Cessna · 1960–1966
Cessna 210 Strut-Braced (1960-1966)
iSpecifications
Performance
Cruise
165KTAS
Range
700nm
Climb
1010fpm
Ceiling
17,500ft
Fuel Burn
14gph
Fuel Cap.
63gal
MPG
13.6mpg
Stall (Vs0)
55KIAS
T/O roll
950ft
Ldg roll
720ft
Size & weight
Seats
4
Useful Load
1120lbs
Full-fuel payload
740lbs
Max gross
3,100lbs
Wingspan
36.8ft
Length
28.2ft
Engine
Engine
Continental IO-520-A
Power
285hp
TBO
1,700hrs
Overhaul
$48k
Owning it
Hull insurance
$3k/yr
Parts
fair
Mechanics
specialist
Gear
Retractable
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,980 lbs
- Max fuel weight
- 380 lbs
- Height
- 9.7 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,900 ft
- Landing over 50 ft
- 1,420 ft
Paperwork
- Type certificate
- 3A21
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$75k
Range
$55k – $100k
Annual all-in
~$31k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (14 gph)
- $9,100
- Engine reserve
- $2,824
- Propeller reserve
- $175
- Maintenance, parts & wear items ($22/hr)
- $2,200
- Insurance
- $1,600–$3,000
- Hangar
- $6,227–$15,566
- Annual inspection (labor only)
- $2,500
- Databases & subscriptions
- $700
- Total per year
- $30,695
- Per flight hour
- $307
- Miles flown / year (at cruise)
- 18,988 mi
- Cost per mile
- $1.62/mi
- Time in the air
- 1 hr 49 min
- Fuel burned
- 25 gal
- Out of pocket
- $260
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
Strengths
Weaknesses
Overview
The 1960-1966 strut-braced Cessna 210 family covers the original 210 production run before the 1967 cantilever-wing redesign. This era includes the 210 (1960), 210A (1961), 210B (1962, swept tail intro), 210C (1963-1964, IO-520 upgrade), 210D Centurion (1964, "Centurion" name introduced), 210E (1965), and T210E (1966, first turbocharged variant). Total production across these seven model years: approximately 2,250 aircraft.
The strut-braced 210s are the most affordable Centurions on the market -- typically $55,000-$100,000 -- but they carry the most demanding maintenance profile of any 210 generation. The engine-driven hydraulic landing gear system on these airframes is the most failure-prone gear system Cessna ever installed in a piston single. Buyers should approach these aircraft with eyes wide open: cheap to buy, expensive to own.
The Engine-Driven Hydraulic Gear System
The defining feature -- and defining problem -- of the 1960-1966 210 is the engine-driven hydraulic landing gear. A single hydraulic pump driven directly off the engine accessory case provides pressure for gear retraction, extension, and (on most variants) gear door operation. When the pump fails, you have no gear. When the hydraulic lines leak, you have no gear. When the thermal relief valve unseats, you have no gear.
Common failure modes specific to these years:
- Engine-driven pump failure: Pump shaft seal leaks, internal wear. Replacement: $2,500-$5,000.
- Hydraulic line chafing: Lines route through tight spaces and chafe over time.
- Thermal relief valve unseating: Hot day on the ramp, gear can't be retracted on takeoff.
- Gear door valve failure: Pre-1979 aircraft have main gear doors; door valve failures strand gear partially in trail.
- Hydraulic reservoir depletion: Control cable chafing drains reservoir slowly.
Cessna's recommended power pack service (every 8 years, $3,000-$5,000) is essentially mandatory on strut-braced 210s. Pre-buy must include landing gear cycle test on jacks, hydraulic system pressure test, and dye-penetrant inspection of gear saddles per AD 76-09-13.
Variants & History
Distinguishing Features (vs Cantilever-Wing 210G+)
| Feature | Strut-Braced 210 (1960-1966) | Cantilever 210G+ (1967+) |
|---|---|---|
| Wing | Strut-braced (visible wing strut) | Cantilever (no strut) |
| Landing gear pump | Engine-driven hydraulic | Engine-driven then electric |
| Seats | 4-seat | 5-6 seat |
| Engine (typical) | IO-470-E 260 HP or IO-520-A 285 HP | IO-520-A 285 HP |
| Max gross | 2,900-3,100 lbs | 3,300-3,800 lbs |
| Useful load | ~1,000-1,150 lbs | 1,200-1,500 lbs |
| Era stigma | "First-generation gear" | More refined gear |
Variant Breakdown (Years/Engines)
| Variant | Years | Engine | HP | Notes |
|---|---|---|---|---|
| 210 | 1960 | Continental IO-470-E | 260 | Original, strut-braced, 4-seat |
| 210A | 1961 | Continental IO-470-E | 260 | Minor updates |
| 210B | 1962 | Continental IO-470-E | 260 | Swept tail, rear window |
| 210C | 1963-1964 | Continental IO-520-A | 285 | IO-520 engine upgrade |
| 210D Centurion | 1964 | Continental IO-520-A | 285 | "Centurion" name introduced |
| 210E | 1965 | Continental IO-520-A | 285 | Continued refinements |
| T210E | 1966 | Continental TSIO-520-C | 285 | First turbocharged variant |
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Performance
The 260 HP variants (1960-1962) cruise at ~160 KTAS at 7,500 ft, burning 12-13 GPH. The 285 HP IO-520 variants (1963-1965) cruise at ~165-170 KTAS at the same altitude, burning 13-14 GPH. The T210E (1966) cruises at 175-180 KTAS at 12,000-15,000 ft, with full power maintained to 16,000 ft.
The strut adds approximately 3-5 KTAS of parasitic drag compared to the cantilever-wing G+, but the wing structure is lighter and the airplane is more responsive to roll inputs. Pilots transitioning from cantilever 210s often describe the strut-braced models as "lighter in the hands."
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Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs gear overhaul | $48,000-$55,000 |
| Flying but tired | $55,000-$75,000 |
| Well-maintained | $70,000-$95,000 |
| Recent gear power pack + IO-520 SMOH | $85,000-$120,000 |
T210E variants trade $10,000-$20,000 above equivalent NA 210Es due to rarity and turbo capability. Strut-braced 210s generally trade $30,000-$50,000 below comparable cantilever 210G-J aircraft.
ADs & Common Problems
- Gear power pack age: When was the last 8-year overhaul? Budget $3,000-$5,000 if overdue.
- AD 76-09-13 compliance: Dye-penetrant inspection of gear saddles required at 1,300 hours and annually thereafter. Non-compliance = grounded.
- Hydraulic line condition: Inspect every accessible line for chafing, weeping, deformation.
- IO-470 vs IO-520 verification: Confirm installed engine matches airworthiness certificate. STC conversions exist and are common.
- Logbook completeness: 60+ year-old airframes have often lost some history. Gaps in maintenance records significantly reduce value.
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