BeechTalk - BT

Username Protected · **Posted:** 22 May 2018, 05:45

Why would insurance be so much higher on a 210? :scratch:

Perhaps it has to do with the gear system and the consequences of a gear-up landing?

1500# UL is impressive, I have to admit. I also like two cabin doors. But regarding the article in the OP, I still say the author had his thumb on the scales.

Username Protected · **Posted:** 22 May 2018, 08:12

I have had experience with three of the four airplanes discussed here: meaning two NA's and two turbos. Never flown a turbo Bonanza. There have been several knowledgeable, fair assessments here and some fair degree of BS. They are both excellent airplanes.

Being "not" in the market for either, I am surprised at the comments on insurance. It could be "one of" quotes or it could be across the board, but I am curious. I will be speaking with my insurance agent in a few days to report on the IPC required for A* currency, and I'll ask.

Jg

Username Protected · **Posted:** 22 May 2018, 10:02

I've never had any issues getting insurance, and my latest hull rate was $0.854/100 and liability was $0.1/100.

I haven't ever priced Bonanza insurance so not sure how they compare.

Username Protected · **Posted:** 22 May 2018, 11:35

I am a new owner to a P210 purchased in Jan this year. Performance I have seen so far is 170 KTAS at 16,000 or 17,000 at 27in/2400rpm using 17gph ROP. It has a standard 520 with an inter-cooler. Insurance was no problem at 1.2% of the insured value for liability and hull (no training required).

I think I will be able to get the consumption down, but I have a pesky cylinder. I do not yet have Gami injectors and attempts to go LOP have not been to my liking. I limit CHT's to 380 which makes climb rate max out at 500-600fpm which is painful.

Useful load is only 1300 pounds on my bird which has Flint tips, AC, XM, equipped for known ice. I chose these options so the lack of useful load is on me.

I have some work to do to get it dialed in completely to my liking, especially reducing the temps. I like the capability to go high and far. It is quiet and comfortable (I am a skinny 6'3"). It handles crosswinds easily and is easy to land. I dislike the single door and slow climb. Getting it in and out of the hanger was a chore until a got a tug.

It is heavy on the controls which I like. I didn't get this plane to do barrel rolls. I bought it to be a solid instrument platform, and that it is in spades.

I have zero Bonanza time and present my noob P210 experience warts and all.

Username Protected · **Posted:** 22 May 2018, 11:48

If the P210 had another door for baggage I would probably own one.
The Vitatoe conversion is impressive!

Username Protected · **Posted:** 22 May 2018, 11:49

Username Protected wrote:

I am a new owner to a P210 purchased in Jan this year. Performance I have seen so far is 170 KTAS at 16,000 or 17,000 at 27in/2400rpm using 17gph ROP. It has a standard 520 with an inter-cooler. Insurance was no problem at 1.2% of the insured value for liability and hull (no training required).

I think I will be able to get the consumption down, but I have a pesky cylinder. I do not yet have Gami injectors and attempts to go LOP have not been to my liking. I limit CHT's to 380 which makes climb rate max out at 500-600fpm which is painful.

Useful load is only 1300 pounds on my bird which has Flint tips, AC, XM, equipped for known ice. I choose these options so the lack of useful load is on me.

I have some work to do to get it dialed in completely to my liking, especially reducing the temps. I like the capability to go high and far. It is quiet and comfortable (I am a skinny 6'3"). It handles crosswinds easily and is easy to land. I dislike the single door and slow climb. Getting it in and out of the hanger was a chore until a got a tug.

It is heavy on the controls which I like. I didn't get this plane to do barrel rolls. I bought it to be a solid instrument platform, and that it is in spades.

I have zero Bonanza time and present my noob P210 experience warts and all.

How much time did u have when u purchased?
Nobody would talk to me about insurance on a 210 until I had 500 hrs. Haven’t asked since then.

Username Protected · **Posted:** 22 May 2018, 12:06

I think what mattered most was I have lots of retractable Cessna time (TR182). Without some high performance complex time getting insured in a 210 might well be difficult or costly (probably both). :shrug:

Falcon insured me in the TR182 with about 10 hrs hp/complex time but this was a while ago. It was around 2% for the first year if I remember correctly. It went down quickly thereafter.

Username Protected · **Posted:** 22 May 2018, 14:45

I’ll betcha BT could whip up its own drag race between these 2 pretty easy. Just saying.....

Username Protected · **Posted:** 22 May 2018, 14:54

Username Protected wrote:

I’ll betcha BT could whip up its own drag race between these 2 pretty easy. Just saying.....

The problem is getting the parties to agree to the rules/terms of the race.
Each will likely want to tune the race to match the mission for which each plane excels.

Tim

Username Protected · **Posted:** 22 May 2018, 14:59

Username Protected wrote:

I’ll betcha BT could whip up its own drag race between these 2 pretty easy. Just saying.....

The problem is getting the parties to agree to the rules/terms of the race.
Each will likely want to tune the race to match the mission for which each plane excels.

Tim

Username Protected · **Posted:** 22 May 2018, 15:35

Username Protected wrote:

I am a new owner to a P210 purchased in Jan this year. Performance I have seen so far is 170 KTAS at 16,000 or 17,000 at 27in/2400rpm using 17gph ROP. It has a standard 520 with an inter-cooler. Insurance was no problem at 1.2% of the insured value for liability and hull (no training required).

I think I will be able to get the consumption down, but I have a pesky cylinder. I do not yet have Gami injectors and attempts to go LOP have not been to my liking. I limit CHT's to 380 which makes climb rate max out at 500-600fpm which is painful.

Useful load is only 1300 pounds on my bird which has Flint tips, AC, XM, equipped for known ice. I chose these options so the lack of useful load is on me.

I have some work to do to get it dialed in completely to my liking, especially reducing the temps. I like the capability to go high and far. It is quiet and comfortable (I am a skinny 6'3"). It handles crosswinds easily and is easy to land. I dislike the single door and slow climb. Getting it in and out of the hanger was a chore until a got a tug.

It is heavy on the controls which I like. I didn't get this plane to do barrel rolls. I bought it to be a solid instrument platform, and that it is in spades.

I have zero Bonanza time and present my noob P210 experience warts and all.

If you bump the fuel flow up to around 36 gph at full power you will probably have better luck keeping your temps down. You might check with the guys at GAMI to make sure of that fuel flow but I think that should be pretty close. I run my T210L at around 32 gph at full power climbs. It has a manifold pressure redline of 32.5" and I believe yours is 36". My plane doesn't have a restriction of time at full power so I normally climb at full throttle and full rpm. Cylinder #5 typically is the one that wants to run warm with all the rest being much cooler.

Username Protected · **Posted:** 22 May 2018, 18:26

Any fair comparison would have to be NA to NA and turbo to turbo. Then the pilots would have to switch airplanes. I love sibling rivalry and two doors.

Username Protected · **Posted:** 22 May 2018, 18:36

Thanks! For my bird 36"/2700 is take-off power limited to 5 minutes. My fuel flow is above 36gph (by the EDM 800) and then I drop to 31"/2500 full rich for the rest of the climb. #4 is my pesky cylinder with the highest EGT and in climb the highest CHT. The 500-600 fpm climb yields 120 kts which keeps that cylinder in check for now.