Cessna T210G/H/J Turbo Centurion (1967-1969)

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.

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)

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.

210 universal concerns apply. T210G/H/J-specific:

1. Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
2. Wastegate operation: Verify smooth wastegate operation through full power range. Stuck wastegates: $2,000-$5,000 repair.
3. Cylinder CHT history: Review engine monitor data (if installed) for CHT excursions. Recurring high CHTs suggest cylinder problems ahead.
4. Exhaust system condition: Turbo exhausts run hotter and crack more frequently. Inspect for cracks, weeping, and weld failures.
5. Cool-down practice: Review pilot reports for consistent cool-down. Aircraft owned by buyers who don't cool down properly have shorter turbo life.