Cessna · 1970–1972
Cessna 210K/L Centurion II (1970-1972)
iSpecifications
Cruise
172KTAS
Range
800nm
Seats
6
Useful Load
1560lbs
Full-fuel payload
1,020lbs
Fuel Burn
14.5gph
Fuel Cap.
90gal
MPG
13.7mpg
Stall (Vs0)
57KIAS
T/O roll
1110ft
Ldg roll
765ft
Power
285hp
Engine
piston single
Gear
Retractable
IFR
Yes
Category
certified
Pricing
Typical
$115k
Range
$90k – $145k
Annual all-in
~$22k/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)
- $2,471
- Fixed (insurance, hangar, annual, subscriptions)
- $10,104
- Total per year
- $22,000
- Per flight hour
- $220
- Miles flown / year (at cruise)
- 19,793 mi
- Cost per mile
- $1.11/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
- 1,500+ lb useful load enables true 4-6 person + baggage missions
- 172 KTAS cruise on 285 HP — efficient for distance flying
- 6-seat standard cabin; 90-gallon fuel standard vs. earlier 210s
- Value sweet spot: 30-40% cheaper than 210M/N with nearly identical capability
Weaknesses
- 50+ year old integral wing tanks prone to seam leaks — pressure-test required
- Cantilever wing spar corrosion risk per Cessna SID 27-10-01
- 3,800 lb gross weight stresses landing gear, wing/fuselage/tail attach points — inspect for fatigue
- Climb performance drops to ~800 FPM at gross weight in real-world conditions
Overview
The 1970 Cessna 210K introduced the 3,800 lb gross weight and true 6-seat cabin that defined the Centurion II family for the next sixteen years. With useful loads now exceeding 1,500 lbs and 90-gallon standard fuel, the 210K/L can routinely fly four adults plus baggage 800 NM at 170+ KTAS -- a capability that made the 210 a legitimate alternative to light twins for traveling-pilot families and business owners.
The 210L (1971-1972) added the IO-520-L engine -- mechanically very similar to the IO-520-A but with refined accessories and slightly improved cooling. Approximately 850 210K (1970) and 1,140 210L (1971-1972) examples were produced.
The K/L Centurion IIs occupy the value sweet spot of the 210 line: significantly more capable than earlier 210G-J aircraft (gross weight, fuel, seating) but available at 30-40% lower pricing than the 210N/M aircraft that followed.
The 1970 Gross Weight Jump
The 210K's 400 lb gross weight increase from 3,400 to 3,800 lbs is the most consequential 210 capability change of the 1960s-1980s. The increase came from:
- Strengthened wing spar caps
- Reinforced fuselage carry-through structure
- Improved main landing gear hardware
- Beefier tail attach fittings
With typical 2,240 lb empty weight and 1,560 lb useful load:
| Configuration | 210K Capability |
|---|---|
| Four 180-lb adults + full fuel (90 gal = 540 lbs) | 1,260 lbs against 1,560 useful -- legal with 300 lbs for baggage |
| Six adults + 4 hours fuel | 1,440 lbs of people + 240 lbs fuel within W&B |
| Solo + 90 gal full fuel | 1,020 lbs available for cargo |
The K/L gross weight + 90-gallon fuel combination enables true 800 NM legs with four people aboard. Earlier 210s couldn't do this within W&B.
Variants & History
| Feature | 210G-J (1967-1969) | 210K-L (1970-1972) | 210M-N (1977-1986) |
|---|---|---|---|
| Max gross | 3,400 lbs | 3,800 lbs (+400) | 3,800 lbs |
| Useful load | ~1,300 lbs | ~1,500-1,560 lbs (+200) | ~1,500 lbs |
| Seats | 5-6 | 6 (standard) | 6 |
| Fuel capacity | 65 gal standard | 90 gal standard | 90 gal |
| Engine | IO-520-A | IO-520-A (K) / IO-520-L (L) | IO-520-L |
| Range | 750 NM | 800 NM | 800 NM |
| Gear pump | Engine-driven | Engine-driven (early) / Electric (late 1972) | Electric |
| Gear doors | Present | Present | Present (deleted 1979+) |
Performance
172 KTAS cruise at 7,500 ft, 930 FPM climb at 3,800 lb gross (declines to ~800 FPM in practice), 14.5 GPH. Service ceiling 17,300 ft.
Real-world cruise: 165-172 KTAS at 75% power, 13.5-14.5 GPH. The 1,500+ lb useful load is the K/L's defining capability; at gross, climb performance is meaningfully reduced from the 1,000 FPM seen at lighter weights.
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Maintenance & Support
The 210K used the IO-520-A through end of 1970 production; the 210L (1971-1972) transitioned to the IO-520-L with refined accessories. Both produce 285 HP at 2,700 RPM. TBO 1,700 hours. The IO-520-L is widely considered slightly more robust due to improved oil cooler routing and accessory case design.
Field overhaul: $38,000-$48,000. Factory reman: $48,000-$58,000.
Valuation Factors
| Condition | Price Range |
|---|---|
| Flying but tired | $85,000-$110,000 |
| Well-maintained | $105,000-$140,000 |
| Restored / upgraded | $135,000-$165,000 |
210K/L pricing trades $20,000-$40,000 above equivalent 210G/H/J due to the 6-seat cabin, 400 lb additional useful load, and 90-gallon standard fuel. Mid-time 210L examples often trade at premium to 210K due to the IO-520-L engine preference.
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ADs & Common Problems
210 universal concerns apply. K/L-specific:
- Gear pump transition: Late 1972 210Ls have electric-motor hydraulic pumps (vs engine-driven). The electric pump system is more reliable. Verify which system is installed.
- Gross weight verification: 3,800 lb gross is significantly higher than earlier 210s; inspect for stress fatigue at gear attach, wing spar attach, and tail attach.
- 90-gallon tank condition: Integral wing tanks aged 50+ years can develop leaks at riveted seams. Pressure-test during pre-buy.
- Cantilever wing inspection: Per Cessna SID 27-10-01, internal spar cap corrosion is the major concern.
- AD 76-09-13: Gear saddle dye-penetrant inspection still required for 1970-1971 production aircraft.
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