Cessna · 1967–1969
Cessna T210G/H/J Turbo Centurion (1967-1969)
iSpecifications
Cruise
195KTAS
Range
800nm
Seats
6
Useful Load
1220lbs
Full-fuel payload
830lbs
Fuel Burn
17gph
Fuel Cap.
65gal
MPG
13.2mpg
Stall (Vs0)
55KIAS
T/O roll
1100ft
Ldg roll
745ft
Power
285hp
Engine
piston single
Gear
Retractable
IFR
Yes
Category
certified
Pricing
Typical
$105k
Range
$85k – $140k
Annual all-in
~$24k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (17 gph)
- $11,050
- Engine reserve (toward overhaul)
- $3,429
- Fixed (insurance, hangar, annual, subscriptions)
- $9,521
- Total per year
- $24,000
- Per flight hour
- $240
- Miles flown / year (at cruise)
- 22,440 mi
- Cost per mile
- $1.07/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
Strengths
- Serious altitude capability: 27,000 ft service ceiling vs 17,500 ft on NA models
- High-altitude cruise advantage: 195 KTAS at FL180, 30+ KTAS faster than NA at 16,000+ ft
- Proven six-cylinder Continental platform with fuel injection and reliable Garrett turbo
- Genuine cross-country performer with 1,000 FPM sea-level climb and efficient 17.0 GPH cruise burn
Weaknesses
- Reduced TBO: 1,400 hours vs 1,700 on NA—100 fewer hours per $10k+ overhaul cost
- Turbocharger dominates resale: tired turbo can mean $10,000+ imminent replacement expense
- Higher operating temps require disciplined CHT monitoring and mandatory cool-down protocol
- Useful load penalty: 80 lbs lighter than NA 210 due to turbo/intercooler system weight
Overview
The 1967-1969 T210G/H/J are the turbocharged variants of the early cantilever-wing 210 series. The Continental TSIO-520-C produces 285 HP and maintains full power to approximately 16,000 ft -- pushing the 210 into the flight levels for the first time as a serious cross-country platform. Approximately 200 examples were produced across the three years (turbo variants always sold at modest volumes vs NA Centurions).
The T210G/H/J offer the same airframe as the NA 210G/H/J with the addition of a single Garrett turbocharger, intercooler (later variants), wastegate controller, and exhaust modifications. Cruise speeds at altitude are 25-30 KTAS faster than NA models, and service ceiling jumps from 17,500 ft to 27,000 ft.
The TSIO-520-C
The TSIO-520-C is a 520 cubic inch, six-cylinder, fuel-injected, turbocharged Continental engine producing 285 HP. The turbocharger maintains full manifold pressure to approximately 16,000 ft, with a gradual decline above. TBO 1,400 hours -- 300 hours less than the NA IO-520-A -- reflects the additional thermal and mechanical stress of turbocharging.
Operating considerations specific to TSIO-520-C:
- Cylinder management: Turbo engines run hotter; CHTs require careful monitoring. Many T210s have aftermarket engine monitors (JPI, EI) installed.
- Cool-down time: Required cool-down after high-power flight (3-5 minutes at low power) to prevent oil coking in turbo bearings.
- Wastegate condition: Mechanical wastegate with limited automatic compensation. Late-1960s wastegates require attention -- stuck wastegates are common.
- Intercooler: Limited intercooling vs later TSIO-520-R variants. Induction temps can be high.
Variants & History
| Feature | 210G-J (NA) | T210G-J (turbo) |
|---|---|---|
| Engine | IO-520-A | TSIO-520-C |
| HP | 285 | 285 (same) |
| Turbocharger | None | Single Garrett |
| TBO | 1,700 hrs | 1,400 hrs (-300) |
| Service ceiling | 17,500 ft | 27,000 ft |
| Cruise (12,000 ft) | 165 KTAS | 190 KTAS |
| Cruise (18,000 ft) | N/A (reduced power) | 195 KTAS |
| Empty weight | ~2,100 lbs | ~2,180 lbs (+80) |
| Useful load | ~1,300 lbs | ~1,220 lbs (-80) |
| Field overhaul | $38,000-$48,000 | $45,000-$58,000 |
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Performance
195 KTAS cruise at FL180 (75% power), 1,000 FPM sea-level climb, 17.0 GPH at max cruise. Service ceiling 27,000 ft (though most pilots cruise FL170-FL200 for oxygen and crew workload reasons).
Compared to the NA 210G/H/J:
- Low altitude (4,000-8,000 ft): T210 cruises 8-12 KTAS faster
- Mid altitude (10,000-14,000 ft): T210 cruises 18-25 KTAS faster
- High altitude (16,000-20,000 ft): T210 cruises 30+ KTAS faster (NA runs out of power)
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Valuation Factors
| Condition | Price Range |
|---|---|
| Project / mid-time turbo | $70,000-$90,000 |
| Flying but tired | $85,000-$115,000 |
| Well-maintained | $100,000-$135,000 |
| Recent SMOH / fresh turbo | $125,000-$160,000 |
T210G/H/J trade $15,000-$25,000 above equivalent NA 210G/H/J due to turbo capability. Turbo condition is the dominant valuation factor: a tired turbo can mean $10,000+ in near-term replacement.
ADs & Common Problems
210 universal concerns apply. T210G/H/J-specific:
- Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
- Wastegate operation: Verify smooth wastegate operation through full power range. Stuck wastegates: $2,000-$5,000 repair.
- Cylinder CHT history: Review engine monitor data (if installed) for CHT excursions. Recurring high CHTs suggest cylinder problems ahead.
- Exhaust system condition: Turbo exhausts run hotter and crack more frequently. Inspect for cracks, weeping, and weld failures.
- Cool-down practice: Review pilot reports for consistent cool-down. Aircraft owned by buyers who don't cool down properly have shorter turbo life.
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