Cessna 210N Aircraft in Louisiana

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The Cessna 210N is the most-refined normally-aspirated Centurion (1979-1986) — the final development of Cessna's fast retractable six-seat single, with a 300-hp Continental IO-520 and a ~165-kt cruise. By this point the 210 had shed its wing struts and gained systems refinements, making the N the most capable NA Centurion before production ended. The buy case is fast six-seat travel on a piston budget; gear-system condition and IO-520 health drive the cost.

Cessna 210N aircraft for sale

· 6-seat · Reference price ~$275,000 ($170,000–$450,000) · updated recently

Cessna 210N Specifications

Model spec

The Cessna 210N is a 6-seat single engine piston with a cruise speed of 160–215 kt (296–398 km/h), a range of 700–900 nm (1,296–1,667 km), and a useful load of 1,200–1,500 lbs (544–680 kg).

Performance
Cruise160–215 kt (296–398 km/h)
Max Speed168–230 kt (311–426 km/h)
Range700–900 nm (1,296–1,667 km)
Service Ceiling17,000–27,000 ft (5,182–8,230 m)
Engine & Fuel
EngineCONTINENTAL IO-520-L
Horsepower260–450 HP
Fuel Capacity65.0–90.0 gal (246–341 L)
Fuel Burn14.0–28.0 GPH (53–106 L/h)
TBO1,400–3,500 hrs
ICAO TypeC210
Weights & Seats
Seats4–6
Max Gross Weight3,000–4,100 lbs (1,361–1,860 kg)
Useful Load1,200–1,500 lbs (544–680 kg)
Production1979–1986

Cessna 210N for Sale

No Cessna 210N currently listed for sale.

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Cessna 210N Variants

Variant Years Seats Cruise Range Useful load Price range Best for Listings for sale
T210 1957–1979 6 193 kts (357 km/h) 900 nm (1,667 km) 1,500 lbs (680 kg) $205K – $329K A turbocharged Centurion — a fast, six-seat retractable single for high-altitude cross-country travel. 10
210 1960–1986 6 160 kts (296 km/h) 700 nm (1,296 km) 1,310 lbs (594 kg) $65K – $356K Choose the standard 210 for the fastest six-seat normally aspirated single at the lowest entry price. Choose the T210 turbo for high-altitude and high-density-altitude performance. Choose the P210 for a pressurized cabin — a rare feature in a single-engine piston — for comfortable high-altitude flight. 190
210B 1961–1963 4 160 kts (296 km/h) 700 nm (1,296 km) 1,310 lbs (594 kg) $79K – $140K An early-1960s Centurion — a retractable-gear high-wing single at the affordable end of the 210 range. 5
210C 1964–1965 4 160 kts (296 km/h) 700 nm (1,296 km) 1,310 lbs (594 kg) $69K – $150K An early-1960s Centurion — a retractable-gear high-wing single at the affordable end of the 210 range. 5
T210L 1972–1976 6 190 kts (352 km/h) 900 nm (1,667 km) 1,310 lbs (594 kg) $179K – $315K A 1970s Turbo Centurion — a fast, six-seat retractable single for high-altitude cross-country travel at a more affordable point in the 210 range. 13
210L 1972–1976 6 164 kts (304 km/h) 900 nm (1,667 km) 1,310 lbs (594 kg) — A 1970s six-seat retractable Centurion — a fast, capable high-wing single at a more affordable point in the 210 range. 1
T210M 1977–1978 6 193 kts (357 km/h) 900 nm (1,667 km) 1,500 lbs (680 kg) $199K – $511K A mid-1970s Turbo Centurion — a fast, six-seat retractable single for high-altitude cross-country travel. 10
210M 1977–1979 6 164 kts (304 km/h) 900 nm (1,667 km) 1,310 lbs (594 kg) $149K – $339K A mid-1970s six-seat retractable Centurion — a fast, capable high-wing single for cross-country travel. 4
P210 1978–1986 6 180 kts (333 km/h) 850 nm (1,574 km) 1,200 lbs (544 kg) $180K – $765K A pressurised Centurion — a fast pressurised single-engine piston for high-altitude, owner-flown travel above most weather. 13
P210 Silver Eagle 1978–1985 6 215 kts (398 km/h) 900 nm (1,667 km) 1,300 lbs (590 kg) $695K – $975K Choose the P210 Silver Eagle for pressurized, turbine-single reliability and altitude at far lower cost than a factory turboprop single. 10
P210N 1978–1983 6 198 kts (367 km/h) 850 nm (1,574 km) 1,200 lbs (544 kg) $149K – $695K The pressurised, normally aspirated-cabin Centurion of the late 1970s and 1980s — a fast pressurised single for high-altitude, owner-flown travel. 30
T210N 1979–1986 6 193 kts (357 km/h) 900 nm (1,667 km) 1,310 lbs (594 kg) $249K – $415K The turbocharged Centurion of the late 1970s and 1980s — a fast, six-seat retractable single for high-altitude cross-country travel. 21
P210R 1982–1986 6 213 kts (394 km/h) 900 nm (1,667 km) 1,200 lbs (544 kg) $425K – $530K The final, most-refined pressurised Centurion — a fast pressurised single for high-altitude owner-flown travel. 3

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Cessna 210N Price & Cost

Cessna 210N Price Guide

Key price factors: engine time to overhaul, year and airframe hours, avionics, damage history and logbook completeness — see the buying guide below for the full pre-purchase checklist.

Cessna 210N Cost of Ownership estimate
Fuel (14.5 GPH × $6.20, 100 hrs)$8,990/yr
Annual Fixed (hangar, insurance, annual)$22,000/yr
Variable (per hour)$175/hr
Engine Overhaul (every 1,500 hrs)$35,000
Estimates at 100 flight hours/year. Actual costs vary by usage, location and insurance.

The normally-aspirated Centurion's cost story is retractable-gear maintenance and complex-aircraft insurance on top of Continental IO-520 engine time. Price a recent gear inspection and engine status into any deal — the gear system and big-bore engine are the dominant variables, not the airframe itself.

Buying guides: Buyer's Guide | Financing Guide | Pre-Buy Inspection

Buying a Used Cessna 210N

Buying a Cessna 210N comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The Cessna 210N Centurion (1979-1984) is a six-seat, retractable-gear high-wing single with a 300-hp Continental IO-520, cruising around 164 knots with 900 nm range - the mature normally aspirated Centurion. It offers the 210's signature blend of speed, six-seat capacity, and large useful load without the complexity of turbocharging or pressurization.

Late normally aspirated Centurion. The 210N is among the last and most refined of the naturally aspirated 210s before the line ended. Against the turbocharged T210N it gives up high-altitude performance (ceiling around 17,000 ft vs 27,000 ft) but is simpler and cheaper to maintain; against the pressurized P210 it forgoes the cabin but avoids pressurization upkeep.

Retractable-gear focus. The 210's hydraulic retractable gear is the defining maintenance and pre-buy item - gear rigging, the power pack, actuators, and any saddle or door history should be inspected and priced first. Otherwise the airframe and IO-520 are well-proven.

Buy it if you want six seats, 160-plus-knot cruise, and a large useful load in a normally aspirated single, and find the turbo or pressurized Centurions' complexity unnecessary for your typical altitude.

Frequently Asked Questions — Cessna 210N

About the Cessna 210N
The Cessna 210N is the most-refined normally-aspirated Centurion (1979-1986) — the final development of Cessna's fast retractable six-seat single, with a 300-hp Continental IO-520 and approximately 165-kt cruise. By the N model, Cessna had removed the main gear doors (a major reliability improvement over earlier 210s), making the N both the best-performing and most maintainable of the non-turbo Centurions.
What makes the 210N the preferred used-market Centurion?
The 210N eliminated the complex retractable main gear doors that were the dominant maintenance burden on earlier 210s — dramatically reducing gear-system costs and failure modes. The Continental IO-520 (300 hp) provides 165-kt cruise in a six-seat package. See the live price range above; the N model typically trades at a premium over earlier 210 variants for these reasons.
What should I inspect on a used Cessna 210N?
The landing gear system is the critical item — even without the main doors, the 210's electric/hydraulic retractable gear requires specialist inspection. Actuators, down-locks, gear motor condition, and all rigging should be inspected by a shop with 210-specific experience. Continental IO-520: compression, cylinder health, time since overhaul, and AD compliance. The 210N is a complex high-performance single (both endorsements required); budget for a pre-buy by an inspector who knows the type.
210N vs 182 Skylane — which should I choose?
These are fundamentally different aircraft in performance and complexity. The 210N delivers ~165-kt cruise and six seats in a retractable-gear high-performance single; the 182 delivers ~140-kt cruise in a four-seat fixed-gear aircraft. The 210N requires a high-performance endorsement (over 200 hp) and a complex endorsement (retractable gear) and carries higher insurance and maintenance costs. Choose the 210N if speed, six seats, and IFR cross-country range are the mission; choose the 182 if simpler ownership and lower all-in cost are the priority.
Is the Cessna 210N still in production?
No — the 210 family ended production in 1986 and has not been restarted. The N was the last normally-aspirated Centurion built. A substantial used fleet and specialist support network keep the 210N well-served, but parts are not all factory-available; verify parts sourcing for any known wear items before purchase.

Cessna 210N Inventory by Country

United States2
South Africa1

Cessna 210N Inventory by State

California26
Texas17
Oklahoma15
Florida12
Arizona6
Nevada5
Illinois4
Wyoming3
Indiana3
Louisiana3
Minnesota3
Montana3

Cessna 210N by Price

Under $100k15
Under $200k51
Under $300k103
Under $500k135

Recently Sold Cessna 210N

1979 210N$229,900

Cessna 210N Safety Record

Across all 210N variants, 57 NTSB-recorded events are on file from 1982–2022. As with any aircraft, most outcomes depend on pilot training, maintenance and operating conditions rather than the airframe itself.

57

Total Events

26

Incidents

4

Serious

20

Fatal

Most Recent Events

Date Location Severity Probable Cause
Dec 26, 2022 Morgan, UT Incident Failure of the brake system O-rings on the left landing gear trunnion, which allowed the hydraulic fluid to drain from t…
Dec 25, 2022 Bulman, Fatal (2) —
Aug 02, 2021 Somerville, NJ Incident The pilot’s failure to extend the landing gear, which resulted in a gear up landing and substantial damage to the fusela…
May 13, 2014 Sinop, Incident <br /><br />
Mar 17, 2014 Marathon, FL Incident The pilot's failure to ensure that the airplane's landing gear was down and locked prior to touchdown. Contributing to t…

NTSB records 1982–2022. Includes all Cessna 210N variants. Events ≠ aircraft fault.

Disclaimer: All prices, cost estimates, and market values shown are based on asking prices from third-party sources and are provided for informational purposes only. AeroGurus is not an appraiser, broker, or financial advisor. Always obtain a professional appraisal and independent inspection before making a purchase decision.
Listings last refreshed recently · Data: FAA Registry, NTSB · About our data