25 Apr 2024, 07:51 [ UTC - 5; DST ]
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Post subject: intro: Mark deLevie, T210 in Tucson Posted: 12 Aug 2017, 10:50 |
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Joined: 10/06/16 Posts: 115 Post Likes: +183 Location: Tucson, AZ (winter) & Brunswick, ME (summer)
Aircraft: T210, Aerostar 702P
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Greetings, I've been enjoying BT and am overdue to start contributing. I'm Mark, current bird is a somewhat unusual Cessna 210 that might as well be a 'T206RG' -- it's the 1966 model with a wing strut AND a turbo, and other than the retractable gear it is pretty much a 206.
This is Airplane 2.0 for me, first was a straight-tail 172 in which I earned my PPL in 1990. Took a break from flying at about 450 hrs (life, career, the usual reasons) and got back in with this plane starting in 2015. I never understood what 'getting behind the airplane' meant until my transition training into the T210... now I get it. Currently at 800 hrs and working on my instrument rating.
Aerospace engineering is my day job, hobbies are dogs, adventure travel, prepping (the self-reliance type, not the zombie apocalypse type), building stuff, amateur radio, photography. Still falling in love with the desert SW after ten years here.
I am somewhat fastidious about maintenance, esp. preventive maintenance. The doomsayers all told me that keeping ahead of a T210 would bankrupt me, but I'm very aggressive with maintenance and have the plane right where I want it. A big fan of LOP operation (econ cruise for me is 10gph at 140 KTAS in the high teens) and my spectrographic oil analysis shows wear metals trending about 40% of typical for type. The engine is right in the middle of the 'bathtub' if you're familiar with the reliability growth curve model, i.e., past its break-in period, but not yet into wear-out and life limit types of failures. (knock on wood)
So a warm hello from sunny, beautiful Tucson AZ.
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Post subject: Re: strut-braced wing was 1960-1966 Posted: 12 Aug 2017, 23:10 |
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Joined: 09/12/11 Posts: 675 Post Likes: +346 Location: Central California
Aircraft: Navajo /7GCBC/TTX
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Username Protected wrote: Thanks, guys.
Ray, the 210 had a strut-braced wing thru 1966 model year (the 210F & T210F models). In 1967 Cessna introduced the cantilever wing in the 210G & T210G models.
So prior to 1966, there was no turbo, and afterwards there was no wing strut. That made my search pretty narrow, LOL. There were 197 T210Fs made; this is number 193. I don't know how many are still flying fifty years later. Nice bird... I flew a 66 for 8 years. N6703R. Highest service ceiling of all models. They're a great airplane and if you can close the doors, it will haul it... Rick
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Post subject: Re: intro: Mark deLevie, T210 in Tucson Posted: 19 Sep 2017, 19:25 |
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Joined: 07/04/11 Posts: 1712 Post Likes: +242 Company: W. John Gadd, Esq. Location: Florida
Aircraft: C55 Baron
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Username Protected wrote: Greetings, I've been enjoying BT and am overdue to start contributing. I'm Mark, current bird is a somewhat unusual Cessna 210 that might as well be a 'T206RG' -- it's the 1966 model with a wing strut AND a turbo, and other than the retractable gear it is pretty much a 206.
This is Airplane 2.0 for me, first was a straight-tail 172 in which I earned my PPL in 1990. Took a break from flying at about 450 hrs (life, career, the usual reasons) and got back in with this plane starting in 2015. I never understood what 'getting behind the airplane' meant until my transition training into the T210... now I get it. Currently at 800 hrs and working on my instrument rating.
Aerospace engineering is my day job, hobbies are dogs, adventure travel, prepping (the self-reliance type, not the zombie apocalypse type), building stuff, amateur radio, photography. Still falling in love with the desert SW after ten years here.
I am somewhat fastidious about maintenance, esp. preventive maintenance. The doomsayers all told me that keeping ahead of a T210 would bankrupt me, but I'm very aggressive with maintenance and have the plane right where I want it. A big fan of LOP operation (econ cruise for me is 10gph at 140 KTAS in the high teens) and my spectrographic oil analysis shows wear metals trending about 40% of typical for type. The engine is right in the middle of the 'bathtub' if you're familiar with the reliability growth curve model, i.e., past its break-in period, but not yet into wear-out and life limit types of failures. (knock on wood)
So a warm hello from sunny, beautiful Tucson AZ. Very cool.
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Post subject: Re: intro: Mark deLevie, T210 in Tucson Posted: 19 Sep 2017, 19:51 |
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Joined: 04/04/14 Posts: 1705 Post Likes: +1157 Location: Southern California
Aircraft: C 210
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Beautiful airplane Mark! Factory O2?
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Post subject: Re: intro: Mark deLevie, T210 in Tucson Posted: 19 Sep 2017, 22:41 |
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Joined: 12/17/12 Posts: 170 Post Likes: +117 Location: Des Moines, IA
Aircraft: CE-525
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Beautiful plane! Hit me up for breakfast at AVQ sometime.
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Post subject: Re: Reintro: Mark deLevie, Aerostar 702P in Tucson Posted: 23 Oct 2020, 11:31 |
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Joined: 09/13/09 Posts: 373 Post Likes: +231 Location: KJWY - Mid-Way Regional (DFW area)
Aircraft: Cessna TR182
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Username Protected wrote: After five years and 750 hours in the T210, my ambitions for a twin have finally caught up to me. The new (to me) airplane is an Aerostar 702P, N377RC, which I just purchased from a fellow BT member. Perhaps this warrants my reintroduction?
Of course I'm eager to start my training in the new bird, and totally conflicted about selling the 210. It makes no sense to keep both; someone is going to get a nice airplane.
Mark deLevie Tucson AZ Congratulations, you get to update your BT profile! It only lists the Centurion!
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