← All aircraft

Cessna · 1977–1984

Cessna T210M/N Turbo Centurion II (1977-1984)

Fast CruiserComplexHigh PerformanceIFR Platformturbochargedhigh_altitudesix_seatlate_classic
Cessna T210M/N Turbo Centurion II (1977-1984)i

Specifications

Performance

Cruise

193KTAS

80% power @ 20,000 ft

Range

715nm

80% power @ 20,000 ft

Climb

930fpm

Ceiling

27,000ft

Fuel Burn

17.5gph

80% power @ 20,000 ft

Fuel Cap.

89gal

MPG

12.7mpg

Stall (Vs0)

58KIAS

T/O roll

1300ft

Ldg roll

765ft

Economy cruise · 60% power @ 20,000 ft

162 KTAS·13.3 gph·830 nm

31 kt slower than the 80% figure above, and 115 nm further on the same fuel.

Size & weight

Seats

6

Useful Load

1779lbs

Full-fuel payload

1,245lbs

Max gross

4,000lbs

Wingspan

36.8ft

Length

28.2ft

Engine

Engine

Continental TSIO-520-R

Power

310hp

TBO

1,400hrs

Overhaul

$58k

Owning it

Hull insurance

$4k/yr

Parts

good

Mechanics

specialist

Gear

Retractable

IFR

Yes

Category

certified

Full specification

V-speeds

Vne203 KIAS
Vno168 KIAS
Va130 KIAS
Vs174 KIAS
Vx82 KIAS
Vy100 KIAS
Best glide88 KIAS

Airframe

Empty weight
2,221 lbs
Max fuel weight
534 lbs
Height
9.7 ft
Wing position
high

Obstacle performance

Takeoff over 50 ft
2,160 ft
Landing over 50 ft
1,500 ft

Paperwork

Type certificate
3A21
Certification basis
CAR 3

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

Typical

$195k

Range

$140k – $280k

Annual all-in

~$37k/yr

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 — estimate

Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.

100
20300
$6.50
$3$10
Fuel (17.5 gph)
$11,375
Engine reserve
$4,143
Propeller reserve
$175
Maintenance, parts & wear items ($22/hr)
$2,200
Insurance
$3,250–$6,500
Hangar
$6,227–$15,566
Annual inspection (labor only)
$2,500
Databases & subscriptions
$700
Total per year
$36,864
Per flight hour
$369
Miles flown / year (at cruise)
22,210 mi
Cost per mile
$1.66/mi
300 nm
100 nm1,000 nm
Time in the air
1 hr 33 min
Fuel burned
27 gal
Out of pocket
$278

Pulled back to 60% power the same trip takes 1 hr 51 min and costs $281 — 18 minutes slower, $-3 cheaper.

Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.

Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.

Title & Escrow partnerExample placement

Strengths

    Weaknesses

      Overview

      The 1977-1986 Cessna T210M and T210N are the pinnacle of normally-aspirated-airframe Centurion development: 310 HP turbocharged engines, 4,000 lb max gross weight (T210N), 200+ KTAS cruise at FL200, and the refined electric-motor gear system. The T210M (1977) launched alongside the NA 210M after the production hiatus; the T210N (1978-1986) refined the design and -- like the NA 210N -- benefited from the 1979 gear door deletion.

      Approximately 1,500 examples were produced (T210M ~150 in 1977, T210N ~1,350 across 1978-1986). The T210N is arguably the most capable piston single ever produced by Cessna -- comparable in mission capability to the Beechcraft A36 Bonanza and Mooney M20K, with significantly higher useful load than either.

      The TSIO-520-R: 310 HP

      The 1977 transition to the TSIO-520-R brought a 25 HP increase (285 → 310) -- significant for a turbocharged airplane already operating at high power settings. Key TSIO-520-R features:

      • Increased displacement breathing (matched intake/exhaust port flow)
      • Improved turbocharger map (better high-altitude wastegate response)
      • Refined fuel-injection metering (smoother high-altitude operation)
      • Enhanced cylinder cooling baffling

      TBO 1,400 hours. Field overhaul: $50,500–$65,500 (includes turbocharger overhaul). Cylinder management remains critical -- CHTs above 380°F shorten cylinder life rapidly.

      The 4,000 lb Gross Weight (T210N)

      In 1978, Cessna increased the T210N max gross to 4,000 lbs (+200 lb over T210M). This was driven by:

      • Increased turbo airframe stress margin
      • Strengthened wing-to-fuselage carry-through
      • Heavier landing gear (already required for turbo)

      The 4,000 lb gross gives the T210N the highest useful load of any piston single Cessna ever certified (excluding the C337 Skymaster). At ~1,600 lb useful load, the T210N can carry six adults + bags + 4 hours fuel at FL180 -- a capability that approaches light-twin territory.

      Variants & History

      FeatureT210K-L (1970-1972)T210M (1977)T210N (1978-1986)210M-N (NA)
      EngineTSIO-520-H 285 HPTSIO-520-R 310 HP (+25)TSIO-520-R 310 HPIO-520-L 285 HP
      Max gross3,800 lbs3,800 lbs4,000 lbs (+200) in T210N3,800 lbs
      Useful load~1,490 lbs~1,500 lbs~1,600 lbs~1,497 lbs
      Cruise (FL200)200 KTAS205 KTAS205 KTASN/A (NA loses power)
      Range at FL200900 NM950 NM950 NMN/A
      Service ceiling27,000 ft27,000 ft27,000 ft17,300 ft
      Gear systemEngine-driven (early)Electric motor (new)Electric motorElectric motor
      Main gear doorsPresentPresentDeleted 1979+Deleted 1979+
      Field overhaul$49,500–$66,500$50,000-$65,000$50,000-$65,000$38,000-$48,000
      Cessna 206 Stationair
      For saleSimilar aircraftListing

      2001 Cessna 206 Stationair

      T206H Turbo · Load Hauler · Fresh Annual · No Damage

      $349,0003,120 hrs TT · Steamboat Springs, COView listing →

      Performance

      205 KTAS cruise at FL200 (75% power), 1,030 FPM sea-level climb, 17.5 GPH at max cruise. Service ceiling 27,000 ft.

      Real-world cross-country:

      • Two adults + 90 gal fuel at FL200: 1,000+ NM range with 45-min reserves
      • Four adults + 60 gal fuel at FL180: 700 NM range -- typical business legs
      • Six adults + 45 gal fuel at FL160: 500 NM range -- family travel within W&B
      Cessna 210 Centurion
      For saleSimilar aircraftListing

      1977 Cessna 210 Centurion

      210M Centurion · Steam + GPS · Great Useful Load

      $129,0005,240 hrs TT · Salina, KSView listing →

      Valuation Factors

      ConditionPrice Range
      Project / mid-time turbo$115,000-$150,000
      Flying but tired (T210M / pre-1979 T210N)$145,000-$190,000
      Well-maintained T210M / pre-1979 T210N$185,000-$240,000
      Well-maintained T210N (1979+ doorless)$205,000-$265,000
      Restored / upgraded (intercooler + GTN + GFC 600)$250,000-$320,000

      T210M/N pricing trades $40,000-$70,000 above equivalent NA 210M/N due to turbo capability + 310 HP + (T210N) 200 lb additional gross. Late T210Ns (1984-1986) trade highest due to "last production" status.

      Financing partnerExample placement

      ADs & Common Problems

      210 universal concerns apply. T210M/N-specific:

      1. TSIO-520-R cylinder condition: 310 HP turbo cylinders are stressed; borescope inspection of all six cylinders essential. Recurring CHT excursions = cylinder failure ahead.
      2. Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
      3. Intercooler installation: Many T210s have aftermarket Tornado Alley intercoolers ($8,000-$12,000 install). Verify presence and condition -- the intercooler significantly extends turbo life.
      4. Wastegate operation: Automatic wastegate must operate smoothly. Wastegate overhaul: $1,500-$3,000.
      5. Cessna SIDs: 1977-1986 airframes are 40-49 years old; SID compliance + turbo-specific inspections increase pre-buy cost.

      For sale (0)

      No listings for this model right now.

      Also worth looking at

      What buyers usually weigh against the Cessna T210M/N Turbo Centurion II (1977-1984) — aircraft flown for the same kind of mission.