Espen, as usual, has it nailed. The P210 is a slow climber if you want to keep the rear cylinder CHT's around 380 to max 400. I climb at 120kts for cooling which is around 600-700fpm, depending on OAT. I generally see around 170KTAS at 102pph in cruise. This is a little higher consumption than I like, but I have a higher than desirable GAMI spread so at the next annual I am getting balanced injectors which may allow me to go LOP.

I generally fly in the high teens and love the pressurization. My plane is FIKI however, the Flint tips are not certified so I am only de-iced. The factory air conditioner works just okay (as one might expect from the 1980's Ford Pinto A/C technology). I have an intercooler which I guess is fine in some respects, but does reduce the cabin heat at altitude (bugs my wife).

When I first started flying it I found it very heavy on the controls but have either grown muscle or learned to be less ham fisted. It is a VERY stable IFR platform and quite easy to land. I don't mind the heavier feel because I didn't buy the plane to do barrel rolls.

So far it hasn't been more costly to operate than my previous plane (TR182) but it does have more systems, is harder to work on, and some parts are scarce so I know there will eventually be costly issues popping up. I am prepared.

All in all, since I can't justify a turboprop, it is the most capable choice of a pressurized single that fits my needs, warts and all.

I had a Vitatoe conversion as well as a FIKI TKS install done this past winter. The aircraft is definitely a different bird from before. At 17,500 and 17.5 GPH, I'm cruising at about 210 Knots TAS. I didn't have my P210 for long with the IO-520 and I did have to manage it very close for engine temps when hot, but it wasn't unusable, you just needed to pay attention to it. With the Vitatoe, engine temps are a non issue.

Garth

Nice! Would TKS do the FIKI with the extended wing tanks?

What would be the cabin altitude at FL180 & FL200?






I had a Vitatoe conversion as well as a FIKI TKS install done this past winter. The aircraft is definitely a different bird from before. At 17,500 and 17.5 GPH, I'm cruising at about 210 Knots TAS. I didn't have my P210 for long with the IO-520 and I did have to manage it very close for engine temps when hot, but it wasn't unusable, you just needed to pay attention to it. With the Vitatoe, engine temps are a non issue.

Garth

The P210 yields 8500 ft cabin at 18,000 ft and 10,000 ft cabin at 20,000 ft. My Vitatoe P210 with TKS gets 200+ knots at 14,500 ft and above on 16.5 to 17.0 gph. Tip tanks take the airplane out of FIKI....there are not any TKS panels on the extended wing tip tanks. Likewise tip tanks take P210s with deice boots out of FIKI. Regarding Luc's comments about SE (Silver Eagles): the SE is a great modification and may be really attractive in areas where AvGas is in short supply. But the SE cost 2 to 3 times a P210 with Vitatoe conversion The TN Vitatoe cruise performance is very similar to the SE because the turbine loses power with altitude whereas the turbo normalized piston engine maintains rated power at altitude. The Vitatoe conversion improves climb rates to 900 to 1000 fpm, but of course the 450 HP SE still wins for short field and climb performance. If you are going to get a turbocharged airplane it only makes sense to get something pressurized for the comfort, quiet, and ability to go high and fast without messing with O2. Lots of turbocharged planes seldom get over 10,000 ft and thereby seldom get the speed advantage of a turbocharger at altitude.

For serious en route IFR in Europe flying above 10K is a must. My experience is the most efficient altitudes are above 14< and below 20K for safety in case something happens single pilot. You get better direct routing from ATC and mostly are above the cloud deck winter and summer (better view on developing TCU's etc). I fly currently my V35 till 14K but its a dog there I am sure TKS alone would seriously increase my dispatch rate but not be able to climb is another factor, staying in ice is not an option neither, to add both I am looking at different aircraft. Turbo charged T210' are not available. P210's are...In terms of fun of flying I am sure I will loose when going on this route...but the pleasure of flying in the upper levels may compensate :-)..I hope. Complexities of the systems I am able to handle i think, having a knowledgeable A&P experienced in P210's is crucial....
How expensive is a new inconel exhaust?

Don't quote me on this, but seems to me I heard last year this was running around $12K.

Garth

Thats not too bad.

I never bought a new one myself, but I have heard prices are way above that.

Luc, we need to set you up for a test flight with a TN A36.

NIL: I maintain a couple of P210s, including Espen's on occasion.

They're not really "a pain" to work on, it's just that compared to any other SEP out there, interventions are going to take 1.5 to 3 times more time to accomplish. Period.

Obviously , that drives up the Mx bills.

Thank you Dirk for sure appreciated. This will leave me with a desire to TN/TKS my bird but one can really ask the question if this a financial smart move to TKS and TN an existing airframe of 50+ years? TN without overhaul is a 50K job TKS is about a 40K job....P210's can be found for less. I am still considering TKS only and live with the altitude restrictions as most of the time in winter at least a layer can be found in between or to climb on top....I have plenty of spare parts and even a spare IO520 engine with additional 1000Hrs reserve. I could take a stepped approach and first TKS and in a couple of years to TN it....don't know. I could consider also to TN my bird without TKS but without a hot prop that doesn't make much sense I think in the weather in our region were icing is a problem.
I discussed this matter with a BT member having TKS only on a V35B and he is quite happy with TKS alone....

Thank you Michael, noted yes!