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Cessna · 1970–1976

Cessna 210K/L Centurion II (1970-1976)

Fast CruiserComplexHigh PerformanceIFR Platformsix_seatcantilever_wing
Cessna 210K/L Centurion II (1970-1976)i

Specifications

Performance

Cruise

172KTAS

Range

800nm

Climb

860fpm

Ceiling

15,500ft

Fuel Burn

14.5gph

Fuel Cap.

89gal

MPG

13.7mpg

Stall (Vs0)

57KIAS

T/O roll

1110ft

Ldg roll

765ft

Size & weight

Seats

6

Useful Load

1675lbs

Full-fuel payload

1,141lbs

Max gross

3,800lbs

Wingspan

36.8ft

Length

28.2ft

Engine

Engine

Continental IO-520-L

Power

300hp

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

Vne196 KIAS
Vno165 KIAS
Va117 KIAS
Vs165 KIAS
Vx72 KIAS
Vy96 KIAS
Best glide88 KIAS

Airframe

Empty weight
2,125 lbs
Max fuel weight
534 lbs
Height
9.7 ft
Wing position
high

Obstacle performance

Takeoff over 50 ft
2,160 ft
Landing over 50 ft
1,500 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

$115k

Range

$90k – $145k

Annual all-in

~$32k/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.

100
20300
$6.50
$3$10
Fuel (14.5 gph)
$9,425
Engine reserve
$2,824
Propeller reserve
$175
Maintenance, parts & wear items ($22/hr)
$2,200
Insurance
$1,900–$3,850
Hangar
$6,227–$15,566
Annual inspection (labor only)
$2,500
Databases & subscriptions
$700
Total per year
$31,595
Per flight hour
$316
Miles flown / year (at cruise)
19,793 mi
Cost per mile
$1.60/mi
300 nm
100 nm1,000 nm
Time in the air
1 hr 45 min
Fuel burned
25 gal
Out of pocket
$255

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.

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Strengths

    Weaknesses

      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:

      Configuration210K 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 fuel1,440 lbs of people + 240 lbs fuel within W&B
      Solo + 90 gal full fuel1,020 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

      Feature210G-J (1967-1969)210K-L (1970-1972)210M-N (1977-1986)
      Max gross3,400 lbs3,800 lbs (+400)3,800 lbs
      Useful load~1,300 lbs~1,500-1,560 lbs (+200)~1,500 lbs
      Seats5-66 (standard)6
      Fuel capacity65 gal standard90 gal standard90 gal
      EngineIO-520-AIO-520-A (K) / IO-520-L (L)IO-520-L
      Range750 NM800 NM800 NM
      Gear pumpEngine-drivenEngine-driven (early) / Electric (late 1972)Electric
      Gear doorsPresentPresentPresent (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: $42,500–$53,500. Factory reman: $48,000-$58,000.

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      Valuation Factors

      ConditionPrice 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.

      Financing partnerExample placement
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      ADs & Common Problems

      210 universal concerns apply. K/L-specific:

      1. 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.
      2. 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.
      3. 90-gallon tank condition: Integral wing tanks aged 50+ years can develop leaks at riveted seams. Pressure-test during pre-buy.
      4. Cantilever wing inspection: Per Cessna SID 27-10-01, internal spar cap corrosion is the major concern.
      5. AD 76-09-13: Gear saddle dye-penetrant inspection still required for 1970-1971 production aircraft.

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