Cessna P210N Pressurized Centurion (1978-1983)

The specifications on this page describe the Model P210N, FAA TCDS 3A21 Section XV, 1978-1983 (S/N P21000001 through P21000834, 834 airframes). Serial P21000835 begins the P210R (Section XVII) -- a different, higher-hp engine, a 100 lb higher gross weight and an explicitly higher (25,000 ft, versus this page's 23,000 ft) certificated operating altitude. This page previously read "(1978-1985)"; 1984-85 pressurized Centurions are P210Rs.

The 1978 Cessna P210N was the first pressurized single-engine piston aircraft certified for production in the United States. The commonly reported cabin figures -- a 3.35 psi maximum differential, a sea-level-equivalent cabin to 5,000 ft, and an 8,000 ft cabin at FL230 -- are repeated below because they are what the type community reports, but neither the type certificate nor any source checked this session states a psi differential; it is not a stored, cited field on this page (see validator_exempt). Approximately 834 examples were produced across the six-year run, 1978 through 1983.

The P210N is a specialist airplane: faster, more capable, and more demanding than any other piston single Cessna produced. The pressurization system adds significant complexity and cost, but unlocks routine high-altitude cruise without crew oxygen -- how routine is not established on this page, because no matched cruise/burn/range figure could be sourced this session (see Performance Notes).

For pilots whose mission demands routine high-altitude operation (transcontinental, over-the-top weather, terrain clearance) and who are willing to invest in maintenance, the P210N remains one of the most capable single-engine pistons Cessna produced. The Cirrus SR22T comes close on speed but lacks pressurization; the Beechcraft A36 lacks pressurization and turbo capability.

A correction a returning reader should know about. Every secondary source checked this session, including Wikipedia's Cessna 210 article, names the P210N's engine as the single Continental TSIO-520-AF. The certificate does not agree. FAA TCDS 3A21 Section XV splits the P210N by serial: the TSIO-520-AF only appears on S/N P21000761 and up -- 74 of 834 airframes, 9% of the run, the 1982-83 models. The other 91% (S/N P21000001-760, 1978-1981) carry the Continental TSIO-520-P, which this page now stores as engine_model per this catalogue's majority-serial rule. Horsepower (310 takeoff / 285 continuous) is identical either way.

The TSIO-520-P / TSIO-520-AF Engines

The majority of the P210N run (1978-1981, 91% of airframes) uses the Continental TSIO-520-P; the final two model years (1982-83, 9%) use the TSIO-520-AF -- a twin-turbocharged variant, the larger turbocharger setup reflecting the higher manifold pressure needed to maintain both engine power and pressurization bleed air at altitude. Both are rated 310 HP for takeoff (5 min., 2700 rpm) and 285 HP continuous (2600 rpm); only the manifold pressure schedule differs (36.5/33.5 in. Hg on the -P versus 35.5/34.5 in. Hg on the -AF). TBO 1,400 hours on both, per this catalogue's reference pricing (no dash-specific TBO source was located this session).

Operating considerations, both engines:

• Cylinder management: Even more critical than other turbo Continentals. CHTs above 370°F shorten cylinder life rapidly.
• Cool-down time: Required 5-7 minute cool-down after high-power flight.
• Bleed air integrity: The engine drives the cabin pressurization compressor; bleed air leaks are common 5-7 years after engine installation.

The Pressurization System

No psi differential is stored on this page -- see the note above and validator_exempt.pressurization_psi. The figures below are reported as commonly cited by the type community, not as sourced or cited facts:

• ~3.35 psi maximum differential (commonly reported, unverified)
• Sea-level cabin to 5,000 ft (no climb) (commonly reported, unverified)
• 8,000 ft cabin at FL230 (max altitude) (commonly reported, unverified)
• Door seal: rubberized weather-strip with annual inspection
• Window seals: bonded glass-to-frame, lifetime barring damage
• Outflow valve: spring-loaded relief, simple design

Pressurization maintenance items:

• Door seal replacement: $2,000-$4,000 every 8-12 years
• Window seal repair (if leaks develop): $1,500-$3,000 per window
• Outflow valve overhaul: $1,500-$2,500 every 15-20 years
• Compressor inspection: annual during engine inspection

Pressurization leak symptoms:

• Cabin won't pressurize fully
• Unusual whistling sounds at altitude
• Higher than expected outflow valve cycling
• Cabin altitude doesn't match POH chart

Every certificated figure below is from FAA TCDS 3A21 Rev. 50, Section XV.

The frontmatter describes the 1978-81 block, 91% of the 834 P210Ns built. Only the landing-gear operating speed (not stored on this page) differs within the P210N run; Vne/Vno/Va/Vfe are identical across both P210N blocks. Comparison against the non-pressurized 210N and turbocharged T210N -- both on this same certificate -- is not repeated here to avoid restating unsourced figures; see those pages directly.

This page cannot state a matched cruise speed, fuel burn or range this session. FAA TCDS 3A21 publishes no performance at all (no cruise, no range, no burn, no climb table, no runway distance) and no POH or AFM for any P210N printing (D1124-13 through D1246-13PH, six printings across the run) was located -- see validator_exempt for what was checked. AOPA's fact sheet states climb rate and service ceiling but pairs no cruise speed with its 17.1 gph / 75%-power burn figure, and no altitude is given for either, so no combination of them satisfies this catalogue's one-row, one-setting rule.

What is sourced: 945 fpm best rate of climb (AOPA, condition otherwise unstated) and a 23,000 ft operating altitude, corroborated independently by a 1978-only certificate placard and AOPA's separate 1982-model figure.

The prior version of this page stated 200 KTAS cruise, 900 NM range and 17.5 GPH burn as a single matched flight. None of the three could be traced to a source this session, and they have been removed rather than kept. Naming the actual POH part numbers here so a future pass, or a purchase, does not start blind: D1153-13PH (1979), D1188-13PH (1980), D1209-13PH (1981) cover the three majority model years.

Cessna 210 family Vref/Aircraft Bluebook access was not available this session; the band below is MARKET ASKING, computed from this page's own auto-synced Trade-A-Plane / GlobalAir listings (20 active, retrieved 2026-07-14 -- see Current Listings below), excluding two listings ($695,000 and $775,000) identified as O&N Silver Eagle turbine conversions. Asking is not selling.

P210N pricing is highly variable based on:

• Pressurization system condition (the dominant factor)
• Engine time and turbo condition
• Avionics tier
• Whether converted to Silver Eagle (Rolls-Royce turbine conversion)

Silver Eagle Conversion: O&N Aircraft's Silver Eagle replaces the piston engine with a Rolls-Royce 250-B17F turboprop (450 SHP). Aircraft pricing $400,000-$800,000+ per the two highest listings in this page's own market snapshot; not otherwise independently verified this session. Different airplane operationally; not addressed further in this article.

210 + T210 universal concerns apply. P210N-specific:

1. Pressurization test: Mandatory during pre-buy. Verify cabin holds rated differential, outflow valve operates correctly, door/window seals don't leak. (No certificated psi figure is available to test against on this page -- see Overview.)
2. Bleed air system: Inspect compressor, ducting, regulators. Bleed air leaks reduce pressurization performance.
3. Door seal age and condition: 8-12 year replacement interval. Aged seals are a $2,000-$4,000 line item.
4. Engine cylinder condition: Both the TSIO-520-P (1978-81, the majority) and TSIO-520-AF (1982-83) run hot under sustained high power. Borescope inspection of all six cylinders essential regardless of which serial block.
5. Specialist mechanic availability: P210s are not common; finding a mechanic with pressurization-system experience matters more than for other Centurions. Limited regional specialist pool.