Insurance difference between Bonanza A36 and Cessna 210

maduro

maduro

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Maduro
Guys, I am looking to get an A36 or a 210 and would like to know general insurance cost difference between the two. Can you guys post what you are paying for for either or? Thanx.

I am:
500 total hours
200 hr IFR
200 hr high performance
200 hr complex w/ gear
 
It will be largely similar. Time in type will help, but without, they’ll view it rather the same unless hull values are different.
 
I think it's easy enough to get a broker, provide some numbers, and you will get the real data.
Both are great planes, so have fun.
 
Insurance has been pulling away from the 210 due to its accident record. At one airport i used to frequent in the summer fixed gear landing fees are $25, retract $50, and a 210 is $100. Turbines are also charged $100.

Only reason I know is because I own a Cessna 205, know technically as a 210-5a, a fixed gear airplane. Was an interesting conversation.

I'm guessing Insurance will follow the same.
 
wheaties said:
Insurance has been pulling away from the 210 due to its accident record. At one airport i used to frequent in the summer fixed gear landing fees are $25, retract $50, and a 210 is $100. Turbines are also charged $100.

Only reason I know is because I own a Cessna 205, know technically as a 210-5a, a fixed gear airplane. Was an interesting conversation.

I'm guessing Insurance will follow the same.
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I have never encountered a landing fee based on retract versus non-retract; it's always been weight-based. The impact on infrastructure and costs is related to weight and aircraft size/dimensions at every FBO I have used. If I am a sub-6000-lb aircraft, how does the way the gear is designed make a difference in anything? Most importantly, where is this airport so I can avoid it at all costs?
 
Chris Mixon said:
I have never encountered a landing fee based on retract versus non-retract; it's always been weight-based. The impact on infrastructure and costs is related to weight and aircraft size/dimensions at every FBO I have used. If I am a sub-6000-lb aircraft, how does the way the gear is designed make a difference in anything? Most importantly, where is this airport so I can avoid it at all costs?
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Yeah that’s quite interesting. And then how does a Cessna 210 cost the airport more money then a bonanza of three same weight and size? Very weird pricing structure. I would definitely try to avoid them.
 
Can't speak to the A36, but you won't have trouble getting insurance in a 210 as long as you're under 75. To me, it feels like the premium is based 80% on hull value and 20% on pilot experience. The important numbers there are total time, retract time and time in type. I've got more TT than you but same ball park on the others. I got full coverage for a T210 last year for around 2.2% of hull value with zero time in type. It went down about 10% this year because I now have >100 hours in type.

I've heard that Avemco won't insure the older 210s (due to parts availability) but I wouldn't recommend them anyway.
 
I bought a 210 this past December. I'm 62 years old, BasciMed and obtained my PPL in Jan of 2024/IR in March of 2024. I had around 385 hrs upon insurance application with 0 retract/time in MM. 1981 T210N, hull value 300K. I paid $11,000 first year through London and they said expect a significant drop once I hit 100hrs in 'type'. Two other quotes would not insure under BM after 70, one at any age. I require and annual IPC, which I plan anyway. No underwriter would quote without an instrument rating according to my broker, Assured Partners.
 
Chris Mixon said:
I have never encountered a landing fee based on retract versus non-retract; it's always been weight-based. The impact on infrastructure and costs is related to weight and aircraft size/dimensions at every FBO I have used. If I am a sub-6000-lb aircraft, how does the way the gear is designed make a difference in anything? Most importantly, where is this airport so I can avoid it at all costs?
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Additional costs associated with delays and cleaning up after a landing-while-still-retracted incident?
 
Before I bought my 36 I was all set to but a 210. The deal fell through for other reasons but the insurance for similar hull values were almost double for the 210. This was back in 2011 so things have likely changed but there is precedent for a disparity.

(at the time I had about 3000 total, 2600 multi retract turbine time) FWIW
 
I pay $6,400 for a 75 A36 with a hull of $300k.
Similar TT to you but no Instrument yet and a 100 complex.
 
Been A36 and 210/T210 shopping recently:
750 hrs, 500+ retract/hp, about 10 hrs MM in all three, hull $300k all three.

A36 $3500 yr quoted on a 1990
210 $5500 yr quoted on a 1984
T210 $6200 yr quoted on a 1982

A36 only required an initial check out with qualified CFI, no other restrictions.
The 210 required same.
T210 required same plus flight review, IPC or Wings credit annually.

A small tip I've learned, log even one hour in MM,
With zero MM some underwriters software won't even quote.
 
Highflier said:
Been A36 and 210/T210 shopping recently:
750 hrs, 500+ retract/hp, about 10 hrs MM in all three, hull $300k all three.

A36 $3500 yr quoted on a 1990
210 $5500 yr quoted on a 1984
T210 $6200 yr quoted on a 1982

A36 only required an initial check out with qualified CFI, no other restrictions.
The 210 required same.
T210 required same plus flight review, IPC or Wings credit annually.

A small tip I've learned, log even one hour in MM,
With zero MM some underwriters software won't even quote.
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In my experience:

Good luck finding a 1990 or newer A36 for $300K. Maybe a high time runout with original radios?
$5,500 for a 210 with $300K hull is a great deal. I'd like to get that. Please share your broker.
$6,200 for a T210 with $300K hull sounds pretty typical, especially considering < 1000 PIC.

The brokers I spoke to didn't give much credit to NA vs turbo. Premiums about the same.

I was good to go in my T210 with just a CFI checkout (I had zero make and model). Kind of surprising but I wasn't going to argue. No annual training requirement, either. Might be different for older pilots, I suspect.

C.
 
The hull values quoted were for comparison only, apples to apples.
Not using similar hull values is a wasted experiment.

Ladd Gardner
 
Take a good long read about how the gear works in a 210 and then ponder why insurance rates are so much higher.

You’ll be a lot happier in a Bonanza.
 
DavidWhite said:
Take a good long read about how the gear works in a 210 and then ponder why insurance rates are so much higher.

You’ll be a lot happier in a Bonanza.
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The later model 210 (1979 and newer) is just fine if maintained properly/ensuring proper main downlock adjustment at annual. It is very robust, stout and simple. However, the weak link is that the emergency hydraulic pump is on the same fluid circuit as the powerpack. If you lose fluid from a dramatic leak (line rupture) you will be landing gear up as the emergency pump will have no hydraulic fluid either. If you own one, you must use a mechanic that has a thorough understanding of the gear and has/uses the proper Cessna downlock actuator Go/NoGo gauges.
 
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