Cessna 210 Strut-Braced (1960-1966)

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.

Distinguishing Features (vs Cantilever-Wing 210G+)

Variant Breakdown (Years/Engines)

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."

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.

1. Gear power pack age: When was the last 8-year overhaul? Budget $3,000-$5,000 if overdue.
2. AD 76-09-13 compliance: Dye-penetrant inspection of gear saddles required at 1,300 hours and annually thereafter. Non-compliance = grounded.
3. Hydraulic line condition: Inspect every accessible line for chafing, weeping, deformation.
4. IO-470 vs IO-520 verification: Confirm installed engine matches airworthiness certificate. STC conversions exist and are common.
5. Logbook completeness: 60+ year-old airframes have often lost some history. Gaps in maintenance records significantly reduce value.