I thought about trying to get the prebuy report prepared by Paul but didn’t revisit the idea. I’ll contact the broker and see if the seller is willing to do so.
T210...Give me the good, the bad, and the ugly
- Thread starter robin ardoin
- Start date
I would look at getting it directly from Tennesee aircraft services to make sure nothing is edited. Though Tennesee aircraft may require a release from the seller.
Paul structures his prebuy like a bulleted squawk list. You will see all the airworthy items (that were probably addressed) as well as the time or wear things that are/were coming up that will impact you. Those can be compared against maintenance log entries they were addressed - or that you may have to layer. Then of course overall condition like cylinder heads, exhaust valves which he takes pictures of to make sure they are ok. Along with various other things
Paul structures his prebuy like a bulleted squawk list. You will see all the airworthy items (that were probably addressed) as well as the time or wear things that are/were coming up that will impact you. Those can be compared against maintenance log entries they were addressed - or that you may have to layer. Then of course overall condition like cylinder heads, exhaust valves which he takes pictures of to make sure they are ok. Along with various other things
Anyone with knowledge of Augustus Barber (Alpha Bravo Avionics and Maintenance) at KCVB, Castroville?
I’m near Lafayette, LA at KIYA. Insurance wants 3hr dual prior to 15hr solo. We may be able to work something out for transition training. I’ll shoot you a pm.
I closed on a 1980 T210N yesterday. I finally found one of the good ones after wading through some really crappy misrepresented examples. This one has been flying regularly and not sitting in a hangar only to be run for a handful of hours in a year. No corrosion found on a very thorough prebuy and a small and easily managed discrepancy list. Much to my chagrin, it has the near identical panel and AP that I would have put in if the plane I bought was at a lower price with all steam gauges. On top of that, it looks like my avionics guy lined up a buyer for my 182. Talk about an early Christmas! I’m flying commercial with my 210 mentor to Charlotte tomorrow and will fly it back to IYA Saturday.
455 Bravo Uniform
Final Approach
Sweet, congrats!
The ‘new to me’ plane has a G500txi/GI275(backup ADI)/GTN750xi/GNS430/GFC500/GMA340. I’m going to add a smart glide switch, Telligence button, 4th axis for yaw damper, GDL 60 during the annual next month.
The panel in N210SD:
The panel in N210SD:
Sexy panel. I few a 1981 version for about 100 hours it was the man maker took a alot of back pressure to lift that engine/nose flaring with just me or a copilot trim trim trim learned to land with electric trim. I loved it wonderful to start could take a crosswind and oh the retractable gear. First time i crossed 200kts over the ground major tail wind and coming from 10k to sea level. I need to go flying soon. Love a T210
I missed that requirement.
The good thing is that audio panels are not that expensive. Even garmin ones. If you have the 750xi, you may want to seriously consider the gma35c which is the remote mounted one of the gma350. Then you get Telugence and don’t have the panel anymore as it’s controlled from the gtn. The 35/350 also give you the spacial audio when monitoring two channels (Atis and atc for instance). It’s a big improvement over the 340 but again - they are all just features. But if you like and plan on using telegence then it’s a worthwhile upgrade. I have it and enjoy using it as well as the panel being controlled from the gtn
Finally have a 210 in the hangar. Dan, my gracious mentor, and I flew from KUZA to KMSY yesterday morning where I jumped in to my 182 for the leg back to KIYA. I was fortunate to have an accepted offer on my 182 without officially being on the market. I need to buy a lottery ticket because I’m feeling rather lucky. All I can say is the 210 is one hell of a traveling machine!
The previous owner on the left, Dan on the right:
The previous owner on the left, Dan on the right:
Our track:
455 Bravo Uniform
Final Approach
I see a few times above 200mph. Nice!
We were running around 70% power. The previous owner routinely got 180-184kts TAS at 11,000-13,000ft running 75% power. Cylinder #5, front left behind the oil cooler, runs a bit hotter than the others and likely needs baffle work or injector too lean; we were limiting the power to keep it under 380F without dumping too much fuel out of the exhaust. Once that is sorted I bet it will make 175+ kts at 8-9K ft at 28/2400 at 17-17.5gph (ROP). I have to say, the TSIO-520 is a smooth and quiet engine compared to the IO-540 in the 182-S. The Lyco did lope like a Harley under 1000rpm….which was sweet sounding. I’ll take the quiet at cruise though. The V variations in cruise were resulting from pitch oscillations with the GFC500 A/P. came out of the blue after an hour or so at cruise. It would present as a positive feedback that increased in vertical speed to get to 800 fpm up/1000fpm down if I let it continue for 5 minutes or so. Not sure if it is a servo/rigging issue or a static issue. It did seem like the flight director would command several degrees pitch up at the beginning of the cycle the pitch down to correct. Then the pitch up was more aggressive due to overshoot…rinse, lather, repeat. I pulled the pitch trim breaker which DID NOT depower the servo (WTF???). I hand flew quite a bit of the flight which, compared to the 182, was very easy to do and was very hands off once trimmed properly. This is one straight flying airframe. Since I will be adding a yaw damper in the next few weeks during the annual my avionics tech will get it sorted out.
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N747JB
Final Approach
Congratulations!! I had a 310R in those colors, my wife hated the color, but loved the airplane!! I liked it!!
Thanks. The interior definitely needs an updating but the paint, where it is present
, is in excellent shape. I’m not a huge fan of the scheme but, considering the down time and cost of a new paint job, it is growing on me. LOLFunny you mention the 310-R…. The owner of this plane bought it to have air transportation while his 310-R was getting new engines and paint. He planned on a year down time and took 11mos.
Zeldman
Touchdown! Greaser!
My 210 (Non Turbo) story.
Way back when I was flying canceled checks (remember checks.??) I was between Tampa, FL and Mobile, AL, happily cruising at 6000 msl. There were thunderstorms popping up everywhere. There was some sort of RADAR in the 210. It was not a Bendix unit. It had a screen shaped like a drive in movie parking with red, yellow and green lights to show the level of the thunderstorm.
ATC was doing a good job of vectoring me around, then notified me about some level 3 and 4 thunderstorms building in front of me. He said they were only about 10 miles wide, so I opted to go through them. The DO of the company told us to go through thunderstorms. I told him to FO after that Well, in just a few short minutes they went to level 5 and 6 and now embedded. Too late to vector around because now I am in the middle of it all. I asked for a 2000 feet block of altitude which was approved. I reduced power. I reported the turbulence as severe for me as I was being thrown every which way but inverted. A regional turbo prop came on asking for a ride report off shore. The controller just told him there was a 210 in that area reporting severe. So he opted to deviate to the north. I was really being thrown around, so I asked for a 4000 feet block. The controller just told what ever I need, just do it, no need to ask because I was the only plane in the area, I think I heard him say only dummy in the area...
So for the next 100 hours (ok, maybe 45 minutes) I was tossed, turned and thrown up and down with 2000 foot altitude variations. I was thrown into 90 degree banking several times, and then thrown into a 90 degree banking the other way. The stall warning was sounding off like a trumpet. I did not try to hold altitude or heading, I just concentrated on keeping the wings level, or at least to not go inverted. My flight bag was strapped down on the right seat. My keys were in a little pocket on the inside and held closed with a small piece of Velcro. My keys came out and hung themselves on the ear piece of my sunglasses. Until my headset and sunglasses went flying off my head. My lunch and water bottles were flying around the cockpit.
Then suddenly I saw something. Blue sky.!! The ride improved enough to retrieve my headset. ATC was very relieved to hear from me. I reset my GPS and was 86 miles almost due south of Mobile Downtown. Over open water. Needless to say I quit that job several times in the last 30 minutes of flight. Unfortunately I still had to go to Mobile Downtown, then the final leg to Bessemer, AL.
That experience made me a big fan of the 210.
Not long after that I went back to Alaska, north of the Arctic Circle where there are no thunderstorms. Cold, snow, wind and darkness but no thunderstorms...
Way back when I was flying canceled checks (remember checks.??) I was between Tampa, FL and Mobile, AL, happily cruising at 6000 msl. There were thunderstorms popping up everywhere. There was some sort of RADAR in the 210. It was not a Bendix unit. It had a screen shaped like a drive in movie parking with red, yellow and green lights to show the level of the thunderstorm.
ATC was doing a good job of vectoring me around, then notified me about some level 3 and 4 thunderstorms building in front of me. He said they were only about 10 miles wide, so I opted to go through them. The DO of the company told us to go through thunderstorms. I told him to FO after that Well, in just a few short minutes they went to level 5 and 6 and now embedded. Too late to vector around because now I am in the middle of it all. I asked for a 2000 feet block of altitude which was approved. I reduced power. I reported the turbulence as severe for me as I was being thrown every which way but inverted. A regional turbo prop came on asking for a ride report off shore. The controller just told him there was a 210 in that area reporting severe. So he opted to deviate to the north. I was really being thrown around, so I asked for a 4000 feet block. The controller just told what ever I need, just do it, no need to ask because I was the only plane in the area, I think I heard him say only dummy in the area...
So for the next 100 hours (ok, maybe 45 minutes) I was tossed, turned and thrown up and down with 2000 foot altitude variations. I was thrown into 90 degree banking several times, and then thrown into a 90 degree banking the other way. The stall warning was sounding off like a trumpet. I did not try to hold altitude or heading, I just concentrated on keeping the wings level, or at least to not go inverted. My flight bag was strapped down on the right seat. My keys were in a little pocket on the inside and held closed with a small piece of Velcro. My keys came out and hung themselves on the ear piece of my sunglasses. Until my headset and sunglasses went flying off my head. My lunch and water bottles were flying around the cockpit.
Then suddenly I saw something. Blue sky.!! The ride improved enough to retrieve my headset. ATC was very relieved to hear from me. I reset my GPS and was 86 miles almost due south of Mobile Downtown. Over open water. Needless to say I quit that job several times in the last 30 minutes of flight. Unfortunately I still had to go to Mobile Downtown, then the final leg to Bessemer, AL.
That experience made me a big fan of the 210.
Not long after that I went back to Alaska, north of the Arctic Circle where there are no thunderstorms. Cold, snow, wind and darkness but no thunderstorms...