Flywings 2018 All Planes Unlocked

[Ara Kistner]

Pitchmakes a plane descend or climb. The pilot adjusts the elevators on the tail to make a plane descend or climb. Lowering the elevators caused the airplane's nose to drop, sending the plane into a down. Raising the elevators causes the airplane to climb.

Yaw is the turning of a plane. When the rudder is turned to one side, the airplane moves left or right. The airplane's nose is pointed in the same direction as the direction of the rudder. The rudder and the ailerons are used together to make a turn

The ailerons raise and lower the wings. The pilot controls the roll of the plane by raising one aileron or the other with a control wheel. Turning the control wheel clockwise raises the right aileron and lowers the left aileron, which rolls the aircraft to the right.

The rudder works to control the yaw of the plane. The pilot moves rudder left and right, with left and right pedals. Pressing the right rudder pedal moves the rudder to the right. This yaws the aircraft to the right. Used together, the rudder and the ailerons are used to turn the plane.

The elevators which are on the tail section are used to control the pitch of the plane. A pilot uses a control wheel to raise and lower the elevators, by moving it forward to back ward. Lowering the elevators makes the plane nose go down and allows the plane to go down. By raising the elevators the pilot can make the plane go up.

The pilot of the plane pushes the top of the rudder pedals to use the brakes. The brakes are used when the plane is on the ground to slow down the plane and get ready for stopping it. The top of the left rudder controls the left brake and the top of the right pedal controls the right brake.

Most of the early planes were only able to fly at this speed level. Early engines were not as powerful as they are today. However, this regime is still used today by smaller planes. Examples of this regime are the small crop dusters used by farmers for their fields, two and four seater passenger planes, and seaplanes that can land on water.

760 MPH is the speed of sound. It is also called MACH 1. These planes can fly up to 5 times the speed of sound. Planes in this regime have specially designed high performance engines. They are also designed with lightweight materials to provide less drag. The Concorde is an example of this regime of flight.

Rockets travel at speeds 5 to 10 times the speed of sound as they go into orbit. An example of a hypersonic vehicle is the X-15, which is rocket powered. The space shuttle is also an example of this regime. New materials and very powerful engines were developed to handle this rate of speed.

Every airplane model has a personality; some even have a stereotype. The V-tail Bonanza is either a joy to fly (according to owners) or a doctor killer (according to the internet). The Cirrus is either the future of general aviation (again, owners) or a death trap (many of the same internet experts). Beauty is most certainly in the eye of the beholder when it comes to airplanes.

When I was released after four turns in the hold, the controller asked what speed he could expect from me on final. I knew he was bracing for an inconveniently low number, so I was proud to surprise him with 150 knots. The 210 I flew, a 1980 model with no rear gear doors, boasted a maximum gear speed at the bottom of the yellow arc, so I used the landing gear like a speed brake. Coming into Washington, I kept the power up until three-mile final, then dropped the gear and ten degrees of flaps. In no time I was slowed below 100 knots and made a smooth landing on the two-mile long runway at IAD. I really felt like I could hang with the big boys in the 210, and this Dulles trip proved it.

Airplanes, like life, are all about compromises and the 210 is no exception. High on the list of reasons to hate the airplane is maintenance. A new owner who approaches annual inspection with a 172 mindset will be quickly disappointed. The fuel system is complicated, turbocharged models need a little extra TLC, and some parts are hard to find. Many 210s have also lived hard lives as freight airplanes and have the skimpy maintenance history to prove it.

The original Cessna 210 was certified 60 years ago, and went through dozens of design changes over its 27-year run. What started out as a bump-nosed airplane with strut-braced wings evolved into a sleek cross-country traveler. And yet 33 years after it went out of production, there is no modern version of the Cessna 210. Cessna brought back the 172 and 182, but not the 210. Why?

It is a load hauler, not quite as fast as Bonanza, but at least everyone faces forward and passengers can either look out the window or fully recline their seats. The standard tanks carry way more fuel than my bladder can tolerate.

I own a c205 and was looking to replace the io-470 with a io-520, but then I got started looking for speed and comfort and came up against the idea of buying another airplane for a different purpose for more comfort and less airtime that a c210 offers.

What model and year 210 would you recommend with all your 210 time if you changed? Would you go pressurized and what model would you think would be best? Is turbo necessary for over 15,000 altitude flying? And when does the fuel efficiency change that makes it morat costly?

Thanks for any feedback you might have. Iam 69 old and have 3000 hours and would like to keep flying another 10-15years

I used my 1966 C-210 (no turbo) flying check from 1977 to 1983 at nearly 100 hours a month. Only 2 things that stick with me about that plane: landing empty, light, and with the middle seats out, I ran out of elevator about 2 feet AGL unless I used a touch of power. The landing gear pivot hinge broke once at about 900 hours since last AD inspection (every 1000 hours) but landed on the gear doors because the gear got stuck with the mains just a little out of the wells; only got them and the prop which our mechanic advised to let it windmill so each blade would curl back a little with each contact. The engine lasted full term (before required overhauls). So not really a belly landing. (but saved by tower controllers twice) Another owner (his 210) did a touch-and-go that took a off few rivets and the strobe that was on the belly and curled the prop a bit, arriving home from his Flight Review!!

Once I watched it take off and saw the gear retract. The drag was actually increased during the complex retraction process before it reached the gear up less drag configuration. Watching all the gyrations for the gear to come up, I felt proud to be flying a retractable gear plane. It looked so cool. Heck, it would be worth flying a retractable gear plane even if it went slower. Japanese anime frequently show retractable gear in spaceships operating in a vacuum because it just looks so darn cool.

Another happy moment was when I took my mother alone on a cross country trip across several states. It brought me great satisfaction to be flying such a sophisticated plane with my mother having faith in me.

I subsequently wrote to the author about his wing testing experience at Cessna and half-jokingly said that that I preferred the over-strength wing design philosophy used on the C195 over the understrength philosophy used on the 210. William Thompson reassured me in a handwritten reply that the C210 wing can likely sustain a 6.5g load before it fails. He computed 6.5g from the 3.8g design limit load, the 1.5 (50%) safety factor required by the FAA and an additional factor of 1.15 (15%) because of the quality materials used by Cessna.

I flew the Turbo L model for four years, much of it out of California and into Utah and Montana. It was a trade out deal my time was theirs, otherwise the plane was mine for the gas. Once took it up to 24,000 feet *we had oxy. to get over bad weather which tried my nerves since I had two on board. Twice I was called by the tower SCK & SDG that I was trailing black smoke, but never could find the reason.

I gave up the experience when a family member wanted to take over the job. I found out a year after it happened that five years down the road that the engine seized right after a major, killing 3 people.

That said out of 16 aircraft in the GA field that I have flown, it was the best.

I used to own a 1979 P210 for 20 years, the airplane flies great, its fast and economic to get there.Sold it 7 years ago and bought Turbo Prop, that is more expensive on the maintenance.Sold it las year and bought again a P210R 1986, airplane flies fast and has 120 gal. Fuel tanks so you can get anywhere. Maintenance is easy on this airplane.

Also, a caveat: Though I have owned the aircraft since 1990 it has not flown since late 1998. I am amid a thorough overhaul/rebuild (Oshkosh 2024?) that started out as a factory new TSIO-520 engine replacement which quickly spun out of control. That I have been willing to hangar my airplane these many years should be testament to my love and appreciation for the model. Or, perhaps, institutionalization. Whatever.

I expect that as I approach retirement, I will be under great financial pressure to sell this wonderful aircraft and step back to an RV-8 or something similar. I'm certain that when I watch my bird taxi away from my hangar my eyes will be filled with as many tears as when my 182 taxied away.

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