Cessna 210M/N Centurion II (1977-1984)

The 1977-1986 Cessna 210M and 210N represent the mature, final-production NA Centurion II. The 210M (1977) launched after a 4-year production hiatus with a completely redesigned landing gear system (electric motor driving hydraulic pump, replacing the engine-driven pump of earlier 210s). The 210N (1978-1986) refined the M design and -- starting in 1979 -- deleted the main gear doors entirely, dramatically simplifying the gear system and reducing maintenance burden.

The 210N is the most-produced and most-desirable NA 210 variant. Approximately 2,500 examples were produced (210M ~250 in 1977, 210N ~2,250 across 1978-1986). The 1979+ doorless 210Ns are particularly sought-after due to the simpler gear system. These are the 210s most commonly recommended to first-time Centurion buyers.

The 1977 Gear System Redesign

After production hiatus 1973-1976 (driven by liability concerns, demand softness, and Cessna's strategic review), the 210M relaunched with a completely redesigned landing gear system:

• Engine-driven hydraulic pump removed (eliminates pump shaft seal failures, drive train wear)
• Electric motor drives hydraulic pump on demand (only when gear is operated)
• Improved power pack design (cleaner valve geometry, better thermal management)
• Strengthened gear actuators

The electric-motor system is dramatically more reliable than the engine-driven system. SDR data shows 60-70% reduction in gear-related squawks from pre-1977 to post-1977 production.

The 1979 Gear Door Deletion

In 1979, Cessna deleted the main landing gear doors entirely. Earlier 210s had doors that closed over the retracted main gear to clean up the airflow; these doors required their own valves, linkages, and switches, all of which were failure-prone.

Deleting the doors:

• Eliminated gear door valves and linkages (multiple failure points removed)
• Reduced gear retraction/extension time
• Marginal aerodynamic penalty (~2-3 KTAS cruise)
• Simplified annual inspections
• Reduced overhaul costs

For buyers, 1979+ "doorless" 210Ns are the most desirable single Centurion variant -- best gear reliability, no major valuation penalty for the cosmetic difference.

174 KTAS cruise at 7,500 ft (75% power), 860 FPM climb at 3,800 lb gross, 14.5 GPH. Service ceiling 17,300 ft. Range with reserves at 90 gallons: 850 NM at economy cruise.

Real-world cruise: 167-174 KTAS at typical 75% settings. The 210N is the fastest NA 210 ever built.

The 1979+ doorless 210N trades $15,000-$30,000 above equivalent pre-1979 models with doors. Late 210Ns (1984-1986) trade highest due to "last pre-litigation" status -- Cessna ended piston production in 1986.

210 universal concerns apply. M/N-specific:

1. Power pack overhaul status: The redesigned electric-motor system still requires periodic overhaul. Budget $3,000-$5,000 if overdue.
2. Cessna SIDs: 1977-1986 airframes are 40-49 years old; SID compliance is a real cost item. Full SID inspection: $5,000-$15,000.
3. Engine cylinder condition: IO-520-L still prone to cylinder cracking. Borescope inspection essential.
4. Pre-1979 door history: If buying a 1977-1978 210M/N with gear doors, review maintenance logs for door valve replacements -- chronic door problems are a major red flag.
5. Late-model avionics: 1985-1986 original panels may have 1980s-era avionics that are obsolete. Plan $25,000-$50,000 for panel modernization.