Cessna P210N Aircraft in Canada

Canadian-registered aircraft (C- prefix) operate under Transport Canada certification standards similar to FAA but with specific differences in maintenance, equipment, and operations. Canadian aircraft frequently transact cross-border to US buyers; import process requires FAA airworthiness re-certification and possible equipment changes.

← Cessna 210 family

The Cessna P210N is the original pressurized Centurion (1978-1983) — a 310-hp turbocharged Continental TSIO-520, the first and most common version of Cessna's only pressurized single-piston. It delivers a ~180-kt cruise with a pressurized cabin for high-altitude, over-weather travel. As with all P210s the cost story is upkeep: pressurization integrity, turbo and gear maintenance dominate, so a careful pre-buy and clean maintenance history are decisive.

Cessna P210N aircraft for sale

1 used Cessna P210N aircraft for sale in Canada · 6-seat · updated 2026-07-06

Cessna P210N Specifications

Model spec

The Cessna P210N 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 TSIO-520-CE
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 TypeP210
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)
Production1978–1983

Cessna P210N for Sale

1978 Cessna P210N

1978 Cessna P210N for sale
Contact for Price
On Request
Total Time 2,952
Reg# C-GZLI Canada
Location Calgary, AB, Canada
Via Airside Aviation
Listed 26d ago

Cessna P210N 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
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
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. 3
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

Compare Cessna P210N

Detailed comparisons for the Cessna P210N are being prepared.

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Cessna P210N Price & Cost

Cessna P210N 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 P210N Cost of Ownership estimate
Fuel (16.0 GPH × $6.20, 100 hrs)$9,920/yr
Annual Fixed (hangar, insurance, annual)$22,000/yr
Variable (per hour)$190/hr
Engine Overhaul (every 1,400 hrs)$35,000
Estimates at 100 flight hours/year. Actual costs vary by usage, location and insurance.

The P210 is the most maintenance-intensive Centurion: pressurization integrity, the turbocharged TSIO-520, and retractable gear all live on one airframe. As the only pressurized single-piston Cessna its appeal is real, but condition and a thorough pre-buy matter more here than on any other 210 — deferred pressurization or turbo work gets expensive fast.

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

Buying a Used Cessna P210N

Buying a Cessna P210N comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The Cessna P210N is the pressurized Centurion of 1978-1983 - a six-seat, retractable-gear single with a turbocharged Continental TSIO-520-P (310 hp), a pressurized cabin, and cruise around 190-200 knots at altitude. It made pressurized, high-altitude flight practical in a piston single and remains the most common P210 on the used market.

Pressurization plus turbocharging. The pressurized cabin lets occupants fly in the high teens and low twenties without oxygen masks, while the turbocharged TSIO-520 maintains power at those altitudes. Early P210Ns had cooling and system teething issues that later production and service bulletins addressed - so specific serial number, service history, and modification status matter more on the P210N than on simpler singles.

Ownership focus. Pressurization integrity, turbocharger and exhaust health, cylinder and CHT history (cooling was a known early concern), and the retractable-gear system are the primary pre-buy items. A well-sorted, documented P210N is a very different aircraft from an early, unmodified one at a lower price.

Versus the T210N. The T210N is the same turbocharged Centurion without pressurization - simpler and cheaper, but requiring oxygen above roughly 12,000 feet. If cabin altitude matters, the P210N is the aircraft; if not, the T210N saves the pressurization maintenance.

Buy it if you want pressurized, high-altitude single-engine travel around 190-plus knots and are prepared for the combined upkeep of pressurization, turbocharging, and retractable gear - with particular attention to the P210N's early-production cooling history.

Frequently Asked Questions — Cessna P210N

What are common Cessna P210N Centurion problems to look for?
The pressurized 210 has complex turbocharger and pressurization systems requiring expert maintenance. Engines often do not make TBO, with cylinder changes needed regularly. The fuel system has quirks — full fuel may not be achievable if the aircraft is not perfectly level. Control forces are heavier than standard 210s due to cable routing through pressure seals. Wing spar carry-through AD must be current.
Cessna P210N vs T210N — is pressurization worth the extra complexity?
The P210N adds cabin pressurization for comfortable flight above 12,000 ft, but at significant cost: more maintenance, heavier control forces, reduced payload, and higher fuel burn of 15-20 GPH vs 14-16 for the T210N. The pressurization system steals bleed air from the turbo, reducing available power. For most owner missions below FL180, the simpler T210N is the better choice.
How much does a Cessna P210N cost per hour to fly?
Variable costs run about 200-250 dollars per hour depending on power settings, with fuel burn of 15-20 GPH. Annual fixed costs are approximately 20,000-25,000 dollars. The pressurization system adds 3,000-5,000 dollars per year in maintenance. Used P210Ns range from about 175,000 to 475,000 dollars. Annual inspections typically cost 5,000-12,000 dollars.

Cessna P210N Inventory by Country

United States23
Canada1
Germany1
Belgium1
Sweden1
South Africa1

Cessna P210N Inventory by State

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

Cessna P210N by Price

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

Cessna P210N by Decade

1970s1

Cessna P210N Safety Record

Across all P210N variants, 198 NTSB-recorded events are on file from 1982–2025. As with any aircraft, most outcomes depend on pilot training, maintenance and operating conditions rather than the airframe itself.

198

Total Events

78

Incidents

32

Serious

56

Fatal

Most Recent Events

Date Location Severity Probable Cause
Sep 13, 2025 Victorville, CA Incident —
Mar 11, 2025 Roswell, NM Incident —
Jan 18, 2025 Prescott, AZ Incident —
Jun 13, 2024 Reno, NV Incident A loss of electrical power for undetermined reasons, which resulted in a partial extension of the landing gear and subse…
Apr 11, 2024 Auburn, WA Incident An overstress fracture of the left main landing gear actuator, which resulted in the failure of the left main landing ge…

NTSB records 1982–2025. Includes all Cessna P210N 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 2026-07-06 · Data: FAA Registry, NTSB · About our data