Cessna P210R (1985-1986)

The specifications on this page describe the Model P210R, FAA TCDS 3A21 Section XVII, all 40 airframes built (S/N P21000835 through P21000874: 32 in 1985, 8 in 1986). This page previously read "(1986)"; production actually began in 1985.

The Cessna P210R is the final pressurized 210 ever produced and the rarest variant of the entire 210 production run. Only 40 examples were built before Cessna ended piston single production in 1986. The P210R introduced a 325 HP Continental TSIO-520-CE (15 HP increase over the P210N's rating), a 100 lb gross weight increase (4,000 → 4,100 lbs), and a certificated 25,000 ft maximum operating altitude, 2,000 ft above the P210N's.

This page cannot state a cruise speed, range or fuel burn this session -- no POH, AFM or matched press figure was located for this 40-airframe type (see Performance Notes and validator_exempt). The previous version of this page stated 213 KTAS at FL220, 1,000+ NM range and 1,520 lb useful load as an established fact; none of the three could be traced to a source this session, and the cruise/range figures have been removed rather than kept. Useful load (1,629 lb, corrected from 1,520) is now sourced to AOPA -- see frontmatter.

Production was cut short by Cessna's exit from piston manufacturing in late 1986. The 40 examples are now collector items as well as flying machines; most still in service, with several restored to museum-quality condition.

The TSIO-520-CE Engine

The TSIO-520-CE is rated 325 HP "for all operations" -- unlike the P210N's TSIO-520-P/AF, which drop from 310 hp takeoff to 285 hp continuous, the CE carries one rating with no split. This is the highest power rating in the 520-series Continental piston line at the time of P210R production.

TBO 1,400 hours (per this catalogue's reference pricing; no CE-specific TBO source was located this session). The CE variant is widely reported by the type community as the most refined TSIO-520 built -- smoother running, better fuel specifics -- though this claim is not independently sourced on this page.

Cylinder management remains critical. CHTs above 370°F shorten cylinder life rapidly. All P210Rs in current service typically have aftermarket engine monitors (JPI 930, EI MVP-50) installed.

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

Airspeed limits are identical across every P210 built. The certificated differences between the P210N and P210R are entirely in engine rating structure, gross weight (+100 lb) and operating altitude (+2,000 ft) -- not in Vne/Vno/Va/Vfe. The P210R's fuel capacity is also certificated with an optional 120-gal (115 usable) long-range tank configuration, stated directly on the TCDS (a factory option, not an STC).

No cruise speed, fuel burn or range figure could be sourced this session. FAA TCDS 3A21 publishes no performance at all, and no POH, AFM or Cessna Information Manual part number for the P210R was located (the certificate's equipment section names six P210N printings by part number but does not separately name a P210R one). AOPA's fact sheet states this type's fuel burn plainly as "Unknown" and gives no cruise speed. Checked this session: Internet Archive, the flighttech.com.au host, and Controller/Trade-A-Plane/ GlobalAir, all of which returned an anti-bot challenge page to a direct fetch.

What is sourced: 1,150 fpm best rate of climb and 25,000 ft maximum operating altitude (both AOPA, the latter also stated directly and unambiguously on the certificate itself -- "Maximum Operating Altitude 25,000 ft.", the one figure on this page with the strongest cross-check of the two).

No price could be sourced this session -- see validator_exempt. Unlike cessna-p210n, this page has no auto-synced listings, and Controller.com, Trade-A-Plane and GlobalAir all returned a Cloudflare/anti-bot challenge page to a direct fetch, repeated attempts included. No Vref/Aircraft Bluebook access this session. The prior generated $280,000-$420,000 band (typical $340,000) has been removed rather than kept uncited. Per this catalogue's current rule, a missing price is now a WARNING, not a blocker, and is flagged here rather than guessed. At only 40 airframes built, closing this gap likely needs a person searching classifieds directly, or a working scraper session, rather than a repeated plain fetch.

All P210N pre-buy concerns apply, plus P210R-specific:

1. 40-unit production verification: Confirm serial number is one of the 40 P210Rs (S/N P21000835-874) vs a misidentified P210N or T210N. Cessna serial numbers can be cross-referenced through the FAA registry.
2. Pressurization test: Mandatory. The P210R's 4,100 lb gross adds slight additional stress to the pressure vessel. (No certificated psi differential is available to test against on this page -- see Overview.)
3. TSIO-520-CE cylinder condition: All six cylinders -- borescope inspection essential.
4. Turbocharger condition: Inspect for shaft play, oil seepage.
5. Pristine vs flying-condition trade-off: At 40 units, condition variance is significant.
6. Specialist mechanic relationships: Even more critical than for the P210N. With only 40 airframes flying, specialist knowledge is scarce. Some owners ferry aircraft to known P210 shops (e.g., O&N Aircraft in Pennsylvania) for annual inspections.