As a personal aircraft, the C-P210 Silver Eagle conversion is a superb choice. The Alison / RR 250 is one of the most safe and reliable turbine engines ever built. The cost to maintain and overhaul one is very competitive compared to a TS / IO520 C, CE, J, AF or R series conventional engine. Hopefully the MT-5 propeller overhaul cost is not prohibitive. The only thing I do differently when I do a General Aircraft preflight walk around is carefully inspect all control surfaces Heim joints and if equipped, all trim tab free constant motion attachment points, ensuring all trim tabs maintain consistent opposite movement. Trim tabs operated by cable / pulley often need adjustment. If electric, it's best to determine if they are working before engine start. The rear horizontal elevator trim tab gets a serious workout with a high performance MT-5 prop as elevator control authority is vastly improved. You have a very nice high performance, low cost airplane, that will serve you extremely well. If I could afford one, I wouldn't hesitate to acquire a Silver Eagle. Especially one that can be upgraded to modern flight deck avionics and FMS control. Have a nice flight ✈️!
"It may be a regular Flight check; But? Your a Movie Star, your introducing an aircraft that I liked because it was ahead of it's time. And? It still is a modern success today. Thank you for your brief input."
Never mind flying in one - your videos are have sold me on the silver eagle. Love the original 210 but it has some serious flaws, the silver eagle seems to solve them, except for the ropey landing gear. Just sad my father is not alive to see this amazing improvement to his favourite aircraft.
@@Ilikeflying Would love to however I live in the UK so it is a long flight and until this COVID nightmare is over we can barely leave our house, however if you do come here then I would love to take you out for a meal. My closest airport is Gatwick but Shoreham or Red Hill would be better...
This plane is a superb choice for 180 knots and pressurization. Comparing it to an A36 with a turbine doesn't work at or above 10,000 feet where the pressurization is a factor Span out to say a Piper M600 and it still doesn't work, even above 10,000 feet. The M600 is a 2-place plane when fully fueled. An Eagle with an upgraded panel makes tremendous sense. The Eagle and the Turbine A36 are the same price (averaged) and the M600 is outside the price-point envelope.
The Silver Eagle is also a 2 person plane when fully fueled. Typical useful load is 1250#. Fuel is 900# so you get no bags (baggage compartment is all fuel) and 350# for pax. Plus you have 5 fuel tanks to manage. Tips need fuel in them all the time unless less than 3800#.
@@peterlelievre Giving it further thought ... I'll have to pull up the spec's to regard if you put the same amount of fuel that top's the tanks in the Piper into the Cessna, is the Cessna then a 4 placer ? I'm betting the fuel capacity of the Cessna exceeds the Piper.
@@peterlelievre I ran all the numbers on the Jetprop DLX vs the Silver Eagle (same plane types). The full fuel payload on the Silver Eagle is 648 vs 444 on the Jetprop and both have almost identical cruise range of 1,100 miles. The trade-off is useful load vs speed. The Jetprop is faster (260 vs 220). The other numbers are comparative. The Silver Eagle climbs faster, with fuel burn @ 22 gph vs 31 gph on the Jetprop.
I am working on new combustion engine tech called New Engine Type (NET) that will burn ~3x less fuel in cruise and about 6x less at 1/3 torque compared to the turbine. It use gasoline (all grades), JET, Ethanol or methanol. It has three redundant systems, so it is like flying a tri plane. It can capture CO2 if wanted with 1/3 rd range (same as the turbine). The range would be 3x more with gasoline allowing easy cross Atlantic flights. The power density is about the same as the turbine. 1.25 HP/LB.
NET could have up to 504 HP continuous to 11,000 feet, and would be at 252 HP at 27,500 (50% power). C210 spec is: V ne (never exceed) = 175 to 225 kts depending on model V no (top of green arc) = 170 to 210 kts. SL 504 HP = 198 kts, 13.8 gal/hr 5000 ft 504 HP = 209 kts 13.8 gal/hr. 11000 ft 504 HP = 222 kts, 13.8 gal/hr 18000 ft 381 HP = 218 kts, 10.4 gal/hr 27,500 ft 254 HP = 212 kts, 7 gal/hr Economy cruise at 11,000 and 168 HP (1/3rd power) is ~155 kts and 4.6 gal/hr, 39 MPG. 148 gallons = ~5650 miles. 31 hrs. Economy cruise at 27,500 and 168 HP (1/3rd power is ~ 184 kts (118 kts indicated) and 4.6 gal/hr and 46 MPG. At 148 gallons, that would give a range of over 6660 miles with 45 minutes reserves...31 hrs. Use Oxygen and get 1000 miles more range and 29 kts more speed. Would need two pilots and a bed in back... Then switch to Solar made Ethanol at $0.66/gal (3 Cent/kwh). 148 gallons x 0.66= $97. So, NET would cut fuel flow by 3x at full cruise and 6x at slow cruise (1/3 power is 1/2 BSFC vs 90% torque) and use fuel that is 7 times less costs. So, 6 x 7 = 42 times less costs for fuel. Cost of NET engine would be around $50k in high volume production for an airplane engine... as compared to a Turbine at over ~$500k. The same engine parts will be used in cars, SUVs, pickup trucks, and even a semi trucks. They also go in houses and function as heat pumps and power generation for 44,000 hrs overhaul cycles. TBO for airplanes will be around 6,000 hrs, similar to turbines, but only a few $1000, not $100s of thousands like a turbine. Motors can be removed and overhauled and the airplane flowed in a derated basis... 6 motors vs 5 motors... Flying will be very inexpensive with NET. Cheaper than driving a car.... At @@Ilikeflying
As a personal aircraft, the C-P210 Silver Eagle conversion is a superb choice. The Alison / RR 250 is one of the most safe and reliable turbine engines ever built. The cost to maintain and overhaul one is very competitive compared to a TS / IO520 C, CE, J, AF or R series conventional engine. Hopefully the MT-5 propeller overhaul cost is not prohibitive.
The only thing I do differently when I do a General Aircraft preflight walk around is carefully inspect all control surfaces Heim joints and if equipped, all trim tab free constant motion attachment points, ensuring all trim tabs maintain consistent opposite movement. Trim tabs operated by cable / pulley often need adjustment. If electric, it's best to determine if they are working before engine start.
The rear horizontal elevator trim tab gets a serious workout with a high performance MT-5 prop as elevator control authority is vastly improved.
You have a very nice high performance, low cost airplane, that will serve you extremely well. If I could afford one, I wouldn't hesitate to acquire a Silver Eagle. Especially one that can be upgraded to modern flight deck avionics and FMS control.
Have a nice flight ✈️!
Hi Doug, very good comments! Thanks! :-)
"It may be a regular Flight check; But? Your a Movie Star, your introducing an aircraft that I liked because it was ahead of it's time. And? It still is a modern success today. Thank you for your brief input."
Thanks Andy. I am just a regular guy enjoying flying my eagle 🤙
Beautiful Silver Eagle!! Its so unique and offers so much for its cost!! Thank you for sharing all your videos are excellent!!
Julio thanks julio 😊
Still exelent! Safe flying forever.
thanks :-)
The regular T210 is already a great airplane.
I cannot imagine how great it would be to fly the P210.
Cheers from France
Never mind flying in one - your videos are have sold me on the silver eagle. Love the original 210 but it has some serious flaws, the silver eagle seems to solve them, except for the ropey landing gear. Just sad my father is not alive to see this amazing improvement to his favourite aircraft.
so...it's time to go for a ride, true?
@@Ilikeflying Would love to however I live in the UK so it is a long flight and until this COVID nightmare is over we can barely leave our house, however if you do come here then I would love to take you out for a meal. My closest airport is Gatwick but Shoreham or Red Hill would be better...
@@ale1022 yeah....crazy times
Wonderful…! A very close friend of yours recommended me your channel… love it.
Such a nice video! I really enjoyed that. Never seen Hockenheim like this from above haha. At least not in a very long time (1998).
Kaipeternicolas thanks 🤗
Lindo avião, um sonho... Parabéns e Boa Sorte em seus vôos. 👏👏🤝🇧🇷
Many thanks
Schönes Flugzeug.
This plane is a superb choice for 180 knots and pressurization. Comparing it to an A36 with a turbine doesn't work at or above 10,000 feet where the pressurization is a factor Span out to say a Piper M600 and it still doesn't work, even above 10,000 feet. The M600 is a 2-place plane when fully fueled. An Eagle with an upgraded panel makes tremendous sense. The Eagle and the Turbine A36 are the same price (averaged) and the M600 is outside the price-point envelope.
The Silver Eagle is also a 2 person plane when fully fueled. Typical useful load is 1250#. Fuel is 900# so you get no bags (baggage compartment is all fuel) and 350# for pax. Plus you have 5 fuel tanks to manage. Tips need fuel in them all the time unless less than 3800#.
@@peterlelievre I went 1/5th on an EPIC. Full fuel, full seats, and baggage. But even then ... no head with a cabin class airplane.
@@peterlelievre Giving it further thought ... I'll have to pull up the spec's to regard if you put the same amount of fuel that top's the tanks in the Piper into the Cessna, is the Cessna then a 4 placer ? I'm betting the fuel capacity of the Cessna exceeds the Piper.
@@peterlelievre I ran all the numbers on the Jetprop DLX vs the Silver Eagle (same plane types). The full fuel payload on the Silver Eagle is 648 vs 444 on the Jetprop and both have almost identical cruise range of 1,100 miles. The trade-off is useful load vs speed. The Jetprop is faster (260 vs 220). The other numbers are comparative. The Silver Eagle climbs faster, with fuel burn @ 22 gph vs 31 gph on the Jetprop.
@@richardgreen7811 Like to see those numbers. Silver Eagle full fuel is 148 gallons = 1036 lb. That would leave only 350 lb useful load, not 648.
I love your Cessna 210
I can now confirm: if you fly twice, you fall in love twice.
What a nice airplane!
Great plane with a nice modification, my first step in the checklist is to take a good look at my wallet
😉
I am working on new combustion engine tech called New Engine Type (NET) that will burn ~3x less fuel in cruise and about 6x less at 1/3 torque compared to the turbine. It use gasoline (all grades), JET, Ethanol or methanol. It has three redundant systems, so it is like flying a tri plane. It can capture CO2 if wanted with 1/3 rd range (same as the turbine). The range would be 3x more with gasoline allowing easy cross Atlantic flights. The power density is about the same as the turbine. 1.25 HP/LB.
Do you have a demo-engine ready?
NET could have up to 504 HP continuous to 11,000 feet, and would be at 252 HP at 27,500 (50% power).
C210 spec is:
V ne (never exceed) = 175 to 225 kts depending on model
V no (top of green arc) = 170 to 210 kts.
SL 504 HP = 198 kts, 13.8 gal/hr
5000 ft 504 HP = 209 kts 13.8 gal/hr.
11000 ft 504 HP = 222 kts, 13.8 gal/hr
18000 ft 381 HP = 218 kts, 10.4 gal/hr
27,500 ft 254 HP = 212 kts, 7 gal/hr
Economy cruise at 11,000 and 168 HP (1/3rd power) is ~155 kts and 4.6 gal/hr, 39 MPG. 148 gallons = ~5650 miles. 31 hrs.
Economy cruise at 27,500 and 168 HP (1/3rd power is ~ 184 kts (118 kts indicated) and 4.6 gal/hr and 46 MPG.
At 148 gallons, that would give a range of over 6660 miles with 45 minutes reserves...31 hrs. Use Oxygen and get 1000 miles more range and 29 kts more speed. Would need two pilots and a bed in back...
Then switch to Solar made Ethanol at $0.66/gal (3 Cent/kwh). 148 gallons x 0.66= $97.
So, NET would cut fuel flow by 3x at full cruise and 6x at slow cruise (1/3 power is 1/2 BSFC vs 90% torque) and use fuel that is 7 times less costs.
So, 6 x 7 = 42 times less costs for fuel.
Cost of NET engine would be around $50k in high volume production for an airplane engine... as compared to a Turbine at over ~$500k.
The same engine parts will be used in cars, SUVs, pickup trucks, and even a semi trucks.
They also go in houses and function as heat pumps and power generation for 44,000 hrs overhaul cycles.
TBO for airplanes will be around 6,000 hrs, similar to turbines, but only a few $1000, not $100s of thousands like a turbine. Motors can be removed and overhauled and the airplane flowed in a derated basis... 6 motors vs 5 motors...
Flying will be very inexpensive with NET. Cheaper than driving a car....
At @@Ilikeflying
@@seaplaneguy1 As soon, you might have a demo turbine...call me!
Beautiful P210 capi
Is that a HUD in front of left seat!windscreen? Thank you!
No. Its the deicing hot plate
@@Ilikeflying ahhhh! Thank you!!
wonderful, my dream
Freue mich schon auf zukünftige Videos :) Gibt leider sehr wenige guten Flugzeugcontent aus Deutschland :/ Happy Landings
Danke. Gibt halt nicht soviel Flieger in D. Da sind wir ja schon richtige Exoten!
The best video 👍👍👍 now it’s time for Pilatus pc24😉
always enjoyable to watch your adventures , if you visit London EGTR , when this crisis is over , I can offer you lunch at the field.
Wilco :-)
2025 we will own ours!
Incredible Plane! Nice video. If you can share the number, like TRUE AIR SPEED FUEL BURN I will appreciate
What is the decibel level between the 3 blade and 5 blade props on the Silver Eagle? Any TAS gain?
no difference
Are you based out of Mannheim?
Speyer
Nice video! Viele Grüße von der anderen Seite (MFG Speyer)