Cessna T210N Centurion Turbo

Cessna introduced the 210 in 1960 as a retractable evolution of the fixed-gear 182 with a Continental IO-470 engine. The original 210 was a four-seat airplane with cantilever wing struts and a strut-braced gear. Later 210s removed the wing struts (1967) and the gear struts (1970, becoming the strutless cantilever wing 210 we recognize today). The cabin expanded to six seats in 1970. The T210 turbocharged variant appeared in 1966 with various Continental TSIO engines.

The T210N arrived in 1979 with the Continental TSIO-520-R engine at 310 horsepower and the final cantilever-wing airframe refinements. The T210N is the volume turbocharged Centurion in the used market. Production ran through 1985. The pressurized P210N variant produced in parallel offered cabin pressurization for high-altitude operations but added substantial complexity and trade at premiums over the T210N today.

Production ended in 1985. Cessna never restarted 210 production after the 1985-1996 piston-single pause. The line was effectively replaced by the modernized Skylane series (post-restart 182S, T182T) plus the larger Caravan turboprop for utility operations. The T210N fleet remains active and parts and shop support are reasonable through Cessna Pilots Association and the broader Cessna piston-single network. Many T210Ns have been panel-upgraded multiple times over the decades.

The Cessna T210N cruises at about 200 KTAS at FL200 burning 17 gph of 100LL. At long-range cruise (65%), the airplane drops to about 175 KTAS on 14 gph. The T210N is the fastest Cessna single ever built. The turbocharged TSIO-520-R maintains rated power up to roughly FL200, giving the airplane meaningful high-altitude capability for cross-country missions over mountains or weather. Time-to-climb to FL200 is about 16 to 20 minutes at maximum gross weight.

Useful load on a T210N is about 1,500 to 1,650 pounds. Full fuel (90 gallons usable) leaves about 950 to 1,100 pounds for people and bags. Six adults plus bags fit within gross with typical loading. The cabin is the same as the U206 Stationair. Range with reserves is about 950 nm at long-range cruise. Service ceiling is 27,000 ft on paper (operationally FL230 to FL250 typical). The T210N is one of the few high-altitude six-seat singles in the GA fleet.

The Continental TSIO-520-R is the engine on every T210N. It's a six-cylinder, horizontally opposed, fuel-injected, turbocharged piston rated at 310 hp at 2,700 RPM. Continental's published TBO is 1,400 hours (1,600 hours for serial number 1006000 and later) per Continental Service Information Letter SIL 98-9E. The TBO is meaningfully shorter than the normally-aspirated O-520 family due to the turbocharger and higher operating temperatures.

Field overhauls at Western Skyways, Mattituck, or other reputable Continental turbo shops run $55,000 to $80,000 in 2026 prices. The turbocharger adds substantially to overhaul cost. Plan on additional $5,000 to $10,000 for turbocharger work at overhaul time. The TSIO-520-R demands disciplined CHT and TIT management during operation. Pilots who run the engine hot in pursuit of cruise speed shorten TBO meaningfully and increase the likelihood of intermediate top overhauls.

Oil consumption on a healthy TSIO-520-R runs about 0.5 to 0.8 quarts per hour, higher than the normally-aspirated O-520 family due to the turbo system. Cylinder work at top-overhaul intervals (around 800 to 1,200 hours on hard-flown engines) runs $4,000 to $6,000 per cylinder. The T210N's six cylinders, turbo system, and high-utilization mission profile mean cylinder work before TBO is more common than not in the fleet.

Plan on $400 to $550 per flight hour at 100 hours a year of utilization, all-in. The T210N is the most expensive Cessna single to operate. Fuel and oil run about $110 to $140 per hour at 17 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $40 to $57 per hour based on a $55,000 to $80,000 overhaul amortized across the 1,400-hour TBO, the shortest-TBO engine reserves in our Cessna single category. Airframe maintenance reserve is $35 to $55 per hour, higher due to gear-system maintenance, turbo system, and the cantilever-wing inspection complexity.

Annual fixed costs (hangar, insurance, annual inspection) add another $90 to $160 per hour at 100 hours a year of utilization. Insurance on the T210N is meaningfully higher than on simpler Cessnas due to the retractable gear, turbo system, six-seat passenger capacity, and the airplane's hull value. First-time T210N owners pay $5,000 to $10,000 a year typically. Established T210N pilots with 300+ hours in type pay $3,000 to $5,500.

Acquisition cost in mid-2026: A T210N with mid-time engine and steam-gauge panel runs $150,000 to $220,000. A T210N with fresh engine and modern Garmin panel runs $220,000 to $300,000. Aircraft with documented gear-system rebuilds and engine work in recent years trade at premiums. The pressurized P210N runs $50,000 to $100,000 above comparable T210Ns.

Cessna Pilots Association covers the 210 family with substantial type-specific knowledge. Annual dues are about $70. The 210 has accumulated 60+ years of fleet operating experience, and CPA's pre-buy guidance is essential for understanding the gear-system condition, turbo operating history, and case history on a specific airframe.