The Cessna 210 Centurion occupies a unique position in the piston single market. It is the most capable cross-country machine Cessna ever put into production — six seats, a turbocharged Continental up front, retractable gear, and enough range to cover serious distances in comfort. At its peak in the late 1970s, the T210N was the aircraft of choice for business travel across the American West, and today it remains one of the most active resale markets in the complex single-engine category.

It is also one of the most demanding aircraft to own and maintain.

Our database contains 1,775 completed Cessna 210 transactions. Here is what those sales reveal about what a 210 actually costs — to buy, to run, and to keep airworthy.

What You Will Pay to Buy One

The 210 was produced from 1960 to 1986, spanning 26 years and multiple major design generations. The version you buy determines both the purchase price and the ongoing cost profile.

Early fixed-gear models (1960–1964): $85,000–$165,000

The original 210 and the 210A through 210D were fixed-gear aircraft — the retractable undercarriage arrived with the 210E in 1964. These early models are the entry point to the type and carry the lowest prices in our database. The 52 completed 210A transactions we track average $94,360. The 61 210D sales average $137,000.

These are genuinely affordable entry points for a six-seat aeroplane. The fixed gear eliminates the most significant maintenance headache of later models. The tradeoffs are modest cruise speed (around 155 knots) and the naturally aspirated Continental IO-520, producing 285 horsepower with a 1,700-hour TBO.

The turbocharged era (1965–1976): $100,000–$275,000

In 1966 Cessna introduced the T210F — the first turbocharged 210 — creating a high-altitude performer that could operate comfortably in the flight levels. The T210F and T210G were the early turbocharged retractables, typically trading today in the $98,000–$175,000 range. Our 24 T210F transactions average $121,000.

By the early 1970s the 210L and T210L had settled into the sweet spot of the classic era. Naturally aspirated 210Ls average $234,750 across 113 transactions; T210Ls average $219,000 across 97 sales.

→ See Cessna 210 listings currently for sale on Sprinkle

The T210N era (1977–1985): the market's centre of gravity

This is where demand concentrates. The T210N is the most common variant in our database — 171 completed transactions averaging $298,000, ranging from $120,000 to $535,000 depending on engine time, avionics, and condition.

The T210N received the six-cylinder TSIO-520 in its most refined form, a significantly improved gear system, and a 3,800-pound gross weight. A clean 1979–1982 T210N with a recent engine and modern avionics typically trades for $280,000–$380,000. Currently active listings in the US sit between $249,000 and $399,000 — consistent with our historical average.

The pressurised variants (P210N and P210R): $170,000–$425,000

The P210 series added a pressurisation system, creating a miniature pressurised-cabin aircraft capable of comfortable cruise above weather. The 77 P210N transactions we track average $288,000, though the range spans $50,000 for basket cases to $925,000 for showpiece examples with full glass panel upgrades.

The last of the line — the P210R, produced only in 1985 and 1986 — commands the highest prices. Current P210R listings reach $425,000 for well-maintained examples. The pressurisation system adds materially to both purchase price and operating costs.

→ View the Cessna 210 price guide on Sprinkle

The Engine: Your Largest Annual Reserve

Every realistic 210 budget begins with engine reserve, because the engine is both expensive and finite.

Naturally aspirated models use the Continental IO-520 (285 hp, 1,700-hour TBO). A factory engine overhaul costs approximately $28,000–$35,000. Complete overhaul including removal, reinstallation, hoses, baffles, and accessory overhauls typically totals $40,000–$52,000 all-in. At 150 hours per year, that works out to roughly $265–$345 per hour in engine reserve.

Turbocharged models (T210 and T210N) use the TSIO-520-CE (310 hp, 1,600-hour TBO). The turbocharger adds complexity: the turbo itself typically needs attention at 500–700 hours, with replacement running $4,000–$6,000. Full overhaul for a turbo 210 — accessories, turbo, magnetos, all included — typically costs $50,000–$65,000. At 150 hours per year that works out to $335–$435 per hour in reserve, roughly $6,000–$7,500 per year.

Pressurised models carry a third variable: the pressurisation seals, controller, and system components. These do not fail at every annual, but when they need attention the costs are substantial. Informed P210 owners budget an additional $2,000–$4,000 per year for pressurisation-specific items on top of normal engine and airframe maintenance.

The Landing Gear: The 210's Defining Maintenance Challenge

The Cessna 210 accounts for approximately 20% of all piston aircraft gear-up landings. That figure — documented in Aviation Consumer's analysis of the type — is not a reason to avoid the 210, but it is a reason to understand the gear system before you buy one.

The 210 uses a hydraulic gear system driven by an electric motor. It is more complex than most retractables and requires regular, knowledgeable service. The common failure points:

Hydraulic fluid leaks are the most frequently cited gear-system complaint. Actuator seals degrade with time and thermal cycling. This is manageable but must be caught at each annual inspection — if ignored, it becomes a gear-up incident.

Gear leg saddle cracks affect early 210s (1960–1969 models only). The flat spring steel gear legs in these aircraft are held in saddles that can crack over time. An FAA Airworthiness Directive requires annual dye-penetrant inspection of these saddles after a threshold flight-hour accumulation. This is manageable, but must be actively tracked in the maintenance records.

Gear door solenoids and switches. The door activation solenoids and associated electrical components are a known weak point across all generations. Expect periodic replacements — budget $200–$600 per event, several times over the aircraft's life.

Gear rigging. The 210's gear rigging is precise and critical. Incorrect rigging is a common root cause of gear-related problems. When evaluating a used 210, confirm that rigging has been verified by a 210-knowledgeable shop within the last two years.

A properly maintained gear system is entirely reliable. The problem is that "properly maintained" requires a mechanic who knows the type and adequate time in the inspection. Budget $500–$1,500 per year for gear-specific maintenance beyond the standard annual — more if you are catching up from deferred work on a new purchase.

Annual Inspection Costs

A 210 annual inspection is more involved than a fixed-gear simple aircraft. The retractable gear, turbocharger, and general system complexity add hours, and the labour cost reflects that.

Realistic annual inspection budgets:

Unpressurised, well-maintained example: $2,500–$5,000
P210 pressurised models: $4,000–$8,000 (pressurisation system requires specialist attention)
Newly purchased example with deferred maintenance: $8,000–$20,000 in year one

This is an important point that catches new 210 owners off guard. An aircraft listed at $150,000 with a 600-hour-since-overhaul engine, questionable logbook continuity, and a long list of deferred squawks may realistically require $50,000–$60,000 in costs within the first 24 months of ownership. Buying on price alone means buying someone else's deferred bills.

Fuel Burn and Operating Cost

The 210 was designed to cover distance at altitude, and the fuel burn reflects that mission:

Naturally aspirated 210 (IO-520): 12–14 gallons per hour at cruise
Turbocharged T210 and T210N: 15–18 gallons per hour at cruise power and altitude
P210 pressurised: 15–18 gallons per hour, similar to the T210N

At current US avgas prices of $6.50–$7.50 per gallon, a T210N burning 16 gph costs $104–$120 per hour in fuel. That is not inexpensive — but it buys 160–170 knots of true airspeed at altitude in a six-seat aircraft, which is something very few piston singles can match.

→ Browse all current Cessna T210N listings on Sprinkle

What Full Ownership Actually Costs Per Year

Based on our transaction data and real-world owner experience, here is a realistic annual cost model for a T210N at 150 hours per year:

Item	Annual Cost
Annual inspection (clean example)	$3,500
Engine reserve (TSIO-520, 1,600h TBO)	$6,500
Turbo and engine accessories reserve	$1,500
Gear system maintenance	$1,000
Avionics and electrical (unscheduled)	$800
Fuel (150h × 16 gph × $7.00/gal)	$16,800
Insurance (complex single, 500h+ pilot)	$5,000
Hangar	$4,800
Miscellaneous and unscheduled	$2,500
Total	$42,400

At 150 hours per year, that works out to approximately $283 per flight hour. At 200 hours per year, fixed costs spread further and the per-hour figure drops to around $215–$230.

For comparison, a Piper Malibu Mirage at similar utilisation runs $55,000–$75,000 per year. A Cessna 421 twin consumes double the fuel and carries substantially higher insurance premiums. The 210 is not cheap — but it offers competitive per-seat economics for its capability class.

Five Things to Check Before Buying

A pre-purchase inspection by a shop with documented 210 experience is non-negotiable. Beyond that:

Engine time and pedigree — verify whether you are buying factory-overhauled, field-overhauled (by which shop?), or run-out. The difference in near-term cost between a fresh engine and an at-TBO engine is $50,000+.
AD compliance audit — gear leg saddle AD on pre-1970 models; any open engine ADs on the TSIO-520.
Gear rigging verification — confirm a 210-specialist shop has checked and signed off on rigging recently.
Pressurisation system condition (P210 only) — request the last pressurisation test results and seal replacement history.
Logbook continuity — missing annual or engine logbooks are a dealbreaker on a complex aircraft.

There are currently 29 active subscribers on Sprinkle's alert system watching for Cessna 210 inventory — which tells you this is a type with genuine buyer depth. Aircraft in good condition with documented history move.

→ See all Cessna 210 listings and set a price alert on Sprinkle