Cessna 210 Centurion

Overview

The Cessna 210 Centurion is a six-seat, high-wing, single-engine retractable-gear aircraft produced by Cessna from 1957 to 1986. It is the most capable normally aspirated piston single Cessna produced in volume, offering genuine six-seat utility, a large useful load, and cross-country cruise performance that rivals many light twins. The 210 evolved substantially over its production run: early models had strut-braced wings and fixed gear; by the late 1960s the design had matured into a cantilever high wing with fully retractable tricycle gear, a wider and deeper fuselage, and bladder fuel tanks replacing wet wings. The final production variants — the 210N and 210R — are the most refined and most sought-after on the used market.

The 210 was also offered in turbocharged form (T210) and as the pressurized P210N, making the Centurion family one of the most complete single-engine product lines in general aviation history.

Key Features for GA Buyers

Useful load and cabin space. With a useful load of around 1,150–1,200 lbs in well-equipped examples, the 210 is one of the few piston singles capable of carrying four adults with full fuel and meaningful baggage. The cabin is wide by single-engine standards, and the aft baggage area is genuinely usable.

Cruise performance. Normally aspirated 210s cruise at 155–165 KTAS at altitude on 12–13 GPH — efficient for the mission. The aircraft is at home in the mid-teens on long cross-country legs.

Retractable gear. The 210 is a high-performance aircraft under FAA definitions and requires a high-performance endorsement. The gear system is hydraulically actuated and has a reliable service history when properly maintained, but annuals should include a thorough gear inspection.

IFR platform. The 210 is a capable IFR platform. Good useful load margins, reasonable approach speeds, and a stable instrument platform make it a sensible choice for instrument-rated owners flying in varied weather. Later models came well-equipped from the factory with dual nav/comm and autopilot provisions.

Strut-less cantilever wing (late models). The cantilever wing introduced in 1967 eliminated the jury struts and external bracing of earlier models, improving drag and giving the aircraft a cleaner appearance. It also changed the failure modes: the cantilever wing attach points deserve attention in pre-purchase inspections.

Trade-offs

• Maintenance complexity. Hydraulic retractable gear, bladder fuel tanks, and a high-performance engine make this a genuinely complex aircraft to maintain. Budget $2,000–4,000+ for annuals on a well-kept example; more if gear or bladder work is needed.
• Bladder tanks. Fuel bladders deteriorate with age and disuse. Replacement runs $5,000–10,000 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; overhaul at a reputable shop runs $25,000–35,000. The IO-550-A in the 210R carries better TBO (1,700–2,000 hours depending on variant) and similar cost.
• Early vs. late models. Pre-1967 210s have strut-braced wings, lighter useful loads, and older systems. Most buyers focus on the 210N and 210R (1979–1986), which command a price premium but offer the most refined ownership experience.
• Cost of entry. Clean late-model examples run $150,000–$250,000 or more. Total annual operating costs for a 150-hour/year owner typically fall in the $35,000–55,000 range including all reserves.

See Also

• Cessna T210 Turbo Centurion — turbocharged variant; extends cruise altitude and maintains performance at altitude, at the cost of turbo system complexity
• Riley Super P210 — pressurized Centurion derivative; adds cabin pressurization for high-altitude operations