View source for Cessna 210 Centurion

{{Short description|Six seat retractable gear single-engine general aviation aircraft}}
{{Use mdy dates|date=November 2021}}
{{Use American English|date=November 2021}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{About|the aircraft introduced in 1957|the unrelated 1950 prototype aircraft|Cessna X210}}
{{Infobox aircraft
 |name = Cessna 210 Centurion
 |image = File:1976 Cessna 210L N732GD (5359315231).jpg
 |caption = The Cessna 210 Centurion is a [[high-wing]], single engine aircraft with a [[retractable gear]]
 |type = [[Light aircraft]]
 |national_origin= United States
 |manufacturer = [[Cessna]]
 |designer =
 |first_flight = January 1957<ref name="Janes 82 p345-6"/>
 |introduction = 1957
 |retired =
 |status =
 |primary_user =
 |more_users =
 |produced =1957–1986
 |number_built =9,240
 |developed_from =
 |variants = [[Cessna 206|Cessna 205/206/207]]
}}

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.

==Development==
[[File:Cessna 210 Hagelflieger.jpg|thumb|Early model with strut-braced wing and flat leaf springs undercarriage]]
[[File:Cessna P210N Pressurized Centurion Private, LUX Luxembourg (Findel), Luxembourg PP1300976986.jpg|thumb|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 O-470|Continental IO-470]] engine of {{convert|260|hp|abbr=on}}. It was essentially a [[Cessna 182 Skylane|Cessna 182B]] to which was added a retractable landing gear, swept tail, and a new wing.<ref>{{harvnb|Simpson|1995|pp=110, 124}}</ref>

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 {{convert|64|in|m|adj=on}} [[Chord (aeronautics)|chord]] from centerline to {{convert|100|in|m}} out, then straight taper to {{convert|44|in|m|adj=on}} chord at {{convert|208|in|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 {{convert|70|mph|km/h}}. To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged.

The 1964 model 210D introduced a {{convert|285|hp|abbr=on}} 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#Aircraft|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)<ref name="Janes 82 p345-6"/>

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==

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

== Operational history ==
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.<ref name="Grady21May12">{{cite news |url = https://www.avweb.com/news/faa-issues-emergency-ad-for-cessna-210s/ |title = FAA Issues Emergency AD For Cessna 210s |last = Grady |first = Mary |date = 21 May 2012 |work = AVweb}}</ref>

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.<ref>{{cite web |url= https://www.faasafety.gov/files/gslac/library/documents/2019/Jul/204261/Alert,%20Cessna%20177%20and%20210%20Airplanes.pdf |title= Airworthiness concern sheet, Cessna 177 and 210 with cantilever wing |date= 27 June 2019 |publisher= [[Federal Aviation Administration|FAA]] }}</ref> 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.<ref>{{cite web |url= https://www.cessnaflyer.org/knowledge-base/aviation-alerts/item/download/422_9b8ae0aca28dbcb02585947985fcf571.html |title= Airworthiness Directive AD 2020-03-16 |publisher= [[Federal Aviation Administration|FAA]] |date= 21 February 2020}}</ref><ref name="Cook03Mar20">{{cite web|url = https://www.avweb.com/aviation-news/cessna-210-wing-spar-ad-issued/ |title= Cessna 210 Wing Spar AD Issued |last= Cook |first= Marc |work= AVweb |date= 3 March 2020 }}</ref>

===Modifications===
[[File:Cessna P210N Pressurized Centurion - Soloy Private, GRQ Groningen (Eelde), Netherlands PP1176464355.jpg|thumb|A turbine conversion with an [[Allison 250]]]]
A wide range of modifications are <!-- range is singular -->available for the Cessna 210, including:
*[[Aeronautical Engineers Australia]] has developed a life extension package for 210s suffering from wing-spar carry-through beam corrosion.<ref>{{cite web|url= http://www.aeroengaus.com.au/mods.htm| publisher = Aeronautical Engineers Australia | title = Modifications|date= March 2009 | access-date=2017-07-27|url-status=dead |archive-url= https://archive.today/20050620222845/http://www.aeroengaus.com.au/mods.htm|archive-date=2005-06-20}}</ref>
*[[Crownair Aviation]] developed a Centurion Edition T210, which is a remanufactured aircraft introduced in November 2008 that features a glass cockpit and new engine along with other minor refinements.<ref name= "CrownAir">{{cite news|url=http://www.revistaaerea.com/2008/12/21/avidyne-partners-with-southern-star-crownair-to-get-stc-for-entegra-glass-cockpit-retrofit-in-cessna-210-single-engine-piston-aircraft/|title=Avidyne Partners With Southern Star & Crownair To Get STC For Entegra Glass Cockpit Retrofit In Cessna 210 Single-Engine Piston Aircraft|work=Revista aérea|date=December 21, 2008|access-date=July 27, 2017|archive-url=https://web.archive.org/web/20181201140706/http://www.revistaaerea.com/2008/12/21/avidyne-partners-with-southern-star-crownair-to-get-stc-for-entegra-glass-cockpit-retrofit-in-cessna-210-single-engine-piston-aircraft/|archive-date=December 1, 2018|url-status=live}}</ref>
*[[Griggs Aircraft Refinishing]] offers a [[Rolls-Royce Model 250]] [[turboprop]] conversion of the T210 and P210N known as the "Silver Eagle". This conversion was previously offered by [[O&N Aircraft]]<ref>{{cite web |url=http://www.fibreglast.com/contentpages-aircraft-346.html |title=January 2004: O&N Aircraft |date=January 2004 | publisher =FibreGlast Developments Corp |access-date= 2007-10-19 |archive-url= https://web.archive.org/web/20070929140444/http://www.fibreglast.com/contentpages-aircraft-346.html |archive-date=2007-09-29 |url-status=dead}}</ref><ref name="Griggs">{{cite web|url = http://griggsaircraft.com/fabrication/silver_eagle|title = Silver Eagle|access-date = 30 May 2019|author=Griggs Aircraft Refinishing |work = griggsaircraft.com|archive-url = https://web.archive.org/web/20180816033014/http://griggsaircraft.com/fabrication/silver_eagle|archive-date = 16 August 2018}}</ref>
*Riley Rocket offers a restoration and addition of intercooler to Continental TSIO-520 models to boost power from {{cvt|310|to|340|hp}}.<ref>{{Cite journal|journal=Air Progress|date=September 1989|page=45|title=The P-Rocket| first =Gene | last = Smith}}</ref>
*[[Vitatoe Aviation]] offers the TN550 conversion which uses a [[Continental IO-550|Continental IO-550P]] engine with an IO-520 turbocharger with dual intercoolers and a larger alternator.<ref>{{cite web|title=Improving on a Good Thing The venerable Cessna P210N enjoys a welcome improvement| first =Bill | last = Cox|url= http://www.planeandpilotmag.com/pilot-talk/x-country-log/improving-on-a-good-thing.html?start=2|access-date=20 August 2012}}</ref>

==Variants==
[[File:Cessna 210N Centurion II AN1082959.jpg|thumb|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 206|Cessna 205]].  This spawned an entirely new family of Cessna aircraft, including the [[Cessna 206|206]] and the eight-seat [[Cessna 206|207]].<ref name="3A21">{{cite web|url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1c8849e2325c35988625756e006da735/$FILE/3A21%20Rev%2047.pdf|title=Type Certificate Data Sheet No. 3A21 Revision 47|access-date=27 July 2017|work=[[Federal Aviation Administration]]|date=February 25, 2009|archive-url=https://web.archive.org/web/20110608055550/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/1c8849e2325c35988625756e006da735/$FILE/3A21%20Rev%2047.pdf|archive-date=8 June 2011|url-status=live}}</ref>

;210
:Four-seat production variant with a [[Continental O-470|Continental IO-470-E]] engine, 40 degree hydraulic flaps, gear doors, introduced in 1960,<ref name="Bruckert-Roud">Danielle Bruckert and Oleg Roud (2008). ''Cessna 210 Training Manual''. {{ISBN|978-0-557-01418-7}}.</ref> first flown in 1957, 575 built.,<ref name="sim2p124">{{harvnb|Simpson|1995|p=124}}</ref>
;210A
:A 210 with a third cabin window on each side,<ref name="sim2p124"/> production year 1961,<ref name="sim2p139">{{harvnb|Simpson|1995|p=139}}</ref> 265 built.<ref name="sim2p124"/>
;210B
:A 210A with a cut-down rear fuselage, a rear-vision window and a [[Continental O-470|Continental IO-470-S]] engine,<ref name="sim2p124"/> production year 1962,<ref name="sim2p139"/> 245 built.<ref name="sim2p124"/>
;210C
:A 210B with some minor changes,<ref name="sim2p124"/> production year 1963,<ref name="sim2p139"/> 135 built.<ref name="sim2p124"/>
;210D Centurion
:A 210C fitted with a {{convert|285|hp|kW|0|abbr=on}} [[Continental O-520|Continental IO-520-A]] engine and increased takeoff weight to {{convert|3100|lb|kg|0|abbr=on}},<ref name="Bruckert-Roud" /> production year 1964,<ref name="sim2p139"/> 290 built.<ref name="sim2p124"/>
;210E Centurion
:A 210D with some minor changes,<ref name="sim2p124"/> production year 1965,<ref name="sim2p139"/> 205 built.<ref name="sim2p124"/>
;210F Centurion / Turbo Centurion
:A 210E with some minor changes and with option to use {{convert|285|hp|kW|0|abbr=on}} turbocharged [[Continental O-520|Continental TSIO-520-C]] engine,<ref name="sim2p125">{{harvnb|Simpson|1995|p=125}}</ref> production year 1966,<ref name="sim2p139"/> 300 built.<ref name="sim2p125"/>
;210G Centurion / Turbo Centurion
:A 210F with a strutless cantilever wing and modified rear window, increased takeoff weight to {{convert|3400|lb|kg|0|abbr=on}},<ref name="Bruckert-Roud" /> production year 1967,<ref name="sim2p139"/> 228 built.<ref name="sim2p125"/>
;210H Centurion / Turbo Centurion
:A 210G with a new flap system and instrument panel, 210 built.<ref name="sim2p125"/> Flap range decreased to 30 degrees, fuel capacity increased from {{convert|65|to|90|USgal|L|0|abbr=on}}.<ref name="Bruckert-Roud" /> Production year 1968.<ref name="sim2p139"/>
;210J Centurion / Turbo Centurion
:A 210H with reduced wing dihedral, different nose profile and a [[Continental O-520|Continental IO-520-J]] (or TSIO-520H) engine,<ref name="sim2p125"/> production year 1969,<ref name="sim2p139"/> 200 built.<ref name="sim2p125"/>
;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 {{convert|3800|lb|kg|0|abbr=on}},<ref name="sim2p125"/> production years 1970-1971,<ref name="sim2p140">{{harvnb|Simpson|1995|p=140}}</ref> 303 built.<ref name="sim2p125"/>
;{{visible anchor|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 {{convert|8|kn|km/h|0|abbr=on}} in cruise speed.<ref name="Bruckert-Roud" /> Production years 1972–1976,<ref name="sim2p140"/> 2070 built.<ref name="sim2p125"/>
;210M Centurion / Turbo Centurion
:A 210L with minor changes and option to use {{convert|310|hp|kW|0|abbr=on}} TSIO-520-R engine,<ref name="sim2p125"/> production year 1977-1978,<ref name="sim2p140"/> 1381 built.<ref name="sim2p125"/>
;210N Centurion / Turbo Centurion
:A 210M with open wheel wells for main landing gear and had a new gear system and minor changes.<ref name="sim2p125"/> 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".<ref name="Bruckert-Roud" /> Production years 1979-1985,<ref name="sim2p1401">{{harvnb|Simpson|1995|pp=140–141}}</ref> 1943 built.<ref name="sim2p125"/>
;{{visible anchor|210R Centurion / Turbo Centurion}}
:A 210N with longer-span stabilizers and minor changes,<ref name="sim2p125"/> production year 1986,<ref name="sim2p141">{{harvnb|Simpson|1995|p=141}}</ref> 112 built.<ref name="sim2p125"/>
;{{visible anchor|P210N Pressurized Centurion}}
:A Turbo 210N with pressurized cabin, four windows each side, with a {{convert|310|hp|kW|0|abbr=on}} [[Continental O-520|Continental TSIO-520-AF]] engine,<ref name="sim2p125"/> production years 1978–1985,<ref name="sim2p1401"/> 834 built.<ref name="sim2p125"/>
;P210R Pressurized Centurion
:A P210N with longer-span stabilizers, increased takeoff weight and a {{convert|325|hp|kW|0|abbr=on}} [[Continental O-520|Continental TSIO-520-CE]] engine,<ref name="sim2p125"/> production year 1986,<ref name="sim2p141"/> 40 built.<ref name="sim2p125"/><ref name="3A21" />
;Prop Jet Centurion 250
:Cessna turboprop conversion of P210 powered by [[Allison 250]]-B17 engine. One converted, flying in 1984. No production.<ref name="aba23p158">{{harvnb|Simpson|Longley|2023|p=158}}</ref>
;Riley Turbine P-210
:Conversion of pressurized Cessna 210P Centurion aircraft, fitted with a [[Pratt & Whitney Canada PT6]]A-112, flat rated at {{convert|500|shp|kW|0|abbr=on}}.<ref name="JAWA82 p453">{{harvnb|Taylor|1982|p=453}}</ref> No production.<ref name="aba23p158"/>
;Silver Eagle II
: Turboprop conversion of 210L, T210L or P210N by [[O&N Aircraft]] and from 2016, [[Griggs Aircraft Refinishing]]. Powered by {{convert|450|shp|kW|0|abbr=on}} Allison 250-B17 engine. Available from 1992. 114 conversions by 2023.<ref name="aba23p158"/>

==Operators==
[[File:Cessna 210 Fuerza Aérea Dominicana.svg|thumb|side view]]

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

===Military===
{{columns-list|colwidth=20em|
; {{BOL}}
*[[Bolivian Air Force|''Fuerza Aérea Boliviana'']] - five as of 1986<ref>{{harvnb|Hatch|1986|p=37}}</ref>
; {{DOM}}
*[[Dominican Air Force]] - two 210Ls in late 1980s.<ref>{{harvnb|Hagedorn|1993|p=111}}</ref>
; {{ESA}}
;{{HND}}
*[[Honduran Air Force]]
; {{JAM}}
* [[Jamaica Defence Force]] - two 210Ms acquired, one in 1983 and one in 1989.<ref>{{harvnb|Hagedorn|1993|p=138}}</ref>
; {{MEX}}
*[[Mexican Air Force]]<ref>{{harvnb|Flores|2001|p=301}}</ref>
; {{PHL}}
* [[Philippine Air Force]] - four as of 1986<ref>{{Harvnb|Hatch|1986|p=79}}</ref>
; {{PAN}}
*[[Panamanian Public Forces]] - one T210N in 1980s<ref>{{harvnb|Hagedorn|1993|p=122}}</ref>
; {{PAR}}
* [[Paraguayan Air Force]] - two 210Ns
* [[Paraguayan Naval Aviation]] - two 210Ns
}}

==Accidents and incidents== 
*August 12, 1964, [[Charles Clifford Ogle]] took off in a Cessna 210A, N9492X, flying from Oakland, California to Las Vegas, Nevada. He disappeared and his airplane may have crashed in the [[Sierra Nevada]], California.
*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.<ref name="Chronology">[http://cuban-exile.com/doc_176-200/doc0180.html Cuban Political Violence in the United States] {{Webarchive|url=https://web.archive.org/web/20110927092928/http://cuban-exile.com/doc_176-200/doc0180.html |date=2011-09-27 }} Disorders and terrorism, National Advisory Committee, on Criminal Justice Standards and Goals Washington: 1976. Report of the Task Force on Disorders and Terrorism Appendix 6: Chronology of incidents of terroristic, quasi-terroristic attacks, and political violence in the United States:January 1965 to March 1976 By Marcia McKnight Trick</ref>
*On August 9, 1981, a Cessna 210M, VH-MDX [[1981 Barrington Tops Cessna 210 disappearance|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.<ref>{{cite web|title=Investigation number: 198101477 Cessna 210M, VH-MDX, near Barrington Tops, NSW, 9 August 1981|url=https://www.atsb.gov.au/publications/investigation_reports/1981/aair/aair198101477.aspx|url-status=live|archive-url=https://web.archive.org/web/20171026164130/https://www.atsb.gov.au/publications/investigation_reports/1981/aair/aair198101477.aspx|archive-date=26 October 2017|access-date=July 27, 2017|work=[[Australian Transport Safety Bureau]]}}</ref>
*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.<ref>[http://www.planecrashinfo.com/famous1980s.htm Famous People Who Died in Aviation Accidents - 1980s] (planecrashinfo.com)</ref>
*While flying N6579X, an early-model 210A, famed [[test pilot]] [[Albert Scott Crossfield|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."<ref name="NTSB1">{{cite web|url=https://www.ntsb.gov/news/press-releases/Pages/NTSB_Releases_Final_Report_on_Accident_that_Killed_Famed_Aviator_Scott_Crossfield.aspx|title=NTSB Releases Final Report on Accident that Killed Famed Aviator Scott Crossfield|date=September 27, 2007|access-date=July 27, 2017}}</ref><ref>{{cite news|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20060501X00494&AKey=1&RType=Final&IType=MA|title=National Transportation Safety Board Aviation Accident Final Report Accident Number: CHI06MA115|work=[[National Transportation Safety Board]]|date=September 27, 2007|access-date=July 27, 2017}}</ref>
*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.<ref>{{Cite web|title=Investigation: AO-2019-026 - In-flight break-up involving Cessna T210M, VH-SUX 25 km north east of Mount Isa Airport, Queensland on 26 May 2019|url=https://www.atsb.gov.au/publications/investigation_reports/2019/aair/ao-2019-026/|access-date=2021-11-25|website=www.atsb.gov.au}}</ref> 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.<ref name="Niles28Nov21">{{cite web|url= https://www.avweb.com/aviation-news/australia-urges-more-action-on-cessna-wing-carry-through-structures/|title= Australia Urges More Action On Cessna Wing Carry-Through Structures|access-date= 29 November 2021|last= Niles|first= Russ|work= AVweb|date= 28 November 2021|archive-url= https://archive.today/20211129132015/https://www.avweb.com/aviation-news/australia-urges-more-action-on-cessna-wing-carry-through-structures/|archive-date= November 29, 2021|url-status= live}}</ref>

==Specifications (T210N Turbo Centurion II)==
{{multiple image
 |total_width = 500
 | image1 = Cessna 210A 3-view line drawing.png
 | alt1 = 3-view line drawing of the Cessna 210A
 | caption1 = 3-view line drawing of the Cessna 210A
 | image2 = Cessna 210H Centurion 3-view line drawing.png
 | alt2 = 3-view line drawing of the Cessna 210H Centurion
 | caption2 = 3-view line drawing of the Cessna 210H Centurion
}}

{{Aircraft specs
|ref=Janes' All The World's Aircraft 1982-83<ref name="Janes 82 p345-6">{{harvnb|Taylor|1982|pp=345–346}}</ref>
|prime units?=kts
<!--
        General characteristics
-->
|genhide=

|crew=One
|capacity=Five passengers
|length m=
|length ft=28
|length in=2
|span m=
|span ft=36
|span in=9
|height m=
|height ft=9
|height in=8
|wing area sqm=
|wing area sqft=175
|empty weight kg=
|empty weight lb=2303
|gross weight kg=
|gross weight lb=4000
|fuel capacity={{convert|87|USgal|impgal L|abbr=on}} (usable capacity)
<!--
        Powerplant
-->
|eng1 number=1
|eng1 name=[[Continental O-520|Continental Motors TSIO-520-R]]
|eng1 type=air-cooled turbocharged [[flat-six]]
|eng1 kw=<!-- prop engines -->
|eng1 hp=310

|prop blade number=3<!-- propeller aircraft -->
|prop name=McCauley Type D3A34C402/90DFA-10 constant-speed propeller<ref name="Janes 82 p345-6"/>
|prop dia m=<!-- propeller aircraft -->
|prop dia ft=7<!-- propeller aircraft -->
|prop dia in=6<!-- propeller aircraft -->
|prop dia note=<ref>{{harvnb|Jackson|2003|p=804}}</ref>

<!--
        Performance
-->
|perfhide=

|max speed kmh=
|max speed mph=
|max speed kts=204
|max speed note=at {{convert|17000|ft|m|abbr=on}}
|cruise speed kmh=<!-- if max speed unknown -->
|cruise speed mph=<!-- if max speed unknown -->
|cruise speed kts=193
|cruise speed note=at {{convert|20000|ft|m|abbr=on}} (80% power)
|stall speed kts=58
|stall speed note=(power off, flaps down) ([[Calibrated airspeed|CAS]])
|range km=
|range miles=
|range nmi=900
|range note=at {{convert|10000|ft|m|abbr=on}} (econ cruise)
|ceiling m=
|ceiling ft=27000
|climb rate ms=
|climb rate ftmin=930
|more performance=*'''Takeoff distance to 50 ft (15 m):''' {{convert|2160|ft|m|abbr=on}}
*'''Landing distance from 50 ft (15 m):''' {{convert|1500|ft|m|abbr=on}}

|avionics=
}}

==See also==
{{aircontent|
|related=
* [[Cessna 182]]
* [[Cessna 206]]
|similar aircraft=
* [[Beechcraft Bonanza]]
* [[Piper Saratoga]]
* [[Piper Malibu]]
|lists=
|see also=
}}

==References==

===Notes===
{{Reflist|30em}}

===Bibliography===
*{{cite magazine|last=Flores|first=Santiago A.|title=From Cavalry to Close Air Support|magazine=[[Air International]]| date=May 2001| volume=60 |issue=5| pages=298–303|issn=0306-5634 }}
* {{cite book |last=Hagedorn |first=Daniel P. |title=Central American and Caribbean Air Forces |year=1993 |location=Tonbridge, Kent, UK |publisher=Air-Britain (Historians) Ltd |isbn=0-85130-210-6}}
*{{cite magazine |last=Hatch |first=Paul F. |title=World's Air Forces 1986 |magazine=[[Flight International]] |date=29 November 1986 |volume=130 |issue=4039 |pages=30–104 | issn= 0015-3710 |url=https://www.flightglobal.com/pdfarchive/view/1986/1986%20-%203176.html |access-date=2 April 2019 }}
* {{cite book|last=Jackson |first=Paul |title= Jane's All The World's Aircraft 2003–2004 |year=2003 |publisher= Jane's Information Group|location=Coulsdon, UK |isbn= 0-7106-2537-5}}
* {{cite book |last=Simpson |first= R. W.|title= Airlife's General Aviation|year=1991 |publisher= Airlife Publishing|location= England |isbn=1-85310-194-X}}
* {{cite book |last=Simpson |first=R. W. |title=Airlife's General Aviation |year=1995 |edition=Second |location=Shrewsbury, UK |publisher=Airlife Publishing Ltd |isbn=1-85310-577-5}}
* {{cite magazine |last1=Simpson |first1=Rod |last2=Longley |first2=Pete |title=Single Turboprop Conversions |magazine=Air Britain Aviation World |date=Autumn 2023 |pp=158–161 |issn=1742-996X}}
*{{cite book |last=Taylor|first= John W. R.|author-link=John W. R. Taylor |title= Jane's All The World's Aircraft 1982-83|year=1982 |publisher= Jane's Yearbooks|location=London |isbn=0-7106-0748-2}}

==External links==
{{commons category}}
* [http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8d6fe1c9ed78bbdd862572430063b139/$FILE/3A21.pdf FAA Type Certificate Data Sheet 3A21] Type Certificate Data Sheet for Cessna 210 models.

{{Cessna 140 family}}
{{Cessna}}

[[Category:Cessna aircraft|210]]
[[Category:High-wing aircraft]]
[[Category:Single-engined tractor aircraft]]
[[Category:1950s United States civil utility aircraft]]
[[Category:Aircraft first flown in 1957]]
[[Category:Aircraft with retractable tricycle landing gear]]
[[Category:Single-engined piston aircraft]]