6-occupant pressurized single-engine piston aircraft · Single-engine piston aircraft · production 1978–1983 · See its reach on the 3D globe
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A Cessna P210N costs approximately $217k (€201k) to $259k (€240k) to buy at 1980 market values, and about $83k (€76k) a year to own flying 80 hours, roughly $1,031 (€955) per flight hour all-in. It seats 6, cruises at 187 kt (215 mph) and has a published range of 925 nm (1,713 km), needing about 2,159 ft (658 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The P210 is the only pressurised piston single Cessna ever built, and it does something genuinely rare: flight-level cruise in a six-seat cabin, on avgas, on a private licence. Owners who need to cross weather rather than wait for it keep the type alive. It is also the most demanding piston single to own. Pressurisation adds door seals, windows and a controller to an already complex turbocharged retractable, cylinders work hard at altitude, and none of it is cheap. Buy it only if you will fly high often, on a maintenance budget sized for a turbine.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 1,814 kg |
|---|---|
| Useful load | 627 kg |
| Usable fuel | 341 L |
| Service ceiling | 23,000 ft |
| Baggage weight | 91 kg |
| Engine | Continental TSIO-520-P turbocharged piston engine, 310 hp |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 1,140 lb (517 kg) |
| Published planning range | 925 nm (1,713 km) |
| Practical planning radius (4 people) | 620 nm (1,148 km) |
| Cruise speed | 187 kt (215 mph) |
| Runway need | ~2,159 ft (658 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Avgas 100LL |
| Fixed annual base | $13k (€12k) |
| Direct cost per flight hour | $335 (€310) |
The P210N combines 6-seat piston-aircraft utility with about 925 NM reported range and about 187 kt reported cruise, while payload, runway and operating-cost figures remain indicative and should be verified for the specific aircraft before making a decision.
Indicative cash costs at 1980 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $69k (€64k) | $1,728 (€1,600) | $581k (€538k) |
| 80 h / year | $83k (€76k) | $1,031 (€955) | $648k (€600k) |
| 120 h / year | $96k (€89k) | $799 (€740) | $715k (€662k) |
| 180 h / year | $116k (€107k) | $644 (€597) | $815k (€755k) |
Every figure above is built from a $13k (€12k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $335 (€310) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $46k (€42k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cessna P210N cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1980 market price for a Cessna P210N is $217k (€201k) to $259k (€240k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cessna P210N works out at roughly $83k (€76k) annually, which is about $1,031 (€955) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $335 (€310).
Published range is 925 nm (1,713 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 620 nm rather than the brochure figure.
Beyond a pilot certificate, a Cessna P210N requires complex airplane endorsement and high-altitude training. Retractable gear puts this aircraft in the complex class of 14 CFR 61.31(e), alongside flaps and a controllable-pitch propeller, which retractable types carry as a matter of course. It is a one-time instructor endorsement in your logbook, but the insurance condition behind it is the part that costs money: underwriters usually want a stated number of hours in retractable-gear aircraft before they will write the risk at standard rates. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,159 ft (658 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.