Cessna 210M/N Centurion II (1977-1984) vs Cirrus SR22
Head-to-head — specs, at a glance.
iCessna 210M/N Centurion II (1977-1984)
> **The specifications on this page describe the Model 210N** (1979-1984), > which is 1,943 of the 3,325 serials in Sections XIV and XVI of FAA TCDS 3A21 — > 58%. That is a thin majority and it is said out loud: the 1977-1978 210M is a > Variants-table row with its own figures, and on one limit — maximum structural > cruising speed — the 210M is actually the **higher** of the two, so this page > is not quietly flattering the variant it describes.
- +Electric gear system dramatically more reliable than pre-1977 engine-driven design (60-70% reduction in gear squawks)
- +210N (1979+) deleted problematic gear doors, eliminating major failure points
- +Mature, final-production normally aspirated Centurion with proven design
- !1977-1978 models (210M) retain gear doors with chronic valve and actuator problems
- !IO-520-L engine prone to cylinder cracking; borescope inspection essential
- !Airframe age (40-49 years old); SID compliance a significant cost item
Cirrus SR22
The Cirrus SR22 is the best-selling GA aircraft in the world, a distinction it has held for over two decades. Introduced in 2001, it pairs a Continental IO-550-N (310 hp) with the composite airframe, CAPS parachute and Garmin glass cockpit that define the modern Cirrus. Total SR22/SR22T production exceeds 8,000 aircraft.
- +180 KTAS cruise with 804 nm range at 75% power; strong cross-country platform
- +CAPS whole-airframe parachute provides unmatched safety margin
- +Excellent parts availability and Cirrus-authorized service center network
- !CAPS repack every ~10 years is the single largest recurring maintenance cost
- !Composite damage requires specialized certified technicians; repair costs can be substantial
- !Fixed gear and low-wing design poorly suited to backcountry or rough-field operations
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