24 Apr 2024, 05:35 [ UTC - 5; DST ]
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 14:34 |
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Joined: 11/20/14 Posts: 6478 Post Likes: +4566
Aircraft: V35
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At least in the US, there are a lot more T210's than P210's. In other words, turbocharged and de-iced but not pressurized. T210's have MUCH better short field performance since they are lighter than P210's. If you have a 2000ft runway, I think the T210 would be preferred. You'd have to wear an oxygen mask or cannula, but that's not a big deal.
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 16:31 |
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Joined: 03/23/14 Posts: 1003 Post Likes: +288 Location: LOIH
Aircraft: P210N, RV-4
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Luc We have discussed this earlier on the phone, but might be interesting for other readers from Europe and the US: Quote: - My concern is the inflating maintenance/operating costs I will have on the P210 If you find a well kept P210, your maint costs will be about the same as for other similar aircrafts. Turbo adds costs. Leak checking the cabin also. Where it gets crazy expensive is when the cabin pressurisation system fails. Parts are not available from Cessna, and repairs can be expensive. Equipping yourself with these parts from ebay or other parts providers gives you some predictability when you end up AOG. Get the right mechanic and you are fine (they are out there). Handing over the key to most European Maintenance shops will be costing you a lot of money. Having a N-reg is very important. Quote: Can the P210 be flown in eco mode! Meaning giving still 165 Kts TAS on what Fuel Flow? 13-14 GPH LOP or more? You probably would get about 160-165 TAS at 14GPH. Depends on weight. Here is pictures of mine at 17000 burning 15.5 LOP Attachment: IMG_2711.jpg Attachment: IMG_2709.jpg Quote: - Is the pressurization/ de-ice boots problematic when flying hi in eco mode e.g Lower MP and RPM LOP? On well kept leak free systems this shouldnt be an issue. I have been at FL210 LOP, and the pressurisations system worked as it should. De-Ice pressure is a closed system coming off your Vacuum pump, so as long as this pump is working properly, boots should work fine. The earlier models (Pre 1982), blows the boots less than the never models with twin vacuum pumps connected in series. Quote: - Is the maintenance such a big pain as I read everywhere? NAH. Only if you have big hands ![LOL :lol:](./images/smilies/rofl02.gif)
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 17:01 |
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Joined: 08/29/12 Posts: 244 Post Likes: +44 Location: Belgium-Hungary
Aircraft: V35
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Espen, Thank you for clarifying it once again to me ![Doh :doh:](./images/smilies/icon_new_doh.gif) . Do you have radarpod hanging under your wing? I once had the experience that the ADL system (similar as nexrad in Europe) had too much delay to show me a fast growing TCU. At FL100 due to humidity, visibility was poor and by the time I was to close I ended up in some local embedded situation, which was, let's say far from comfortable. My stormscope started to paint when I was already in the stuff. I assume at 17 to 21 it will be much easier to avoid visually the worst build ups.... PS nice set up The TIT is at the limit...but reading from the Gurus this doesn't seem to be a limiting factor when well LOP
_________________ ....V35 1966..what else is there...?
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 17:32 |
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Joined: 11/15/17 Posts: 687 Post Likes: +350 Company: Cessna (retired)
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I can't speak to LOP performance, but here are a few thoughts on maintenance compared to your Bonanza.
There is obviously more "stuff" to maintain, a lot of which is tightly packed in the engine compartment.
The P210 is sort of a slow climber, especially in hotter weather. This, combined with the natural tendency to fly higher to take advantage of pressurization, results in more operational time at higher power, which IMHO takes its toll on engine and exhaust system. Exhaust system maintenance can be a fairly big deal and is safety critical.
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 21:24 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +703 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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The P210 is already a dog, i cant see runing it eco mode or at reduced power setting.
Eu, Ice, mountain, short runways, sounds like a job for a Jetprop.
_________________ Former Baron 58 owner. Pistons engines are for tractors.
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Post subject: Re: Seeking for advice from P210 operators on eco OPS LOP Posted: 03 Nov 2018, 23:44 |
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Joined: 12/04/09 Posts: 352 Post Likes: +149
Aircraft: Dakota
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Username Protected wrote: The P210 is sort of a slow climber, especially in hotter weather. This, combined with the natural tendency to fly higher to take advantage of pressurization, results in more operational time at higher power, which IMHO takes its toll on engine and exhaust system. Exhaust system maintenance can be a fairly big deal and is safety critical. Thats a good point. I was amazed at how poorly the P210 climbs and Ive also noticed many engines have had catastrophic failure on the P210. Most people say its because the TSIO520 is asked to do a lot more work than other applications.
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