What is the gross weight? I believe some 210’s were up to 4000lb? I feel like only the later models had highest gw.

Mine is 3800. The later ones go to 4100 I believe, but are heavier so useful load is similar.

I owned a '77 M model. Its factory GW was 3800, but there was an STC that increased it to 4000. IIRC, the STC only required that you have 6 ply tires and a logbook entry. Easy peasy. Fairly likely that it included K models as well.

T210N gw is 4000. 210N is 3800. UL is not very different because of weight of turbo, plumbing, oxygen system, etc. About 1000 lbs UL with full fuel-90 gal.

I owned a '77 M model. Its factory GW was 3800, but there was an STC that increased it to 4000. IIRC, the STC only required that you have 6 ply tires and a logbook entry. Easy peasy. Fairly likely that it included K models as well.

For reference only since the OP didn't mention a P210N, mine is a 1981 with A/C, FIKI and has Flint Tips so UL is low.

4000 lbs GW
1400 lbs UL
860 lbs payload with 90 gals
668 lbs payload with 122 gals

I'm familiar with the 210L gear system. Most problems are electrical -- broken wires in the up and downlock and squat switches, and less often the switches themselves. The gear mod does nothing to prevent those problems because it doesn't remove any of the components that commonly fail, just the doors.

A good way to avoid gear problems is to have the gear properly rigged using the Cessna SE960 go/no-go gages. Most 210s have never had that done and most mechanics have never done it. While he's in there, your mechanic can inspect and repair suspect wiring.

I have a 210L Non-turbo. Owned it for a year, and flown 70 hours so far. Paul New did my prebuy, it was worth its weight in gold. John Effinger is another expert. You can't go wrong with either of them. I still have the gear doors, and glad that I do - the plane looks cleaner and it is a little faster.

The most important thing I learned from Paul was "LOWER THE GEAR IN THE WHITE ARC IF YOU HAVE DOORS". I have never used the gear as a brake. I always lower it on final because with the gear down and at idle, the plane is coming down, fast.

I have 1,550 lbs of UL, I have the seat behind the pilot out and I fly at 10.5k, 155kts at 13GPH, which is 40degrees ROP and 53% power. With 90 gallons I can go a long time.

As others have said, the gear problems are mostly electrical -the wires and micro switches are the causes of most gremlins. Knock on wood it hasn't happened to me yet. But I have the Cessna "tools", and my mechanic went to Paul New's 210 class (another must do for owner and mechanic) to learn about the gear. They spend a whole day on the gear.

I looked a Bonanza - I have 3 kids plus my wife and the incremental cost of the Bo + the lower UL and less fuel (without tips) pushed me to a 210. And being in AZ I like the shade the wings provide.

If i had to do it again, I would choose the 210, again. Yes the gear worries me (a little), but I try and treat it nicely and so far it has returned the favor.

This is pretty much where I am, minus a kid. Losing a little speed for a higher UL, two doors, and a high wing is a fair trade.

I owned a V35B pre-kids. It was probably a little faster than a NA 210 but that was about it. Still had to climb over the wing and the CG was always a worry.

My only 210 time is in a T210N. It would take full tanks + 220lb pilot + another ~850 pounds of stuff. I was impressed with it.

Paul New.... what a heck of a fine guy. Met him at KOSH this summer while we were helping out on the Dave Monti Aviation Technician of the Year award.

BH

The 210 is the best single engine piston airplane that Cessna built, I'm guessing it would cost $1.5m today. My advise is buy the best one you can afford that is ready to go, every dollar you put in you'll be lucky to get ten cents back out. Either take it to John Efinger's new place in Bourland (50F)or pay to have him go look at it. Don't bother asking me how I know this. Paul New in Tennessee is another guru but you're in the SW. Cessna Owners did a story on the 210 a few months back. Good luck. bk

When it comes to landing gear and flight control rigging another C210 expert is Adam Halop. He was part of the CPA team in Santa Maria but I think he ended up in the DFW area.

I am sure he is well versed on the whole airplane but is definitely a rigging guru.

When i was a kid (1980s-1990s) my dad had a 210. He purchased a wrecked 210 in order to take parts from because he said the cessna parts were too expensive.

i always though Bonanza parts were outrageously expensive......then I bought a 210.....

The Cessna groups actually advise against using a mule to swing the gear at annual. Doing so is a primary source of contaminants in the hydraulic system. Your connecting your airplane to every other hydraulic system that mule has been with. Use the hand pump to swing the gear at annual. Thankfully mine was a 74L so I didn't have to worry about that.

Someone mentioned the 74L didn't have the GAMA POH. Interestingly the 76L does. I always wanted to pick one up for mine, but I never did.