Cessna · 1967–1969
Cessna 210G/H/J Centurion (1967-1969)
iSpecifications
Cruise
170KTAS
Range
750nm
Seats
6
Useful Load
1300lbs
Full-fuel payload
910lbs
Fuel Burn
14.5gph
Fuel Cap.
65gal
MPG
13.5mpg
Stall (Vs0)
55KIAS
T/O roll
1000ft
Ldg roll
745ft
Power
285hp
Engine
piston single
Gear
Retractable
IFR
Yes
Category
certified
Pricing
Typical
$90k
Range
$70k – $120k
Annual all-in
~$21k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (14.5 gph)
- $9,425
- Engine reserve (toward overhaul)
- $2,353
- Fixed (insurance, hangar, annual, subscriptions)
- $9,222
- Total per year
- $21,000
- Per flight hour
- $210
- Miles flown / year (at cruise)
- 19,563 mi
- Cost per mile
- $1.07/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
Strengths
- Cantilever wing eliminates strut drag; 5-6 KTAS faster than strut-braced predecessors
- 285 HP IO-520-A with 1,700-hour TBO; proven engine platform
- ~1,300 lbs useful load supports 4 adults + baggage within W&B
- Significant cost advantage over 210K/L Centurion II (typically $20k–$40k less)
Weaknesses
- 50+ year-old cantilever wings require regular spar-cap corrosion inspection
- Engine-driven hydraulic pump is first-generation, failure-prone design; overhaul essential pre-buy
- IO-520-A cylinder cracking documented; borescope inspection mandatory
- 3,400 lb gross weight ceiling limits true 6-seat capability vs. later models
Overview
The 1967 Cessna 210G introduced the cantilever wing -- a major structural redesign that eliminated the wing strut and added approximately 200 lbs to gross weight capacity. This three-year span (210G 1967, 210H 1968, 210J 1969) is the transition era from the strut-braced 4-seat Centurion to the 6-seat Centurion II that would arrive in 1970 with the 210K. Approximately 1,500 examples were produced across the three years.
The G/H/J 210s are commonly described as "awkward middle children" of the Centurion line -- newer than the strut-braced cars (better gear system, better aerodynamics) but lacking the 3,800 lb gross weight, true 6-seat cabin, and gear refinements of the K/L Centurion II that followed. They occupy a specific market niche: cantilever-wing speed at significantly lower cost than later Centurion IIs.
Variants & History
Distinguishing Features (vs Strut-Braced and 210K-L)
| Feature | Strut-Braced (1960-1966) | 210G-J (1967-1969) | 210K-L (1970-1972) |
|---|---|---|---|
| Wing | Strut-braced | Cantilever (new) | Cantilever |
| Max gross (top of run) | 3,100 lbs | 3,400 lbs (210H/J) | 3,800 lbs |
| Seats | 4 | 5 (G), 5-6 (H/J) | 6 |
| Useful load | ~1,000-1,150 lbs | ~1,300 lbs | ~1,500 lbs |
| Engine | IO-470 or IO-520-A | IO-520-A | IO-520-A |
| Gear pump | Engine-driven | Engine-driven | Engine-driven (early) / Electric (late) |
Variant Breakdown
| Variant | Year | Gross (lbs) | Notes |
|---|---|---|---|
| 210G | 1967 | 3,300 | Cantilever wing intro, 5-seat |
| 210H | 1968 | 3,400 | Gross weight increase |
| 210J | 1969 | 3,400 | Continued refinements |
The Cantilever Wing Change
The strut-to-cantilever transition is the most significant 210 structural change in the airplane's history. The new wing:
- Eliminated the strut and its drag
- Increased fuel capacity slightly (still 65 gal standard, 84 gal optional)
- Allowed gross weight increases without strut-attach reinforcement
- Cleaned up the wing/fuselage joint aerodynamically
- Added approximately 3-5 KTAS of cruise speed
The trade-off was structural complexity. Cantilever wings require heavier internal structure (longer spars, more skin doublers) but allow cleaner aerodynamics. By 1967, Cessna had enough confidence in the design (validated by the 177 Cardinal launch the same year) to commit the 210 to cantilever construction.
Performance
The 210H/J cruises at 170 KTAS at 7,500 ft (75% power), burning 14.5 GPH. Service ceiling 17,500 ft. Range with reserves at 65 gallons: 750 NM at economy cruise. Useful load ~1,300 lbs with full standard tanks supports 4 adults + bags within W&B for most missions.
2001 Cessna 206 Stationair
T206H Turbo · Load Hauler · Fresh Annual · No Damage
Maintenance & Support
The IO-520-A is a 520 cubic inch, six-cylinder, fuel-injected Continental engine producing 285 HP at 2,700 RPM. TBO 1,700 hours. Same engine across G/H/J production.
IO-520 cylinder cracking is a documented concern. Pre-buy borescope inspection of all six cylinders is essential. Field overhaul: $38,000-$48,000.
Valuation Factors
| Condition | Price Range |
|---|---|
| Flying but tired | $65,000-$85,000 |
| Well-maintained | $80,000-$110,000 |
| Restored / upgraded | $100,000-$130,000 |
The G/H/J 210s typically trade $15,000-$25,000 above equivalent strut-braced 210s, and $20,000-$40,000 below equivalent 210K/L Centurion IIs. The 3,400 lb gross weight is the value ceiling -- buyers needing true 6-seat hauling capability typically pay up for a K/L.
1977 Cessna 210 Centurion
210M Centurion · Steam + GPS · Great Useful Load
ADs & Common Problems
210 universal concerns apply. G/H/J-specific:
- Engine-driven hydraulic pump: Still the failure-prone first-generation gear system. Recent power pack overhaul significantly de-risks.
- AD 76-09-13: Gear saddle dye-penetrant inspection required at 1,300 hours and annually thereafter.
- Cantilever wing inspection: 50+ year-old cantilever wings can develop spar cap corrosion. Inspect inspection ports per Cessna SID 27-10-01.
- 5-seat vs 6-seat configuration: Some 210H/J have been converted to 6-seat with aftermarket kits. Verify FAA approval of any seat configuration changes.
For sale (0)
No listings for this model right now.