Overview

The Cessna 210 Centurion is a six-seat, high-wing, retractable-gear single produced from 1957 to 1986, the flagship of Cessna’s piston single line. This record represents the late normally aspirated 210N (1979 to 1986), the final and most developed normally aspirated variant, powered by the 300 hp Continental IO-520-L. It offers genuine six-seat utility, a large useful load, and cross-country cruise in the 170-knot range.

The 210 evolved substantially across its run. Early models had strut-braced wings and fixed gear; by 1967 the design matured into a cantilever high wing with fully retractable tricycle gear, a wider and deeper fuselage, and bladder fuel tanks. The Centurion was also built in turbocharged (T210) and pressurised (P210) forms, spanning normally aspirated, turbocharged, and pressurised missions in one airframe family. The normally aspirated 210N cruises around 170 KTAS at 75 percent power and tops out at a 17,300 ft service ceiling; the turbocharged T210 trades higher cost and complexity for flight-levels capability and a 27,000 ft ceiling. Choose the Cessna 210 Centurion when you want genuine six-seat load and 170-knot normally aspirated cross-country cruise, and you fly mostly in the low-to-mid teens where the turbocharging and pressurisation of its siblings are complexity you do not need to carry.

Key Features for GA Buyers

• Useful load and cabin space. A standard useful load near 1,700 lb is large for a single-engine airplane. With full fuel (about 89 gallons usable, roughly 535 lb), well over 1,100 lb remains for people and bags, enough for four adults and meaningful baggage. The cabin is wide by single-engine standards, and the aft baggage area is genuinely usable.
• Cruise performance. The normally aspirated 210N cruises at 155 to 170 KTAS on about 13 GPH, efficient for the mission and comfortable in the mid-teens on long legs.
• Retractable gear and high-performance handling. The 210 requires high-performance and complex endorsements. The hydraulically actuated gear has a reliable service history when properly maintained, but every annual should include a thorough gear inspection.
• IFR platform. Good useful-load margins, a stable instrument platform, and reasonable approach speeds make the 210 a sensible choice for instrument-rated owners. Later models came well equipped from the factory with dual nav/comm and autopilot provisions.
• Cantilever wing (1967 and later). The strut-less cantilever wing improved drag and cleaned up the airframe. It also shifted the inspection focus: the wing attach points and carry-through spar deserve attention at pre-purchase.

Trade-offs

• Maintenance complexity. Hydraulic retractable gear, bladder fuel tanks, and a high-performance engine make the 210 a genuinely complex aircraft to maintain. A well-kept example runs $2,000 to $4,000 or more at annual, higher if gear or bladder work is needed.
• Bladder tanks. Fuel bladders deteriorate with age and disuse. Replacement runs $5,000 to $10,000 for the pair and is a leading source of pre-purchase surprises. Inspect carefully.
• Engine overhaul reserve. The Continental IO-520-L has a 1,700-hour TBO. The catalogue reserves against a standard-shop overhaul of about $50,500 (the fleet-wide Gann Aviation reference, with serviceable parts reused); a reuse-heavy field overhaul can run less. The 210R (1985 to 1986) moved to the IO-550-A at the same 300 hp with a better TBO.
• Early versus late models. Pre-1967 210s have strut-braced wings, lighter useful loads, and older systems. Most buyers focus on the 210N and 210R for their systems maturity and avionics provisions.
• No turbo or pressurisation. The normally aspirated 210N gives up high-altitude cruise and weather-topping capability to the T210 and P210; buyers who routinely need the flight levels should weigh those variants against the added systems cost.

See Also

• Cessna T210 Turbo Centurion – the turbocharged sibling; trades systems complexity for flight-levels cruise and a 27,000 ft ceiling. Compare
• Riley Super P210 – pressurised Centurion derivative for high-altitude comfort without supplemental oxygen. Compare
• Cessna 206 Stationair – the fixed-gear six-seat Cessna sibling; more payload and simpler systems, less speed. Compare
• Beechcraft Bonanza A36 – the low-wing six-seat competitor; club cabin and benchmark handling on a similar mission. Compare
• Piper Cherokee Six – Piper’s six-seat hauler; fixed-gear simplicity and a cavernous cabin, slower and less efficient. Compare