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Cessna P-210N Pressurized Centurion

High speed, plenty of payload, pressurization, flight into known icing conditions, dual vacuum pumps and alternators! No other single engine piston aircraft comes close to this fast and very stable IFR platform considering it's price.

This aircraft has had a complete overhaul in 2005 with a NEW Engine, NEW propeller and complete upholstery refurbishment!
Since then it has flown only about 140 hours!

The Cessna 210 Centurion is a 6 seat, high-performance, retractable-gear single-engine general aviation aircraft which 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 Pressurized Centurion with its distinctive small windows, first came on the market in 1978 and during the first two years 400 of them were sold. It was the first pressurized single ever.

It's popularity came from the fact that Cessna has a name of very reliable aircraft and this particular model was the fastest among them.

If you want to go fast in an airplane and still grasp a thin straw of efficiency, you’ll also need to fly high. And to do that, you’ll have to make a choice: stick an oxygen hose in your nose or pay for the convenience of pressurization. Of course, if pressurization were easy and cheap, every airplane would have it. Few do and in the single-engine piston realm, there are only a few choices: Cessna’s P210, the Piper Malibu or the Extra 400.

View from front

The pressurized Centurion only has one large door and an emergency exit on the right side. It has a very spacious cabin.

All the Centurions are renowned for their load-hauling and the P210 is no exception. Owners typically report payloads after full fuel of 900 to 1000 pounds. On top of that, the loading envelope is so broad and forgiving that it’s extremely difficult to louse up CG calculations.

The exteriour is in a perfect state.

The cockpit

The instrumentpanel is large and complete and looks brand new because of the overhaul in 2005.

A complete list of all the avionics is presented in the right bar of this web-page.

In the picture we have a look in the cabin from the only real door at the left side. The right side has an emergency exit which can be clearly seen by the red handle.

Interior

All wallpanels and chairs have been refurbished in 2005.

If you look closely at the picture above, you can see a part of the overhead windows above the aft seats.

High performance

Aircraft Time and maintenance State

For a Pressurized Centurion the total airframe time is rather low. Only about 3300 hours since new.

In 2005, this aircraft was made ready for a second life. A complete overhaul had been performed. All the panels have been renewed and the chairs have been refurbished.

But more importantly: it received a NEW 6-cylinder Continental TSIO-520-P 310hp engine with intercooler and Gami fuel injectors, a NEW 3-blade McCauley D3A34C402/90DFA-10 hot propeller and a JP Instrument engine trend monitor that provides significant fuel savings and engine safety.

Also all of the fluid hoses have been replaced with new hoses including fuel, hydraulic and oil. This aircraft is always kept in a hangar.

So this magnificent aircraft is ready again to perform for many years to come without worries about great maintenance expences.

Asking € 139.000 (no VAT)

The N7346P has a Dutch owner but is stationed in the USA. For our European customers this will involve some traveling. But I'm sure it will be worth the trip.

For extra information or to make an appointment to visit and see/fly the aircraft, you can contact Hans van de Ven.
By e-mail or by phone +316 1979 2107

United states prices! You have to read this!

We have noticed that there are many people who compare the asking prices of General Aviation aircraft that are advertised in US dollars ($) to the prices of the aircraft for sale in Europe. Unfortunately they easily forget to add all the extra costs that are involved in getting the aircraft from the United States (and N-register) to Europe.

There are many extra costs involved, like getting an export license, ferrying the aircraft, the extra insurance for the ferry and the VAT to be paid.

But there is also the fact that the European rules on maintenance are much more strict than they are in the United States or Canada. Even when an aircraft is very young, then it will be possible that costs have to be made to get the aircraft up to European maintenance requirements.

Then there is the IFR situation. If you want an IFR certified aircraft, you have to know that the presence of a DME, ADF and mode S transponder are mandatory in Europe! In almost all cases this equipment is not present in aircraft from the other side of the ocean. Mode S transponders are usually only present in aircraft build from 2004 onwards.

Depending on the particular aircraft you have in mind, these costs can easily amount to 15 to 25 thousand euro's!

We just want you to know, so that you do not compare apples and oranges!

This Pressurized Centurion meets all European standards on maintenance. This is because the owner has used it in Europe. For IFR operation in Europe it only needs a new mode-S transponder.