Cessna 210 Centurion
The Cessna 210 Centurion is a six seat, single-engine, piston aircraft configured as a cantilever high-wing aircraft with a conventional tail. It features retractable gear and a constant-speed propeller. It seats up to 5 passengers and a pilot.
The six-seat Model 210 was built from 1960 through 1986, serial numbers 57001 through 65009.
Wing span: 36 ft 9 in
Length: 28 ft 2 in
Height: 9 ft 8 in
Gross Weight: 2,900 lbs
Empty Weight: 1,740 lbs
Maximum Payload: 1,090 lbs
Fuel capacity: 65 gal (63 gallons useable) Long Range 84 gal (82 useable)
Manufacturer: Cont Motor
Horsepower: 260 hp
Overhaul (HT): 1500 hrs TBO
Years before overhaul: 12
|Horsepower: 260.00||Gross Weight: 2,900|
|Top Speed: 173||Empty Weight: 1,740|
|Cruise Speed: 165||Fuel Capacity: 65|
|Stall Speed (dirty): 51||Range: 700|
|Rate of Climb: 1,300||Rate of Climb (One Engine):|
|Service Ceiling: 20,700||Ceiling (One Engine):|
|Ground Roll: 620||Ground Roll 750|
|Takeoff Roll Over 50 ft: 1,135||Landing Roll Over 50 ft: 1,190|
The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp. It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing.
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″ chord from centerline to 100 inches out, then straight taper to 44″ chord at 208 inches 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. To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged.
The 1964 model 210D introduced a 285 hp engine and two small child seats, set into the cavity which 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-size rear seats. 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 de-icing boots as an option.
Turbo and Pressurized Models
The aircraft was offered in a normally aspirated version, designated the model 210, as well as the turbocharged T210 and the pressurized P210 versions. 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).
On 21 May 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.
On 16 May 2019, a Cessna Model T210M airplane suffered an in-flight separation of the right wing. Preliminary investigations found cracking of the wing-spar carry-thru where fatigue began from a small corrosion pit on the lower surface of the carry-thru. 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-thru spar. The FAA issued an Airworthiness Directive on 21 February 2020 mandating eddy current inspections of the carry-thru spar lower cap, corrective action if necessary, application of a protective coating and corrosion inhibiting compound, and reporting the inspection results to the FAA. Since it shared a common carry-thru design, the Cessna 177 Cardinal also received a similar Mandatory Service Letter (SELF-57-07) and an airworthiness concern from the FAA.
The Cessna 210 was manufactured in 26 model variants. The 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.
Four-seat production variant with a Continental IO-470-E 260 hp engine (1500 TBO), 40 degree hydraulic flaps, gear doors, introduced in 1960. Max take-off weight 2900 lbs. Model 210 was first flown in 1957, 575 built.
A 210 with a third cabin window on each side, introduced in 1961, 265 built.
A 210A with a cut-down rear fuselage, a rear-vision window and a Continental IO-470-S engine, and max take-off weight increased to 3000 lbs. Introduced in 1962, 245 built.
A 210B with some minor changes, introduced in 1963, 135 built.
Cessna 210D Centurion
A 210C fitted with a 285 hp Continental IO-520-A engine and increased takeoff weight to 3,100 lb, introduced in 1964, 290 built.
Cessna 210E Centurion
A 210D with some minor changes, introduced in 1965, 205 built.
Cessna 210F Centurion / Turbo Centurion
A 210E with some minor changes and optional 285 hp turbocharged Continental TSIO-520-C engine, introduced in 1966, 300 built.
Cessna 210G Centurion / Turbo Centurion
A 210F with a strutless cantilever wing and modified rear window, increased takeoff weight to 3,400 lb, introduced in 1967, 228 built.
Cessna 210H Centurion / Turbo Centurion
A 210G with a new flap system and instrument panel, 210 built. Flap range decreased to 30 degrees, fuel capacity increased from 65 to 90 US gal. Introduced in 1968.
Cessna 210J Centurion / Turbo Centurion
A 210H with reduced wing dihederal, different nose profile and a Continental IO-520-J (or TSIO-520H) engine, introduced in 1969, 200 built.
Cessna 210K Centurion / Turbo Centurion
A 210J with rear changed to full seat to provide six seats, an IO-520-L engine with 300 hp limited to five minutes, landing gear changed, enlarged cabin with a single rear side window, weight increased to 3,800 lb, produced 1970-71, 303 built.
Cessna 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 kts in cruise speed. Produced 1972-76, 2070 built.
Cessna 210M Centurion / Turbo Centurion
A 210L with an optional 310 hp TSIO-520-R engine and minor changes, produced 1977-80, 1381 built.
Cessna 210N Centurion / Turbo Centurion
A 210M with open wheel wells for main landing gear and minor changes. 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”. Produced 1981-84, 1943 built.
Cessna 210R Centurion / Turbo Centurion
A 210N with longer-span stabilizers and minor changes, produced 1985-86, 112 built.
Cessna P210N Pressurized Centurion
A Turbo 210N with pressurized cabin, four windows each side, with a 310 hp Continental TSIO-520-AF engine, produced 1978-83, 834 built.
Cessna P210R Pressurized Centurion
A P210N with longer-span stabilizers, increased takeoff weight and a 325 hp Continental TSIO-520-CE engine, produced 1985-86, 40 built.
Riley Turbine P-210
Conversion of pressurized Cessna 210P Centurion aircraft, fitted with a Pratt & Whitney Canada PT6A-112, flat rated at 500 shp.