Cessna 210M/N Centurion II (1977-1986) vs Cirrus SR22 / SR22T
Head-to-head — specs, at a glance.
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iCessna 210M/N Centurion II (1977-1986)
The 1977-1986 Cessna 210M and 210N represent the **mature, final-production NA Centurion II**. The 210M (1977) launched after a 4-year production hiatus with a **completely redesigned landing gear system** (electric motor driving hydraulic pump, replacing the engine-driven pump of earlier 210s). The 210N (1978-1986) refined the M design and -- starting in 1979 -- **deleted the main gear doors entirely**, dramatically simplifying the gear system and reducing maintenance burden.
- +Mature, reliable electric-gear system (60-70% fewer gear squawks vs. pre-1977)
- +Fastest naturally-aspirated 210 ever built (174 KTAS cruise)
- +1979+ doorless models simplify maintenance and reduce gear complexity
- !IO-520-L cylinder cracking risk; borescope inspection essential
- !Airframes now 40–49 years old; SID compliance is a real cost item ($5k–$15k)
- !1977–1978 models with gear doors have chronic valve/linkage issues
Cirrus SR22 / SR22T
The Cirrus SR22 is the best-selling GA aircraft in the world — a distinction it has held for over 20 consecutive years. Introduced in 2001 as a more powerful version of the SR20, the SR22 pairs a Continental IO-550-N (310HP) with the composite airframe, CAPS parachute, and Garmin glass cockpit to create the definitive modern piston single.
- +World's best-selling GA aircraft with 8,000+ built and proven track record
- +CAPS parachute safety system (250+ lives saved); deployment available through most flight regimes
- +Exceptional speed and range for piston single (SR22T: 213 KTAS, 1,046 nm)
- !CAPS repack mandatory every 10 years at $18,000–$20,000; budget $2,000/year reserves
- !Composite airframe requires certified technicians; impact damage expensive ($5,000–$15,000+ per incident)
- !Turbo models demand careful temperature management; expensive engine overhauls ($42,000–$48,000)
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