Cessna P210R Aircraft in Illinois
Illinois has a strong GA market centred on Chicago (DuPage, Waukegan, Aurora) and downstate (Champaign, Bloomington). The Midwest aviation industry includes major MRO and refurbishment shops. Flat terrain makes Illinois ideal for training and cross-country flying.
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. 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. A Cessna 210 for sale is a serious cross-country machine for experienced pilots who demand speed and load.
· 6-seat · Reference price ~$425,000 ($275,000–$650,000) · updated recently
Cessna P210R Specifications
Model specThe Cessna P210R 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).
Cessna P210R for Sale
No Cessna P210R currently listed for sale.
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Cessna P210R 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 |
| 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 |
Compare Cessna P210R
Detailed comparisons for the Cessna P210R are being prepared.
Browse all Cessna models →Cessna P210R Price & Cost
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.
The P210R's turbocharged, intercooled Continental TSIO-520 and pressurization make it the most systems-intensive Centurion to own. Turbocharger and exhaust condition, pressurization integrity, cylinder and CHT history, and the retractable-gear system are the recurring cost centers - budget around systems health, not just engine time. As the most sought-after P210, clean R-model examples command a premium; a well-documented one is cheaper to own over time than a bargain aircraft with deferred systems work.
Buying a Used Cessna P210R
Buying a Cessna P210R comes down to a focused pre-purchase checklist — here is what matters most on this model:
What to check before buying
Frequently Asked Questions — Cessna P210R
What is the Cessna P210R?
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Cessna P210R Inventory by Country
| United States | 3 |
Cessna P210R Inventory by State
| California | 26 |
| Texas | 17 |
| Oklahoma | 15 |
| Florida | 12 |
| Arizona | 6 |
| Nevada | 5 |
| Illinois | 4 |
| Wyoming | 3 |
| Indiana | 3 |
| Louisiana | 3 |
| Minnesota | 3 |
| Montana | 3 |
Cessna P210R by Price
| Under $100k | 15 |
| Under $200k | 51 |
| Under $300k | 103 |
| Under $500k | 135 |
Other Cessna Aircraft
| Cessna Citation III / VII | 26 |
| Cessna Citation II | 21 |
| Cessna Citation I | 12 |
| Cessna Caravan | 8 |
Cessna P210R Safety Record
Across all P210R variants, 9 NTSB-recorded events are on file from 1985–2011. As with any aircraft, most outcomes depend on pilot training, maintenance and operating conditions rather than the airframe itself.
9
Total Events
2
Incidents
2
Serious
4
Fatal
Most Recent Events
| Date | Location | Severity | Probable Cause |
|---|---|---|---|
| Jun 18, 2011 | Albia, IA | Serious | The pilot's inadequate preflight inspection, in which he did not detect that less fuel was on board the airplane than pl… |
| Nov 18, 2005 | Palo Alto, CA | Incident | the pilot's misjudged altitude and distance, which resulted in an overrun, and his failure to execute a timely go-around… |
| Jan 11, 1995 | LUMBERTON, NC | Serious | THE FAILURE OF THE PILOT TO MAINTAIN AIRCRAFT CONTROL DURING THE APPROACH FOR LANDING, RESULTING IN A COLLISION WITH OBJ… |
| Mar 01, 1994 | BAY MINETTE, AL | Fatal (4) | THE PILOT'S FAILURE TO MAINTAIN CONTROL OF THE AIRCRAFT DUE TO SPATIAL DISORIENTATION, AND EXCEEDING THE DESIGN STRESS L… |
| Jul 12, 1990 | OGDEN, UT | Fatal (1) | FAILURE OF THE #1 PISTON DUE TO PRE-IGNITION/DETONATION IN THE #1 CYLINDER, AND INADEQUATE VISUAL LOOKOUT BY THE PILOT (… |
NTSB records 1985–2011. Includes all Cessna P210R variants. Events ≠ aircraft fault.