Cessna P210R (1986)

The 1986 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 P210N), a 100 lb gross weight increase (4,000 → 4,100 lbs), and refined pressurization systems.

The P210R is the fastest, highest-performing piston single Cessna ever certified -- 213 KTAS cruise at FL220, 1,000+ NM range, 1,520 lb useful load, pressurization to 25,000 ft service ceiling. It is also one of the most expensive and complex piston singles to own.

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 produces 325 HP -- the highest power rating in the 520-series Continental piston line at the time of P210R production. Key features over the earlier -AF variant:

• Improved cylinder head design
• Refined intake porting
• Higher-flow turbocharger
• Enhanced cooling baffling
• Updated fuel-injection metering

TBO 1,400 hours. The CE variant is widely considered the most refined TSIO-520 ever produced -- smoother running, better fuel specifics, slightly better cylinder life than earlier variants when properly managed.

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.

213 KTAS cruise at FL220 (75% power), 1,000 FPM sea-level climb, 18.0 GPH at max cruise. Service ceiling 25,000 ft.

Real-world cross-country at FL220 with oxygen-free comfort:

• Two adults + 90 gal fuel: 1,000+ NM range with 45-min reserves
• Four adults + 60 gal fuel: 700 NM range
• Six adults + 45 gal fuel: 500 NM range

The P210R is legitimately competitive with light twins for high-altitude cross-country missions, with significantly lower operating costs than a twin and the convenience of a single-engine pilot rating.

P210R valuation is highly variable due to rarity (only 40 produced) and collector interest. Recent restored examples have traded above $400,000. The pressurization system condition + engine status are the dominant valuation factors.

P210Rs typically trade $80,000-$140,000 above equivalent P210Ns due to the engine, gross weight, and rarity premium.

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

1. 40-unit production verification: Confirm serial number is one of the 40 P210Rs (vs 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.
3. TSIO-520-CE cylinder condition: All six cylinders -- borescope inspection essential.
4. Turbocharger condition: Inspect for shaft play, oil seepage. Turbo replacement: $5,000-$10,000.
5. Pristine vs flying-condition trade-off: At 40 units, condition variance is significant. Low-time pristine examples justify premium pricing; high-time average examples should price at P210N+20% maximum.
6. Specialist mechanic relationships: Even more critical than for 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, several others) for annual inspections.