1963 Cessna 210D – Exceptionally Clean, IFR Equipped, Ready to Fly If you’re looking for a classic Cessna 210 that has been well cared for and is ready to travel, this 1963 Cessna 210D deserves a close look. With low time on both the engine and propeller, a clean, comfortable interior, and an upgraded IFR avionics package, this aircraft is an excellent cross-country machine with a 196 MPH cruise speed! Aircraft Highlights - 1963 Cessna 210D - 4,300 Hours Total Time - 250 Hours Since Major Overhaul (SMOH) in 2019 - 250 Hours Since New Propeller (SNEW) - Continental-IO-520 - Hartzell 3 Blade Propeller Avionics Located in Amarillo, Texas

Home Airport(s)

Tradewind Airport (KTDW) • Amarillo, TX

Manufacturer year

1963

Serial Number

21058274

Registration Number

N3774Y

Avionics

- 2 Garmin G5 Electronic Flight Instrument - JPI engine Monitor - Garmin GNS 530 GPS​/​NAV​/​COM - Garmin GNS 430 GPS​/​NAV​/​COM - Garmin GTX 345 ADS-B In & Out Transponder - PS Engineering Audio Panel with Bluetooth - S-TEC 55X auto pilot - IFR Certified and Cross-Country Ready

Aircraft Model Overview (Reference only)

The Cessna 210D Centurion is a four-seat, single-engine retractable-gear high-wing aircraft produced by Cessna Aircraft Company in Wichita, Kansas, for the 1963 model year. The 210D represents the final evolution of the original strut-braced Cessna 210 design before Cessna introduced significant powerplant and structural changes in subsequent years — making it historically interesting as the last of the IO-470-powered strut-braced variants before the IO-520 arrived in the 210E. Cessna had refined the strut-braced 210 design progressively since the original 1960 model, and by the 210D the aircraft had reached the settled, well-developed character of a mature design with the addition of rear window visibility improvements and refined interior specification that distinguished the C and D models from their predecessors. Power is provided by a Continental IO-470-E fuel-injected horizontally-opposed six-cylinder engine producing 260 horsepower at 2,625 RPM, driving a two-blade McCauley constant-speed propeller. The IO-470-E fuel injection eliminates carb ice as an operational concern and delivers consistent power across the altitude and attitude range — an operational advantage over carbureted contemporaries in the Cessna high-wing line. The IO-470 family occupies a narrower overhaul and parts market than the IO-520 and IO-550 variants that succeeded it in the Centurion line, and buyers should verify Continental IO-470 specific shop experience and parts availability as part of pre-purchase planning. Fuel burn at cruise is typically 13 to 14 USG per hour at 75% power settings. The 210D airframe retains the strut-braced high wing that defined the Cessna 210 through its first decade of production — a strutted configuration shared with the 182 Skylane but combined with the 210's hydraulically-actuated retractable tricycle gear to produce a high-wing retractable that was unique in the Cessna lineup. The external lift strut provides straightforward structural support with well-understood maintenance requirements, and the strut-braced wing's slightly higher drag relative to the later cantilever design is a modest performance trade-off for the simplicity of a conventional braced wing structure. The retractable gear system — one of the defining characteristics of the 210 series relative to the fixed-gear 182 — provides the cruise speed advantage that justifies the added complexity and maintenance discipline of a gear-equipped aircraft. The four-seat cabin accommodates pilot, co-pilot, and two rear passengers in the configuration that was standard for the early 210 series — a more intimate arrangement than the six-seat configurations introduced later in the 210's production history, reflecting both the practical useful load of the IO-470-powered airframe and the market expectations of the early 1960s owner-pilot segment. The high-wing configuration delivers the Cessna's characteristic unrestricted downward visibility from all seating positions, and the large windows of the D model provide good light and situational awareness for all occupants. The 1963 panel carries the original Cessna analog avionics suite; most actively operated 210D airframes have received successive avionics updates over their six-decade operational lives, and specific avionics configuration requires verification on any individual aircraft. The 210D handles with the stable, capable character appropriate to the Cessna high-wing tradition — well-damped in pitch and roll, comfortable in cruise, and predictable in the approach and landing environment. The retractable gear demands standard discipline and system management appropriate to any gear-equipped aircraft, and the IO-470-E's power management requirements are straightforward for pilots familiar with fuel-injected Continental engines. As a 62-year-old aircraft, the 210D's operating costs, maintenance demands, and parts availability are primary considerations that buyers should evaluate honestly against the alternatives available at comparable price points in the current market. In the current used market the 1963 Cessna 210D occupies the vintage and collector tier of the Centurion family — priced below the IO-520-powered and cantilever-wing variants that followed it, appealing to buyers who specifically value the early 210's strut-braced simplicity, IO-470 powerplant, and the historical significance of a pre-cantilever Centurion. The Cessna Pilots Association (CPA) provides type support across the full 210 production range, and 210-experienced shops are available at most major aviation centers. Buyers approaching the 210D from a pure utility perspective may find the later 210L or 210M more practically capable; buyers drawn to the type's vintage character, simpler structure, and collector provenance will find the 210D a genuinely rewarding airframe with appropriate maintenance investment and care.