1979 CESSNA 210N NO LONGER LISTED

The Cessna 210 Centurion is the fastest single-engine piston aircraft Cessna ever mass-produced — a six-seat, high-wing retractable that cruises at 170-175 KTAS on 14 GPH. Produced from 1960 to 1986 with over 9,200 delivered, the 210 remains the go-to choice for owner-pilots who need speed, payload, and range without stepping up to a twin or turboprop. Powered by a Continental IO-520-L (300 HP) in later naturally aspirated models or the TSIO-520 (310 HP turbo) in the T210/P210, the Centurion carries more weight faster than a Bonanza A36 — and does it from the comfortable, stable high-wing Cessna platform. Key variants. The 210A-G (1960-1967) are the strut-braced early models with a simpler gear system. The 210H-N (1968-1986) are the cantilever-wing models with the more complex gear system — faster, cleaner, and harder to maintain. The 210N is the final and most refined naturally aspirated variant. The T210 series added turbocharging for high-altitude operations. The P210 Pressurized Centurion (1978-1986) is the only factory-pressurized single-engine piston Cessna — a 210 airframe with a TSIO-520-CE/AF engine, 3.35 psi differential, and cabin altitude of 12,000 feet at FL230. The P210N and P210R (with Rolls Royce 250 turbine conversions by Soloy or Silver Eagle) command premium prices. What makes the 210 compelling. No other high-wing retractable single carries 1,200+ lbs of useful load at 170 KTAS. The 210 is the aircraft bush operators choose when a 206 is too slow and a twin is too expensive. The cabin is generous — wider than a Bonanza, with genuine six-seat capability. Buying advice. The 210 landing gear is the most critical pre-buy item. The late-model cantilever gear (210K-N) uses a complex hydraulic retraction system that requires specialized maintenance. Gear saddle cracking, actuator wear, and downlock switch adjustment are common issues. Budget $5,000-$15,000 for gear overhaul if compliance is not current. AD 2003-10-09 (landing gear saddle inspection) is mandatory. Continental IO-520/TSIO-520 engines are well-understood but prone to case cracking if not properly monitored. Check for fuel bladder condition and exhaust system cracks. Market. 210N (1979-1986): $120,000-$200,000. T210N Turbo: $140,000-$240,000. P210N Pressurized: $150,000-$280,000. Clean P210 with modern avionics: $200,000-$350,000. Cessna 210 operating costs run $180-$220/hr all-in. A Cessna 210 for sale is a serious cross-country machine for experienced pilots who demand speed and load.