see a video with a 64-66 parked side by side with one of these earlier planes for the compare and contrast. Though I guess I've just had my interest in the 64-66s piqued
It was brought to our attention that we should add "B-roll" to our videos. We're giving it a try. Open to suggestions! - Don the Camera Guy.
@Skywagon University valid, and I've since realized the video with other 210s shot side by side already exists.
Market price is not entirely out of line. Acquisition cost is low but upkeep and insurance is high. Gear saddle AD has 1000 hour time in service limitation on early 210s. It's a very invasive and expensive job. Finding experienced A&Ps is a problem for these older models. Many shops don't have expertise, time, or any desire to touch them. It's more expensive to insure than a Bonanza or Mooney with higher time requirements too. Get an insurance quote before you go any further. Buying a 210 is like buying a house in an unfavorable location. You can buy it cheap but if crime and property taxes are high you lose in the end. You get your home equity back when you sell but not your taxes. Same with airplane equity vs. insurance/maintenance. That said, I live in Chicago, so to each their own, but I wouldn't recommend it (Chicago that is). I like the 210 but prudence won in this case and I ended up with a 172S. Keep up the great videos!
The difference between a plane with potential high maintenance issues and an undesirable suburb is you can't fly the undesirable suburb some where desirable.
@@skywagonuniversity5023 Couldn’t agree more. Sounds like a great reason to buy less house and more (an) airplane. I’m happy to make that trade off. The old adage is true…a mile of runway can take us anywhere.
Nice review.
Thanks!
I’d LOVE to have a Sliver Eagle TP conversion P210!
If we get one in, we'll definitely make that video!
@@skywagonuniversity5023 that would be amazing! Thanks Mark!!
very ithorough, learned a few things :)
Hi Tyler, me too.
What would the insurance look like on this for a low time private pilot?
First year would be twice the second year but it's a low hull value so it'd be tolerable
that one won't last long, Mark - well equipped and looks well cared for.
It's a nice one.
Timely video.
Thanks, were you just about to buy one?
@@skywagonuniversity5023 In the research phase at the moment. I have a a 63 182F. I'm getting the speed bug and considering something a bit faster (Bonanza, 210, 182RG, etc.). Would love a Mooney, but they are just a bit tight for me. I really appreciate your videos.
I thought the same thing about Mooneys until I flew one across the country, CA to VT. Ended up sleeping in the plane. Now I own one. - Don the Camera Guy.
@@skywagonuniversity5023 I'm a big guy, but maybe I need to check another one out again. I love the efficiency of the Mooney
17:55 the owner of this plane LOVES their pencils :)
do all of the 205/206/210s have the split window on the doors? I don't remember seeing those on other models.
Only the 1960 210 had that little window.
@@skywagonuniversity5023 I love your level of knowledge. If there's room in my brain I'll impress someone with that fact, but most likely the penguins will fall off the iceburg.
All that extra complexity, maintenance and 2-3 times the insurance just to go 15 kts faster than a 182 of the same vintage? That's why early 210s are so cheap.
Yep.
But aren’t 210s more bush capable than 182s?
15 kts its a big deal, plus 2 additional seats, plus a bigger cabin with great useful load. Kind of a top of ladder for single engine airplanes.
Big useful load. I don’t have a plane, but if I did… I’m a big guy. I’d take up a third of the available payload weight.
This would be my choice instead of the 182RG
Wings; I thought this and the 177 shared a wing by themselves without the struts. What year did that start?
What does the J stands for in the 1969 T210J?
The letter designates a year or a year range for a model.
Merry Christmas Mark from Sydney Australia.
The presented plane Cessna 1960 210
with 100K in price difference from 1966 forward.
Is that because of only retractable nose wheel and no A/C?
🌟
🌲
Hi. All three wheels retract on all 210's and on this one. Did you see the gear doors open on the video? Very very few 210's have AC. The only reason this plane is so much cheaper than a 182 RG is because of the inaccurate perception on it. They are an undiscovered secret. Well, It is discovered now....
👍👍👍👍👍
A baking tin with Pterodactyl tech. Also minimal bang for buck. People buy this because they trained on these, replete with 1960 Ford Anglia Yokes. These marginally kill less people than the 310.
Answer the phone man. I've been trying to call you to ask about your car's extended warranty.
It must have expired because I get a lot of calls about it.