Cessna · 1967–1969
Cessna 210G/H/J Centurion (1967-1969)
iSpecifications
Performance
Cruise
170KTAS
Range
750nm
Climb
950fpm
Ceiling
17,500ft
Fuel Burn
14.5gph
Fuel Cap.
89gal
MPG
13.5mpg
Stall (Vs0)
55KIAS
T/O roll
1000ft
Ldg roll
745ft
Size & weight
Seats
4
Useful Load
1300lbs
Full-fuel payload
766lbs
Max gross
3,400lbs
Wingspan
36.8ft
Length
28.2ft
Engine
Engine
Continental IO-520-A
Power
285hp
TBO
1,700hrs
Overhaul
$48k
Owning it
Hull insurance
$3k/yr
Parts
good
Mechanics
specialist
Gear
Retractable
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 2,100 lbs
- Max fuel weight
- 534 lbs
- Height
- 9.7 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,990 ft
- Landing over 50 ft
- 1,460 ft
Paperwork
- Type certificate
- 3A21
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$90k
Range
$70k – $120k
Annual all-in
~$31k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (14.5 gph)
- $9,425
- Engine reserve
- $2,824
- Propeller reserve
- $175
- Maintenance, parts & wear items ($22/hr)
- $2,200
- Insurance
- $1,600–$3,000
- Hangar
- $6,227–$15,566
- Annual inspection (labor only)
- $2,500
- Databases & subscriptions
- $700
- Total per year
- $31,020
- Per flight hour
- $310
- Miles flown / year (at cruise)
- 19,563 mi
- Cost per mile
- $1.59/mi
- Time in the air
- 1 hr 46 min
- Fuel burned
- 26 gal
- Out of pocket
- $258
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
Strengths
Weaknesses
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.
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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: $42,500–$53,500.
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-$48,000 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.
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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.
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