Cessna P210 Silver Eagle Aircraft under $100,000

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The P210 Silver Eagle is a turbine conversion of the pressurized Cessna 210 - a Rolls-Royce 250 turboprop replacing the piston engine for turbine reliability and altitude in a pressurized single.

Cessna P210 Silver Eagle aircraft for sale

· 6-seat · Reference price ~$750,000 ($500,000–$1,100,000) · updated recently

Cessna P210 Silver Eagle Specifications

Model spec

The Cessna P210 Silver Eagle is a 6-seat single engine turboprop 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
EngineROLLS-ROYCE 250-B17F2
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
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)
Production1978–1985

Cessna P210 Silver Eagle for Sale

No Cessna P210 Silver Eagle currently listed for sale.

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Cessna P210 Silver Eagle 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 – $355K 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. 176
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. 9
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) $309K – $511K A mid-1970s Turbo Centurion — a fast, six-seat retractable single for high-altitude cross-country travel. 7
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. 3
P210 1978–1986 6 180 kts (333 km/h) 850 nm (1,574 km) 1,200 lbs (544 kg) $180K – $420K A pressurised Centurion — a fast pressurised single-engine piston for high-altitude, owner-flown travel above most weather. 12
P210N 1978–1983 6 198 kts (367 km/h) 850 nm (1,574 km) 1,200 lbs (544 kg) $149K – $599K 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) $250K – $375K The turbocharged Centurion of the late 1970s and 1980s — a fast, six-seat retractable single for high-altitude cross-country travel. 14
210N 1979–1986 6 164 kts (304 km/h) 900 nm (1,667 km) 1,310 lbs (594 kg) $200K – $360K A late six-seat retractable Centurion — a fast, capable high-wing single for cross-country travel. 5
P210R 1982–1986 6 213 kts (394 km/h) 900 nm (1,667 km) 1,200 lbs (544 kg) $425K – $484K The final, most-refined pressurised Centurion — a fast pressurised single for high-altitude owner-flown travel. 3

Compare Cessna P210 Silver Eagle

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Cessna P210 Silver Eagle Price & Cost

Cessna P210 Silver Eagle 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 P210 Silver Eagle Cost of Ownership estimate
Fuel (28.0 GPH × $6.20, 100 hrs)$17,360/yr
Annual Fixed (hangar, insurance, annual)$55,000/yr
Variable (per hour)$400/hr
Engine Overhaul (every 3,500 hrs)$150,000
Estimates at 100 flight hours/year. Actual costs vary by usage, location and insurance.

The P210 Silver Eagle's dominant cost drivers are the Rolls-Royce 250-B17F/2 engine overhaul and the pressurisation-system maintenance — both tracked independently. The 250 turboprop's overhaul cost is lower than large turboprops but is still the primary ownership expense; confirm time since overhaul and hot-section status. Pressurisation seals and outflow valves are original P210-era components; budget for periodic replacement.

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

Buying a Used Cessna P210 Silver Eagle

Buying a Cessna P210 Silver Eagle comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The P210 Silver Eagle is a turbine-engine conversion of the Cessna P210 Centurion — a pressurised, retractable-gear single — in which the original Continental TSIO-520 piston engine is replaced with a Rolls-Royce (formerly Allison) 250-B17F/2 turboprop under an STC. The result is turbine reliability and fuel economics in a pressurised single-engine airframe at substantially lower cost than a new pressurised turboprop.

What the conversion changes: The Rolls-Royce 250 (M250) is a free-turbine engine family originally designed for helicopter use (the Bell 206 JetRanger and similar), adapted for fixed-wing installation through an FAA-approved STC. The conversion typically includes engine-mount modifications, cowling, fuel-system changes, and updated instruments. The airframe itself — pressurised P210 cabin, retractable gear, systems — is unchanged. A non-pressurised version, the Silver Eagle II, converts standard 210s.

STC fleet and support: The Silver Eagle conversion has been flying since the 1980s, and a dedicated support network exists. With a small installed fleet compared to factory turboprops, confirm your maintenance base has direct experience with the 250-B17F/2 in this conversion before purchase — not every Rolls-Royce 250 shop has P210-specific STC experience.

Versus a factory turboprop: The Silver Eagle offers lower acquisition cost than a purpose-built pressurised turboprop single — such as a Daher TBM or Pilatus PC-12 — at the cost of a smaller cabin and slower cruise than most modern factory turboprops. The P210 airframe's pressurisation system is an original piston-era design; inspect seals and outflow valves carefully.

Pre-buy specifics: Review the STC paperwork in full, confirm the logbooks document the conversion correctly, and have a shop familiar with both the Rolls-Royce 250 and the Silver Eagle STC conduct the pre-buy. Engine time and condition on the 250-B17F/2 is the dominant variable.

Buy it if: you want pressurised single-engine turbine capability at lower cost than a factory turboprop, and your missions fit the P210 cabin and range envelope. Purpose-built pressurised turboprop singles deliver more performance and a larger cabin at significantly higher cost.

Frequently Asked Questions — Cessna P210 Silver Eagle

What is the Cessna P210 Silver Eagle?
The Silver Eagle is a turbine conversion of the pressurized Cessna P210 Centurion, re-engined with a Rolls-Royce (Allison) 250-B17F2 turboprop (flat-rated around 450 shp) in place of the original Continental piston engine. Developed by O&N Aircraft, it pairs the P210's pressurized six-seat cabin with turbine smoothness and reliability, cruising approximately 210–215 kt. It is a specialised, low-volume aircraft built on existing P210 airframes.
What does the turbine conversion change versus a piston P210?
The Rolls-Royce 250 turboprop replaces the piston engine's complexity and overhaul profile with turbine reliability, smoother operation, jet-fuel burn, and strong hot-and-high performance. The trade-offs are higher acquisition cost, turbine-specific maintenance and fuel planning, and a small specialist support base. The pressurized cabin and airframe remain those of the P210.
What should I inspect on a Silver Eagle?
The Rolls-Royce 250 engine status (hot-section and overhaul history, which differ entirely from a piston engine), the quality and documentation of the O&N conversion STC, the P210 airframe (pressurization system, gear, corrosion), and avionics. A pre-buy by a shop familiar with both the 250 turboprop and the Silver Eagle conversion is essential.
Is the Silver Eagle a good buy?
For a buyer who wants pressurized, turbine-powered single-engine performance and accepts a niche aircraft, it is a unique proposition — turbine reliability in a six-seat pressurized single. The trade-offs are cost, turbine maintenance, and a small support network. Buy on engine status, conversion documentation, and airframe condition, with a specialist pre-buy.

Cessna P210 Silver Eagle Inventory by Country

United States6
Germany2
Canada1
Fact1

Cessna P210 Silver Eagle Inventory by State

California18
Texas15
Oklahoma10
Florida9
California5
Nevada4
Oklahoma4
Louisiana4
Arizona4
Wyoming3
Illinois3
Indiana3

Cessna P210 Silver Eagle by Price

Under $100k14
Under $200k48
Under $300k97
Under $500k127

Cessna P210 Silver Eagle Safety Record

No NTSB events on record for the Cessna P210 Silver Eagle. Individual aircraft safety records may be available on detail pages.

Source: NTSB Aviation Accident Database

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.
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