Appreciate your sharing about the size of u and those options, man. I'm a skinny but still 6 feet 3 inches, so what you experienced might be quite helpful to me, thanks again. And sorry for the efficiency of the engine stuff, hope to know more about the progress - take care dude.
I feel for you my friend. You've done amazingly well though, despite the challenges. Fascinating insights too😊👍 I do hope that you get the engine fixed soon🤞🤞🤞👍😊
I know how it goes. I weigh about 270 and, while I fit well enough in a 172, it's a bit cramped. I got lucky and found a four-seat single with a roomier cabin and an affordable price. A year ago I purchased a 1974 Beechcraft Musketeer Sport 180 (there's a story behind that model name; suffice to say it has a 180hp Lycoming O-360). It's not as fast as its similarly-powered contemporaries, but it's more comfortable and fits my current mission pretty well.
Having owned a T210 for about 6 years in my flying history…I can say without hesitation that it never disappointed me ever…load it to the gills and it will handle the load. It still is one of my favorite a/c. I parked mine on a 1,000 ft. Grass strip…I’m not 6’5. Loved its ifr stability.
I too am a mutant in size. About somewhat athletic 275ish and 6'5". One of my first experiences back in 1977 in a high performance aircraft was a FTO T210, I think it had about 12 hrs on the tac, so new it had 1 nav com with all King on order. A Drs. bird. I'll never ever forget the suprise of torque on take off compared to a 152 or 172 and the effortless cruising around the area! Nice cabin, cooking around like it was on rails, and that heavy feel! Just awesome to a 17 yr old part time ramp rat. Oh!! Don't forget that nasty "carry through spar ". Inspection. I think that's a 40 grand hit if bad!!!
It’s good to be skinny and 140lbs. I loved my C-150. I’ve worked on and flown everything on your list and love them all. The 210 is a definite favorite. The later Bonanzas don’t have the throw over yoke and a lot more room, but I think the prices are considerably higher.
Well i genuinely feel for you Edward, i am only 6'2 over 220 pounds, so i have difficulty getting into and out of most aircraft, and even when trying to fly i find difficulty leaning down to reach some controls like fuel selectors on a Cessna etc, I even had difficulty getting into a King Air cockpit.... so i can only imagine how difficult it might be for you. I completely understand why the 210 Centrurion!
This video is fantastic. Lots of hours inside a Beechcraft Debonair in the copilot seat with the yoke bashing into my knees on preflight with the pilot (good friend) always joking, "Well, hopefully we won't need to make any maneuvers that extreme". Excellent guidance for us "big boys" looking to seriously get into private aviation. Thank you.
Thank you for doing this video and sharing your analysis of the different aircraft you considered. I too am a larger gentleman and am researching what aircraft works for me and my family. I will continue to follow you to see your journey. Good luck with the engine situation!
One of the most well reasoned (as if you need a reason for getting a 210) explanations on why a particular plane best suits you. I owned in a small partnership a T210 and it was just way more airplane than I needed. In nearly 800hrs I've carried more than 3 other people (besides myself) exactly twice, so the need for six seats is very very small - and I CAN walk under a 210's wings - at least on the edges (6'2"). It's a shame they don't make them anymore - but I definitely wish you the best with your ride. :D
Thanks for sharing your journey, Edward. I am about your height and size and ended up with the large single engine Cessnas as well (185, 210). While it might be out of your range, if you ever revisit the twins, I can fully recomend a Twin Commander or Turbo Commander. You can get extended seat rails and remove the center console and you have all the space in the world. In cruise, I can push back my seat and not even touch the pedals. Also you have very good height in the cockpit /cabin. And, with a Clarity Aloft headset or similar, your headset won't get in the way and give you extra headroom in any aircraft.
I loved my cessna 172, until received missionary work in El Alto with 13,000+ft elevation. Now, I have to upgrade to a turboprop as any piston aircraft just won't be practical or safe. So I feel your challenging journey of having to find that ideal aircraft.
I got my T210L in March of 2022 and am loving it. My selection was based on: 1) Ease of entry and exit for my wife, which has similar challeges as you do. I watched her fall into low wing Pipers and then have to be helped out. This means a high-wing AND a larger cabin. 2) True 4-place aircraft for 4 people and baggage. These would be normal adults and not the 170lb the FAA uses. I wanted to fly up to 4 people without asking their weight and having to unload fuel or have no baggage. 3) Minimum 150mph and perferably 175mph+ at cruise. Since my wife (and many other women) can't handle more than 3 hour flight legs, I needed to get enough distance in that 3 hours to mean crossing the country quickly. 4) 4-5 hour endurance. While my wife would want to stop every 3 hours, I can do 4+ easily. and would want reserve fuel. 5) Stable IFR platform. I am getting my IFR rating, but do most approaches using IFR approaches. 6) Less than $300k with all purchase expenses included. This is up from the $250 I started with due to the insane plane prices going on right now. 7) Plane would hold resale value or increase in value. When I go, I want my wife to get the value back out of the plane. 8) Fun and a head turner. The 210 is a fairly recognizable plane, and I have heard other pilots tell me, when they see mine, that their "dream plane" is a 210. As I went back and forth, looking at Cherokees Bonanzas, even T182RG's etc, I kept coming back to the 210 and especially the T210 as being the right choice. It took almost 4 months to find the right one with the right deal.
@@apennameandthata2017 No, but our two friends flying with us are probably 320 each. So my wife might fly with my business partner in a 172 so I don't have to fly with partial tanks :)
I guess there IS an advantage an advantage to being average size (5'9", 145) 😁 I'm glad you found the 210 suitable for you! I personally am a high wing guy, I like the view much better. My personal choice would be the Cardinal 177RG, but at current prices/condition, way out of my budget! I've rode in a couple, and I just LOVE the unobstructed views! (No wing strut) I also like the 210 for the same reason, but my mission doesn't warrant the expense. Looking forward to seeing your 210 back in the air!
I have owned quite a few airplanes over the years, including a T210 (7 years and 1400 hrs), 4 C310s (turbo and normally aspirated, various models, over 30 years of 310 ownership), several Bonanzas, a Baron , 3 T-6s, a 152 and a few others. At 6'2" an 220 - 250 lbs, I understand your fit situation. As to the 310, it is much roomier inside than the 421 (several of which I have flown quite a bit) or a 340, both of which have pressure vessels within the fuselage, reducing the room around the cockpit. The difference is quite noticeable. Regarding the Bonanza, you were sitting in one with a dual yoke, which rubs the top of my legs; however, the standard throw-over yoke yoke (single sided but can be positioned on either side) is adjustable in height, and is quite comfortable, without interfering with your legs. Not as wide a cabin as the 210, especially around the shoulders, but much better than many others. I can't even fit into a Cirrus cabin without cocking my head over, nor a Columbia, I don't think you even need to try them. You would never fit in a Mooney, they have a very cramped cabin - I used to fly a 201 a friend owned, always felt like I was in a sardine can, couldn't last more than 1.5 hrs in it due to discomfort. The 210 is a great choice, and a terrific airplane overall. Regarding operating cost, it is my experience over the years that my 310s typically cost about 1/2 again as much to operate as a high performance single. Cruise power in a twin is typically in the 55-65% range versus 75% in a single to get good performance, with reasonable fuel flows and good speed. For instance, I normally cruise at 9 000 to 11,000 feet at 180-185 it's and 20-22 gps in my normally aspirated 310, compared to 16 mph at 170 it's +/- in my T210. Maintenance costs were typically about 1/4 to 1/2 again the cost of maintaining a 210 or Bonanza, also. Of you were to go to a pressurized airplane, the maintenance expense would increase dramatically though (whether a single or twin), which was a significant factor in my decide to get out if the 421s and the King Air. Anyway, I hope you get your 210 back in the air soon, it's a great airplane.
James, thanks for the great insights here. I've only owned this for about a year and a half and my maintenance has been, I hope, atypical in that time.
Hi Edward, first year maintenance is always much higher on any airplane, as you need to correct all the deferred maintenance not discovered before purchase, plus bringing the plane up to your standards. Unfortunately, it seems you have had more than your share of big ticket surprises. Once all is sorted out, though, you will have one of the best and most capable singles out there. I thoroughly enjoyed my Turbo 210, and still miss it. BTW, smooth operation of the engine, avoiding shock cooling and idling from the runway to the hangar without juicing the throttle (to let the turbocharger spool down after flight) will go a long way to prolonging engine life. I took mine to 1400 hrs without any cylinder work, still had compressions in the 70s and oil consumption around 1 qt per 12 hours. Enjoy that Bird when she gets back in the air!
I agree with you. The 210 is a good choice. I flew it for 3 years for work and loved every bit of it. I am 6'7" and 289lbs. I know exactly what you mean
I did an intro flight yesterday in a 172. I’m 5’9 and 225 and was not that comfy. Just getting in and out was not much fun. How you did it amazes me. Just that one hour plus pre and post whatever was $300 so I can’t imagine what you have spent.
Thanks for the info. I'm another "big" guy. One of my buddy's took me up once in his 150. I had to worm my feet under the rudder pedals just to get my knees below the yoke.
The process I follow for purchasing cars and trucks is pretty similar to what you describe buying airplanes. I don't fit in most vehicles comfortably. If I ever buy an airplane, I will probably have to do a bunch of "sit" tests too. Thanks again for sharing.
210 is fast, it carries a load and is stable. What I didn't like about the 210 I felt it was very heavy on the controls and not a lot of fun to fly. I ended up with an early Bonanza which is a delight to fly. Light control forces, very easy to land. It is not as fast, doesn't carry a big load but I love it for it's flying characteristics, a pure joy.
A 1984 or newer may work for me (I haven't sat in one). But for that price, I could buy two, three or more 1975 T210s. The V-tail Bonanza was my first choice until I tried to sit in one.
That's good to know, I'm 6.2" and 250 pounds and is like airplanes like cars, well almost, my pick would be a Ford Focus it fit me well. Glad it worked out with the engine. I wish you good luck with the new engine 😊🤞👍 Take care 😊👍 Greetings from Norway.
I see this video is a year old. If you are still having size issues, as you are aiming to be an instructor, I have something that will help your size, and your height. I was 400 lbs when I decided to lose weight. I found that the more I lost, the harder it becomes. Earlier this year I started on a drink system that has helped me lose weight, inches therefore cabin width, and inches off my butt so I sit lower in my car.
I can honestly say I’ve never considered size when evaluating personal private aircraft. But I totally admire & respect the process you undertook to evaluate all available aircraft options. I’m sure you are way ahead of me on this idea…..but when you have outgrown your C210 are ready to upgrade, the Single-Engine Turboprops are almost custom made for you (and your mission).
My grasshopper legs kept my from flying several planes at the school I went to! I went with a Cherokee 235 almost 1500lb useful load and plenty of fuel but I’ve mostly flown high wing and the 210 would of been my go to but I could pass on the 77 pathfinder with all that was put into it.
Do you share that cost tracing sheet? I'm looking at buying my first aircraft and comparing costs vs performance is a huge part of that. Thanks for the video
Did you ever think about the 337?? That would be MY personal choice for a big cabin twin......turbo normalized and pressurized (?) If possible....... that way you get the same cabin as the 210 AND the second engine!!! Plus it cruises at around 200kts!!!! Push me pull you all the way!!!! Your thoughts??
I have thought about the 337, a lot of people warned me against it because if you have a problem with the rear engine, you might not know about it or something. But ultimately, the real problem are the same problem with every other twin: twice the fuel, twice the maintenance. And I wanted my last plane first, but if I upgrade to a twin, I will reconsider it as an option because of the reasons you mention.
@@TheEdwardFrye i got to sit in both at the hangar where i learned to fly......i was training up to the 182 and a guy had a p t210 and a p t337..... both were a bit bigger and nicer (the 337 had radar!!) But felt pretty close to the 182 size wise to me anyway. Personally give me the pressurized turbo 337 with the service ceiling up at fl200 and call me a happy guy!!!
Yeah I got a similar problem, not as much height as you but I have a long body as opposed to Long legs so it's very similar I can get into it 172 but then I'm really thick to the side I'm wondering 182's and two tens myself, have you gotten into a 177 cardinal?
cool video!! I'm about 8" shorter than you but I've got a thicker frame (broad shoulders). I can fit fairly comfortably in my dad's & brothers airplane next to them. A 172 to me is not as comfortable as my shoulders are usually touching the person next to me so one of us has to have an arm over the other persons seat. Had the opportunity to fly a DA-42 and man I was pumped...a twin engine that is just as efficient (gph) or more than my dad & brother's 182 but with all the cool avionics...collision, weather etc. Then I climbed in and holy buckets it felt like my brother's old 172. tight cabin. Not that I could ever afford one but I ruled that plane out right away. If I ever get my license I'd probably look at a 182, 210 or a twin 310. We're a family of 5 and the wife's family is over 1000 nm, so a 310 would be better for those trips but kids will soon be out of high school so a 182 or 210 might make more sense.
There must be more of a choice for the taller chap? Planes can’t all be designed for vertically challenged. Btw Cessna 310 up for sale. 1bc on trade a plane
I am told the Cirrus would be a good fit. I've sat in Tecnam P2006 and P2010. Someone recommended the Commander 114. But one other reason for my choice was availability and commonality. On Contoller right now, there are 229 Cessna, 131 Piper, 117 Cirrus, 70 Beechcraft, 34 Diamond and 19 American Champion. The rest of the brands have less than 10 for sales currently.
@@TheEdwardFrye not a Pilot, but AP IA; when I run up the cirrus I am touching the “ceiling” with my head, and I’m 5’9”. Although I do like to get up and close to the pedals
@@TheReadBaron91 oh, that's interesting. Like I said, I've never sat in one. I would have have had to travel 2 hours to get checked out in one and they were charging $275 - $400 at the time at the clubs I checked out.
Great story and made me think about how we both think about what to fly. The 172 is doable you say for you, and for me its the 152. I see you have tried the fit with more aircraft than I. With that said my choice would be the Twin Commander . It just felt and preformed like what I would call an airliner. What I wanted to ask you was if you tried the Commander for fit and numbers. I just feel like with the engines set just behind the flight cabin that it just felt like a pilots aircraft and great visuals from the seat. If you have not yet flown one, it would almost be a bucket list flight that I would suggest at least trying.
For the Aero Commander Twins, I've not flow in one, but I have sat it in. I fit and I think it would make a great aircraft. It is a lot larger, but still has that two engines, 2x fuel bill, and it won't fit in a T-Hangar. It is an plane I would consider if I move to a large twin later.
@@TheEdwardFrye yes, good answers as to ownership. Im to long in the tooth to do anything about it now, but if I knew then what I know now I could have just expanded my idea of owning and operating such a craft back then. I just could not make the jump into buying bigger things 25 years ago. If I just could tell myself they to go for it.... I'll tell you what however. I found a nice Commander on the field one day and ran into the owner and we talked. We both had time left in the day and I bought the gas and we went out for some fun action. He even cut one engine and we climbed into a dead engine. Very impressive and the speed was just about more than I could keep up with that day. Yes, I could have done much with a ship like that from people to freight. Talk about offering flight training, and Insterment flying. The clientele that come at that level can afford your rates. You would however have to become a bit of a gypsy to keep in the action. A busy few years. Good luck.
Would you cross the great lakes, like across not hugging the shore, in a T210N or pressurized? What about in the winter? Anti icing came stock on some, and tks weeping wings exist. Flying out of KPLN to somewhere (undecided) with IFR near Madison. Essentially living in northern MI and working in WI. Longest span across water is about 70-80 miles, and no NA single is going to glide that far, plus weather. So a turbo with anti icing that can fly over the weather at 25k ft. I'm not wealthy by any means either of course. Job in WI would be pretty cushy
I worked at an FBO for 6 years at a Mooney dealer. We had all kinds of rentals. Pipers Cessna etc. If I was going to buy another plane the 210 would be at the top of the list. It can carry a lot, it’s fast and can carry several passengers. What else do you need/want?
What 210 has 1500lb payload? Most I’ve seen are between 1000lb to 1200. Big guy here too (6’ 4, 290) so I’m really curious as I’m looking for one. Thanks.
Great plane for you for sure, you're one big dude!! Lol I have to say though, the last 3 engine failures I have see have been 2 x 210s and a 205. I think that has more to do with the engine than the plane but is there a higher level of engine failure on that Continental 470? There was yours, there was one last month where he did a great job as well, and then that blogging family in the 210, he stalled and they had a hard landing with some serious injuries. What year is your plane? The early 210s only had a useful load of 1200lbs.
That is an Excel file I created that manually myself when doing weight and balance calculations during my primary training. For each new plane I fly, I create a copy of one of the tabs, then adjust the ARM/Weight based on the POH and the legal empty weight from the aircraft.
At 6'5" and 300+lbs You Needed that turbocharged engine to get you airborne! Hahah! I'm just Busting your balls! You landed that engine failure like a Pro!👍
This video really help me out a lot. I just got done doing my ground school, and still building hours in a 172. I’m 6’3 340lbs which I’m in the process getting my weight down. But I’ve been looking and doing research of what would be good for a comfortable family plane. Does the 210 cabin space have more room upfront than the 172/182?
The yoke sits much higher in the panel so my knees fit under it a lot better than the 172 and 182. I put the seat a a low setting and have it on the second or third notch from the back
@@TheEdwardFrye Thank you Edward, I totally understand now. Seems to me that the world is made for a 5' 10" person. I'm ok with being 6 feet but even at my height I run into problems now and then. Looked to me like you did a fantastic job of getting that plane down safely. Good luck!
You made the right choice! I have over 3000 hours in s 210’s turbo charged and non-turbo charged. A beautiful airplane!
Pressurized?
Appreciate your sharing about the size of u and those options, man. I'm a skinny but still 6 feet 3 inches, so what you experienced might be quite helpful to me, thanks again. And sorry for the efficiency of the engine stuff, hope to know more about the progress - take care dude.
I think you chose the absolute corrector aircraft.
6'2" 280 here.. the struggle is real. Thanks for sharing all this.
I feel for you my friend. You've done amazingly well though, despite the challenges. Fascinating insights too😊👍 I do hope that you get the engine fixed soon🤞🤞🤞👍😊
I know how it goes. I weigh about 270 and, while I fit well enough in a 172, it's a bit cramped. I got lucky and found a four-seat single with a roomier cabin and an affordable price. A year ago I purchased a 1974 Beechcraft Musketeer Sport 180 (there's a story behind that model name; suffice to say it has a 180hp Lycoming O-360). It's not as fast as its similarly-powered contemporaries, but it's more comfortable and fits my current mission pretty well.
Having owned a T210 for about 6 years in my flying history…I can say without hesitation that it never disappointed me ever…load it to the gills and it will handle the load. It still is one of my favorite a/c. I parked mine on a 1,000 ft. Grass strip…I’m not 6’5. Loved its ifr stability.
I too am a mutant in size. About somewhat athletic 275ish and 6'5". One of my first experiences back in 1977 in a high performance aircraft was a FTO T210, I think it had about 12 hrs on the tac, so new it had 1 nav com with all King on order. A Drs. bird.
I'll never ever forget the suprise of torque on take off compared to a 152 or 172 and the effortless cruising around the area! Nice cabin, cooking around like it was on rails, and that heavy feel! Just awesome to a 17 yr old part time ramp rat.
Oh!! Don't forget that nasty "carry through spar ". Inspection. I think that's a 40 grand hit if bad!!!
It’s good to be skinny and 140lbs. I loved my C-150. I’ve worked on and flown everything on your list and love them all. The 210 is a definite favorite. The later Bonanzas don’t have the throw over yoke and a lot more room, but I think the prices are considerably higher.
Well i genuinely feel for you Edward, i am only 6'2 over 220 pounds, so i have difficulty getting into and out of most aircraft, and even when trying to fly i find difficulty leaning down to reach some controls like fuel selectors on a Cessna etc, I even had difficulty getting into a King Air cockpit.... so i can only imagine how difficult it might be for you. I completely understand why the 210 Centrurion!
This video is fantastic. Lots of hours inside a Beechcraft Debonair in the copilot seat with the yoke bashing into my knees on preflight with the pilot (good friend) always joking, "Well, hopefully we won't need to make any maneuvers that extreme". Excellent guidance for us "big boys" looking to seriously get into private aviation. Thank you.
Thank you for doing this video and sharing your analysis of the different aircraft you considered. I too am a larger gentleman and am researching what aircraft works for me and my family. I will continue to follow you to see your journey. Good luck with the engine situation!
One of the most well reasoned (as if you need a reason for getting a 210) explanations on why a particular plane best suits you. I owned in a small partnership a T210 and it was just way more airplane than I needed. In nearly 800hrs I've carried more than 3 other people (besides myself) exactly twice, so the need for six seats is very very small - and I CAN walk under a 210's wings - at least on the edges (6'2"). It's a shame they don't make them anymore - but I definitely wish you the best with your ride. :D
Thanks for sharing your journey, Edward. I am about your height and size and ended up with the large single engine Cessnas as well (185, 210). While it might be out of your range, if you ever revisit the twins, I can fully recomend a Twin Commander or Turbo Commander. You can get extended seat rails and remove the center console and you have all the space in the world. In cruise, I can push back my seat and not even touch the pedals. Also you have very good height in the cockpit /cabin. And, with a Clarity Aloft headset or similar, your headset won't get in the way and give you extra headroom in any aircraft.
I haven't flow in, but I have sat in one of these, this is a BIG bird, and definitely one that I would consider if and when I move to a twin
Nice to see a regular size guy doing an article
Haha no shit huh?! 😅
I am also 6 ft 5 inches tall and 300 LBs. I feel your pain. That is why I am designing a new seaplane that will fit me.
I loved my cessna 172, until received missionary work in El Alto with 13,000+ft elevation. Now, I have to upgrade to a turboprop as any piston aircraft just won't be practical or safe. So I feel your challenging journey of having to find that ideal aircraft.
Your videos are very interesting. Thanks for continuing
I got my T210L in March of 2022 and am loving it.
My selection was based on:
1) Ease of entry and exit for my wife, which has similar challeges as you do. I watched her fall into low wing Pipers and then have to be helped out. This means a high-wing AND a larger cabin.
2) True 4-place aircraft for 4 people and baggage. These would be normal adults and not the 170lb the FAA uses. I wanted to fly up to 4 people without asking their weight and having to unload fuel or have no baggage.
3) Minimum 150mph and perferably 175mph+ at cruise. Since my wife (and many other women) can't handle more than 3 hour flight legs, I needed to get enough distance in that 3 hours to mean crossing the country quickly.
4) 4-5 hour endurance. While my wife would want to stop every 3 hours, I can do 4+ easily. and would want reserve fuel.
5) Stable IFR platform. I am getting my IFR rating, but do most approaches using IFR approaches.
6) Less than $300k with all purchase expenses included. This is up from the $250 I started with due to the insane plane prices going on right now.
7) Plane would hold resale value or increase in value. When I go, I want my wife to get the value back out of the plane.
8) Fun and a head turner. The 210 is a fairly recognizable plane, and I have heard other pilots tell me, when they see mine, that their "dream plane" is a 210.
As I went back and forth, looking at Cherokees Bonanzas, even T182RG's etc, I kept coming back to the 210 and especially the T210 as being the right choice.
It took almost 4 months to find the right one with the right deal.
Wife 300 lb? 😬
@@apennameandthata2017 No, but our two friends flying with us are probably 320 each. So my wife might fly with my business partner in a 172 so I don't have to fly with partial tanks :)
I guess there IS an advantage an advantage to being average size (5'9", 145) 😁 I'm glad you found the 210 suitable for you! I personally am a high wing guy, I like the view much better. My personal choice would be the Cardinal 177RG, but at current prices/condition, way out of my budget! I've rode in a couple, and I just LOVE the unobstructed views! (No wing strut) I also like the 210 for the same reason, but my mission doesn't warrant the expense. Looking forward to seeing your 210 back in the air!
Thanks, the unobstructed view below is another great benefit, except in the pattern 😆
@@TheEdwardFrye 🤣 Ying and yang!
177 certainly has a wing spar. What it doesn't have is a wing strut.
Best choice ever ♥️ C210 forever
This is just the video i needed to see. I too am 6'5" and little north of 300.
I have owned quite a few airplanes over the years, including a T210 (7 years and 1400 hrs), 4 C310s (turbo and normally aspirated, various models, over 30 years of 310 ownership), several Bonanzas, a Baron , 3 T-6s, a 152 and a few others. At 6'2" an 220 - 250 lbs, I understand your fit situation. As to the 310, it is much roomier inside than the 421 (several of which I have flown quite a bit) or a 340, both of which have pressure vessels within the fuselage, reducing the room around the cockpit. The difference is quite noticeable. Regarding the Bonanza, you were sitting in one with a dual yoke, which rubs the top of my legs; however, the standard throw-over yoke yoke (single sided but can be positioned on either side) is adjustable in height, and is quite comfortable, without interfering with your legs. Not as wide a cabin as the 210, especially around the shoulders, but much better than many others. I can't even fit into a Cirrus cabin without cocking my head over, nor a Columbia, I don't think you even need to try them. You would never fit in a Mooney, they have a very cramped cabin - I used to fly a 201 a friend owned, always felt like I was in a sardine can, couldn't last more than 1.5 hrs in it due to discomfort. The 210 is a great choice, and a terrific airplane overall.
Regarding operating cost, it is my experience over the years that my 310s typically cost about 1/2 again as much to operate as a high performance single. Cruise power in a twin is typically in the 55-65% range versus 75% in a single to get good performance, with reasonable fuel flows and good speed. For instance, I normally cruise at 9 000 to 11,000 feet at 180-185 it's and 20-22 gps in my normally aspirated 310, compared to 16 mph at 170 it's +/- in my T210. Maintenance costs were typically about 1/4 to 1/2 again the cost of maintaining a 210 or Bonanza, also. Of you were to go to a pressurized airplane, the maintenance expense would increase dramatically though (whether a single or twin), which was a significant factor in my decide to get out if the 421s and the King Air. Anyway, I hope you get your 210 back in the air soon, it's a great airplane.
James, thanks for the great insights here. I've only owned this for about a year and a half and my maintenance has been, I hope, atypical in that time.
Hi Edward, first year maintenance is always much higher on any airplane, as you need to correct all the deferred maintenance not discovered before purchase, plus bringing the plane up to your standards. Unfortunately, it seems you have had more than your share of big ticket surprises. Once all is sorted out, though, you will have one of the best and most capable singles out there. I thoroughly enjoyed my Turbo 210, and still miss it. BTW, smooth operation of the engine, avoiding shock cooling and idling from the runway to the hangar without juicing the throttle (to let the turbocharger spool down after flight) will go a long way to prolonging engine life. I took mine to 1400 hrs without any cylinder work, still had compressions in the 70s and oil consumption around 1 qt per 12 hours. Enjoy that Bird when she gets back in the air!
Great choice. Get a solid checkout and plenty of recurrent instrument training. This plane will serve you well.
I agree with you. The 210 is a good choice. I flew it for 3 years for work and loved every bit of it. I am 6'7" and 289lbs. I know exactly what you mean
210 is a great airplane. Nice choice!
I did an intro flight yesterday in a 172. I’m 5’9 and 225 and was not that comfy. Just getting in and out was not much fun. How you did it amazes me. Just that one hour plus pre and post whatever was $300 so I can’t imagine what you have spent.
Thanks for the info. I'm another "big" guy. One of my buddy's took me up once in his 150. I had to worm my feet under the rudder pedals just to get my knees below the yoke.
The process I follow for purchasing cars and trucks is pretty similar to what you describe buying airplanes. I don't fit in most vehicles comfortably. If I ever buy an airplane, I will probably have to do a bunch of "sit" tests too. Thanks again for sharing.
Great video. Good aspects on the varies of planes that will fit to you. Good luck 🍀 to your engine thing.
210 is fast, it carries a load and is stable. What I didn't like about the 210 I felt it was very heavy on the controls and not a lot of fun to fly. I ended up with an early Bonanza which is a delight to fly. Light control forces, very easy to land. It is not as fast, doesn't carry a big load but I love it for it's flying characteristics, a pure joy.
A 1984 or newer may work for me (I haven't sat in one). But for that price, I could buy two, three or more 1975 T210s. The V-tail Bonanza was my first choice until I tried to sit in one.
That's good to know, I'm 6.2" and 250 pounds and is like airplanes like cars, well almost, my pick would be a Ford Focus it fit me well.
Glad it worked out with the engine. I wish you good luck with the new engine 😊🤞👍
Take care 😊👍 Greetings from Norway.
I ran into the same problem being 6-6 and 255...the C210 was the right plane for me too!
I see this video is a year old. If you are still having size issues, as you are aiming to be an instructor, I have something that will help your size, and your height.
I was 400 lbs when I decided to lose weight. I found that the more I lost, the harder it becomes. Earlier this year I started on a drink system that has helped me lose weight, inches therefore cabin width, and inches off my butt so I sit lower in my car.
I can honestly say I’ve never considered size when evaluating personal private aircraft. But I totally admire & respect the process you undertook to evaluate all available aircraft options. I’m sure you are way ahead of me on this idea…..but when you have outgrown your C210 are ready to upgrade, the Single-Engine Turboprops are almost custom made for you (and your mission).
Yep. Just add money.
Prettiest plane around!
My grasshopper legs kept my from flying several planes at the school I went to! I went with a Cherokee 235 almost 1500lb useful load and plenty of fuel but I’ve mostly flown high wing and the 210 would of been my go to but I could pass on the 77 pathfinder with all that was put into it.
TLDW
Dude is huge. Needs HP single. That being the case, PA-32 or 210. Cheers
Do you share that cost tracing sheet? I'm looking at buying my first aircraft and comparing costs vs performance is a huge part of that. Thanks for the video
Oh I figured you’d say it’s because it’s easy to parallel park.
Did you ever think about the 337??
That would be MY personal choice for a big cabin twin......turbo normalized and pressurized (?) If possible....... that way you get the same cabin as the 210 AND the second engine!!! Plus it cruises at around 200kts!!!! Push me pull you all the way!!!! Your thoughts??
I have thought about the 337, a lot of people warned me against it because if you have a problem with the rear engine, you might not know about it or something. But ultimately, the real problem are the same problem with every other twin: twice the fuel, twice the maintenance. And I wanted my last plane first, but if I upgrade to a twin, I will reconsider it as an option because of the reasons you mention.
@@TheEdwardFrye i got to sit in both at the hangar where i learned to fly......i was training up to the 182 and a guy had a p t210 and a p t337..... both were a bit bigger and nicer (the 337 had radar!!) But felt pretty close to the 182 size wise to me anyway. Personally give me the pressurized turbo 337 with the service ceiling up at fl200 and call me a happy guy!!!
Yeah I got a similar problem, not as much height as you but I have a long body as opposed to Long legs so it's very similar I can get into it 172 but then I'm really thick to the side I'm wondering 182's and two tens myself, have you gotten into a 177 cardinal?
I have not been in a 177 Cardinal, but that was on the list of aircraft I was considering
cool video!! I'm about 8" shorter than you but I've got a thicker frame (broad shoulders). I can fit fairly comfortably in my dad's & brothers airplane next to them. A 172 to me is not as comfortable as my shoulders are usually touching the person next to me so one of us has to have an arm over the other persons seat.
Had the opportunity to fly a DA-42 and man I was pumped...a twin engine that is just as efficient (gph) or more than my dad & brother's 182 but with all the cool avionics...collision, weather etc. Then I climbed in and holy buckets it felt like my brother's old 172. tight cabin. Not that I could ever afford one but I ruled that plane out right away.
If I ever get my license I'd probably look at a 182, 210 or a twin 310. We're a family of 5 and the wife's family is over 1000 nm, so a 310 would be better for those trips but kids will soon be out of high school so a 182 or 210 might make more sense.
There must be more of a choice for the taller chap?
Planes can’t all be designed for vertically challenged. Btw Cessna 310 up for sale. 1bc on trade a plane
I am told the Cirrus would be a good fit. I've sat in Tecnam P2006 and P2010. Someone recommended the Commander 114. But one other reason for my choice was availability and commonality. On Contoller right now, there are 229 Cessna, 131 Piper, 117 Cirrus, 70 Beechcraft, 34 Diamond and 19 American Champion. The rest of the brands have less than 10 for sales currently.
@@TheEdwardFrye not a Pilot, but AP IA; when I run up the cirrus I am touching the “ceiling” with my head, and I’m 5’9”. Although I do like to get up and close to the pedals
@@TheReadBaron91 oh, that's interesting. Like I said, I've never sat in one. I would have have had to travel 2 hours to get checked out in one and they were charging $275 - $400 at the time at the clubs I checked out.
As a software engineer i like cessna 404, 401 and 402
How bout a Skymaster, CE-337?
Great story and made me think about how we both think about what to fly. The 172 is doable you say for you, and for me its the 152. I see you have tried the fit with more aircraft than I. With that said my choice would be the Twin Commander . It just felt and preformed like what I would call an airliner.
What I wanted to ask you was if you tried the Commander for fit and numbers. I just feel like with the engines set just behind the flight cabin that it just felt like a pilots aircraft and great visuals from the seat. If you have not yet flown one, it would almost be a bucket list flight that I would suggest at least trying.
For the Aero Commander Twins, I've not flow in one, but I have sat it in. I fit and I think it would make a great aircraft. It is a lot larger, but still has that two engines, 2x fuel bill, and it won't fit in a T-Hangar. It is an plane I would consider if I move to a large twin later.
@@TheEdwardFrye yes, good answers as to ownership. Im to long in the tooth to do anything about it now, but if I knew then what I know now I could have just expanded my idea of owning and operating such a craft back then. I just could not make the jump into buying bigger things 25 years ago. If I just could tell myself they to go for it....
I'll tell you what however. I found a nice Commander on the field one day and ran into the owner and we talked. We both had time left in the day and I bought the gas and we went out for some fun action. He even cut one engine and we climbed into a dead engine. Very impressive and the speed was just about more than I could keep up with that day. Yes, I could have done much with a ship like that from people to freight. Talk about offering flight training, and Insterment flying. The clientele that come at that level can afford your rates. You would however have to become a bit of a gypsy to keep in the action. A busy few years. Good luck.
Would you cross the great lakes, like across not hugging the shore, in a T210N or pressurized? What about in the winter? Anti icing came stock on some, and tks weeping wings exist.
Flying out of KPLN to somewhere (undecided) with IFR near Madison. Essentially living in northern MI and working in WI. Longest span across water is about 70-80 miles, and no NA single is going to glide that far, plus weather. So a turbo with anti icing that can fly over the weather at 25k ft.
I'm not wealthy by any means either of course. Job in WI would be pretty cushy
I worked at an FBO for 6 years at a Mooney dealer. We had all kinds of rentals. Pipers Cessna etc. If I was going to buy another plane the 210 would be at the top of the list. It can carry a lot, it’s fast and can carry several passengers. What else do you need/want?
What 210 has 1500lb payload? Most I’ve seen are between 1000lb to 1200. Big guy here too (6’ 4, 290) so I’m really curious as I’m looking for one. Thanks.
It is called a “Private pilot certificate”, it’s not a license.
good!!!!
F/E. G'day from here Downunder dude ! Does this mean the next twin aircraft on the radar in future might be a 'Merlin' ? V.
Were you at the in the Hangar filming this past weekend? I think we talked briefly if that was you.
Yes, I was there, looking forward to the new season.
@@TheEdwardFrye your video popped up on my feed and then thought that guy look familiar. Lol
Great plane for you for sure, you're one big dude!! Lol I have to say though, the last 3 engine failures I have see have been 2 x 210s and a 205. I think that has more to do with the engine than the plane but is there a higher level of engine failure on that Continental 470? There was yours, there was one last month where he did a great job as well, and then that blogging family in the 210, he stalled and they had a hard landing with some serious injuries.
What year is your plane? The early 210s only had a useful load of 1200lbs.
It's a '75 T210L, It has an empty weight of 2366 and mtow of 3800 for a useful load of 1434 and 900 with a full fuel load.
You will get that twin engine someday .
because you like planes that have wings that fold up?
Have you ever found out what happened to your engine? What caused it to throw a rod through the block,
I’m curious as to why your engine let loose as I only Centurion also
I really like your weight and balance spreadsheets! What program do you use?
That is an Excel file I created that manually myself when doing weight and balance calculations during my primary training. For each new plane I fly, I create a copy of one of the tabs, then adjust the ARM/Weight based on the POH and the legal empty weight from the aircraft.
Its not aviation but its still engine and a good video by NHRAStock. Myth-Busting Rod Bolts and Rod Re-Sizing.
I bought a oceana grand caravan because over 6 ft
At 6'5" and 300+lbs You Needed that turbocharged engine to get you airborne! Hahah! I'm just Busting your balls! You landed that engine failure like a Pro!👍
This video really help me out a lot. I just got done doing my ground school, and still building hours in a 172. I’m 6’3 340lbs which I’m in the process getting my weight down. But I’ve been looking and doing research of what would be good for a comfortable family plane. Does the 210 cabin space have more room upfront than the 172/182?
The yoke sits much higher in the panel so my knees fit under it a lot better than the 172 and 182. I put the seat a a low setting and have it on the second or third notch from the back
@@TheEdwardFrye I would like to go flying in a 210 one day. My goal is to own my own plane one day. I’m still learning about aviation.
Si en realidad nunca podrás subir 6 personas, si podrías considerar quitar la tercera fila de asientos.
Dang ur a big guy
Bru, you make any aircraft look small!
Did you give your height? if you did I missed it, could you repeat what it is please?
6'5"
@@TheEdwardFrye Thank you Edward, I totally understand now. Seems to me that the world is made for a 5' 10" person. I'm ok with being 6 feet but even at my height I run into problems now and then.
Looked to me like you did a fantastic job of getting that plane down safely. Good luck!
How much is a seneca per hour, wet?
Or a 182?
300 pounds??? why not make it 216 lbs to achieve bmi 25? aviation likes light weight.
You chose the 210 cause you didn't understand what a nightmare it is to maintain and how tough it is to get parts these days.
Good luck
Or ........ Lose weight, health benefits and more models to choose from. 😁
Because you can't afford something better.