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How to Buy a Cessna T210 Turbo Centurion: Buyer's Guide
A roomy, fast, turbocharged retractable single that carries real loads high and far, if you budget for gear, turbo and spar care.
Updated October 2026 · Market data from 19 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna T210 Turbo Centurion is the turbocharged version of Cessna's flagship retractable single. It pairs a big, cantilever-wing cabin with a turbocharged Continental six-cylinder, so it can climb into the flight levels, get over weather and terrain, and carry a load most four-place retractables can't. Cessna built turbo 210s from the mid-1960s into the mid-1980s. The airplanes on the market today are mostly 1970s and early-1980s K, L, M and N models.
fyiAero listings currently show 19 T210s for sale, with model years from 1971 to 1982. Asking prices run from $189,900 to $495,000, with a median of $268,000. The median airframe time among listed aircraft is 4,075 hours, which tells you these are working airplanes. Most have been flown hard, maintained to varying standards, and upgraded piecemeal over decades. The FAA registry shows 1,281 T210-family aircraft on the U.S. register, so there is a deep pool of parts, shops and owner knowledge.
The right T210 is a superb cross-country machine. The wrong one is a money pit with tired gear, a cracked spar cap or a turbo system held together by hope. Price differences between airframes mostly come down to engine time and quality, avionics, gear condition, and how much documented corrosion and spar work has been done. Model year matters less than you might expect.
Who it's for. The T210 suits a pilot who flies real trips: family travel, business runs of several hundred miles, or mountain and high-altitude flying where turbo-normalized power matters. It is not a first airplane for a low-time pilot. You are managing a complex hydraulic gear system, a turbocharged engine that punishes careless leaning and shock cooling, oxygen above the mid-teens, and often IFR in weather. Insurers will want to see an instrument rating and meaningful retractable and high-performance time. Many will require initial type-specific training and an annual recurrent. Pilots with a few hundred hours and no complex time can usually get covered, but expect higher premiums and dual-instruction requirements before solo. Owners who already fly a 182 or a non-turbo 210 transition most easily.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Early Turbo 210 (T210F through T210J) | 1966-1969 | Early turbo 210s introduced turbocharging to the line. Cantilever wings arrived in the late 1960s, replacing the strut-braced wing of the first 210s. Few remain on the market, and they generally trade at the bottom of the price range unless heavily upgraded. |
| T210K and T210L | 1970-1976 | The K brought the larger, more useful cabin and seating layout that defines the modern 210. The L moved the gear hydraulics to an electrically driven power pack. These are common, solid value buys, and price depends heavily on engine and panel. |
| T210M | 1977-1978 | The M gained a more powerful turbocharged Continental and a number of detail refinements. In fyiAero listings, 1977 is the most represented year, with five aircraft averaging $291,960. |
| T210N | 1979-1984 | The N is the most sought-after common model. Factory deletion of the main gear doors simplified the system and reduced maintenance headaches. It is the most-listed variant in fyiAero listings, and later N models command the top of the market. |
| T210R | 1985-1986 | The final, low-production R model had a further uprated engine and aerodynamic refinements. These rarely come up for sale and bring a premium when they do. |
What a Cessna T210 Turbo Centurion costs to buy
17 priced listings on fyiAero right now ask between $189,900 and $495,000, with a median of $268,000 and a median of 4,075 hours total time. Against fyiEstimate, 7 are priced below estimate, 2 within range and 4 above.
- Expect a wide spread. fyiAero listings run from $189,900 to $495,000 with a $268,000 median, so put each airplane in context of its engine, gear, panel and spar history rather than just its year.
- Low airframe time helps, but it is not linear. Listings with 2,000-3,000 hours have a median ask of $344,450, versus $250,000 for 3,000-5,000 hours. The two listings over 5,000 hours have a median of $286,250, which shows a fresh engine and modern panel can outweigh total time.
- Later models carry a premium. The four 1979 listings average $333,124, and the lone 1982 listing asks $419,900, while several 1970s airplanes ask under $200,000.
- Price engine time explicitly. A run-out turbocharged Continental can mean a major overhaul bill, so subtract a realistic overhaul reserve from mid- and high-time engines before comparing asking prices.
- Gear doors matter. Pre-N airplanes that still have main gear doors and the associated hydraulics are generally worth less than door-deleted N models or earlier airplanes with an STC'd door removal.
- With only 19 airplanes listed, good ones sell fast. Have your pre-buy shop lined up before you call on a promising airplane.
Average asking price by model year
Median asking price by airframe time
| 2,000–3,000 hrs | $344,450 | 4 listings |
| 3,000–5,000 hrs | $250,000 | 9 listings |
| 5,000+ hrs | $286,250 | 2 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 caps. The cantilever 210 wing has a history of fatigue cracking in the carry-through structure. Have the shop research applicable ADs and confirm all required inspections are complied with and documented.
- Main landing gear saddles, pivots and actuators. Gear saddle cracking and worn actuators are classic 210 problems. Inspect with the airplane on jacks and cycle the gear several times.
- Hydraulic power pack, lines and gear door system. Leaks, slow cycle times and tired power packs are common. On airplanes with gear doors, check the door actuators, sequencing and rigging closely.
- Turbocharger, wastegate and exhaust system. Cracked exhaust components, sticking wastegates and turbo bearing wear create fire and power-loss risk. Inspect them with heat shields removed.
- Cylinders and compressions on the turbocharged Continental. Hot-running turbo engines are prone to cracked cylinders and valve problems. Review engine monitor data if available, and borescope every cylinder.
- Fuel tanks or bladders and fuel system. Depending on year, leaking bladders or deteriorated sealant are common and costly. Check for fuel stains, water contamination history and accurate gauging.
- Corrosion in wing, tail and belly. Fifty-year-old airframes that lived near salt water or outside can hide corrosion in spar areas, the lower fuselage and control surfaces. Pull inspection panels liberally.
- Flap tracks, rollers and control cable condition. Worn flap rollers and tracks and frayed cables show up frequently on high-time airframes and affect handling and safety.
- Logbooks, STCs and Form 337s. Verify continuous records, AD compliance, and that every modification has its paperwork and is reflected in the weight and balance. Missing records significantly hurt resale.
- Oxygen system. Built-in oxygen bottles need current hydrostatic testing, and the plumbing and masks should be serviceable before you plan flight-level trips.
Popular upgrades
- Modern glass panel and digital autopilot. Electronic flight instruments, a WAAS navigator and a modern digital autopilot are the biggest value adders in this market. Well-equipped panels are a major reason some airplanes ask near the top of the range.
- Main gear door removal STC. Earlier airplanes with the gear doors removed and the system simplified are easier to maintain and more appealing to buyers. Confirm the STC paperwork is in the logs.
- Intercooler and turbo system improvements. Aftermarket intercoolers and turbo control upgrades help cylinder temperatures and engine longevity. Buyers value them, especially on high-altitude airplanes.
- Engine monitor. A multi-probe engine monitor is close to essential on a turbo 210 for managing temperatures and diagnosing problems. It adds modest value but strong buyer confidence.
- Upgraded or premium engine overhaul. A fresh overhaul by a reputable shop or factory engine, with documentation, can add substantial value and often matters more than airframe hours.
- Speed brakes and fuel-flow-based fuel totalizer. These are useful for descending from altitude without shock cooling and for precise fuel planning. They are nice-to-have items that add modest value.
Ownership costs
Owning a T210 is not cheap. fyiAero's operating cost estimate puts variable costs around $313 per flight hour, based on roughly 22 gallons per hour at a 155-knot cruise. That works out to about $1.84 per nautical mile, and range is about 1,100 nm. The estimated all-in annual budget is about $214,319 for 325 hours of flying, using an average pre-owned value of around $275,000. That figure folds in insurance, hangar, annuals, reserves and financing-related costs. Your numbers will vary with how much you fly and where you base the airplane. Set aside meaningful reserves for the turbocharged engine, the turbo and exhaust system, and gear work. Annuals on a well-kept 210 are routine, but a neglected one can produce five-figure squawk lists.
Safety record
NTSB records show 70 accidents in the T210 family over the last 10 years, 9 of them fatal, with 9 aircraft destroyed. Against a registered U.S. fleet of 1,281, that is about 54.6 accidents and 7.0 fatal accidents per 1,000 aircraft over the decade. Those numbers reflect an airplane that is flown often, in real weather, on long trips by owner-pilots, rather than an inherently dangerous design. The recurring risk areas are well known. Gear-up and gear-collapse landings tie to the complex hydraulic system and pilot habit. Fuel mismanagement and exhaustion are another, given the high fuel burn. So are engine and turbo failures from heat stress or poor maintenance, and weather and icing encounters at altitude in an airplane not certified for known ice. Type-specific initial training, disciplined checklists, careful engine management and an annual recurrent with a 210-experienced instructor go a long way.
Alternatives to consider
- Cessna P210 Pressurized Centurion. Pressurization makes high-altitude flying far more comfortable. The tradeoffs are more complex systems, higher maintenance costs and a less forgiving engine history.
- Beechcraft A36 / Turbo Bonanza. A Bonanza offers better build quality, handling and resale prestige. It typically costs more for comparable equipment, and its cabin feels a bit tighter for heavy loads.
- Piper PA-32R Turbo Saratoga / Lance. The Piper is a roomy six-seat turbo retractable that is often cheaper to buy. It is generally slower, and the Lance's T-tail has a reputation for heavier takeoff handling.
- Mooney M20K 231/252 / Acclaim. A turbo Mooney is faster and much more fuel-efficient. In exchange you get a smaller cabin and significantly less useful load.
- Piper PA-46 Malibu / Mirage. The PA-46 brings pressurization and a cabin-class feel. Purchase prices are higher, and costs are higher across the board.
Frequently asked questions
How much does a Cessna T210 cost?
fyiAero listings currently show asking prices from $189,900 to $495,000, with a median of $268,000 across 19 aircraft. Later models, low-time engines and modern avionics push prices toward the top.
What is the best T210 model year to buy?
The T210N is the most sought-after common model, largely because the main gear doors were deleted. In fyiAero listings, 1979 aircraft average $333,124. A well-maintained, upgraded earlier K, L or M model can be a strong value.
How much does it cost per hour to fly a T210?
fyiAero estimates variable costs of about $313 per hour, based on a fuel burn of about 22 gallons per hour. The full annual budget for 325 hours comes to about $214,319 once fixed costs and reserves are included.
How fast and far can a T210 fly?
fyiAero's estimate uses a 155-knot cruise and about 1,100 nm of range. Actual performance depends on altitude, power setting and how the airplane is loaded.
Is the T210 safe?
NTSB records show 70 accidents over 10 years against a fleet of 1,281, or about 54.6 per 1,000 aircraft, including 9 fatal. Most risk comes from gear mismanagement, fuel planning, engine and turbo care, and weather. Good training and maintenance address all of these.
How many airframe hours are typical on a T210 for sale?
The median airframe time among fyiAero listings is 4,075 hours. Engine condition, gear and spar history, and avionics usually matter more to value than total airframe hours.
Cessna T210 Turbo Centurion for sale
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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.
