Cessna T210F Turbo Centurion (1966)

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

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 — fixed costs only

No handbook figures for this airplane give a fuel burn or a cruise speed, so the fuel, per-hour and per-mile estimates cannot be computed. What follows is what ownership costs before you fly it — these do not change with hours.

Fuel, maintenance and the engine reserve are on top of this and rise with every hour flown — on a comparable airplane they typically exceed the fixed costs at around 100 hours a year. The page above says which document would supply the missing figures.