I thought most of the strutted models had issues with gear saddles?

The Saddle issue got worked out a long time ago. You either got one that was SN exempted or you bought a used one that was.

Not to say there weren't other issues. recurring landing gear brake swivel leaks which are harmless, but will drive you nuts till you figure them out.

The hydraulic power pack is a mechanical masterpiece. (meaning you better learn how to operate and maintain it or you will be buying another to the tune of 2A$. It is remarkably simple if you commit to understand 1940 hydraulics. The early models had both hydraulic gear AND flaps, which work fine.

This is how I got my 210D in the first place. It was a 'flipper' by an amateur that didnt understand what he was flying. On the day he came to demonstrate it and do a prebuy, he failed the gear by overheating the pump and had to hand pump them down. The Belly was covered in 5606 and he was visibly shaken, having never done an emergency gear extension.

I had just retired from P&W having done hydraulics a lot with them, so I offered him a "bargain" for the plane. We both were very happy. I got a smoking deal and he rented a car.

These are great load haulers and fly well, if a little heavy handed in roll. Pitch too, since the earlyl models may still have the 182 tail. Its routine to have full nose up trim on short final. Its a common habit to carry a couple cases of water or tools in the rear.

I'd happily down-trade to one if I had a chance.

Probably not. Sounds like engine total time was listed, not SMOH.

KJ

He might have fat-fingered it and auto-correct fixed it for him. I’ve heard that this happens on occasion.

Looks like tach is (assumedly) 4497 based on the 4544 oil sticker...which seems reasonable, although it could've been replaced and not set at some point of course. And interesting, must be doing 50 hour oil changes.

So...I don't know what that SMOH is...guessing there's an accidental extra digit.

I had a 210D model and low level max speed was about 185kts. Most effective was (WOLOP of course) at 10.5 kft and 170kts on about 11 gph. Most efficient was deep LOP, ~9 gph and 160. Or at least thats how I ran it. Commuted regularly between NorCal and SoCal.


Really? 170 kts on 11? Guess I need to sell my Mooney and get me some room, load carrying and save money on gas.

Hopefully TSN!

Is this really true that the strutted 210s are pretty much as fast as the cantilevered ones? I always ignored them because I figured they were dogs. What year did they switch from basically a 182RG style 4 seater to a six seater? What year got the decent 5th and 6th seats and the big baggage compartment/door (I think that happened after the switch to cantilever). I’ve always thought a nice turbo 210 would be a great plane to own...

https://www.risingup.com/planespecs/inf ... e208.shtml

The 210D was the first year to be called "Centurion" and had the IO520 w/ 285HP continuous. some later cantilever models had 300 HP, but only for 5 minutes, then 285 continuous. so, specs on climb rate were (IMO) exaggerated due to the TO power.

Cantilever models started with the 210G. The difference in speed is 2-3 kts. But Specified Speeds (book) are listed with gross. I dont know anyone that always has a full cabin and fuel. I commuted light with LR fuel and shipped fuel a lot from my home port.

The real difference was the change to tubular gear which moved the wheels aft enough to make real seats back there. Up to then the aft 2 seats were for toddlers. I removed mine and was happy with the extra luggage area. Remember the UL was 1100# and with LR fuel 80 gal, was still ~600# for pass/luggage. I never had more than just 4 folks and often went camping with a lot of gear. The smaller wheels dont play well on soft grass strips though so be careful.

Those are great numbers.

Now relisted with typo (extra digit) fixed.

I once bought a geared up 1960 Aztec with 3950 hrs SMOH on both engines in central Fl. The owner straight up told me he had landed while smuggling a plane load of Mexicans across the Gulf. He had a couple in the tail so the nose was light. The wheels are not fully enclosed on early Aztecs and he was actually able to steer with brakes and taxi to parking with curled prop tips. I put props, step and flaps on it and sold it with a scraped aft belly to a guy that just needed to build up 100 hrs multi. A couple of years later someone called and tried to sell me the same aircraft. He told me that the engine logs were lost but he believed they were mid time. I told him he could get in a lot of trouble with that statement. A couple years later a close friend called me and said “you will never believe what I just bought!-An Aztec with 4500 hrs on both engines! “. Same aircraft of course. He flew it for a while then sold it to someone in the Bahamas.

One engine builder I know has one customer who has multiple cont engines that have never been overhauled in thousands of hours...the operator only IRAN’s the engines when he feels it is necessary, gotta be part 91. Stan.