201212-1980-89 Cessna P210 Silver Eagle Conversion
Cessna P210 Pressurized Centurion · Pilot's Operating Handbook
Overview
The document is a Pilot's Operating Handbook (POH) for the Cessna P210 Pressurized Centurion, detailing its specifications, performance, and operational guidelines. It includes insights on the aircraft's capabilities, maintenance considerations, and pilot experiences.
- The aircraft can climb at 5,700 feet per minute.
- It has a maximum operating altitude of 23,000 feet.
- Cruise speed can reach 198 knots at 15,500 feet.
- The aircraft features a Rolls Royce 250-B17F/2 engine with 450 shaft horsepower.
- It has a fuel capacity of 147 gallons with optional tanks.
- The aircraft is designed for short, hard-packed runways.
- Single-lever operation reduces pilot workload.
- The aircraft can fly for five hours with an hour of reserve fuel.
Document
Source
Originally published by aeroresourcesinc.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type ·
- Pilot's Operating Handbook
- Year ·
- 2012
- File size ·
- 4.4 MB
- Publisher ·
- aeroresourcesinc.com
- Language ·
- en
Specifications & performance
Extracted from this document.
Specifications
- Height ft (in) ·
- 19 ft 8 in
- Length ft (in) ·
- 28 ft 2 in
- Useful load (lb) ·
- 1270 lb
- Wingspan ft (in) ·
- 39 ft 2 in
- Empty weight (lb) ·
- 2730 lb
- Max ramp weight (lb) ·
- 4016 lb
- Baggage capacity (lb) ·
- 118 lb
- Max gross weight (lb) ·
- 4000 lb
- Fuel capacity std (gal) ·
- 116 gal
Performance
- Cruise speed (kt) ·
- 198 kt
- Max operating altitude (ft) ·
- 23000 ft
- Max crosswind component (kt) ·
- 21 kt
- Landing distance ground roll (ft) ·
- 770 ft
- Takeoff distance ground roll (ft) ·
- 1300 ft
V-speeds
- VA_KIAS ·
- 113
- VR_KIAS ·
- 70
- VX_KIAS ·
- 78
- VY_KIAS ·
- 110
- VFE_KIAS ·
- 115
- VLE_KIAS ·
- 116
- VLO_KIAS ·
- 116
- VMO_KIAS ·
- 116
- VS1_KIAS ·
- 74
- VSO_KIAS ·
- 59
Weight & balance
- Max landing weight (lb) ·
- 4000 lb
- Max takeoff weight (lb) ·
- 4000 lb
What is the 201212-1980-89 Cessna P210 Silver Eagle Conversion?
The 201212-1980-89 Cessna P210 Silver Eagle Conversion is a pilot's operating handbook for the Cessna P210 Pressurized Centurion, dated 2012.
Where does the 201212-1980-89 Cessna P210 Silver Eagle Conversion come from?
This copy of the 201212-1980-89 Cessna P210 Silver Eagle Conversion was originally published by aeroresourcesinc.com and is hosted on Sprinkle as a free, searchable reference copy.
What year was the 201212-1980-89 Cessna P210 Silver Eagle Conversion published?
The 201212-1980-89 Cessna P210 Silver Eagle Conversion — the Cessna P210 Pressurized Centurion pilot's operating handbook on file — is dated 2012.
Most owners only have the POH. Here's the essential set for the Cessna P210 Pressurized Centurion.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins on file
- Type Certificate (TCDS)
More Cessna P210 Pressurized Centurionmanuals & documents
In this document
Specifications
The Cessna Silver Eagle P210N has a length of 28 ft 2 in, height of 19 ft 8 in, and wingspan of 39 ft 2 in with tip tanks. It has a maximum gross weight of 4,000 lbs and a useful load of 1,270 lbs.
Performance
The aircraft has a takeoff distance over a 50-ft obstacle of 2,100 ft and a landing distance over a 50-ft obstacle of 1,500 ft. It can achieve a rate of climb of 1,520 fpm at sea level.
V-Speeds
Key V-speeds include Vx (best angle of climb) at 78 KIAS, Vy (best rate of climb) at 110 KIAS, and Vso (stall in landing configuration) at 59 KIAS.
Engine and Propeller
The aircraft is powered by a Rolls Royce 250-B17F/2 engine and features a 3-blade propeller with a diameter of 90 inches.
Operational Considerations
The aircraft requires significant right rudder on takeoff and a rudder trim adjustment for every 10-knot increase in airspeed.
Cost and Maintenance
Operating costs are estimated at $250 per hour, including maintenance and engine reserve. Annual inspections typically cost around $4,495.
Safety notes
- The aircraft requires lots of right rudder on takeoff.
- A rudder trim adjustment is needed for every 10-knot increase in airspeed.
- Landings are best done with a slight amount of power.
- The aircraft's nose blocks forward visibility during certain maneuvers.
- Takeoffs and landings can be shorter on cooler days.
Full document text
A Las Vegas owner said he prefers to stay high until the last possible minute, dropping in from 15,000 feet or higher as late as possible. maintenance while I was away. Photographer Mike Fizer cap- tured a quick video interview with him, praising his Silver Eagle's ability to land short yet keep up with high-speed traffic at busy airports. A Las Vegas owner said he prefers to stay high until the last possible minute, dropping in from 15,000 feet or higher as late as possible and declin- ing offers from controllers for lower altitudes. He keeps his speed up that way. Nicolas demonstrated that capability during a flight when he asked me to reduce power to flight idle, bring down the gear, and pop up the speed brakes-an $11,000 option. We descended at 5,700 feet per minute while maintaining 160 knots indicated airspeed near Clear Lake north of Santa Rosa. Other options include $17,000 tip tanks and $50,000 deicing boots. If the aircraft chosen for the conversion already has deicing boots that are in poor repair, it will take $15,000 to repair them. Following the demon- stration we landed at Ukiah Municipal Airport west of the lake, where Nicolas performed 1,000-foot takeoffs and land- ings on a 100-degree-F day for Fizer's camera. During my landings, I found I needed to watch the sides of the runway for sink-rate information as the huge nose, 14 inches lon- ger than on the piston Cessna P21ON, blocked the forward view. Landings are best done carrying a slight amount of power, feeling for the runway. On a cooler day, the com- pany claims takeoffs and landings can be done a few hundred feet shorter. Obviously the reversible- pitch propeller is a huge help for braking after touchdown, while the 450-shaft-horse- power Rolls-Royce (Allison) 250-B17F/2 engine allows star- tling takeoffs at 3,000 feet per minute, calming to 2,000 fpm for the remainder of the climb. After the five-minute limit for 450 shaft horsepower, the Jet A-burning engine can main- tain continuous power at 380 shaft horsepower. Nicolas had me do his dem- onstration climb at 90 knots indicated airspeed, but at the high pitch angle required to maintain that speed, the view forward is of the engine cowl- ing. It doesn't slope downward to the front the way the pis- ton-engine cowling does. Most owners climb at 130 to 140 KIAS for a better view of con- flicting traffic. A FIVE-BLADE propeller is under consideration by Propjet, the Santa Rosa. California. dealer for Silver Eagle. It is eight inches less in diameter than the current three-blade propeller shown here. and provides four inches more ground clearance. Its certification is in process in California. Six conversions of the piston-engine Cessna 210 are done each year by O&N Aircraft modifications in Factoryville. Pennsylvania. Completed aircraft now total 114. T-12 I AOPA PILOT December 2012 .• HIGHLIGHTS A FAST CLIMB to altitude means less fuel used. • IT CAN FLY FIVE HOURS and still have an hour left in the tank. • IF YOU NEED MORE payload, don't take all 147 gallons of fuel. • EXPEDITE THE DESCENT at 5,700 feet per minute. • SHORT, HARD-PACKED runways are the Eagle's favorite nest. • SINGLE-LEVER OPERATION reduces pilot workload. www.aopa.org/pllot AOPA PILOT I T-13 SPEC SHEET Cessna Silver Eagle P210N BASE PRICE: $93S,OOO PRICE AS TESTED: $1.15 MILLION (INCLUDING AIRFRAME) SPECIFICATIONS Powerplant I Rolls Royce 250-B17F/2, 450 shp Recommended TBO I 3,500 hr Propeller 13 blade 90 in dla Hartzell HC-B3TF-7A Length I 28 ft 2 in Height 19ft 8 In Wingspan w/tip tanks I 39 ft 2 In Wing area 1175 sq ft Wing loading I 22.9 Ib/sq ft Power loading I 8.89 Ib/hp Seats I 6 Cabin width 13ft 5 In Cabin height 14ft Empty weight I 2,730 Ib Max ramp weight I 4,016 Ib Max gross weight I 4,000 Ib Useful load 11,270 Ib Payload w/full fuel I 556 Ib Max takeoff weight I 4,000 Ib Max landing weight I 4,000 Ib Range I 812 nm Range as tested 11,089 nm Fuel capacity, std 1116 gal (115 gal usable) 777 Ib (770 Ib usable) Fuel capacity, w/opt tanks 1148 gal (147 gal usable) 992 Ib (985 Ib usable) Baggage capacity 11811b (0 Ib with cargo area tank full) PERFORMANCE Takeoff distance. ground roll 11,300 ft Takeoff distance over 50-ft obstacle I 2,100 ft Max demonstrated crosswind component I 21 kt Rate of climb, sea level 11,520 fpm Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption) @ max power setting. best economy I 198 kt/4.1 hr 15,500 ft, 100-deg F day (158 pph/23.5 gph) Max operating altitude I 23,000 ft Landing distance over 50-ft obstacle 11,500 ft Landing distance. ground roll I 770 ft liMITING AND RECOMMENDED AIRSPEEDS VX (best angle of climb) 178 KIAS Vy (best rate of climb) 1100 KIAS VA (design maneuvering) 1130 KIAS V FE (max flap extended) 1115 KIAS VLE (max gear extended) 1167 KIAS VLO (max gear operating) Extend 1165 KIAS Retract 1165 KIAS V MO (max operating speed) 1167 KIAS V R (rotation) I 70 KIAS VS1 (stall, clean) I 74 KIAS Vso (stall. in landing configuration) I 59 KIAS All specifications are based on manufacturer's calculations. All performance figures are based on standard day. standard atmosphere. sea level, gross weight conditions unless otherwise noted. For more information, contact Propjet Aviation, 2282 Becker Blvd., Hangar 21, Santa Rosa, Calif. 95403; telephone 707-284- 9777. www.propjetaviation.com T-14 I AOPA PILOT December 2012 THE ROllS-ROYCE 250-B17F/2 engine is considered one of the smallest certified free turbines in the world. The engine got an improvement in 2007 that gave it greater high-altitude capability. All Silver Eagles get leather interiors. but most owners find they need to remove one of the seats in the middle row so passengers can reach the back row. An emergency', avionics switch above the circuit breaker box (inset opposite page) powers the transponder. nav/com, and a navigation radio in the event of a power loss. All new Silver Eagles come with an
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option for the Garmin G500 glass cockpit (right). The Silver Eagle requires lots of right rudder on takeoff, and a rudder trim adjustment for every lO-knot increase in airspeed. The pressurized Silver Eagle can cruise at 23,000 feet, but provides the greatest horsepower advantage over its turbocharged 31O-horsepower piston-engine counterpart between 15,000 and 19,000 feet. Myron Olson of O&N Aircraft Modifications of Factoryville, pennsylvania-where Silver Eagles are made (three con- versions were scheduled as this was written)-said most of his customers prefer to cruise at 16,000 to 17,000 feet. There are now more than 100 Silver Eagles in the fleet worldwide. THE BEST ATTRIBUTE For the new turbine pilot, the greatest gratification comes from slowing the airplane dur- ing taxi by lifting a release on the power lever and moving it into the Beta range. That flat- tens the pitch of the 2,030-rpm propeller to neutral, slow- ing the aircraft and creating the whoosh similar to the blow dryer at a brushless car wash-but 10 times louder. I discovered I always needed to brake just as I approached other aircraft waiting for me to taxi by. What a coincidence. Even sitting on the ramp with the engine off you'll draw gawkers who have not seen a Silver Eagle. Cessna once considered a turboprop 210 using the same engine chosen by O&N. There are other advantages. Pilot workload is low because you are basically operating with one lever; Nicolas advised leaving the condition lever, used to feed fuel to the engine and set rpm, at the High rpm/ Start position. Speed, of course, is the main advantage. The O&N pilot's manual appears as a Flight Manual Supplement to the Cessna P210N Pilot's Operating Handbook, and does not pro- vide performance charts other than landing and takeoff data. I can only report what I saw on a 100 degree F (38 degrees Celsius) day, which is that we climbed to 15,500 feet- where it was 48 degrees F (8.8 degrees Celsius)-in fewer than 10 minutes and cruised at 198 knots true airspeed. Occasionally I saw 200 KTAS. O&N officials promise 215 KTAS at 16,000 feet in cooler temperatures. Turbine engines are temperature sensitive. "You'1\ appreciate the stability of this airplane in formation," Nicolas said. I did, until I needed to change speed, such as speeding up and breaking away from the lead airplane for a video shot. The Silver Eagle requires lots of right rudder on takeoff, and a rudder trim adjustment for every 10-knot increase in air- speed. Flying on the right for better visibility, I didn't have an electric trim switch and (including airframe) is a beau- tiful airplane with a beefed-up tail and quality workmanship in a new interior, the engine, and a Garmin glass-cockpit panel. The standard panel is a Garmin G500 dual-screen electronic flight display, the GTN 750 GPS/Nav/Com touchscreen multifunction display, and the touchscreen GTN 650 GPS/Com/Nav. The autopilot is the S-Tec (now Cobham) Fifty Five X. Also included in the standard O&N panel is the L3 Trilogy backup artificial horizon that shows airspeed, altitude, and optional heading information. Even ifboth the backup power What you get for your $1.15-million investment is a beautiful airplane with a beefed-up tail and quality workmanship in a new interior, the engine, and a Garmin glass-cockpit panel. asked Nicolas to set the trim. The airplane :vanted to remain rock solid, steady and level, at all times, so when I needed to do a quick breakaway, the pro- cedure was to use both hands on the yoke for a quick bank away from the photo plane. WHAT IT COSTS AND WHAT YOU GET Nicolas has made a rough estimate that factors in main- tenance, engine reserve, fuel, hangar rental, and insurance, and claims the Silver Eagle costs $250 per hour to oper- ate. The engine reserve makes up $51 of that cost. When the engine reaches 1,750 hours, you'1\ need a hot-section inspection costing $60,000. Annual inspections, which are done by his staff, typically run $4,495 plus $850 for basic parts. What you get for your $1.15-mi1\ion investment T-16 I AOPA PILOT December 2012 and the aircraft's main power system fail, the L3 also has a one-hour internal battery. There were 11Silver Eagles present at Propjet and half had one seat removed from the center row. Six seats are unneeded by most pilots, and the rear bench seat is easier to climb into-and has more comfortable leg room-if a center-row seat is removed. Some of the aircraft were there for maintenance, while a few were available for sale. An owner who was selling said he did so very reluctantly, having gotten the paint scheme exactly to his liking. Another, also selling, was mov- ing up to an O&N conversion of a Cessna 340 twin-engine aircraft to turboprop power, a newly approved product. I can't wait to taxi that one, with double the whoosh. AOPA EMAIL alton.marsh@aopa.org I