Cessna 210 Centurion 210K loading characteristics

Cessna 210 Centurion 210K loading characteristics

http://www.cessnaowner.org/components/com_agora/img/members/20217/mini_26092010-0748_C210k-weight-and-balance.GIFHi.  I am a relatively inexperienced pilot -  only been flying 210's for one year, but have clocked up 200hrs on my C210k (normally aspirated) over the last 12 months - mostly into bush strips.    Please refer attached...  "C210k weight and balance.GIF"  When my Cessna Centurion is fully laden according to attached W&B,  I run out of nose down  trim in the descent, and either have to apply quite a lot of forward pressure on the yoke, or reduce power considerably, right to the bottom of the green arc (15mp or below), slow the aircraft down considerably from say 160 to say 135 to get the aircraft to descend.  This is not necessarily a problem as I prefer to descend down through turbulent air levels slowly, well within Va manoevering speed but I was wondering weather this is normal and if anyone else had had this experience.  (I need to plan descent carefully, well in advance,  - slow up gently , close cowl flaps - keep engine warm).  More recently I have been loading the heavier bags behind the pilots seats to get the weight forward to avoid the problem.

In all other phases of flight (Take-off and cruise), trim is fine, and forward trim problem only arises when the C210 is fully laden (5 on board + luggage).  Forward trim problem when loaded manifests irrespective of fuel loads/burn.

My aircraft has a Horton STAL kit, and I was wondering if the HORTON moves CoG moment forward under heavy load on descent.  (Horton STAL = great mod for Hot, High, Heavy bush  strips by the way)

I also recently fitted an STEC55X AP and was wondering whether the mechanics had altered the rigging on installation (they say not).

Is this forward trim limit a problem or merely a safety feature??  (Although Va should, in theory INCREASE with loading).

PS>>I also notice that my 210 flies up to 10kts slower when fully laden compared to when empty.

PS>>>Bush Pilot C210 tricks from Sefofane pilots in Okavango Delta / Namibia:  For short rough dirt strip take-offs under hot high heavy conditions:  Follow short take-off POH.  In addition:  13 degrees flap (same deflection as max aileron control surface deflection), full breaks, full power, check FULL fuel flow, MP before releasing brakes. For initial stage of ground roll,  apply back pressure, slowly releasing up to 60mph (to relieve weight from landing gear, and rolling drag).  Rotate at 80mph but stay low (forward yoke pressure required) , on the deck in ground effect till 90 - fly at the trees.  Dont climb until 90. Thereafter climb at exactly 90.  Gear away at 90 BUT ONLY AFTER positive rate of climb established.  Flaps away at 100, AFTER trees VERY SLOWLY in 1 degree increments to avoid sink.

Edited By: WarwickL
2010-09-26 18:49:01

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Re: Cessna 210 Centurion 210K loading characteristics

I own a 1970 C210K and have been flying it for more than half a decade, mostly with my family of six people, near maximum gross weight, near maximum aft CG, on hot days.  Your trim is messed up somehow; what you are describing is definitely not normal and I would question whether it is safe.  Maybe it has something to do with your STOL kit, but I doubt it.  Whey my C210K is empty, it takes a LOT of BACK pressure on the yoke and/or aft trim for it to do a fully-stalled flare at landing.  Even then, it acts nose heavy.

It is a easier to land when it is fully loaded, with a CG toward the aft end of the range, with full flaps.  Then it does not take as much back trim, and it flares more gracefully, with the nose wheel easy to hold off until the very end of the landing roll.

Either way, I don't run out of trim wheel adjustability, either in the forward extreme or in the aft extreme.

But when I am fully loaded with a full aft CG, I feel the need to hold the nose down on the takeoff roll for a while, and keep it down until I pick up very good airspeed, before climbing.  I don't want to haul up on the yoke near stall speed, with a maximum aft CG, and find out I don't have enough down elevator authority to regain stability on takeoff.

It would worry me, if I ran out of down-elevator-trim in that situation, because I would be fighting to keep the nose down--if the nose pops up, I could be in a dangerously unstable situation.

You need to get that condition fixed.

Wes Schlenker
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