Tell me about the 210 models D, E, and F. What is there to lookout for? I see they have the IO-520's. Are they good planes?

The best Cessna site there is, IMO. Better than CPA - more like BT, but less active:

http://www.cessna-pilots.net/forums/ubb ... p?ubb=cfrm

I agree...been there since day 5 or so...but re 210s CPA has more/better info. In particular they have a model comparison/changes document that explains the model to model changes with the 210 very well.

Short version from CPA owner John Frank:

http://www.avweb.com/news/maint/182907-1.html

The big/huge/serious issue with the early 210s (I think) is the gear saddle AD. Basically, the early 210s used a steel part to hold the end of the gear legs in place. They fail and you lose the leg - bad thing. Substantial limits now on saddle time in service & required inspections. Immense expense to replace - go price them - and as I understand it, they are not repairable, only replaceable. If you shop early 210s you will see a range of prices - mostly driven by gear saddle issues.

Good luck.

RAS

edit:

Gear Saddle AD is here: http://www.airweb.faa.gov/Regulatory_an ... ght=saddle

Only the original 1960 210 and the 1961 210A have a really expensive problem with the saddles. Those saddles have to be replaced every 1000 hours. I'm pretty sure that the replacement saddles for the 210B and on are a different design and are a one time change. My IA has been in touch with our FSDO and it is looking like there is going to be an AMOC approved to just do inspections on the earlier 210s but I'm not sure how soon that is going to happen.

I considered early 210s and did a fair bit if research. I found my Bonanza before I learned a lot about 210s but here are some notes I dug up from my research...

I didn't like:
-it's a hydraulic plane. Flaps, gear, and gear doors powered by an engine driven hydraulic pump. Just seems overly complicated for a light plane.
-the gear door circus (gear door STC is a must-have on my 210 list)
-the foam core corrosion problem in the tail
-the gear saddle cracking (pre-1970)
-misfueling risks (not a serious problem if you're thorough)
-fuel bladder wrinkles (pre-1970; must have umbrella caps)

I did like:
-good useful load
-it's a Cessna
-reasonably fast
-seems to be a good value

I wouldn't run away from an early 210 but I'd make sure that my prebuy IA was a 210 expert. If you're dead set on a 210 you may want to look at the L model and later. You get the hydraulic power pack instead of the engine driven pump, more power, and a higher gross. I think the L gets you a "full size" backseat and a little more speed as well.

I owned a 66 T210F and flew it for 8 years. It left me stranded once with a starter issue. Other then that, I flew it all over the United States.

The 66 was the last year of the struts and had the highest service ceiling of all at 32,000'
The key is to have a IA that is familiar with these models. Mine still had the gear doors but I made sure mine was serviced at each annual and I never had a problem.

I would not be afraid of one at all. Like any plane, they have their quirks and the fleet is getting old. Just get a good pre buy and enjoy.

Let me know if you need anything else. 67 & 70 were two of the big changes. 67 was strutless and I believe 70 went to a wider cabin. There was also a wing design change in there somewhere too.

Rick

Save the trouble. 210L/M/N are where it's at. Yes they are more expensive, but the resale value is there.

It's rarely worth buying the older models (60s) of any airplane made by Cessna, Piper or Mooney. These manufacturers made big progress in the late 70s with aircraft systems and ergonomics.

-Pascal

The back 2 seats are not large. I took my family for a day trip in a 210G, and the 10-y-o in the very back was about as large a person as you would want to go for a long trip.

IIRC you have 3 little ones? An early 210 would be an intermediate step, as they will outgrow the back row in short order.