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How to Buy a Cessna 210 Centurion: Buyer's Guide
A roomy, fast retractable Cessna that hauls real loads. Buy it on gear, spar and engine condition, not on year alone.
Updated October 2026 · Market data from 24 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 210, called the Centurion from the mid-1960s on, is Cessna's high-wing retractable single. It does the work of a 182 or 206 but cruises noticeably faster. Pilots buy it for useful load, cabin room and cross-country speed. Later models seat six, and most owners treat it as a four-adult airplane with full fuel and bags. The basic design ran from 1960 into the mid-1980s and spawned turbocharged and pressurized versions, plus a short-lived fixed-gear cousin, the 205.
The market on fyiAero right now is dominated by older airplanes. There are 24 aircraft for sale, with model years from 1960 to 1979, at a median asking price of $122,500. Asking prices run from $64,900 at the bottom to $357,706 at the top, and the median listing shows about 4,142 hours on the airframe. Most listings are 1960s straight-wing 210s, with a handful of 210Ls, a couple of 210Ns, one Turbo 210 and one 205. The FAA registry shows 1,516 Cessna 210-family aircraft on the U.S. register, so you have choices, but good ones still sell quickly.
These are old airplanes with complex landing gear and big Continental six-cylinder engines. The spread between a well-kept 210 and a tired one is large, both in price and in what the first annual will cost you. A thorough pre-buy by a shop that knows 210 gear and carry-through spar issues is not optional.
Who it's for. The 210 suits a pilot who flies 300 to 1,000 nm trips with family or gear and wants more speed and load than a 182 without stepping up to a Bonanza price. It also suits someone who lands on longer grass or paved strips and values high-wing visibility and shade. It is a complex, high-performance airplane, so you need both endorsements. It rewards pilots who plan the gear and power management carefully. Insurance is the real gatekeeper. A low-time pilot with no retractable experience should expect higher premiums, a required dual-instruction period with a 210-experienced CFI, and possibly a minimum number of hours before flying solo with passengers. Instrument-rated pilots with prior complex time will find coverage much easier to get. Turbo and pressurized versions draw more scrutiny and higher rates.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| 210 / 210A (early straight-tail, strutted wing) | 1960-1961 | These are the original four-seat 210s with a Continental IO-470 and strut-braced wing. They are the cheapest way into the family, as shown by fyiAero listings for 1960 averaging $84,233. Expect more gear-system and corrosion attention. |
| 210B-210D and 205 | 1962-1964 | These years brought a revised cabin with rear windows, and the 210D moved to the 285 hp IO-520 under the Centurion name. The 205 is a fixed-gear six-seat derivative that is cheaper to insure and maintain but slower. 1963 listings on fyiAero average $132,500, reflecting how much condition and panel matter. |
| 210E-210J (turbo arrives, cantilever wing) | 1965-1969 | The turbocharged T210 arrived mid-decade. Later in this period Cessna dropped the wing struts for a cantilever wing with more fuel capacity. Cantilever airplanes carry a premium over strutted ones, but they bring the carry-through spar inspection concerns buyers must research. |
| 210K-210M (six seats, revised gear power) | 1970-1979 | The cabin grew into a true six-seater with a 300 hp IO-520. The 210L replaced the engine-driven hydraulic pump with an electric hydraulic power pack, which many owners consider more reliable. These are the most sought-after older models, and fyiAero listings from 1972 to 1979 range from $210,000 to $357,706. |
| 210N, P210 and 210R (late models) | 1979-1986 | The 210N deleted the main gear doors, simplifying a known trouble area. The pressurized P210 and the rare 210R round out production. Late-model and turbo/pressurized airplanes bring the highest prices but also the most complex maintenance. |
What a Cessna 210 Centurion costs to buy
18 priced listings on fyiAero right now ask between $64,900 and $357,706, with a median of $122,500 and a median of 4,142 hours total time. Against fyiEstimate, 8 are priced below estimate, 1 within range and 5 above.
- Year is the biggest price divider. fyiAero listings for 1960s airplanes mostly average between $74,900 and $132,500, while the 1970s examples listed run from $210,000 to $357,706. Decide early whether you are shopping a strutted 1960s airplane or a six-seat 1970s Centurion.
- Do not read airframe hours as a simple discount. On fyiAero, airplanes with 5,000+ hours carry a median of $154,750, versus $91,471 for those with 2,000-3,000 hours. That is because the high-time airframes tend to be later, better-equipped models. Engine time, panel and gear condition move price more than total time.
- Price the engine separately. A run-out IO-520 or IO-470 can cost as much as the gap between a cheap and a mid-priced listing, so get a realistic overhaul quote before negotiating.
- Budget for the gear. A 210 with documented gear overhaul work, recent saddle inspections and clean logs is worth paying up for compared to one with a vague history.
- Panel and autopilot drive value strongly in this fleet. An airplane with ADS-B, a modern GPS and a working autopilot can justify a higher ask than a similar airplane needing all three.
- With only 24 for sale and 1,516 on the U.S. register, well-documented airplanes go fast. Have your pre-buy shop and financing lined up before you call.
Average asking price by model year
Median asking price by airframe time
| 2,000–3,000 hrs | $91,471 | 3 listings |
| 3,000–5,000 hrs | $109,500 | 8 listings |
| 5,000+ hrs | $154,750 | 4 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing carry-through spar. Cantilever-wing 210s have known cracking and corrosion concerns in the carry-through structure. Have the shop research applicable ADs and SBs and verify that the required inspections were done and documented.
- Main gear saddles and trunnions. Cracked gear saddles are a classic 210 problem and can be expensive to repair. Inspect them closely and check the logs for prior replacements or reinforcements.
- Landing gear hydraulic system and actuators. Look for leaks, slow cycle times and worn actuators. Check the engine-driven pump on early models or the power pack on later ones. Put the airplane on jacks and cycle the gear several times, including the emergency extension.
- Main gear doors and linkage (pre-210N). Door actuators, hinges and sequencing cause many gear malfunctions. Some owners have removed the doors under STC, which should be documented.
- Engine condition and cylinders. Run a compression and borescope check on all six cylinders and review oil analysis trends if available. Confirm that crankshaft-related and other engine ADs are complied with, since overhauls on these Continentals are costly.
- Exhaust and turbocharger system (turbo models). Cracked exhaust components and worn turbo parts are safety and cost issues. Inspect wastegate, clamps, slip joints and heat-related damage carefully.
- Fuel system and tank sealing. Check for leaks or stains at wing tanks and seams and for fuel-quantity accuracy. Inspect selector valves and drains, since fuel management has been a factor in 210 accidents.
- Corrosion in belly, tailcone and wheel wells. These areas trap moisture and are hard to see on a walk-around. Open inspection panels, especially on older airplanes or those based near salt water.
- Seat rails, flap system and control cables. Worn seat rails and stops are a known Cessna issue. Flap tracks and rollers wear, and control cables and pulleys in an older airframe need a close look for fraying and corrosion.
- Logbook continuity and damage history. Gear-up landings and prop strikes are common in retractables. Look for gaps in the logs and any undocumented repairs, and confirm whether the engine received a proper prop-strike inspection when required.
Popular upgrades
- Engine upgrade to IO-550 under STC. Adds power and is a well-respected conversion. A fresh conversion meaningfully raises value, though buyers rarely recover the full cost on resale.
- Speed and gear mods (gear door removal, fairings). Simplify the gear system and can add a few knots. Many buyers see door removal as a plus, provided the paperwork is clean.
- Modern avionics and ADS-B. A modern GPS navigator, electronic flight instruments and ADS-B Out are expected by many buyers today. A clean, current panel can be the difference between a quick sale and months on the market.
- Digital autopilot. A reliable autopilot greatly improves the 210 as a cross-country IFR machine and is one of the strongest value-adders. Older autopilots that are inoperative or hard to service drag price down.
- Engine monitor. A multi-probe engine monitor helps protect expensive cylinders and supports lean-of-peak operation. It is a modest but well-regarded value add.
- STOL kits and vortex generators. Lower approach speeds and improve low-speed handling, which appeals to backcountry and short-field operators. These add moderate value to the right buyer.
Ownership costs
This is not a cheap airplane to run. fyiAero's operating estimate puts variable cost at about $313 per hour, based on a fuel burn around 22 gallons per hour, a 155-knot cruise and roughly $1.84 per nautical mile. For an owner flying 325 hours a year, the full annual budget estimate comes to $214,319, including fixed costs such as insurance, hangar, annual inspection and reserves. Your number will vary widely with how much you fly, where you hangar and your insurance profile. The big swing items are the retractable gear system, the large Continental engine and its overhaul reserve, and the inevitable corrosion and structural work on 40-to-60-year-old airframes. Turbo and pressurized models add further cost. Set aside a cushion for the first annual, which often finds items the pre-buy missed.
Safety record
NTSB records show 71 accidents involving the Cessna 210 family in the last 10 years, 18 of them fatal and 16 aircraft destroyed. Against a U.S. registered fleet of 1,516, that works out to about 46.8 accidents and 11.9 fatal accidents per 1,000 registered aircraft over the decade. Those figures reflect an older, hard-working fleet flown on real cross-country missions, and many accidents in retractable high-performance singles trace back to pilot decisions rather than the airframe itself. Type-specific risks to train for include gear-up and gear-collapse landings, fuel management and fuel starvation, and engine failures on older Continentals. Turbo models add mismanagement of power and engine temperatures. Loss of control in instrument conditions is another risk area. A thorough checkout with a 210-experienced instructor, recurrent training, disciplined checklists for the gear and fuel systems, and conservative weather decisions go a long way toward making the 210 a safe family traveler.
Alternatives to consider
- Beechcraft Bonanza A36. Better handling, a more refined cabin and strong support. It usually costs more to buy and maintain, and lacks the high-wing shade and visibility.
- Piper PA-32 Saratoga / Lance. A low-wing six-seater with similar load-hauling and a simpler, often cheaper ownership experience. It is generally a bit slower, with a different feel and less ground clearance.
- Cessna 182 Skylane. Fixed gear and lower insurance and maintenance costs, with a similar high-wing layout. It gives up significant speed and some useful load.
- Cessna 206 Stationair. Even more cargo flexibility with fixed gear and big doors, great for utility and backcountry work. It is slower and burns similar fuel.
- Mooney M20J / M20K. Very efficient and fast on less fuel. The cabin is much smaller and the useful load lower, so it is a poor fit if you truly need four adults plus bags.
Frequently asked questions
How much does a Cessna 210 cost?
Current fyiAero listings range from $64,900 to $357,706, with a median asking price of $122,500. Older 1960s models make up most of the low end, while 1970s six-seat Centurions sit at the upper end.
How many Cessna 210s are there?
The FAA registry shows 1,516 Cessna 210-family aircraft registered in the United States. Right now there are 24 listed for sale on fyiAero.
How fast is a Cessna 210 and how much fuel does it burn?
fyiAero's operating estimate uses a cruise speed of about 155 knots and a fuel burn of about 22 gallons per hour. Range is estimated at around 1,100 nautical miles, depending on load, altitude and power setting.
Is the Cessna 210 expensive to maintain?
Yes, compared with fixed-gear singles. The retractable gear, large Continental engine and aging structure all add cost. fyiAero's estimate puts variable cost at about $313 per hour and a full annual budget of $214,319 at 325 hours of flying.
Should I buy an early strutted 210 or a later cantilever-wing model?
Early strutted airplanes are cheaper to buy, but they seat fewer people and are generally less capable. Later cantilever and six-seat models fetch more, as shown by 1970s fyiAero listings starting at $210,000. They require careful attention to carry-through spar inspections and gear condition.
Is the Cessna 210 hard to insure as a first complex airplane?
It can be. Insurers often require dual instruction with a 210-experienced CFI and may set minimum time requirements for low-time or newly complex-rated pilots. Having an instrument rating and prior retractable experience will make coverage easier and cheaper to obtain.
Cessna 210 Centurion for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
