Now available through Tomahawk Aero, this 1963 Cessna 210C Centurion is a clean, always-hangared early Centurion with complete and continuous logs, long-range fuel, a useful load of 1,071 lbs, and a Garmin-centered IFR panel featuring a Garmin GNS 430W WAAS GPS​/​NAV​/​COM, Garmin GMX 200 color MFD and a Narco H.S.I. 💰 Price: $94,500 OBO ⏱️ TTAF: 3,675 hours ⚖️ Gross Weight: 3,000 lbs ⛽ Fuel Capacity: 80 gallons, 40 gallons per side 🏡 Airframe ​/​ Interior ​/​ Exterior Always hangared Complete and continuous logs Exterior in Vestal White and Sun Yellow with Brown accents Four-place deluxe brown vinyl interior with charcoal gray crushed velvet fabric inserts Extended “hat shelf” baggage area 80-gallon long-range fuel tanks BAS 3-point safety shoulder harnesses LP Plastics single-piece windscreen Monarch fuel cap STC Wilco landing gear safety mirror STC on each wing Vernier throttle, propeller, and mixture controls Toe brakes on both pilot and co-pilot sides Avionics master switch This is a capable, high-utility early Centurion with long-range fuel, a solid 1,071 lb useful load, WAAS IFR capability, and a strong maintenance​/​logbook history.

Home Airport(s)

Located at North Las Vegas Airport (KVGT)

Manufacturer year

1963

Serial Number

21058087Now available through Tomahawk Aero, this 1963 Cessna 210C Centurion is a clean, always-hangared early Centurion with complete and continuous logs, long-range fuel, a useful load of 1,071 lbs, and a Garmin-centered IFR panel featuring a Garmin GNS 430W WAAS GPS​/​NAV​/​COM, Garmin GMX 200 color MFD and a Narco H.S.I.

Registration Number

N4449G

Make/Model

Cessna 210C Centurion

Useful Load

1071 lbs

Engine Details (e.g. Total Engine Time; Suggested TBO; Hours Remaining)

Continental IO-470-S, fuel-injected, normally aspirated, 265 HP, 1,687 SMOH Compressions at last annual: 68 ​/​ 71 ​/​ 67 ​/​ 70 ​/​ 75 ​/​ 75 over 80 PSI 137 hours since last 500-hour magneto inspection​/​overhaul, completed October 2024

Avionics

Avionics ​/​ Instruments ​/​ Gauges: Garmin GNS 430W WAAS GPS​/​NAV​/​COM​/​ILS with color moving map Garmin GMX 200 color multi-function display Garmin GTX 327 Mode C digital transponder Garmin GMA 347 stereo audio panel with markers and intercom Garmin GI 106A VOR​/​LOC​/​GPS​/​glideslope indicator Bendix​/​King KX 165 TSO NAV​/​COM with VOR​/​LOC​/​GS capability Precision Aviation PAI-700 vertical card compass Narco Horizontal Situation Indicator ​/​ VOR-LOC indicator Airtex 345 406 MHz ​/​ 121.5 MHz ELT United Instruments Model 700 vertical speed indicator EDO-Aire 5000B attitude gyro ​/​ artificial horizon EGC ​/​ Mid-Continent 1394T100 turn coordinator Mitchell Executive II wing leveler, currently INOP uAvionix ADS-B OUT TailBeacon

Maintenance Details

Inspection Status: Annual inspection completed October 2025 by Command Aviation in Bellingham, WA Transponder certification under 14 CFR 91.413 completed April 2026 ELT battery inspection next due October 2026 All applicable ADs complied with

Aircraft Model Overview (Reference only)

The Cessna 210C Centurion is a four- to six-seat, single-engine retractable-gear aircraft produced by Cessna Aircraft Company in Wichita, Kansas, for the 1963 model year. The 210C represents the third year of progressive refinement of Cessna's flagship single-engine piston platform — a type that Cessna first introduced in 1960 as a direct response to the Beechcraft Bonanza's dominance of the high-performance owner-pilot market. Over its 26-year production run spanning more than a dozen variants and nearly 10,000 airframes, the Cessna 210 Centurion became the definitive high-performance Cessna single, prized for its large cabin, genuine cross-country capability, and the structural robustness that Cessna built into the PA-28 competitor from its first production year. The 210C is powered by a Continental IO-470-E fuel-injected horizontally-opposed six-cylinder engine producing 260 horsepower, driving a two-blade McCauley constant-speed propeller. The IO-470's fuel injection system — a meaningful operational advantage over the carbureted engines of contemporaries — provides consistent fuel delivery across the power and attitude range, eliminates carb ice as an operational concern, and delivers improved fuel efficiency at cruise power settings. Continental IO-470 support and overhaul capability remain well-established in the market, though buyers should budget for the six-cylinder overhaul cost that is meaningfully higher than four-cylinder piston alternatives of comparable vintage. The 210C airframe retains the strut-braced high wing configuration that Cessna carried through the mid-1960s 210 variants — a structural choice that provided the necessary wing rigidity within the weight and cost constraints of the early production run before Cessna transitioned to a cantilevered wing on the 210G in 1967. The strut-braced design is structurally well-proven and presents no inherent weakness when properly maintained, but does impose an inspection requirement on strut attach fittings and fairings that cantilevered-wing owners do not share. The retractable tricycle gear is electrically actuated and specific to the early 210 series — distinct in its mechanism and maintenance profile from the later variants that refined the system through successive model years. The cabin is the Cessna 210's most enduring competitive advantage across its entire production life. The high-wing configuration delivers unrestricted downward visibility and genuine ease of entry compared to low-wing contemporaries, while the fuselage cross-section accommodates four to six occupants — depending on configuration — with more shoulder room, headroom, and overall interior volume than the Bonanza, Mooney, or Piper Comanche of the same era. The 1963 210C carries a four- or optional five-seat arrangement with a baggage area accessed from the cabin; the six-seat configuration associated with later variants had not yet been introduced. Panel layout is a conventional six-pack analog arrangement typical of the era, and most surviving examples have received avionics modernization across their ownership history. In the current used market, the early 210-series — particularly the strut-braced variants through the 210F — occupies a value entry point within the Centurion family, priced below the later cantilevered-wing 210N, 210M, and T210 variants that carry larger cabins, more powerful engines, and pressurized options. The early 210's appeal is to buyers who value the type's cabin size, Cessna build quality, and cross-country performance at a lower acquisition cost than later variants, and who are prepared to engage a shop experienced with the early gear and wing strut systems. The Cessna Pilots Association (CPA) and the Cessna 210 community provide active type support and maintenance guidance specific to the early production variants. The 1963 Cessna 210C Centurion is a well-proven, capable, and spacious cross-country and IFR platform that established the Centurion's reputation for combining genuine performance with Cessna's characteristic cabin comfort advantage. For buyers prepared to invest in proper pre-purchase inspection and engage with the type's early-variant maintenance specifics, the 210C offers a rewarding ownership proposition: real six-cylinder performance, the most practical cabin in the contemporary single-engine market, and membership in one of the most comprehensively supported aircraft families in American general aviation. Logbook continuity, corrosion status, gear system condition, and wing strut fitting integrity are the primary evaluation priorities on any 62-year-old 210-series airframe.

Additional Notes

Propeller: Hartzell HC-C2YF-1BF Two-blade, all-metal, constant-speed, variable-pitch propeller 70 PTSN, installed NEW in January 2020. Chrome Spinner. Aluminum Back-plate. Google Photo Album: https://photos.app.goo.gl/8E2SNFoAJVKm5bzUA For details, records, additional photos, or a private showing, call or text broker Jeffrey Lustick at Tomahawk Aero at (702) 219-9290. 💬 Asking $94,500 OBO. All offers considered. Brokers welcomed. Trades available for some aircraft.