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Cessna 210 Centurion
Cessna 210 Centurion
Cessna 210 Centurion
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The Cessna 210 Centurion is a six-seat, high-performance, retractable-gear, single-engined, high-wing general-aviation light aircraft. First flown in January 1957, it was produced by Cessna until 1986.

Key Information

Development

[edit]
Early model with strut-braced wing and flat leaf springs undercarriage
Later model with strutless cantilever wing, pressurized with distinctive small windows, and tubular steel struts undercarriage

The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing.[2]

In 1961, the fuselage and wing were completely redesigned: the fuselage was made wider and deeper, and a third side window was added. The wing planform remained the same; constant 64-inch (1.6 m) chord from centerline to 100 inches (2.5 m) out, then straight taper to 44-inch (1.1 m) chord at 208 inches (5.3 m) from centerline, but the semi-Fowler flaps (slotted, rear-moving) were extended outboard, from wing station 100 to Wing station 122, which allowed a lower landing speed. FAA certification regulations state that a single-engined aircraft must have a flaps-down, power-off stall speed no greater than 70 miles per hour (110 km/h). To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged.

The 1964 model 210D introduced a 285 hp (213 kW) engine and two small child seats, set into the cavity that contained the mainwheels aft of the passengers.

In 1967, the model 210G introduced a cantilever wing replacing the strut-braced wing. Its planform changed to a constant taper from root chord to tip chord.

In 1970, the 210K became the first full six-seat model. This was achieved by replacing the flat leaf springs used for the retractable main landing gear struts (undercarriage) with tapered tubular steel struts of greater length. This allowed the tires to be nested farther to the rear of the fuselage, making room for the full-sized rear seats. The Centurion II was an option introduced in 1970 with improved avionics, and was available in both normally aspirated and turbocharged versions (Turbo Centurion II)[1]

In 1979, the 210N model eliminated the folding doors, which previously covered the two retracted main wheels. The tubular spring struts retract into shallow channels along the bottom of the fuselage and the wheels fit snugly in closed depressions on the underside of the fuselage. Some models featured deicing boots as an option.

Design

[edit]

The aircraft was offered in a normally aspirated version, the model 210, as well as the turbocharged T210 and the pressurized P210 versions.

Operational history

[edit]

On May 21, 2012, the airworthiness authority responsible for the design, the US Federal Aviation Administration, issued an Emergency Airworthiness Directive requiring 3,665 of the cantilever-wing Cessna 210s to be inspected for cracks in the spar cap, wing spar, and wing. Aircraft with more than 10,000 hours of airframe time were grounded immediately pending a visual inspection.[3]

On May 26, 2019, a Cessna Model T210M airplane suffered an in-flight separation of the right wing. Preliminary investigations found cracking of the wing-spar carry-through where fatigue began from a small corrosion pit on the lower surface of the carry-through. Textron published a mandatory service letter (SEL-57-06) on June 24, 2019, to provide instructions for a detailed visual inspection of the wing carry-through spar. Since it shared a common carry-through design, the Cessna 177 Cardinal also received a similar mandatory service letter (SELF-57-07) and an airworthiness concern from the FAA.[4] The FAA issued an Airworthiness Directive on February 21, 2020 mandating eddy current inspections of the carry-through spar lower cap, corrective action if necessary, application of a protective coating and corrosion inhibiting compound, and reporting the inspection results to the FAA.[5][6]

Modifications

[edit]
A turbine conversion with an Allison 250

A wide range of modifications are available for the Cessna 210, including:

Variants

[edit]
210N instrument panel

The Cessna 210 was manufactured in 26 model variants: C210, C210A-D, the Centurion C210E-H&J, Turbo Centurion T210F-H&J, the Centurion II C210K-N&R, the Turbo Centurion II T210K-N&R and the P210N&R. The 210N, T210N (turbocharged), and P210N (pressurized) versions were produced in the greatest quantity. The rarest and most expensive models were the T210R and P210R, which were produced only in small quantities in 1985-86. Several modifications and optional fittings are also available, including different engine installations, wingtip tanks, speed brakes, STOL kits, and gear door modifications.

The early strut-winged Cessna 210B was developed into a fixed-gear aircraft known as the Cessna 205. This spawned an entirely new family of Cessna aircraft, including the 206 and the eight-seat 207.[13]

210
Four-seat production variant with a Continental IO-470-E engine, 40 degree hydraulic flaps, gear doors, introduced in 1960,[14] first flown in 1957, 575 built.,[15]
210A
A 210 with a third cabin window on each side,[15] production year 1961,[16] 265 built.[15]
210B
A 210A with a cut-down rear fuselage, a rear-vision window and a Continental IO-470-S engine,[15] production year 1962,[16] 245 built.[15]
210C
A 210B with some minor changes,[15] production year 1963,[16] 135 built.[15]
210D Centurion
A 210C fitted with a 285 hp (213 kW) Continental IO-520-A engine and increased takeoff weight to 3,100 lb (1,406 kg),[14] production year 1964,[16] 290 built.[15]
210E Centurion
A 210D with some minor changes,[15] production year 1965,[16] 205 built.[15]
210F Centurion / Turbo Centurion
A 210E with some minor changes and with option to use 285 hp (213 kW) turbocharged Continental TSIO-520-C engine,[17] production year 1966,[16] 300 built.[17]
210G Centurion / Turbo Centurion
A 210F with a strutless cantilever wing and modified rear window, increased takeoff weight to 3,400 lb (1,542 kg),[14] production year 1967,[16] 228 built.[17]
210H Centurion / Turbo Centurion
A 210G with a new flap system and instrument panel, 210 built.[17] Flap range decreased to 30 degrees, fuel capacity increased from 65 to 90 US gal (246 to 341 L).[14] Production year 1968.[16]
210J Centurion / Turbo Centurion
A 210H with reduced wing dihedral, different nose profile and a Continental IO-520-J (or TSIO-520H) engine,[17] production year 1969,[16] 200 built.[17]
210K Centurion / Turbo Centurion
A 210J with rear changed to full seat to provide six seats, an IO-520-L engine, landing gear changed, enlarged cabin with a single rear side window, weight increased to 3,800 lb (1,724 kg),[17] production years 1970-1971,[18] 303 built.[17]
210L Centurion / Turbo Centurion
A 210K with nose-mounted landing lights, the electrical system changed to 24 volt, the engine-driven hydraulic pump replaced with an electrical pump and a three-bladed prop fitted. Improved aerodynamics led to an increase in approximately 8 kn (15 km/h) in cruise speed.[14] Production years 1972–1976,[18] 2070 built.[17]
210M Centurion / Turbo Centurion
A 210L with minor changes and option to use 310 hp (231 kW) TSIO-520-R engine,[17] production year 1977-1978,[18] 1381 built.[17]
210N Centurion / Turbo Centurion
A 210M with open wheel wells for main landing gear and had a new gear system and minor changes.[17] Although this change appeared only on the C210N, most early models have had gear doors removed due to extensive maintenance and handling problems, leaving them similar to the "N".[14] Production years 1979-1985,[19] 1943 built.[17]
210R Centurion / Turbo Centurion
A 210N with longer-span stabilizers and minor changes,[17] production year 1986,[20] 112 built.[17]
P210N Pressurized Centurion
A Turbo 210N with pressurized cabin, four windows each side, with a 310 hp (231 kW) Continental TSIO-520-AF engine,[17] production years 1978–1985,[19] 834 built.[17]
P210R Pressurized Centurion
A P210N with longer-span stabilizers, increased takeoff weight and a 325 hp (242 kW) Continental TSIO-520-CE engine,[17] production year 1986,[20] 40 built.[17][13]
Prop Jet Centurion 250
Cessna turboprop conversion of P210 powered by Allison 250-B17 engine. One converted, flying in 1984. No production.[21]
Riley Turbine P-210
Conversion of pressurized Cessna 210P Centurion aircraft, fitted with a Pratt & Whitney Canada PT6A-112, flat rated at 500 shp (373 kW).[22] No production.[21]
Silver Eagle II
Turboprop conversion of 210L, T210L or P210N by O&N Aircraft and from 2016, Griggs Aircraft Refinishing. Powered by 450 shp (336 kW) Allison 250-B17 engine. Available from 1992. 114 conversions by 2023.[21]

Operators

[edit]
side view

Civil

[edit]

The Cessna 210 is widely used by flight training schools, private operators, air-taxi and commercial charter, and private companies.

Military

[edit]
 Bolivia
 Dominican Republic
 El Salvador
 Honduras
 Jamaica
 Mexico
 Philippines
 Panama
 Paraguay

Accidents and incidents

[edit]
  • On July 12, 1968, Leonard Bendicks hijacked a Cessna 210 from Key West, Florida to Cuba. He was deported to the US in September 1968. On March 4, 1971, he was sentenced to 10 years for kidnapping.[29]
  • On August 9, 1981, a Cessna 210M, VH-MDX crashed around the Barrington Tops National Park in New South Wales, killing all five on board. The Australian Transport Safety Bureau report mentions icing, violent weather, and instrument failure.[30]
  • On March 5, 1987, a Cessna 210M, N1230M, piloted by car dealer and race car driver Don Yenko, landed hard near Charleston, West Virginia, bounced, hit a dirt bank, and crashed into a ravine, killing all four people aboard.[31]
  • While flying N6579X, an early-model 210A, famed test pilot Scott Crossfield crashed and died in the woods of Ludville, Georgia, on April 19, 2006. The National Transportation Safety Board established the probable cause as "[t]he pilot's failure to obtain updated en route weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller's failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives, both of which led to the airplane's encounter with a severe thunderstorm and subsequent loss of control."[32][33]
  • On May 26, 2019, about 25 km north‑east of Mount Isa Airport in Australia, the right wing separated from a Cessna T210M. The structural failure led to a rapid loss of control and a collision with terrain. Both crew members were killed, and the aircraft was destroyed. The Australian Transport Safety Bureau (ATSB) found that a pre-existing fatigue crack in the aircraft's wing spar carry-through structure propagated to a critical size resulting in an overstress fracture of the structure and separation of the right wing. The accident resulted in the issue of an airworthiness directive mandating visual and eddy current inspections of the carry-through spar lower cap and the application of a protective coating, plus a corrosion inhibiting compound.[34] The ATSB stated that this accident would not have occurred if previously mandated inspections, due to past wing failures, had not been extended to be required only every three years. Following this crash a new service bulletin was issued and an FAA Airworthiness Directive, but inspections remained as every three years. The ATSB recommended more action to prevent future wing failures.[35]

Specifications (T210N Turbo Centurion II)

[edit]
3-view line drawing of the Cessna 210A
3-view line drawing of the Cessna 210A
3-view line drawing of the Cessna 210H Centurion
3-view line drawing of the Cessna 210H Centurion

Data from Janes' All The World's Aircraft 1982-83[1]

General characteristics

  • Crew: One
  • Capacity: Five passengers
  • Length: 28 ft 2 in (8.59 m)
  • Wingspan: 36 ft 9 in (11.20 m)
  • Height: 9 ft 8 in (2.95 m)
  • Wing area: 175 sq ft (16.3 m2)
  • Empty weight: 2,303 lb (1,045 kg)
  • Gross weight: 4,000 lb (1,814 kg)
  • Fuel capacity: 87 US gal (72 imp gal; 330 L) (usable capacity)
  • Powerplant: 1 × Continental Motors TSIO-520-R air-cooled turbocharged flat-six, 310 hp (230 kW)
  • Propellers: 3-bladed McCauley Type D3A34C402/90DFA-10 constant-speed propeller[1], 7 ft 6 in (2.29 m) diameter [36]

Performance

  • Maximum speed: 204 kn (235 mph, 378 km/h) at 17,000 ft (5,200 m)
  • Cruise speed: 193 kn (222 mph, 357 km/h) at 20,000 ft (6,100 m) (80% power)
  • Stall speed: 58 kn (67 mph, 107 km/h) (power off, flaps down) (CAS)
  • Range: 900 nmi (1,000 mi, 1,700 km) at 10,000 ft (3,000 m) (econ cruise)
  • Service ceiling: 27,000 ft (8,200 m)
  • Rate of climb: 930 ft/min (4.7 m/s)
  • Takeoff distance to 50 ft (15 m): 2,160 ft (660 m)
  • Landing distance from 50 ft (15 m): 1,500 ft (460 m)

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Cessna 210 Centurion

View on Grokipedia
from Grokipedia
The Cessna 210 Centurion is a popular six-seat, high-wing, single-engine equipped with retractable tricycle landing gear, designed for use including personal transport, business travel, and instrument training. Known for its versatility in bridging the gap between the fixed-gear Cessna 182 and twin-engine aircraft, it offers a balance of speed and significant load-hauling capabilities for cross-country travel. Produced by the Aircraft Company from 1960 to 1986, it evolved from the Cessna 182 through the addition of retractable gear and a more powerful engine, with its prototype first flying on January 23, 1957. Over 9,304 examples were built across numerous variants, making it one of Cessna's most successful high-performance singles. Introduced as a 2,900-pound gross weight model certified in 1960 with a 260-horsepower Continental IO-470-E fuel-injected and a strut-braced wing, the 210 offered a cruise speed of about 170 knots and a range exceeding 800 nautical miles. Key developments included the 1965 introduction of turbocharged variants (T210) with a Continental TSIO-520 , enabling flight levels above 20,000 feet and speeds up to 200 knots, followed by a wing design in 1967 that eliminated the for improved and . Later models, such as the 1979–1986 N- and R-series, featured a 310-horsepower TSIO-520R , increased gross weights up to 4,100 pounds, and options for in select turbo models, spanning from early fuel-injected versions to pressurized and turbocharged variants all featuring Continental engines, enhancing high-altitude performance and comfort. Renowned for its balance of speed, payload, and reliability, the Cessna 210 Centurion supports a useful load of around 1,200 pounds in later variants and remains a staple in the owner-flown fleet, though its complex system requires diligent maintenance; it is often upgraded with modern glass cockpits as detailed in the Modifications and upgrades section. Variants span from the early 210A (1961) to the final T210R Turbo Centurion (1986), with the turbocharged models particularly valued for cross-country efficiency in diverse conditions.

Development

Origins and initial design

The Cessna 210 Centurion originated as an evolution of the fixed-gear , with Cessna engineers adapting the airframe by incorporating retractable landing gear to enhance speed and efficiency while preserving the utility of a four-seat cabin in initial models. The design aimed to deliver a high-performance single-engine capable of achieving cruise speeds around 170 knots, maintaining short-field takeoff and landing capabilities similar to the 182, and later accommodating up to six passengers for roles such as personal transport and business travel. This approach addressed the need for a retractable-gear model in Cessna's lineup that bridged the gap between the slower Skylane and twin-engine options like the 310, without sacrificing payload or versatility. Prototyping began in the mid-1950s, culminating in the first flight on January 23, 1957, powered by a fuel-injected Continental IO-470 rated at 260 horsepower. Key innovations included a swept for improved stability and , a constant-speed to optimize performance across altitudes, and the injected for reliable high-altitude operation and reduced risks. During early testing, engineers encountered challenges with the retractable gear system, particularly retraction reliability and hydraulic sequencing, which required iterative refinements to ensure safe deployment and stowage under varying flight conditions. The achieved FAA type on April 20, 1959, under Civil Air Regulations Part 3, marking it as Cessna's first retractable-gear single-engine model approved for production. This validated the design's compliance with airworthiness standards for normal category operations, paving the way for its market introduction as a 1960 model year .

Production timeline

Production of the Cessna 210 Centurion began in 1960 at Cessna's primary manufacturing facility in , following FAA type certification in 1959. The aircraft quickly gained popularity as a high-performance single-engine model, with production peaking during the 1970s amid strong demand for aircraft capable of longer-range missions. By the end of its run in 1986, Cessna had manufactured a total of 9,304 units, including non-turbocharged, turbocharged, and pressurized variants. Key milestones included the introduction of the first turbocharged variant, the T210F, in 1966, which expanded the model's high-altitude capabilities using a Continental TSIO-520-C . The 1970 210K model introduced a redesigned and true six-seat configuration. Annual output fluctuated throughout the 1970s, influenced by market demand and external factors such as the 1973 and 1979 crises, which reduced sales due to higher operating costs and economic uncertainty. Despite these challenges, the 210 series remained a , with production rates averaging over 350 units per year during its peak period. Manufacturing ceased in 1986 as part of Cessna's broader halt on most single-engine piston production, driven by escalating product liability insurance costs, intense competition from twin-engine alternatives like the , and a general economic downturn in the aviation sector. No new units have been produced since, though , Cessna's parent company since 1992 (under which was formed in 2014), continues to provide parts and support services for existing aircraft. Export production was limited, with the majority of units assembled in Wichita for international markets, particularly in where demand was strong for cross-country travel.

Design features

Airframe and landing gear

The Cessna 210 Centurion features a high-wing monoplane design with an all-metal semi-monocoque fuselage constructed primarily from aluminum alloy sheets riveted to formers and longerons, providing a lightweight yet durable structure. The wings, also of aluminum alloy construction, are strut-braced in early models and incorporate a NACA 2412 airfoil section for efficient lift generation; starting with the 1967 210G model, a cantilever wing design eliminated the struts for improved aerodynamics. Overall dimensions include a wingspan of 36 feet 9 inches (11.2 m) and a fuselage length of 28 feet 2 inches (8.6 m), contributing to its compact profile suitable for general aviation operations. The aircraft employs a fully retractable system actuated by an electrically driven , with the main gear legs—featuring spring steel struts—folding inward into the structure and the nose gear retracting aft into the . Early models, such as the 210D introduced in 1964, were certified for a maximum gross weight of 3,100 pounds (1,406 kg), balancing payload capacity with structural integrity for short-field performance. The gear design includes oleo-pneumatic shock absorption on the nose strut for smoother landings on varied surfaces. Structurally, the Centurion's is robust enough for utility roles, including towing and aerial surveying, thanks to reinforced spars engineered to handle limit load factors up to +3.8 g and -1.52 g (flaps up), enabling safe operation in demanding conditions. Aluminum offers inherent resistance when protected by factory-applied primers and sealants, but the design necessitates regular inspections, particularly of the wing carry-through spar, where moisture ingress can lead to hidden over time. In flight, the high-wing configuration enhances dihedral effect and roll stability, making the aircraft particularly forgiving and stable in turbulent conditions compared to low-wing contemporaries. However, the retractable gear introduces risks of inadvertent gear-up landings, often stemming from leaks, pump failures, or electrical system malfunctions that prevent full extension, underscoring the importance of pre-landing checklists.

Engine and propulsion

The Cessna 210 Centurion was initially equipped with the Continental IO-470 series , a six-cylinder, fuel-injected powerplant rated at 260 horsepower. This powered the early models from 1960 through 1963, providing reliable performance for the aircraft's retractable-gear configuration. In 1964, Cessna upgraded to the more powerful Continental IO-520 , which delivered 285 horsepower and improved overall efficiency and speed. By 1977, turbocharged variants adopted the intercooled Continental TSIO-520, rated at 310 horsepower, enabling enhanced high-altitude capabilities. The propulsion system features a constant-speed, three-blade metal Hartzell , which optimizes across varying flight conditions by automatically adjusting pitch. The fuel system includes two integral wing tanks with a total capacity of 90 gallons in later models (65 gallons in early models), of which 89 gallons are usable, supporting extended range operations with standard 100-octane . For turbocharged models, the TSIO-520 incorporates an to manage intake air temperatures, a for regulating boost pressure, and manifold pressure controls to maintain engine efficiency at altitudes up to a service ceiling of 27,000 feet. Maintenance for these engines follows a time between overhaul (TBO) interval that varies by type: up to 2,000 hours for the IO-520, but typically 1,400 to 1,800 hours for the TSIO-520 turbocharged variants, after which a complete and rebuild is recommended to ensure airworthiness. Common issues include magneto timing discrepancies, which can lead to rough running or power loss, and leaks, often due to or in the complex plumbing, requiring regular inspections during annual checks.

Cabin and systems

The Cessna 210 Centurion accommodates six s in a club seating arrangement, with two forward-facing seats in the front, two additional seats in the middle row, and a rear bench that faces forward but can be configured for club-style opposition in some variants. The cabin measures 44 inches wide at the shoulders and 48 inches high, providing reasonable space for adults, while the rear seats are removable to allow for hauling within the maximum useful load of 1,683 pounds. This design supports versatile use for personal transport or light freight, with entry facilitated by a right-side door and a smaller door aft. Flight controls in the Centurion employ a conventional layout, featuring a (yoke) for pitch and roll inputs, paired with floor-mounted rudder pedals for directional control. Electric on the assist in maintaining attitude, while ground-adjustable tabs on the ailerons and provide fine-tuning for balance; the system includes a trim wheel on the pedestal for pilot adjustment. Flaps are actuated hydraulically in early models or electrically in later ones, extending up to 40 degrees to enhance low-speed handling during . The aircraft's basic systems include a 28-volt direct-current electrical setup powered by a 60-amp engine-driven and supported by a 24-volt battery, which powers essential and lighting; gyroscopic instruments, such as the and , are vacuum-driven from an engine-mounted pump. Cabin heating draws fresh air through an exchanger utilizing hot engine compartment air for distribution via adjustable vents, ensuring passenger comfort in cold conditions. Optional equipment encompasses a pneumatic de-icing with boots on the wings, horizontal stabilizer, and vertical fin for (IFR) operations in icing, along with a built-in oxygen for high-altitude flights. The ergonomics benefit from expansive windows offering superior outward visibility, though pilots over 6 feet tall may experience somewhat constrained legroom due to the pedestal and pedal placement. Standard analog instrumentation forms the baseline panel, with later models accommodating basic radio upgrades.

Variants

Non-turbocharged models

The non-turbocharged models of the Cessna 210 Centurion, produced from 1960 to 1986, represented the baseline naturally aspirated variants optimized for efficient performance at lower altitudes. These featured Continental IO-series engines without turbocharging, emphasizing reliability and simplicity for use, with gross weights progressing from 2,900 pounds in early models to 4,100 pounds by the 1980s. The model lineup began with the 210 in 1960, equipped with a 260-horsepower Continental IO-470-E , four seats, strut-braced wings, and hydraulic flaps limited to 40 degrees. Subsequent iterations included the 210A through 210C (1961-1963), which retained the 260-hp IO-470-S but incorporated minor refinements such as increased capacity to 65 gallons usable and a slight gross weight increase to 3,000 pounds. A significant evolution occurred with the 210D in 1964 (introduced in late 1963), which upgraded to a 285-hp Continental IO-520-A , enlarged the cabin by four inches for optional child-sized fifth and sixth seats, and raised the gross weight to 3,100 pounds while adding the "Centurion" designation. Further advancements defined the mid-1960s models: the 210E through 210H (1965-1968) maintained the IO-520 powerplant at 285 hp, with incremental improvements like a 90-gallon fuel capacity and electric flaps replacing hydraulic ones for reduced system complexity. The 210G (1967) introduced a cantilever wing design, replacing the earlier strut-braced wing to improve and . The 210J (1969) featured minor aerodynamic tweaks and a gross weight of 3,400 pounds. The 210K (1970-1971) continued with the 285-hp IO-520-L engine (derated from 300 hp for continuous operation), certified for six adult seats in a fully widened cabin. The 210L (1972-1976) added an extended baggage door for improved access to the 120-pound capacity compartment and achieved a gross weight of 3,800 pounds, with FAA certifications reflecting these enhancements for enhanced utility. The later non-turbocharged models included the 210M (1977), which maintained the 285-hp IO-520-L and a gross weight of 3,800 pounds. The 210N (1979-1983) introduced a redesigned retractable system that eliminated main gear doors, simplifying maintenance and while boosting gross weight to 4,000 pounds; this change also allowed for a more streamlined underbelly. The final non-turbocharged variant, the 210R (1985-1986), featured an extended of 38 feet 10 inches, optional 115-gallon fuel capacity, and a gross weight of 4,100 pounds. Approximately 4,000 non-turbocharged units were produced across these variants, underscoring their popularity for personal and business transport before turbocharged options gained traction. These models excelled in low-altitude (VFR) operations, offering service ceilings of 15,000 to 17,300 feet and cruise fuel consumption of 15 to 18 gallons per hour at 75% power, enabling ranges up to 700 nautical miles with reserves. Unique to these aircraft were optional wing-mounted lockers providing up to 200 pounds of external storage without impacting cabin space, ideal for extended trips, though they lacked for high-altitude comfort.

Turbocharged and pressurized models

The turbocharged variants of the Cessna 210, designated as the T210 series, were introduced in 1965 to enhance high-altitude performance, beginning with the T210F model equipped with a Continental TSIO-520-C engine rated at 285 horsepower. The early T210 models retained the strut-braced wing until the 1967 T210G adopted the design. These models featured a turbo-supercharger system that maintained sea-level manifold pressure up to approximately 18,000 feet, allowing for sustained cruise altitudes above 20,000 feet and improved climb capabilities in thin air. The turbocharger included a controller to regulate exhaust bypass and prevent overboost, providing reliable power delivery at density altitudes where non-turbocharged engines would lose efficiency. Over the years, the T210 evolved with engine upgrades for better performance; by 1977, the T210M adopted the TSIO-520-R engine producing 310 horsepower, and this powerplant carried over to the T210N introduced in 1979. The T210N benefited from refined cooling and a gross weight increase to 4,000 pounds, enabling initial climb rates exceeding 1,000 feet per minute at sea level and maintaining over 800 feet per minute at 8,000 feet. Later T210 models incorporated optional intercoolers to further mitigate high-temperature effects on density altitude, reducing detonation risks and allowing fuller power utilization during takeoff and climb. The T210R (1985-1986) featured the same 310-hp engine, a gross weight of 4,100 pounds, and extended wingspan. The pressurized variant, the P210, debuted in 1978 as the P210N and was produced through 1986, with a total of 843 units built despite its technical complexity limiting broader adoption. Powered by the same 310-horsepower TSIO-520-R engine as the contemporary T210, the P210 featured a system with a maximum differential of 3.35 pounds per , enabling a 10,000-foot cabin altitude while operating at up to 20,000 feet. This system used engine compressed by a cabin , offering comfort for longer high-altitude flights but requiring careful monitoring due to the absence of a rate controller. Turbocharged T210 and P210 models demanded higher maintenance than their non-turbocharged counterparts, primarily due to the added complexity of turbocharger components like wastegates and associated , which increased overhaul costs by approximately 20 to 30 percent. These factors contributed to the variants' reputation for robust high-altitude utility, though at the expense of elevated operating and upkeep demands.

Operational history

Civil applications

The Cessna 210 Centurion has been widely employed in for personal transport, enabling pilots to conduct efficient cross-country flights with its typical range of 800 to 1,000 nautical miles on full tanks, making it suitable for family or over moderate distances. It also serves in aerial operations, where its stability, high-wing design, and allow for prolonged low-altitude mapping and missions, often equipped with specialized cameras and sensors for tasks like assessment. Additionally, the aircraft is certified for services under Part 135, supporting commuter operations for small groups in regional transport roles. Historically, the Cessna 210 saw significant adoption in civil registries out of a total build of approximately 9,240 , reflecting its popularity as a versatile single-engine platform. It has been a staple in programs, particularly for obtaining complex endorsements due to its retractable , controllable-pitch propeller, and high-performance engine exceeding 200 horsepower, providing pilots with practical experience in advanced handling and . Economically, the Cessna 210 is predominantly owned by private individuals and small businesses, appealing to those seeking a step-up from simpler trainers without the costs of twin-engine , with operating expenses around $150 to $175 per hour including maintenance and fuel. Airworthy examples in 2025 typically hold resale values between $150,000 and $300,000, depending on , condition, and upgrades, maintaining strong market demand among owner-pilots. The aircraft's global distribution in civil use is concentrated in , where it dominates personal and utility flying, but it also maintains a notable presence in for recreational and cross-border travel, as well as in for bush operations in remote areas, leveraging its rugged and short-field capabilities.

Military service

The Cessna 210 Centurion has seen limited adoption in worldwide, primarily in , liaison, and support roles rather than combat operations, due to its civil origins and high-performance capabilities suited for tasks. Armed forces have typically acquired small numbers of standard or lightly modified civil variants for tasks such as transport, training, and , with total military deliveries estimated at under 100 units across all operators since the 1960s. Most fleets have been retired by the 2000s, leaving minimal active service as of 2025, concentrated in a handful of South American and Asian forces. In , the impressed three 210 Centurions into service in 2018 after seizing them from drug traffickers, employing them for light utility and transport missions. The has operated a single 210 since 2009 in a utility capacity, reflecting the type's occasional use for basic logistical support. The previously utilized two 210L models from 1975 to 1998 for similar liaison and training duties before retiring them. The maintains one of the more active users of the type, designating it as the LC-210 for specialized roles including to combat forest fires and , as demonstrated in operations over province in 2024. This variant supports environmental and efforts, with the aircraft undergoing periodic refurbishments to extend service life, such as the handover of a newly maintained LC-210 in late 2024. No significant structural modifications like armored cockpits have been documented for these examples, though some incorporate standard upgrades for operational radios and .

Modifications and upgrades

Common aftermarket modifications

Owners frequently upgrade the suite in the Cessna 210 Centurion to modern glass cockpits, such as the G500 system, which is STC-approved for the 210 and provides higher-resolution displays, increased processing power, and advanced features like synthetic vision. These upgrades replace traditional "steam gauges" with integrated digital instrumentation, enhancing navigation, engine monitoring, and during flight. To meet the FAA's 2020 ADS-B Out mandate, many aircraft receive upgrades like the GTX 345, enabling real-time traffic and weather data integration while ensuring airspace compliance. Engine modifications are popular for improving reliability and performance, including the installation of preheaters from manufacturers like or RAM to facilitate cold-weather starts and reduce engine wear on the Continental IO-470 or IO-520 powerplants. Propeller enhancements, such as Hartzell or MT composite models paired with engine upgrades like the IO-550, can yield cruise speed increases of up to 10-15 knots while reducing noise and vibration. In the 2020s, alternative fuel systems using unleaded , such as G100UL approved by in , have been adopted on Centurions for reduced lead emissions and compatibility with existing engines, though full fleet transition remains ongoing. Structural aftermarket changes focus on and utility, with vortex generators (VGs) from Micro Aerodynamics being a common addition; these small devices, installed on wings, stabilizers, and rudders, reduce stall speeds by 5-16% depending on configuration and improve low-speed handling and performance. Tip tanks, available via STC, add approximately 30-35 gallons of auxiliary fuel capacity (e.g., Flint Aero STC with 32.5 usable gallons), extending range for long cross-country flights without compromising the aircraft's center of gravity. kits, such as the Sportsman system, enhance short-field capabilities by optimizing flap deployment and wing leading edges, reducing takeoff and landing distances while maintaining cruise efficiency. Typical upgrade costs range from $50,000 to $100,000, depending on scope, with comprehensive packages including and engine work often extending the airframe's service life beyond 50 years through improved maintenance access and reduced operational stresses. These modifications not only modernize the but also address minor safety concerns, such as enhanced stall warning integration, though dedicated risk-mitigation upgrades are covered separately.

Safety improvements

Safety improvements for the Cessna 210 have focused on addressing vulnerabilities in the system, structure, and corrosion susceptibility, primarily through aftermarket modifications, airworthiness directives (ADs), and enhanced monitoring and training programs. These enhancements aim to mitigate risks associated with gear-up landings, structural fatigue, and , particularly in high-utilization or humid operating environments. To enhance gear reliability and prevent gear-up landings, owners have adopted Supplemental Type Certificates (STCs) for electric gear warning systems and micro-switch upgrades. For instance, the Aircraft Components Gear Alert system, approved via STC SA01644AT, provides audible and visual alerts tied to position and flap deployment, replacing older warning units on retractable-gear Cessnas including the 210 series. Additionally, the Uvalde Flight Center gear door removal STC eliminates complex main gear doors and associated hydraulic cylinders, simplifying the system and reducing failure points that can lead to incomplete gear extension. Hydraulic backups, such as manual pump overrides, are also incorporated in some modifications to ensure emergency extension capability. These upgrades, available since the late but widely implemented in the and beyond, address the original electro-hydraulic system's complexity introduced in 1972. The Federal Aviation Administration has issued several ADs and service bulletins targeting structural integrity. FAA AD 2012-10-04 requires inspection and potential replacement of the wing lower main spar caps on certain 210G through 210K models for cracks due to fatigue, following reports of failures in high-time aircraft. More recently, AD 2023-02-17 mandates recurring inspections of the wing carry-through spar lower cap on 210L through 210R, T210L through T210R, and P210N models, including eddy current testing and corrosion checks, prompted by an in-flight breakup in Australia. For corrosion prevention, especially in humid climates, AD 2020-03-16 applies to early 210A through 210D models, requiring inspection of wing and empennage attach fittings for corrosion and application of protective treatments. Cessna service bulletins, such as SEB94-7, recommend corrosion-inhibiting compounds and sealing kits for spars and control surfaces to extend airframe life in moist environments. In the 2020s, digital engine monitoring systems have become standard safety upgrades for early failure detection. The JPI Instruments EDM-900 primary engine monitor, STC-approved for the Cessna 210, provides real-time data on temperatures, temperatures, fuel flow, and oil pressure, enabling pilots to identify anomalies like uneven or overheating before they escalate. Complementing these are training programs from the Cessna Pilots Association (CPA), which offer seminars on systems operation, maintenance best practices, and hazard mitigation, including gear rigging and spar inspection techniques, to promote safer ownership and operation. These targeted modifications and regulatory measures have contributed to improved dispatch reliability and reduced structural incidents. In September 2025, the NTSB issued a safety alert based on investigations since , highlighting cracking in hydraulic actuators (part numbers 1280501-1/-2 or Electrol EA1614-1/-2) due to pitting, recommending immediate inspections for affected .

Operators

Notable civil operators

The Cessna 210 Centurion has been employed by numerous civil organizations for specialized missions, including aerial and remote access operations. In the United States, Keystone Aerial Surveys operates a fleet that includes multiple Cessna 210 models equipped for high-resolution imaging and geospatial data collection, supporting environmental monitoring and infrastructure projects across North America. Internationally, the aircraft serves and charter operators in challenging environments. In , operators rely on the 210's retractable gear and short-field performance for accessing remote northern territories, facilitating delivery and in settings. Brazilian company Cleiton Táxi Aéreo began operations with a 210 Centurion in 1995, using it for regional charters before expanding its fleet, highlighting the model's role in developing aviation services in . In , Sky Runners employs the 210 for private flying safaris and air charters, navigating the region's varied terrain to provide scenic tours and logistical support. Agricultural users in and further adapt the type for crop monitoring and light utility tasks, valuing its reliability in hot, high-altitude conditions. Prominent individuals have also operated the Cessna 210, drawn to its speed and handling. Aviation legend , known for his test piloting and expertise, owned a 1982 Cessna P210N pressurized variant (N711BG) through the Bob Hoover Academy and performed aerobatic demonstrations in it, showcasing the aircraft's maneuverability. During the , the model attracted business executives and celebrities as a personal transport option, prized for its six-seat capacity and long-range efficiency in executive travel. As of 2025, the Cessna 210 maintains a strong presence in , with thousands registered and active in the U.S. FAA database, reflecting ongoing demand among private and commercial users. The Cessna Owner Organization plays a key role in sustaining the fleet, offering members access to technical resources, parts sourcing, and annual events dedicated to maintenance and for 210 owners.

Military operators

The Cessna 210 Centurion has been utilized by a number of and government aviation units worldwide, primarily in utility, liaison, and observation roles, with the turbocharged T210 variant favored for its high-altitude performance capabilities. Historical military adoption totaled approximately 80 across various operators, reflecting its versatility as a transport platform. The operates several Cessna 210 Centurions for transport and general utility missions. Other historical operators include the Dominican Republic Air Force (2 aircraft in the late 1980s), the (4 aircraft), and the (6 aircraft). Retirement trends across operators have generally involved demilitarization and transfer to civilian markets by the early , driven by the type's advancing age and the availability of more modern alternatives.

Accidents and incidents

Landing gear-related incidents in the Cessna 210 Centurion have been a persistent concern, primarily involving gear-up landings and mechanical failures of the retractable undercarriage system. According to an analysis of (NTSB) data, the Cessna 210 accounts for approximately 17% of all gear-up landings in , a disproportionately high share given its fleet size. Common causes include pilot distraction or oversight in extending the gear, as well as mechanical issues such as hydraulic actuator fatigue cracking, electrical system faults, and switch malfunctions that prevent proper gear deployment. These incidents often occur during approach and landing phases, exacerbated by the aircraft's complex hydraulic retraction mechanism introduced in later models. Notable cases highlight the risks associated with these failures. On January 14, 2018, a (N3607Y) in , experienced a gear malfunction due to a fatigue failure in the right main hydraulic , resulting in a loss of hydraulic fluid and an emergency with no injuries. Another incident involved a in November 2014 near , where the left main collapsed during landing, leading to substantial damage but no fatalities; the cause was undetermined. Since 2015, the NTSB has documented at least five similar accidents involving and 210B models, all linked to fatigue cracking in the hydraulic s, which caused partial or failed gear extension and necessitated gear-up or collapsed landings. Statistical data from NTSB records indicate a significant volume of gear-related events. Between 1998 and 2015, there were at least 30 reported cases of mechanical failures in 210 aircraft, excluding those attributed to errors. Broader trends show around 100 gear-up incidents annually across all retractable-gear types, with the 210 overrepresented due to its prevalence in the fleet and system vulnerabilities. Fatalities from gear incidents are rare in U.S. operations. Prevention efforts focus on rigorous pre-landing checklists to mitigate , such as (Gas, Undercarriage, Mixture, Prop, Switches) procedure emphasized in pilot training. (FAA) has issued airworthiness directives (ADs) addressing gear vulnerabilities, including AD 76-04-01, which mandates inspections and compliance with Service Letter SE75-21 for main saddles to prevent cracking. More recently, following the cluster of actuator failures, the NTSB recommended mandatory inspections via a new AD, and the FAA issued Special Airworthiness Information Bulletin CE-17-16 urging enhanced gear rigging and component checks on retractable-gear models. In September 2025, the NTSB issued Safety Recommendation AIR-25-06, urging the FAA to require inspections and life limits for hydraulic actuators (part numbers 1280501-1/-2 or Electrol EA1614-1/-2) on 210 and 210B models due to fatigue cracking from pits. These measures, combined with aftermarket upgrades like improved actuators, have aimed to reduce recurrence rates.

Other notable events

One notable incident involving the Cessna 210 occurred on September 28, 1986, when a T210M Turbo Centurion II (D-EHCN) crashed into a mountainside near Golling, , resulting in four fatalities. Turbocharged variants like the T210 have been prone to engine issues in high-altitude operations, including overboost leading to cracked cylinders, as documented in analyses from the mid-1980s. Weather-related accidents have also highlighted pilot decision-making errors. In a 2020 incident near , a Cessna 210 encountered severe icing during approach in (IMC), leading to a fatal crash despite the pilot's report of ice accumulation; the NTSB attributed it to the pilot's continuation into known icing conditions without certification for flight into known icing. Similarly, a mid-air collision on August 5, 2016, at Wasilla Airport, , involved a Cessna 210 (N1839Z) and a de Havilland Beaver during landing operations, resulting in minor injuries to the Cessna's and student pilot but substantial damage to both ; the NTSB cited see-and-avoid challenges in non-towered . The Cessna 210's overall accident record since its introduction in includes approximately 83 accidents documented in the Aviation Safety Network database, with 141 fatalities across all causes. This fatal accident rate aligns closely with the general fleet average (about 105% of GA norms), performing better than the higher rates typical for retractable-gear single-engine aircraft as reported in AOPA analyses. NTSB investigations of Cessna 210 accidents frequently identify fuel exhaustion as a contributing factor in power loss events, often due to miscalculated fuel consumption or selector mismanagement, alongside (CFIT) in IMC as a leading fatal cause.

Specifications

General characteristics

The Cessna T210N Turbo Centurion II is a single-engine, high-wing aircraft designed for general aviation, featuring a crew of one pilot and capacity for five passengers in its standard configuration. Its overall dimensions include a length of 28 ft 2 in (8.59 m), a wingspan of 36 ft 9 in (11.20 m), and a height of 9 ft 7 in (2.92 m). The aircraft's basic empty weight is approximately 2,300 lb (1,043 kg), with a of 4,000 lb (1,814 kg). Fuel capacity totals 90 US gal (341 L), with 87-89 US gal (329-336 L) usable depending on serial number (S/N 21062955-21064535: 89 gal usable; S/N 21064536 and up: 87 gal usable), while oil capacity is 3 US gal (11 L). As a civilian aircraft, the T210N carries no armament. Standard include VOR/ILS navigation systems for operations, with optional GPS integration available in later production builds. The T210N employs all-metal construction throughout the , wings, and .

Performance data

The Cessna T210N Turbo exhibits strong high-altitude performance capabilities, enabling efficient long-range operations in its class. Its maximum speed reaches 200 knots at 24,000 feet under standard conditions. In cruise configuration at 75% power, the aircraft achieves 177 knots while consuming approximately 18 gallons per hour of fuel, providing a balance of speed and economy suitable for cross-country flights. The clean speed is 67 knots (KIAS, flaps up, power off, at maximum gross weight), contributing to predictable low-speed handling. The T210N offers a range of 900 nautical miles with reserves, supported by its service ceiling of 27,000 feet, which allows access to favorable at higher altitudes. At , the initial rate of climb is 1,170 feet per minute, facilitating quick ascents to cruise altitude. Takeoff performance includes a distance of 1,885 feet over a 50-foot obstacle (, standard day, 4,000 lb gross weight), while landing requires 1,440 feet over the same obstacle (, standard day, 3,800 lb landing weight), demonstrating short-field versatility when operated within limits. Endurance extends to 5.5 hours at economy cruise settings, enhancing its utility for extended missions.
Performance MetricValueConditions/Notes
Maximum Speed200 knotsAt 24,000 ft, standard conditions
Cruise Speed (75% power)177 knotsAt 20,000 ft, ~18 gph fuel burn
Stall Speed (clean)67 knots (KIAS)Flaps up, power off, 4,000 lb
Range900 nmWith reserves, standard fuel
Service Ceiling27,000 ft-
Rate of Climb (sea level)1,170 fpm4,000 lb, standard conditions
Takeoff Distance (over 50 ft)1,885 ftSea level, standard day, 4,000 lb
Endurance (economy cruise)5.5 hours-
Landing Distance (over 50 ft)1,440 ftSea level, standard day, 3,800 lb

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