Silver Eagle D-EFRH, a Cessna P210N converted to Rolls-Royce turboprop power. · Wikimedia Commons contributor, CC BY-SA 3.0
Cessna / O&N · Turboprop
P210 Silver Eagle (turbine conversion)
An aftermarket turbine conversion of Cessna's pressurized P210N, the last step in the Cessna 210 Centurion line.
The least expensive pressurized turbine single we have reviewed: quick-climbing, frugal and well under $1M. It works best for one to three people; four adults with bags means short legs, and support rests on a small conversion program.
Buy it if
You fly yourself, usually with one or two passengers, and want turbine reliability, jet fuel and pressurization for well under $1M, accepting a small fleet where records and engine condition matter more than model year.
Skip it if
You regularly carry four adults with bags, need known-icing approval, want a cabin wider than about 41 inches, or want the factory and dealer support behind a Piper Meridian or Daher TBM.
Biggest compromise
Payload. Maximum takeoff weight is still the piston P210's 4,000 lb, so a well-equipped Silver Eagle carries about 356 lb after the pilot with standard tanks.
The numbers that matter
Purchase price
$765K
typical asking · $625K–$1.01M
What it costs per year
$275K
at 300 hrs · one professional pilot
How far it flies
900 nm
About 140–510 nm with four 200 lb adults and full reserves, depending on empty weight with passengers
How fast
215 kt
high-speed cruise
Seats
5
Pilot plus up to 5 passengers
Pilots needed
1
Flown by one pilot, almost always the owner.
Price
What one costs to buy
Typical asking price
$765,000
Where asking prices sit
Low
$625K
Typical
$765K
High
$1.01M
Most asking prices fall inside this band.
Other sites
Priced vs call
with a price / call for price
All eight listed aircraft show prices, from $625,000 to about $1.01M. A new conversion cost about $1M in 2018, before buying the airframe.
Price vs its family and alternatives
Scroll to explore · select a jet for details
P210 Silver Eagle (turbine conversion) · This aircraft
$765K
The least expensive here; next up is the Meridian (PA-46-500TP).
For sale now
None listed right now
Cost to own
What it costs per year to run
300hours / year
Per year
Per flight hour
Estimate — your operator will quote actual numbers.
Fuel, maintenance and engine reserve rise as you fly more. One professional pilot and insurance stay the same however much you fly.
Where the money goes
Partial estimate- One professional pilot$134,82549%
- Insurance$13,0005%
- Fuel$63,21623%
- Maintenance$27,00010%
- Engine reserve$37,28414%
One professional pilot is the biggest single cost at 49% of the total.
The JetGrade
61 out of 100 — Below its class average
Peer group: Piper Meridian (PA-46-500TP), Daher TBM 700A, Daher TBM 700B, Piper M500
Seven categories at a glance
- - - 70 = typical— This aircraft
Strongest on running costs, weakest on speed & trip time.
Grades are editorial opinions about the model, not any specific aircraft. Sponsors and affiliates have no input. Reviewed 2026-10-04.
Where it flies
Sample trips and reach
Typical trips on a map
Depends on weight or weather
Fuel stop likely
Out of reach
0 of 6 sample trips are comfortable nonstops.
Sample flight times
- 1.4 hr
Carlsbad → Las Vegas
205 nm · Nonstop for most; heavily equipped aircraft carry fewer
- 3.7 hr
Carlsbad → Aspen
625 nm · One stop with four; Aspen weight-limited on hot days
- 4.6 hr
Santa Ana → San José del Cabo
765 nm · Two stops with four aboard; nonstop with two
- 5.2 hr
Teterboro → West Palm Beach
900 nm · Two stops with four aboard; one with two
Dallas → Teterboro
1,190 nm · Three stops with four aboard; one with two
Carlsbad → Teterboro
2,100 nm · Impractical with four aboard; two stops with two
Lineage
What came before and after
1960–1986
Cessna 210 Centurion
Six-seat retractable-gear high-wing single that started the line.
1966–1986
Cessna T210 Turbo Centurion
Turbocharged 210 for higher-altitude cruise.
1978–1985
Cessna P210N Pressurized Centurion
Pressurized 210 with a 310 hp turbocharged piston engine; the conversion's donor.
1992–present
P210 Silver Eagle
P210N re-engined with a 450 shp Rolls-Royce 250 turboprop.
What changed from the Cessna P210N Pressurized Centurion
- The 310 hp piston engine gives way to a 450 shp Rolls-Royce 250 turboprop burning jet fuel.
- Overhaul interval rises from about 1,400 hours to 3,500 hours.
- A three-blade Hartzell reversing propeller adds reverse thrust for shorter landing rolls.
- Fuel rises to about 115 gallons, or about 147 with optional tip and aft tanks.
- Air conditioning, a new instrument panel and a new interior came with the conversion.
- Maximum takeoff weight stays at 4,000 lb, and a heavier empty weight trims useful load.
Size and cabin
How big it is, inside and out
Outside
Wingspan
Height
Inside the cabin
Width
Compare
How it stacks up
This aircraft
P210 Silver Eagle (turbine conversion)
- JetGrade
- 61
- Price
- $765K
- Cost per year
- $275K
- Range
- 900 nm
- Speed
- 215 kt
- Seats
- 5
- Pilots
- 1
- Years built
- 1992–now
← Before
Cessna P210N Pressurized Centurion
Not yet graded
Alternative
- JetGrade
- 63
- Price
- $1.28M
- Cost per year
- $418K
- Range
- 1,000 nm
- Speed
- 260 kt
- Seats
- 4
- Cabin length
- 12′ 3″
- Pilots
- 1
- Years built
- 2000–2015
Alternative
- JetGrade
- 69
- Price
- $1.29M
- Cost per year
- $457K
- Range
- 1,550 nm
- Speed
- 300 kt
- Seats
- 4
- Cabin length
- 13′ 3″
- Pilots
- 1
- Years built
- 1999–2002
- Piper Meridian (PA-46-500TP) instead: A wider club cabin, 260 knots and 30,000 ft with factory support, at a typical ask near $1.29M and higher fuel and engine costs.
- Daher TBM 700B instead: About 300 knots and roughly 900 nm with four aboard, at a typical ask near $1.3M and much higher running costs.
Gold marks the best figure in each row.
Owning one
What to know before you buy
Engines & inspections
1 × Rolls-Royce (Allison) 250-B17F/2 · 450 shp each
No APUEngine hours until overhaul
- Main gear actuator inspection · 500 hr
- Engine hot section inspection · 1,750 hr
- Engine overhaul · 3,500 hr
- Annual inspection every 12 months
Rolls-Royce offers hourly engine plans for its M250 turboprops. Ask whether this engine is enrolled, what it covers and whether it transfers.
Known issues
Small conversion program support
O&N closed around 2016; Griggs Aircraft bought the program, but its depth of parts and engineering support is unclear.
Wing spar inspection directive
A 2023 directive requires eddy-current spar checks; the FAA estimates about $38,700 to replace a cracked P210 spar.
Engine overhaul pricing
Rolls-Royce 250 overhaul prices are not published; a 2012 hot section inspection cost about $60,000.
Pre-buy checklist
0 of 10 checked
Griggs Aircraft Refinishing in Pennsylvania holds the conversion approval and says it continues the program. Rolls-Royce lists 33 authorized M250 service centres, and the airframe is a common Cessna 210.
Review
The full review
Strengths
- A 450 shp Rolls-Royce 250 turboprop with a 3,500-hour overhaul interval replaces the P210's troublesome 310 hp piston engine.
- Cruises at 195 to 215 knots on roughly 20 to 24 gallons of jet fuel an hour.
- Typical asking price near $765,000 in October 2026, far below a used Piper Meridian or TBM 700.
Limitations
- With four 200 lb adults, we estimate range falls to roughly 140 to 510 nm, depending on empty weight.
- The cabin is about 41 inches wide, and 3.35 psi pressurization leaves it near 12,100 ft at 23,000 ft.
- The base conversion is not approved for known icing, and support rests on one small program holder.
The Silver Eagle is not a factory model. It is a Cessna P210N Pressurized Centurion, built between 1978 and 1985, whose 310 hp piston engine has been replaced with a Rolls-Royce (originally Allison) 250 turboprop under a supplemental type certificate created by O&N Aircraft Modifications of Factoryville, Pennsylvania. Conversions went on sale in 1992, and about 114 had been completed by 2023. O&N has since closed; Griggs Aircraft Refinishing bought the program and says it continues the conversions. It sits at the end of the Cessna 210 line and is one of the least expensive ways into a pressurized turbine single.
Pilot's take
From the cockpit, the Silver Eagle flies like the P210 its pilots know, with a turbine's smoothness, jet fuel and a reversing propeller in place of a temperamental piston engine. Climbs are brisk and cruise sits around 200 knots in the high teens. The discipline is weight and fuel: with more than two aboard, every trip starts with a load calculation. Engine ice protection matters in visible moisture, and the flight manual warns the engine may not relight for several minutes after a shutdown, which argues for conservative weather, night and terrain planning in a single.
Who this is for
Owner-pilots stepping up from a piston P210, Bonanza or Malibu who usually fly alone or with one or two passengers on 300 to 800 nm trips and want turbine reliability and jet fuel at the lowest entry price.
Ask about this aircraft
Answers come only from our research file on the P210 Silver Eagle (conversion).
Your earlier questionsOwners
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