Cessna T210 Aircraft in Minnesota

← Cessna 210 family

The Cessna T210 is the turbocharged Centurion — Cessna's fast retractable six-seat single with a 310-hp turbocharged Continental TSIO-520 that holds power to the high flight levels. It cruises beyond 190 kt and climbs strongly at altitude, a genuine high-and-fast cross-country single without the pressurization cost of the P210. The trade-off is turbo and gear upkeep; pre-buy focus is TSIO-520 health, gear rigging and the exhaust and turbo system.

Cessna T210 aircraft for sale

· 6-seat · updated recently

Cessna T210 Specifications

Model spec

The Cessna T210 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-C
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 TypeT210
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)
Production1957–1979

Cessna T210 for Sale

No Cessna T210 currently listed for sale.

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Cessna T210 Variants

Variant Years Seats Cruise Range Useful load Price range Best for Listings for sale
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. 188
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 – $596K 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 – $420K A pressurised Centurion — a fast pressurised single-engine piston for high-altitude, owner-flown travel above most weather. 12
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. 29
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

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Cessna T210 Price & Cost

Cessna T210 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 T210 Cost of Ownership estimate
Fuel (17.0 GPH × $6.20, 100 hrs)$10,540/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 turbocharged T210 costs more to operate than a normally aspirated Centurion: the TSIO-520 burns in the high teens of gph and adds turbocharger and exhaust maintenance, and turbocharged engines demand careful temperature management to reach TBO. The hydraulic retractable gear remains a recurring item. Buy on turbo-system and cylinder/CHT history as much as time-since-overhaul; a well-managed T210 turbo system is reliable, but neglected turbo, exhaust, or overheated cylinders can be a large and recurring expense.

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

Buying a Used Cessna T210

Buying a Cessna T210 comes down to a focused pre-purchase checklist — here is what matters most on this model:

What to check before buying

The Cessna T210 is the turbocharged Centurion - a six-seat, retractable-gear high-wing single with a turbocharged 310-hp Continental TSIO-520, cruising around 190 knots and capable of high-teens to low-twenties altitudes. Turbocharging turns the fast Centurion into a genuine high-altitude cross-country single, holding power where normally aspirated 210s fade.

High-altitude capability. The turbocharger lets the T210 climb above weather and terrain and cruise efficiently in the high teens and low twenties - a major advantage for mountain, hot-and-high, and long cross-country operations. It is unpressurized, so above roughly 12,000 feet occupants use supplemental oxygen; the pressurized P210 is the alternative when cabin altitude matters.

Turbo-system and gear focus. The T210 adds turbocharger, wastegate, and exhaust condition to the 210's defining retractable-gear pre-buy items. Turbo and exhaust health, cylinder and CHT history (turbocharged engines run hot), and the hydraulic gear system lead the inspection. A well-managed turbo system is reliable; a neglected one is a major expense.

Turbo versus normally aspirated versus pressurized. The T210 costs more to run than a normally aspirated 210 but delivers altitude performance the NA cannot; it costs less than a P210 and avoids pressurization maintenance, at the price of using oxygen at altitude. For high-altitude missions without the need for a pressurized cabin, the T210 is the Centurion to buy.

Buy it if you need six-seat, high-altitude cross-country capability around 190 knots, operate from high or hot airports or over terrain, and will buy on documented turbo-system, engine, and gear condition.

Frequently Asked Questions — Cessna T210

About the Cessna Turbo 210 (T210) series
The Cessna Turbo 210 Centurion family spans production from the mid-1960s to 1986, covering variants T210F through T210R. All use turbocharged Continental TSIO-520 engines for altitude performance — maintaining power for cruise at 12,000–17,000 ft where the naturally aspirated 210 loses significant performance. The T210 is the six-seat single-engine turbo option between the naturally aspirated 210 and the pressurized P210.
T210 vs naturally aspirated 210 — who needs the turbo?
The T210 makes sense for pilots who regularly operate from high-density-altitude airports (mountains, desert elevation) or want to cruise above 10,000 ft where the normally aspirated 210 fades. The turbocharger maintains sea-level power at altitude — faster true airspeed and better terrain clearance on high-altitude routes. At low altitudes, the naturally aspirated 210 is simpler to operate and maintain. Step to the T210 if altitude capability is a genuine mission requirement.
T210 vs P210 Pressurized Centurion — when does pressurization justify the cost?
The P210 adds cabin pressurization — passengers in comfort above the weather — at significantly higher acquisition and maintenance cost. The T210 has the altitude performance of the turbocharger but no cabin pressurization; occupants need oxygen above approximately 12,500 ft for extended flight. If pressurized comfort at altitude for multiple passengers is the requirement, the P210 is correct; if personal IFR cross-country at altitude is the mission, the T210 covers it at lower cost.
Which T210 variant should I buy?
The T210N (1977–1986) and T210R (final variant) are the most refined — later fuel-injected TSIO-520 variants, retractable gear, and the mature airframe. Earlier variants (T210F-H) are older and less refined. Buy the newest well-maintained T210 within your budget; the TSIO-520 engine family is consistent across variants, so airframe age and condition drive the decision more than the specific variant letter.
What to inspect on a used T210?
TSIO-520 health (compression, fuel injection, turbocharger condition, oil consumption). Turbocharger wastegate and intercooler. Retractable gear actuators. On the older airframe: corrosion, spar, and gear system. Full engine and airframe logs. A pre-buy by a turbo-210-experienced shop is essential — the TSIO-520 has specific considerations absent on naturally aspirated 210s.

Cessna T210 Inventory by Country

United States5
Canada1
United Kingdom1

Cessna T210 Inventory by State

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

Cessna T210 by Price

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

Cessna T210 Safety Record

Across all T210 variants, 792 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.

792

Total Events

358

Incidents

89

Serious

192

Fatal

Most Recent Events

Date Location Severity Probable Cause
Jul 21, 2025 Crosby, TX Incident —
May 29, 2025 Tucson Estates, AZ Incident The pilot’s improper landing flare, which resulted in a hard landing.
Apr 22, 2025 Fayetteville, AR Incident —
Mar 22, 2025 El Perico, Incident —
Feb 16, 2025 Flagstaff, AZ Incident —

NTSB records 1982–2025. Includes all Cessna T210 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